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    <title>Transport Research International Documentation (TRID)</title>
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    <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>Spacing Urban Arterials between Main and Auxiliary Road Openings and Downstream Lighted Intersections Based on Lane-Changing Behavioral Characteristics</title>
      <link>https://trid.trb.org/View/2613052</link>
      <description><![CDATA[There is a large amount of lane-changing behavior on the sections of Urban roadway main and auxiliary road openings (MAARO) from downstream light-controlled intersection (DLCI). If the spacing between MAARO and DLCI is too short, it leads to difficulties in changing lanes, which affects the traffic efficiency and safety level of the road section. In order to determine the shortest distance between MAARO and DLCI, this study takes the urban core road as the research object and uses the driving simulator technology to obtain the data of driving behaviors under different spacing (100, 120, 140, 160, 180, 200, 220, and 240 m) between MAARO and DLCI. The evaluation index system was constructed from the aspects of speed control, operation stability, and lane-changing safety. Repeated measures ANOVA and entropy weight TOPSIS method were used for evaluation and analysis. And the cumulative lane-changing influence area is used to supplement and justify the analysis and results. The results show that the distance of urban trunk roads from MAARO to DLCI should not be less than 200 m. This study provides theoretical support and a technical guarantee for improving the traffic safety of road sections.]]></description>
      <pubDate>Fri, 20 Feb 2026 15:28:21 GMT</pubDate>
      <guid>https://trid.trb.org/View/2613052</guid>
    </item>
    <item>
      <title>A Study on the Causal Effects of Pedestrianization of the Frontage Roads of Midosuji on Surrounding Traffic Conditions</title>
      <link>https://trid.trb.org/View/2613445</link>
      <description><![CDATA[In recent years, human-centric street planning & design have gained importance as part of sustainable urban design, and various initiatives have been implemented worldwide. Japan is no exception, with numerous examples of creating pedestrian zones. However, there is a persistent concern that converting roads into pedestrian spaces may negatively impact surrounding traffic conditions. A lack of research providing clear evidence to refute this concern may hinder the introduction of pedestrian spaces. This study quantitatively evaluates the causal effects of pedestrianizing Midosuji Boulevard on surrounding traffic conditions using the difference-in-differences (DID) method. The results reveal no clear evidence that pedestrianization has increased traffic volume in the surrounding areas.]]></description>
      <pubDate>Tue, 20 Jan 2026 10:17:49 GMT</pubDate>
      <guid>https://trid.trb.org/View/2613445</guid>
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    <item>
      <title>Freeway Design Decisions for Revised Frontage Road Policy</title>
      <link>https://trid.trb.org/View/2572963</link>
      <description><![CDATA[Constructing frontage roads along freeway corridors has been Texas’ primary solution to providing property access while linking freeway main lanes to cross streets. In 2002, however, the Texas Transportation Commission decided to limit frontage roads inclusion to only special cases as described in §15.54 (d) section of Texas Administrative Code (TAC §15.54 (d)). Kockelman et al’s (2003) extensive analysis of frontage road design policies including legal statutes, land development, traffic operations, safety, and cost perspectives found that freeway main lanes and arterial systems operate better in combination with frontage roads only in heavily developed areas. And the cost of building frontage road facilities is considerably higher than building facilities without frontage roads except in cases where high access-right values exist. Furthermore, Kockelman et al (2003) developed design policies and procedures for both new limited-access roads and highway upgrade projects by applying the findings of this study. In the second phase of the project, they implemented these policies in the assessment of frontage roads as an element of controlled-access facilities of several actual Texas corridors that are likely to require upgrades in the near future. In the third stage, the project team described both potential and practiced access management and corridor preservation strategies that state highway departments can apply to improve safety and facilitate traffic flow. Finally, they documented these design considerations and recommendations and sent them to the Texas Department of Transportation (TxDOT) district and design division for use by its Human Resources department in the training of engineers.]]></description>
      <pubDate>Tue, 23 Sep 2025 09:47:26 GMT</pubDate>
      <guid>https://trid.trb.org/View/2572963</guid>
    </item>
    <item>
      <title>Guidelines for the Implementation of Flipped Left Diamond Interchange (FLDI) Design</title>
      <link>https://trid.trb.org/View/2593723</link>
      <description><![CDATA[The Flipped Left Diamond Interchange (FLDI) with frontage roads offers several operational benefits. It eliminates conflict points between opposing left-turn movements by flipping the left-turn lanes in opposing directions, allowing simultaneous left-turn movements and improving traffic signal efficiency. FLDI with frontage roads maintains connectivity between frontage roads, which enhances through movements and access to corner properties. Additionally, it significantly reduces vehicle delays, queue lengths, and the number of stops under heavy traffic conditions. FLDI is cost-effective, as it can be implemented within the existing right of way without major construction, making it a practical solution for improving traffic operations at diamond interchanges. This paper develops guidelines for operationally effective FLDI based on research and existing roadway design guidelines. In developing these guidelines, both operational and safety performances were considered.]]></description>
