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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>Guide to road design part 6: roadside design, safety and barriers</title>
      <link>https://trid.trb.org/View/1987578</link>
      <description><![CDATA[Guide to Road Design Part 6: Roadside Design, Safety and Barriers provides guidance on roadside design and in particular guidance on evaluating the risk of a roadside and the selection and use of road safety barrier systems. Roadsides have to accommodate many features that support the road and the safe and efficient operation of traffic, and have to be designed with regard to environmental requirements. Part 6 should therefore be read in conjunction with other Parts of the Guide to Road Design. Part 6 provides information to enable designers to understand the principles that lead to the design of safer roads, identify hazards, undertake a risk assessment process of roadside hazards, establish the need for treatment of hazards and determine the most appropriate treatment. Methods of evaluating the effectiveness of treatment options are summarised. A comprehensive design process, guidance and design considerations are provided for the selection of a suitable barrier and for the lateral and longitudinal placement of barrier systems.]]></description>
      <pubDate>Thu, 30 Jun 2022 12:04:40 GMT</pubDate>
      <guid>https://trid.trb.org/View/1987578</guid>
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    <item>
      <title>Guide to road design part 6: roadside design, safety and barriers</title>
      <link>https://trid.trb.org/View/1736430</link>
      <description><![CDATA[The Guide to Road Design Part 6: Roadside Design, Safety and Barriers provides guidance on roadside design and in particular guidance on evaluating the risk of a roadside and the selection and use of road safety barrier systems. Roadsides have to accommodate many features that support the road and the safe and efficient operation of traffic, and have to be designed with regard to environmental requirements. Part 6 should therefore be read in conjunction with other Parts of the Guide to Road Design. Part 6 provides information to enable designers to understand the principles that lead to the design of safer roads, identify hazards, undertake a risk assessment process of roadside hazards, establish the need for treatment of hazards and determine the most appropriate treatment. Methods of evaluating the effectiveness of treatment options are summarised. A comprehensive design process, guidance and design considerations are provided for the selection of a suitable barrier and for the lateral and longitudinal placement of barrier systems.]]></description>
      <pubDate>Tue, 01 Sep 2020 14:37:08 GMT</pubDate>
      <guid>https://trid.trb.org/View/1736430</guid>
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      <title>Dynamic simulation of a truck impact with a side entry arrester bed system</title>
      <link>https://trid.trb.org/View/1426940</link>
      <description><![CDATA[A computer simulation is conducted to investigate the performance of semitrailer entry into two different proposed side entry arrester bed systems. The proposed side entry arrester bed systems are located alongside a section of road that has variable horizontal and vertical geometry. The simulations use the same vehicle in loaded or unloaded conditions to commence a runaway descent at different speeds. To perform the computer simulations, the Bekker theory of tyre– soil interaction has been implemented. The results of each simulation are comparable graphically so that the performance of the combined road and arrester bed system can be visualised. It is found that under certain entry conditions, a side entry arrester bed could fully arrest a runaway semitrailer;  however, outside of these conditions the trajectory of the semitrailer has reduced predictability. The presence of horizontal geometry needs to be analysed in detail for any side entry arrester bed. In this regard, the location of a side entry arrester bed system on the outside of a horizontal curve should be avoided. Conversely, in some circumstances, it may be acceptable to locate a side entry arrester bed system on the inside of a horizontal curve.]]></description>
      <pubDate>Wed, 19 Oct 2016 10:29:49 GMT</pubDate>
      <guid>https://trid.trb.org/View/1426940</guid>
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    <item>
      <title>Design methods for safety enhancement measures on long steep downgrades</title>
