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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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    <language>en-us</language>
    <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>Effectiveness of Supplementary Signage in Improving Driver Understanding of Pedestrian Hybrid Beacon Intervals</title>
      <link>https://trid.trb.org/View/2767297</link>
      <description><![CDATA[Pedestrian hybrid beacons (PHBs) have been increasingly implemented across the United States to enhance pedestrian safety at midblock and unsignalized crossings. However, given driver confusion and lack of understanding of proper driving actions, particularly during the Flashing Red interval, the Manual on Uniform Traffic Control Devices (MUTCD) recommends the use of supplementary signage to improve driver understanding and compliance. This study evaluated the effectiveness of eight candidate supplementary signage options, including MUTCD-recommended signs, signs used by several transportation agencies, and three newly developed signage options, by assessing driver ratings through paired t-tests. Using multiple linear regression model, the study also evaluated sign design features and messaging strategies and used analysis of variance (ANOVA) to investigate the effect of demographic characteristics, driver travel patterns, and PHB familiarity to better understand how elements of a sign and other factors are associated with signage effectiveness. The results revealed that the MUTCD (2023) recommended supplementary signs received relatively lower ratings, indicating a need for a reevaluation of current MUTCD recommendations. Conversely, the supplementary sign used with PHBs in Texas was rated significantly higher among all signage options evaluated in this study. Furthermore, use of a single sign panel, color differentiation on the top text row, and symbols significantly increased the perceived effectiveness of the signage. The findings of the study offer practical recommendations for transportation agencies to improve the operational and safety improvement of PHBs with supplementary signage. Further, it provides insights into effective signage development strategies to improve user understanding of new/novel traffic control devices.]]></description>
      <pubDate>Wed, 26 Aug 2026 09:21:34 GMT</pubDate>
      <guid>https://trid.trb.org/View/2767297</guid>
    </item>
    <item>
      <title>Traffic signal optimization using hierarchical reinforcement learning: incorporating pedestrian dynamics and flashing light mode</title>
      <link>https://trid.trb.org/View/2703947</link>
      <description><![CDATA[This study introduces a novel Hierarchical Reinforcement Learning (HRL) based traffic control system, employing a two-level RL approach to optimize signal timing at urban intersections. The primary RL agent adjusts green phase durations, while the secondary agent determines transitions to flashing light mode based on intersection conditions to alleviate traffic during low-traffic periods. This system effectively integrates pedestrian and vehicular dynamics and ensures adherence to practical constraints like phase sequence and green time limitations. Comparative analysis with conventional methods shows our approach significantly reduces waiting times, vehicle stops, and fuel consumption. By using both synthetic and real-world data, our results demonstrate a robust improvement in traffic flow efficiency, offering promising implications for urban traffic management.]]></description>
      <pubDate>Tue, 30 Jun 2026 09:45:03 GMT</pubDate>
      <guid>https://trid.trb.org/View/2703947</guid>
    </item>
    <item>
      <title>Guidance for Left-Turn Flashing Yellow Arrow (FYA) Implementation in Nebraska</title>
      <link>https://trid.trb.org/View/2703931</link>
      <description><![CDATA[This research evaluates the safety performance of flashing yellow arrows (FYA) and driver behavioral responses in Nebraska, using data from 324 FYA intersections (Lincoln 160; Omaha 164) to develop evidence-based implementation guidance. The study addresses critical knowledge gaps in local driver acceptance patterns, the effectiveness of phasing configurations, and a comprehensive safety assessment that integrates crash and conflict analyses. The methodology employed four complementary analyses: (1) negative binomial crash frequency modeling of 3945 unique left turn crashes (2015-2024) across Lincoln and Omaha; (2) binary logistic regression of 948 gap acceptance decisions across 43 intersections; (3) linear regression of