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    <atom:link href="https://trid.trb.org/Record/RSS?s=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" rel="self" type="application/rss+xml" />
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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>Investigating the effect of marking and delineation treatments on driver behavior at highway exit gore areas</title>
      <link>https://trid.trb.org/View/1878172</link>
      <description><![CDATA[Highway exit gore areas are common and essential components of highway networks everywhere. Drivers need to navigate, decelerate, and change lanes at exit gore areas through specified and compacted geometry. This makes exit gore areas potentially crash-prone locations. Studies analyzed factors contributing to crashes at exit gore areas. Although marking and delineation techniques can play a major role in enhancing safety, traffic control devices that serve this end were not given sufficient attention in recent research. Furthermore, the currently used marking and delineation treatments are widely different around the world and deploy devices of various forms, shapes, sizes, and colors. The Flemish Agency for Roads & Traffic (AWV) launched a study to explore the feasibility of adding colored and sizeable eye-catching objects, mounted or grounded exactly at the physical nose, to attract driver's attention and improve driving performance. The eye-tracking and driving behavior of 49 Belgian drivers was investigated in a driving simulator. Participants were also queried about the conspicuity of the control devices and their personal preferences. The results were univocal for situations including a guardrail. Using two mounted panels together, i.e., the horizontal and the vertical, scored better on all levels than the horizontal panel alone. The bigger surface size of the traffic control device significantly improved driving performance and was also favored by the participants. Situations without a guardrail lacked such clear results, which were mixed depending on the measure at hand. A larger size of a grounded object-marker, again, improved driver's performance. Findings concerning the colors red or green appeared to favor red, although this was less univocal. These findings are aimed to spark ideas for further research and to assist practitioners and policy-makers in better designing exit gore areas while achieving more consistency and safety.]]></description>
      <pubDate>Tue, 28 Sep 2021 15:49:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/1878172</guid>
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    <item>
      <title>Special Crash Investigations: On-Site Guardrail End Treatment Crash Investigation; Vehicle: 2012 Ford Escape; Location: Missouri; Crash Date: July 2016</title>
      <link>https://trid.trb.org/View/1736611</link>
      <description><![CDATA[This report documents the on-site investigation of a Soft Stop end terminal during an impact with a 2012 Ford Escape. The crash occurred when the Ford departed the gore area at a left exit ramp from an interstate highway. The Ford struck a road sign during the maneuver and then continued forward, striking the end terminal with its front plane. The vehicle separated from this impact with a counterclockwise rotation and subsequently rolled over. The Ford was equipped with certified advanced 208-compliant (CAC) frontal air bags, front seat-mounted side impact air bags, and inflatable curtain (IC) air bags. The frontal and IC air bags deployed during the crash. The vehicle’s unbelted 29-year-old male driver sustained police-reported A-level (incapacitating) injuries and an unbelted adult female (age unknown) seated in the front-row right position of the Ford sustained B-level (nonincapacitating) injuries. Both occupants were transported to a hospital for treatment.]]></description>
      <pubDate>Thu, 10 Sep 2020 12:05:57 GMT</pubDate>
      <guid>https://trid.trb.org/View/1736611</guid>
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    <item>
      <title>Highway Accident Report: Collision Between a Sport Utility Vehicle Operating With Partial Driving Automation and a Crash Attenuator, Mountain View, California, March 23, 2018</title>
      <link>https://trid.trb.org/View/1707883</link>
      <description><![CDATA[​On March 23, 2018, at 9:27 a.m., a 2017 Tesla Model X P100D electric-powered sport utility vehicle (SUV), occupied by a 38-year-old male driver, was traveling south on US Highway 101 (US-101) in Mountain View, Santa Clara County, California. At this location, US-101 has six southbound traffic lanes, including a high-occupancy vehicle (HOV) exit lane to State Route 85 (SR-85) southbound on the far left. As the SUV approached the US-101−SR-85 interchange, it was traveling in the lane second from the left, which was an HOV lane for continued travel on US-101. While approaching a paved gore area dividing the main travel lanes of US-101 from the SR-85 left-exit ramp, the SUV moved to the left and entered the gore. The vehicle continued traveling through the gore and struck a damaged and nonoperational crash attenuator at a speed of about 71 mph. The crash attenuator was positioned