      <pubDate>Fri, 12 Sep 2025 08:57:02 GMT</pubDate>
      <guid>https://trid.trb.org/View/2593723</guid>
    </item>
    <item>
      <title>Frontage Roads and Economic Development: An Interim Progress Report</title>
      <link>https://trid.trb.org/View/2569671</link>
      <description><![CDATA[The objectives of this study will furnish specific information for right of way appraisers to use in evaluating the potential effects of frontage roads, or a lack of frontage roads, on industrial or other land use development along the Interstate Highway System.]]></description>
      <pubDate>Tue, 09 Sep 2025 11:25:22 GMT</pubDate>
      <guid>https://trid.trb.org/View/2569671</guid>
    </item>
    <item>
      <title>Development of Improved Guidelines for Frontage Road Driveway Access Location</title>
      <link>https://trid.trb.org/View/2570741</link>
      <description><![CDATA[Access on the frontage road in close proximity to exit ramp terminals can amplify the amount and severity of weaving and lead to operational and safety problems on the frontage road. This report summarizes research activities directed at evaluating the operation of frontage roads with unsignalized marginal access located at varying distances from exit ramp terminal points and developing guidelines for appropriate spacing under these conditions. The basic research approach consisted of: I) analyzing accident data; 2) making field observations to identify distances required to safely make weaving maneuvers; and 3) developing an analytical model to predict the density of the weaving section on the frontage road as a function of frontage road volume, exit ramp volume, total driveway volume, frontage road configuration, and exit ramp to access spacing. The model was developed from the results of a computer simulation (using CORSIM) that was calibrated using field data from several frontage road sites in Texas. Results of the accident and weaving (field observation) analyses were used to develop recommended "minimum" distances between exit ramp terminal points and the nearest frontage road access, while the analytical model was used to develop "desirable" distances.]]></description>
      <pubDate>Tue, 26 Aug 2025 14:34:55 GMT</pubDate>
      <guid>https://trid.trb.org/View/2570741</guid>
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    <item>
      <title>Evaluation of the Effects of Ramp Location on Land Use and Development</title>
      <link>https://trid.trb.org/View/2567172</link>
      <description><![CDATA[A body of research indicates that investments in transportation infrastructure are often related to land use and development. Still, there is much to learn about the land use-freeway ramp relationship. Case studies were conducted on several ramp locations in Texas to assess the effect of different land uses and examine the traffic generated on the adjoining frontage roads and intersections. This research considered the development impacts that occur at ramp locations under a variety of conditions including diverse frontage road designs. The findings are structured to equip planners and engineers with information they need to improve the planning, design and location of future ramps. It will also provide a basis for improved communication between community, urban and transportation planners and engineers. The study indicates that often there is an incompatibility between the commercial development and the interchange design, particularly the ramp and frontage road. The ramp design and locations of driveways providing access to developments require careful consideration beyond the current driveway access guidelines (in Texas) to preserve desired operational speeds and safety standards. The findings will be instrumental in reducing future modifications due to traffic impacts resulting from new development.]]></description>
      <pubDate>Mon, 18 Aug 2025 12:11:43 GMT</pubDate>
      <guid>https://trid.trb.org/View/2567172</guid>
    </item>
    <item>
      <title>Operational analysis of the flipped left diamond interchange design for the freeways with frontage roads</title>
      <link>https://trid.trb.org/View/2569190</link>
      <description><![CDATA[Recently, an alternative design called the Flipped Left-Turn Diamond Interchange (FLDI) has been recommended to enhance efficiency and increase the capacity of diamond interchanges in Texas, where most of the freeways have frontage roads. This design flips left-turn lanes in opposing directions, eliminating conflicts between opposing left-turn movements. The design can be easily implemented within the existing right-of-way without the need for major construction. FLDI also has many advantages over other existing designs at the location where frontage roads were presented. However, a very limited number of studies have been conducted to investigate its operational impacts and the strategies for implementing this design. To fill this gap, the primary objective of this study is to investigate the operational impacts of FLDI design. It also aims to investigate the signal timing, traffic signs, and geometric design issues in implementing the FLDI design. To achieve these objectives, a diamond interchange in Fort Worth, Texas, was selected as a study site. Microscopic traffic models were then developed for this interchange under the existing condition of conventional diamond interchange (CDI) and the condition with the implementation of FLDI design. The traffic simulation results showed that FLDI can significantly reduce vehicle delay, queue length, and the number of stops at the diamond interchange under heavy traffic conditions. In addition, a new signal timing plan was developed for FLDI to improve its operational performance. Furthermore, to ensure the safe operation of this new design, some recommendations on roadway design, traffic signs, and pavement markings were also proposed. The results of this study can facilitate the implementation of FLDI design.]]></description>