post-encroachment time for 613 completed left turns; and (4) detailed video investigation of 18 crashes at three Omaha intersections with lead-lag FYA phasing. Results demonstrate no statistically significant overall crash increase post-FYA installation when controlling for exposure (Lag: Incidence Rate Ratio [IRR]=0.937, p=0.364; Lead: IRR=1.027, p=0.563), though aggregate trends were influenced by five high-volume outlier intersections. Sensitivity analysis excluding outliers revealed lag phasing produced a statistically significant 15.1% reduction in crashes (IRR=0.849, p=0.038). Perceived Yellow Trap" (PYT) phenomenon, where lead-lag phasing configurations created perceptual confusion during phase transitions, accounting for 72% of observed crashes. Gap acceptance analysis showed lag phasing associated with 10% shorter critical gaps (3.85s vs. 4.28s), enabling higher operational efficiency. Recommended operational thresholds include prioritizing lag phasing at high-exposure locations, refining exposure thresholds using cross-product metrics, optimizing signal timing, and time-of-day operation. When properly implemented and following the recommended operational thresholds, FYA installation should improve intersection safety.]]></description>
      <pubDate>Thu, 28 May 2026 16:15:52 GMT</pubDate>
      <guid>https://trid.trb.org/View/2703931</guid>
    </item>
    <item>
      <title>Impact of Secondary Red Warning Lights on Incident Response Time – Phase 2 </title>
      <link>https://trid.trb.org/View/2669547</link>
      <description><![CDATA[In 2023, the Virginia Department of Transportation (VDOT) gained approval to install flashing red secondary warning lights on certain incident management coordinator (IMC) and safety service patrol (SSP) vehicles over a 2-year transition period. Previously, only amber lights were permitted. Although this does not constitute full emergency vehicle permissions (such as the ability to violate red lights on traffic signals), the flashing red lights may encourage motorists to pull to the shoulder. This may improve VDOT’s incident response during congestion. As the Red Lights Pilot Program started in November 2025, this study aims is to evaluate the effects of IMC red secondary warning lights on incident response, with an emphasis on changes in incident response time and clearance time. The findings will help VDOT make informed decisions on incident management strategies and investment.]]></description>
      <pubDate>Thu, 12 Feb 2026 10:50:58 GMT</pubDate>
      <guid>https://trid.trb.org/View/2669547</guid>
    </item>
    <item>
      <title>AI Powered Conflict Detection and Signal Optimization for Right Turn FYAs in Mixed Modal Intersections</title>
      <link>https://trid.trb.org/View/2640185</link>
      <description><![CDATA[Right turn Flashing Yellow Arrows (FYAs) can support efficient traffic movement, but they also introduce uncertainty for drivers who must judge when to yield to pedestrians and cyclists. This uncertainty can increase the number of near miss interactions at mixed modal intersections. This project will create an artificial intelligence framework that uses video based detection to monitor turning vehicles, pedestrians, and cyclists in real time. The system will compute surrogate safety measures such as post encroachment time and time to collision to identify conditions that may increase the likelihood of a conflict.

The project will use these safety measures to support a signal timing optimization engine that balances safety with delay reduction. The research team will test the framework in simulation and explore opportunities for pilot deployment with the Connecticut Department of Transportation. The resulting tools will give agencies a practical method to assess right turn FYA performance, adjust timing plans when needed, and improve intersection safety through proactive conflict identification.]]></description>
      <pubDate>Thu, 11 Dec 2025 13:35:20 GMT</pubDate>
      <guid>https://trid.trb.org/View/2640185</guid>
    </item>
    <item>
      <title>Sequencing for Phases with Flashing Yellow Arrow</title>
      <link>https://trid.trb.org/View/2608463</link>
      <description><![CDATA[When the Utah Department of Transportation (UDOT) first implemented flashing yellow arrows (FYA) for left-turn phasing, high crash rates were observed with lagging FYA operations. As a result, current UDOT policy for FYA operations for protected/permitted left turn phasing is to not “lag,” meaning to allow the protected left turn phase to follow the opposing through movement, due to a “perceived yellow trap.”

