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    <title>Transport Research International Documentation (TRID)</title>
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    <copyright>Copyright © 2026. National Academy of Sciences. All rights reserved.</copyright>
    <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>
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      <title>Evidence Review – Use of Red Flashing Lamps on Roadside Recovery Vehicles</title>
      <link>https://trid.trb.org/View/2362080</link>
      <description><![CDATA[In regard to existing United Kingdom (UK) regulations on red flashing lamps for road recovery industry (RRI) vehicles, TRL Limited was asked by the UK Department for Transport to conduct a review to help decide on a more flexible approach to their RRI use. The authors considered existing evidence and recent research, including a literature search and interviews with stakeholders, to assess the potential benefits or negative effects on road safety. An Initial Regulatory Impact Assessment compared four options with recommendations, including possible negative effects of the increased use of red flashing lamps by RRI vehicles.]]></description>
      <pubDate>Tue, 21 May 2024 16:54:03 GMT</pubDate>
      <guid>https://trid.trb.org/View/2362080</guid>
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      <title>The Use of Red Flashing Lamps by Road Recovery Operators: Off-Road Trials and Other Research</title>
      <link>https://trid.trb.org/View/2362079</link>
      <description><![CDATA[To improve conspicuity and safety of recovery operators attending road incidents, the road recovery industry (RRI) in the United Kingdom (UK) has asked that regulations be changed to allow rear-facing red flashing lamps on their vehicles. TRL Limited carried out studies to assist the UK Department for Transport (DfT) in deciding on this issue. Studies were run on a test track and in a driving simulator, to measure driver response to red flashing lamps, red plus amber flashing lamps, and amber lamps. Nothing indicated that red, or red plus amber, flashing lamps, would change road users’ response, relative to amber. Surveys, however, indicate that rod users are a bit more likely to perceive red and red plus amber flashing lamps as meaning danger or a warning to prepare to stop, relative to amber alone. Any decision to allow red flashing lamps on RRI vehicles should be made in consultation with the industry. The authors also recommend further actions that the RRI can take to improve safety. Changes in regulations should be accompanied by public information about the meaning of different warning signals. The authors also prepared a conspicuity guidance document for RRI trainers and technicians.]]></description>
      <pubDate>Tue, 21 May 2024 16:54:03 GMT</pubDate>
      <guid>https://trid.trb.org/View/2362079</guid>
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      <title>Intelligent Warning Lights and Driving Safety</title>
      <link>https://trid.trb.org/View/1371333</link>
      <description><![CDATA[This paper describes how flashing lights and beacons on service vehicles like maintenance trucks, tow trucks, delivery and utility service vehicles can make it hard to navigate through work zones. Recommendations for performance specifications are presented based on the ability of these flashing lights adaptation to ambient conditions and situations.]]></description>
      <pubDate>Fri, 30 Oct 2015 09:05:02 GMT</pubDate>
      <guid>https://trid.trb.org/View/1371333</guid>
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      <title>Impact of Red Light Running Camera Flashes on Younger and Older Driver Brake Response Times</title>
      <link>https://trid.trb.org/View/1316852</link>
      <description><![CDATA[Initial evidence suggests that Red Light running Camera (RLRC) flashes attract both attention and the eyes away from safety-relevant driving information. Older adults are likely to be even more susceptible to the distracting effects of RLRC flashes as this age group often exhibits poorer attentional and eye movement control compared to younger adults. In addition, older adults' increased susceptibility to glare and altered dark adaptation processes may increase the distracting effects of RLRC flashes even further in nighttime scenes in which the flare is more salient. The proposed research will utilize simulated driving scenes to determine if older adults are differentially distracted by RLRC flashes, and whether this increased distractibility is more pronounced for nighttime scenes. Results of the proposed research will be informative regarding whether situational and individual difference factors modulate the degree to which RLRC flashes are distracting. In addition, results of the research will have implications for the design of future driving simulator studies to investigate what the perceptual and attentional effects of RLRC flashes mean for the driving performance and safety of both younger and older adults.]]></description>
