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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>
    </image>
    <item>
      <title>AUDIBLE ROADWAY DELINEATORS</title>
      <link>https://trid.trb.org/View/112776</link>
      <description><![CDATA[AVAILABLE LITERATURE ON AUDIBLE DELINEATORS HAS BEEN REVIEWED AND SELECTED INSTALLATIONS INSPECTED.  THEY HAVE PROVED EFFECTIVE, BUT NO WARRANTS FOR THEIR USE WERE FOUND AND THE LITERATURE DOES NOT APPEAR TO CONTAIN SUFFICIENT INFORMATION FOR THEIR DEVELOPMENT.  THE PREFERRED DESIGNS FOR THE TRAVELLED LANES EMPLOY INTERMITTENT PATTERNS WITH VARIED SIZE AND SPACING OF STRIPS, AND THE MOST SATISFACTORY CONSTRUCTION METHODS EMPLOY EXPOSED AGGREGATE OVERLAYS WITH 3/4- TO 1/IN. STONE.  DURABILITY IS GREATEST WITH HARD AGGREGATE, SYNTHETIC BINDERS, A FOG SEAL COAT, AND A FEATHERED LEADING EDGE.  INSTALLATIONS CONSTRUCTED WITH BARS ARE MORE SUITABLE FOR USE ON SHOULDERS, MEDIANS, AND IN GORE AREAS THAN ON THE TRAVELLED LANES, AND EXPOSED AGGREGATE OVERLAYS AND TEXTURED PORTLAND CEMENT CONCRETE ARE ALSO SATISFACTORY IN THOSE AREAS.  ADDITIONAL RESEARCH THAT MIGHT BE BENEFICIAL WOULD INCLUDE THE DEVELOPMENT OF WARRANTS, AND MORE EFFECTIVE AND EFFICIENT DESIGNS AND CONSTRUCTION METHODS.  /FHWA/]]></description>
      <pubDate>Thu, 31 Jul 2003 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/112776</guid>
    </item>
    <item>
      <title>EVALUATION OF RAISED SNOWPLOWABLE PAVEMENT MARKERS</title>
      <link>https://trid.trb.org/View/157868</link>
      <description><![CDATA[In October 1977, over 200 Stimsonite Model 96 raised pavement markers were installed in New York State -- half in a moderate winter environment near Albany, and half in a severe winter environment near Syracuse.  The markers did not survive one winter at Syracuse, but were performing acceptably after two winters near Albany.  Tungsten carbide plow blades and leading-edge nose-shoes continue to be the main factors contributing to marker damage.  Casting failures can be expected after 125 passes with a tungsten- carbide plow blade traveling at 20 to 35 mph.  Reflector life is naturally limited by casting durability, but can be further shortened by use of the nose-shoes.  Reflector visibility on these unlighted test areas was directly related to size of the reflective surface area.  The corner-cube reflector used in the Model 96 can be expected to provide adequate visibility until it loses half of its original reflective surface area.  Reflector replacement at this damage level should significantly increase visibility.  However, a site can be most efficiently maintained by first evaluating the overall delineation provided, then focusing on the performance or damage levels of individual units.  The markers will chip tungsten- carbide plow blades, but not significantly in small installations.  Highway striping crews should have no difficulty avoiding properly placed markers. (FHWA)]]></description>
      <pubDate>Tue, 15 Apr 2003 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/157868</guid>
    </item>
    <item>
      <title>OPRATING SPEED AND RELATION DESIGN BACKGROUNDS: IMPORTANT ISSUES TO BE REGARDED IN MODERN HIGHWAY ALIGNMENT DESIGN</title>
      <link>https://trid.trb.org/View/485319</link>
