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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>
    <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>AN EXPERIMENTAL COMPARISON OF PAINT STRIPES AND RUMBLE STRIPS AT A LOW VOLUME RURAL INTERSECTION</title>
      <link>https://trid.trb.org/View/269601</link>
      <description><![CDATA[This experimental field study compares the effectiveness of transverse paint stripes, such as developed by the TRRL, and similarly placed rumble strips, in inducing drivers to reduce speed and stop at intersections.  The experiment was conducted on the two minor approaches to the same four-way rural, low volume intersection.  A geometrically converging pattern of 38 paint stripes, each 60cm wide, was laid out over a distance of 270m of one leg, and a similar pattern of rumble strips, 12-15mm high, was laid on the opposite leg. A before-after and a cross-over (after a year) experimental design was used.  Speeds were monitored at 8 points on each leg along 420m leading to the intersection for a total of over 2500 lead vehicles.  The main results and conclusions are as follows: paint stripes have only minor influence on driver behaviour; rumble strips lowered speeds by an average of 40%; both treatments had a small positive effect on compliance rate; with no pavement treatment, deceleration began at 150m and peaked within the last 60m; with rumble strips, most of the deceleration took place prior to the vehicle passing the first strip, followed by an additional deceleration within the last 60m.  Deceleration became uniform and moderate; rumble strip effects remained stable after a year; a 150m treatment of 12mm strips is long enough to produce the positive effects of rumble strips.  A simpler pattern of fewer strips should also be sufficient.  For the covering abstract of the seminar see TRIS 450556.  (TRRL)]]></description>
      <pubDate>Fri, 27 Aug 2004 21:56:21 GMT</pubDate>
      <guid>https://trid.trb.org/View/269601</guid>
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    <item>
      <title>CHANNELIZATION: THE DESIGN OF HIGHWAY INTERSECTIONS AT GRADE</title>
      <link>https://trid.trb.org/View/116102</link>
      <description><![CDATA[CURRENT DESIGN PRACTICES PRESENTED IN THE FORM OF EXAMPLES WHICH HAVE RECEIVED THE TEST OF PERFORMANCE UNDER VARYING CONDITIONS OF TRAFFIC OR CHANNELIZATION. CITIES AND STATES WERE REQUESTED TO FURNISH EXAMPLES OF CHANNELIZED INTERSECTIONS. CHANNELIZATION OF INTERSECTIONS AT GRADE IS DEFINED AS THE SEPARATION OR REGULATION OF CONFLICTING TRAFFIC MOVEMENTS INTO DEFINITE PATHS OF TRAVEL BY THE USE OF MOVEMENT MARKINGS, RAISED ISLANDS, OR ADDITIONAL MEANS TO FACILITATE THE SAFE AND ORDERLY MOVEMENTS OF BOTH VEHICLES AND PEDESTRIANS. EXAMPLES ARE PRESENTED OF THE SIX BASIC TYPES OF INTERSECTIONS: (1) THREE-WAY INTERSECTIONS, (2) MULTIWAY INTERSECTIONS AND (3) FUNCTIONAL CLASSES. THE OBJECTIVES OF INTERSECTION CHANNELIZATION ARE TO ASSURE ORDERLY MOVEMENT, INCREASE CAPACITY, IMPROVE SAFETY, AND PROVIDE MAXIMUM CONVENIENCE. THE FOLLOWING BASIC TYPES OF INTERSECTIONS ARE DISCUSSED: (1) THREE-WAY INTERSECTIONS, (2) FOUR-WAY INTERSECTIONS, (3) MULTIWAY INTERSECTION, AND FUNCTIONAL CLASSES. WARRANTS AND PRINCIPLES OF CHANNELIZATION ARE DISCUSSED. FACTORS TO BE CONSIDERED IN THE DESIGN OF CHANNELIZATION ARE DESCRIBED.]]></description>
      <pubDate>Fri, 13 Aug 2004 18:52:17 GMT</pubDate>
      <guid>https://trid.trb.org/View/116102</guid>
    </item>
    <item>
      <title>ACCIDENT MODELS FOR TWO-LANE RURAL ROADS: SEGMENTS AND INTERSECTIONS</title>
      <link>https://trid.trb.org/View/538502</link>
      <description><![CDATA[This report describes the collection, analysis, and modeling of accident and roadway data pertaining to segments and intersections on rural roads in the States of Minnesota (1985-1989) and Washington (1993-1995).  The segments are on two-lane roads, and the intersections are three-legged and four-legged intersections of such roads, stop-controlled on the minor legs.  Data were acquired from the Highway Safety Information System, photologs, construction plans, and State data bases.  More than 1,300 segments and more than 700 intersections are included in the final samples on which the modeling is based.  Variables collected include accident counts, traffic exposure, surface and shoulder width, Roadside Hazard Rating, number of driveways, channelization, horizontal and vertical alignments, intersection angles, speed limits, and commercial traffic percentage.  