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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>
    <image>
      <title>Transport Research International Documentation (TRID)</title>
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      <link>https://trid.trb.org/</link>
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    <item>
      <title>PREFABRICATED MEDIANS TO REDUCE CRASHES AT DRIVEWAYS CLOSE TO INTERSECTIONS</title>
      <link>https://trid.trb.org/View/636048</link>
      <description><![CDATA[Left turns into and out of driveways within about 30 meters (100 feet) of an intersection are a leading cause of crashes. Interviews with state DOT traffic engineers in the southeast U.S. suggest that easy-to-implement countermeasures are seen as either hazardous in themselves or else ineffective. One countermeasure could be a narrow raised device, or series of small devices, installed along the divider line as a median. This paper reviews alternative median treatments and recommends development of a prefabricated raised median of 90 mm (3.5 inches) height and 305 mm (1 foot) width. It could be retrofitted to arterials with two-way left-turn lanes, at intersection approaches, without widening the road or narrowing the lanes. Its cross-section complies with AASHTO standards for mountable curbs, but is lower than AASHTO's 100 mm height, which might drage the undersides of some vehicles. Prototype designs should be field tested under controlled conditions for effectiveness and safety.]]></description>
      <pubDate>Wed, 30 Sep 1998 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/636048</guid>
    </item>
    <item>
      <title>THE INFLUENCE OF TREND ON ESTIMATES OF ACCIDENTS AT JUNCTIONS</title>
      <link>https://trid.trb.org/View/539118</link>
      <description><![CDATA[While reliable estimates of expected accidents can be achieved by combining observed accidents and accident model predictions using an empirical Bayes approach, there are a number of obstacles to the widespread adoption of the method.  This paper concentrates on problems associated with the available predictive models.  Of particular concern is the effect on model predictions of accident trends over time resulting from, for instance, traffic growth or national road safety programs. Since accident models invariably include traffic flow as an explanatory variable, the effects of flow changes can be included provided that account is taken of the nonlinear relationship between accidents and exposure. Generalized linear modeling was used to develop regression estimates of expected junction accidents which allow for the possibility of accident risk varying over time.  Accident risk at the sample of some 500 junctions was shown to be declining annually by an average of 6%, with no significant difference in the value of trend between accident types.  The factors which affected the proportions of accidents of various types included the method of junction control, speed limit, and traffic flow.]]></description>
      <pubDate>Sat, 29 Aug 1998 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/539118</guid>
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    <item>
      <title>INTERSECTION ACCIDENT ESTIMATION: THE ROLE OF INTERSECTION LOCATION AND NON=COLLISION FLOWS</title>
      <link>https://trid.trb.org/View/487474</link>
      <description><![CDATA[This paper reviews models used in practice to relate accidents to traffic flows, with particular emphasis on the appropriateness of the model form and the statistical analysis technique employed for parameter estimation.  The development of generalized linear models for predicting individual accident types at intersections in New Zealand is then described.  The use of covariate analysis to identify the effect of intersection location, an investigation of the effect of non-collision flows, and the use of the models for predicting intersection accidents in three networks, are also described.]]></description>
      <pubDate>Sat, 18 Jul 1998 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/487474</guid>
    </item>
    <item>
      <title>RED LIGHT CAMERA AS A DETERRENT AGAINST TRAFFIC SIGNAL VIOLATORS</title>
      <link>https://trid.trb.org/View/485200</link>
      <description><![CDATA[In the fall of 1992, the City of Jackson, Michigan, installed a red light camera. The camera was installed at one of the worst intersections for right angle crashes, sight distance problems, and known red light violators. The cost of the installation was shared by the City of Jackson, the Michigan Department of Transportation, and the Office of Highway Safety Planning. The method of choosing the intersection that the camera would be installed at was a cooperative effort of police, traffic engineers, citizens, and the Jackson Traffic Safety Commission. The city quickly discovered that it, indeed, did have a red light running problem, soon after the camera was installed. Approximately 60 red light violators were found, per week, at the intersection, which exceeded information gathered from accident records' discussions about the intersection. This paper outlines the early stages of this project in the City of Jackson, as well as the work of its police department, sheriff department, state police, and local newspapers in getting the word to the motoring public about red light violations. As a result, the city reduced the number of red light violators to approximately 10 per week, all by the use of issuing warning letters for violations. The use of red light cameras has successfully accomplished its function, even without an overindulgence in issuing tickets.]]></description>
