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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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      <title>Roadway Median Treatments – Phase 1 and Phase 2</title>
      <link>https://trid.trb.org/View/914830</link>
      <description><![CDATA[This research project examined relationships among crash rates, cross section design elements, and other operational attributes of multilane urban and suburban roadways in Arkansas. Crash rates for four cross section categories (roadways with no median, roadways with occasional left-turn lanes, roadways with continuous two-way left turn-lanes, and roadways with raised or depressed medians) were compared. Freeways were not considered. Crash histories were examined for cross section types, speed limits, volumes, widths of through lanes, presence of curb or shoulder, outer shoulder widths, median widths, and the densities of various types of access. Some variables were correlated, and it was suspected that such correlations can skew crash prediction models. Generally, the raised or depressed median group had slightly lower crash rates. The findings can help planners and designers when selecting the median type and cross section design for multilane roadways in rural areas that face future urban development, and in urban areas.]]></description>
      <pubDate>Fri, 26 Mar 2010 07:59:44 GMT</pubDate>
      <guid>https://trid.trb.org/View/914830</guid>
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      <title>Accident Modification Factors for Medians on Freeways and Multilane Rural Highways in Texas</title>
      <link>https://trid.trb.org/View/847772</link>
      <description><![CDATA[With the growing demand for safer streets and highways, state and national transportation agencies are investigating the relationships between roadway characteristics and crashes. The objective of this study was to develop accident modification factors (AMFs) for median characteristics on urban and rural freeways and on rural multilane highways. Data available for use in the evaluation included 458 mi of with-barrier segments (primarily urban, with some rural sites), 359 mi of urban without-barrier segments, and 436 mi of rural without-barrier segments. A series of negative binomial regression models was used to determine the effects of independent variables on crashes. Variables considered in developing the base models included average daily traffic, left-shoulder width, barrier offset, median (with shoulder) width, and pole density. Crashes were examined in relation to median crashes for 5 years (1997 to 2001). An AMF represents the change in safety when a particular geometric design element changes in size from one value to another. In this project, the AMFs were estimated directly from the coefficients of the models. This approach for AMF development assumes that (a) each AMF is independent because the model parameters are assumed to be independent, and (b) the change in crash frequency is exponential. AMF equations were developed for urban and rural medians with rigid barriers, urban medians without barriers, and rural medians without barriers.]]></description>
      <pubDate>Tue, 03 Jun 2008 07:32:14 GMT</pubDate>
      <guid>https://trid.trb.org/View/847772</guid>
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      <title>Headway Acceptance Characteristics of U-Turning Vehicles at Unsignalized Intersections</title>
      <link>https://trid.trb.org/View/801480</link>
      <description><![CDATA[During the past two decades, more and more state departments of transportation have installed nontraversable medians and directional median openings on multilane highways. These installations have resulted in an increased number of U-turning vehicles at unsignalized intersections on multilane highways. The headway acceptance characteristics of U-turning vehicles are analyzed at unsignalized intersections on four-lane divided roadways. The critical headway for U-turn movement is estimated by using the maximum likelihood method. A binary logit model is developed to identify the influence of median width on the headway acceptance characteristics of U-turning vehicles. Results of this binary logit model indicate that the median width at a median opening significantly affects the decisions of U-turning drivers about accepting or rejecting a particular headway in the major-street traffic stream. Results of the maximum likelihood estimation indicate that a vehicle making a U-turn at an unsignalized intersection with a wide (≥21 ft) median has a smaller critical headway than one making a U-turn at an unsignalized intersection with a narrow (<21 ft) median. The critical headway for U-turn movement at unsignalized intersections is about 6.4 s with wide medians and about 6.9 s with narrow medians. These estimated critical headways supplement the current capacity estimation method for unsignalized intersections and can be directly used in Harders’ model to estimate the capacity of U-turn movement at unsignalized intersections.]]></description>
      <pubDate>Mon, 21 May 2007 13:18:28 GMT</pubDate>
      <guid>https://trid.trb.org/View/801480</guid>
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      <title>Criteria for High Design Speed Facilities</title>
      <link>https://trid.trb.org/View/806966</link>
