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    <title>Transport Research International Documentation (TRID)</title>
    <link>https://trid.trb.org/</link>
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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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      <link>https://trid.trb.org/</link>
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    <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>
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    <item>
      <title>EFFECTS OF PAVEMENT MARKINGS ON DRIVER BEHAVIOR AT FREEWAY LANE DROP EXITS</title>
      <link>https://trid.trb.org/View/452614</link>
      <description><![CDATA[Field studies were designed to measure the effects of pavement markings on driver behavior at freeway lane drop exits.  Number and location of lane changes and erratic maneuvers upstream of three lane drop exits were the measures of effectiveness used to describe driver behavior.  The data from two sites directly revealed--and the data from a third site indicated--that drivers are moving into or out of the exiting lane further upstream of the lane drop gore in the in the after period than in the before period.  The before-and-after studies also revealed that the number of erratic maneuvers within the entire study segment decreased with the installation of the markings.  The largest decrease was in the number of one-lane lane changes through the gore.]]></description>
      <pubDate>Tue, 12 Dec 1995 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/452614</guid>
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    <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>FREEWAY EXIT LANE DROPS IN TEXAS. FINAL REPORT</title>
      <link>https://trid.trb.org/View/405285</link>
      <description><![CDATA[This project determines how motorists interpret or respond to various sign and pavement marking alternatives they may or may not have experienced before.  Motorist interpretations of signs and markings were obtained through surveys, while field observations were used to measure actual motorist responses to pavement markings.  The results from both surveys indicate that motorists have a high level of understanding of the yellow EXIT ONLY panel.  Drivers do not understand the use of the white arrow next to a yellow EXIT ONLY panel as well.  Over one third of the participants incorrectly interpreted the meaning of the white arrows.  Motorists prefer the use of diagrammatic signs as the first of several signs indicating an approaching exit lane drop and the use of the conventional black on yellow panel close to the exit lane drop.  Texas motorists understand the meaning of the wide solid white line.  The field studies demonstrate that the installation of lane drop markings can cause a shift in motorist lane change locations in advance of a lane drop.  One site's data directly reveal while the other site's data indicate that drivers move into or out of the exiting lane further upstream of the lane drop in the period after markings were installed than in the period before markings were installed. For the 800 ft (244 m) immediately upstream of the gore at one site, fewer vehicles left the exit lane in the after period than in the before period, while in the area between 1700 and 1000 ft (518 and 305 m) upstream of the gore, more vehicles left the exit lane in the after period than in the before period.  The before-and-after studies also reveal that the number of erratic maneuvers within the entire study segment decrease with the installation of markings.]]></description>
      <pubDate>Mon, 29 Aug 1994 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/405285</guid>
    </item>
    <item>
      <title>EFFECT OF NONPERMANENT PAVEMENT MARKINGS ON DRIVER PERFORMANCE</title>
      <link>https://trid.trb.org/View/384520</link>
      <description><![CDATA[A study was conducted to determine the effect on driver performance of different length pavement markings commonly used in work zones.  The study was conducted on a divided multilane facility, and the two nonpermanent, or temporary, marking patterns examined were 0.61-m stripes with 11.59-m gaps (2-ft stripes with 38-ft gaps) and 1.22-m stripes with 10.98-m gaps (4-ft stripes with 36-ft gaps).  Both of these patterns were compared with the full complement of markings [i.e., 3.05-m stripes with 9.15-m gaps (10-ft stripes with 30-ft gaps) and edge lines].  The field data collection effort consisted of following randomly selected traffic stream vehicles through a segment of roadway marked with one of the patterns noted.  The maneuvers of each of the 436 vehicles followed in this manner were recorded on videotape.  The tape was then used to obtain the measures of effectiveness (MOEs) necessary to evaluate driver performance as related to the pavement marking patterns. The MOEs used included lateral placement of the vehicle on the roadway, vehicle speed within the test segment, number of edge line and lane line encroachments, and number of erratic maneuvers.  For each operational measure examined, the results of the analysis indicated that drivers performed better with the 3.05-m (10-ft) markings that included edge lines.  This result is reasonable and was expected.  However, the analysis also indicated that drivers generally performed better with the 1.22-m (4-ft) lane lines than with the 0.61-m (2-ft) lane lines, particularly under adverse weather conditions.]]></description>