      <description><![CDATA[On the basis of three individual, large accident databases, design classes were developed to classify, from a traffic safety point of view, roadway sections as good, fair or poor designs. In addition, operating speed backgrounds were developed for a number of countries, including Australia, Canada, Germany, Greece, Lebanon, and the United States.  For the established design classes, it was found that the operating speed and backgrounds in the different countries coincided to a large extent.  These design classes and their corresponding speed ranges were then taken as the basis for developing an important criterion for evaluating sound transitions between individual design elements or to detect poor ones.  Based on the good, fair and poor design ranges of the developed safety criterion, relation design background was established.  By applying relation design, good curvilinear  alignments could be achieved. Additionally, the relation design considerations are extended in order to achieve additionally a well-balanced design between independent tangents and curves.  Also, recommendations are given for adequate radii of curve with or without transition curves following tangents, for maximum and minimum or desirable tangent lengths, and for tangents that should be regarded as independent or non-independent elements in the design process.]]></description>
      <pubDate>Tue, 04 Aug 1998 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/485319</guid>
    </item>
    <item>
      <title>SAFETY EVALUATION OF ULTRAVIOLET-ACTIVATED FLUORESCENT ROADWAY, DELINEATION: PRELIMINARY FIELD EXPERIMENT</title>
      <link>https://trid.trb.org/View/573583</link>
      <description><![CDATA[A new technology is being developed in Sweden to improve visibility for nighttime driving.  This technology consists of Ultraviolet (UV) headlights in combination with fluorescent traffic control devices.  Vehicles will be equipped with headlamps that supply UV radiation in a high-beam pattern, along with conventional halogen or metal halide low-beam headlamps. UV light is not visible to the human observer, but after striking certain materials it will cause them to "fluoresce", that is, the UV radiation is converted to longer wavelength, visible light.  UV-activated fluorescent materials can be incorporated into roadway delineation, such as pavement markings.  A field test was conducted to examine the effectiveness of using UV headlights, with fluorescent pavement markings, in increasing the visibility of roadway delineation. This included measurement of both a visibility distance and subjective ratings.  The study examined drivers opinions of the UV light as well as measured distance and general visibility of the fluorescent roadway markings as compared to standard roadway markings.  Results showed that UV headlights provided a significant increase in UV-activated fluorescent pavement marking delineation visibility.]]></description>
      <pubDate>Mon, 29 Sep 1997 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/573583</guid>
    </item>
    <item>
      <title>FIELD GUIDE FOR UNPAVED RURAL ROADS</title>
      <link>https://trid.trb.org/View/573561</link>