      <pubDate>Wed, 23 Jul 2014 01:01:12 GMT</pubDate>
      <guid>https://trid.trb.org/View/1316852</guid>
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    <item>
      <title>Evaluation of Safety Effects of Modifying Late-Night Flash Signal Operations in North Carolina</title>
      <link>https://trid.trb.org/View/881760</link>
      <description><![CDATA[In February of 2004, the North Carolina Department of Transportation (NCDOT) revised their statewide late night flash policy to make it standard practice that signals operate in steady mode at all times.  Before this policy, it was standard practice to allow traffic signal to operate in late night flash mode unless directed otherwise by the Division Traffic Engineer.  The policy also changed the standard operating times for late night flash operations.  As a result of this policy, many signals were either removed from late night flash operations or had their late night flash operating times modified to conform to the new policy.   The purpose of this project is to develop crash reduction factors for late night flash operation modifications.  The particular modifications studied in this project were removing late night flash operations completely and modifying the time periods in which late nigh flash was allowed to operate.  A total of 67 sites where late night flash operations were removed were utilized for this study.  In addition, 145 sites where late night flash run times were modified were considered.  Four hundred and sixty eight reference sites were selected and the Empirical Bayes method of sample moments was carried out to calculate the necessary crash reduction parameters.  On the average, all categories of crashes considered in this study showed a decrease in the after period.  As expected, more of a decrease was seen at the sites where late night flash was removed completely.]]></description>
      <pubDate>Fri, 17 Apr 2009 09:56:22 GMT</pubDate>
      <guid>https://trid.trb.org/View/881760</guid>
    </item>
    <item>
      <title>SAFETY ASPECTS OF USING VEHICLE HAZARD WARNING LIGHTS, VOLUME 1</title>
      <link>https://trid.trb.org/View/170438</link>
      <description><![CDATA[The report describes a series of experiments that were conducted to examine the effectiveness of four-way flashers. Both the disabled vehicle situation and the slow-moving vehicle situation were examined at two- and four-lane locations under both daylight and nighttime conditions. The disabled vehicle tests involved parking a test vehicle (either a car or a tractor-trailer) at the side of the road and monitoring the behavior of drivers. The slow-moving vehicle tests involved introducing a staged slow-moving vehicle (either a car or a tractor-trailer) into the traffic stream and observing the overtaking vehicles. At the disabled vehicle, red and amber four-way flashers as well as flares, reflectorized triangles, headlights, and other situational factors were evaluated. For the slow-moving vehicle tests, the effects of red and amber flashers as well as a 30 and 40 mph (48.3 and 64.4 kph) slow-moving vehicle were examined.]]></description>
      <pubDate>Tue, 28 Oct 2003 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/170438</guid>
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    <item>
      <title>SAFETY ASPECTS OF USING VEHICLE HAZARD WARNING LIGHTS, VOLUME 2</title>
      <link>https://trid.trb.org/View/170439</link>
      <description><![CDATA[The purpose of this study was to obtain sound, objective data on the nature of drivers' responses to flashers. The basic problem was to determine what effect flashers have on the traffic stream approaching a slow-moving or a disabled vehicle.]]></description>
      <pubDate>Tue, 28 Oct 2003 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/170439</guid>
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    <item>
      <title>DEVELOPMENT AND TEST OF LOW IMPACT RESISTANCE STRUCTURES--INSTALLATION OF APPROACH LIGHTING SYSTEM AT RUNWAY 31, NAFEC</title>
      <link>https://trid.trb.org/View/62188</link>
      <description><![CDATA[A previous report described a 'breakaway pole' which was designed, developed and tested to satisfy the requirements for a frangible light support structure for use with airport lighting. This report covers an approach lighting system which was designed and installed at R/W 31, National Aviation Facility Engineering Center (NAFEC), Atlantic City, N. J. All lights, 6 feet above ground and higher, are supported by the newly developed frangible poles. Other associated equipment is also described.]]></description>
