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    <title>Transport Research International Documentation (TRID)</title>
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    <language>en-us</language>
    <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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      <title>Reliability of C-ADAS and the importance of the acceleration function for cycling safety</title>
      <link>https://trid.trb.org/View/2508948</link>
      <description><![CDATA[Driving characteristics of bicyclists and motorists differ significantly in critical, uncritical and unaffected situations in road traffic. When bicyclists cross the path of right-turning motorists, bicyclists seem to mitigate conflicts that can develop into crashes, while motorists seem to avoid non-critical but close interactions that can develop into conflicts. This is one of the key findings of the evaluation of a recently developed and successfully tested cooperative driver assistance system (C-ADAS) that warns right-turning motorists of potential collisions. The warning is given by a special traffic light, which we called ‘amber light’, lighting up only in dangerous situations. Whether a situation becomes dangerous or not is determined by a decision tree, fed by the measured kinematics and specific surrogate measures of safety of the interacting road users. Most notably, the results demonstrate that criticality can be rated by measuring anticipation (or surprise) by computing the cross-power spectrum and applying entropy metric on the acceleration functions of the road users. However, one of the outcomes is that the time for the road users to perceive the amber light state might be too low to react properly. These findings can be used to improve the performance of such a C-ADAS.]]></description>
      <pubDate>Wed, 12 Feb 2025 09:00:38 GMT</pubDate>
      <guid>https://trid.trb.org/View/2508948</guid>
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    <item>
      <title>Enhancement of South Dakota’s Amber Alert System</title>
      <link>https://trid.trb.org/View/2434207</link>
      <description><![CDATA[From November of 2004 to May of 2006, several state departments formed a system to work in response to Amber Alerts. The South Dakota Public Broadcasting System purchased equipment to efficiently post high-quality Amber Alerts and photos to television, no matter what time of day or staff available. A cost-effective and valuable structure was installed to the South Dakota 511 Traveler Information System to alert callers to Amber Alert information. The Department of Criminal Investigation includes a call center where volunteers operate a phone system which records information received from callers. Amber Alerts are also posted at all South Dakota kiosks quickly and reliably now that they are connected to a network-based system rather than dial-up communication. The agencies have established a system and tested the program quarterly to continue being prepared in case of a true Amber Alert.]]></description>
      <pubDate>Mon, 30 Sep 2024 11:43:44 GMT</pubDate>
      <guid>https://trid.trb.org/View/2434207</guid>
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    <item>
      <title>Use of Flashing Amber-White Lights on Paving Equipment in Work Zones</title>
      <link>https://trid.trb.org/View/1867262</link>
