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    <title>Transport Research International Documentation (TRID)</title>
    <link>https://trid.trb.org/</link>
    <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>
    <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>
    <image>
      <title>Transport Research International Documentation (TRID)</title>
      <url>https://trid.trb.org/Images/PageHeader-wTitle.jpg</url>
      <link>https://trid.trb.org/</link>
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    <item>
      <title>PRINCIPLES OF PHYSICS APPLIED TO TRAFFIC MOVEMENTS AND ROAD CONDITIONS</title>
      <link>https://trid.trb.org/View/113844</link>
      <description><![CDATA[EVERY VEHICLE REQUIRES A CERTAIN EMPTY SPACE AROUND ITSELF IN ORDER TO PROCEED WITHOUT INTERFERENCE WITH ANY OTHER OBJECTS. THIS SPACE IS DESIGNNATED AS AN INFLUENCE SPACE. IT MUST CONTAIN THE VEHICLE AT ITS CORE, BUT YET BE LARGE ENOUGH TO PERMIT THE DRIVER TO PERCEIVE AN OBSTRUCTION AND REACT AS QUICKLY AS POSSIBLE. SAFETY IS ASSURED IF THE INFLUENCE SPACES DO NOT OVERLAP, ECONOMY OF TRAFFIC IF THERE ARE NO WIDE GAPS BETWEEN THE INFLUENCE SPACES. THE ROAD IS CONSIDERED TO BE FILLED TO CAPACITY IF THE SPACES JUST TOUCH ONE ANOTHER. EQUATIONS ARE FORMULATED FOR DETERMINING THE RATE OF ACCELERATION AND DECELERATION IN AN AVERAGE TRAFFIC STREAM, RELATIVE CAPACITY, ABSOLUTE CAPACITY, CONSTANT SPEED, TIME-SPACINGS, CAPACITY AT INTERSECTIONS, AND LENGTH OF CYCLE TIMES AT INTERSECTIONS.]]></description>
      <pubDate>Fri, 13 Aug 2004 18:13:05 GMT</pubDate>
      <guid>https://trid.trb.org/View/113844</guid>
    </item>
    <item>
      <title>INVERTED VEHICLE DRAG TESTS: ASSESSING THE EFFECT OF SPEED ON DECELERATION RATES</title>
      <link>https://trid.trb.org/View/476591</link>
      <description><![CDATA[Drag tests were conducted to determine the effect of speed on the coefficient of friction for a motor vehicle sliding upside down.  Eight different vehicles were tested on various road surfaces.  Three drag test methods were used to generate redundant data; constant speed, varying speed and slide to stop. Tests were conducted on wet and dry asphalt and concrete at speeds up to 93 km/h (58 mph).  A static friction coefficient range of between 0.52 and 0.72 was measured for dry and wet asphalt and dry and wet concrete surfaces.  For speeds above about 50 km/h (31 mph), a friction coefficient range of 0.33 to 0.44 for dry asphalt and concrete was measured.  The transition from static to kinetic friction was characterised.  A summary graph is presented from which the speed of an overturned vehicle can be assessed from slide distance.]]></description>
      <pubDate>Thu, 05 Mar 1998 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/476591</guid>
    </item>
    <item>
      <title>PRELIMINARY VALIDATION OF A SPEED-PROFILE MODEL FOR DESIGN CONSISTENCY EVALUATION</title>
      <link>https://trid.trb.org/View/469319</link>
      <description><![CDATA[The validity of a speed-profile model for design consistency evaluation was tested, including (a) the speed reduction estimation ability of the model and (b) assumptions about deceleration and acceleration characteristics approaching and departing horizontal curves.  Detailed speed data were collected at a sample of 10 horizontal tangent-curve sections on two-lane rural highways in Texas.  The results indicate that the model provides a reasonable, albeit simplified, representation of speed profiles on horizontal alignments consisting of long tangents and isolated curves.  