      <link>https://trid.trb.org/View/1358832</link>
      <description><![CDATA[Restricted by the rolling terrains of mountainous areas in western parts of China, long steep downgrades are very common in mountainous freeways. Influenced by the factors like high altitude, big elevation differences, and the severe weather condition e.g. black ice, heavy snow and thick fog, most long steep downgrades turn to traffic accident prone sites. Moreover, once traffic accident happens, the severity is high and the society influence is wide. So the overall safety level of mountainous freeways has been greatly influenced by the safety level of long steep downgrades. In this paper, the safety classification methods and the general design principles of long steep downgrades and the design principles of safety enhancement measures for different sections of long steep downgrades are put forward based on the investigation of typical long steep downgrades in freeways. Then the methods for the safety enhancement measures design on long steep downgrades according to the safety level are expounded. Moreover, the design process of the safety enhancement measures design is presented. The presented research finding provides an important support for the safety enhancement measures design on long steep downgrades.]]></description>
      <pubDate>Tue, 23 Jun 2015 16:51:21 GMT</pubDate>
      <guid>https://trid.trb.org/View/1358832</guid>
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      <title>Truck under arrest</title>
      <link>https://trid.trb.org/View/1203538</link>
      <description><![CDATA[]]></description>
      <pubDate>Fri, 24 Aug 2012 19:13:46 GMT</pubDate>
      <guid>https://trid.trb.org/View/1203538</guid>
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    <item>
      <title>Report on arrestor bed tests at cordeaux airstrip</title>
      <link>https://trid.trb.org/View/1190779</link>
      <description><![CDATA[This paper describes field testing undertaken in March 1982 of two arrestor beds constructed on a level site.  These beds were tested at entry speeds ranging from 60 km/h to 94 km/h by four different vehicles.]]></description>
      <pubDate>Fri, 24 Aug 2012 11:35:57 GMT</pubDate>
      <guid>https://trid.trb.org/View/1190779</guid>
    </item>
    <item>
      <title>Arrestor beds: coming to rest safely</title>
      <link>https://trid.trb.org/View/1188351</link>
      <description><![CDATA[The provision of gravity type safety ramps has been the traditional method of bringing vehicles to rest safely.  An alternative to the gravity type safety ramp is the arrestor bed.]]></description>
      <pubDate>Fri, 24 Aug 2012 08:05:10 GMT</pubDate>
      <guid>https://trid.trb.org/View/1188351</guid>
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    <item>
      <title>A field and laboratory study to establish truck escape ramp design methodology</title>
      <link>https://trid.trb.org/View/1186898</link>
      <description><![CDATA[]]></description>
      <pubDate>Fri, 24 Aug 2012 06:54:36 GMT</pubDate>
      <guid>https://trid.trb.org/View/1186898</guid>
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      <title>Overseas study tour of road markings, road studs and route signing: 5 August to 3 September 1983</title>
      <link>https://trid.trb.org/View/1186835</link>
      <description><![CDATA[]]></description>
      <pubDate>Fri, 24 Aug 2012 06:52:54 GMT</pubDate>
      <guid>https://trid.trb.org/View/1186835</guid>
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    <item>
      <title>Truck escape ramp design methodology; volume 1: executive summary; volume 2: final report</title>
      <link>https://trid.trb.org/View/1182934</link>
      <description><![CDATA[One of the best and most frequently used mechanisms for stopping runaway trucks is the truck escape ramp, in particular, the gravel arrester bed. To learn more about the energy absorbing characteristics of the stone and to develop better design criteria, the Pennsylvania Transportation Institute (PTI) conducted full scale testing of gravel arrester beds.  This report presents a summary of the data taken, the methods used for data reduction and analysis, and conclusions based on these tests, and recommendations for gravel arrester bed design are given in chapter 8 of volume 2.  For this study, PTI constructed two 300 ft long test ramps, one filled with rounded river bed gravel and the other with more angular crushed gravel.  