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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>Automated Pedestrian Detection and Pedestrians Who Are Visually Impaired</title>
      <link>https://trid.trb.org/View/1321528</link>
      <description><![CDATA[This article describes a new type of accessible pedestrian signal to assist visually-impaired pedestrians with crossing the street. The signals have a loudspeaker integrated into the pedestrian pushbutton and feature tactually discriminable arrows aligned in the correct travel direction that vibrate during the walk interval. One feature of this APS is a locator tone that lets an approaching pedestrian know that they should push a button to get a WALK indication. The authors outline both the possible benefits and possible adverse consequences of automated pedestrian detection for visually-impaired pedestrians. Also discussed are the challenges to installing automated pedestrian detection at intersections that have APS, and the need for careful evaluation to determine if vehicular and pedestrian volumes make installation of automated pedestrian detection with APS appropriate.]]></description>
      <pubDate>Thu, 25 Sep 2014 09:03:04 GMT</pubDate>
      <guid>https://trid.trb.org/View/1321528</guid>
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      <title>Guidelines for Accessible Pedestrian Signals</title>
      <link>https://trid.trb.org/View/860428</link>
      <description><![CDATA[This report provides details on research used to develop a one-day training course on accessible pedestrian signals (APS) and to produce an APS intersection prioritization tool.  The following chapters are included:  (1) Introduction; (2) Research Synthesis; (3) Experimental Trials on Accessible Pedestrian Signal Features; (4) Experimental Trials on Pushbutton Location and Walk Indicator; (5) Cold Weather Case Studies; (6) Engineering Evaluation; (7) Recommended Guidelines; (8) Intersection Prioritization Tool; (9) Training and Resources; and (10) Conclusions.]]></description>
      <pubDate>Fri, 06 Jun 2008 15:44:50 GMT</pubDate>
      <guid>https://trid.trb.org/View/860428</guid>
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      <title>ITE Hosts Curb Ramp and Intersection Wayfinding Workshop, Washington, DC, October 22-23, 2004</title>
      <link>https://trid.trb.org/View/751112</link>
      <description><![CDATA[A two-day workshop at the Institute of Transportation Engineers (ITE) Headquarters in late October 2004 brought together US and international highway engineers, orientation and mobility professionals, accessibility specialists, regulators, and consumers to consider steps toward standardizing intersection design to optimize directional cuing for pedestrians who do not use visual cues in crossing streets. Attendees heard background presentations on wayfinding techniques of pedestrians who are blind or visually impaired, and on geometric design, and signaling issues that are key to resolving such issues as curb ramp orientation, curb radius, detectable warning placement, gutter counterslope, and pedestrian pushbutton type and placement and audible signal features. The objectives of the Workshop were to begin to discuss answers to the following questions: (1) What are the real world wayfinding and orientation problems for pedestrians who are blind or visually impaired at intersections? (2) What are the usability issues at crossings for pedestrians who use wheelchairs and scooters? (3) How and to what extent can engineers provide comprehensive and cost effective solutions at intersections that will be benefit all intersection users? The standardization of curb ramp design and associated traffic operations was identified as the most important way that intersections can provide improved wayfinding cues for safe and independent non-visual travel.]]></description>
      <pubDate>Thu, 12 May 2005 09:47:45 GMT</pubDate>
      <guid>https://trid.trb.org/View/751112</guid>
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      <title>Orientation and Alignment for Street Crossing: Pedestrians who are Blind or Visually Impaired</title>
      <link>https://trid.trb.org/View/751118</link>
      <description><![CDATA[Pedestrians who are blind or visually impaired use different travel
aids for obstacle and curb detection, depending on their personal
preferences: (a) Long white cane used as a probe of the walking surface; (b) Dog guide used to guide around obstacles and recognize
and stop at curbs or drop-offs; (c) Remaining vision, possibly with an additional aid, such as a telescope; (d) May also use electronic travel aids. Orientation is maintained by the combination of a number of skills
and information gained from the environment by other senses. Some examples include: (a) Awareness of slight changes and slopes underfoot, or a detectable change in surface texture; (b) Sidewalk, grass, or building lines; (c) Location of poles or trees; (d) Sound and travel paths of other pedestrians; (e) Smell/odors; (f) Knowledge of the area; (g) Traffic sounds, both parallel to travel path and perpendicular to travel path. Individuals are not oriented and trained only on specific intersections or routes. They commonly travel to new locations and intersections and ‘figure them out’ by listening and exploring. Street crossing tasks include the following: (1) Locate edge of the street; (2) Determine where to begin crossing (locate crosswalk); (3) Establish crossing direction and alignment; (4) Determine traffic control and use pushbutton, if necessary; (5) Decide when to begin crossing; (6) Maintain alignment during crossing; (7) Monitor traffic during crossing; (8) Recognize end of crossing (other side of the street). This workshop and paper will focus on the orientation and alignment aspects of the street crossing task, which include: determine where to begin crossing (locate crosswalk), establish crossing direction and alignment, and maintain alignment during crossing.]]></description>
      <pubDate>Sun, 08 May 2005 16:14:59 GMT</pubDate>
      <guid>https://trid.trb.org/View/751118</guid>
    </item>
    <item>
      <title>BLIND PEDESTRIANS AT UNFAMILIAR SIGNALIZED INTERSECTIONS: RESEARCH ON SAFETY</title>
      <link>https://trid.trb.org/View/755613</link>