      <description><![CDATA[The Texas Department of Transportation (TxDOT) is embarking on a multi-decade effort to expand the state’s transportation system. To accomplish this expansion, TxDOT has expressed an interest in using higher design speeds [above 80 mph (130 km/h)] to promote faster and more efficient travel within the state. Current state and national roadway design guidance does not provide criteria for design speeds above 80 mph (130 km/h), so design values are not available. The purpose of TxDOT Project 0-5544, Development of High Speed Roadway Design Criteria and Evaluation of Roadside Safety Features, was to expand upon existing design guidance and identify new criteria for design speeds up to 100 mph (160 km/h). Determination of preliminary criteria required extrapolation of existing equations along with the use of engineering judgment. A Roundtable Discussion Group was assembled to obtain practicing engineers’ opinions and views on the methodology used to determine the criteria and on the specific values of the criteria. The technical report developed as part of this project presents issues and concerns and shows potential values generated for design speeds of 85 to 100 mph (140 to 160 km/h) for: stopping sight distance, grades, vertical alignment, lane width, shoulder width, cross slope, horizontal alignment and superelevation, ramp design speed, ramp grades and profiles, ramp cross section and cross slope, distance between successive ramps, ramp lane and shoulder widths, ramp acceleration and deceleration lengths, roadside clear zones, median width, roadside slopes and ditches, crash testing, and roadside safety devices. The criteria developed in the project were provided to TxDOT. TxDOT incorporated project findings in the new TxDOT "Roadway Design Manual" Chapter 8: Mobility Corridor (5R) Design Criteria.]]></description>
      <pubDate>Mon, 30 Apr 2007 16:16:03 GMT</pubDate>
      <guid>https://trid.trb.org/View/806966</guid>
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    <item>
      <title>Effect of Insufficient Sight Distance on Left-Turn Traffic Operation</title>
      <link>https://trid.trb.org/View/792894</link>
      <description><![CDATA[For the unprotected left-turn traffic at two-way stop controlled intersections or during permitted left-turn green phase at signalized intersections, left-turning drivers from the major road need to accept proper gaps to cross the opposing through traffic into the minor road.  Provision of a relatively wide median on the major road facilitates adding left turn lanes.  However, if the median is too wide, the simultaneously-left-turning vehicles in the opposite left-turn lanes often block each other's view so as to influence the left-turn traffic operation.  Based on field observations in this study, it was found that insufficient sight distance may significantly result in the increment of the critical gap and follow-up time of left-turning drivers.  This paper presents theoretical models to quantify the negative effect of the restricted sight problem on left-turn capacity.  The Arena simulation model was used to verify the results.]]></description>
      <pubDate>Mon, 23 Oct 2006 14:15:27 GMT</pubDate>
      <guid>https://trid.trb.org/View/792894</guid>
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    <item>
      <title>Estimating Free Flow Speed on Urban Street Segments</title>
      <link>https://trid.trb.org/View/791003</link>
      <description><![CDATA[This paper investigates the relationship between 85th percentile free flow speed and geometric variables on urban street segments.  Geometric and spot speed data were collected from 35 different two lane segments located in Fairfax County in northern Virginia.  Single and multiple variable linear regression models were developed to estimate the relationship between 85th percentile free flow speed and statistically significant factors.  These factors included posted speed limit, median width and signal spacing.  The model was able to account for 85% of the variation in the 85th percentile speed.]]></description>
      <pubDate>Mon, 23 Oct 2006 14:15:26 GMT</pubDate>
      <guid>https://trid.trb.org/View/791003</guid>
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    <item>
      <title>Effects of Rural Highway Median Treatments and Access</title>
      <link>https://trid.trb.org/View/803556</link>
      <description><![CDATA[The safety records of rural and suburban four-lane highways in Arkansas as a function of median treatment and access density were examined. The study excluded roadways with posted speeds lower than 64 km/h (40 mph) and excluded fully controlled access roadways. When entering an urban area, the segments were normally terminated when the first traffic signal or stop sign was encountered. By using 3 years of crash data, the analyses revealed a number of relationships relating crash frequency to median, volume, and access frequency attributes. Crash severity and crash type were also examined. As median width increased, there was a weak but statistically significant decline in the crash rate. There was a weak but statistically significant increase in the crash rate as access density increased. The roadways with shoulders and depressed medians had the lowest crash rates, and the roadways with no median (i.e., painted centerline) and curbs had the worst safety record. An inspection of these data suggests that there may be a correlation between median type and land use type: certain types of median are more likely to be present in certain land use environments. This raises the possibility that in this and in other studies of the safety effects of median treatments, the findings may be influenced or skewed by correlations between median type and land use or surroundings or by other factors.]]></description>
