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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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      <link>https://trid.trb.org/</link>
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    <item>
      <title>Motor Vehicle Crashes Involving Railroad Crossing Signal Masts and Guardrails</title>
      <link>https://trid.trb.org/View/1635312</link>
      <description><![CDATA[The installation of “active” warning devices, such as crossing signals and gates, is a principal element of state and federal railroad crossing safety programs, and their effectiveness in preventing vehicle–train collision is well documented. While most active crossings are occupied by trains only a few minutes each day, non-crashworthy items are frequently present at active crossings including crossing signal masts, crossing gate mechanisms, cantilever supports, and signal controller bungalows. Various agencies utilize longitudinal guardrail systems to protect errant motorists from striking non-frangible crossing signal hardware. This study sought to determine whether such guardrails influence the prevalence and severity of motor vehicle strikes involving crossing hardware. A review of 10?years of police crash-report narratives in Iowa, United States (U.S.) indicates an average of 15.6 crashes per year at 1,853 crossings involving signal masts, signal guardrails, or related infrastructure. Over this period, one fatality and five serious injuries occurred as a result of these crashes. The crash-injury severity distributions appeared similar in crashes with and without guardrail, and regression models showed that guardrail presence did not affect the rate of crashes involving railroad apparatus. Although the use of longitudinal guardrail systems did not appear to have a strong effect on crash rates or severity at active grade crossings, other methods for reducing crash prevalence and severity could be explored in future research, such as the development of crashworthy signal assemblies for flashing-signal-only crossings and the redesign of gate and cantilever supports to increase separation from the traveled way.]]></description>
      <pubDate>Tue, 09 Jul 2019 12:35:47 GMT</pubDate>
      <guid>https://trid.trb.org/View/1635312</guid>
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      <title>Impact of Signal Mounting Configuration on Intersection Safety and Operations</title>
      <link>https://trid.trb.org/View/1127389</link>
      <description><![CDATA[One of the most complex driving tasks is navigating though signalized intersections. Traffic signal visibility is critical to achieve safe and smooth traffic flow at intersections. The Manual on Uniform Traffic Control Devices (MUTCD) regulates the location, size, number and meaning of the signal indications. These standards are in place to ensure uniformity in signal design features throughout the USA. However, there are substantial differences in the mounting configurations of traffic signals from one area to the next. Traffic signals may be mounted on poles located on street corners, supported by overhead mast arms, or hung overhead by span wire attached to poles near the intersection. The authors of this paper studied the type of signal mounting configuration and their impact on traffic safety and operations at signalized intersections. The authors conducted research to compare the occurrence of red light violations and vehicles entering the intersection late in the yellow interval at intersections with various types of signal mounting configurations such as overhead mast arm, overhead diagonal span wire, and near-side/far-side post mounted configurations. This paper presents the data collection and analysis procedures used in this on-going study, statistical analysis performed and the results.]]></description>
      <pubDate>Mon, 30 Jan 2012 07:08:57 GMT</pubDate>
      <guid>https://trid.trb.org/View/1127389</guid>
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      <title>Fatigue Life of Steel Base Plate to Pole Connections for Traffic Structures</title>
      <link>https://trid.trb.org/View/1127040</link>
      <description><![CDATA[This is a final report of an extensive experimental and analytical examination of the fatigue behavior of the welded end connection used on high-mast light structures and traffic signal masts. The weld details commonly used for these connections produce very poor fatigue performance. Their performance is a function of base plate stiffness, weld type and geometry, and number of anchor bolts. Older connection designs produced very poor fatigue performance far below the lowest American Association of State Highway and Transportation Officials (AASHTO) fatigue category. These connections can be improved by increasing the base or end plate thickness, improving weld details, and other geometric considerations. Due to the interaction of the overall connection geometry upon fatigue performance, the fatigue performance of the connection cannot be classified by simply the type of connection. The fatigue life can be improved to fatigue performance comparable to Category B but a similar connection with a thinner base plate can produce fatigue life of Category E. Recommended connections and their corresponding fatigue strength are given as well as recommended fabrication and welding specifications.]]></description>
