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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>Effect of Particle Shape on the Load-Bearing Capacity of Pebble Aggregates</title>
      <link>https://trid.trb.org/View/2624114</link>
      <description><![CDATA[The arrester bed on a truck escape ramp is critical for ensuring vehicle safety in cases of brake failure by using the friction between tires and aggregate particles to slow the vehicle down. However, the diverse shapes and unpredictable distribution of these particles challenge traditional modeling and testing methods, affecting the accuracy of arrester bed load-bearing capacity assessments in such scenarios. This study presents an innovative approach for modeling diverse pebble shapes utilizing the discrete-element method (DEM) and leverages microparameter calibration techniques to replicate the physical behaviors of actual pebble particles with high precision, facilitating the creation of accurate three-dimensional models. Through meticulous calibration of essential microparameters, such as friction parameters via open-top box compression tests, this research ensures an exceptional correlation between the simulation models and actual conditions. Based on the built DEM model, this study provided detailed insights into the load-bearing characteristics of pebble aggregates under compression, emphasizing the distinct behavior of spherical, rod-shaped, and ellipsoidal particles from both macroscopic and microscopic perspectives. The compression analysis revealed distinct load-bearing patterns among particle shapes. During the steady growth phase, the downward movement of particles increased contact forces, particularly normal forces, with spherical particles generating the highest values due to their larger volume. In the rapid growth phase, continued descent led to amplified forces from reduced spacing and increased contact points. Spherical particles maintained a uniform force distribution. In contrast, rod-shaped particles exhibited limited movement and higher vertical force chains, whereas ellipsoidal particles showed intermediate behavior, resulting in varied force transmission and impacting overall structural stability. Insights gained from this study offer valuable contributions to the design and utilization.]]></description>
      <pubDate>Tue, 28 Apr 2026 11:20:01 GMT</pubDate>
      <guid>https://trid.trb.org/View/2624114</guid>
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      <title>Developing an anisotropic material for Engineered Material Arresting System (EMAS) usage</title>
      <link>https://trid.trb.org/View/2491341</link>
      <description><![CDATA[An Engineered Material Arresting System (EMAS) is a bed of crushable material located at the end of an airfield runway within the runway safety area (RSA). An EMAS promotes aircraft stoppage during an aircraft overrun event. Typically, EMAS installations consist of isotropic cementitious material blocks. In contrast, this article explores the potential for using a light-weight anisotropic plastic material composed of unidirectional tubes (honeycomb configuration) as an alternative EMAS material. During this study, a number of laboratory tests were conducted to characterise the stress–strain behaviour of the proposed material. The material testing considered multiple force incidence angles with respect to the material tube orientation. These anisotropic material characterisation results were used as input to a numerical model for determining aircraft performance within an EMAS. The calculated performance results were then compared with the aircraft performance within the EMAS considering other potential EMAS isotropic materials. The results suggest that the compressive strength of the proposed anisotropic material needs to be reduced in order to compare well with those of other potential isotropic materials. The present article analyzes overrun events with the anisotropic material internal tubes oriented parallel to the aircraft motion direction.]]></description>
      <pubDate>Sun, 02 Mar 2025 16:07:30 GMT</pubDate>
      <guid>https://trid.trb.org/View/2491341</guid>
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      <title>Gravel arrester beds as a safety measure at the motorway exit ramps: experimental and numerical study</title>
      <link>https://trid.trb.org/View/2321757</link>
      <description><![CDATA[At motorway junctions, crash cushions are usually installed to stop impacting vehicles safely. Gravel-filled arrester beds can be used as replacements for crash cushions. They offer improved safety by effectively using an already available large area, and lower-severity impact parameters for passengers while safely stopping the vehicle. The work presented in this paper was conducted to investigate the behaviour of passenger cars on gravel-filled arrester beds. For that purpose, a gravel-filled arrester bed was built, and a series of experiments was performed with passenger cars entering the arrester bed at an initial velocity of up to 75 km/h. Numerical analyses were also performed to validate the model as well as to examine the response of larger vehicles under a variety of conditions. The results have shown that gravel arrester beds can be used to stop heavier errant vehicles safely near road junctions.]]></description>