      <description><![CDATA[Safety treatments to mitigate speeding inside work zones is of perennial interest among construction partners. Prior research by ODOT and OSU captured the effect of flashing blue lights on speeding behavior. This study extended that effort to evaluate flashing amber and white lights. Three case studies were conducted on Interstates 5 and 205 during nighttime construction. Using traffic sensors placed on the roadway and GPS sensors placed on paving equipment, vehicle speed, type, volume, headway, and location were recorded. Speed reduction inside the work zone, and speed differential between the road work ahead (RWA) sign and the paver location, were compared statistically using two sample t-test. Results show significant speed reduction for the flashing amber-white lights used in Case Study 2 (2.5 to 10.1 mph inside the work zone, and 1.5 mph between the RWA sign and the paver location). Flashing amber lights showed a speed reduction between the RWA and the paver location in Case Study 1 (4.1 mph). No meaningful difference was observed in Case Study 3. Flashing amber-white lights are recommended for better identification of the paving equipment. Comparison with flashing blue lights suggested a greater impact on speed behavior using the flashing blue lights.]]></description>
      <pubDate>Fri, 27 Aug 2021 14:58:26 GMT</pubDate>
      <guid>https://trid.trb.org/View/1867262</guid>
    </item>
    <item>
      <title>Effectiveness of Green Strobes on Winter Maintenance Vehicles and Equipment</title>
      <link>https://trid.trb.org/View/1761875</link>
      <description><![CDATA[Snow removal and deicing activities are performed by roadway agencies to enhance winter mobility and safety. Due to slower travel speeds during these operations, low visibility and reduced pavement friction, safety and collision avoidance remain persistent concerns. To improve the visibility of winter maintenance vehicles, the Michigan Department of Transportation (MDOT) has added green lights to the warning system of winter maintenance trucks (WMTs) since 2016. This study investigates the degree to which the visibility can be affected by including these green lights. First, the current state of practice by all state transportation agencies is explored through a comprehensive survey that shows most agencies consider using alternate colors in addition to amber. To evaluate impacts of adding green lights to the warning system of WMTs in terms of visibility, 37 warning light configurations are generated using various color combinations (green and amber) and flashing patterns (single and quad) on the back side (LED) and/or top (beacon) of the WMTs. These configurations are evaluated to identify the most effective ones based on feedback provided by several expert and public panels. Three sets of experiments (static, dynamic and weather) are designed and implemented to evaluate the visibility effectiveness in different contexts (day versus night conditions, clear versus snowy weather and static versus dynamic scenarios). Each of these experiments contains multiple tests that aim to identify different measures to assess the light configuration efficiency. Panels of experts and from the public are employed to conduct the experiments, and the test results are evaluated using statistical analyses. Conspicuity during the day and glare at night are the two main criteria with statistically significant results that are used to compare various configurations. The results show that adding green lights with a single flash pattern to amber warning lights improves the conspicuity significantly, while keeping the glare at an acceptable level relative to configurations using only amber warning lights.]]></description>
      <pubDate>Tue, 26 Jan 2021 09:37:12 GMT</pubDate>
      <guid>https://trid.trb.org/View/1761875</guid>
    </item>
    <item>
      <title>Rear Amber Turn Signal Lamps Confirmation Test – Example Measurements</title>
      <link>https://trid.trb.org/View/1645912</link>