The model provides reasonable estimates of speed reductions from long approach tangents to curves but does not account for the effect of nearby intersections on speeds.  The results also indicate that the assumed 0.85 m/sec to the 2nd power value is reasonable for deceleration rates approaching curves that require speed reductions but may overestimate acceleration rates departing curves.  The model's assumptions that deceleration occurs entirely on the approach tangent and that speeds are constant throughout a curve were not confirmed by observed speed behavior.  The observations that deceleration continues after entering a curve and that speed adjustments occur throughout a curve are indicators of the difficulty drivers experience in judging appropriate speeds through curves.]]></description>
      <pubDate>Wed, 10 Dec 1997 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/469319</guid>
    </item>
    <item>
      <title>INTERSECTION SIGHT DISTANCE</title>
      <link>https://trid.trb.org/View/481444</link>
      <description><![CDATA[Intersection sight distance (ISD) is intended to provide drivers at or approaching intersections with an unobstructed view of the entire intersection and of sufficient lengths of the intersecting highways to permit the approaching drivers to anticipate and avoid collisions.  This requires unobstructed sight distance along each approach to the intersection, as well as across clear sight triangles between the approaches.  The research obtained field data on driver behavior at intersections, particularly with respect to speed selection, acceleration and deceleration rates, gap acceptance behavior, and vehicle stopping positions.  These data were used to formulate recommended geometric design policies for sight distance at intersections with no control, with Stop control on the minor road, with Yield control on the minor road, with traffic signal control, and with all-way Stop control.  The recommended sight distance policies for approaches to uncontrolled and Yield-controlled intersections are based on a stopping sight distance model, modified to incorporate field results on the actual speed profiles used by drivers approaching such intersections.  The recommended sight distance policies for locations at which stopped vehicles must enter or cross a major road are based on the actual gap acceptance behavior of drivers observed in the field.]]></description>
      <pubDate>Mon, 03 Mar 1997 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/481444</guid>
    </item>
    <item>
      <title>VEHICLE TRACTION PERFORMANCE ON SNOWY AND ICY SURFACES</title>
      <link>https://trid.trb.org/View/468038</link>
      <description><![CDATA[Snow and ice have been considered the main factors that contribute to reduced vehicle traction forces and potential traffic accidents during winter.  To increase a vehicle's traction on snow and icy surfaces, studded and nonstudded winter tires have been used in cold regions.  However, the use of studded tires causes significant pavement damage, such as accelerated pavement rutting and pavement marking damage.  Since spring 1994, the Alaska Department of Transportation and Public Facilities has asked the Transportation Research Center at the University of Alaska, Fairbanks to conduct a series of research studies related to vehicle traction performance on snow and icy surfaces in Alaska.  One of the studies conducted in 1995 is summarized.  The main objectives of the study were to evaluate (a) traction performance of used winter tires on roadways, (b) traction performance comparison of lightweight studded tires with other winter tires, (c) traction performance of vehicles with two front studded tires, and (d) effects of vehicle type on traction performance.  Field tests were conducted on traveled roadways and in parking lots.  The main traction performance measurements included stopping distances, maximum stopping deceleration forces, time necessary to reach a certain speed, and maximum starting acceleration forces.]]></description>