at the end of a concrete median barrier. As a result of the collision, the SUV rotated counterclockwise and the front body structure separated from the rear of the vehicle. The Tesla was involved in subsequent collisions with two other vehicles, a 2010 Mazda 3 and a 2017 Audi A4. The Tesla’s high-voltage battery was breached in the collision and a postcrash fire ensued. On-scene witnesses found the Tesla driver in his seat with his lap/shoulder belt buckled. They removed him from the vehicle before it was engulfed in flames. The driver was transported to a local hospital, where he died from blunt-force trauma injuries. The driver of the Mazda sustained minor injuries, and the driver of the Audi was uninjured. System performance data downloaded from the Tesla indicated that the driver was operating the SUV using the Traffic-Aware Cruise Control (an adaptive cruise control system) and Autosteer system (a lane-keeping assist system), which are advanced driver assistance systems in Tesla’s “Autopilot” suite. As part of this investigation, the National Transportation Safety Board (NTSB) reviewed previous NTSB investigations involving the Tesla Autopilot system in Williston, Florida; Culver City, California; and Delray Beach, Florida, to examine common issues regarding the safety of advanced driver assistance systems that provide partial driving automation (both lateral and longitudinal control). ​The National Transportation Safety Board determines that the probable cause of the Mountain View, California, crash was the Tesla Autopilot system steering the sport utility vehicle into a highway gore area due to system limitations, and the driver’s lack of response due to distraction likely from a cell phone game application and overreliance on the Autopilot partial driving automation system. Contributing to the crash was the Tesla vehicle’s ineffective monitoring of driver engagement, which facilitated the driver’s complacency and inattentiveness. Contributing to the severity of the driver’s injuries was the vehicle’s impact with a crash attenuator barrier that was damaged and nonoperational at the time of the collision due to the California Highway Patrol’s failure to report the damage following a previous crash, and systemic problems with the California Department of Transportation’s maintenance division in repairing traffic safety hardware in a timely manner.]]></description>
      <pubDate>Fri, 29 May 2020 09:43:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/1707883</guid>
    </item>
    <item>
      <title>Examining Drivers’ Comprehension and Recognition to Highway Exit Gore Treatments</title>
      <link>https://trid.trb.org/View/1392881</link>
      <description><![CDATA[This study focuses on examining potential alternatives to provide the road user the same level of information to reduce or eliminate the hits on exit gore signs and therefore mitigate maintenance crew risk. Researchers selected alternative exit gore treatments—1) chevrons pointing up, 2) chevrons pointing right and left, 3) diagonal-shaped pavement markings, 4) diagonal-shaped pavement markings with chevrons pointing up, 5) horizontal EXIT pavement marking—to test drivers’ comprehension and recognition using a driving simulator. At the pre-simulation questioning, with 55 percent of participants believing the horizontal EXIT marking treatment was one of the best treatments. However, two-third of participants believes they would be forced to exit from the right lane if they saw these markings. At the simulation driving, the evaluation on the treatments was conducted under three different viewing conditions, 1) long viewing distance on a flat roadway segment, 2) short viewing distance with a vertical curve ahead of gore exit, and 3) limited viewing distance blocked by a lead truck. As a result, the treatment of the vertical chevron paired with diagonal pavement markings performed consistently well under three different driving conditions, but none of the alternative treatments performed notably poorly. In the comparison of the recognition distance, participants could recognize the treatment of the chevrons pointing up paired with diagonal pavement markings significantly earlier than the treatment with only chevrons pointing up under the long viewing condition. For the short viewing condition, the exit gore sign was recognized significantly earlier than the treatment with chevrons pointing right and left. It is noted that the exit gore sign worked well under the short viewing and blocked conditions because of its height providing an advantage over shorter treatments. This driving simulator study suggests that some alternate treatments for a highway exit gore have the potential to be as visually conspicuous as the exit gore sign. As a future study, researchers recommend further field examination on driver comprehension of the potential alternatives and driving performance.]]></description>
      <pubDate>Mon, 29 Feb 2016 16:56:34 GMT</pubDate>
      <guid>https://trid.trb.org/View/1392881</guid>
    </item>
    <item>
      <title>Freeway Exit Gore Signage: A Survey of State Practice and Related Research</title>
      <link>https://trid.trb.org/View/1345670</link>