      <description><![CDATA[This report summarizes an effort to carry out and evaluate a draft test procedure for confirming amber rear turn signal lamp color. The procedure adapts existing test procedures from Federal Motor Vehicle Safety Standard (FMVSS) No. 108, Lamps, reflective devices, and associated equipment, to accommodate testing the lamps as installed on the vehicle. The draft laboratory test procedure consists of measuring the color of the emitted light using a colorimeter and an adaptation of the tristimulus method and chromaticity coordinates as described in FMVSS No. 108.Four vehicles were subjected to the draft test procedure. Two vehicles were confirmed to have amber rear turn signal lamps, one was confirmed to be red, and the fourth was determined to be a color other than amber or red. Overall, the test procedure was found to be easy to carry out and effective in determining turn signal lamp color.]]></description>
      <pubDate>Fri, 30 Aug 2019 13:01:57 GMT</pubDate>
      <guid>https://trid.trb.org/View/1645912</guid>
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    <item>
      <title>Outdoor Advertising Report: Changeable Message Signs</title>
      <link>https://trid.trb.org/View/1516259</link>
      <description><![CDATA[The California Department of Transportation (Caltrans) has prepared this report in response to Senate Bill 853 (Committee on Budget and Fiscal Review, Chapter 27, Statutes of 2014) regarding advertising on changeable message signs (CMS) on the State highway system. The report examines only the feasibility of conducting a pilot to place commercial outdoor advertising on State-owned CMS and includes net revenue estimates for such an effort. The report identifies the critical factors and approaches for developing a comprehensive pilot program from a historical and contemporary perspective. It provides a potential business model to be evaluated to accomplish the anticipated and appropriate cost recovery for Caltrans personnel and oversight of the construction and maintenance of CMS activated by the private industry partner as well as the operation of the CMS locations in the demonstration project, while generating the highest possible net revenue. In addition, the report examines the potential of advertising revenues to fund the next generation of CMS at existing and planned locations.]]></description>
      <pubDate>Wed, 27 Jun 2018 15:12:53 GMT</pubDate>
      <guid>https://trid.trb.org/View/1516259</guid>
    </item>
    <item>
      <title>Green phase countdown timer for reducing drivers' dilemma at signalized intersection</title>
      <link>https://trid.trb.org/View/1412263</link>
      <description><![CDATA[This paper developed a driving support system to reduce the driver's dilemma at signalized intersection. When facing an amber signal phase, the drivers occasionally come across the dilemma whether they should stop or pass the intersection stop line. The proposed system provides the remaining green time (RGT) to the drivers in real-time to support the stop/pass decision making. Driving simulator experiment equipped with the RGT indication system showed that the proposed system significantly reduced the probability of facing the dilemma and encouraged the drivers to decelerate earlier and stop before entering the intersection. Also, logistic regression analysis (LRA) revealed that approaching speed of a vehicle is the most significant factor to affect the stop/pass decision before the amber onset whereas remaining distance and acceleration rate affect it much more after fallen into the amber phase.]]></description>
      <pubDate>Mon, 20 Jun 2016 13:29:20 GMT</pubDate>
      <guid>https://trid.trb.org/View/1412263</guid>
    </item>
    <item>
      <title>Is amber the new green, what's going on at our traffic signals and do we care?</title>
      <link>https://trid.trb.org/View/1326885</link>
