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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>
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      <title>Transport Research International Documentation (TRID)</title>
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    <item>
      <title>PEDESTRIAN ACCIDENT PREVENTION</title>
      <link>https://trid.trb.org/View/115549</link>
      <description><![CDATA[PEDESTRIANS IN 1969 ACCOUNTED FOR 17% OF ALL HIGHWAY FATALITIES, THE BREAKDOWN BEING 8% IN RURAL AREAS AND 33% IN URBAN AREAS. A SUMMARY OF FACTORS IN THE HIGH RATE OF PEDESTRIAN ACCIDENTS IS FOLLOWED BY A DISCUSSION OF MEASURES THAT CAN BE TAKEN TO IMPROVE PEDESTRIAN SAFETY IN THE AREAS OF ENGINEERING, EDUCATION, AND ENFORCEMENT. THE DISCUSSION OF ENGINEERING MEASURES EMBRACES SIDEWALKS, CROSSWALKS, TRAFFIC SIGNALS, PEDESTRIAN BARRIERS, HIGHWAY LIGHTING, SAFETY ZONES AND ISLANDS, PEDESTRIANS TUNNELS AND OVERPASSES, SIGNS AND SPECIAL MARKINGS, AND POLICE CONTROL. SPECIAL ATTENTION IS GIVEN TO THE PROTECTION OF SCHOOL CROSSINGS. IT IS NOTED IN CONCLUSION THAT (1) STUDIES HAVE SHOWN THAT THE EFFECT OF EDUCATION AND ENFORCEMENT IS EVIDENT ONLY IN THE PRESENCE OF EFFECTIVE SYMBOLS AND (2) SINCE VOLUNTARY OBSERVANCE AND OBEDIENCE MUST BE RELIED ON, REGULATIONS FOR PEDESTRIANS SHOULD BE PRACTICAL AND JUSTIFIED.]]></description>
      <pubDate>Thu, 25 Oct 2001 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/115549</guid>
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      <title>SYNTHESIS OF SAFETY RESEARCH: PEDESTRIANS. FINAL REPORT</title>
      <link>https://trid.trb.org/View/362643</link>
      <description><![CDATA[This synthesis provides information from past research on pedestrians, with a primary emphasis on pedestrian safety. The topics include characteristics of pedestrian accidents, conflict analyses and hazard formulas, pedestrian safety programs, and countermeasures related to engineering and education.  Engineering measures discussed in this report include pedestrian barriers, crosswalks, signs, signals, right-turn-on-red, innovative traffic control devices, refuge islands, provisions for handicapped pedestrians, bus stop location, school trip safety, overpasses, sidewalks, and others.  Information is also included on educational considerations and traffic enforcement and regulations related to pedestrians.  Pedestrian accidents account for 15 to 20% of all motor-vehicle fatalities in the U.S. and more than 100,000 people injured or killed each year.  A considerable amount of research has been conducted over the past 25 years to better define the pedestrian safety problem and to develop and evaluate potential countermeasures.  When selectively used, many of the engineering treatments can be effective in reducing pedestrian deaths and injuries. Pedestrian educational programs have been found to reduce 20 to 30% of pedestrian accidents involving young children. Model traffic regulations and enforcement programs are also important.  This report is an update of Chapter 16 "Pedestrian Ways" written by R.C. Pfefer, A. Sorton, J. Fegan, and M.J. Rosenbaum, which was published by the Federal Highway Administration in Synthesis of Safety Research Related to Traffic Control and Roadway Elements - Volume 2 in December, 1982.]]></description>
      <pubDate>Tue, 30 Apr 1996 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/362643</guid>
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      <title>DESIGN AND SAFETY OF PEDESTRIAN FACILITIES</title>
      <link>https://trid.trb.org/View/454481</link>
      <description><![CDATA[This report is a proposed recommended practice of the Institute of Transportation Engineers, prepared by the Technical Council Committee 5A-5.  It consists of fifteen chapters of recommended practice for traffic and safety engineers related to pedestrian facilities.  Chapter titles are as follows:  (1) Roadway Design Considerations; (2) Pedestrians With Disabilities; (3) Sidewalks and Paths; (4) Pedestrian and Motorist Signing; (5) Signalization; (6) Crosswalks and Stop Signs; (7) Pedestrian Refuge Islands; (8) Pedestrian Barriers; (9) Curb Parking Restrictions; (10) Grade-Separated Crossings; (11) School Practices; (12) Neighborhood Traffic Control Measures; (13) Pedestrian Oriented Environments; (14) Transit Stops; and (15) Work Zone Pedestrian Safety.]]></description>
      <pubDate>Mon, 08 Apr 1996 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/454481</guid>
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    <item>
      <title>THE TRAFFIC ENVIRONMENT AND VEHICLE ACCIDENTS. EXPERIENCE FROM VOLVO ACCIDENT RESEARCH IN SWEDEN. PROCEEDINGS OF STRATEGIC HIGHWAY RESEARCH PROGRAM AND TRAFFIC SAFETY ON TWO CONTINENTS, GOTHENBURG, SWEDEN, 27-29 SEPTEMBER, 1989</title>
      <link>https://trid.trb.org/View/308099</link>