      <pubDate>Mon, 24 Jan 1994 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/384520</guid>
    </item>
    <item>
      <title>NON-PERMANENT PAVEMENT MARKINGS IN WORK ZONES. FINAL REPORT</title>
      <link>https://trid.trb.org/View/362842</link>
      <description><![CDATA[This study was conducted to determine the effects of short-term pavement markings on driver performance.  Three different marking patterns were tested within the scope of this study:  2-ft stripes with 38-ft gaps (0.61-m stripes with 11.58-m gaps); 4-ft stripes with 36-ft gaps (1.22-m stripes with 10.97-m gaps); and 10-ft stripes with 30-ft gaps (3.05-m stripes with 9.14 gaps) and edgelines.  The first two patterns are the temporary markings examined without edgelines while the third scenario is the full complement of markings, including edgelines, recommended in the MUTCD.  Data were collected for all three marking patterns during day and night and under dry and wet weather conditions.  The data analysis consisted of comparing a number of operational measures collected for the three marking patterns including:  1) lateral placement of the vehicle on the roadway; 2) vehicle speed within the test segment; 3) number of edgeline and lane line encroachments; and 4) number of erratic maneuvers, e.g., sudden directional changes.  This final report summarizes the effects on driver performance associated with the different marking patterns tested.  The results of this study are presented to help organizations develop guidelines for short-term pavement marking policy.]]></description>
      <pubDate>Sun, 31 May 1992 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/362842</guid>
    </item>
    <item>
      <title>EVALUATION OF A NEW PASSING ZONE GORE DESIGN. FINAL REPORT</title>
      <link>https://trid.trb.org/View/299164</link>
      <description><![CDATA[The purpose of this research study was to determine the effects that a new passing zone's gore design had on traffic characteristics.  The new gore design consisted of a painted gore at the beginning of the passing zone which guides the traffic into the right lane, therefore directing the slow-moving vehicles out of the left lane.  The project's three objectives were to determine if the new gore design: is more efficient than the old design by allowing more vehicles to pass; reduces illegal and erratic maneuvers; and has any effect on the safety of the roadway.  The major findings of the study were that when the new passing zone gore design was implemented the passing efficiency within the passing zone actually decreased at the .4 mile site while it increased slightly at the .9 mile site.  Also, the number of illegal or erratic maneuvers, which included passes on the right and platoon leaders staying left or going through the gore, was reduced at the longer site while at the shorter site they increased.  Finally, safety seemed not to be affected by either passes on the right or going through the painted gore.  From these findings came the following recommendations:  1) the new passing zone gore design should not be implemented at this time on passing zones of one-half mile or less in length; 2) the new passing zone gore design could be implemented on passing zones of greater than one-half mile; and 3) further research dealing with such factors as total passes, different passing zone lengths, etc., should be carried out to determine more specifically the effects of this new design on the traffic characteristics.]]></description>
      <pubDate>Fri, 30 Nov 1990 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/299164</guid>
    </item>
    <item>
      <title>EVALUATION OF NEW PASSING ZONE GORE DESIGN</title>
      <link>https://trid.trb.org/View/309030</link>
      <description><![CDATA[The purpose of this research was to determine the effects of a new passing zone gore design on traffic characteristics. The new design was a painted gore at the beginning of the passing zone to guide the traffic into the right lane, thereby directing the slow-moving vehicles out of the left lane.  The project was to determine whether the new gore design is more efficient than the old design because it allows more vehicles to pass and reduces illegal and erratic maneuvers and whether it has any effect on the safety of the roadway.  The study demonstrated that when the new passing zone gore design was used, passing efficiency within the passing zone actually decreased at the 0.4-mile site, although it increased slightly at the 0.9-mile site.  The number of illegal or erratic maneuvers, such as passes on the right and platoon leaders staying left or going through the gore, was reduced at the longer site, but increased at the shorter site.  Safety did not appear to be affected by either passes on the right or going through the painted gore.  From these findings came the following recommendations:  (a) the new passing zone gore design should not be implemented at this time on passing zones of one-half mile or less in length; (b) the new passing zone gore design could be implemented on passing zones greater than one-half mile; (c) further research to deal with such factors as total passes and different passing zone lengths should be carried out to determine more specifically the effects of this new design on the traffic characteristics.]]></description>
