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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>
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      <link>https://trid.trb.org/</link>
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      <title>Evaluation of Traffic Simulation Model Use in the Development of Corridor System Management Plans (CSMPs)</title>
      <link>https://trid.trb.org/View/1370754</link>
      <description><![CDATA[The California Transportation Commission (CTC) requires all major transportation corridors to have a Corridor System Management Plan (CSMP) in place for its governing agency to receive dedicated funds.  CSMPs seek to improve corridor performance by assessing potential benefits of capital infrastructure projects, operational changes, and system management strategies. Corridor components are managed as a system rather than as independent elements. Analyses often consider the performance of parallel arterials and nearby roads and approach corridor problems from a multi-modal standpoint. Traffic simulators have been used for 31 of the 45 corridors to help assess the benefits of proposed improvement strategies. These evaluations have resulted in the development of more than 31 models.  The benefits from the simulation models have generally been found to outweigh their significant development costs. Lessons learned from the modeling efforts will enable future evaluations to be completed in less time and with fewer resources. Specific positive experiences associated with the use of simulation models to support the CSMP evaluations include decision support and effective evaluation. It is strongly recommended that traffic simulation tools continue to be used to support CSMP operational evaluations. However, despite their promising concept, there is not yet enough evidence to provide a specific recommendation regarding the use of hybrid microscopic/mesoscopic models.]]></description>
      <pubDate>Fri, 23 Oct 2015 09:36:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/1370754</guid>
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    <item>
      <title>San Diego I-15 Demonstration Integrated Corridor Management System: PATH Report on Stage 3: Site Demonstration and Evaluation</title>
      <link>https://trid.trb.org/View/1363793</link>
      <description><![CDATA[This report describes activities surrounding the design, building, deployment, operation, and evaluation of an innovative corridor management (ICM) system aiming to improve mobility within the Interstate 15 (I-15) corridor in San Diego, California, by integrating the operations of the I-15 freeway with the surrounding arterials and transit systems. Systems engineering principles were applied to support the development of the demonstration ICM system and the systems engineering process was credited by the project team with having contributed significantly to the success of the project. While full system evaluations were not yet available when this report was written, the deployed I-15 ICM system had already demonstrated its ability to identify incidents and unusual congestion events, to develop traffic management strategies integrating freeway, arterial, and transit operational elements, and to implement recommended strategies either automatically or following approval by relevant system operators. The system has also demonstrated the feasibility of using a microscopic traffic simulation model in a real-time operational environment to forecast corridor operations under alternative scenarios. Simulation evaluations have further consistently shown operational benefits exceeding deployment costs.]]></description>
      <pubDate>Wed, 30 Sep 2015 09:08:13 GMT</pubDate>
      <guid>https://trid.trb.org/View/1363793</guid>
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      <title>Cooperative Adaptive Cruise Control (CACC) for Truck Platooning: Operational Concept Alternatives</title>
      <link>https://trid.trb.org/View/1363792</link>
      <description><![CDATA[Cooperative Adaptive Cruise Control (CACC) provides an intermediate step toward a longer-term vision of trucks operating in closely coupled automated platoons. There are important distinctions between CACC and automated truck platooning. First, with CACC, only truck speed control will be automated, using vehicle to vehicle (V2V) communication to supplement forward sensors. The drivers will still be responsible for actively steering the vehicle, lane keeping, and monitoring roadway and traffic conditions. Second, while truck platooning systems have relied on a Constant Distance Gap (CDG) control strategy, CACC has relied on a Constant-Time Gap (CTG) control strategy, where the distance between vehicles is proportional to the speed. For these reasons, a series of trucks using CACC is referred to as a string, rather than a platoon. This report mainly focuses on describing the various CACC operational concept alternatives at the level of individual vehicles, local groups of vehicles and their drivers, and which alternatives should be employed in this research project. These operational concepts can be broken into four categories: string formation, steady-state cruising, string split maneuvers, and faults or abnormal operating conditions.]]></description>
      <pubDate>Wed, 30 Sep 2015 09:08:13 GMT</pubDate>
      <guid>https://trid.trb.org/View/1363792</guid>
    </item>
    <item>
      <title>Industry Needs and Opportunities for Truck Platooning</title>
      <link>https://trid.trb.org/View/1363794</link>