      <description><![CDATA[The purpose of this guide is to provide assistance to local governments responsible for safety of unpaved rural roads.  A national focus group assisted in identifying key safety issues for unpaved rural roads.  Those issues which ranked highest are included in this guide.  This easy to use guide will provide a convenient reference to help answer questions in the field. Using the material contained within this guide should provide a safer road environment for unpaved roads.  The contents are organized as follows:  Traffic Control Devices; Railroad Crossings; Curves; Intersections; Intersection Sight Distance; Delineation; Clear Zones; Bridges; Guardrail; Tools; Road Surface Management; Geometric Guidelines; and References.]]></description>
      <pubDate>Thu, 25 Sep 1997 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/573561</guid>
    </item>
    <item>
      <title>A PRELIMINARY FIELD EVALUATION OF ULTRAVIOLET-ACTIVATED FLUORESCENT ROADWAY DELINEATION</title>
      <link>https://trid.trb.org/View/575932</link>
      <description><![CDATA[This article describes the results of a two-part study by the Federal Highway Administration (FHWA) showing that drivers can see ultraviolet (UV)-activated fluorescent roadway markings at a greater distance in comparison to standard roadway markings. Field trials were conducted in dry weather during October and November 1995 between 7 and 11 p.m. on a section of the Clara Barton Parkway in Montgomery County, Maryland, a suburb of Washington, DC.  The Clara Barton Parkway is a four-lane, divided highway with a 6- to 9-meter grass median.  There are a few post-mounted reflectors and the posted speed limit is 80 kph (50 mph).  A 1993 Volvo series 960 was equipped with three rectangular Ultralux UV lamps installed in front of the grill and on top of the front bumper.  The UV lamps, when activated by a toggle switch in the cabin of the Volvo, were always used in addition to standard Society of Automotive Engineers (SAE) low-beam headlights.  The article describes the dynamic test site, static test site, test subjects, and testing procedure. Results indicate that UV headlights provided a very noticeable increase in delineation visibility.  In dynamic testing, the mean subjective rating of the roadway delineation with the UV headlights was 19 percent higher than with regular low beams.  In the static testing, with the UV headlights and UV-activated pavement markings, subjects were able to see an average of 25 percent farther along the edge line and 29 percent more of the center skip lines.  In the static testing, the subjective rating of visibility increased 47 percent with the UV headlights.]]></description>
      <pubDate>Tue, 29 Jul 1997 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/575932</guid>
    </item>
    <item>
      <title>EVALUATION OF RUMBLE TREATMENTS ON ASPHALT SHOULDERS</title>
      <link>https://trid.trb.org/View/478002</link>
      <description><![CDATA[The chip seal used for shoulder rumble effect produced an effective audible response with a noise difference from the driving lane to the shoulder of 3.8 db.  The chip seal also produced a highly visible delineation between the shoulder and the driving lane.  This type of treatment has three benefits. Two of the benefits are directly safety related, rumble effect to notify the errant driver that they have entered the shoulder and the visual effect given by the well delineated shoulder.  The third benefit is a temporary fix to a badly deteriorating shoulder without the cost of major reconstruction until a later date.  Rumble strips rolled into the shoulder during repaving were very noticeable when leaving the driving lane and appear to be an effective safety item on rural roadways where run-off-road accidents are common.  Rumble strips can be placed with little problem during construction if asphalt temperatures are monitored during project startup.]]></description>