The purpose of this research is to evaluate current UDOT policies on leading/lagging left turn sequencing to determine if more flexibility could be provided, while still maintaining an acceptable level of safety. This will include reviewing the operation of FYA signal heads in other states, along with reviewing potential driver behaviors leading to the “perceived yellow trap.” The research will compare UDOT policies with other state DOT policies on leading/lagging left turns with FYA. Design and hardware factors will also be analyzed for safety impacts.
]]></description>
      <pubDate>Mon, 13 Oct 2025 18:57:17 GMT</pubDate>
      <guid>https://trid.trb.org/View/2608463</guid>
    </item>
    <item>
      <title>Roadways behaviour monitoring system: speed enforcement at roadworks</title>
      <link>https://trid.trb.org/View/2427531</link>
      <description><![CDATA[While Queensland's Camera Detected Offence Program has contributed to reducing the rate of speed-related fatalities and serious injuries, speeding problems have persisted in school zones and roadworks, which both feature a high number of vulnerable road users and reduced roadside space for deployment of existing mobile speed cameras or road safety camera trailers. To address this issue, the Department of Transport and Main Roads (TMR) is working with a vendor and the Queensland Police Service to deliver the Roadways Behaviour Monitoring System (RBMS). This system uses lightweight speed camera technology deployed in specially designed flashing school zone signs at school zones, and converted Caterpillar excavators for roadworks.]]></description>
      <pubDate>Tue, 10 Sep 2024 14:19:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/2427531</guid>
    </item>
    <item>
      <title>Evaluation of Bridge Deck Winter Weather Warning Systems</title>
      <link>https://trid.trb.org/View/2375597</link>
      <description><![CDATA[Warning signs are typically deployed at bridges to warn motorists of potential icy surface conditions on the bridge, although the effectiveness of these signs is questionable. One potential improvement is the bridge deck warning system (BDWS), which activates a flashing warning sign border or beacon based on real-time weather and bridge surface data. However, such systems have not been broadly implemented, and consequently, their effectiveness as a safety countermeasure is not well established. To address this knowledge gap, research was performed to evaluate BDWS strategies in terms of their impacts on driver behavior and safety performance during winter driving conditions, and to provide guidance to support future deployments of BDWS within Michigan. A series of winter field evaluations were performed along three freeway bridges in Michigan to assess the effectiveness of various BDWS strategies as a speed reduction countermeasure for motorists approaching a potentially icy bridge. The results showed that a BDWS with a flashing LED border reduced motorist speeds when encountering a bridge during winter weather conditions compared to the standard MUTCD W8-13 warning sign, and this effect was consistent between passenger cars and heavy trucks. Greater speed reductions were observed when the BDWS sign was combined with a dynamic speed feedback (DSFS) sign that displayed a “SLOW DOWN” or “ICY ROAD” message to approaching motorists, with the strongest effects observed when the message was pulsed at 1 hertz. Speed reductions were also observed when a “SLIPPERY ROAD CONDITIONS / REDUCE SPEEDS” message was displayed on a full-size DMS located at the subject bridge. A preliminary analysis of crashes before and after installation of the current BDWS implementations in Michigan found that winter-season target crash frequencies were lower at 16 of the 20 sites after installation of the BDWS. Collectively, the findings of this research suggest that BDWS help improve driver behavior and safety performance at bridges during winter driving conditions in Michigan, and continued implementation and operation of BDWS is recommended. The research findings were utilized to develop guidelines and recommendations towards future implementation and operation of BDWS in Michigan, including selection of sites, sign types, warning alerts and messages, sensors and related equipment.]]></description>
      <pubDate>Mon, 06 May 2024 09:30:26 GMT</pubDate>
      <guid>https://trid.trb.org/View/2375597</guid>
    </item>
    <item>
      <title>Influence of in-Vehicle Audio Warning on Drivers’ Eye-Movement and Behavior at Flashing Light-Controlled Grade Crossings</title>