      <description><![CDATA[Pedestrians who are blind or visually impaired often travel in unfamiliar areas and cross at signalized intersections.  This paper presents the results of part of the first phase of a study of crossings by pedestrians who are blind at unfamiliar complex signalized intersections.  Data are being collected, in three cities, with 16 participants who are unable to see crosswalk lines, pushbutton poles, or pedestrian signals, on the following variables:  participants' location in the crosswalk; location in relation to the crosswalk at the end of the crossing; delay after the onset of the walk interval (or parallel straight-ahead traffic); cue used to initiate starting; traffic movements at the end of the walk phase; finding and use of pushbuttons; and requests for assistance or need for intervention for safety at any part in the sequence of crossing tasks.  All participants were accustomed to crossing independently at signalized intersections using a long cane or dog guide.  The three cities include Portland, Oregon, Cambridge, Massachusetts, and Charlotte, North Carolina.  The eight intersections (two in each city) had the following types of geometric and signalization complexity:  skewed crosswalk; median; splitter island; right turn lane; more than one left turn lane; offset intersection; leading left turn interval; pedestrian phase on recall; pushbutton actuated pedestrian phase; split phasing; exclusive pedestrian phasing; mixed exclusive and concurrent pedestrian phasing; and leading pedestrian interval.  The data reported here are drawn from Portland, Oregon, only.  In a subsequent phase of the research, Accessible Pedestrian Signals (APS) will be installed at each of the eight intersections, and data will again be collected on street crossings, this time using the information provided by the APS.]]></description>
      <pubDate>Thu, 07 Apr 2005 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/755613</guid>
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      <title>A PILOT STUDY OF THE EFFECTS OF VERTICAL RIDE MOTION ON REACH KINEMATICS. IN: HUMAN FACTORS IN DRIVING, SEATING AND VISION</title>
      <link>https://trid.trb.org/View/706298</link>
      <description><![CDATA[Controls that require pushbutton activation are increasingly common in advanced vehicle control, navigation and communications systems in land vehicles.  Vehicular motions can adversely affect the ability of a driver or occupant to quickly and accurately push these control buttons.  This paper describes a pilot study that was conducted using the U.S. Army Tank Automotive and Armaments Command ride motion simulator (RMS) to assess the effects of vertical ride motion on the kinematics of reaching. The RMS was programmed to produce 0.5 g and 0.8 g peak-to-peak sinusoidal inputs at the seat-sitter interface over a range of frequencies.  Two subjects performed seated reaching tasks to locations typical of in-vehicle controls under static conditions and with single-frequency inputs between 0 and 10 Hz.  The participants also held terminal reach postures during 0.5 and 32 Hz sine sweeps.  Reach kinematics were recorded using a 10-camera motion capture system.  The effects of vertical ride motion on movement time, accuracy and subjective responses were assessed. Performance decrements associated with vertical ride motion were found to depend strongly on reach direction and frequency. During the sine sweeps, subjects attempting to hold their arm upward commented on the difficulty of keeping their arm still. The preliminary findings from this study suggest that design guidelines for pushbutton controls should consider ride-motion characteristics and reach direction.]]></description>
      <pubDate>Wed, 25 Aug 2004 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/706298</guid>
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      <title>SUCCESS IN REDESIGNING MAIN STREETS FOR PEDESTRIANS</title>
      <link>https://trid.trb.org/View/512933</link>
      <description><![CDATA[In the Fall of 1997, the City of Kirkland installed small flashing LEDs in the pavement at two crosswalks.  The systems were purchased from LightGuard, Inc. of Santa Rosa, California, and installed by City crews.  The LEDs are mounted in snowplow-compatible aluminum housings that are similar in appearance and installation to raised pavement markers.  Devices are installed across all travel lanes for both directions of travel on each side of the crosswalk.  When activated, lights in the pavement flash at drivers across the entire roadway in both directions.  Pedestrians wishing to use the crosswalk activate the flashers using standard pedestrian pushbuttons and the LEDs flash in a proprietary manner via a small solid state controller, for a programmable amount of time.  The paper summarizes Kirkland's successful use of the LightGuard devices through: Background discussion of how Kirkland came to try the device; Explanation of the devices and their installation; Results of a comprehensive before-and-after study; Response of general public and elected officials; Summary of application guidelines. Additionally, the presentation will use videotape to thoroughly explain the devices and give the audience a feel for device performance.  Flashing crosswalk devices are particularly suited to small communities because: They work well in relatively isolated/high speed settings.  Cost of materials and installation is around $15,000.  They are more effective than normal "constant on" overhead flashers, yet a fraction of the cost of traffic signals.  They allow local officials to respond in an effective, reasonable way to the traditionally difficult issues of school and pedestrian safety concerns.  Before they were installed in Kirkland, LightGuard devices were installed in a number of small cities in northern California.  They have been approved by the California Committee on Traffic Control Devices, and Kirkland has received official FHWA authorization to experiment with the units.  Additionally, before-and-after studies are being funded by FHWA.]]></description>
      <pubDate>Tue, 07 Dec 1999 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/512933</guid>
    </item>
    <item>
      <title>THE COMPUTERIZED CAR IS HERE</title>
      <link>https://trid.trb.org/View/210021</link>
      <description><![CDATA[The auto industry is fast approaching the Space Age. The use of computers has skyrocketed in the past two years and the day is not too far off when pushbuttons will take over the car's entire instrument panel.  The author of this article discusses the Space Age innovations he found already featured in some autos and a few that are expected to be in production in the next few years.  Among these innovations are "Voice Alert" systems, an electronic navigation system, radar braking, theft-deterrent systems, an alcohol-ignition interlock system to prevent alcohol-impaired drivers from starting the car, and pushbutton control of all the common electrical controls.]]></description>
      <pubDate>Fri, 30 Nov 1984 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/210021</guid>
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