      <pubDate>Sun, 06 Oct 2002 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/62188</guid>
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    <item>
      <title>EMERGENCY VEHICLE WARNING LIGHTS: STATE OF THE ART</title>
      <link>https://trid.trb.org/View/82874</link>
      <description><![CDATA[Information is presented concerning all aspects of emergency-vehicle warning lights (EVWLs). A survey of the present situation includes: the non-uniformity of state EVWL laws; the factors entering into the choice of an EVWL configuration; a list and photographs of a variety of EVWL types; and a list of EVWL manufacturers and distributors. Background material relating to the perception of EVWL signals includes: an analysis of general warning-signal perception; a description of the visual stimulus pattern confronting a driver being approached by an emergency vehicle from various directions; and a summary of the characteristics of peripheral vision (including luminous efficiency, color perception and discrimination, and flicker and movement perception). Perceptual factors affecting the conspicuity of EVWL signals are discussed, including: effective intensity; flash rate; on-off ratio; pulse shape and flash duration; spatial sweep of beam; color; number and spatial pattern of lights; cross-sectional area; motion; temporal phase relations; and the role of the background. Physical measurements on EVWL units are described, including: angular intensity distribution and beamspread; flash rate; pulse shape and flash duration; effective intensity; color; and variables in rotating devices. A glossary, extensive enough to be helpful in reading the technical literature, is included.]]></description>
      <pubDate>Sun, 26 May 2002 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/82874</guid>
    </item>
    <item>
      <title>TUNNEL CONGESTION NOTICE EQUIPMENT</title>
      <link>https://trid.trb.org/View/461697</link>
      <description><![CDATA[Because a traffic signal at an intersection is located near the exit of a heavy-traffic tunnel on a national highway, constant congestion and many collisions have become routine as the last of a line of vehicles reaches the tunnel exit. To prevent accidents, tunnel congestion notice equipment was developed that detects the congestion outside the tunnel and displays the condition on a sign at the tunnel entrance, warning drivers to be careful.  In this equipment, two vehicle detectors are installed at the exit of the tunnel.  When the time it takes a vehicle to pass between the two detectors corresponds to a speed of 30 km/h or less, the occurrence of congestion is recognized, a command is sent to a congestion warning sign at the entrance to the tunnel, which displays a message "Congestion in Tunnel - Slow Down," causes a yellow lamp to flash, informs the driver entering the tunnel of the congestion, warns them to drive carefully, and thus prevents traffic accidents.]]></description>
      <pubDate>Fri, 24 May 1996 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/461697</guid>
    </item>
    <item>
      <title>AN EVALUATION OF SIGNS FOR SIGHT-RESTRICTED RURAL INTERSECTIONS</title>
      <link>https://trid.trb.org/View/155742</link>
      <description><![CDATA[The report reviews an experiment undertaken to examine the effectiveness of six signs and sign sequences for warning motorists of a hazardous or sight-restricted intersection ahead in a rural two-lane situation. Signs examined ranged from the standard intersection symbol warning sign (cross) to vehicle actuated signs with flashing warning lights. Data collected during the experiment included: speeds of motorists as they approached and passed through test intersections (sometimes with a vehicle stopped on the side road); vehicle classification and registration information; and, for selected sign/site combinations, survey information for some motorists regarding their recollection of and reaction to the tested signs. The principal findings were that emphatic type signs (warning sign with flashers or a regulatory sign) caused drivers to reduce their speed by about 5.0 kph (3 mph) more than standard warning signs, and to increase driver awareness (as measured by sign recall and noticing of a side road vehicle) by a factor of approximately two. Familiarity with a test site, type of vehicle being driven, and sex did not have a significant effect on drivers' reactions to the various sign/site conditions.]]></description>