      <link>https://trid.trb.org/View/2337270</link>
      <description><![CDATA[Objective: This study aims to evaluate the effect of in-vehicle audio warning at flashing-light-controlled grade crossings based on driving simulation and eye-tracking systems. Background: Collisions at flashing-light-controlled grade crossings have severe consequences. In-vehicle audio warning has the potential to regulate driver behavior. However, whether this improvement occurs through priming drivers’ visual search patterns is not yet clear. Method: Drivers’ visual activity and behaviors were recorded. The effect of a warning was tested with a series of flashing light trigger times (FLTTs) ranging from 2s to 6s with a 1s increment. Different driving conditions (i.e., clear and fog) and driver experience were considered in the experiment design. Results: Warnings could guide the allocation of both overt and covert attention, as well as raise drivers’ situation awareness, manifesting as the enhanced perception of signs and better understanding of the flashing red light. Significant improvement in the stop-compliance rate was found in warning scenarios, particularly with a late FLTT. The decreased saccade duration and increased fixation duration on the signal implied a dilemma-zone effect when the FLTT was lower than 4s. Furthermore, reduced fixation duration on signs and signals was found in foggy conditions. Non-professional drivers had a wider search range than their counterparts. Conclusion: In-vehicle audio warning is an effective countermeasure for improving crossing safety by optimizing visual search strategy. Application: In-vehicle audio warnings warrant promotion at grade crossings based on the driver assistance system.]]></description>
      <pubDate>Fri, 12 Apr 2024 09:16:51 GMT</pubDate>
      <guid>https://trid.trb.org/View/2337270</guid>
    </item>
    <item>
      <title>Field Evaluation of Yellow Change and Red Clearance Intervals with Subsequent Permissive Left-Turn Flashing Yellow Arrow Indication</title>
      <link>https://trid.trb.org/View/2362141</link>
      <description><![CDATA[The flashing yellow arrow (FYA) indication has become commonly used for communicating permissive left-turn operations to road users. A conventional signal phasing communicated to left-turning drivers consists of a leading protected phase followed by a permissive phase using a FYA indication, often referred to as protected-permissive. To transition from the protected to the permissive phase, change (steady yellow arrow) and clearance (steady red arrow, all-red) intervals, or only a change interval, may be used. There is no specific guidance on the use of clearance intervals for left turns with protected-permissive phase and FYA indication. In this study, field data were collected from different geographical regions in the United States to evaluate change and clearance intervals with the objective of developing guidance. Video data were recorded at 37 intersections during peak hours, for approximately 142?h, across eight states. Overall, 4,001 observations of vehicles turning left during the change or clearance interval were analyzed. Field observations were evaluated at the approach level to assess left-turn violation rate and violations per cycle as a function of change and clearance interval configuration. At the individual vehicle level, logistic regression was implemented to evaluate the effect of change interval and clearance interval duration, delayed onset of FYA, and regional variation. The results of the analysis at the approach and individual vehicle level were consistent and indicate that: (i) a clearance interval should be included, (ii) delaying the onset of FYA indication with an extension beyond the all-red clearance interval would reduce left-turn signal violations, and (iii) duration of change intervals has a marginal impact on left-turn signal violations.]]></description>
      <pubDate>Sat, 06 Apr 2024 17:01:16 GMT</pubDate>
      <guid>https://trid.trb.org/View/2362141</guid>
    </item>
    <item>
      <title>Field Assessment of Variable Left-Turn Mode by Time-of-Day for Intersections Being Upgraded With Flashing Yellow Arrow Signal Heads and Offset Left-Turn Lanes</title>
      <link>https://trid.trb.org/View/2362035</link>