Models of Poisson type, negative binomial type, and extended negative binomial type (the latter due to Shaw-Pin Miaou) are developed, and advanced statistical techniques are applied to assess the explanatory value of the models in the presence of Poisson randomness and overdispersion. The models derived from these data indicate that exposure and traffic counts are the chief highway variables contributing to accidents, but that surface and shoulder width, roadside conditions, and alignments are also significant, especially in the segment models.  Unexpected behavior of intersection angle, Roadside Hazard Rating, number of driveways, and channelization in the intersection models is worthy of note.  Despite the incompleteness of the data and uncertainties in the values of some variables, the quantity, quality, and variety of the data give the models both descriptive and predictive value.]]></description>
      <pubDate>Tue, 29 Dec 1998 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/538502</guid>
    </item>
    <item>
      <title>ACCIDENT MODELS FOR TWO-LANE RURAL SEGMENTS AND INTERSECTIONS</title>
      <link>https://trid.trb.org/View/540849</link>
      <description><![CDATA[Data collected from the states of Minnesota and Washington on rural two-lane highways are used to build accident models for segments and three-legged and four-legged intersections stop-controlled on the minor legs.  The quantity, quality, and variety of data collected, together with the advanced techniques applied in the analysis, make this study of special interest. Variables include traffic, horizontal and vertical alignments, lane and shoulder widths, roadside hazard rating, channelization, and number of driveways.  Models are of negative binomial and extended negative binomial form and yield R-squared values from 0.42 to 0.73 and overdispersion parameters from 0.20 to 0.51.  A segment model combining both states including state as a variable, and intersection models derived from Minnesota data, are featured, along with summary statistics, goodness-of-fit measures, and cross-validation between the states.  Segment accidents depend significantly on most of the roadway variables collected, while intersection accidents depend primarily on traffic.  The study recommends development of adjustment factors for different regions and times and further development of extended negative binomial models.]]></description>
      <pubDate>Mon, 09 Nov 1998 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/540849</guid>
    </item>
    <item>
      <title>DEVELOPMENT OF SIMULATION MODELS FOR THREE- AND FOUR-LEG AWSC INTERSECTIONS USING GPSS.</title>
      <link>https://trid.trb.org/View/577770</link>
      <description><![CDATA[Despite the number of AWSC intersections in the United States, very little work has been done on the development of simulation models for AWSC intersections.  The objective of this paper is to develop and validate two stochastic, microscopic simulation models that can predict average total delay for three- and four-leg AWSC intersections as a function of the geometric and traffic characteristics of the intersection.  The General Purpose Simulation Software (GPSS) is a stochastic simulation programming language used mostly in industrial engineering applications.  Two models were constructed and calibrated using traffic data collected at two sample sites   The two intersections were also evaluated using the HCM procedure, and the results were compared with results given by GPSS simulation models.  Additional data need to be collected at various AWSC intersections and at various traffic flow levels before these models can be used extensively.]]></description>
      <pubDate>Wed, 05 Nov 1997 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/577770</guid>
    </item>
    <item>
      <title>EFFECTS OF SIGNALISATION ON FOUR-ARM URBAN JUNCTION SAFETY</title>
      <link>https://trid.trb.org/View/482194</link>
      <description><![CDATA[This paper investigates the effect of signalization on safety of urban priority controlled four-arm junctions.  48 such junctions were carefully selected to have  different values for the geometric and traffic characteristics that may influence the safety effects of signalization.  Long periods before and after signalization were considered so that the effect of the regression to the mean phenomenon becomes negligible. Signalization was found either to increase the junction safety or to leave it unchanged.  Discriminant analysis showed that among numerous variables considered those significantly influencing the effects of signalization on safety are the flow weighted average width per arm, the flow weighted average grade per stream, and a function of the product of the conflicting stream flows of the junction.  The discriminant function developed predicts quite satisfactorily the behavior of junction safety after signalization.]]></description>