      <pubDate>Tue, 31 Jul 1990 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/309030</guid>
    </item>
    <item>
      <title>IDENTIFICATION OF HAZARDOUS LOCATIONS: A USERS MANUAL</title>
      <link>https://trid.trb.org/View/71346</link>
      <description><![CDATA[The objective of the research project within which this Users Manual was prepared was to develop procedures for indentifying hazardous locations on all highway facilities except freeways and in the Central Business District (CBD). Both accident and non-accident measures, or indicators, are included in the formula proposed for establishing degree of hazardousness at spot locations within the highway system. The Users Manual describes and illustrates the procedure developed.  A Hazardousness Rating Formula is presented which provides a means for arriving at a Hazardousness Index for any suspect site.  The Formula incorporates data inputs for three accident indicators--number of accidents per year, accident rate (accidents per million entering vehicles), and accident severity; four objective non-accident indicators--sight distance, volume/capacity ratio, traffic conflicts, and erratic maneuver counts; and two subjective non-accidnet indicators--driver expectancy and information system deficiencies.  Data requirements and collection procedures are defined, the necessary charts and computation forms are presented, and an illustrative example is provided. /FHWA/]]></description>
      <pubDate>Sun, 27 Aug 1989 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/71346</guid>
    </item>
    <item>
      <title>PAGANS PERSPECTIVE. ILLUMINATION VS. DELINEATION - AN EVALUATIVE STUDY</title>
      <link>https://trid.trb.org/View/282406</link>
      <description><![CDATA[A study is reported that attempted to determine whether light reflecting snowplowable pavement markers and other forms of delineation can take the place of overhead lighting at highway interchanges.  The parameters that were studied and/or recorded were as follows: traffic volume; distribution of traffic volume on ramps; speed; erratic maneuvers; brake light operations; locations where vehicles entered or exited via auxiliary lanes.  The results of the study are summarized.  It was found that there was an increase in the number of vehicles that exceeded the speed limit at the interchanges, but there was a decrease in the number of erratic maneuvers through the interchange.  The delineators seemed to help in this respect.  These and other results are discussed.]]></description>
      <pubDate>Tue, 31 May 1988 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/282406</guid>
    </item>
    <item>
      <title>ERRATIC MANOEUVRES ON THE AMSTERDAM BELTWAY: A BEFORE AND AFTER EVALUATION OF A CHANGE IN SIGNING</title>
      <link>https://trid.trb.org/View/176819</link>
      <description><![CDATA[In the spring of 1977 direct references to signed inner-city routes were introduced on the west Amsterdam beltway.  The effects of this change in signing on driving behaviour have been studied by means of the registration of erratic manoeuvres.  Time-lapse films of passing traffic were taken before (1976) and after (1977, 1978) the introduction of the new element.  Eleven categories of erratic manoeuvres were identified and counted from these films.  It was concluded that the trend in erratic manoeuvre rate was not different for the experimental locations as compared to the control location.  Thus, there were no reasons to reject the null hypothesis.  By itself, however, the erratic manoeuvre methodology demonstrated that it could function well.  (A) (TRRL)]]></description>
      <pubDate>Tue, 30 Nov 1982 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/176819</guid>
    </item>
    <item>
      <title>THE EFFECTS OF TRUCK SIZE ON DRIVER BEHAVIOR</title>
      <link>https://trid.trb.org/View/178811</link>