      <description><![CDATA[Representatives of the trucking industry have been surveyed to try to identify their needs and concerns related to truck platooning systems. The surveys revealed the need to provide clearer and more comprehensive descriptions of the truck platooning concepts to ensure that the drivers and fleet managers understand what it is and how it works. The fleet managers tended to be more receptive to truck platooning than the drivers. Even those drivers who had some prior experience driving trucks with adaptive cruise control (ACC) and forward collision warning systems were no more receptive to truck platooning than those who lacked such experience. One group of respondents received a more complete description of the truck platoon concept and their responses were significantly more positive regarding driver acceptance of the system.]]></description>
      <pubDate>Fri, 28 Aug 2015 14:01:43 GMT</pubDate>
      <guid>https://trid.trb.org/View/1363794</guid>
    </item>
    <item>
      <title>Providing In-Vehicle Soft Safety Alerts Using Mobile Millennium Data and Vehicle Event Information</title>
      <link>https://trid.trb.org/View/1360200</link>
      <description><![CDATA[This research explored whether soft-safety alerts might reduce end-of-queue, rear-end crashes through one of several means. By increasing the driver’s expectation of an impending speed change with an alert, the probability of an inopportune driver distraction might decrease, smoother speed changes could occur, and speed differentials among the vehicles in the traffic flow could be mininimized. Each of these reactions should help to reduce the probability of an end-of-queue crash. Four research vehicles were instrumented to collect driving behavior data and provide soft-safety alerts to the drivers when travelling around the San Francisco Bay Area. A total of 24 drivers participated in the experiment for two weeks over the course of five months. During the first week, the system simply collected data, but during the second week, the system provided drivers with an audible “Slow Traffic Ahead” alert, also specifying the detected speed of the traffic ahead. Among the test results, there were clear reductions in peak deceleration rates when the soft-safety alerts were provided, suggesting that these types of alerts might provide some safety benefits.]]></description>
      <pubDate>Fri, 28 Aug 2015 14:01:35 GMT</pubDate>
      <guid>https://trid.trb.org/View/1360200</guid>
    </item>
    <item>
      <title>The Potential for Using Transit Infrastructure for Air Freight Cargo Movement: Feasibility Analysis of Freight Train Operation Logistics, Phase II</title>
      <link>https://trid.trb.org/View/1363791</link>
      <description><![CDATA[Traffic congestion and trucking activities in the San Francisco Bay Area are increasing due to the rapid population growth and economic expansion. It is imperative to explore transportation alternatives, and the Bay Area Rapid Transit (BART) system, with 63 percent unused capacity on average in non-peak hours, presents such an opportunity. If BART’s service is extended to include air-freight movement, extra revenue can be generated, truck miles travelled on highways will be reduced (potentially leading to a reduced traffic congestion and pollution), and traffic safety could be improved. The objective of this study is to identify the number of feasible dedicated freight train that can be accommodated by BART lines using its current operational schedule, without creating a negative effect on passenger service. The measurement of time or distance between two successive train-runs at a station, also referred to as the ‘headway’, for selected lines have been considered to evaluate possible freight train insertions into time-space slots of current passenger services. To qualify this, the headway of the two trains needs to be greater than twice the minimum headway required (based on BART train safety requirements). Furthermore, BART trains should be subjected to the limit on acceleration/deceleration capabilities. The findings are as follows: for peak hours and commute directions, it would be impracticable to add more trains. For peak hours in non-commute directions, some capacity could exist for mixed freight cars and on empty passenger cars. For non-peak periods such as early mornings and evenings, slots for dedicated freight train insertions are available.]]></description>
      <pubDate>Fri, 28 Aug 2015 14:01:35 GMT</pubDate>
      <guid>https://trid.trb.org/View/1363791</guid>
    </item>
    <item>
      <title>High Occupancy Vehicle (HOV) System Analysis Tools: Statewide HOV Facility Performance Analysis</title>
      <link>https://trid.trb.org/View/1360522</link>
      <description><![CDATA[The two most common types of high occupancy vehicle (HOV) lanes in California are continuous access, prevalent in Northern California, and buffer-separated limited access, prevalent in Southern California. This report describes the evaluation of operational performance of HOV facilities in several regions in California with different access types as well as a before-after comparative study of California facilities where access types were converted in recent years. A set of performance measures were defined and selected to indicate how well the HOV facilities achieve intended goals – congestion relief, travel time saving, greater highway capacity. Additionally, an alternative methodology of indicating how well the operations perform in terms of the traffic flow fundamental diagrams was also adopted.]]></description>