      <description><![CDATA[A high standard of road safety requires a good interaction between people, vehicles and traffic environment.  This presentation is devoted to experience gleaned from road accidents involving collisions with selected objects in the traffic environment.  The report shows that a significant proportion of these collisions, which caused serious personal injury, were with objects off the actual road. Trees and heavy lamp posts are the type of object involved in most of these cases of personal injury.  In addition, the report includes many accidents in which significant injury was caused by road rails/pedestrian pass rails, which from a traffic safety point of view were unfavourably designed.  In all new road constructions, as well as when revising traffic systems, the objective should be to attain a high standard of safety with regard to road environment. Exclusive use of energy absorbing posts and other safe types of road furniture would significantly increase the overall standard of road safety.]]></description>
      <pubDate>Mon, 30 Apr 1990 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/308099</guid>
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    <item>
      <title>IMPROVED STABILITY AND HANDLING OF TRUCK COMBINATIONS WITH THE DOUBLE DRAWBAR DOLLY</title>
      <link>https://trid.trb.org/View/202414</link>
      <description><![CDATA[The double drawbar dolly eliminates articulation of the conventional single drawbar converter dolly to improve the stability of multiple trailer truck combinations. It is usually provided with a self-steering axle to improve maneuverability.  This paper describes double drawbar dolly types, factors in their design, and findings from tests of a specific dolly and computer simulation results pertaining to a range of dolly concepts. Performance topics investigated include low and high speed offtracking, stability characteristics and loads at the dolly hitch.  The results showed vehicle performance is highly dependent upon friction and stiffness in the dolly self-steering system.  Both test and simulation showed that compared with the single drawbar dolly, a double drawbar dolly having properties equivalent to that tested would significantly improve vehicle stability.  If steer stiffness is diminished to the free castering condition, stability becomes poorer than with the conventional single drawbar dolly.  The double drawbar dolly can impose high longitudinal and vertical loads on the pintle hooks.  Therefore, the latch mechanism must be capable of resisting these large upward loads.]]></description>
      <pubDate>Fri, 30 Mar 1984 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/202414</guid>
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      <title>RECOMMENDED SAFETY MEASURES FOR PEDESTRIAN TRAFFIC</title>
      <link>https://trid.trb.org/View/178031</link>
      <description><![CDATA[A committee comprising specialists from various fields was set up to evaluate the results emanating from the pedestrian safety research done so far, and to formulate some positive recommendations. The recommendations comprise mainly the following: Main arterials should bypass residential areas; bus routes, bus stops and bus terminals should be planned so that the best service is offered while ensuring adequate safety measures for pedestrians; side-walks should comply with acceptable geometric design with regard to walkability, and paving should be provided where warranted; barriers to contain and/or channel pedestrian traffic should be provided where warranted; the planning, siting and building of large pedestrian generators should ensure pedestrian safety and accesses to such generators should preferably be off-street; wherever practicable and justified, pedestrian and vehicular traffic should be separated; information systems are essential for directing pedestrians; there should be an overall speed limit of 50 km/h in urban areas, except where high speeds are justified; block type crossings need further research regarding placement, control, legislation, signing, etc; pedestrian facilities should be well illuminated at night to draw motorists' attention and to motivate pedestrians to use such facilities; the question of law enforcement needs further research; the public should be educated regarding the usage of "soft" drugs together with alcohol; the legislation should be changed to make provision for the intoxicated pedestrian; a BAC-limit of 0.15 gram per 100 millilitre blood is recommended for pedestrians; the role of "hard" drugs in pedestrian accidents still requires further research; pedestrian safety education; pedestrian routes should be planned and such information be furnished to relevant pedestrians; more progressive publicity campaigns should be considered by the NRSC regarding pedestrian safety; and pedestrian safety should be stressed to a greater extent in training traffic engineers.]]></description>
      <pubDate>Wed, 30 Nov 1983 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/178031</guid>