      <description><![CDATA[An exploratory study into the prevalence of drivers treating amber signals in the same manner as green. This paper explores the occurrences at a selection of intersections in the Perth metropolitan area to attempt to quantify the extent of the problem and if there are any patterns in its occurrence. Data was captured through on-site cameras during the AM peak hour, analysed to identify statistically significant relationships and consideration given to the impacts of this practice (dependent on the actual prevalence) and the most common locations of occurrence. The background data obtained was analysed to quantify the impacts of this practice. The obvious impact being to road / intersection safety but also potential for effects on intersection operation and congestion. The findings of this paper outline the areas in which this practice occurs most frequently and if there are any factors that can be used to identify potential problem intersections. We will consider the cost of this practice from a safety point of view as well as network operation and congestion. This information will be used to consider potential options that may assist to alter this behaviour through environmental design, education and / or enforcement.]]></description>
      <pubDate>Fri, 10 Oct 2014 09:41:08 GMT</pubDate>
      <guid>https://trid.trb.org/View/1326885</guid>
    </item>
    <item>
      <title>Assessing Effectiveness of Changeable Message Signs on Secondary Crashes</title>
      <link>https://trid.trb.org/View/1093502</link>
      <description><![CDATA[Changeable Message Signs (CMS) provide motorists with real-time traffic information about traffic congestion, incidents, roadwork zones, speed limits ahead, and Amber alerts. Although they require substantial investments, little appears to be known about their effectiveness. The purpose of this paper is to investigate empirically whether CMS reduce the number of secondary incidents. Our unique dataset combines 2008 weather data with geometric information, road work information, and 2008 accident data for a 74 miles stretch of Interstate 5 from the Mexico-US border to Orange County, CA.  This freeway, which has 4 to 6 lanes in each direction and a maximum AADT volume of 230,000 vehicles, is equipped with 11 CMS.  Our data suggest that secondary crashes represent approximately 5.2 percent of all primary incidents. We estimate a simple logit model to analyze the factors that contribute to secondary incidents. We find mild evidence that CMS reduce secondary crashes; their influence extends approximately 22 miles downstream from their location, with a maximum at approximately 11 miles. These results have implications for investments in CMS to provide information to motorists, although inter-vehicle communication may soon offer a viable alternative to CMS.]]></description>
      <pubDate>Mon, 21 Mar 2011 14:14:05 GMT</pubDate>
      <guid>https://trid.trb.org/View/1093502</guid>
    </item>
    <item>
      <title>RELATION BETWEEN AMBER PHASE DURATION AND ACCIDENT RATE AT SIGNAL-CONTROLLED JUNCTIONS</title>
      <link>https://trid.trb.org/View/1081925</link>
      <description><![CDATA[STUDIES CARRIED OUT IN VIENNA SHOWED THAT SIGNAL-CONTROLLED CROSSROADS HAVING AN AMBER PHASE LONGER THAN THREE SECONDS HAVE FAIRLY HIGH ACCIDENT RATES. THE RESULTS OF ONE OF THE STUDIES SHOWED THAT THERE IS A RELATION IN SQUARE TO THE DURATION OF THE AMBER PHASE, AS THE ACCIDENT RATE INCREASES WITH THE INCREASE IN AMBER PHASE TIME. THE EXACT ANALYSIS SHOWED THAT IN THE MAIN THIS AFFECTS LEFT FILTERS WHICH HAVE NO PHASE OF THEIR OWN. THE ACCIDENT RATE (NUMBER OF ACCIDENTS PER MILLION VEHICLE UNITS) FOR THE LEFT FILTERS IS UP TO FOUR TIMES AS HIGH AS FOR ALL OTHER RELATIONS.]]></description>
      <pubDate>Sun, 21 Nov 2010 18:55:48 GMT</pubDate>
      <guid>https://trid.trb.org/View/1081925</guid>
    </item>
    <item>
      <title>FUNDAMENTALS AND CALCULATIONS OF TRAFFIC SIGNAL PROGRAMS</title>
      <link>https://trid.trb.org/View/1064548</link>