      <pubDate>Tue, 30 Jan 2024 09:25:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/2321757</guid>
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    <item>
      <title>Emergency Escape Ramps for Runaway Heavy Vehicles (EERRHV)</title>
      <link>https://trid.trb.org/View/2221092</link>
      <description><![CDATA[This report presents a state-of-the-practice synopsis of emergency escape ramps for runaway heavy vehicles (EERRHV) technology, findings of a current questionnaire survey, and an overview of existing ramp facilities in regard to design, construction, and practical operational techniques. Several existing emergency escape lanes are described, listing many of the benefits and shortcomings of each.]]></description>
      <pubDate>Sun, 06 Aug 2023 16:53:33 GMT</pubDate>
      <guid>https://trid.trb.org/View/2221092</guid>
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    <item>
      <title>Gravel arrester beds as an important motorway safety element</title>
      <link>https://trid.trb.org/View/2121761</link>
      <description><![CDATA[Motorways are usually perceived as the safest part of the road infrastructure. Nevertheless, the junctions and exit ramps on them can still present a safety challenge due to high average velocities and obstacles installed to contain the out-of-control vehicles within the roadway. Recently, the gravel arrester-beds have been constructed on many locations on motorway junctions and exit ramps. They present a viable alternative to the rigid barriers and deformable crash-cushions normally used on these locations. They help decelerate the vehicles by dissipating the kinetic energy in the gravel bed and thus stop the vehicles more gradually on a longer distance, causing lower average decelerations and thus reducing passenger injuries. Furthermore, by proper design, they can reduce the damage sustained by the vehicles and the infrastructure and thus shorten the times required to re-open roads after incidents. The paper provides an insight into the subject and presents some recent findings obtained from measurements on a test site, and from simulations with different types of vehicles. The parameters and their required values for optimizing the efficiency of gravel arrester beds for different requirements are discussed in the final part.]]></description>
      <pubDate>Mon, 05 Jun 2023 17:12:34 GMT</pubDate>
      <guid>https://trid.trb.org/View/2121761</guid>
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    <item>
      <title>A Calculator Program to Estimate Truck Coasting Speeds for Designing Gravel Arrester Beds</title>
      <link>https://trid.trb.org/View/2005675</link>
      <description><![CDATA[This project was undertaken to provide an improved method for selecting the locations, lengths, and grades of gravel beds for stopping runaway trucks safely. A convenient program has been developed for use on desk calculators having program storage of about 250 steps or more. It can be used to predict the speed of a coasting truck as it travels along a grade of varying steepness. Surface drag can be chosen to represent either pavement or a bed of loose gravel.]]></description>
      <pubDate>Wed, 16 Nov 2022 18:30:40 GMT</pubDate>
      <guid>https://trid.trb.org/View/2005675</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/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>
    </item>
    <item>
      <title>Emergency Escape Ramps (EER) Improvements</title>
      <link>https://trid.trb.org/View/1959646</link>
      <description><![CDATA[The objective of this research is to develop a set of design and operational recommendations to reduce the number of rollover, jackknife, and rollback end positions for trucks entering the emergency ramp. To do so, the research team used several strategies including a review of literature, appraisal of incident reports, conducting field observations at several emergency escape ramps, interviews and surveys of the I-70 corridor stakeholders, performing an analysis of current geometry and material used in emergency ramps, and conducting interviews with other DOTs and the Colorado Department of Transportation (CDOT) staff about fuel or cargo spills. The study includes six main tasks which form the structure of this report: Chapter 1. Introduction and Background; Chapter 2. Field Observation Reports; Chapter 3. Material and Design Analysis of the Arrester Bed; Chapter 4. Interviews with I-70 Mountain Corridor Stakeholders; Chapter 5. Ramp Performance Evaluation (Hazmat); and Chapter 6. Conclusion and Recommendations. The product of this research is a series of recommendations focusing on: a) maintenance/material replacement, b) signage and pavement marking, c) shoulder strengthening/widening, d) new construction, e) lighting, and f) drivers’ outreach. Specific recommendations to be implemented by CDOT include improved maintenance and entrance reconstruction of the arrester bed for the Lower Straight Creek Ramp, the new construction of a dragnet system and updating side road as asphalt for Vail ramps, improved signage and lighting at all ramps, and removing vegetation and improving clear zones for Upper Straight Creek Ramp. The goal of these recommendations is to keep the driver safe and the truck and trailer upright with minimal fuel spills or cargo loss. The implementation of these recommendations will benefit freight carriers through improved driver safety and freight security, the traveling public through fewer “runaway trucks”, and the general public through less hazardous material discharge into the natural environment.]]></description>