      <pubDate>Fri, 21 Mar 1997 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/478002</guid>
    </item>
    <item>
      <title>CURVE WARNING SYSTEMS AND THE DELINEATION OF CURVES WITH CURVE DELINEATION DEVICES</title>
      <link>https://trid.trb.org/View/462970</link>
      <description><![CDATA[This paper describes the evolution of the curve warning system for drivers in the U.S. and contrasts it with the curve warning systems used in some European countries. The paper states and discusses the main requirements of a curve warning and delineation system. Experiments and their results aimed at the determination of the human visual curve radius perception accuracy as a function of the number of delineation devices (chevrons) and the resulting delineation rules are discussed. OCARD (ODOT Computer Aided Road Delineation), a knowledge based software package, running on a MS DOS based PC, for the application and placement of curve delineation devices according to a number of delineation rules, mainly based upon geometric and human factors aspects, is discussed.]]></description>
      <pubDate>Mon, 29 Jul 1996 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/462970</guid>
    </item>
    <item>
      <title>ROADWAY DELINEATION PRACTICES HANDBOOK</title>
      <link>https://trid.trb.org/View/422636</link>
      <description><![CDATA[This handbook was developed to assist design, traffic, and maintenance engineering personnel in making determinations about roadway delineation systems, including the appropriate system for a given situation, when a system has reached the end of its useful life, and how to maintain a quality delineation system. It may also be valuable to consulting engineers, educators, and students.  A companion videotape, "Testing and Field Inspection of Roadway Delineation", was produced to assist engineers with field inspection of the quality of delineation projects.  This videotape is available separately as publication number FHWA-SA-93-002.  This handbook supplements the policies and standards provided in the "Manual on Uniform Traffic Control Devices" by offering implementation guidelines for the standards.  The contents cover current and newly developed devices, materials, and installation equipment, presenting each item's expected performance based on actual experience or field and laboratory tests.  The handbook draws on the experiences of Federal, State, county, and city agencies and summarizes future directions and developments as reported in recent research and by industry's technical representatives.  Individual chapters cover the characteristics of retroreflection and quality assurance, driver visibility needs, traffic paints, preformed tapes, raised pavement markers and other marking materials, post-mounted delineators and other delineation devices, and administrative and management issues and practices.  The appendices provide detailed technical information, including cost analysis techniques; sources of materials and equipment; and a list of standards, specifications, and test methods related to delineation.]]></description>