      <pubDate>Fri, 07 Aug 2015 10:12:45 GMT</pubDate>
      <guid>https://trid.trb.org/View/1360522</guid>
    </item>
    <item>
      <title>Engaging the International Community: Research on Intelligent Transportation Systems (ITS) Applications to Improve Environmental Performance</title>
      <link>https://trid.trb.org/View/1360201</link>
      <description><![CDATA[This project was proposed to build on the exposure that the authors have had during the past two years to the thinking of Japanese and European leaders regarding how Intelligent Transportation Systems (ITS) can contribute toward meeting environmental goals, especially for reducing CO2. There is an opportunity for the U.S. to learn from international counterparts how best to structure a program in the U.S. to complement the international activities and to focus on addressing the most important national environmental concerns.]]></description>
      <pubDate>Fri, 07 Aug 2015 10:12:44 GMT</pubDate>
      <guid>https://trid.trb.org/View/1360201</guid>
    </item>
    <item>
      <title>Enabling Accelerated Installation of Aftermarket On-Board Equipment for Connected Vehicles</title>
      <link>https://trid.trb.org/View/1360588</link>
      <description><![CDATA[This report summarizes previous findings and describes recent developments with regards to rapid introduction of aftermarket on-board equipment (OBE) devices for connected vehicles to the vehicle fleet. An integration assessment for aftermarket OBE devices will be discussed. An analysis of outside market forces that may affect driver adoption of connected vehicle technologies is shared. Finally, recommendations are provided for strategic approaches to foster the rapid introduction of aftermarket OBE devices and garner consumer interests to purchase these devices.]]></description>
      <pubDate>Fri, 07 Aug 2015 10:12:44 GMT</pubDate>
      <guid>https://trid.trb.org/View/1360588</guid>
    </item>
    <item>
      <title>Automated Truck Platoon Control</title>
      <link>https://trid.trb.org/View/1360202</link>
      <description><![CDATA[This report shows a successful application of 5.9 GHz DSRC with 100 ms update intervals to coordinate the automatic longitudinal control of a platoon of three Class 8 tractor-trailer trucks. The trucks were tested not only in constant-speed cruising conditions, but also through acceleration and deceleration profiles, up and down grades, and in platoon join and split maneuvers using the DSRC coordination. These tests showed acceptable vehicle following accuracy, ride quality and platoon stability. The gaps between the trucks were varied between 10 m and 4 m to evaluate the effects of aerodynamic drag reductions on fuel savings. The most complete set of drag data, at the 6 m gap, showed fuel savings of about 4-5% for the lead truck and in the range of 10% to 14% for the following trucks. The effects of platoon gap variations between 10 m and 4 m were more difficult to determine with certainty because strong ambient winds during those tests led to large differences in the results depending on the truck direction of travel, but the results imply a significant potential for larger savings at the shorter gaps.]]></description>
      <pubDate>Fri, 07 Aug 2015 10:12:44 GMT</pubDate>
      <guid>https://trid.trb.org/View/1360202</guid>
    </item>
    <item>
      <title>Development and Assessment of Selected Mobility Applications for VII: Principal Findings</title>
      <link>https://trid.trb.org/View/1360203</link>
      <description><![CDATA[This project has shown how connected vehicle systems, based on vehicle-vehicle and vehicle-infrastructure communication and coordination, can support the development of mobility-enhancing applications with the potential to transform the performance of the road transportation system. Three separate mobility-enhancing applications were developed, simulated, and tested, and their expected mobility benefits were estimated using simulations. Cooperative adaptive cruise control was shown to have a high potential for user acceptance, and when applied at the gap settings chosen by representative drivers from the general public, it could double the capacity of a highway lane at full market penetration. Variable speed limits were shown to have the potential to reduce the adverse impacts of highway bottlenecks by increasing the traffic flow capacity of those bottlenecks if they can be implemented with smooth transitions in the speed limit settings. Automated truck platoon control was shown to be technically feasible using DSRC for vehicle-vehicle coordination, with the potential for significant fuel savings from aerodynamic drag reductions.]]></description>
      <pubDate>Fri, 07 Aug 2015 10:12:41 GMT</pubDate>
      <guid>https://trid.trb.org/View/1360203</guid>
    </item>
    <item>
      <title>Using Cooperative Adaptive Cruise Control (CACC) to Form High-Performance Vehicle Streams</title>
      <link>https://trid.trb.org/View/1360523</link>
