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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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      <title>VEHICULAR FLOW PAST INCIDENTS INVOLVING LANE BLOCKAGE ON URBAN ROADS: A PRELIMINARY EXPLORATION</title>
      <link>https://trid.trb.org/View/541881</link>
      <description><![CDATA[The effects of freeway lane reductions on roadway capacity have been discussed in the literature, but only limited attention has been given to capacity reduction on urban arterial roadways. Videotaping of incident management on arterial roadways as part of another project made available data that could be measured and converted into headways.  Fifteen incidents involving crashes and disabled vehicles from which measurements were drawn are examined in this report.  All events blocked one lane on a four-lane urban arterial.  From the data, headways were measured and estimates of vehicle flow rates computed.  Overall, an incident blocking one or two lanes on an urban roadway will reduce the idealized flow from the 1,900 vehicles per hour per lane (3,800 vehicles per hour) as suggested in the "Highway Capacity Manual" by more than 60% for crashes and more than 50% for disabled vehicles.  Crashes resulting in personal injury had a worse-case rate of 1,230 vehicles per hour, or 32% of capacity.  The lowest recorded flow rate for disabled vehicles was 1,650 vehicles per hour, or 43% of capacity.  Distribution of headways around crashes were substantially skewed.  On the other hand, headways for disabled vehicles tended to cluster around the mean.  Differences in headways not only arose from the type of incident but also appeared to be related to the amount of responder activity (e.g., one police officer versus multiple public safety responders) and by the cross-section of the roadway.  In the latter case, roadways with painted medians had shorter headways than those with raised medians or painted center lines.  More observations need to be made to validate these initial results.]]></description>
      <pubDate>Thu, 03 Dec 1998 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/541881</guid>
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      <title>"JUNK SCIENCE" FUELS OSHA'S ACTIONS ON ERGONOMICS</title>
      <link>https://trid.trb.org/View/541110</link>
      <description><![CDATA[Though the Secretary of Labor has lost every case tried to completion alleging that so-called "repetitive motion" or "ergonomic" injuries violate the Occupational Safety and Health Act's General Duty Clause, it is the recent unappealed Administrative Law Judge (ALJ) decision in Secretary of Labor v. Dayton Tire that deals the sharpest blow to the Secretary's attempts to regulate supposed repetitive motion tasks in American workplaces.  The ALJ held that the Secretary failed to prove even the first element of the alleged General Duty Clause violation--that a hazard existed in the Dayton Tire workplace. More significantly, the ALJ also held the testimony proffered by the Secretary's experts was inadmissible because it did not meet the standards for scientific validity that the Supreme Court set forth in Daubert v. Merrill Dow Pharmaceuticals.  The Solicitor's Office of the Occupational Safety and Health Administration (OSHA) has chosen to chalk up its losses in Dayton Tire, but OSHA's new administrator has predicted the agency will propose an ergonomics standard by fiscal year 1999.]]></description>
      <pubDate>Wed, 04 Nov 1998 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/541110</guid>
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      <title>CLEAR THE WAY TO ROADSIDE SAFETY</title>
      <link>https://trid.trb.org/View/539937</link>
      <description><![CDATA[More than one in four deaths on U.S. roads involves vehicles that leave the road and hit a fixed object.  In 1996, nearly 12,000 people died in roadside-hazard crashes.  According to the Insurance Institute for Highway Safety, trees are the most common object struck in roadside-hazard deaths.  Embankments, utility poles, and guardrails follow as the next most prevalent causes. Despite the serious threat posed by trees that grow close to the road, there is a great deal of opposition from environmentalists to their removal.  While burying power lines or moving utility poles farther away from the road would be the ideal way to remove the hazard, both of these solutions cost money.  Utility and light poles can be designed to break away upon impact, which can greatly reduce the potential for serious injury.  New devices can also address the threat posed by guard rails.  Collapsible crash cushions are yet another device designed to make roadside obstacles less hazardous.  While these types of technologically advanced solutions are being increasingly used on federal and state highways, they are less common on rural roads, where 63% of roadside-hazard deaths occur.  Pointing out that staying on the road is the key solution to it all, Ken Kobetsky of the American Association of State Highway and Transportation Officials has called for a comprehensive program to improve driver guidance through better pavement markings and delineation, as well as a targeted shoulder rumble-strip program.  A sidebar discusses the dangers of rural mailboxes.]]></description>