      <pubDate>Mon, 30 May 2022 11:32:39 GMT</pubDate>
      <guid>https://trid.trb.org/View/1959646</guid>
    </item>
    <item>
      <title>Investigating the potential of using glass foam for an EMAS material to mitigate aircraft overrun accidents</title>
      <link>https://trid.trb.org/View/1852522</link>
      <description><![CDATA[An aircraft overrun occurs when an aircraft is unable to stop within the runway design length. Commercial airports are required to have a 305 m (1000-ft) runway safety area (RSA) at each runway end to avail an aircraft adequate length for stoppage during an overrun. At airports where this space is unavailable, the Federal Aviation Administration (FAA) allows for an airport to use an Engineered Materials Arresting System (EMAS). An EMAS is positioned within the RSA and is comprised of an energy absorbing material that brings the aircraft to stoppage through drag forces developed at the tire-EMAS interface. EMASs are constructed using low-density 1.21 m × 1.21 m (4-ft × 4-ft) variable thickness cementitious blocks. The blocks are aligned adjacent to one another to form a rectangular EMAS bed within the RSA. This article presents the computer code, SGAS, developed by the author to predict aircraft stopping distance and behaviour of current aircraft types within an EMAS. The SGAS computer code is validated with results from the FAA ARRESTOR computer code. After validating the SGAS computer code, this article investigates the potential for using glass foam blocks as an alternative EMAS material.]]></description>
      <pubDate>Mon, 07 Jun 2021 12:52:47 GMT</pubDate>
      <guid>https://trid.trb.org/View/1852522</guid>
    </item>
    <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>
    </item>
    <item>
      <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>
    </item>
    <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>
    </item>
    <item>
      <title>Urteil des Verwaltungsgerichts Hamburg vom 15.05.2012 zu Paragrafen 37 Absatz 2 Nummer 1, 39 Absatz 5, 45 Absatz 1, Absatz 9 StVO</title>
      <link>https://trid.trb.org/View/1323787</link>
      <description><![CDATA[Paragraf 45 Absatz 9 Satz 1 Strassenverkehrsordnung (StVO) ersetzt die allgemeine Ermaechtigungsgrundlage des Paragraf 45 Absatz 1 StVO nicht, sondern modifiziert sie, und zwar im Sinne einer Konkretisierung beziehungsweise Einschraenkung des sich auf Rechtsfolgenseite eroeffnenden Ermessensspielraums der Behoerde. Haltlinien an Lichtzeichenanlagen dienen entweder der optischen Verdeutlichung des Orts, ab dem das durch die Lichtzeichenanlage angeordnete Halte- beziehungsweise Wartegebot zu befolgen ist, oder dessen Modifizierung im Sinne einer Verlegung dieses Orts vor den Kreuzungsbereich. Haltlinien fuer den Radverkehr sind dann nicht zwingend geboten im Sinne des Paragraf 45 Absatz 1 in Verbindung mit Paragraf 45 Absatz 9 Satz 1 StVO, wenn sich der Beginn des Halte- beziehungsweise Wartegebots fuer die betroffenen Radfahrer bereits aus anderen Gruenden hinreichend deutlich erkennen laesst. Soweit mit der Anordnung von Haltlinien auch der - legitime - Zweck verfolgt wird, verkehrsrechtliche Konflikte mit anderen Radfahrern zu reduzieren, sind sie hierzu im konkreten Fall offensichtlich ungeeignet. (A)]]></description>
      <pubDate>Thu, 18 Sep 2014 14:10:13 GMT</pubDate>
      <guid>https://trid.trb.org/View/1323787</guid>
    </item>
    <item>
      <title>Einfluss der Fahrstreifenbreite und anderer Randbedingungen auf die Verkehrssicherheit am Beispiel der ueberlangen Baustelle Muecke / Effect of lane width and other boundary conditions on the road safety using the example of the extra long job site "Muecke"</title>
      <link>https://trid.trb.org/View/1265962</link>
