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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>
    <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>Challenging roundabout safety assumptions on high-speed arterials</title>
      <link>https://trid.trb.org/View/2509189</link>
      <description><![CDATA[Roundabouts have been recognised as a Safe System option for managing traffic at intersections. Some transport planners have questioned this assumption for multilane roundabouts operating on high-speed urban arterials (MLHSR). Safety performance functions based on Victorian sites and crash data were developed and used to compare safety performance of MLHSR against current-design, signalised arterial intersections on similar roads (a non-Safe System alternative). The modelling results showed that the fatal and serious injury (FSI) crash frequencies were no different between MLHSR and signals, given similar traffic flow conditions. Further, MLHSR would generate twice as many all-casualty crashes compared to traffic signals. This suggests that MLHSR may not be the more forgiving option as previously concluded. Further, motorcyclists dominated the FSI crash records for MLHSR. This highlighted the urgency to develop arterial intersection solutions supporting Safe System outcomes for all road users.]]></description>
      <pubDate>Thu, 13 Feb 2025 09:05:54 GMT</pubDate>
      <guid>https://trid.trb.org/View/2509189</guid>
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    <item>
      <title>Short-term evaluation of Side Road Activated Speeds (SRAS)</title>
      <link>https://trid.trb.org/View/2441521</link>
      <description><![CDATA[Side Road Activated Speeds (SRAS) have been implemented across Victoria by the Department of Transport (DoT) as part of the Safe System Road Infrastructure Program (SSRIP) Investment Plan (IP) No 18 – Safe System Transformation of Intersections. An evaluation was commissioned to understand change in speed, reduction in conflicts and change in driver behaviour as a result of the treatment. The evaluation of these treatments was undertaken with a controlled before after (CBA) approach, using data collected at six treatment sites and at an additional six selected control sites. The evaluations outcomes will inform further decisions on the use or development of the treatment within Victoria. If these treatments are considered effective, then this may lead to additional rural intersections receiving the same treatment in the future.]]></description>
      <pubDate>Tue, 15 Oct 2024 13:32:33 GMT</pubDate>
      <guid>https://trid.trb.org/View/2441521</guid>
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    <item>
      <title>The case for electric motorways in Sweden</title>
      <link>https://trid.trb.org/View/2427451</link>
      <description><![CDATA[]]></description>
      <pubDate>Mon, 09 Sep 2024 17:01:46 GMT</pubDate>
      <guid>https://trid.trb.org/View/2427451</guid>
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      <title>Effectiveness of arterial road congestion initiatives</title>
      <link>https://trid.trb.org/View/2404114</link>
      <description><![CDATA[We assessed the effectiveness of arterial road congestion initiatives in managing traffic congestion. Agencies examined: Department of Transport and Planning (the department) and the Victorian Infrastructure Delivery Authority (the authority). Melbourne’s population has increased more than any other Australian city, and its transport needs are also increasing. In 2015 congestion cost $4.6 billion. Infrastructure Victoria estimated that cost would climb to $10.2 billion by 2030. We looked at 2 of the government's initiatives to relieve traffic congestion: 1. the Signal Network Optimisation program, delivered by the department; 2. the Streamlining Hoddle Street project, delivered by VicRoads and the authority. We aimed to assess if the agencies accurately measure how much traffic congestion their programs relieve. We could not do that because: 1. the department has not developed clear objectives for its Signal Network Optimisation program overall and does not measure whether it effectively relieves network congestion; 2. neither VicRoads nor the authority completed a benefits management plan for the Streamlining Hoddle Street project. The department’s Movement and Place framework encourages transport design that helps users of all kinds of transport. But the agencies have not yet effectively used transport data to plan and track their initiative’s congestion benefits.]]></description>
      <pubDate>Thu, 18 Jul 2024 10:28:35 GMT</pubDate>
      <guid>https://trid.trb.org/View/2404114</guid>
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    <item>
      <title>Aufbereitung der Verkehrsmengendaten automatischer Dauerzählstellen 2024 und 2025</title>
      <link>https://trid.trb.org/View/2404109</link>