      <description><![CDATA[This report discusses the effects of truck size on the behavior of drivers who interact with trucks in selected roadway situations. Specifically, truck length/configuration was addressed in a freeway entrance merge, mainline lane change, and narrow bridge situations while truck width was studied in a rural two-lane, two-way passing situation. Field work involved the collection of microscopic traffic measures via the Traffic Evaluator System in addition to abservations of erratic maneuvers and truck type for the length/configuration studies.  Length/configuration had little or no effect on interacting drivers as judged from the data available. The truck/width passing study employed an impedance factor to induce passing of an experimentally widened vehicle. Increasing truck width was found to be conducive to increased prepass headways, reduced lateral distance between passers (overtaking and oncoming)  and the truck, and reduced lateral distance between oncomers and the road edge. However, no increases in shoulder encroachments by passers or acceptances of small gaps were found.]]></description>
      <pubDate>Sat, 30 Oct 1982 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/178811</guid>
    </item>
    <item>
      <title>NATIONAL TRAFFIC SIGNAL SAFETY RESEARCH PROGRAM</title>
      <link>https://trid.trb.org/View/81119</link>
      <description><![CDATA[The paper discusses the Optically programmed Signal Efficiency Evaluation (OPSEE) research program and implementation throughout the country.  The OPSEE program was initiated to provide a controlled environment for measuring the impact of installing optically programmed signals.  The report compares and summarizes the before and after data collected at a National Field Laboratory of signalized intersections.  The before and after data concerned intersection characteristics, vehicle and pedestrian volumes, erratic driver and pedestrian behavior, and accident records.]]></description>
      <pubDate>Wed, 28 Mar 1979 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/81119</guid>
    </item>
    <item>
      <title>IDENTIFICATION OF HAZARDOUS LOCATIONS: FINAL REPORT</title>
      <link>https://trid.trb.org/View/71347</link>
      <description><![CDATA[The principal objectives of the research project were to develop and verify procedures for identifying hazardous locations on all highway facilities except freeways and those systems within the Central Business District (CBD).  A Hazardousness Rating Formula (HRF) was developed which incorporates both accident and non-accident measures, or predictors.  The intent of such a formula is to supplement, rather than replace, accident record systems in establishing the relative hazardousness at spot locations within the highway system.  The formula provides a means for establishing a Hazardousness Index for any suspect site. The HRF incorporates data inputs regarding the number of accidents per year, accident rate (accidents per million entering vehicles), accident severity, sight distance, volume/capacity ratio, traffic conflicts, erratic maneuver counts, and two subjective indicators--driver expectancy and information system deficiencies.  The form, control values for establishing three levels of hazardousness (normal, hazardous, and very hazardous), and scaling charts necessary to convert raw data values into a Hazardousness Indicator Value are presented for each indicator.  The concept of the Hazardousness Rating Formula to assess relative hazardousness at spot locations appears to be valid, based on the results of workshops conducted as part of the research project, and limited statistical analysis of data from 12 study sites. /FHWA/]]></description>
      <pubDate>Sun, 27 Aug 1978 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/71347</guid>
    </item>
    <item>
      <title>DETERMINING HAZARDOUSNESS OF SPOT LOCATIONS</title>
      <link>https://trid.trb.org/View/61170</link>
      <description><![CDATA[This paper presents a procedure to assess hazardousness at spot locations on all highway facilities except freeways and in central business districts.  Indications of hazardousness included in the rating procedure are number of accidents per year, accident rate in terms of annual traffic volumes, accident severity, volume/capacity ratio, sight distance, traffic conflicts, erratic maneuvers, driver expectancy, and information-system deficiencies.  A raw-data format was selected for each of these indicators, and a scaling technique was developed that permits the combination of inputs from the several indicators to produce a hazardousness rating on a scale from 0 to 100.  The procedure may be used even if data on all indicators are not available for a given site (level of confidence in the results diminishes).  Sixteen traffic engineers and safety experts, representing 14 states, were invited to two workshops to review the procedures formulated and to assist in establishing the weights to be assigned to each of the indicators.  The general concept underlying the convergence-of-evidence procedure is highly acceptable to the safety personnel who participated in the workshops.  Of special note is the development of a workable form for obtaining subjective evaluations of hazardousness in various highway situations.  /Author/]]></description>
      <pubDate>Wed, 12 Apr 1978 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/61170</guid>
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