      <pubDate>Fri, 25 Jul 2025 11:31:59 GMT</pubDate>
      <guid>https://trid.trb.org/View/2569190</guid>
    </item>
    <item>
      <title>Accident Analysis of the Conversion from Two-Way to One-Way Frontage Road Operation</title>
      <link>https://trid.trb.org/View/2561670</link>
      <description><![CDATA[The reduction in accidents through conversion from two-way to one-way operation on freeway frontage roads, excluding a three-month acclimation period, were examined at nine sites. Both accident frequency and accident severity were examined. Study site criteria were: I) before and after accident data be available; and 2) both of the frontage roads were converted to one-way operation at one point in time. The findings of this research suggest that an average 20 percent reduction in accident frequency, can be expected by conversion of two-way frontage roads to one-way operation. No significant difference in accident severity was indicated from the data available. Conversion to one-way operation is cost/beneficial for one year frontage road accident frequencies of 35 or more accidents  per mile (both frontage roads) with major rechannelization of the ramps or 10 or more accidents per mile where no rechannelization is required; delay is not considered. Report 288-4F discusses the issue in detail. These accident frequencies suggest moderate to high traffic volumes are required to make conversion attractive.]]></description>
      <pubDate>Mon, 21 Jul 2025 16:19:58 GMT</pubDate>
      <guid>https://trid.trb.org/View/2561670</guid>
    </item>
    <item>
      <title>Freeway Frontage Road Operations and Safety Study</title>
      <link>https://trid.trb.org/View/2556677</link>
      <description><![CDATA[This report summarizes the findings of a detailed two-year study of freeway frontage road operations. The objectives of the study were to identify: (1) the safety and operational problems of ramp-frontage road intersection and terminals of one-way frontage roads; (2) the probable effect of conversion from two-way to one-way service road operation; and (3) to suggest warrants for conversion from two-way to one-way frontage road operation. Data were collected at nine frontage road conversion sites, forty-five ramps, including both entrance and exit ramps, and all types of ramps used on two-way and one-way frontage roads. Erratic maneuvers were recorded and accident experience examined statistically. From these data, it was determined that ramp type was not a significant influence on the accident rate. Degree of roadside development and frontage road ADT (total of both frontage roads) were the only statistically significant factors. Two warranting conditions are suggested: (1) Volume Warrant - Rural Area 7500 VPD (total of both frontage roads); Intermediate Area 6000 VPD (total of both frontage roads); and Urban Area 5000 VPD (total of both frontage roads). (2) Accident Experience - 20 accidents/mile, average of three years; 30 accidents/mile in one year. Vehicular delay dominates the benefits and costs analysis.]]></description>
      <pubDate>Sat, 05 Jul 2025 17:02:50 GMT</pubDate>
      <guid>https://trid.trb.org/View/2556677</guid>
    </item>
    <item>
      <title>Increased Capacity of Highways and Arterials Through the Use of Flyovers and Grade Separated Ramps</title>
      <link>https://trid.trb.org/View/2552281</link>
      <description><![CDATA[This study analyzes grade separated ramps serving frontage roads to investigate operational and geometric requirements, to prepare guidelines on benefit and cost analysis and to propose warranting conditions. It has been observed that grade separated ramps can be a cost effective solution to weaving on freeways created by contiguous on- and off-ramps, and for access to and from some high demand points on the frontage road.]]></description>
      <pubDate>Mon, 30 Jun 2025 16:38:30 GMT</pubDate>
      <guid>https://trid.trb.org/View/2552281</guid>
    </item>
    <item>
      <title>Operational and Safety Analysis of Two-Way and One-Way Frontage Roads</title>
      <link>https://trid.trb.org/View/2549166</link>
      <description><![CDATA[This report documents the findings of a detailed study of freeway frontage road operation and safety. Vehicles were video taped during the exit and entry maneuver to and from frontage roads for all types of ramps. Erratic maneuvers were identified and recorded. The master file of the Department of Public Safety accident file was searched and accidents occurring in the ramp areas identified. The report documents the types of erratic maneuvers observed and the recommended treatments to reduce the number of erratic traffic movements in ramp areas. There was no apparent pattern to erratic maneuvers except that slip ramps to one-way frontage roads had the largest percentage of these maneuvers. The accident analysis revealed that ramp type was not a significant contributor to accident experience at the ramp-frontage road intersection. Frontage road ADT and degree of roadside development were found to be significant.]]></description>
      <pubDate>Tue, 24 Jun 2025 17:43:09 GMT</pubDate>
      <guid>https://trid.trb.org/View/2549166</guid>
    </item>
    <item>
      <title>Capacity-Demand Analysis of the Wayside Interchange on the Gulf Freeway</title>
      <link>https://trid.trb.org/View/2548956</link>