      <pubDate>Thu, 29 Oct 1998 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/539937</guid>
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      <title>INVESTMENT IN HIGHWAY SAFETY</title>
      <link>https://trid.trb.org/View/487028</link>
      <description><![CDATA[The safety record of our nation's highways has been steadily improving for decades, making American highways among the safest in the world.  The highway fatality rate declined dramatically during the past 50 years, from a level of more than 7.0 fatalities per 100 million vehicle miles traveled (VMTs) during the early 1950s to less than 1.7 fatalities per 100 million VMTs in 1996, a reduction of almost 76%.  During that same period, the injury rate fell by 53.3%.  During recent decades, Congress, the states, and the automobile manufacturers have done much to make highway travel safer by improving automobile designs and driver behavior, but these factors only account for a fraction of the reduction in the number of highway fatalities.  The evidence overwhelmingly indicates that much of the reduction in the fatality rate was the direct result of the federal government's postwar investment in expanding and improving the nation's highways.  On average, every $320,000 invested in the federal highway program results in one less highway fatality.]]></description>
      <pubDate>Thu, 25 Jun 1998 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/487028</guid>
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    <item>
      <title>NEW YORK CITY FAILS TO ESTABLISH A CONNECTION BETWEEN CONSTRUCTION CONES AND COLLISION ON BRIDGE</title>
      <link>https://trid.trb.org/View/487005</link>
      <description><![CDATA[A motorist injured when a van struck his vehicle in a bridge construction zone sued the City of New York for damages.  The city filed a third-party claim against the construction firm, contending that the absence of construction cones contributed to the collision.  The Supreme Court, New York County, granted the bridge construction firm's request for summary judgment.  When the city appealed, the Supreme Court, Appellate Division, First Department, determined from the trial testimony that cones had been located at the scene of the incident and that the presence or absence of such cones could not be determined to have caused the collision.]]></description>
      <pubDate>Fri, 19 Jun 1998 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/487005</guid>
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      <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>
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      <title>BANNED BELTS HAVE FEW FANS LEFT</title>
      <link>https://trid.trb.org/View/475733</link>
      <description><![CDATA[As of January 1, 1998, most construction employers can no longer legally expose their workers to one of the most dangerous pieces of equipment at the jobsite:  the safety belt.  Federal safety regulations now require that workers exposed to fall hazards wear safety harnesses and related equipment that diminish and distribute the tremendous forces that gravity delivers to a protected person as a fall is arrested.  However, after legal action by the National Erectors Association, the Occupational Safety and Health Administration granted an exemption to steel erection workers, one of the most fall-prone construction specialties.  The exemption for steel erection is a "bogus issue," says John H. Price, a safety manager for the JMA joint venture, which is working on the Los Angeles subway. "Ironworkers are not exempt from the laws of gravity."]]></description>
      <pubDate>Mon, 09 Feb 1998 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/475733</guid>
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      <title>OHIO COURT FINDS CITY NEGLIGENT WHERE IT FAILED TO MEET REQUIREMENTS IN MANUAL ON UNIFORM TRAFFIC CONTROL DEVICES</title>
      <link>https://trid.trb.org/View/577607</link>
      <description><![CDATA[Avoiding an excavation in the highway, a Cleveland, Ohio, motorist swerved and hit a utility pole.  He sued the city to recover for his injuries, contending that the city had not provided sufficient warning of the presence of a hazard in the roadway.  A jury trial in the Court of Common Pleas, Cuyahoga County, resulted in a verdict for the motorist.  The city appealed, claiming seven assignments of error.  The Court of Appeals affirmed the trial court on six of the claims of error and upheld the award to the plaintiff.]]></description>