      <description><![CDATA[THIS IS A COMMENTARY ON CHAPTERS 1 AND 2 OF THE RILSA SPECIFICATIONS.  THE DESIGN OF A TRAFFIC SIGNAL INSTALLATION INVOLVES THE CALCULATION OF THE SIGNAL PROGRAM AS WELL AS THE TRAFFIC ENGINEERING DESIGN OF THE JUNCTION.    FOLLOWING A DESCRIPTION OF TRAFFIC SIGNALS THE CRITERIA FOR THE USE OF TRAFFIC SIGNAL INSTALLATIONS ARE LISTED: TRAFFIC SAFETY, TRAFFIC FLOW, TRAFFIC CONTROL.  THE COMMENTARY DISCUSSES PECULIARITIES OF THE TREATMENT, PARTICULARLY THE USE OF FORECASTING DATA FOR LOADING DETERMINATION/CAPACITY EVALUATION WITH A VIEW TO OBTAINING MORE RELEVANT ACCURACY REQUIREMENTS.  THE SIGNAL PROGRAM CALCULATION IS FULLY TREATED: PHASE INTRODUCTION, TRANSITION PERIODS, INTERVAL PERIODS, CIRCULATION PERIODS AND GREEN LIGHT PERIODS.  THIS INVOLVES THE TREATMENT OF TURNING TRAFFIC STREAMS FOR THE CYCLE DISTRIBUTION, AS WELL AS THE CALCULATION OF THE INTERVAL PERIODS (OVERTAKING PERIOD, EVACUATION PERIOD, ENTRY PERIOD) FOR THE CYCLE TIME CALCULATION  OF A WIDE AREA. THE MODEL EXPRESSION FOR INTERVAL PERIOD OR CYCLE CALCULATION HAS NOT ALTERED RELATIVE TO THE RILSA/66 EDITION, BUT THE BASIC COEFFICIENTS AND TECHNIQUES ARE CHECKED.  IN ORDER TO TAKE INTO CONSIDERATION THE VARIATIONS IN TRAFFIC FLOW FOR A DESIGN INTERVAL OF 1 HOUR, IT IS RECOMMENDED THAT THE VALUE FOR 1 HOUR TRAFFIC FLOW SHOULD BE SIMPLIFIED BY THE  APPLICATION OF A FACTOR OF 1.2, IN ORDER TO MAINTAIN THE AT-REST PERIOD WITHIN REQUIRED LIMITS.  THE RESULT OF THIS TRAFFIC ENGINEERING WORK IS A SIGNAL CYCLE PLAN (SZP) AND AN INTERVAL CYCLE-MATRIX (OR LOCKING MATRIX) IN CONJUNCTION WITH THE SIGNAL LOCATION PLAN.  THE COMMENTARY PROVIDES INFORMATION ON OUTSTANDING QUESTIONS.]]></description>
      <pubDate>Sun, 21 Nov 2010 09:02:47 GMT</pubDate>
      <guid>https://trid.trb.org/View/1064548</guid>
    </item>
    <item>
      <title>THE AMBER LIGHT PROBLEM AND ITS EARLY SOLUTION</title>
      <link>https://trid.trb.org/View/1062028</link>
      <description><![CDATA[WITH REFERENCE TO A DECISION BY THE HIGHER COURT OF COLOGNE (OLG) IN CONNECTION WITH THE RED-AMBER TRAFFIC LIGHT PROBLEM, IT IS MADE CLEAR THAT IN THE OFFICIAL GUIDE LINES TO PARAGRAPH 37 SECTION 2 OF THE STVO (FEDERAL GERMAN ROAD TRAFFIC REGULATIONS) IT IS STATED THAT TRAFFIC LIGHTS WHICH CAN CHANGE MUST NOT FLASH, IN PARTICULAR BEFORE THE LIGHTS ARE ABOUT TO CHANGE.  GENERALLY TRAFFIC LIGHTS SHOW AN AMBER FLASHING LIGHT FOR ONE SECOND BEFORE REMAINING DARK FOR ANOTHER SECOND.  A DRIVER CAN THEREFORE ONLY ESTABLISH AFTER THE FIRST SECOND OF AMBER LIGHT IS UP THAT THE LIGHTS ARE NOT CONTINUING TO FLASH, BUT A CONTINUOUS LIGHT IS TO BE SHOWN.  THIS MEANS THAT DURING THE FOLLOWING SECOND A DRIVER CAN NOT BE BLAMED IF HE DRIVES THROUGH THE LIGHTS IF THEY ARE INDICATING RED IMMEDIATELY AFTERWARDS.  HENCE THE DRIVER IS LEFT WITH, FOR HIS STOPPING OPERATION, ONLY ONE SECOND OF CONTINUOUS AMBER PLUS THE TIME HE REQUIRES, IF DRIVING AT THE PERMISSIBLE 50 KILOMETRES PER HOUR, TO TRAVEL THE 15 METRES (THE DRIVER'S POSITION IN AN ACTUAL CASE) DISTANCE FROM THE SIGNAL WHERE HE WAS WHEN THE LIGHTS CHANGED  TO RED.  THIS IS A FURTHER 1.08 SECONDS, WHICH WOULD NECESSITATE AN EMERGENCY STOP IN WHICH CASE HE WOULD BE ATTRIBUTED 2/3 OF THE BLAME IN THE CASE OF AN ACCIDENT.  IT IS STRESSED THAT THE OLG-COLOGNE DECISION WOULD NOT  AGREE WITH THAT OF THE HIGH COURT, SO THAT THE CASE WOULD HAVE TO BE BROUGHT BEFORE THE FEDERAL LAW COURTS.  FURTHER TO THIS ANOTHER CASE FROM THE  OLG-CELLE IS QUOTED, IN WHICH A DRIVER WAS ACQUITTED FROM A CHARGE OF NOT STOPPING AT A RED LIGHT BECAUSE THE AMBER PHASE WAS IRREFUTABLY TOO SHORT.]]></description>
      <pubDate>Sun, 21 Nov 2010 08:00:56 GMT</pubDate>
      <guid>https://trid.trb.org/View/1062028</guid>
    </item>
    <item>
      <title>TRAFFIC ENGINEERING PROBLEMS INVOLVED IN THE SWITCHING PROCESS IN TRAFFIC LANE SIGNALISATION</title>
