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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>TRAFFIC TELEMATICS IN EUROPE--WITH A BLANKET COVERAGE BUT WITHOUT A SPECIAL ROADSIDE INFRASTRUCTURE</title>
      <link>https://trid.trb.org/View/463055</link>
      <description><![CDATA[IntraGSM is a system to provide traffic telematics services using existing GSM (global system for mobile communications) infrastructure.  The core of the system is on trial on the A555 between Cologne and Bonn (Germany).  It is the only system based on the concept of virtual charging areas using the Pan European GSM digital cellular technology.  All aspects of full road tolling are included in the trial, such as vehicle identification/classification, bill generation and enforcement, and a number of value added services.  Some functional features are simulated.  The IntraGSM system can be established almost anywhere.  It consists of a number of modular components that, together with a GSM network and the global positioning system (GPS), can identify road users and their location, provide services, and charges them appropriate fees for the use of the road and the services.  All interfaces are open and utilize standard data communication protocols, including the GSM network. The modularity of the system permits the future integration of other traffic management systems, payment methods, and tolling systems.  IntraGSM is open to a variety of traffic applications, which would be provided in the future on a blanket coverage basis to motorists.  The technical approach taken by IntraGSM provides a complete separation in time and space of all transactions. This feature allows for the utilization of sophisticated security and authentication measures that are common in the banking community.]]></description>
      <pubDate>Fri, 23 Jul 2004 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/463055</guid>
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      <title>SENSING AND CONTROL TO ENHANCE THE SAFETY OF HEAVY VEHICLES</title>
      <link>https://trid.trb.org/View/462188</link>
      <description><![CDATA[The University of Minnesota and the Minnesota Department of Transportation (MNDOT) are working to improve the safety of heavy trucks on rural highways.  The goal is to investigate how reductions in roadway departure accidents can be achieved by integrating emerging sensing and control technologies into a guidance control system that will operate a vehicle in case the driver falls asleep at the wheel.  This controller will achieve lateral and longitudinal control of a semi tractor-trailer experimental platform, which is based on a Navistar 9400 series tractor. Vehicle navigation will be based on a differential global positioning system (DGPS) with a bandwidth of 5 Hz and accuracy better than 20 cm CEP. Complementing the DGPS will be an inertial measurement unit and dead reckoning package.  The objective is to implement, test, and optimize a Kalman filter based controller, integrating inertial measurements and DGPS data for lateral and longitudinal control of the truck while navigating on the road.  The 3.9 km closed course portion of the MNDOT pavement test facility serves as initial proving grounds for the technology.  The vehicle control system will be tested and evaluated to ensure that it is robust and reliable under a wide range of operating conditions.  The following tasks are currently ongoing:  1) evaluating the DGPS as to its dynamic accuracy, its error covariance, and its bandwidth; and 2) evaluating the truck's dynamic models by performing a series of parameter identification tests on the Navistar truck.]]></description>
      <pubDate>Sun, 24 Jun 2001 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/462188</guid>
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    <item>
      <title>SOCIO-ECONOMIC BENEFITS OF THE PARIS REGION POLICY, BALANCED BETWEEN TRAFFIC MANAGEMENT AND INFORMATION</title>
      <link>https://trid.trb.org/View/463417</link>
      <description><![CDATA[Road information aims to change driver behavior.  Before any trip begins, the driver must determine transportation mode, departure time, and route.  The 600-km network of expressways in the Paris region, with its dense implementation of a control and information system called SIRIUS, is an ideal test-bed to measure and follow changes in driver behavior over a long period of time. The safety issues as well as the diversion options are discussed according to the last surveys.  A step-by-step implementation of a large amount of variable message signs, first, then in-car information or route guidance devices, makes it possible to isolate the main parameters that are likely to trigger actual modifications.  These modifications can only occur when the different choices are made available via a consistent array of reliable and timely traffic information.  Even then, it is crucial to establish the first hypothesis about how the public will react to through traffic information:  will they stick to their habits or not, and in what proportion?]]></description>
      <pubDate>Sun, 06 Aug 2000 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/463417</guid>
    </item>
    <item>
      <title>3D MOTION ESTIMATION OF A MOVING OBJECT USING MODEL-BASED TECHNIQUES</title>
      <link>https://trid.trb.org/View/462192</link>