      <pubDate>Tue, 01 Apr 1997 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/482194</guid>
    </item>
    <item>
      <title>THE TWO-LEVEL NO-WEAVE INTERCHANGE</title>
      <link>https://trid.trb.org/View/96910</link>
      <description><![CDATA[THE AUTHOR EXAMINES THE PROBLEMS ASSOCIATED WITH 'AT-GRADE' JUNCTIONS AND THOSE ASSOCIATED WITH WEAVING, AND CONSIDERS THAT THE MOST SATISFACTORY SOLUTION TO THE INTERSECTION PROBLEM IS THE INSERTION OF GRADE-SEPARATED INTERCHANGES WHERE WEAVING IS ELIMINATED. THE RELATIVE MERITS OF DIRECT AND INDIRECT INTERCHANGES ARE BRIEFLY DISCUSSED AND THE AUTHOR CONCLUDES THAT THE INDIRECT INTERCHANGE IS LIKELY TO PROVE THE MOST SATISFACTORY, PARTICULARLY IN VIEW OF THE DIFFICULTIES ASSOCIATED WITH SPREADING THE INDIVIDUAL HIGHWAYS TO ACCOMODATE DIRECT CONNECTION RAMPS. FOUR-LEG RIGHT-ANGLED INTERSECTIONS ARE ANALYSED IN DETAIL AND A METHOD OF SPECIFYING RIGHT-TURN CONNECTIONS FOR TWO-LEVEL, NO-WEAVE INTERCHANGE PATTERNS IN SYMBOLIC TERMS DEVELOPED. THE AUTHOR SHOWS THAT THERE ARE ONLY 17 BASIC FORMS OF INTERCHANGE SATISFYING HIS CONDITIONS FOR TWO-LEVEL NO-WEAVE INTERCHANGES AND THAT THESE MAY BE EXPANDED INTO 82 PATTERNS IN 484 POSSIBLE COMBINATIONS WHICH WILL SATISFY THE CONDITIONS FOR A NO-WEAVE RIGHT TURN. /AUTHOR/]]></description>
      <pubDate>Fri, 04 Nov 1994 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/96910</guid>
    </item>
    <item>
      <title>MICROSCOPIC SIMULATION MODELING OF MINIMUM THRESHOLDS WARRANTING INTERSECTION SIGNALIZATION</title>
      <link>https://trid.trb.org/View/390314</link>
      <description><![CDATA[The subject of this paper is use of a microscopic simulation model to estimate the minimum thresholds that require the installation of traffic signals at intersections.  A simulation modeling approach was used to evaluate the reasonableness of signal installation Warrants 1 and 2 documented in the "Manual on Uniform Traffic Control Devices" (MUTCD).  The results obtained from the simulation experiment indicate that the MUTCD warrants are conservative for some situations and hence if rigidly applied can result in premature installation of traffic signals.  It was deduced from the simulation experiment that the minimum thresholds that require the installation of traffic signals depend on the geometric configuration of the intersection, that is, four-leg versus T-intersections.  For example, according to the results obtained from the simulation experiment, for the same traffic conditions, four-leg intersections will require lower thresholds than T-intersections.  A reasonable minimum threshold was estimated for T-intersections.  This threshold can be used to supplement the MUTCD warrants.]]></description>
      <pubDate>Mon, 02 May 1994 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/390314</guid>
    </item>
    <item>
      <title>SIMULATION OF TRAFFIC AT A FOUR-WAY STOP INTERSECTION</title>
      <link>https://trid.trb.org/View/114890</link>
      <description><![CDATA[MUCH RESEARCH EFFORT HAS BEEN DEVOTED RECENTLY TO THE STUDY OF INTERSECTIONS AT GRADE. WHILE A NUMBER OF IMPORTANT ATTEMPTS HAVE BEEN MADE TO DESCRIBE CHARACTERISTICS OF AN INTERSECTION PURELY IN MATHEMATICAL TERMS, THE MOST FRUITFUL RESEARCH FROM A PRACTICAL STANDPOINT HAS UTILIZED SIMULATION. IN RECENT YEARS, RESEARCHERS HAVE USED THE DIGITAL COMPUTER TO SIMULATE SIGNAL CONTROLLED INTERSECTIONS AND INTERSECTIONS AT WHICH TRAFFIC ON THE MINOR STREET WAS CONTROLLED BY STOP SIGNS. LITTLE RESEARCH ATTENTION, HOWEVER, HAS BEEN GIVEN TO INTERSECTIONS CONTROLLED BY FOUR- WAY STOP SIGNS. THIS PAPER REPORTS THE RESULTS OF RESEARCH IN WHICH A FOUR-WAY STOP INTERSECTION WAS SIMULATED ON A DIGITAL COMPUTER. INPUTS TO THE PROGRAM WERE BASED ON FIELD STUDIES AT THREE INTERSECTIONS IN METROPOLITAN ATLANTA USING MATHEMATICAL MODELS AND MONTE CARLO TECHNIQUES. FIELD DATA WERE TAKEN WITH THE AID OF A SPRING WOUND ESTERLINE-ANGUS 20 PEN-EVENT RECORDER AND TIME LAPSE MOVIES. THE SIMULATION MODEL WAS USED TO STUDY THE EFFECTIVENESS OF THE FOUR-WAY STOP AT VARIOUS APPROACH VOLUMES AND TURNING MOVEMENT COMBINATIONS. RESULTS OF EXPERIMENTS CONDUCTED ON THE SIMULATION MODEL ARE GIVEN BY GRAPHS SHOWING THE RELATIONSHIP BETWEEN TRAFFIC VOLUMES AND AVERAGE DELAY, PERCENT DELAYED, AND AVERAGE QUEUE LENGTH. /AUTHOR/]]></description>
