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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>
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    <managingEditor>tris-trb@nas.edu (Bill McLeod)</managingEditor>
    <webMaster>tris-trb@nas.edu (Bill McLeod)</webMaster>
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      <title>Transport Research International Documentation (TRID)</title>
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    <item>
      <title>SWEDEN CHANGES TO RIGHT-HAND DRIVING</title>
      <link>https://trid.trb.org/View/116668</link>
      <description><![CDATA[THE HISTORY OF LEGISLATION ON LEFT-HAND AND RIGHT-HAND DRIVING IS REVIEWED. THE SOCIAL ASPECT WAS EMPHASIZED BY A STUDY OF ACCIDENTS INVOLVING SWEDISH VEHICLES ABROAD AND THOSE INVOLVING FOREIGN VEHICLES IN SWEDEN. BOTH TYPES OF ACCIDENTS WERE INCREASING FASTER THAN THE NUMBER OF VEHICLES CROSSING THE FRONTIER. IT WAS ASSUMED THAT THIS DISPROPORTIONATE INCREASE WAS DUE TO THE DIFFERENCE IN TRAFFIC RULES. THE BENEFITS WERE FELT TO BE GREAT ENOUGH TO JUSTIFY THE CHANGE-OVER. THE COST OF THE CHANGE WAS BORNE MOSTLY BY THE GOVERNMENT. THE QUESTION OF TIMING FOR TRAINING IN RIGHT-HAND DRIVING WAS GIVEN STUDY. ON THE BASIS OF EXPERIMENTATION, TRAINING PRIOR TO CHANGE -OVER COULD CAUSE MORE HARM THAN GOOD. IT WAS DETERMINED THAT A DRIVER WHO CHANGED HIS ENVIRONMENT AT THE TIME OF THE CHANGE-OVER MADE FEWER ERRORS THAN A DRIVER WHO REMAINED IN THE SAME ENVIRONMENT. BUT WHEN THE FIRST DRIVER RETURNED TO HIS FAMILIAR ENVIRONMENT, HE MADE MORE ERRORS THAN THE ONE WHO HAD REMAINED IN THE SAME AREA. IT WAS CONCLUDED, NOT TO RECOMMEND A CHANGE OF ENVIRONMENT AFTER THE DATES OF THE CHANGE-OVER. TRAFFIC STUDIES SHOWED THAT OUTSIDE REARVIEW MIRRORS WERE OF AID IN DETECTING OVERTAKING VEHICLES. THE PROBLEM OF TRAINING PEDESTRIANS TO LOOK FIRST TO THE LEFT BEFORE STEPPING OFF THE CURB WAS STUDIED. THE SUB CHANGE- OVER WAS MORE DIFFICULT BECAUSE ALL BUSES HAD DOORS ON THE LEFT SIDE AND WERE DESIGNED THROUGHOUT FOR LEFT-HAND TRAFFIC. TRAFFIC SIGNALS WERE REVISED AND HIGHWAY SIGNS WERE REPLACED OR NEWLY INSTALLED. IN STOCKHOLM, THE CHANGE-OVER WAS ACCOMPANIED BY THE DEVELOPMENT OF A REVISED TRAFFIC CIRCULATION PLAN TO IMPROVE THE TRAFFIC CAPACITY OF THE STREET SYSTEM. THE NUMBER OF ONE-WAY STREETS WAS INCREASED, MANY COMPLICATED INTERSECTIONS WERE REBUILT, AND STREET CARS WERE ABANDONED. NEW PARKING REGULATIONS, WHICH PROHIBIT DAYTIME PARKING IN VIRTUALLY ALL THE DOWNTOWN SECTIONS, WERE PLACED IN EFFECT. NEW REGULATIONS REQUIRE PEDESTRIANS TO OBEY TRAFFIC SIGNALS AND USE PEDESTRIAN CROSSINGS. DRIVERS HAVE BEEN REQUIRED TO YIELD TO PEDESTRIANS CROSSING ON A GREEN LIGHT. THE BASIC RIGHT-OF-WAY RULE WAS REVISED SO THAT THE DRIVERS MUST NOW YIELD TO THE VEHICLE ON THE RIGHT. SPEED LIMITS WERE TEMPORARILY REDUCED AND REGULATIONS PROHIBITED THE CROSSING OF A SOLID LINE TO THE RIGHT OF A BROKEN CENTERLINE. ACCIDENT EXPERIENCE IN THE FIRST TWO MONTHS SHOW THAT FATAL ACCIDENTS ARE MUCH BELOW THE AVERAGE RATE, AND TOTAL ACCIDENTS HAVE OCCURRED AT A RATE ABOUT AVERAGE.]]></description>
      <pubDate>Fri, 30 Sep 1994 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/116668</guid>
    </item>
    <item>
      <title>AN EVALUATION OF LEFT-TURN-ON-RED</title>
      <link>https://trid.trb.org/View/216800</link>