      <description><![CDATA[Installing and repairing exit gore signs are high-risk activities for maintenance personnel, requiring field personnel to perform the work on foot, with limited protection and in close proximity to traffic. The space for working is small, making it difficult to use barriers or shadow vehicles for protection without closing lanes. The California Department of Transportation (Caltrans) would like to identify options for relocating exit gore signs or using innovative products that can improve safety for field personnel while complying with California Manual on Uniform Traffic Control Devices (MUTCD) requirements. This Preliminary Investigation aims to identify alternative placement methods or other practices for signing freeway exits used by state departments of transportation (DOTs) and examines related research.]]></description>
      <pubDate>Mon, 27 Apr 2015 09:54:55 GMT</pubDate>
      <guid>https://trid.trb.org/View/1345670</guid>
    </item>
    <item>
      <title>Traffic Control Device Evaluation Program: Technical Report</title>
      <link>https://trid.trb.org/View/1348933</link>
      <description><![CDATA[This project provides the Texas Department of Transportation with a mechanism to quickly and effectively conduct high-priority, limited scope evaluations of traffic control devices. Work during the 2013–2014 fiscal year included three main tasks: updating the Texas Curve Advisory Speed (TCAS) program, testing alternatives to the existing exit gore sign requirements, and evaluating pilot vehicles and portable traffic control signals with and without a flagger. The TCAS program was developed to assist practitioners in the implementation of the guidelines for setting curve advisory speeds and choosing curve traffic control devices. Researchers updated the calculations contained within the TCAS program to reflect the guidelines in the Texas Manual on Traffic Control Devices (TMUTCD). Researchers also added a new set of calculations so that users have the choice of applying either the TMUTCD or the Procedures for Establishing Speed Zones. Exit gore signs are often hit and require constant maintenance, which puts maintenance crews at risk. The study’s objective was to develop potential alternative(s) to provide the road user the same level of information but reduce or eliminate the risk during maintenance. Researchers selected alternative exit gore treatments to test in Texas A&M Transportation Institute’s (TTI’s) driving simulator. The vertical chevron paired with chevron pavement markings performed consistently well, but none of the alternative treatments performed notably poorly. Typically, flaggers direct traffic when a lane on a two-lane, two-way road is closed for construction or maintenance, but Texas also uses portable traffic control signals and pilot vehicles to control operating speeds within the lane closure. Researchers conducted field studies to test driver compliance, and overall, only 3 percent of drivers did not comply with the portable traffic control signals and pilot vehicle for both conditions studied (with and without a flagger). Researchers also developed a tool to help pilot vehicle drivers estimate the minimum green time needed to clear the vehicle queue at the portable traffic signal. The report also discusses two ongoing tasks: coordinating state asset data collection efforts and evaluating rumble devices.]]></description>
      <pubDate>Fri, 24 Apr 2015 10:24:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/1348933</guid>
    </item>
    <item>
      <title>Best Practices for Transition Design of Concrete Pavement
Intersections and Related Transitions</title>
      <link>https://trid.trb.org/View/1263143</link>
      <description><![CDATA[Pavement transitions are one of the key elements of pavement performance often overlooked in the design process. Improperly designed pavement transition elements lead to poor pavement performance and often creating a need for frequent maintenance and repair. Transition elements are necessary to ensure a smooth transition between two different pavement sections and to minimize future pavement performance issues. This paper addressed the transition of intersections, ramp/gore areas, drainage inlets, and the conversion between a portland cement concrete and asphalt concrete materials. The design standards of most state Department of Transportation (DOT) were reviewed and the best practices identified toward incorporating them into a set of guidelines for design and construction purposes. Moreover, field visits were conducted to survey the conditions of these transition types relative to slab cracking and associated distresses due to inappropriate jointing or other design-related factors. Based on this information, specific design practices are suggested to enhance the design standard for different transition types based on simple and sound concepts substantiated by observed field performance. The guidelines address the design of concrete pavement transition areas including joints and related details.]]></description>
      <pubDate>Mon, 30 Sep 2013 17:16:53 GMT</pubDate>
      <guid>https://trid.trb.org/View/1263143</guid>
    </item>
    <item>