      <pubDate>Mon, 22 Jun 1998 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/485200</guid>
    </item>
    <item>
      <title>NEW YORK COUNTY FOUND LIABLE FOR NOT MAINTAINING VEGETATION AT INTERSECTION</title>
      <link>https://trid.trb.org/View/487004</link>
      <description><![CDATA[A motorist injured in an automobile collision at an intersection sued Westchester County, New York, and the village of Hastings-on-Hudson for negligence in maintaining the intersection.  The Supreme Court of Westchester County granted the county's and the village's motions for summary judgment. The Supreme Court, Appellate Division, Third Department ruled that the village had no liability for the intersection. However, the court found that an unclear issue about the county's responsibility did not release the county from liability for failure to clear vegetation to maintain sight distance at the intersection.]]></description>
      <pubDate>Fri, 19 Jun 1998 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/487004</guid>
    </item>
    <item>
      <title>DESIGNING "EXPERT" AND SAFER INTERSECTIONS</title>
      <link>https://trid.trb.org/View/485019</link>
      <description><![CDATA[The safety and efficiency characteristics of the road network depend on the operation of the intersections, particularly in the urban areas, where the majority of vehicles and pedestrian conflicts occur, resulting in accidents and delays.  It is therefore imperative that the most appropriate decisions of intersection type, design, and control are made when intersection improvements or new construction are being programmed.  This paper discusses New Zealand's road safety  statistics over recent years and compares them with similarly motorized countries.  Also discussed are recent initiatives undertaken to provide safer roads.  The paper then outlines expert systems and the development of a software package utilizing artificial intelligence technology that will determine intersection treatment and control.  The software package will prompt the use of a wide range of information ranging from road network planning to flows to accident history.]]></description>
      <pubDate>Thu, 18 Jun 1998 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/485019</guid>
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    <item>
      <title>FATAL CRASH RISK FOR OLDER DRIVERS AT INTERSECTIONS</title>
      <link>https://trid.trb.org/View/475547</link>
      <description><![CDATA[Risk of fatal crash involvement was calculated for older drivers relative to drivers aged 40-49 in the U.S. during the years 1994-1995.  The results indicated that drivers ages 65-69 were 2.26 times more at risk for multiple-vehicle involvements at intersections compared with 1.29 times more at risk in all other situations.  The comparable figures for drivers aged 85 and older were 10.62 for multiple-vehicle involvements at intersections compared with 3.74 for all other situations.  The relative crash risk was particularly high for older drivers at uncontrolled and stop sign-controlled locations; when traveling straight or when just starting to enter intersections; and when the specific behavioral error in the crash was failure to yield. Countermeasures will likely involve reducing or simplifying the need to detect and evaluate moving traffic coming from the left and right when at intersections.  This can be accomplished by traffic signals with protected left turns, four-way stop signs, and one-way streets.  Whereas such devices involve significant cost in terms of dollars and travel delay, their cost-effectiveness may have to be revisited as the U.S. population continues to age.]]></description>
      <pubDate>Thu, 05 Feb 1998 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/475547</guid>
    </item>
    <item>
      <title>PREDICTIVE MODELS FOR ROAD ACCIDENTS AT SIGNALIZED INTERSECTION</title>
      <link>https://trid.trb.org/View/474660</link>
      <description><![CDATA[Large numbers of accidents occur at intersections in urban street networks.  The major intersections most often controlled by signals contribute to the majority of these collisions. While the reason for these are varied and complex, a significant part may be attributed to the built environment in terms of both the physical and traffic management systems.  This paper reports on the development of appropriate predictive models for accidents at signalised intersections capable of being used in planning purposes.  Four years of accident data at 115 signalised intersections are assembled in a database using a Geographic Information System (GIS).  Non-linear and stepwise multiple linear regression methods are used to develop models for each of the main types of accidents at signalised intersections in South Australia.  It is known that different traffic flow movements lead to different types of accidents. Hence for each accident type, the accident frequency was related to a functional form of the traffic flow movements contributing to that type of collision, signal parameters and intersection geometry and location factors.  The study found that: 1) Valid predictive models can be developed by relating the various types of accidents to the traffic movements contributing to their occurrences. 2) The various types of accidents relate to different functional form of the flow exposure measure, site and signal parameters, so that models based on aggregate data are inappropriate.  3) Differences exist between the characteristics and number of accidents occurring at signalised intersections in the Adelaide CBD and those outside the CBD due to differences in land use activities and signals operation.]]></description>