      <pubDate>Sun, 01 May 1994 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/114890</guid>
    </item>
    <item>
      <title>CAPACITY AND DELAY CHARACTERISTICS OF TWO-WAY STOP-CONTROLLED INTERSECTIONS</title>
      <link>https://trid.trb.org/View/365599</link>
      <description><![CDATA[Three objectives are sought:  (a) to present a data base for two-way-stop-controlled (TWSC) intersections that can be used to investigate the factors that influence delay and capacity, (b) to identify some of the factors that affect delay and capacity at a TWSC intersection, and (c) to develop a set of preliminary models to estimate delay and capacity.  Traffic flow, delay, and geometric data were collected at nine TWSC intersection sites in the Pacific Northwest encompassing a total of 13 hr of intersection operation.  A total of 970 minor-street (subject approach) vehicles were observed and nearly 2,000 accepted and rejected gaps were identified and recorded.  Each site has several common characteristics:  four approach legs, single lanes on aeach approach, and a 25-mph speed limit on the major street.  Several factors were identified that may influence delay and capacity at a TWSC intersection.  The time waiting in queue (queue time) is affected by the traffic flow rate on the subject and opposing approaches, whereas the time spent waiting at the stop line (service time) is affected by the traffic flow rate on the conflicting approaches.  The capacity of the subject approach is also affected by the flow rate on the conflicting approaches.  The size of the accepted gap is affected by the length of time that a vehicle has been delayed, the flow rate on the conflicting approaches, and the directional movement of the subject vehicle.]]></description>
      <pubDate>Thu, 30 Apr 1992 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/365599</guid>
    </item>
    <item>
      <title>AN INTERACTIVE SIMULATION PROGRAM FOR INTERSECTION DESIGN AND OPERATIONAL ANALYSIS. FINAL REPORT</title>
      <link>https://trid.trb.org/View/350840</link>
      <description><![CDATA[A microscopic, stochastic model for intersection design and traffic flow analysis is presented in this report.  A simulation program, INTERSIM, based on this modeling, is developed.  The INTERSIM program can be used to evaluate alternative control schemes and geometric configurations. INTERIM can also assist in solving traffic operation and management problems, e.g., determining optimum signal phasing and timing of intersections via an iterative process.  The most common situations encountered in practice are examined.  These include:  four-way and T-intersections with up to three lanes on each approach; stop sign control; signal control (fixed time or vehicle actuated) with various phasing schemes; detector placement and functions, multi-use lanes; protected and permissive left-turn movements; and right turns on red, among others.  The proposed modeling applies to both over-saturated and under-saturated traffic conditions.  INTERSIM is superior to the other intersection simulation programs due to its ease of operation and fast execution speed.]]></description>
      <pubDate>Tue, 30 Apr 1991 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/350840</guid>
    </item>
    <item>
      <title>GUIDELINES FOR CONVERTING STOP TO YIELD CONTROL AT INTERSECTIONS</title>
      <link>https://trid.trb.org/View/302192</link>
      <description><![CDATA[Objectives of this project were to:  (1) determine the accident experience when STOP-controlled intersections are converted to YIELD control, and (2) develop guidelines for converting STOP control to YIELD control.  A literature review and survey of highway agencies was conducted to determine current engineering practice and safety experience at STOP and YIELD controlled intersections.  The survey showed that very few agencies had changed their control from STOP to YIELD and there appeared to be widespread reluctance to do so because of the perceived safety consequences and concern over liability.  A total of 756 YIELD and STOP controlled intersections in six cities were analyzed in terms of their accident experience.  Three cities that recently converted some STOP control intersections to YIELD control were used in analyzing accident experience before and after conversion.  The other three cities were used in analyzing established YIELD control intersections.  