      <title>Influence of Experimental Advisory Exit Speed Limit on Freeway Exit Ramp Traffic Speeds</title>
      <link>https://trid.trb.org/View/1242909</link>
      <description><![CDATA[Many crashes occurred around freeway exit ramp areas due to speeding and speed variance, especially in China. Traditionally, a posted ramp speed limit will be installed around physical gore area to manage speed around the area. Unfortunately, the field study showed that speeding and speed variance haven’t been improved too much after introduction of posted ramp speed limit. An additional speed limit on deceleration lane may be needed to accommodate the speed changes ahead of physical gore, which could be functioned by Advisory Exit Speed Limit (AESL). However, no systematic research on the influences of AESL and its application has been reported yet. Thus, the primary objective of the paper is to investigate its influences on exiting vehicles’speed. A general method was  developed to measure AESL and facilitate the application in different Sites. To achieve this goal, three Sites with same exit ramp configuration in China were selected and two Scenarios (with AESL/ without AESL) were investigated to quantify the influences. With two hours data collection for each Scenario at each Site, the speed and deceleration rate of approximately 480 vehicles were obtained. Meanwhile, t-test was introduced to verify the differences in speed between the two Scenarios. Results showed that with AESL, the mean speed and the 85thpercentile speed reduced significantly at all three Sites, while only one Site performed a significant reduction in speeding. Unfortunately, no obvious improvement on speed variance achieved at the three sites, even there were some tendencies on speed decrease on deceleration lane. The paper can provide researchers, managers and engineers with reasonable foundations, when determining the necessity and ways to install AESL. The proposed methodology will be especially helpful in China and other developing countries with similar exit ramps.]]></description>
      <pubDate>Mon, 15 Apr 2013 13:15:13 GMT</pubDate>
      <guid>https://trid.trb.org/View/1242909</guid>
    </item>
    <item>
      <title>Treatments to Reduce the Frequency of Freeway Exit Sign Hits</title>
      <link>https://trid.trb.org/View/1106318</link>
      <description><![CDATA[Exit gore signs present a significant maintenance challenge for the Texas Department of Transportation (TxDOT). There is concern regarding the safety of personnel working in gore areas to replace these signs, and the resources necessary for continual maintenance. The objective of this project was to identify and evaluate alternative methods that may reduce the number of sign hits. Researchers visited several sites with safety problems related to frequent sign hits, determined factors that contribute to sign crashes, and recommended potential treatments. They also evaluated the impact of eliminating exit gore signs at locations where appropriate advance warning with overhead exit signs are provided. Field studies were conducted at two freeway exits in Corpus Christi, Texas. It was found that the lack of exit gore signs at the two freeway exits did not have any negative consequences in terms of vehicle speeds, deceleration behavior, and erratic maneuvers.]]></description>
      <pubDate>Tue, 12 Jul 2011 17:43:25 GMT</pubDate>
      <guid>https://trid.trb.org/View/1106318</guid>
    </item>
    <item>
      <title>Design Detail Standard Sheets for Concrete Pavement Transition Area</title>
      <link>https://trid.trb.org/View/849762</link>
      <description><![CDATA[Work under this task, “Design Detail Standard Sheets for Concrete Pavement Transition Area,” focused on the development of the transition detail sheets according to the transition types and locations identified under the task of the survey of best practices in accordance with Texas Department of Transportation (TxDOT) standards. AutoCAD is used to create the detail sheets from the analysis performed and the conclusions developed under the task of the design and construction transition guidelines for concrete pavement. These designs do not replace or supersede any previously used transition. The following 13 most frequently constructed types of concrete pavement transitions are introduced and some have optional alternative designs:  1. Continuously Reinforced Concrete (CRC) Pavement to CRC Pavement Thickness Transition; 2. CRC Pavement to CRC Pavement Construction Joint Transition; 3. CRC Pavement to Jointed Concrete (JC) Pavement Transition; 4. CRC Pavement to Flexible Pavement Transition; 5. JC Pavement to Flexible Pavement Transition; 6. JC Pavement to JC Pavement Transition; 7. CRC Pavement to Bridge Approach Slab Transition; 8. JC Pavement to Bridge Approach Slab Transition; 9. Intersection Transition; 10. Overlay-Unbonded, Bonded, Asphalt Concrete (AC) Overlays Transition; 11. CRC Bonded Overlay to CRC Pavement Transition; 12. Drop Inlet/Drainage Box; and 13. Ramp/Gore Area Transition. The sketches of the transition details are checked for consistency with the guidelines. The transition detail sheets will be evaluated by TxDOT for implementation.]]></description>
      <pubDate>Thu, 21 Feb 2008 15:58:20 GMT</pubDate>