      <pubDate>Thu, 13 Jul 1995 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/422636</guid>
    </item>
    <item>
      <title>ROAD ACCIDENTS -- HUMAN CAUSES AND GENERAL REMEDIES</title>
      <link>https://trid.trb.org/View/107555</link>
      <description><![CDATA[REACTIONS TO ROAD SAFETY PUBLICITY DIFFER WIDELY, A FACTOR WHICH MAKES THE ACCIDENT PROBLEM A MOST DIFFICULT ONE. HOWEVER GOOD THE DESIGN OF ROADS MAY BE, THE PROBLEM IS HOW TO PERSUADE PEOPLE TO USE THEM IN A SAFE AND SENSIBLE MANNER AT ALL TIMES. FROM THE HUMAN STANDPOINT, ONE OR MORE OF FOUR FACTORS CONTRIBUTES TO AN ACCIDENT: PHYSICAL (LACK OF SKILL, FATIGUE, ALCOHOL, EYESIGHT, HEALTH AND AGE), MENTAL (STRESSES AND STRAINS OF DAILY LIFE, AND ADOLESCENCE), TEMPERAMENTAL (SELFISHNESS AND LACK OF THOUGHT OR CARE). THE REMEDIES APPLIED TO THE ROAD ACCIDENT SITUATION ARE AKIN TO THOSE USED BY A TEACHER IN ORDER TO DEAL WITH A CHILD WHO IS MISBEHAVING VIZ: (1) ISOLATE HIM OR CHANGE HIS ENVIRONMENT, (2) PUNISH HIM, (3) PERSUADE HIM TO DO BETTER NEXT TIME, (4) INSTRUCT HIM ON WHAT HE SHOULD DO. INTERPRETED IN TERMS OF ROAD SAFETY THEY BECOME: ENGINEERING MEASURES WHICH SEPARATE VARIOUS CLASSES OF ROAD USER FROM EACH OTHER, THE DEVELOPMENT OF NEW ROADS AND THE PRODUCTION OF SAFER VEHICLES; ENFORCEMENT MEASURES, ROAD SAFETY PUBLICITY, AND CONSTRUCTIVE TRAINING SCHEMES. ONLY BY A MORE SCIENTIFIC AND PLANNED ATTACK, USING THESE FOUR FACTORS IN COMBINATION, WILL AN IMPACT BE MADE ON THE ACCIDENT PROBLEM. /AUTHOR/]]></description>
      <pubDate>Tue, 04 Oct 1994 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/107555</guid>
    </item>
    <item>
      <title>A STUDY OF ROADSIDE DELINEATOR EFFECTIVENESS ON AN INTERSTATE HIGHWAY</title>
      <link>https://trid.trb.org/View/116560</link>
      <description><![CDATA[THIS RESEARCH WAS INITIATED TO DETERMINE IF POST-MOUNTED REFLECTIVE DELINEATORS PLACED ALONG INTERSTATE HIGHWAYS WERE EFFECTIVE AND VALUABLE ENOUGH AS A TRAFFIC CONTROL DEVICE TO WARRANT THEIR INSTALLATION AND MAINTENANCE. THE PRIMARY INVESTIGATION CONSISTED OF THE MEASUREMENT OF VEHICLE SPEED AND PLACEMENT AT A SINGLE POINT WITHIN EACH OF 4 TEST SECTIONS, 2 TANGENTS AND 2 CURVES, LOCATED ON A SINGLE SEGMENT OF INTERSTATE 10 IN SOUTHWEST LOUISIANA. THESE MEASUREMENTS WERE MADE WITH A RADAR SPEED METER AND A BUREAU OF PUBLIC ROADS PLACEMENT TAPE FOR A MINIMUM SAMPLE OF 100 INDEPENDENT PASSENGER-CAR VEHICLES FOR EACH COMBINATION OF EXPERIMENTAL CONDITIONS' DAYLIGHT VS NIGHTTIME, NONDELINEATED VA POST-DELINEATED VS EDGE-STRIPED DELINEATION, EASTBOUND VS WESTBOUND DIRECTION OF TRAVEL, AND TANGENT VS CURVE GEOMETRICS, A TOTAL OF 24 COMBINATIONS. IN ADDITION, SUPPLEMENTARY SPEED AND PLACEMENT, NIGHTTIME DRIVER INTERVIEW AND TEST-VEHICLE DISTANCE-LAPSE FILM STUDIES WERE CONDUCTED TO HELP VERIFY PRIMARY INVESTIGATIONS. ANALYSIS OF THE PRINCIPAL STUDY DATA SHOWED MEAN SPEEDS TO BE SOME 2 MPH LOWER UNDER DELINEATED CONDITIONS THAN UNDER NONDELINEATED CONDITIONS BUT THIS DIFFERENCE WAS NOT CONSIDERED TO BE SIGNIFICANT FROM A PRACTICAL STANDPOINT. ALSO THERE WAS NO SIGNIFICANT EFFECT OF DELINEATION ON VEHICLE PLACEMENT. /IN GENERAL IT WAS SHOWN THAT VEHICLES TRAVEL CLOSER TO THE