      <pubDate>Wed, 25 Jan 2012 14:21:55 GMT</pubDate>
      <guid>https://trid.trb.org/View/1127040</guid>
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    <item>
      <title>Fatigue-Resistant Design for Overhead Signs, Mast-Arm Signal Poles, and Lighting Standards</title>
      <link>https://trid.trb.org/View/786584</link>
      <description><![CDATA[Traffic signs and signals are often supported by flexible cantilevered structures that are susceptible to wind-induced vibration and fatigue. The latest version of the design specifications published by the American Association of State Transportation Officials (AASHTO) now considers fatigue as a limit state. However, most of the fatigue classifications for welded details were not based on full-scale testing, and are thought to be overly conservative. This research will address the fatigue resistance of two common mast arm-to-pole connections used in the state of Minnesota. The resistance attained experimentally aligned with current predictions using AASHTO procedures, except for in-plane loading of box connection details. As a consequence of specimen design, a variety of tube-to-transverse plate connections were also tested using multi-sided tube cross-sections with different tube diameters, tube thicknesses, as well as base plate thicknesses. The standard tube-to-transverse plate connection exhibited Category K sub 2 resistance, two categories lower than the E’ specified by AASHTO. This resistance was enhanced to Category E’ through impact treatment or Category E by doubling the base plate thickness. Gusset plates could not prevent cracking of the tube at the base plate, but the tips of the gusset plate exhibited Category E resistance.]]></description>
      <pubDate>Mon, 14 Aug 2006 16:22:16 GMT</pubDate>
      <guid>https://trid.trb.org/View/786584</guid>
    </item>
    <item>
      <title>Application of Ultrasonic Impact Treatment to In-Service Signal Mast Arms</title>
      <link>https://trid.trb.org/View/782687</link>
      <description><![CDATA[The application of Ultrasonic Impact Treatment (UIT) to signal mast arms in the field is described. UIT has been demonstrated in the laboratory to provide a simple means to improve the fatigue performance of the fillet weld of connection of the mast arm tube to the end plate. The procedures used in the field are detailed and the time required for a repair documented. A fatigue test of a mast arm treated in the field is presented. The fatigue test indicated that the UIT treatment improved the performance of the connection to the level of a connection with a thicker end plate. UIT provides a cost effective means of increasing the service life of the mast arms at intersections where galloping oscillations of the mast arms have been observed.]]></description>
      <pubDate>Mon, 26 Jun 2006 16:07:13 GMT</pubDate>
      <guid>https://trid.trb.org/View/782687</guid>
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    <item>
      <title>Fatigue Resistance of Minnesota's Traffic Signal Structures</title>
      <link>https://trid.trb.org/View/776444</link>
      <description><![CDATA[In recent years, there has been increasing numbers of research projects to determine the fatigue resistance of welded details used in traffic signal poles and mast arms. The impetus being the publishing of the revised American Association of State and Highway Transportation Officials (AASHTO) design standards in 2001. Many of the details in the design standard are thought to have been assigned unnecessarily conservative fatigue categorizations, which was based on little or no full-scale testing. This paper will present results from fatigue resistance testing of two common details used in the State of Minnesota's traffic signal structural designs. These being the fatigue resistance of multi-sided tube-to-plate connections, as well as the built-up box connections for bolting a mast arm to a pole.]]></description>
      <pubDate>Thu, 08 Jun 2006 11:26:05 GMT</pubDate>
      <guid>https://trid.trb.org/View/776444</guid>
    </item>
    <item>
      <title>SIGNAL MAST ARM FATIGUE FAILURE INVESTIGATION</title>
      <link>https://trid.trb.org/View/660853</link>
      <description><![CDATA[The Missouri Department of Transportation (MoDOT) has discovered and documented failures in several cantilever mast arms in recent years.  The failures were primarily by fatigue at the weld of the arm to the base plate attached to the mast.  With over 6000 mast arms in service in Missouri, the failures raised concerns with the existing mast arm inventory and future mast arm design.  This report presents findings from an effort to determine the cause of unexpected cracking in Missouri mast arms.  Three causes of premature failure were investigated:  the stress ranges experienced at the weld detail were higher than anticipated, the number of cycles experienced at the weld detail were larger than anticipated, and/or the weld quality was less than expected.  The results show that the main culprit for the premature fatigue failure of mast arms in Missouri can be attributed to poor weld quality.  The new "fatigue-resistant" weld detail, without quality welding techniques, does not improve the situation.  The loads and cycles of loads experienced by the mast arms are not necessarily critical if the weld is of high quality.  Recommendations for possible solutions for existing in-service mast arms and for new mast arms are presented.  The recommendations range from insuring weld quality to dampers on the mast arms.]]></description>