      <guid>https://trid.trb.org/View/849762</guid>
    </item>
    <item>
      <title>A STUDY OF THE EFFICIENCY OF BOLLARDS AT EXIT GORE AREAS</title>
      <link>https://trid.trb.org/View/504537</link>
      <description><![CDATA[The purpose of this study was to examine the efficiency of bollards - soft plastic post delineators - installed at exit gore areas of some motorways of Israel.  The devices considered are expected to contribute to better arrangement of the traffic streams at highway exit points and to reduce erratic vehicle manuevers at these areas.  The study has three main parts: (1) a review of current experience concerning delineation techniques and tools for safety enhancement at exit gore areas; (2) a detailed consideration of accidents occurring on motorways with emphasis on specifics relevant to exit area occurrences; (3) field observations of driver behavior at exit areas before and after bollard installation.  The literature review showed that use of bollards for highway traffic arrangements was not investigated closely, at least over the past 20 years.  However, practice demonstrated that different kinds of delineation treatment (advanced signing, stronger pavement markings, etc.) did contribute to better traffic operations and decreased the number of erratic manuevers at exit area approaches.  A detailed consideration of accidents that occurred over the last year was performed for two motorways - candidates for bollard installation.  This revealed the main accident patters with their locational and severity profiles.  The accidents occurring at EXIT and ON areas (the latter includes mainly "ascent to interchange" and "adjustment to through traffic" accidents) are a major part of the interchange-area accidents (69%) whereas explicit "gore area crossing" maneuvers appear only in six cases (23% of EXIT accidents).  The predominant types of collisions, typical accident occurrences and traffic factors significant for exit area accidents were also indicated.  In total, gore area involvement (direct/indirect) and, consequently, a potential benefit of bollard application could be relevant to 10.8% of accidents.  Field observations of driver behavior exiting the motorway or passing by, were conducted for two sites, during day and night hours, before and after bollard installation.  Six categories of erratic maneuvers were defined.  The comparison proved a significant reduction in erratic maneuver rates after the installation: up to 60% at day-time and up to 65% at night-time.  Summarizing the three above points, the bollard treatment can be recommended for use at motorway exits.]]></description>
      <pubDate>Mon, 19 Jul 1999 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/504537</guid>
    </item>
    <item>
      <title>CONSIDERATION OF BOLLARD TREATMENT AT EXIT GORE AREAS</title>
      <link>https://trid.trb.org/View/540864</link>
      <description><![CDATA[The efficiency of bollards - soft plastic post delineators which are installed at exit gore areas of some highways in Israel - is considered.  The devices are expected to contribute to better arrangement of traffic streams and to reduce erratic vehicle maneuvers at highway exits.  The treatment was examined in three ways:  (1) a review of current experience concerning delineation techniques and tools for safety enhancement at exit gore areas, (2) a detailed consideration of accidents occurring on freeways with emphasis on specifics relevant to exit area occurrences, and (3) field observations of driver behavior at exit areas before and after bollard installation.  The literature review showed that use of bollards for highway traffic arrangements has not been investigated closely, at least over the past 20 years. However, practice demonstrated that different kinds of delineation treatments did contribute to better traffic operations and decreased the number of erratic maneuvers at exit area approaches.  A detailed consideration of accidents for two highways revealed that the accidents occurring at "exit" and "on" areas are a major part of interchange area accidents (69%), while explicit "gore area crossing" maneuvers appear only in six cases (23% of exit accidents).  In total, a potential benefit of bollard application could be relevant to 11% of the accidents. Field observations of driver behavior were conducted for two sites.  The comparison proved a significant reduction in erratic maneuver rates after the treatment:  up to 60% in daytime and up to 65% at nighttime.  Finally, the bollard treatment was recommended for use at freeway exits.]]></description>
      <pubDate>Tue, 10 Nov 1998 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/540864</guid>
    </item>
    <item>
      <title>IMPROVED COMMUNICATION OF A LEFT EXIT LANE DROP USING PAVEMENT MARKINGS. INTERIM REPORT</title>
      <link>https://trid.trb.org/View/421341</link>