      <pubDate>Sun, 14 Dec 1997 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/474660</guid>
    </item>
    <item>
      <title>CRASH REDUCTIONS RELATED TO TRAFFIC SIGNAL REMOVAL IN PHILADELPHIA</title>
      <link>https://trid.trb.org/View/577798</link>
      <description><![CDATA[The effect on intersection crashes of converting one-way intersections in Philadelphia from signal to multiway stop sign control was estimated.  Using crash and traffic volume data for a comparison group, regression models were computed to represent the normal crash experience of signal controlled intersections of one-way streets, by impact type, as a function of traffic volume. An empirical Bayesian procedure was used to estimate what would have been the expected number of crashes at the converted intersections had they not been converted.  The empirical Beyesian estimates were compared with actual counts of crashes after conversion.  Estimates were obtained for different classes of crashes categorized by impact type, day/night condition, and impact severity.  Aggregate results indicate that replacing signals by multiway stop signs on one-way streets is associated with a reduction in crashes of approximately 24%, combining all severities, light conditions, and impact types.]]></description>
      <pubDate>Mon, 17 Nov 1997 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/577798</guid>
    </item>
    <item>
      <title>EFFECTS OF VEHICULAR BEHAVIOR AT THE PRE-ACCIDENT STAGE ON DECISION-MAKING AT INTERSECTIONS WITHOUT SIGNALS</title>
      <link>https://trid.trb.org/View/577786</link>
      <description><![CDATA[This paper describes a model for research of accident-creating mechanisms by employing the data from an automatic accident recording system as a practical engineering method.  These systems were installed in three unsignalized intersections.  Over a period of 2 years, 50 actual accidents and many near misses were recorded.  A majority of the head-on collisions were caused by driver misjudgements as they entered the intersections.  An analysis was conducted of the mechanism that determines a driver's actions immediately prior to an accident, as affected by the safety performance of his own vehicle and the movements of other vehicles, on the basis of the image data recorded. Also studied were factors that affect the driver decision-making.  The paper focuses on cases in which accidents have occurred despite the fact that sufficient regard for safety was excercised by the drivers on the minor road.]]></description>
      <pubDate>Sat, 08 Nov 1997 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/577786</guid>
    </item>
    <item>
      <title>ESTIMATING THE SAFETY OF UNSIGNALIZED INTERSECTIONS USING TRAFFIC CONFLICTS</title>
      <link>https://trid.trb.org/View/577775</link>
      <description><![CDATA[The deficiencies of motor vehicle accident records have long been recognized as an obstacle to a complete understanding of traffic safety problems at intersections.  The Traffic Conflict Technique was developed to provide additional information that could help make up for the deficiencies of accident records. This paper describes the application of the traffic conflict technique to the estimation of safety at unsignalized intersections.  A computer simulation model, TSC-SIM, is used to study traffic conflicts with time-to-collision as the critical traffic event in simulating driver behavior.  Some aspects of the gap acceptance criteria, in addition to the differential effects of several driver characteristics (e.g., age, sex, and waiting time tolerance), are examined.  The effects of traffic flow characteristics, such as speed and volume, on the number and severity of conflicts are also discussed.  Using the data collected from 30 conflict surveys, traffic conflict frequency and severity standards for unsignalized intersections have been established.  These standards allow the relative comparison of the conflict risk at various intersections. An Intersection Conflict Index measure was established to summarize the intersection conflict characteristics.]]></description>
      <pubDate>Wed, 05 Nov 1997 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/577775</guid>
    </item>
    <item>
      <title>EFFECTIVENESS MODELING OF INTERSECTION COLLISION AVOIDANCE COUNTERMEASURES</title>
      <link>https://trid.trb.org/View/574736</link>
      <description><![CDATA[No abstract provided.]]></description>
      <pubDate>Tue, 28 Oct 1997 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/574736</guid>
    </item>
    <item>
      <title>AN EXPERIMENTAL METHOD TO ANALYZE GAP-ACCEPTANCE AND RISK OF ACCIDENTS BY USING VIDEO PICTURE</title>
      <link>https://trid.trb.org/View/574515</link>