      <description><![CDATA[Seit 1975 werden Verkehrsmengen auf ausgewählten Abschnitten der Bundesfernstraßen durch automatische Dauerzählstellen erfasst. Die erhobenen Daten bilden eine wichtige Grundlage für vielfältige Anwendungsgebiete. Ziel des Projekts ist die Prüfung und Aufbereitung der von der Autobahn GmbH des Bundes und den Bundesländern übermittelten Erhebungsdaten der circa 2.950 Dauerzählstellen auf Bundesautobahnen und Bundesstraßen sowie dem nachgeordneten Netz für die Jahre 2024/2025. Die aufbereiteten Daten sind der BASt zu übergeben. ABSTRACT IN ENGLISH: The aim of the project is to check and process the traffic counting data transmitted by the Autobahn GmbH of the federal government and the federal states for the approximately 2,950 permanent automatic traffic counting stations on federal motorways and federal roads as well as the subordinate network for the years 2024/2025. The processed data are to be handed over to BASt. ]]></description>
      <pubDate>Wed, 07 Aug 2024 07:25:30 GMT</pubDate>
      <guid>https://trid.trb.org/View/2404109</guid>
    </item>
    <item>
      <title>Auswertung, Hochrechnung und Fortschreibung der Verkehrsmengendaten im Zuge der SVZ 2025</title>
      <link>https://trid.trb.org/View/2401873</link>
      <description><![CDATA[Ziel des Forschungsprojekts ist, basierend auf den aufbereiteten Dauerzählstellen-Daten, die Plausibilisierung, Auswertung, Hochrechnung und Fortschreibung der rund 12.000 Straßenverkehrszählungs-Zählstellen einschließlich der Zählstellen, an denen mit temporären Messgeräten gezählt wurde beziehungsweise werden wird. Die Zählergebnisse sind wesentliche Grundlage der Straßenplanung und der Planung verkehrsbeeinflussender Einrichtungen. Darüber hinaus werden aus den Einzelergebnissen die gesamten Jahresfahrleistungen auf den Bundesfernstraßen in der Bundesrepublik Deutschland getrennt nach Fahrzeugarten und Straßenklassen ermittelt. ABSTRACT IN ENGLISH: The aim of the research project is to check the plausibility, analyse, extrapolate and update the approximately 12,000 road traffic counting points, including the counting points at which temporary measuring devices have been used or will be used, based on the processed permanent counting point data. The road traffic counting results are an essential basis for road planning and the planning of traffic-influencing facilities. In addition, the individual results are used to determine the total annual mileage on the federal trunk roads in the Federal Republic of Germany, broken down by vehicle type and road class.]]></description>
      <pubDate>Tue, 09 Jul 2024 10:40:49 GMT</pubDate>
      <guid>https://trid.trb.org/View/2401873</guid>
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    <item>
      <title>Evaluating the feasibility of road diets for advancing urban mobility in Newark, DE</title>
      <link>https://trid.trb.org/View/2306706</link>
      <description><![CDATA[]]></description>
      <pubDate>Thu, 07 Dec 2023 14:40:58 GMT</pubDate>
      <guid>https://trid.trb.org/View/2306706</guid>
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    <item>
      <title>Maximum queue length estimation at signalized intersections using shockwave theory and Kalman filter</title>
      <link>https://trid.trb.org/View/2239893</link>
      <description><![CDATA[This paper proposes a combined framework of Lighthill–Whitham–Richards (LWR) shockwave theory with Kalman Filter (KF) for real time vehicular queue length estimation at signalized intersections on urban arterial roads. LWR shockwave theory was used as the base to identify traffic state changing points (e.g., capacity, jam density, free flow), which we call break points by relying on high resolution (2 seconds) traffic signal data. Once we identify the traffic state changing points, time at which these points occur can be used to reconstruct the shockwaves happening at the intersection in each signal cycle. Finally, these shockwave speeds were utilized in calculating the maximum queue length of each signal cycle. This model can identify traffic state changes that distinguish upstream arrival traffic flow from queue formation flow (jam density state). Thus, this approach can estimate time varying queue length even when the signal links are over saturated with long queues. Although shockwave theory successfully describes the complex queuing process, these models assume known vehicle inflows, which cannot be satisfied for most of situations. In our methodology we incorporate a different framework to estimate the vehicle arrivals by using 2 seconds vehicle detector data and adjacent Bluetooth detector data from the upstream intersection for real world applications. This estimation model can be applicable to scenarios when detailed “event-based” data are not available. The estimated maximum queue length has been evaluated using simulated ground truth data using AIMSUN. Evaluation results demonstrate that the proposed models can estimate long queues with satisfactory accuracy with the availability of only 2 seconds vehicle occupancy data, arrival flow and known signal timing data. Expansion to the base model is proposed using Kalman Filter (KF) to improve the reliability of the proposed model. Limitations of the proposed model are also discussed in the paper.]]></description>
      <pubDate>Wed, 06 Sep 2023 14:04:26 GMT</pubDate>
      <guid>https://trid.trb.org/View/2239893</guid>
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    <item>
      <title>Bäume an Straßen - Baumkataster</title>
      <link>https://trid.trb.org/View/2211549</link>