      <pubDate>Tue, 26 Nov 1996 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/468038</guid>
    </item>
    <item>
      <title>DRIVER DECELERATION BEHAVIOR ON A FREEWAY IN NEW ZEALAND</title>
      <link>https://trid.trb.org/View/453109</link>
      <description><![CDATA[The results of a study that monitored driver deceleration behavior on a freeway in New Zealand are presented.  A series of axle detectors were placed over a 500-m interval and the speeds were recorded using a data logger.  The speeds of the same vehicle at different stations along the road were established for more than 1,200 vehicles.  The speed profiles showed that vehicles decelerated over the same distance irrespective of the initial speed.  As a result, the deceleration rate was proportional to the initial speed.  A relationship was developed to predict the speed at any time as a function of the approach speed.]]></description>
      <pubDate>Fri, 19 Jan 1996 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/453109</guid>
    </item>
    <item>
      <title>A FEASIBILITY STUDY OF IMPACT ATTENUATION OR PROTECTIVE DEVICES FOR FIXED HIGHWAY OBSTACLES</title>
      <link>https://trid.trb.org/View/108794</link>
      <description><![CDATA[THE RESEARCH DOCUMENTED IN THIS REPORT COMPRISED A SURVEY OF HUMAN TOLERANCE TO IMPACT TOGETHER WITH MATERIALS OR DEVICES WHICH MIGHT ACT TO KEEP COLLISION FORCES ON A RESTRAINED AUTOMOBILE OCCUPANT WITHIN THE ACCEPTABLE LIMITS. A THEORETICAL DEVELOPMENT WAS MADE OF THE ENERGY, FORCES DECELERATION RATES AND STOPPING DISTANCES INVOLVED TO DEFINE AN IDEALIZED PROTECTIVE SYSTEM.  BASED ON THE AVAILABLE MATERIALS AND DEVICES TO FIT SUCH AN IDEALIZED SYSTEM, VARIOUS PRACTICAL ASSEMBLIES OF SUITABLE ELEMENTS WERE PROPOSED FOR FUTHER INVESTIGATION THROUGH FULL-SCALE CRASH TESTS. /BPR/]]></description>
      <pubDate>Wed, 21 Dec 1994 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/108794</guid>
    </item>
    <item>
      <title>NONCRASH MOTOR VEHICLE ACCIDENTS. INJURIES TO CHILDREN IN THE VEHICLE INTERIOR</title>
      <link>https://trid.trb.org/View/414344</link>
      <description><![CDATA[The importance of injuries caused by hitting against interior portions of the motor vehicle in noncrashes has not been established, to our knowledge. The forces involved in a noncrash event are different from those of the crash, and the kinematics of the child occupant likewise differ. In a crash, rapid deceleration to a stop occurs first; the occupant, however, continues to move in the same direction and at the same velocity as the vehicle was moving. A second collision occurs when the passenger strikes a surface in the interior of the vehicle. In the noncrash, deceleration forces may be less, and there is no first collision. Yet, in a noncrash, a variety of injuries might occur when the passenger hits against the vehicle interior. The following issues were considered: (1) types of vehicle and passenger maneuvers (sudden stops, turns, swerves, loss of balance) that resulted in injuries; (2) the attributes of children who were associated with these injuries; and (3) the severity of injuries.]]></description>