      <description><![CDATA[Im Rahmen einer wissenschaftlichen Begleituntersuchung wurde die Wirkung sogenannter ueberlanger Baustellen auf die Verkehrssicherheit an einem Beispiel untersucht. Dazu wurden fuer die Baustelle "Muecke" an der Bundesautobahn (BAB) A 5 sowie eine weitere Baustelle umfassende Analysen des Unfallgeschehens ueber einen Zeitraum von zwei Jahren durchgefuehrt. Betrachtet wurden nicht nur die zu erwartenden Einfluesse der Querschnittsbreite, sondern auch die der verschiedenen Verkehrsfuehrungen, Verschwenkungen und Behelfseinfahrten. Die Untersuchung zeigt, dass ueberlange Baustellen bei Einhaltung regelkonformer Fahrstreifenbreiten uneingeschraenkt empfohlen werden koennen, soweit gewaehrleistet ist, dass raeumlich und zeitlich betrachtet moeglichst wenige unterschiedliche Verkehrsfuehrungen - verbunden mit Verschwenkungen, Querschnittsaenderungen et cetera - vorliegen. Dabei konnten erhebliche Vorteile groesserer Fahrstreifenbreiten nachgewiesen werden, der Hauptnutzen ist allerdings wegen der meist geringen Unfallfolgen weniger in reduzierten Unfallkosten zu sehen als in vermiedenen staubedingten Nutzerkosten. Insbesondere wenn durch die Ausfuehrung einer ueberlangen Baustelle weniger Einrichtungsphasen und Umlegungen der Verkehrsfuehrungen notwendig sind, ist mit einer Erhoehung der Verkehrssicherheit gegenueber dem Vergleichsfall mehrerer Baustellen zu rechnen. (A) ABSTRACT IN ENGLISH: In the course of scientific monitoring the impact of so-called extra long road works on road safety was examined on the basis of an example. For this purpose, accicients that occurred during a two-year period at construction site "Muecke" an motorway A 5 and at another construction site were analyzed thoroughly. The analysis took into consideration the effects of carriageway width, of varying traffic management, of lane deviations and of auxiliary entrances. The study shows that extra long road works can absolutely be recommended as long as lane widths are compliant with regulations and if the number of changes in traffic guidance, and thus the number of lane deviations and lane width changes is temporally and locally reduced as far as possible. Significant advantages of higher lane widths could be verified. In doing so, the main advantage is not the reduction of accident costs - since the consequences of such accidents are usually not severe - but the reduction of user costs by avoided congestions. In comparison with several smaller construction sites, further improvements in road safety are expected if the extra long road works reduce the number of setup phases and the number of traffic guidance changes. (A)]]></description>
      <pubDate>Wed, 23 Oct 2013 11:15:55 GMT</pubDate>
      <guid>https://trid.trb.org/View/1265962</guid>
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    <item>
      <title>Empfehlungen zur Gestaltung von Engstellen in Ortsdurchfahrten / Recommendations for the design of bottlenecks in urban main roads and cross-town links</title>
      <link>https://trid.trb.org/View/1261069</link>
      <description><![CDATA[Engstellen in Ortsdurchfahrten sind sowohl potenzielle Hindernis- und Gefahrenstellen als auch besondere Abschnitte in klassifizierten Strassen. Ziel eines abgeschlossenen Forschungsvorhabens "Fahrbahnquerschnitte in baulichen Engstellen von Ortsdurchfahrten" (ITRD D708150) war es, fuer derartige Situationen geeignete Loesungsansaetze abzuleiten. Untersucht wurden circa 300 Engstellen. Erkannt wurde, dass die typische Engstelle in deutschen Ortsdurchfahrten momentan eine Strassenraumbreite von unter 8,50 m, eine Verkehrsbelastung von unter 4.000 Kraftfahrzeuge pro Stunde (Kfz/h) und fehlende oder unzureichende Seitenraeume aufweist. Aufgrund der geringen Verkehrsmengen sind die zu verzeichnenden Unfallhaeufigkeiten und -schweren eher gering, obgleich vor Ort durchaus funktionale Konflikte zu beobachten sind. Die staedtebauliche Qualitaet ist ebenso wie die Qualitaet fuer den Fussgaengerverkehr relativ oft nicht zufriedenstellend. Engstellen sollten zukuenftig im Standardfall und damit wesentlich oefter als bisher einstreifig ohne Begegnungsmoeglichkeit und mit Hochbord ausgebildet werden, um geschuetzte und begehbare Seitenraeume zu schaffen. Eine Voraussetzung fuer die Sicherheit derartiger Ortsdurchfahrten ist die Erkennbarkeit und Begreifbarkeit der Engstelle, die es mit den aufgefuehrten Massnahmenempfehlungen zu verbessern gilt. (A) ABSTRACT IN ENGLISH: Bottlenecks in urban main roads or cross-town links are potential points of hindrance and danger as well as special sections of classified roads. Aim of the completed research project "Bottlenecks in urban main roads" (ITRD D708150) was to deduce suitable approaches for such situations. Approximately 300 bottlenecks were surveyed. lt was identified that the typical bottleneck of German main roads momentarily features a width of road space below 8.50 m, a traffic volume below 4,000 vehicles/h and missing or insufficient sidewalks. Because of the low traffic volume the frequency and severity of accidents are low although functional conflicts can be observed, The urban quality is relatively often not satisfying as well as the quality for pedestrians. In the future bottlenecks should be designed in the standard case as a single lane without passing traffic and with high-level kerbs to create protected and walkable side space. A precondition for safety of such main roads is the recognisability of the bottleneck which is necessary to be improved by the specified recommended measures. (A)]]></description>
      <pubDate>Tue, 03 Sep 2013 12:22:26 GMT</pubDate>
      <guid>https://trid.trb.org/View/1261069</guid>
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