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    <item>
      <title>TAKING A NEW ANGLE ON PEDESTRIAN BARRIERS</title>
      <link>https://trid.trb.org/View/141036</link>
      <description><![CDATA[The design and effectiveness of visirail barriers is discussed.  It was thought that by making a barrier zig-zag rather than straight, transparency could be increased.  This improved visibility has been achieved with visirail by staggering the infill only.  the Linex "Perspector" was used to draw predicted views which showed that an angle of 4 deg was most effective giving a visibility which improved with distance, reaching a peak of 77 per cent transparency at 45 M.  With conventional in-line barriers, a maximum of 50 per cent visibility occurs so close to the driver that he is unable to stop in time at speeds above 15 mile/h.  It is claimed that the safe speed is raised to 50 mile/h with visirail.  Other advantages of the system are illustrated. Visibility from both directions can be provided at pedestrian crossings by inverting one set of panels. /TRRL/]]></description>
      <pubDate>Sat, 29 Sep 1979 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/141036</guid>
    </item>
    <item>
      <title>PEDESTRIAN BARRIERS FOR SAFETY AND GUIDANCE. THE INFLUENCE OF KERB AND MEDIAN BARRIERS ON PEDESTRIAN BEHAVIOUR, CHOICE OF CROSSING LOCATION AND ACCIDENTS</title>
      <link>https://trid.trb.org/View/92049</link>
      <description><![CDATA[The multiple studies of pedestrian barriers conducted during the course of this investigation show that: (1) barriers perform their function of channeling and guiding pedestrians if built with care and arranged well on the street; (2) when integrated into the total design of a street, at crosswalks, tunnels, intersections, etc., barriers can make a substantial contribution to accident reduction - as much as 30 per cent.  Given that barriers are the only low cost method for physically separating pedestrians and vehicles in an environment basically planned to service the latter, it would appear worthwhile investing in their improved effectiveness and increased use.  Increasing their effectiveness in terms of influencing pedestrian behaviour requires continued study of the detailed characteristics of pedestrian behaviour, while broadening the use of barriers depends, to a great extent, on improving their appearance as street furniture. /TRRL/]]></description>
      <pubDate>Sat, 29 Sep 1979 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/92049</guid>
    </item>
    <item>
      <title>EUROPEAN EXPERIENCE IN PEDESTRIAN AND BICYCLE FACILITIES</title>
      <link>https://trid.trb.org/View/137223</link>
      <description><![CDATA[This report presents the findings of an in-depth study which was undertaken as part of the survey being made by the International Road Federation of current research and development in roads and road transport.  The report details the author's experiences in several European cities relative to bicycle and pedestrian accommodations and control devices.  In each city visited, large areas had been set aside for pedestrian activity.  These areas, called pedestrian zones or pedestrian precincts, encompassed several major streets in the downtown areas.  Control varied from complete prohibition of motor vehicle traffic to the provision of allowing traffic to proceed slowly through the pedestrian precinct.  Control of pedestrian traffic was studied in the context of pedestrian signs, signals, and markings; and the use of pedestrian barriers to direct pedestrian activity and of pedestrian overpasses and underpasses to prohibit at-grade pedestrian crossings was investigated.  Barriers were used extensively in most of the countries visited and were placed at intersections to control pedestrian activity along sidewalks and medians to prohibit unsafe crossings.  Symbolic pedestrian signals and street markings were also in evidence.  Most of the countries visited had plans for extensive bicycle routes and had made provisions for separate bicycle paths.  Bicycle signals were in evidence in almost every city and special bicycle markings and signing were also in evidence. Neighborhood redesign and new towns were also studied in regard to their provisions for pedestrian and bicycle activity.  It was found that neighborhoods have been redesigned to prohibit through traffic, reduce the number of vehicles, and reduce vehicular speeds by changes in the highway system to give the driver the conception that he is encroaching on a pedestrian area.  One new town was found to have the ultimate in separation of modes--there were approximately 23 miles of separate bicycle/pedestrian facilities and intersections of the two modes were always grade separated.]]></description>
      <pubDate>Thu, 27 Feb 1975 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/137223</guid>
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