      <description><![CDATA[This paper presents a method of three-dimensional (3D) motion estimation of a moving object using model-based image coding. This is based on localization of a viewpoint from monocular vision.  First, the whole scheme of the environment recognition system is described.  This is composed of four major modules, including moving object detection, model-based image estimation, 3D model database, and space quantization.  Second, the moving object detection module using block matching method is explained, which incorporates a two-dimensional motion compensation technique in video compression standard.  Then, model-based image estimation is described.  This is based on model-based image coding, which is considered the most powerful method to achieve the very low bit-rate image coding and transmission.  This module includes texture mapping techniques using 3D model database and source texture images.  Next, the space quantization method is modified to avoid difficulty in searching six parameters when the target object moves widely in outdoor environments.  This modification is performed by incorporating virtual-real-images into the image estimation process, and by modification of the search process as well as error evaluation function.  Finally, an example of a moving car demonstrates the potential of 3D motion estimation method for environment recognition.]]></description>
      <pubDate>Sun, 25 Jun 2000 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/462192</guid>
    </item>
    <item>
      <title>STATE OF URBAN DYNAMIC TRAFFIC MANAGEMENT IN SHANGHAI AND FURTHER CONSIDERATION</title>
      <link>https://trid.trb.org/View/464376</link>
      <description><![CDATA[An intelligent transportation system (ITS) is not a new idea for Chinese engineer society and government.  ITS is based on microelectronics, telecommunications, and information technologies.  Most characteristic of ITS is that it will develop by fully utilizing and melting the modern technologies to create a new transportation to meet the needs of safety, mobility, comfort, and environment.  In China, four key areas of ITS are: automatic vehicle control systems (AVCS), advanced traffic management systems (ATMS), advance driving information systems (ADIS), and capacity and vehicle order and management systems (CVOM).  At present, some traffic surveillance and control systems that are the bases of dynamic traffic management have been installed and put into use along with the highway and bridge construction projects.  Some large cities and provinces have developed the transport management information system (MIS) or traffic data base, but most of them do not share information.  On the other hand, many scientists and engineers from universities, institutes, and small companies are researching new ITS technologies, such as automatic driving system, traffic surveillance and control system, transportation MIS, etc.  Their works lack continuity and cooperation and are performed on a small scale.  Without long-term and efficient support, especially financing, their results cannot be put into use and fail to form a new industry.  This paper presents China's idea of ITS, describes the status of currently running systems and study projects, and provides some suggestions for government.]]></description>
      <pubDate>Thu, 19 Sep 1996 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/464376</guid>
    </item>
    <item>
      <title>ITS ACTIVITIES OF JAPANESE MITI: AVCS TECHNOLOGIES IN FOCUS</title>
      <link>https://trid.trb.org/View/464377</link>
      <description><![CDATA[This paper introduces intelligent transportation systems (ITS) history and current activities in Japanese MITI, Mechanical Engineering Laboratory (MEL), a research institute belonging to MITI, and the Association of Electronic Technology for Automobile Driving and Traffic (JSK), a foundation related to MITI established in 1979.  JSK has a long history of ITS research covering automatic vehicle control systems (AVCS) since the 1960s and advanced traveler information systems (ATIS) since the 1970s and 80s.  The activities in the ITS field place emphasis on research and development rather than deployment.  MITI is also in charge of standardization including International Standards Organization (ISO)/TC204.  ITS activities began with automatic driving in the early 1960s.  In the 1970s, MITI and MEL conducted two projects;  the Comprehensive Automobile Traffic Control System (CATCS) and a vision-guided intelligent vehicle.  In the 1980s, JSK conducted ATIS-related projects including a traveler information system combining a road-vehicle communication system and a cable television network in addition to a traveling time measurement system.  MITI supervised research and development of an autonomous intelligent vehicle, the personal vehicle system (PVS).  MITI conducted studies on the Super Smart Vehicle System (SSVS) from 1990 to 1992, which envision AVCS-related systems in 20 to 30 years that aim at compatibility of safety and efficiency of automobile driving and road traffic taking account of the aging society and environmental protection.  The recent activities in MITI focus on AVCS, especially on vehicle-oriented AVCS, including automated highway systems and inter-vehicle communications.  MEL is conducting fundamental research on image processing and driving control algorithms for AVCS, and JSK has a series of experiments on cooperative driving with inter-vehicle communication.  In addition, JSK is conducting research on the effect of ITS technologies on energy conservation.]]></description>