      <description><![CDATA[On the basis of American Left Turn On Red (LTOR) experience and the results of a local LTOR trial, we evaluate the economic and road safety implications for New Zealand if a LTOR rule is introduced.  We conclude that from an operational point of view LTOR would have to be implemented at approximately 80% of signalised approaches nationwide. However, the fuel and time savings under a generally permissive regime do not currently justify the small, but largely unpredictable, risk of accidents in adopting a LTOR rule.  If motor fuel prices rise dramatically, LTOR may in future years prove economically desirable for New Zealand.  In that event a reformulation of the criteria governing the suitability of a signalised approach for LTOR implementation wouuld need to be undertaken.  Only 40 per cent of all signalised approaches in New Zealand would be LTOR approaches if the existing American generally permissive selection criteria were adhered to.  (Author)]]></description>
      <pubDate>Sun, 30 Jun 1985 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/216800</guid>
    </item>
    <item>
      <title>WHY DRIVING RULES DIFFER</title>
      <link>https://trid.trb.org/View/196125</link>
      <description><![CDATA[Information is provided on driving rule preferences of various countries, that is, driving on the left side or on the right side.  This preference emerges from the source of influence.  This source of influence may be a result of national heritage or as a result of various customs or traditions.  Research into the question reveals the basic reasons.  To begin with, about 90% of the human race is right handed and always has been.  Until about 200 years ago, this right handedness favored keeping to the left.  But later development in certain countries of large horse drawn freight wagons with drivers seated on the left rear horse of the team resulted in rules to keep to the right to pass oncoming traffic.  Finally, once a nation had developed a custom of driving on one side of the road, it became increasingly difficult and costly to switch to the other side.  Still, changes have been made, many of them connected with military activities and transfers of sovereignty.]]></description>
      <pubDate>Sun, 30 Oct 1983 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/196125</guid>
    </item>
    <item>
      <title>LEFT-RIGHT: WHY DRIVING RULES DIFFER</title>
      <link>https://trid.trb.org/View/187844</link>
      <description><![CDATA[This article gives an interesting account of why vehicles are driven on the right side of the road in some countries and on the left in others. It also indicates which countries follow the right side rule of the road and which follow the left side rule of the road, pointing out especially those countries where recent changes have been made.]]></description>
      <pubDate>Mon, 28 Feb 1983 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/187844</guid>
    </item>
    <item>
      <title>SATURATION FLOW OF A MOVEMENT CONTAINING A SLIP LANE AT TRAFFIC SIGNALS</title>
      <link>https://trid.trb.org/View/186379</link>
      <description><![CDATA[A common and usually desirable practice is to widen an intersection approach to provide a left-turn slip lane. Vehicles in this lane may then "turn left at any time with care".  For traffic signals at the intersection, flow for this movement may occur throughout the signal cycle.  During the green period for the adjacent traffic lanes, flow is normal provided vehicles have had access to the slip lane during the previous red period.  During the red period, again providing access is possible, flow occurs subject to a requirement to give way to opposing traffic.  The capacity of the movement during these periods may be calculated and converted to an equivalent saturation flow increase for the movement.  The increase is a function of the length of the slip lane.  For a slip lane of zero length, the conditions for "left turn on red" are obtained.  Some theoretical results are presented (a). The number of the covering abstract of the conference is TRIS no. 368448.  (TRRL)]]></description>
      <pubDate>Mon, 31 Jan 1983 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/186379</guid>
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