      <link>https://trid.trb.org/View/1056795</link>
      <description><![CDATA[TRAFFIC LANE SIGNALISATION MAKES IT POSSIBLE TO INCREASE THE QUALITY OF TRAFFIC FLOW AND CAPACITY ON CERTAIN URBAN MAIN ROADS WITHOUT ANY ADDITIONAL STRUCTURAL MEASURES BEING TAKEN.  SINCE THIS TRAFFIC LANE SIGNALISATION IS KEPT FLEXIBLE BECAUSE OF THE VARYING TRAFFIC INTENSITY, THE RESULT IS FREQUENT SWITCHING OR DIFFERENT LANE INSTRUCTIONS FOR DIFFERENT SECTIONS OF  ROAD IN ONE DIRECTION.  IN THIS CONNECTION THE WORKING GROUP ON "TRAFFIC  GUIDANCE" IN THE WORKING COMMITTEE "SIGNALISATION" HAS DEMANDED THE CREATION OF A TRANSITION SIGNAL BETWEEN THE EXTINGUISHING OF THE GREEN ARROW SIGNAL AND THE SWITCHING ON OF THE RED PROHIBITIVE CROSS.  THE OBJECT IS TO  AVOID THE OCCURRENCE OF DRIVING THROUGH THE RED LIGHT, WHICH CAN BE BROUGHT ABOUT BY DYNAMIC BOUNDARY CONDITIONS OR LACK OF OPPORTUNITY TO CHANGE LANE.  THE MAIN OBJECT OF THE WORK IS TO ANALYSE DRIVER BEHAVIOUR.  EXTENSIVE TRAFFIC ENGINEERING MEASUREMENTS ARE TO BE UNDERTAKEN.  THESE ARE TO BE SUPPORTED BY SIMULATION STUDIES OF POSSIBLE LANE CHANGES IN THE CASE OF A TEMPORAL OR LOCAL CLOSING OF A TRAFFIC LANE.  BY ANALYSING ACCIDENTS IT IS HOPED TO OBTAIN INFORMATION ON THE EXTENT TO WHICH CRITICAL SITUATIONS IN RELATION TO SWITCHING DURING TRAFFIC LANE SIGNALISATION ARE REFLECTED IN ACTUAL ACCIDENTS.  THESE ACCIDENT STUDIES ARE TO BE SUPPLEMENTED BY DIRECT TRAFFIC OBSERVATIONS USING THE NEW TRAFFIC CONFLICT TECHNIQUE.  THE MAIN STUDY IS TO BE FOCUSED ON TRAFFIC LANE SIGNALISATION IN HEERSTRASSE IN BERLIN.  IT WILL ALSO BE POSSIBLE TO MAKE BEFORE AND AFTER STUDIES OF THIS ROAD.]]></description>
      <pubDate>Sun, 21 Nov 2010 05:06:36 GMT</pubDate>
      <guid>https://trid.trb.org/View/1056795</guid>
    </item>
    <item>
      <title>OPTIMUM DURATION OF AMBER PERIOD AT TRAFFIC SIGNALS</title>
      <link>https://trid.trb.org/View/1049040</link>
      <description><![CDATA[THE OBJECT OF THE RESEARCH IS TO CHECK, ON THE BASIS OF MEASUREMENTS OF DRIVER BEHAVIOUR AT TRAFFIC SIGNALS, WHETHER THE TRAFFIC CONTROL SELECTED IS ACTUALLY THE BEST, OR WHETHER A UNIFORM DURATION OF THE AMBER PHASE (AFTER GREEN) AT ALL TRAFFIC SIGNALS WOULD PROVIDE A BETTER SOLUTION.]]></description>
      <pubDate>Sun, 21 Nov 2010 01:01:13 GMT</pubDate>
      <guid>https://trid.trb.org/View/1049040</guid>
    </item>
    <item>
      <title>Investigating drivers' behaviour change by signal countdown devices at intersections in Beijing</title>
      <link>https://trid.trb.org/View/968807</link>
      <description><![CDATA[Several years ago, signal countdown devices at intersections in Beijing were  removed after thereplacement of pre-timed controllers by actuated traffic controllers. Currently, concerning thevarious traffic problems at intersections,  Beijing PPCC (People's Political Consultative Conference) recommended the restoration of signal countdown devices in order to change aggressive and unsafe  drivers' behavior at Intersections in Beijing on the 2007 NPC (the National People's Congress) and CPPCC (the Chinese People's Political Consultative Conference ). This study investigated the effects of Signal Countdown devices on  driver's behavior by installing the devices at four intersections located in the southeast of Beijing. The before-and-after study analyzed the change of driving behavior through intersections on yellow and red separately. By collecting data on traffic flows, the study estimated how much influence the devices have on drivers' driving behavior. The data was obtained by Metro Count 5600 and video cameras. The result shows that signal countdown devices do have some measurable effects on driver's behavior.]]></description>
      <pubDate>Tue, 19 Oct 2010 14:39:34 GMT</pubDate>
      <guid>https://trid.trb.org/View/968807</guid>
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