      <pubDate>Sat, 27 Oct 1984 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/155742</guid>
    </item>
    <item>
      <title>AN EVALUATION OF SIGNS FOR SIGHT-RESTRICTED RURAL INTERSECTIONS. EXECUTIVE SUMMARY</title>
      <link>https://trid.trb.org/View/162883</link>
      <description><![CDATA[The report summarizes the results of an experiment sponsored by the Federal Highway Administration and carried out at the Maine Facility, which examined the effectiveness of several alternative sign configurations (traditional warning, warning signs with lighted beacons, and regulatory signs) for warning motorists of a hazardous intersection ahead in rural two-lane situations. The principal findings were that enhanced warning signs (i.e., with flashing beacons) and the regulatory speed zone configuration were consistently more effective than basic non-enhanced warning signs relative to making motorists aware of the situation and slowing them down. The conclusions were based on both actual speed decreases at the intersection and motorists perceptions (from a survey) of the situation.]]></description>
      <pubDate>Sat, 21 May 1983 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/162883</guid>
    </item>
    <item>
      <title>IMPROVEMENT OF THE EFFECTIVENESS OF MOTORIST WARNINGS AT RAILROAD-HIGHWAY GRADE CROSSINGS</title>
      <link>https://trid.trb.org/View/49184</link>
      <description><![CDATA[Flashing red incandescent lamps have formed the primary motorist warning device at grade crossings for several decades, in spite of technical constraints that inherently limit the overall effectiveness possible. In this report an examination of appropriate literature and existing standards reveals preliminary requirements of function and desirable qualities for such motorist warnings. A consideration of relevant lighting technology shows that significant improvement is possible through the use of xenon flashlamps in standard crossing mountings. This study includes a discussion of optimal specifications, relevant technology, field tests, and related topics including system credibility and the use of highway traffic signals.]]></description>
      <pubDate>Tue, 04 Aug 1981 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/49184</guid>
    </item>
    <item>
      <title>SEVEN EXPERIMENT DESIGNS ADDRESSING PROBLEMS OF SAFETY AND CAPACITY ON TWO-LANE RURAL HIGHWAYS. VOLUME VIII: EXPERIMENTAL DESIGN AND EVALUATE REMEDIAL AIDS FOR INTERSECTIONS WITH INADEQUATE SIGHT DISTANCE</title>
      <link>https://trid.trb.org/View/75658</link>
      <description><![CDATA[The experiment is planned for low-volume rural intersections on or near the Maine Facility. A number of remedial aids, both active and dynamic, are tested. The devices are designed either to focus the motorist's attention on existing conditions or to display information about a possible conflict at the intersection.]]></description>
      <pubDate>Wed, 14 Nov 1979 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/75658</guid>
    </item>
    <item>
      <title>SIGNAL LIGHTING SYSTEM REQUIREMENTS FOR EMERGENCY, SCHOOL BUS AND SERVICE VEHICLES</title>
      <link>https://trid.trb.org/View/88739</link>
      <description><![CDATA[This report reviews the inconsistency between various state laws and the Uniform Vehicle Code regarding lighting systems for special vehicles and school buses. Accident data are cited that may have pertinent implications to the problem of lighting systems design for these vehicles. Driver behavior problems that may be associated with the ambiguity of current signal messages are dicussed. Subsequently, an analysis of the signal messages that are necessary to conduct particular vehicular missions is presented. A review of lighting devices available disclosed that there is a diverse array of lighting devices available. Psychophysical visual and applied research was reviewed for information on the advantages and disadvantages of various coding parameters. An analysis of color, intensity, and flash rate summarized the information available that is applicable to special vehicle signaling systems. From this information was developed a set of recommended signals to transmit the messages deemed necessary for the efficient and safe conduct of various vehicular missions. These recommendations took into account current legal, stereotype, and changeover constraints. School bus signaling procedures were also reviewed and specific recommendations are made for new signals, usage procedures, legal language, and research.]]></description>
      <pubDate>Tue, 28 Aug 1979 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/88739</guid>
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