      <description><![CDATA[The present study conducted a field assessment of variable left-turn (VLT) mode by time-of-day (TOD) plan for signalized intersections being upgraded with offset left-turn lanes and four-section vertical flashing yellow arrow (FYA) signal heads in Alabama. The VLT-TOD plan involved changing left-turn phasing from protected-permissive left-turn to permissive by TOD, based on left-turn and corresponding opposing traffic volume criteria at selected intersections. Consequently, the field assessment involved comparing surrogate safety and traffic operational measures for permissive left-turn and through traffic movements before and after the VLT-TOD implementation. Video and signal event data were collected in before and after conditions of the VLT-TOD implementation for the field assessment. The before–after comparison of safety and operational measures revealed that the VLT-TOD plan coupled with the FYA signal heads facilitated improved operational efficiency for the through traffic without compromising the safety and traffic operations of left-turning drivers at the study sites during the TOD hours. The results showed that surrogate measures, such as critical gap, postencroachment time, and follow-up time for permissive left-turns, remained unchanged before and after implementing the VLT-TOD plan, whereas a significant increase in the percent of green arrivals for through traffic was observed. The results are promising as they indicate that at signalized intersections with significant traffic volume fluctuation, the VLT by TOD plan utilizing the four-section FYA signal heads has the potential to significantly enhance overall traffic operations, particularly in situations in which drivers do not encounter sight-distance issues during the permissive left-turn phases.]]></description>
      <pubDate>Thu, 04 Apr 2024 16:39:41 GMT</pubDate>
      <guid>https://trid.trb.org/View/2362035</guid>
    </item>
    <item>
      <title>Evaluation of Change and Clearance Intervals Prior to the Flashing Yellow Arrow Permissive Left-Turn Indication</title>
      <link>https://trid.trb.org/View/2325566</link>
      <description><![CDATA[The National Cooperative Highway Research Program (NCHRP) and other research demonstrated that the flashing YELLOW ARROW (FYA) indication is the most effective for communicating permissive left-turns. Subsequently, the FYA indication was included in the 2009 edition of the Manual on Uniform Traffic Control Devices (MUTCD). Since that time, most agencies have embraced the use of the FYA indication and, to some extent, flashing RED ARROW (FRA) indications. How traffic signals transition from a protected GREEN ARROW left-turn indication to the FYA and FRA indication is not well defined and varies across the country. The primary objective of this research was to develop recommendations for the use of steady YELLOW ARROW change and steady RED ARROW clearance intervals after a leading left-turn steady GREEN ARROW indication transitioning to a permissive left-turn FYA or FRA indication.  Chapter 2 presents the literature review on pertinent topics, followed by Chapter 3 which summarizes findings from an on-line survey about the use of Flashing Yellow Arrow (FYA) and Flashing Red Arrow (FRA) indications. Chapter 4 describes the field data collection, data reduction, followed by analysis and modeling. Chapter 5 describes the driving simulator experiment, analysis, and findings. Finally, Chapter 6 presents the conclusions and recommendations.]]></description>
      <pubDate>Mon, 22 Jan 2024 08:56:27 GMT</pubDate>
      <guid>https://trid.trb.org/View/2325566</guid>
    </item>
    <item>
      <title>Safety Evaluation of the Combined Effect of Offset Left-Turn Lanes and Flashing-Yellow-Arrow Signals at Signalized Intersections on Multilane Divided Highways in Alabama Using the Empirical Bayes Method</title>
      <link>https://trid.trb.org/View/2307204</link>
      <description><![CDATA[The present study conducted an empirical Bayes (EB) before–after analysis to investigate the combined effects of the offset left-turn lanes and flashing-yellow-arrow (FYA) signals implemented at signalized intersections on multilane, divided highways in Alabama. A total of 35 signalized intersections were selected for the EB safety analysis. Among them, 30 intersections were classified as a reference group and five were classified as a treatment group. The reference group includes intersections which have not undergone any left-turn treatments from the period of 2010 to 2020, while the treatment group includes those improved with offset left-turn lanes and FYA signal implementation concurrently during years in that period. Safety performance functions were developed with data collected at reference-group intersections to predict crashes at such intersections under a no-treatment scenario. A study focus was then given to understanding the change in crash frequency before and after the combined treatments for the treatment-group intersections, using the EB method. Results show that the combined left-turn treatments (i.e., implementing offset left-turn lanes coupled with FYA signals) could reduce different types of crashes effectively. There was a substantial reduction of 27% in total crashes (crash modification factor [CMF]?