CENTERLINE AT NIGHTTIME AS COMPARED TO DAYTIME AND AT SPEEDS OVER 64 MPH AS COMPARED WITH TRAVELING AT SPEEDS LESS THAN 55 MPH./ DRIVER INTERVIEWS PROVIDED ORIGIN-AND-DESTINATION DATA ON VEHICLES USING THE TEST SECTIONS AT NIGHT AND YIELDED AN ALMOST UNANIMOUS APPROVAL OF DELINEATION BY DRIVERS. ANALYSIS OF TEST-VEHICLE DISTANCE-LAPSE FILMS PROVIDED PLACEMENT PROFILES FOR INDIVIDUAL VEHICLES OR DRIVERS AND DETERMINED A NEW TRAFFIC CHARACTERISTIC, THE PLACEMENT PROFILE SMOOTHNESS INDEX; HOWEVER, THE LIMITED NUMBER OF SUCH STUDIES OBTAINED DID NOT PROVIDE A POSITIVE BASIS FOR DISTINGUISHING THE EFFECTIVENESS OF ROADSIDE DELINEATION. /AUTHOR/]]></description>
      <pubDate>Thu, 29 Sep 1994 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/116560</guid>
    </item>
    <item>
      <title>AN EXPERIMENT WITH EVERGREEN TREES IN EXPRESSWAY MEDIANS TO IMPROVE ROADWAY DELINEATION</title>
      <link>https://trid.trb.org/View/99123</link>
      <description><![CDATA[SIMULATED MEDIAN PLANTINGS WERE INSTALLED ON SELECTED PORTIONS OF TWO CHICAGO EXPRESSWAYS TO DETERMINE WHETHER SUCH A MEANS OF PROVIDING ROADWAY DELINEATION WOULD SIGNFICANTLY REDUCE THE FREQUENCY OF VEHICLE ENROACHMENT ON THE MEDIAN. A COMPLETE RECORD OF ENCROACHMENTS WAS OBTAINED DURING THE WINTER FOR COMPARISON WITH THE NUMBER OF ENCROACHMENTS THAT OCCURRED DURING THE SAME PORTION OF THE PREVIOUS YEAR. THERE WAS A SIGNIFICANT REDUCTION IN THE FREQUENCY OF ENCROACHMENT ON THE MEDIANS OF BOTH EXPRESSWAYS, WITH THE GREATEST REDUCTIONS OCCURRING ON OR NEAR CURVED ALIGNMENT WHERE THE HAZARD OF HEADLIGHT GLARE FROM OPPOSING VEHICLES HAD PREVIOUSLY BEEN GREATEST. HOWEVER, NO ATTEMPT WAS MADE TO MEASURE THE RELATIVE MAGNITUDE OF THE SEVERAL ROADWAY DELINEATION BENEFITS THAT WERE ASSUMED TO HAVE CONTRIBUTED TO THE OBSERVED REDUCTIONS. THE FINDINGS SUGGEST THE POSSIBILITY OF SUBSTANTIAL IMPROVEMENT IN THE SAFETY OF DIVIDED HIGHWAYS THROUGH THE DEVELOPMENT AND USE OF MEDIAN PLANTINGS APPROPRIATE TO THE NEEDS OF THE DRIVER UNDER THE VARIOUS CONDITIONS IMPOSED BY ROADWAY CHARACTERISTICS, DRIVING CONDITIONS, AND SURROUNDING LAND USE. /AUTHOR/]]></description>
      <pubDate>Thu, 01 Sep 1994 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/99123</guid>
    </item>
    <item>
      <title>EVALUATION OF EFFECTIVENESS OF ROADSIDE DELINEATOR</title>
      <link>https://trid.trb.org/View/114727</link>
      <description><![CDATA[THE PURPOSE OF THIS RESEARCH WAS TO DETERMINE IF POST- MOUNTED DELINEATORS ON INTERSTATE HIGHWAYS WERE VALUABLE ENOUGH TO WARRANT INSTALLATION AND MAINTENANCE. THE STUDY TECHNIQUES USED WERE SPOT SPEED AND PLACEMENT OF ALL VEHICLES, TEST-DRIVER MEASUREMENTS USING MOTION-PICTURE RECORDING AND CAR-FOLLOWING RECORDED BY MOTION PICTURES. A STATISTICAL ANALYSIS WAS THEN MADE COMPARING DELINEATORS AND EDGE-STRIPING AGAINST THE NON-DELINEATED CONDITION, BOTH DAY AND NIGHT, FOR TANGENT AND CURVE SECTIONS OF HIGHWAY. DRIVER INTERVIEWS WERE CONDUCTED ALONG WITH THE TRAFFIC OBSERVATIONS. THE DATA ANALYSIS DID NOT SHOW SIGNIFICANT DIFFERENCES THAT WERE MEANINGFUL FROM A PRACTICAL STANDPOINT. DRIVER INTERVIEWS DID YIELD CONCLUSIVE APPROVAL OF THE DELINEATION. THE TEST-VEHICLE AND CAR-FOLLOWING TECHNIQUES PROVIDED PLACEMENT PROFILES OF DRIVERS USING THE STUDY SECTION AND THE AUTHOR PROPOSES THE USE OF A PROFILE SMOOTHNESS INDEX DEVELOPED FROM ANALYSIS OF THIS DATA. /BPR/]]></description>