Safety results were integrated with user costs and benefits to develop criteria for converting from STOP to YIELD.  Key findings were:  (1) Intersections converted from STOP to YIELD control are likely to experience an increase in accidents, especially at higher traffic volumes (about 1 accident every 2 yrs); (2) Accident severity and distribution did not significantly change after conversion from STOP to YIELD; (3) Converted YIELD control intersections have a higher accident rate than established YIELD control intersections; (4) Four-leg intersections with YIELD control have a higher accident rate than T-leg intersections with YIELD control; and (5) Because of reduced motorist delay, fuel cost and other vehicle operating costs, YIELD control is more cost effective than STOP control at all volume levels studied. The guidelines developed for conversion of STOP to YIELD are as follows:  (1) Have adequate sight distance; (2) Intersection volume less than 1,800 ADT, major street volume less than 1,500 ADT, and minor street volume less than 600 ADT are potential conversion candidates; and (3) Intersections experiencing less than 3 accidents in 2 yrs are candidates for conversion.]]></description>
      <pubDate>Thu, 30 Nov 1989 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/302192</guid>
    </item>
    <item>
      <title>AUDIBLE PEDESTRIAN SIGNALS: A FEASIBILITY STUDY. MASTERS THESIS</title>
      <link>https://trid.trb.org/View/299136</link>
      <description><![CDATA[The report represents a concentrated effort that deterines the feasibility of audible pedestrian signals.  These signals are devices which give auditory cues to help the visually impaired cross safely at difficult intersections. Surveys were sent out to over 100 organizations, audible signal manufacturers, and cities who have knowledge of the devices, and responses were analyzed.  The devices were found to be feasible but only at certain complex and confusing intersections.  Buzzers, constant tones, bird calls, and voice signals were examined by obtaining information from traffic engineers who had experience with each sound.  It was determined that intermittent tones were the most effective for human localization.  For the most widely used devices, cost data were developed for the products, installation, and maintenance.  Topics for further study include the use of hand-held devices which activate sound signals at intersections and the development of tone schemes for 4-leg and multi-leg intersections which are not north-south and east-west.  An additional topic for future study is the development of tone schemes for traffic circles.]]></description>
      <pubDate>Thu, 30 Nov 1989 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/299136</guid>
    </item>
    <item>
      <title>THEORY OF HIGHWAY TRAFFIC SIGNALS. FINAL REPORT</title>
      <link>https://trid.trb.org/View/300287</link>
      <description><![CDATA[This report gives a comprehensive survey of the theory of highway traffic signals including isolated signals, one-way arterials, two-way arterials, and networks, limited, however, to the common right angle junctions.  The emphasis is on the logistics of control strategies rather than recipes for implementation.  It is anticipated, however, that the implementation of some of the strategies described here will give substantial reductions in delays as compared with existing procedures.]]></description>
      <pubDate>Mon, 31 Jul 1989 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/300287</guid>
    </item>
    <item>
      <title>TRAFFIC SAFETY EFFECTS OF LHOVRA SIGNALS: ANALYSIS METHODS AND RESULTS</title>
      <link>https://trid.trb.org/View/292483</link>
      <description><![CDATA[The purpose of the study was to evaluate the traffic safety effects of LHOVRA signals.  Before-and-after studies have been made of junctions which were previously without traffic signals and where LHOVRA has been introduced.  Furthermore comparisons have been made with conventional signal technique.  The data comprise 15 4-way junctions with LHOVRA signals.  The number of entering vehicles per day (24 hours) is of the order 10-15,000 and the proportion of secondary road traffic 15-30%.  In the case of the LHOVRA junctions in predominantly urban 70km/h areas, the results are positive. However, the experiments with introducing LHOVRA signals in rural areas have not been successful so far.]]></description>
      <pubDate>Sun, 30 Apr 1989 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/292483</guid>
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