=?0.73), a 43% decrease in left-turn crashes (CMF?=?0.57), and a 36% reduction in total injury crashes (CMF?=?0.64) after the treatments. These findings were supported by their respective standard errors, which are 0.060, 0.101, and 0.106 for total, left-turn, and total injury crashes, respectively, and all the CMFs are statistically significant at 95% confidence intervals.]]></description>
      <pubDate>Thu, 14 Dec 2023 09:32:47 GMT</pubDate>
      <guid>https://trid.trb.org/View/2307204</guid>
    </item>
    <item>
      <title>Research on the Influence of Different Green Tail Signal Switching Patterns on Traffic Safety at Intersections</title>
      <link>https://trid.trb.org/View/2000920</link>
      <description><![CDATA[In this paper, the authors focus on two common green tail signal switching modes in China including: green signal countdown, and flashing green light. And the authors study the corresponding impact on traffic safety, which is based on vehicle speed, acceleration, overspeed ratio, and red light ratio as the primary criteria. The index value under different green tail signal switching patterns is obtained from live observations and record videos. Software “George” is used for extracting vehicle running data from recorded videos. After comparing and analyzing the index values, the results indicate that the vehicle speed and acceleration is more dispersed and the overspeed ratio, the red light ratio is higher under the mode of green signal countdown with respect to the mode of flashing green. Finally, for the safety, we suggest to cancel the green signal countdown or to install video surveillance and vehicle speed detection device at countdown signalized intersections.]]></description>
      <pubDate>Tue, 15 Aug 2023 09:00:59 GMT</pubDate>
      <guid>https://trid.trb.org/View/2000920</guid>
    </item>
    <item>
      <title>Safety Estimation of Vehicle-Pedestrian Interactions Using Extreme Value Theory at Intersections with and without Right-Turn Flashing Yellow Arrow Indication</title>
      <link>https://trid.trb.org/View/2196777</link>
      <description><![CDATA[Traffic conflicts and surrogate safety measures (SSM) have been used as an alternative to crash-based methods to study roadway safety. Extreme value theory (EVT) offers a modeling framework that can be used to expand the use of SSM to conduct proactive safety evaluations. This study explores the EVT modeling approach to analyze vehicle-pedestrian interactions and compare safety risks between a site with a right-turn flashing yellow arrow (RT FYA) indication and sites with a permissive circular green indication. Using trajectory data extracted from video using a frame-by-frame analysis approach, post-encroachment-time (PET) values were determined along with an obstructed right turn time (Oᵣₜₜ) measure, which is defined as the time it takes a vehicle to complete a right turn maneuver when a conflicting pedestrian is present. At-site univariate and bivariate extreme value theory models were developed using the block maxima (BM) approach and the peak over threshold (POT) approach. Additionally, joint-site univariate and bivariate Bayesian hierarchical models were developed for each approach. Using the resulting estimates, the number of crashes was estimated for each model and compared to the observed crashes. Results showed that models using Oᵣₜₜ produced a better fit model with their covariates indicating that Oᵣₜₜ helps describe traffic interactions objectively. The number of crashes estimated from the Bayesian hierarchical models was found to also be closer to the observed number of crashes than those from other models. Particularly, bivariate Bayesian hierarchical models outperformed the at-site models (univariate and bivariate) and the univariate joint-site model in terms of crash estimation.]]></description>
      <pubDate>Thu, 13 Jul 2023 09:37:18 GMT</pubDate>
      <guid>https://trid.trb.org/View/2196777</guid>
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