      <pubDate>Thu, 19 Sep 1996 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/464377</guid>
    </item>
    <item>
      <title>THE STANDARDIZATION ACTIVITIES IN ISO/TC204/WG14 VEHICLE/ROADWAY WARNING AND CONTROL SYSTEMS</title>
      <link>https://trid.trb.org/View/464378</link>
      <description><![CDATA[WG14 is one of 14 active working groups within Technical Committee 204 (Transportation Information and Control Systems) of the International Standards Organization (ISO).  WG14 is charged with establishing standards for systems that avoid accidents, increase roadway efficiency, contribute to driver convenience, and reduce driver workload.  This paper explains why and how WG14 conducts standards work.  The need to maximize consumer safety and trust, the need to minimize obstacles to international trade and competition, and the need to minimize interference among systems when functions are improved, changed, or upgraded forms the foundation for conducting work in WG14.  The work process that WG14 employs involves classifying potential standardization topics to determine the appropriate time to initiate standards work, and establishing cooperative arrangements with other organizations to minimize the possibility of conflicts and to achieve the standardization goals.  This paper provides summaries of the working groups seven work items, which cover adaptive cruise control systems, four types of vehicle-based obstacle warning systems, two infrastructure-based warning systems, and five liaisons.  At the end of the paper, the authors make a few important observations and recommendations for furthering standards work.]]></description>
      <pubDate>Thu, 19 Sep 1996 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/464378</guid>
    </item>
    <item>
      <title>LIGHTED GUIDANCE DEVICES: ENVIRONMENTAL MODULATION OF DRIVERS' PERCEPTION OF VEHICLE SPEED THROUGH WORK ZONES</title>
      <link>https://trid.trb.org/View/464379</link>
      <description><![CDATA[Annually, thousands of highway workers risk serious injury and death from drivers who enter work zones too fast or accelerate after entering the zone and then, due to excess speed relative to environmental limitations, have insufficient time to avoid accidents in the zone.  This research investigated the effectiveness of a system of pulsing lights, which gave the illusion of movement, positioned along side the roadway through a work zone in the virtual world of a driving simulator, in causing drivers to synchronize vehicle speed with the light pulses. Forty drivers participated and 20 older adults.  Each participant made 15 passes through the work zone:  a control pass with stationary white lights, two control passes with no lights, and 12 passes of test conditions--2 colors (red and green) times 3 apparent pulse speeds (-80, 0, and +80 mph) times 2 zone entry speeds (40 and 70 mph).  Age, sex, and zone entry speed differences were found, but overall, backward moving lights caused drivers to reduce their vehicle speed, forward moving lights caused drivers to increase their vehicle speed, stationary light and control lights had little or no effect, and green produced stronger effects than red.  Backward moving lights caused the greatest slowing in the young while forward moving lights caused the greatest acceleration in the old males and young females.]]></description>
      <pubDate>Thu, 19 Sep 1996 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/464379</guid>
    </item>
    <item>
      <title>TRANSPORT TELEMATICS IN THE 4TH RTD AND DEMONSTRATION EC PROGRAMME. GENERAL: THE OVERALL APPROACH, AND SPECIAL: AIR AND RAIL TELEMATICS</title>
      <link>https://trid.trb.org/View/464368</link>
      <description><![CDATA[The entire telematics chain, from data capture and processing to transmission and reception, is covered for applications in all transport modes offering possibilities for common information platforms.  Particular attention is paid to the needs of users, and emphasis is placed on research into telematics tools common to several transport modes, with special attention to the enhancement of safety and efficiency.  Attention is given to the need to further integrate transport services for both freight and people, and on the development of interoperability to support the emergence of multimodal transport services.  Work strives to balance generic, intermodal technical development, and mode-specific applications.  In particular, the broader approach of the activity to a multimodal approach will enable the further integration of transport services for both freight and passengers with particular emphasis on collective transport and appropriate public-private partnerships.  The flow of supporting information calls for harmonization in data exchange networks, communication protocols, and system architectures making maximum use of the information/telecommunications infrastructure, and provides ease and convenience of access for a variety of information networks. The transport telematics actions emphasize the need to develop interoperability in multimedia telematic solutions supporting the emergence of multimodal transport services.  This paper describes the work to be conducted as well as lists specific objectives for multimodal transport, air transport, and rail transport.]]></description>