      <pubDate>Wed, 12 Nov 1997 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/577607</guid>
    </item>
    <item>
      <title>SYSTEM SAFETY &amp; TRANSIT SECURITY: THE CONNECTION AT METRO DATE TRANSIT AGENCY</title>
      <link>https://trid.trb.org/View/576575</link>
      <description><![CDATA[As with any other major city, the increasing rate of crime is an issue that the transit Agency must address.  MDTA is convinced that a high security level within transit will contribute to the confidence and comfort of our customers, and therefore to the overall success of our multi-modal transit system.  Security as well as System Safety, is an integral part of our transit system.  transit Security involves the security of the Agency's most valuable asset, its passengers.  It has an impact on MDTA's ridership, revenue and personnel, facilities and equipment. MDTA's goal is to increase rider's perception of personal safety/security on our Metrobus, Metrorail, and Metromover systems.]]></description>
      <pubDate>Thu, 18 Sep 1997 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/576575</guid>
    </item>
    <item>
      <title>HIGHWAY ROADKILL, SAFETY, AND ASSOCIATED ISSUES OF SAFETY AND IMPACT ON HIGHWAY ECOTONES</title>
      <link>https://trid.trb.org/View/471387</link>
      <description><![CDATA[As transportation networks, especially highways, increase and as the volume of traffic and speed increase, it is inevitable that conflicts between animals and vehicles will increase.  Currently animal and bird collisions with motor vehicles in the United States is intensifying into a problem of major significance. There is no current central source for information or overview on the problem of animal/vehicle accidents.  The information gathered for this report is based upon sporadic studies done in the past 20 years and from responses to a letter of inquiry sent to 50 state departments of transportation and a similar number of departments of natural resources.  Results of this inquiry are reported in the following areas:  the magnitude of roadkills as a result of large animal/vehicle accidents; factors that contribute to large animal/vehicle accidents; personal injury as a result of large animal/vehicle accidents; property damage; disposal of large animals killed on highways; small animals and birds killed on highway rights-of-way; endangered species being killed on highway rights-of-way; prevention and control measures; effectiveness of measures used to reduce animal/vehicle accidents; highways as ecotones; and highway corridors for tourism.]]></description>
      <pubDate>Tue, 04 Mar 1997 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/471387</guid>
    </item>
    <item>
      <title>ROAD SAFETY MODEL: SOME FUNDAMENTAL IDEAS</title>
      <link>https://trid.trb.org/View/471212</link>
      <description><![CDATA[A fundamental relationship has been developed that explains road accident statistics in developed and developing countries.  The model uses two variables, traffic hazard measured as deaths per vehicle and motorization measured as vehicles per person, to estimate personal hazard as deaths per person.  Special cases of the model are those by Smeed, Trinca et al., and Koornstra.  The model of fatalities has two extremes.  Early motorization has high traffic hazard and personal safety is low and increasing. Full motorization is characterized by a moderate and falling traffic hazard and a low and decreasing personal safety. Between these extremes, there is a maximum number of fatalities per population.  Models for personal injury and total road accidents in developed countries appear to follow a similar trend.  Available world data fit the proposed relationships well.  The models allow planners and engineers to estimate the future maximum road fatalities for developing countries.  The model has been extended to incorporate an automobile ownership model that explains some of the growth in motorization.  A traffic hazard model is also outlined, in part on the basis of the ideas developed by Koornstra.  The extended models should allow a more detailed analysis of some of the social and engineering factors that contribute to road safety.]]></description>
      <pubDate>Wed, 26 Feb 1997 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/471212</guid>
    </item>
    <item>
      <title>AUTO INSURERS AND THE AIRBAG: COMMENT</title>
      <link>https://trid.trb.org/View/468340</link>