      <description><![CDATA[Eine Kartierung von Alleenbäumen, Baumreihen und anderen Bäumen an Straßen sowie die Information, ob diese durch Fahrzeug-Rückhaltesysteme (FRS) geschützt sind, liegt bislang nicht vor. Um Bäume an Straßen langfristig erhalten zu können und dabei die Verkehrssicherheit zu erhöhen, soll ein bundeseinheitliches Baum- und Alleenkataster für Bundesfernstraßen entwickelt werden, welches eine Eingangsgröße für eine netzweite Sicherheitsbewertung im Sinne der EU-Direktive 2019/1936 darstellt. Damit wird die Grundlage geschaffen, Maßnahmen zur Erhaltung der Bäume, aber auch zur Verbesserung der Verkehrssicherheit gezielt steuern zu können. (A) ABSTRACT IN ENGLISH: A mapping of avenue trees, rows of trees and other trees along roads as well as information on whether they are protected by vehicle restraint systems is not yet available. In order to be able to preserve trees along roads in the long term and to increase road safety in the process, a nationwide tree and avenue register for federal trunk roads is to be developed, which will represent an input variable for a network-wide safety assessment in the sense of EU Directive 2019/1936. This will create the basis for the targeted management of measures for the preservation of trees, but also for the improvement of road safety. (A)]]></description>
      <pubDate>Thu, 03 Aug 2023 04:21:58 GMT</pubDate>
      <guid>https://trid.trb.org/View/2211549</guid>
    </item>
    <item>
      <title>Guide to road design part 4C: interchanges</title>
      <link>https://trid.trb.org/View/2209604</link>
      <description><![CDATA[The Austroads Guide to Road Design Part 4C: Interchanges provides guidance on the geometric design of interchanges on freeways/motorways and on major arterial roads. The Guide covers the design of interchanges between freeways and arterial roads; two freeways; and two major arterial roads. It covers the geometric design of all the elements of an interchange including the alignment and cross-section of the freeway in the vicinity of the interchange, the intersecting road and the ramps; merge and diverge ramp terminals at the freeway; and ramp terminals at the intersecting road.]]></description>
      <pubDate>Mon, 10 Jul 2023 09:16:33 GMT</pubDate>
      <guid>https://trid.trb.org/View/2209604</guid>
    </item>
    <item>
      <title>Freight vehicle congestion in Australia’s five major cities: 2022</title>
      <link>https://trid.trb.org/View/2189279</link>
      <description><![CDATA[This publication is the fourth in an annual series that uses vehicle telematics data to provide measures of traffic congestion for freight vehicles for selected routes across Australia’s five mainland state capital cities - Sydney, Melbourne, Brisbane, Adelaide and Perth. The selected routes comprise the major motorways, highways and arterial roads within each city that service both passenger and freight vehicles. This release includes measures for 71 routes. The estimates presented in this report cover calendar year 2022, and include comparisons with 2021 traffic congestion levels. This is the first year since the initial report, in 2019, where none of Australia’s capital cities experienced major lockdowns as part of the COVID-19 pandemic, and city-wide congestion levels have more or less returned to pre-pandemic levels. In particular, city-wide vehicle congestion, as measured by the mean excess time index, increased (worsened) in Sydney, Melbourne and, to a lesser extent, Adelaide between 2021 and 2022, but decreased (improved) in Brisbane and Perth. Many individual motorway routes exhibit increased congestion at morning and afternoon peaks in 2022, compared to 2020 and 2021. On some routes measured congestion is still lower than the pre-pandemic results in 2019. On other routes, congestion peaks exceed 2019 levels. Copies of the data displayed in the report are available here and on data.gov.au.]]></description>
      <pubDate>Thu, 01 Jun 2023 14:55:20 GMT</pubDate>
      <guid>https://trid.trb.org/View/2189279</guid>
    </item>
    <item>
      <title>Applying two-parameter Weibull distribution to model stochastic capacity of arterial roads during peak hours due to changing proportion of heavy vehicles</title>
      <link>https://trid.trb.org/View/2145551</link>
      <description><![CDATA[]]></description>
      <pubDate>Mon, 03 Apr 2023 16:36:29 GMT</pubDate>
      <guid>https://trid.trb.org/View/2145551</guid>
    </item>
    <item>
      <title>Victoria Street Widening and Reconstruction through Lynde Shores Wetland and Conservation Area</title>
      <link>https://trid.trb.org/View/2071835</link>
      <description><![CDATA[The reconstruction and widening of Victoria Street (Regional Road 22) through the Lynde Shores Wetland complex and Conservation Area is arguably the most technically complex and environmentally challenging project that The Regional Municipality of Durham (Region of Durham) has ever untaken. The project was completed over a period of 6 years and 5 contracts and involved widening Victoria Street from two to four lanes for approximately 1.5 km. In addition to the road widening the project included two new structures crossing the Lynde Creek and Lynde Creek tributary, two wildlife crossing culverts, a new multi-use path which served as a vital connection for the Great Lakes Waterfront Trail, a new retaining soil system (RSS) wall adjacent to the wetland, a wildlife