      <pubDate>Wed, 18 Sep 1996 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/464368</guid>
    </item>
    <item>
      <title>THE LATEST MAJOR ITS ACTIVITIES IN JAPAN - OVERVIEW, TRENDS AND FUTURE SCOPE</title>
      <link>https://trid.trb.org/View/464369</link>
      <description><![CDATA[This paper presents an overview of the history of intelligent transportation systems (ITS) research and development (R&D) and implementation in Japan, as well as Japan's international leading role in ITS technological accomplishment in the history.  Then in response to the international movement to establish large ITS R&D and implementation promotion organizations or projects--such as ITS America, DRIVE, PROMETHEUS, and ERTICO, which enable the promotion of more comprehensive, interdisciplinary ITS R&D and implementation with large amount of public research funds--the Vehicle, Road and Traffic Intelligence Society (VERTIS) was established in January 1994 to promote ITS R&D and implementation plan and the ITS World Congress under the support of the related five ministries.  As the latest ITS activities in Japan, the "VERTIS Grand Design," which VERTIS developed last year, and the current VERTIS development of "ITS Architecture" and "Strategic Plan" are discussed.  These draft interim reports are now under intensive review and discussion in coordination with the government decision of the "Promotion Policy of ITS R&D and Implementation."  For concluding remarks, the future scope and suggested action items for Japan's ITS activities--such as organization issues, public research funds, international standardization, and international cooperation--are summarized.]]></description>
      <pubDate>Wed, 18 Sep 1996 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/464369</guid>
    </item>
    <item>
      <title>PROGRESS OF THE UTMS PROJECT IN JAPAN</title>
      <link>https://trid.trb.org/View/464370</link>
      <description><![CDATA[Universal traffic management systems (UTMS) are one of the intelligent transportation systems (ITS)-related projects in Japan.  Infrared beacons, which allow two-way interactive communication with vehicles, are the key infrastructure of these systems.  By installing as many infrared beacons as possible throughout Japan, functions to collect traffic information and to provide the processed information may be rapidly advanced in both quality and quantity.  Each UTMS consists of six subsystems. Combining these and other systems together, the National Police Agency intends to make all police traffic control centers more integrated and intelligent with a view to advance traffic signal control and information processing functions at these centers. Upon implementation of the UTMS concept, safer, smoother, and more comfortable traffic situations should be produced in the road networks of Japan.  In this paper, the following topics are described:  1) research and development organizations for promoting the UTMS; 2) basic guidelines and funding for promoting UTMS programs across the country; and 3) relationship between UTMS and other projects in Japan.]]></description>
      <pubDate>Wed, 18 Sep 1996 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/464370</guid>
    </item>
    <item>
      <title>TRAVEL AND TRAFFIC INFORMATION, INTERURBAN TRAFFIC MANAGEMENT AND FREIGHT MANAGEMENT WITHIN THE DRIVE II PROGRAMME</title>
      <link>https://trid.trb.org/View/464371</link>
      <description><![CDATA[In the framework of the Advanced Transport Telematics Program DRIVE II of the Commission of the European Union, working groups related to different areas of transportation were established. Emphasis was given to the cross-project coordination of the developments and experience for seven specific areas.  This paper covers the results of Area 2, Travel and Traffic Information; Area 4, Interurban Traffic Management; and Area 6, Freight Management.  Area 2 was concerned with the issues related to collecting, processing, and distributing information.  The kernel were 11 projects dealing with information provided to end users via variable message signs, electronic communication systems, or cellular phone.  Experiences derived in these projects together with valuable supplements from outside were used to assess the needs, to describe the constraints to indicate the problems, and to derive a system synthesis with steps for optimization and implementation.  Within Area 4, a range of applications and techniques were analyzed, which assist operators of motorways and main road networks to keep the roads uncongested and safe, to ensure smooth traffic flow, to advise drivers, and to provide travel services.  In particular, progress made using video analysis techniques when applied to incident and congestion monitoring on motorways and the improvements made concerning the distribution of information between traffic control centers, traffic information centers, and the driver are reported.  The objectives in Area 6 were to support and sustain future economic development in Europe by ensuring the most efficient use of the available freight transport system, through improved freight transport reliability, safety, and customer service, ensuring better conditions for drivers and dispatchers as well as reduction of the unfavorable effects of freight transport on the environment and less congestion on the roads.]]></description>