Tests were performed using an International Fleetstar dump truck and a GMC single axle tractor with a flatbed trailer.  The data taken included entry speed, stopping distance, accelerometer data, cross section measurements of the ruts left by the truck tires, and distance vs time data.  The river gravel exhibited greater tire penetration and volume of stones displaced, along with greater deceleration forces than the crushed gravel.  Existing arrester beds at the Punxsutawney, Pleasant Gap, and Freeport sites were also studied and represent the standard of excellence, showing an average deceleration of 0.516 g.  However, test results show that 36 inches give similar decelerations.  Finally, mounds and crash barrels filled with stone were tested and evaluated.  Based on the test results, a model was developed for use in arrester bed design (A).]]></description>
      <pubDate>Fri, 24 Aug 2012 04:24:16 GMT</pubDate>
      <guid>https://trid.trb.org/View/1182934</guid>
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    <item>
      <title>Proceedings: Passive safety</title>
      <link>https://trid.trb.org/View/1182903</link>
      <description><![CDATA[]]></description>
      <pubDate>Fri, 24 Aug 2012 04:23:26 GMT</pubDate>
      <guid>https://trid.trb.org/View/1182903</guid>
    </item>
    <item>
      <title>Vehicle entrapment</title>
      <link>https://trid.trb.org/View/1177757</link>
      <description><![CDATA[]]></description>
      <pubDate>Fri, 24 Aug 2012 01:38:23 GMT</pubDate>
      <guid>https://trid.trb.org/View/1177757</guid>
    </item>
    <item>
      <title>Full-scale arrester bed testing leads to more cost-effective design</title>
      <link>https://trid.trb.org/View/1172419</link>
      <description><![CDATA[]]></description>
      <pubDate>Thu, 23 Aug 2012 22:25:28 GMT</pubDate>
      <guid>https://trid.trb.org/View/1172419</guid>
    </item>
    <item>
      <title>Analysis of Arizona arrestor bed performance</title>
      <link>https://trid.trb.org/View/1170187</link>
      <description><![CDATA[The Arizona Department of Transportation (ADOT) designs arrestor beds using an equation that predicts stopping distance based on entry velocity, assumed rolling resistance (R), and the slope of the bed. There are several arrestor bed features not accounted for in the design equation that are specified based on experience: 1) bed depth, 2) length of transition from initial depth to final depth, and 3) aggregate specification.  The arrestor bed design equation has been cited as overly conservative in research done by the Pennsylvania Transportation Institute (PTI).  Additionally, ADOT is interested in the effect of different types of equipment that can be used to level and scarify the bed after an entry.  To evaluate Arizona arrestor bed performance, ADOT performed 102 full scale truck entries distributed among four of Arizona's seven arrestor beds.  Testing approximated a 2x2x3 factorial experiment.  The length of each run was measured and recorded.  The velocity during most of the runs was recorded every 1/20th of a second by a radar gun connected to a data recorder.  The stopping distance and a backcalculated R value were used as response variables for Analysis of Variance (ANOVA).  The time vs. velocity plots were used to determine the character of the deceleration of each run. The analysis indicates that stopping distance increases approximately 70% when entry velocity is increased from 45 mph to 65 mph.  Runs in the tracks left by a previous entry increased stopping distance by approximately 14%.  An equipment type that is capable of scarifying the bed will decrease the stopping distance approximately 17% over equipment types that only level the bed.  At the highest design entry speed, in beds of comparable aggregate and slope, an average R value of 0.41 was achieved in a bed that had an average depth of 39.2 in. over the average stopping distance, and an average R value of 0.34 was achieved in a bed that had an average depth of 12.8 in. over the average stopping distance.]]></description>
      <pubDate>Thu, 23 Aug 2012 21:02:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/1170187</guid>
    </item>
    <item>
      <title>Truck escape ramps on downgrades</title>
      <link>https://trid.trb.org/View/1167699</link>
      <description><![CDATA[]]></description>
      <pubDate>Thu, 23 Aug 2012 19:20:30 GMT</pubDate>
      <guid>https://trid.trb.org/View/1167699</guid>
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