      <pubDate>Fri, 24 Mar 2006 15:11:21 GMT</pubDate>
      <guid>https://trid.trb.org/View/803556</guid>
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    <item>
      <title>Median Design Considerations Based on Crash and Cost Analyses</title>
      <link>https://trid.trb.org/View/760704</link>
      <description><![CDATA[Depressed medians on limited access, divided highways separate opposing traffic and provide a recovery area for errant vehicles that run-off-the-road left of the traveled way.  Appropriate median widths are determined based on the potential need for median barrier.  The American Association of State Highway and Transportation Officials (AASHTO) "Roadside Design Guide" provides median barrier warrant criteria based on median width and average daily traffic volume.  These guidelines have remained relatively unchanged since the 1970s.  Most state transportation agencies have adopted the AASHTO median design policy as standard practice for all high-speed, limited access, divided Interstates and expressways.  Roadway inventory and median-related crash data were collected on limited access, divided highway in several states to evaluate existing median barrier warrant criteria.  Analytical results from two separate studies are presented in this paper.  Regression models of median-involved crashes were developed and comparative analyses were conducted to assess the adequacy of the existing AASHTO median barrier warrant criteria.  Further, cost-effectiveness analyses using Pennsylvania Interstate data are presented.  Based on the results of both studies, there is a benefit of installing longitudinal barrier on divided highways with median widths up to 70 ft.  These results are based on using the existing design-decision variables of median width and average daily traffic.]]></description>
      <pubDate>Fri, 30 Sep 2005 15:32:39 GMT</pubDate>
      <guid>https://trid.trb.org/View/760704</guid>
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    <item>
      <title>MEDIAN CROSSOVER ACCIDENT ANALYSES AND THE EFFECTIVENESS OF MEDIAN BARRIERS</title>
      <link>https://trid.trb.org/View/743248</link>
      <description><![CDATA[This research explored the use of count models to determine design and weather factors correlated with median crossover crashes on Washington State highways.  The study 1) developed a roadside data system that can be consistently and systematically used in all six regions of Washington State; 2) developed a decision matrix comprising geometric, environmental, and traffic factors for estimating crossover probability ranges; and 3) examined the impacts of barriering.  Longitudinal data for the period 1990 to 1994 containing crash information on vehicle crossovers on non-barriered medians on Washington State highways were used as the dataset for this study.  Two types of statistical models were examined:  1) a model that forecasts the mean number of yearly median crossovers, and 2) a model that examines the contribution of roadway geometrics, median widths, weather, traffic volumes and roadside characteristics to the annual societal cost of median crossovers.  Results of the study suggest these design policies:  Barrier all medians less than or equal to 50 ft wide; do not install barriers for medians wider than 60 ft; consider case-by-case barriering medians in the 50-ft to 60-ft range.]]></description>
      <pubDate>Fri, 05 Nov 2004 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/743248</guid>
    </item>
    <item>
      <title>RESEARCH PAYS OFF: MEDIAN JERSEY BARRIERS REDUCE SEVERITY OF FREEWAY CRASHES</title>
      <link>https://trid.trb.org/View/370740</link>
      <description><![CDATA[A study was undertaken by the Institute of Transportation Studies of the University of California at Irvine to examine the safety aspects of Jersey-type median barriers and establish their costs and benefits.  It was found that the frequency of nonfatal and noninjury accidents was basically unchanged after barrier installation, and that both the frequency of fatal accidents and the frequency of fatalities decreased significantly (by 36 and 43%, respectively).  The frequency of injury accidents and injuries also decreased, but not as significantly as those associated with fatalities (by 13 and 11%, respectively).  Also studied was the impact of Jersey barriers on crossover accidents.  Results showed that head-on accidents decreased significantly, and the fatalities associated with these accidents were eliminated.  Finally, the effect of median width on the frequency of accidents was examined.  It was determined that for highway sections on which the median width was decreased after the installation of Jersey barriers, the frequency of nonfatal and noninjury accidents increased (9.2 and 2.4%, respectively), whereas the frequency of fatal accidents decreased by 31.3%.  Although decreased median width reduced the overall effectiveness of Jersey barriers, the reduction in fatal accidents remained significant.  During cost-benefit analysis, the installation cost of Jersey barriers was compared with savings in total costs of fatalities and injuries that would be prevented by the presence of the barrier.  The results indicate substantial cost savings and, more important, lives saved with the installation of Jersey barriers.]]></description>
      <pubDate>Sat, 23 Oct 1993 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/370740</guid>
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