      <pubDate>Wed, 18 Sep 1996 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/464371</guid>
    </item>
    <item>
      <title>A PROPOSED LOGICAL ARCHITECTURE FOR KOREAN INTELLIGENT TRANSPORTATION SYSTEM (K.ITS)</title>
      <link>https://trid.trb.org/View/464372</link>
      <description><![CDATA[In this paper, the Korean intelligent transportation systems (K.ITS) conceptual architecture under development is described as a result of the first year research, which is a 2-year-long research project, started in 1994 as a first step of comprehensive K.ITS programs.  The purpose of this project is to develop a national strategic plan for K.ITS development and deployment to reduce traffic problems and enhance national competitiveness.  The architecture under development consists of four layers in structure, namely, application, common information, communication, and monitoring/control equipment. The top layer, which is called "application layer" is divided further into two levels:  the upper level contains advanced traveler information systems, autonomous route guidance systems, etc., and the lower level contains advanced traffic management systems, infrastructure-based dynamic route guidance systems, and advanced policing information systems.  The reason is that the lower level of the top layer and three other layers are characterized as an infrastructure of K.ITS and the upper level of the top layer as a superstructure.  A basic framework of K.ITS architecture is under development, which is described conceptually hereinafter.  For the application of nationwide ITS services, three levels of system architecture are being considered.  One is for an urban level that is based on jurisdictional boundaries.  Another is for a rural level that is outside of all urban areas and a third is for a regional level that covers services in large metropolitan areas.  Each infrastructure communicates each others horizontally without any hierarchy for integrated services.  Within this framework, superstructure level of services, such as traffic information broadcasting system and autonomous route guidance system, are dedicated to urban or rural level of infrastructure so that more accurate dynamic traffic information is provided and cost-effectiveness is achieved.  Other services, such as pre-trip service, can be dedicated to the regional level of infrastructures so that more integrated services can be provided. In summary, a conceptual framework of K.ITS architecture was proposed and will be further explored by the end of 1995.]]></description>
      <pubDate>Wed, 18 Sep 1996 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/464372</guid>
    </item>
    <item>
      <title>VICS--STRATEGY AND DEPLOYMENT PLAN</title>
      <link>https://trid.trb.org/View/464373</link>
      <description><![CDATA[The purpose of the vehicle information and communication system (VICS) is to facilitate smoother flowing and safer traffic on Japan's network of roads.  VICS requires four kinds of traffic information handling systems--traffic information collection, information processing and editing, information distribution, and information utilization--and enormous capital expenditures are involved in building and operating these systems.  The investment burden of implementing VICS is being minimized by incorporating existing systems and infrastructure to the greatest extent possible, and by sharing the burden of necessary new construction.  VICS is based on a strong element of private initiative and built on a public platform that is already in place.  Although VICS will eventually be deployed across the whole country, the initial rollout will target a more limited area where the need is greatest to maintain a balance between system income and expenditures.]]></description>
      <pubDate>Wed, 18 Sep 1996 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/464373</guid>
    </item>
    <item>
      <title>PROMOTION OF COMMUNICATION TECHNOLOGY DEVELOPMENT FOR ITS BY THE MINISTRY OF POSTS AND TELECOMMUNICATIONS JAPAN</title>
      <link>https://trid.trb.org/View/464374</link>
      <description><![CDATA[The Ministry of Posts and Telecommunications is currently promoting the development of communication technologies needed to implement intelligent transportation systems (ITS).  These technologies include:  radio beacons, FM multiplex broadcasting systems for constructing a vehicle information and communication system (VICS), wireless card system for a nonstop toll collection system, and collision prevention radar using radio waves in the millimeter wave band.  In April 1994, the Ministry defined technical standards for FM multiplex broadcasting as required for reception in mobile bodies, such as cars, and in October 1994, it defined technical standards for radio beacon systems that use radio waves in the 2.5 GHz band.  At present, the wireless card system and the collision prevention radar are being discussed by the Telecommunications Technology Council.  In March 1995, the technical requirements needed to put collision prevention radar into practice were clarified.  This technology will use radio waves in the 60 GHz ban.  Currently, other areas that are important to the practical use of the radar are being studied.]]></description>
      <pubDate>Wed, 18 Sep 1996 00:00:00 GMT</pubDate>
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