      <pubDate>Tue, 09 Sep 2003 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/660853</guid>
    </item>
    <item>
      <title>FORENSIC INVESTIGATION OF FAILED MAST ARMS OF TRAFFIC SIGNAL SUPPORTED STRUCTURES</title>
      <link>https://trid.trb.org/View/731966</link>
      <description><![CDATA[In Missouri, 11 traffic signal mast arms fractured at the arm-post weld connection in 7 years.  To reduce this fatigue failure, the Missouri Department of Transportation developed a fatigue-resistant weld profile that increases the weld leg and reduces the slope of the weld at the toe.  This study investigated causes of the failed arms, compared performance of new and old weld profiles, and suggested retrofitting measures for further investigation.  The scope included a metallurgical investigation of one failed field mast arm, laboratory fatigue testing of five prototype mast arms (two new and three old profiles), and laboratory failure analysis of one arm tested to cracking.  Metallographic and fractographic analyses indicated that the fatigue crack in the failed mast arm initiates near the weld toe of the arm due to undercutting, creating a sharp local toe angle.  Location of undercutting at the heat-affected zone of the base material, where the material is softest, further contributed to early fatigue failure.  Tests showed that the new weld profile does not consistently increase fatigue strength. Premature fracture surfaces of one tested arm indicated that the fatigue cracks initiate in an area at the weld toe as observed in the failed mast arm.  Therefore, changing the weld profile alone is unlikely to increase mast arm fatigue life.  Pinning the weldment surface at the weld toe of mast arms is suggested to increase the life of mast arms.]]></description>
      <pubDate>Tue, 21 Jan 2003 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/731966</guid>
    </item>
    <item>
      <title>FATIGUE ASSESSMENT OF TRAFFIC SIGNAL MAST ARMS BASED ON FIELD TEST DATA UNDER NATURAL WIND GUSTS</title>
      <link>https://trid.trb.org/View/714530</link>
      <description><![CDATA[In recent years, several states including Missouri, Wyoming, California, and Texas experienced fracture failures of traffic signal mast arms.  Almost all the failures are associated with the propagation of defects or cracks.  It is therefore imperative to evaluate existing mast arms using a simple yet accurate procedure.  A statistical methodology is proposed to predict the fatigue life of signal mast arm structures on the basis of field-measured strain data.  The annual occurrence of various stress levels is determined using the historical wind speed data in the vicinity of a mast arm structure and the strain readings of the structure under specific wind gusts.  For each stress level, the crack initiation and propagation lives are estimated with the strain-life approach and the Paris crack-growth-rate model.  They are combined to account for variable stresses by means of Miner's rule and the root-mean-square model, respectively.  The stress concentration factor around the arm-post connection is determined using a finite element model.  The parameters in the life prediction models are determined with American Society for Testing and Materials flat tension and compact tension tests.  The proposed methodology was applied to a 12.8-m (42-ft) long octagonal mast arm and a 16.5-m (54-ft) long circular mast arm in Missouri.  It is concluded that signal structures in perfect condition will not crack under natural wind gusts during their service life. However, the 16.5-m-long arm is likely to be vulnerable to tiny defects around the weld connection, but the 12.8-m-long arm is safe unless a visible crack exists.]]></description>
      <pubDate>Mon, 10 Dec 2001 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/714530</guid>
    </item>
    <item>
      <title>STRAIN MEASUREMENTS ON TRAFFIC SIGNAL MAST ARMS</title>
      <link>https://trid.trb.org/View/511666</link>
      <description><![CDATA[The Missouri Department of Transportation (MoDOT) has had over a dozen traffic signal mast arms fail in the past six years.  The failures occurred at the weld joining the mast arm tube to the connection plate.  In order to investigate these failures a study was designed to measure the in-service strains experienced by two traffic signal mast arms.]]></description>
      <pubDate>Mon, 15 Nov 1999 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/511666</guid>
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