      <description><![CDATA[This research identifies the operational concepts for managing cooperative adaptive cruise control (CACC) vehicle maneuvering and traffic flows. This includes approaches for grouping the CACC vehicles, ranging from ad-hoc to centrally coordinated strategies, and the incentives that could be used to facilitate the vehicle clustering, both operational and financial. These are particularly important at low market penetrations, when the CACC vehicles are likely to be widely separated. The dissolution of CACC strings is also discussed, since this needs to be done carefully to avoid adverse traffic impacts. While the main focus is on vehicle-to-vehicle (V2V) CACC for use on limited access highways, strategies for infrastructure to vehicle (I2V) CACC and for both V2V and I2V CACC on signalized arterials are also considered. Connected Cruise Control (CCC), which has been developed as a driver-advisory transitional strategy to lead toward CACC in the Netherlands, is also discussed.]]></description>
      <pubDate>Fri, 07 Aug 2015 10:12:40 GMT</pubDate>
      <guid>https://trid.trb.org/View/1360523</guid>
    </item>
    <item>
      <title>Freeway Traffic Control Using Variable Speed Limits</title>
      <link>https://trid.trb.org/View/1360199</link>
      <description><![CDATA[The work reported here includes the development of the underlying theory for detecting traffic flow breakdown at a bottleneck and for defining the speed profiles that vehicles should be following in order to maximize the flow through the bottleneck region. It also includes a preliminary test of the communication of the variable speed limit values to an instrumented vehicle for display to drivers from the general public, in order to determine their reactions to the variable speed limits. The selection of variable speed limits (VSL) to reduce traffic breakdowns is based on careful modeling of the traffic dynamics and estimation of the probability of breakdown as a function of traffic speed and density. The VSL values chosen by the algorithm developed here were broadcast to a test vehicle driven along the I-80 corridor by 16 drivers from the general public, and their reactions to the VSL information were captured by recording data about their driving behavior and collecting their responses to a questionnaire. These results indicated that although the VSL concept is very promising, the implementation needs to provide for better filtering of noisy and inconsistent data so that drivers receive a display of VSL values that are stable in location and time and appear believable to the drivers.]]></description>
      <pubDate>Fri, 07 Aug 2015 10:12:40 GMT</pubDate>
      <guid>https://trid.trb.org/View/1360199</guid>
    </item>
    <item>
      <title>Intelligent Sensor Validation and Sensor Fusion for Reliability and Safety Enhancement in Vehicle Control</title>
      <link>https://trid.trb.org/View/1356594</link>
      <description><![CDATA[In this report the authors present an evaluation of methods for validation and fusion of sensor readings obtained from multiple sensors, to be used in tracking automated vehicles and avoidance of obstacle in its path. The validation and fusion is performed in two modules which are part of a larger five-module hierarchical supervisory control architecture. This supervisory control architecture operates at two levels of the Automated Vehicle Control Systems (AVCS): the regulation and the coordination level. Supervisory control activities at the regulation layer deal with validation and fusion of the sensor data, as well as fault diagnosis of the actuators, sensors, and the vehicle itself. Supervisory control activities at the coordination layer deal with detecting potential hazards, recommending the feasibility of potential maneuvers and making recommendations to avert accidents in emergency situations. The authors formulated the need for an hierarchical approach and then focused in depth on the two modules: sensor validation and sensor fusion. Tracking models were introduced for the various operating states of the automated vehicle, namely vehicle following, maneuvering, i.e. split, merge, lane change, emergencies, and for the lead vehicle in a platoon. The Probabilistic Data Association Filter (based on Kalman filtering) is proposed for the formation of real time validation gates and for fusing the validated readings. A topology for an influence diagram which captures the interaction of the various vehicle components and the sensing equipment, as well as the algorithmic sensor validation algorithms were developed. Furthermore, experiments for characterization of the optical triangulation longitudinal sensor were carried out. The other two longitudinal sensors, namely the radar and the sonar sensor, were tested as well. These tests were conducted under both dynamic and static test conditions as well as under vibrations]]></description>
      <pubDate>Fri, 26 Jun 2015 13:37:50 GMT</pubDate>
      <guid>https://trid.trb.org/View/1356594</guid>
    </item>
    <item>
      <title>Hierarchical Hybrid Control: A Case Study</title>
      <link>https://trid.trb.org/View/1357028</link>
      <description><![CDATA[A case study of the difficulties associated with the design of hybrid control systems is presented. The authors use the Intelligent Vehicle Highway System (IVHS) architecture, a system that involves both continuous state and discrete event controllers as the example of a hierarchical hybrid system. The authors point out that even though conventional analysis tools suggest that the proposed design should fulfill certain performance requirements simulation results show that it does not. This as an indication that the conventional tools currently in use for the design and verification of control systems may be inadequate for the design of hierarchical control of hybrid systems.]]></description>
      <pubDate>Fri, 26 Jun 2015 13:37:49 GMT</pubDate>
      <guid>https://trid.trb.org/View/1357028</guid>
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