      <description><![CDATA[This project investigated the operations and safety characteristics of left exit lane drops.  As generally recognized, constructing left exits is to be avoided; however, when present, suggestions on methods to improve safety and operations are valuable.  One alternative for better communicating to motorists the presence of a left exit lane drop is with pavement markings.  Lane drop pavement markings, pavement arrows, and raised pavement markings were evaluated at one site to determine their effectiveness during daytime and evening operations.  Erratic maneuvers were reduced by 40% during daylight operations, and by 34% during evening operations.  The predominant type of erratic maneuver within 300 ft (91.5 m) of the gore was the lane change through the gore area.  The most common type of erratic maneuver upstream of the gore area was the two-lane lane change.  The study site, which was 1240 ft (378 m) in length, experienced a 31% reduction in lane changes (64% for the 300 ft (91.5 m) nearest the gore) between the before and after periods during daylight operations. Examining the data by zone (which were typically 100 ft (30.5 m) in length) showed a significant reduction in lane changes per hour in the 700 ft (213.5 m) nearest to the gore, with fluctuations in the remaining zones (between 700 and 1200 ft (213.5 and 366 m) upstream of the gore) for both daylight and evening operations.  The data indicated that motorists performed their lane changes, into or out of the exit-only lane, further upstream of the gore in the after period than in the before period.]]></description>
      <pubDate>Tue, 18 Apr 1995 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/421341</guid>
    </item>
    <item>
      <title>RAMP EXIT/ENTRANCE DESIGN--TAPER VERSUS PARALLEL AND CRITICAL DIMENSIONS</title>
      <link>https://trid.trb.org/View/378489</link>
      <description><![CDATA[The basic design criteria, and thereby design standards, used by governmental agencies to design exit and entrance ramp terminals have not changed in more than 30 years.  However, the design details of the ramp terminals vary across the country.  A survey of state departments of transportation (DOTs) indicates that there is mixed use of (a) only tapered lanes, (b) only parallel lanes, and (c) a combination of both tapered- and parallel-lane design.  Forty-one (91%) of 45 state DOTs that responded to a nationwide NCHRP survey prefer a tapered design for exit ramps. Thirty-four (75%) of the responding states use a parallel design for entrance ramps.  Most agencies use AASHTO policies as a basis for speed-change lane design and either comply with or exceed AASHTO recommendations for deceleration lane lengths. However, some state standards indicate minimum lengths of acceleration lanes that are less than the minimum lengths recommended by AASHTO.  Most research indicates that operational aspects of the current design elements are acceptable for today's driving conditions.  The "gore" or "wedge" of exit ramps ranks high in the location of freeway accidents, and some problems exist with respect to driver gap acceptance on entrance ramps.  Both conditions have been attributed to the assumption that drivers do not know how to properly use, or just do not properly use, speed-change lanes.]]></description>
      <pubDate>Mon, 30 Aug 1993 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/378489</guid>
    </item>
    <item>
      <title>DESIGN AND TESTING OF ROADSIDE SAFETY DEVICES</title>
      <link>https://trid.trb.org/View/364877</link>
      <description><![CDATA[This Record contains the following 17 papers on roadway safety features:  Movable Concrete Median Barrier Risk Analysis, J.E. Bryden and N.J. Bruno; High Containment Steel Bridge Parapet With Transition to a Safety Fence, I.B. Laker; Delineation of Urban Freeway Gore Area Crash Cushions in Texas, F.T. Creasey, G.L. Ullman, and C.L. Dudek; Development of Guardrail Extruder Terminal, D.L. Sicking, A.B. Qureshy, and H.E. Ross, Jr.; Connecticut Narrow Hazard Crash Cushion, J.F. Carney, III; Vehicle Impact Testing of Lightweight Lighting Standards, R.L. Stoughton, A. Abghari, J.P. Dusel, J.L. Hedgecock, and D.L. Glauz; Development of a Slotted-Rail Breakaway Cable Terminal, D.L. Sicking, A.B. Qureshy, and H.E. Ross, Jr.; Validation of a Surrogate Vehicle for Luminaire Support Certification Testing, A.G. Hansen, M.W. Hargrave, and C.R. Hott; Computer-Based Methodolgy for the Generalized Design of the Connecticut Impact Attenuation System, D.S. Logie, J.F. Carney, III, and M.H. Ray; Field Study to Establish Truck Escape Ramp Design Methodology, J.C. Wambold; Development of an Improved Highway-Vehicle-Object-Simulation Model for Multi-Faced Rigid Barriers, H.S. Perera; Applications of Barrier VII in Design of Flexible Barriers, R.P. Bligh and D.L. Sicking; Prediction of Rollovers Caused by Concrete Safety-Shape Barriers, H.S. Perera and H.E. Ross, Jr.; Improved Method for Determining Vehicle and Occupant Kinematics in Full-Scale Crash Tests, M.H. Ray and J.F. Carney, III; Development of Kansas Guardrail to Bridgerail Transition Designs Using BARRIER VII, C.Y. Tuan, E.R. Post, S. Ataullah, and J.O. Brewer; Case Study:  Poles in the Urban Clear Zone, D.S. Turner and T. Barnett; and Survey of State Utility Manual Clear Zone Provisions, D.S. Turner, J.V. Walters, J.M. Hutt and J.E. Patrick.]]></description>
      <pubDate>Tue, 31 Mar 1992 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/364877</guid>
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