      <description><![CDATA[In an earlier volume of this Journal, Kneuper and Yandle (1994) write that auto insurers' intense legislative lobbying efforts for the automotive airbag should be viewed as an industry attempt to reduce uncertainty. With respect to uncertainty, two airbag attributes were said to be particularly attractive to insurers: their passivity and the reduced likelihood of severe injuries to the upper part of the body, particularly facial areas, which insurers have found expensive to settle. This paper analyzes insurance industry loss experiences on a vehicle line basis upon airbag adoption. Contrary to what insurers reasonably might have expected, the authors find that relative personal injury and collision claim frequencies increase significantly for newly-airbag-equipped models.]]></description>
      <pubDate>Tue, 26 Nov 1996 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/468340</guid>
    </item>
    <item>
      <title>MOTOR FLEET SAFETY MANUAL</title>
      <link>https://trid.trb.org/View/460433</link>
      <description><![CDATA[This revised and updated fourth version of the "Motor Fleet Safety Manual" focuses on the major issues relevant to the late 1990s and the new century:  compliance with Occupational Safety and Health Administration and other federal and state regulations; awareness and use of the latest technology and safety equipment; ongoing driver training relevant to the vehicle operated.  The primary purpose of the manual is to help fleet safety directors develop and/or revise the safety and health programs in their organizations that will reduce or eliminate preventable accidents.  The book is divided into 15 chapters and 5 appendices.  The chapters include: 1. Benefits of Accident Prevention; 2. Elements of a Fleet Safety Program; 3. Fleet Safety Director Function; 4. Motor Fleet Accident Data; 5. Accident Investigation; 6. Employee Injury Record Keeping and Analysis; 7. Employee Safety Program; 8. Driver Selection and Hiring; 9. Driver Training; 10. Driver Supervision; 11. Accident Review Committees; 12. Fleet Purchase and Maintenance; 13. Scattered Fleet Supervision; 14. Job Safety Analysis; and 15. Off-the-Job Safety Programs.]]></description>
      <pubDate>Mon, 19 Aug 1996 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/460433</guid>
    </item>
    <item>
      <title>AN EVALUATION OF ROAD CRASH INJURY SEVERITY MEASURES</title>
      <link>https://trid.trb.org/View/458632</link>
      <description><![CDATA[Reliable and consistent measures of injury severity are necessary for the study of environmental, crash and personal factors involved in road traffic crashes.  This study was designed to evaluate measures of injury severity derived from computerized hospital discharge records, using 3609 road crash casualties admitted to hospital in Western Australia in 1988. External cause of injury codes were used to identify injuries from road traffic crashes.  The ICDMAP software was used to convert the diagnostic codes into Abbreviated Injury Scale (AIS) scores for each body region.  The maximum AIS values were derived using 1) all diagnostic codes; 2) the first six diagnostic codes; and 3) the principal diagnostic code alone. Other measures of injury severity evaluated were the number of body regions with at least one injury; the number of regions with AIS score of three or more; and the total number of days spent in hospital. Discriminant analysis suggested that the AIS could be separated into minor and major injuries at a score of three and the Injury Severity Score at a score of nine.  The measures derived from the AIS were all strongly correlated with each other and with the length of hospital stay and the dichotomized values gave similar results to the other scores when used in regression analyses of the injury experience of different types of road users.  It was concluded that measures incorporating elements of both severity and number of injuries were preferable but length of hospital stay would be a suitable proxy if no other injury information was available.]]></description>
      <pubDate>Sun, 14 Apr 1996 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/458632</guid>
    </item>
    <item>
      <title>INSURANCE SPECIAL REPORT: LOSS EXPERIENCE OF HIGH PERFORMANCE AND STANDARD MODELS: SELECTED 1988-90 CARS</title>
      <link>https://trid.trb.org/View/453665</link>
      <description><![CDATA[This Highway Loss Data Institute (HLDI) special report presents comparative loss results for 22 selected 1988-90 vehicle series that were available with high performance models.  In each case the high performance version includes a more powerful engine in addition to other special features.  Loss results are presented separately for collision, injury, and theft coverages.  It was found that, for both collision and theft coverages, insurance losses were significantly higher for high performance models than for models not equipped with high performance features. For personal injury protection coverages, however, high performance models did not experience higher injury claim frequencies.]]></description>
      <pubDate>Fri, 23 Feb 1996 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/453665</guid>
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