      <pubDate>Tue, 20 Dec 1994 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/414344</guid>
    </item>
    <item>
      <title>BRAKING DISTANCE OF VEHICLES FROM HIGH SPEED, AND TESTS OF FRICTION COEFFICIENTS</title>
      <link>https://trid.trb.org/View/113294</link>
      <description><![CDATA[THE LIMITED TESTS TO EXAMINE BRAKING DISTANCES OF VEHICLES FROM HIGH SPEED AND TO MEASURE COEFFICIENTS OF FRICTION, REPORTED IN THIS ARTICLE, WERE OF SUFFICIENT SCOPE TO THROW DOUBT ON SOME OF THE BELIEFS HERETOFORE COMMONLY ACCEPTED. WHAT BRAKING FORCE OR DECELERATION RATE SHOULD BE EXPECTED? ARE STOPPING DISTANCES FROM HIGH SPEEDS LONGER THAN GENERALLY ACCEPTED AS CORRECT? WHAT CAUSES THE WIDE VARIATION IN BRAKING ACTION OF DIFFERENT VEHICLES, AND OF THE SAME VEHICLE IN DIFFERENT TRIALS? ARE DECELERATION RATES ATTAINABLE BY VEHICLES AT HIGH SPEEDS UNCOMFORTABLE TO THE PASSENGERS, SO LONG AS THE VEHICLE FOLLOWS A STRAIGHT PATH? TO WHAT EXTENT DOES BRAKE FADE AND OTHER FACTORS AFFECT STOPPING DISTANCES? TENTATIVE INDICATIONS AS TO THE ANSWERS TO THESE QUESTIONS WERE FOUND IN THE BRAKING TESTS DESCRIBED HERE, BUT THEY SERVE PRINCIPALLY TO POINT THE NEED FOR FAR MORE EXTENSIVE STUDIES THAT SHOULD INVOLVE THE COOPERATION OF THE AUTOMOTIVE AND TIRE INDUSTRIES. THE RESULTS OF THE FRICTION COEFFICIENT MEASUREMENTS THAT WERE MADE ARE USEFUL AS A PILOT STUDY TO ILLUSTRATE THE REQUIRED MAGNITUDE OF ANY INVESTIGATION OF THE INTERRELATION OF STOPPING DISTANCES AND FRICTION COEFFICIENTS. IT APPEARS NECESSARY TO CONSIDER VARIATION IN THE NONSKID QUALITIES OF BOTH TIRES AND ROAD SURFACES TO OBTAIN THE MOST EFFECTIVE IMPROVEMENT IN OPERATING SAFETY. /AUTHOR/]]></description>
      <pubDate>Thu, 13 Oct 1994 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/113294</guid>
    </item>
    <item>
      <title>AN EVALUATION OF VEHICLE DECELERATION PROFILES</title>
      <link>https://trid.trb.org/View/409750</link>
      <description><![CDATA[Vehicles stopping at signalized intersections were examined for the purpose of evaluating the validity of the common assumption of constant and uniform deceleration rates.  The data set consisted of the first vehicles to stop upon the onset of the yellow signal interval with measurements of the initial approach speed, deceleration time, and deceleration distance.  The deceleration rate may be computed using only two of the three measured values; thus the rate for each vehicle can be determined by three differnt equations.  With nonuniform deceleration profiles, the equations will produce different values; and the degree of nonuniformity can be determined by comparing the differences in the computed deceleration rates.  The analysis of the field observations indicated that 69% of the vehicles demonstrated deceleration profiles associated with nonuniform deceleration rates.  Furthermore, the deceleration profile and the degree of nonuniformity were found to be a function of the initial approach speed.]]></description>
      <pubDate>Mon, 10 Oct 1994 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/409750</guid>
    </item>
    <item>
      <title>AN ENERGY - ABSORBING BARRIER FOR HIGHWAYS</title>
      <link>https://trid.trb.org/View/111221</link>