      <description><![CDATA[Right-turn movements create major traffic problems at an intersection under the keep-left system.  Collision accidents between a right-turning vehicle and a straight-through vehicle occupy a large portion of the number of accidents that occur at intersections.  Many of these accidents are caused by dangerous gap-acceptance.  Even very attentive drivers and pedestrians often misjudge the speed and/or distance of opposing traffic and their mistakes become a cause of traffic accidents.  From the point of view of traffic accident prevention, it is important to study the characteristics of human misjudgments in traffic, and the relationships between misjudgments and traffic accidents. Furthermore, it is necessary to inform everybody of those results and to feed back to the improvement of roads, traffic regulation and traffic control and so forth.  However, the characteristics of human error in gap-acceptance are not definite and the relationship between human error and traffic accidents have been left vague.  One of the reasons is that necessary experiments and observations are very difficult to perform on actual roads, since such experiments sometimes accompany the danger of accidents and it is almost impossible to know the drivers and pedestrians state of mind directly from observations of the appearance of their behavior.  Furthermore, it is difficult to obtain manifold participants for such experiments. An indoor experimental method is proposed as a fundamental approach to solve these problems in this research. Some series of video pictures were made for the experiments by editing videotapes recording actual traffic flow on a 2-lane road and a 4-lane road, respectively.  Several experiments were carried out to investigate the characteristics of gap-acceptance of young and elderly right-turning drivers.  The relationships between gap-acceptance and headway under different psychological conditions of drivers are analyzed, and those characteristics of young and elderly people are compared and discussed based on the experimental data.  Finally, the prospect of a proposed experimental method and some subjects to be improved upon are summarized.]]></description>
      <pubDate>Fri, 12 Sep 1997 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/574515</guid>
    </item>
    <item>
      <title>DRIVER-VEHICLE INTERFACE (DVI) DESIGN ISSUES OF AN INTERSECTION COLLISION AVOIDANCE (ICA) SYSTEM</title>
      <link>https://trid.trb.org/View/574297</link>
      <description><![CDATA[Intersection collisions account for approximately one-third of all collisions that are reported annually.  Efforts to understand the intersection collision problem, described here, focus on the events and circumstances surrounding the crash in an attempt to identify opportunities for crash intervention. Through an in-depth clinical analysis of an intersection collision data sample, patterns in the crash sequence were identified.  This lead to the classification of four distinctively unique intersection collision scenarios.  Causal analysis of the data sample concluded that nearly 75.0% of intersection collisions were due to driver error, including Driver Inattention (28.7%), Faulty Perception (33.9%), and Vision Impaired/Obstructed (11.1%).  This information directed the development of an Intersection Collision Avoidance (ICA) countermeasure that will mitigate causal factors by warning drivers of potential errors and pre-empting driver control of the vehicle to avoid a collision.  Driver alerts/warnings were identified based on the ICA countermeasure objectives. Alert/warning categories include intersection presence, traffic control device (TCD) presence, approaching vehicle (threat) presence, and system status.  Issues regarding how to provide this information to the driver, i.e., determining the modality or modality combination that will provide the greatest driving performance enhancement, are the focus of this paper.  This early stage of the DVI design process is based on an evaluation of state-of-the-art (SOA) technologies and related research according to the requirements of the ICA countermeasure. Results indicate that technologies required to meet the ICS countermeasure functional goals are available now or will be in the very near term.  The most challenging task is determining how to provide driver warnings for critical events, under the high workload conditions inherent in intersection approach and traversal.  Recommendations for the DVI include the provision of visual cues via an in-vehicle head-up display (HUD), in conjunction with haptic cues conveyed through brake pulsing.]]></description>
      <pubDate>Mon, 11 Aug 1997 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/574297</guid>
    </item>
    <item>
      <title>HUMAN FACTORS FOR TRANSITWAY SAFETY IMPROVEMENT. FINAL REPORT FOR PHASE 1</title>
      <link>https://trid.trb.org/View/478884</link>
      <description><![CDATA[A human factors study was performed to identify potential cause of accidents at eight Transitway intersections.  Data were collected on bus operators' driving behavior, on motorists' behavior at transitway intersections and on sight distances at the intersections.  From some of this data and the accident history at each intersection, accident frequencies were calculated based on the number of cars crossing each intersection per year, then some of the findings were related to both accident frequency and immediate causes of reported accidents.]]></description>
      <pubDate>Thu, 22 May 1997 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/478884</guid>
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