      <description><![CDATA[Studies have indicated that to improve the traffic flow on freeways during the peak period, some control of the interchange traffic is required. In the study of the Gulf Freeway in Houston, Texas, several control procedures are under consideration which will encourage, or force, greater use of the frontage roads and arterial streets by freeway traffic. This increased travel on the street system must be considered in evaluating the overall effect of control on traffic operations. In the systems analysis of traffic flow on the Gulf Freeway, the Wayside Interchange has been designated as one of the critical areas of restrictive capacity. The initial stages in the development of freeway traffic control systems required that serious consideration be given to improving the capacity of this interchange on the frontage roads and cross street. As the control systems develop and broaden, other critical interchanges will be studied with the same objectives and by the same technique reported in this paper. As part of the Design Phase of the Level of Service Project, studies were conducted at this interchange with the objective of determining the means of increasing the capacity of the frontage roads without impairing the movement of traffic on the cross street. The results of the studies indicate that the operation can be improved in three ways: 1. Assign more right-of-way to the critical approaches; 2. Improve the operation of the vehicle queues by decreasing the starting delays and average headways; and 3. Remove traffic which can be rerouted. The modifications in design, control and operation of the interchange necessary to effect these improvements are presented in this report for the consideration of the Texas Highway Department.]]></description>
      <pubDate>Tue, 27 May 2025 10:12:04 GMT</pubDate>
      <guid>https://trid.trb.org/View/2548956</guid>
    </item>
    <item>
      <title>Safety Performance Functions for Frontage Roads</title>
      <link>https://trid.trb.org/View/2434327</link>
      <description><![CDATA[Frontage roads play a vital role in the U.S.’s highway system because they serve as critical access routes between principal arterials, freeways, and surrounding businesses. Despite their importance, there have been only limited studies conducting an in-depth analysis of frontage road safety. The limited availability of suitable data for frontage roads has been a significant barrier to conducting comprehensive safety studies on these critical road segments. This study developed a robust methodology that allows for the correct attribution of crashes to the corresponding frontage road segments. This methodology is a novel contribution to the field of transportation safety research, as it addresses a critical data challenge that has hindered the advancement of frontage road safety analysis in the past. Moreover, there is limited research into developing the safety performance functions (SPFs) and crash modification factors (CMFs) for frontage roads. In fact, the first edition of the Highway Safety Manual does not include the SPFs for frontage roads. In this study, the authors considered 4?years (2017–2020) of crash data for conducting a comprehensive analysis of four types of frontage road (rural one-way, rural two-way, urban one-way, and urban two-way) and developed the SPFs and CMFs specifically tailored for frontage roadways in Texas, U.S. Several CMFs were developed in conjunction with the SPFs. This study developed CMFs for left and right shoulder widths, access point density, presence of entrance and exit ramps, posted speed limit, and the horizontal curve density.]]></description>
      <pubDate>Fri, 04 Oct 2024 13:46:13 GMT</pubDate>
      <guid>https://trid.trb.org/View/2434327</guid>
    </item>
    <item>
      <title>Develop Crash Predictive Methods for Frontage Roads Including Ramp Terminals, and Intersections with Crossroads in Texas</title>
      <link>https://trid.trb.org/View/2437688</link>
      <description><![CDATA[Currently, no frontage specific intersection or ramp terminal predictive methods are available, and transportation engineers typically apply methods developed for non-frontage road intersections to evaluate their safety. Additionally, no guidelines exist to select the appropriate distance between adjacent ramps and/or intersections, ramp type and their orders, and distance between ramps and driveways. The first objective of this project is to develop Safety Performance Functions (SPFs) and Crash Modification factors (CMFs) for ramp terminals and intersections of frontage roads with crossroads. The second objective of this project is to evaluate the safety impact of weaving on the frontage road versus weaving on the freeway. The research team will collect site characteristics data and develop crash predictive methods for different types of frontage road segments and intersections on frontage roads, including ramp terminals. The research team will develop these models by area type (i.e., large urban, small urban, suburban/fringe, and rural), Texas Department of Transportation's (TxDOT) regions, and facility type (one-way and two-way). These models will supplement the generic SPFs developed in TxDOT's 0-7083 project. The research team will incorporate the crash predictive methods into spreadsheet tools to facilitate the analysis and to support project design decisions of frontage roads. The researchers will also develop a framework for selecting an appropriate configuration for frontage road segments and intersections, and as well guidance for the minimum distance from ramp terminal to crossroad intersection and a need for lane additions.]]></description>
      <pubDate>Thu, 03 Oct 2024 10:27:15 GMT</pubDate>
      <guid>https://trid.trb.org/View/2437688</guid>
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