      <description><![CDATA[IN RECENT YEARS THE UNPRECEDENTED INCREASE IN TRAFFIC VOLUME AND SPEED COMPOUNDED THE PROBLEM OF DEATH ON THE HIGHWAYS. ONE OF THE MOST SEVERE CONTRIBUTORS IS THE HEAD-ON COLLISION CAUSED BY AN OUT-OF-CONTROL AUTOMOBILE CROSSING THE CENTERLINE OF A HIGHWAY. AN ENERGY-ABSORBING BARRIER SYSTEM TO ELIMINATE THIS HAZARD HAS BEEN DEVELOPED. THE BARRIER CONSISTS OF A SERIES OF CORRUGATED CONCRETE SLABS EXTENDING ABOVE A ROAD SURFACE ABOUT 2 FT AND ARRANGED IN A ROW IN THE CENTER OF THE MEDIAN STRIP OF A HIGHWAY. AN AUTOMOBILE OR TRUCK, OUT-OF-CONTROL AND COMMENCING TO CROSS THE LANE OF THE ONCOMING TRAFFIC, WILL BREAK OFF A NUMBER OF THESE CONCRETE BARRIERS AND STOP, INSTEAD OF CAUSING A HEAD- ON COLLISION. EVALUATION OF THIS CONCEPT OF AUTOMOTIVE PROTECTION WAS MADE BY BOTH LABORATORY TECHNIQUES ( STATIC ) AND FIELD EXPERIMENTS ( DYNAMIC ). THE LABORATORY TESTS PROVIDED THE BASIS FOR THE APPROPRIATE SELECTION OF CONFIGURATION AND MATERIALS WHICH PROVIDED THE HIGHEST BARRIER PERFORMANCE. THE FIELD TESTS PERMITTED EVALUATION OF THE DYNAMIC PERFORMANCE OF A ROW OF THESE BARRIERS. IN THESE EXPERIMENTS, A CAR WAS DRIVEN THROUGH A SERIES OF THE BARRIERS AT 17 AND 31 MPH. DECELERATION RATES WERE DETERMINED BY MICROMOTION ANALYSES OF HIGH-SPEED MOTION PICTURES USED FOR INSTRUMENTATION. A 16 - MM FILM HAS BEEN PRODUCED COVERING THESE EXPERIMENTS. THE FEASIBILITY OF THE CONCEPT OF PROVIDING A COLLAPSIBLE BARRIER TO GOVERN THE DECELERATION OF OUT-OF-CONTROL VEHICLES TO PREVENT INJURY TO THE VEHICLE OCCUPANTS HAS BEEN DEMONSTRATED BY THESE EXPERIMENTS. /AUTHOR/]]></description>
      <pubDate>Fri, 16 Sep 1994 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/111221</guid>
    </item>
    <item>
      <title>ROUGHNESS AND SKID RESISTANCE MEASUREMENTS OF PAVEMENTS IN CALIFORNIA</title>
      <link>https://trid.trb.org/View/104973</link>
      <description><![CDATA[RESULTS ARE PRESENTED OF MEASUREMENTS OF ROAD ROUGHNESS AND SKID RESISTANCE FOR MORE THAN 50 DIFFERENT ROAD SURFACES IN CALIFORNIA. IT IS BELIEVED THAT THE BASIC DESIGN OF THE BUREAU OF PUBLIC ROADS ROUGHNESS TRAILER USED IN THESE TESTS IS FUNDAMENTALLY SOUND AND IT PROVIDES THE SIMPLEST AND MOST ACCURATE MEASURE OF ROAD ROUGHNESS. SKIDDING RESISTANCE MEASUREMENTS WERE MADE ON DRY AND WET SURFACES BY THREE DIFFERENT METHODS: (1) TOWING A TRAILER WITH A TRUCK AT CONSTANT SPEED AND RECORDING THE SPEED AND BRAKING EFFORT WITH ONE TRAILER WHEEL LOCKED, (2) LOCKING ALL WHEELS OF THE PASSENGER CAR AND MEASURING THE TOTAL STOPPING DISTANCE, AND (3) LOCKING ALL WHEELS OF A PASSENGER CAR AND RECORDING THE SPEED AND RATE OF DECELERATION BY MEANS OF ELECTRONIC AND OSCILLOGRAPH EQUIPMENT. THE HIGH TYPE PAVEMENT SURFACES ON RURAL STATE HIGHWAYS IN CALIFORNIA WERE FOUND TO HAVE THE BEST RIDING QUALITIES OF ALL THE VARIOUS TYPES OF SURFACES TESTED. THE ROUGHNESS OF ASPHALT SURFACES WITH SEAL COATS WAS ALMOST DOUBLE THE ROUGHNESS MEASURED ON THE HIGH TYPE PAVEMENTS. THE WIDEST SPREAD IN ROUGHNESS VALUES WAS OBTAINED IN THE MEASUREMENTS OF THE ROUGHNESS OF CITY STREETS. FRICTION VALUES FOR ROUNDED AGGREGATE WERE ABOUT 25% LOWER THAN FOR ANGULAR AGGREGATE IN THE WET SKID RESISTANCE TEST. SLIGHTLY HIGHER FRICTION VALUES WERE OBTAINED ON OPEN-GRADED SURFACES THAN ON DENSE-GRADED SURFACES ALTHOUGH THE SHARPNESS OR GRITTINESS OF THE AGGREGATE WAS A MAJOR FACTOR INFLUENCING THE TEST RESULTS. FRICTION VALUES ON OPEN-GRID STEEL BRIDGE FLOORS WERE VERY HIGH IN THE DRY TEST BUT WERE DANGEROUSLY LOW IN THE WET TEST. FRICTION VALUES FOR SYNTHETIC RUBBER TIRES WITH A GOOD TREAD WERE ABOUT 5% HIGHER THAN FOR NATURAL RUBBER TIRES IN THE WET TEST AND ON THE VARIOUS PAVED SURFACES. THESE TESTS INDICATED THAT THE GREATEST SKIDDING HAZARD IS ENCOUNTERED WHEN BRAKING A CAR WITH SMOOTH TREAD TIRES WITH ALL WHEELS LOCKED OR SKIDDING ON A WET GLAZED ASPHALT SURFACE.]]></description>