lookout, wildlife barrier on the west side of the project, new storm sewers, Eastern Pond Mussel habitat and the new Shisko wetland. Regional Road 22 which is Victoria Street in Whitby is the only east-west road located south of Highway 401 that is continuous through the communities of Pickering and Ajax (Bayly Street), Whitby (Victoria Street), and Oshawa and Clarington (Bloor Street). The high volume Type A arterial serves as a vital connection between east and west Durham Region and is part of the EDR (Emergency Detour Route) for Highway 401. The Environmental Assessment was completed in 2009 by McCormick Rankin Corporation and studied modifications and widening for 3.7 km of Regional Road 22 along Bayly Street and Victoria Street. The first section of this Environmental Assessment which included approximately 2.2 kilometers of Bayly Street from Shoal Point Road to Victoria Street to Halls Road from 2 lanes rural road to a four lane arterial road was completed in 2013. The most environmentally challenging section was left for 2015 to 2021 which included widening this 1.5 km section from 2 rural lanes to a 4 lane modern road with the Great Lake Water Front Trail. The Great Lakes Waterfront Trail, which stretches over 3,600km from Sault Ste. Marie to the Quebec border, also uses Victoria Street through this project area. Until this project was substantially completed in 2018, Victoria Street did not include any proper trail infrastructure and this section was the “missing link” along the Great Lakes. The Trail map prior to construction had a note warning users to be cautious through this section. Throughout construction the entire project had to be completed without any road closures during the work week while maintaining two lanes of traffic and also maintaining the waterfront trail through the majority of construction. The existing AADT (Average Annual Daily Traffic) around 19,300 was already fully loaded for the two lane road. There was no ability during construction to place this traffic elsewhere during peak hours. Our most challenging project environmentally also has been our most challenging project geotechnically. This difficulty was added to as result of Victoria Street being not only an important road corridor but was also an important connecting corridor which included hydro poles, fibre optics and natural gas.]]></description>
      <pubDate>Tue, 29 Nov 2022 14:16:44 GMT</pubDate>
      <guid>https://trid.trb.org/View/2071835</guid>
    </item>
    <item>
      <title>ActiveTO Midtown Complete Street Project</title>
      <link>https://trid.trb.org/View/2071827</link>
      <description><![CDATA[Yonge Street is a major arterial corridor running north-south through the heart of Midtown Toronto. Yonge Street serves various business improvement areas (BIAs), neighbourhoods, and key destinations. It is an iconic main street within the City of Toronto, serving competing demands for transit access, mobility, public realm and active transportation connections. In 2021, the City of Toronto led the design and delivery of a temporary Complete Street Pilot along Yonge Street between Bloor Street and Davisville Avenue as part of the City's COVID-19 pandemic response. The transformation includes removing one vehicular travel lane per direction to add protected bike lanes, curb lane cafés and parking/loading space.]]></description>
      <pubDate>Tue, 29 Nov 2022 14:16:38 GMT</pubDate>
      <guid>https://trid.trb.org/View/2071827</guid>
    </item>
    <item>
      <title>Freight vehicle congestion in Australia’s five major cities: 2021</title>
      <link>https://trid.trb.org/View/2014887</link>
      <description><![CDATA[This publication is the third in the series that uses vehicle telematics data to provide measures of traffic congestion for freight vehicles for selected routes across Australia’s five mainland state capital cities - Sydney, Melbourne, Brisbane, Adelaide and Perth. The selected routes comprise the major motorways, highways and arterial roads within each city that service both passenger and freight vehicles. This release includes measures for 71 routes. The estimates presented in this report cover calendar year 2021, and include comparisons with 2020 traffic congestion levels. The results show that freight vehicle congestion returned to pre-pandemic levels across all five mainland Australian capital cities in 2021, largely due to the return of commuter traffic in our cities, particularly during peak periods, following the impact of COVID-19 lockdowns in 2020. In particular, freight vehicle traffic congestion increases in 2021 were larger in Melbourne, and to a lesser extent Sydney, where lockdown-related reductions in congestion observed in 2020 were most significant. Relative to pre-COVID-19 congestion levels in 2019, freight vehicle congestion increases have been most significant in proportionate terms across Brisbane routes, even higher than experienced across Sydney and Melbourne routes. Brisbane routes also experienced the largest increases in average excess travel time variability (uncertainty) since 2019, greater than in Sydney and Melbourne.]]></description>
      <pubDate>Tue, 30 Aug 2022 14:38:01 GMT</pubDate>
      <guid>https://trid.trb.org/View/2014887</guid>
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