      <pubDate>Thu, 01 Sep 1994 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/114727</guid>
    </item>
    <item>
      <title>TRAFFIC OPERATIONS AS RELATED TO HIGHWAY ILLUMINATION AND DELINEATION</title>
      <link>https://trid.trb.org/View/116261</link>
      <description><![CDATA[INCREASING CONSTRUCTION OF FREEWAYS HAS STIMULATED MUCH DISCUSSION OF HIGHWAY ILLUMINATION AND ITS POSSIBLE VALUE IN PROVIDING MORE COMFORTABLE NIGHT DRIVING, IN THE POSSIBILITY OF INCREASING NIGHT USAGE OF THE HIGHWAY, AND IN REDUCING TRAFFIC ACCIDENTS. BECAUSE OF LACK OF FACTUAL KNOWLEDGE ON THE SUBJECT, THE CONNECTICUT STATE HIGHWAY DEPARTMENT IN COOPERATION WITH THE U.S. BUREAU OF PUBLIC ROADS UNDERTOOK A COMPREHENSIVE STUDY OF ILLUMINATION AND DELINEATION ON THE CONNECTICUT TURNPIKE. DRIVER BEHAVIOR DATA WERE RECORDED UNDER NINE DIFFERENT CONDITIONS OF HIGHWAY ILLUMINATION AND DELINEATION AT ONE ONRAMP AND ONE OFFRAMP ON A MERCURY- ILLUMINATED SECTION OF THE CONNECTICUT TURNPIKE. ACCIDENT DATA WERE OBTAINED ON THE 53-MI CONTINUOUS ILLUMINATED SECTION AND ON THE 76-MI NONILLUMINATED SECTION. FOR THE VARIOUS CONDITIONS OF ILLUMINATION AND DELINEATION, THE RESULTS SHOWED NO SIGNIFICANT DIFFERENCES WITH RESPECT TO AVERAGE VEHICLE SPEEDS, LATERAL PLACEMENTS, AND CLEARANCES BETWEEN VEHICLES. THE MANNER OF NIGHT USE OF SPEED CHANGE LANES, PARTICULARLY THE ACCELERATION LANE, IMPROVED WITH INCREASED ILLUMINATION. IN GENERAL, IT APPEARS THAT SOME BENEFICIAL RESULTS OF ILLUMINATION IN THE DECELERATION AREA ARE DERIVED WHEN IT IS USED AT THE FULL LEVEL AND THAT EVEN GREATER SERVICE IS PROVIDED WHEN ILLUMINATION IS COMBINED WITH ROADSIDE DELINEATION, AND THAT ILLUMINATION OF THE INTERCHANGE AREA ONLY, DOES NOT APPEAR TO BE ADVANTAGEOUS INSOFAR AS THE ONRAMP SITE IS CONCERNED. THE IMPORTANCE OF DELINEATION, WITH OR WITHOUT ILLUMINATION, IS DEMONSTRATED. ANALYSIS OF THE ACCIDENT DATA FOR THE LIGHTED AND UNLIGHTED SECTIONS OF THE CONNECTICUT TURNPIKE DID NOT PROVIDE CONCLUSIVE RESULTS BECAUSE OF THE EXTREME VARIANCE IN TRAFFIC VOLUMES AND OTHER CHARACTERISTICS. /AUTHOR/]]></description>
      <pubDate>Sun, 28 Aug 1994 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/116261</guid>
    </item>
    <item>
      <title>ROADWAY DELINEATION WITH CURB MARKER LIGHTS</title>
      <link>https://trid.trb.org/View/111150</link>
      <description><![CDATA[A SECTION OF WINDING ROAD FREQUENTLY ENSHROUDED IN FOG NEAR OAKLAND, CALIFORNIA, WAS DELINEATED WITH MARKER LIGHTS. SEVERAL FEATURES OF THE LIGHTING UNITS RECEIVED SPECIAL ATTENTION IN ADDITION TO THE PHOTOMETRIC CONSIDERATIONS: (1) THE DESIGN WAS TO BE TAMPERPROOF, (2) THE UNITS WERE TO PRESENT A MINIMUM CROSS-SECTION ABOVE THE MOUNTING SURFACE SO THAT PEDESTRIANS WOULD NOT TRIP OR SLIP ON THE STRUCTURES, (3) MAINTENANCE SHOULD BE SIMPLE AND NOT OFTEN REQUIRED, AND (4) COSTS SHOULD BE KEPT TO A MINIMUM. THE UNITS ARE MOUNTED ON THE TOP OF THE CONCRETE CURB ALONG EACH SIDE OF THE TWO-LANE SECTION. THE SPACING IS UNIFORM AT 30 FT BETWEEN UNITS, EXCEPT AT THE INTERSECTIONS WHERE GAPS ARE LEFT IN THE LINEAL PATTERNS. THE DESIGN AND ELECTRICAL SERVICE ARE DISCUSSED.]]></description>
      <pubDate>Fri, 05 Aug 1994 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/111150</guid>
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