      <pubDate>Thu, 28 Apr 1994 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/104973</guid>
    </item>
    <item>
      <title>VEHICLE BRAKING COMPARISON - ABS VS. CONVENTIONAL SYSTEM</title>
      <link>https://trid.trb.org/View/382261</link>
      <description><![CDATA[The primary design goals of antilock brake systems (ABS) is improved vehicle stability while braking. This results in improved stopping distance and the ability to steer while braking. Even with the improvement in vehicle stability, vehicles having ABS will undoubtedly be involved in motor vehicle crashes. In October 1992, testing was conducted to determine how ABS impacts traditional investigative techniques. Information was provided in several areas: Vehicle deceleration rates and friction coefficient values; Vehicle stability limitations; and Vehicle braking system comparative data. This information can be of value to both the driver of an ABS equipped vehicle and to the investigator of motor vehicle crashes involving an ABS equipped vehicle.]]></description>
      <pubDate>Mon, 20 Sep 1993 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/382261</guid>
    </item>
    <item>
      <title>INTERSECTION DESIGN CONSIDERATIONS TO ACCOMMODATE LARGE TRUCKS</title>
      <link>https://trid.trb.org/View/378477</link>
      <description><![CDATA[The geometric and operational considerations of large trucks at intersections are addressed.  The discussion summarizes the related findings of an FHWA study of truck characteristics for use in highway design and operations.  Also cited are the implications of the Turner truck proposal, comparisons with Canadian Interprovincial trucks, and the preliminary results of recent research on AASHTO intersection sight distance procedures.  A brief review of channelization requirements of large trucks, the effects large trucks have on intersection capacity and traffic signalization, and advance warning sign placement considering truck stopping distance and deceleration rates is provided.]]></description>
      <pubDate>Mon, 30 Aug 1993 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/378477</guid>
    </item>
    <item>
      <title>MONITORING OF DYNAMIC COMPACTION BY DECELERATION MEASUREMENTS</title>
      <link>https://trid.trb.org/View/366553</link>
      <description><![CDATA[A method of estimating the degree and depth of improvement in the dynamic compaction of loose granular soil by matching the computed deceleration of the pounder from a numerical model to the measured decelerations is presented.  This method uses a simple one-dimensional wave equation model in which the soil beneath the pounder is represented by an elastic laterally confined soil column while the surrounding soil is represented by a series of springs and dashpot.  The spring simulates the dynamic soil softness while the dashpot accounts for the radiation damping effect.  Despite the simplifying assumptions in the model, the computed results for the degree and depth of improvement show an encouraging measure of agreement with available data from a laboratory test and field measurements from dynamic compaction site. The proposed method is potentially useful for the monitoring of dynamic compaction of loose granular soil.  And like any new technique, further verifications of the approach are necessary to develop it into a reliable method. (Author/TRRL) (Author/TRRL)]]></description>
      <pubDate>Fri, 31 Jul 1992 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/366553</guid>
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