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    <title>Transport Research International Documentation (TRID)</title>
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    <language>en-us</language>
    <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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      <link>https://trid.trb.org/</link>
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    <item>
      <title>HIGHWAY SAFETY DEVICES - REPORT TO THE TEXAS LEGISLATURE, 69TH SESSION, HOUSE BILL 89</title>
      <link>https://trid.trb.org/View/265784</link>
      <description><![CDATA[Information is provided on selected safety devices that are available for use on Texas highways.  These devices include the following:  safety shaped concrete barriers; turndown end treatment for guardrail; retrofit approach attachment for bridge rail; crash cushion; truck mounted attenuators; breakaway sign supports; breakaway lighting supports; raising overpass structures; multiple mailbox support; culvert safety end treatment; arrowboards and changeable message signs; chevron align signs; illuminated signs; raised pavement markings; railroad- highway grade crossing traffic control devices; safety lighting; and traffic control systems.  An appendix gives information on a partial listing of supplemental safety systems being examined by the Texas Department of Highways and Public Transportation. and Public Transportation.]]></description>
      <pubDate>Fri, 27 Aug 2004 20:55:06 GMT</pubDate>
      <guid>https://trid.trb.org/View/265784</guid>
    </item>
    <item>
      <title>VISUAL ASPECTS OF ROAD MARKINGS. JOINT TECHNICAL REPORT CIE/PIARC</title>
      <link>https://trid.trb.org/View/285881</link>
      <description><![CDATA[Information is presented that is of use in the setting of standards for road markings.  Chapter 1 presents the principles of information transfer by road markings. Chapter 2 sets forth the requirements for road markings and raised pavement markers for day and night time driving. Chapter 3 describes the importance of glass beads for night visibility and their application in road markings. The behavior of beaded paints under traffic wear is reported. Chapter 4 covers products and materials used for markings including centerlines and edgelines.  The influence of the road surface and its temperature changes on daytime visibility is also covered.  The fifth chapter deals with the photometry and colorimetry of the markings.  Definitions for the various terms are given and the methods of measurement in the laboratory as well as on the road are described.  Two different geometries for measurements are described.  It was found possible to develop a mathematical transformation between the angular coordinate system of road lighting and the angular coordinate system of retroreflection.]]></description>
      <pubDate>Sun, 31 Aug 2003 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/285881</guid>
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    <item>
      <title>EVALUATION OF RAISED SNOWPLOWABLE PAVEMENT MARKERS</title>
      <link>https://trid.trb.org/View/157868</link>
      <description><![CDATA[In October 1977, over 200 Stimsonite Model 96 raised pavement markers were installed in New York State -- half in a moderate winter environment near Albany, and half in a severe winter environment near Syracuse.  The markers did not survive one winter at Syracuse, but were performing acceptably after two winters near Albany.  Tungsten carbide plow blades and leading-edge nose-shoes continue to be the main factors contributing to marker damage.  Casting failures can be expected after 125 passes with a tungsten- carbide plow blade traveling at 20 to 35 mph.  Reflector life is naturally limited by casting durability, but can be further shortened by use of the nose-shoes.  Reflector visibility on these unlighted test areas was directly related to size of the reflective surface area.  The corner-cube reflector used in the Model 96 can be expected to provide adequate visibility until it loses half of its original reflective surface area.  Reflector replacement at this damage level should significantly increase visibility.  However, a site can be most efficiently maintained by first evaluating the overall delineation provided, then focusing on the performance or damage levels of individual units.  The markers will chip tungsten- carbide plow blades, but not significantly in small installations.  Highway striping crews should have no difficulty avoiding properly placed markers. (FHWA)]]></description>
      <pubDate>Tue, 15 Apr 2003 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/157868</guid>
    </item>
    <item>
      <title>SIGNS AND SAFETY. TEMPORARY PAVEMENT MARKINGS</title>
      <link>https://trid.trb.org/View/284132</link>
      <description><![CDATA[Studies are reported that evaluated both temporary day-night visible raised pavement marker adequacy and marking patterns in work zones.  The first study was conducted to help find temporary markers that can withstand construction zone traffic.  Two systems that met the marker requirements are described, and the results of the visibility and durability tests applied to 6 candidate markers are tabulated.  The most desirable features in a day-night construction zone marker are listed.  The second study investigated 10 candidate temporary marking treatments, namely, one base treatment consisting of 4-ft stripes with 36-ft gaps, and nine other treatments using variations in stripe length, gap length, and reflective and nonreflective raised pavement markers.  Significant points that resulted from the studies are noted.]]></description>
      <pubDate>Thu, 31 Aug 2000 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/284132</guid>
    </item>
    <item>
      <title>DEVELOPMENT OF A RAPID-SET EPOXY ADHESIVE FOR TRAFFIC MARKERS--FINAL REPORT</title>
      <link>https://trid.trb.org/View/190924</link>
      <description><![CDATA[A new generically defined, rapid-set epoxy adhesive for bonding traffic markers to roadway surfaces has been developed, field tested, and produced in semicommercial quantities.  This rapid-set epoxy adhesive, designated Adhesive 118-AF, features significantly faster setting times and lower viscosity than current rapid-set materials.  It is a two-component system designed for machine mixing and dispensing, on a one-to-one volume basis; it has a pot life of about four minutes, gives an open-to-traffic time of about 15 minutes at 25 deg C, can be used at lower temperatures, can tolerate some dampness in the concrete, and is free of asbestos as a thixotropic agent.  Adhesive 118-AF is based on the use of a polymercaptan as the hardener.  It differs from existing rapid-setting systems in that all of the cure results from the fast reaction of a mercaptan group with an epoxy group. The asbestos version, Adhesive 118, was compared in a field test with the California Rapid-set Adhesive and a second experimental adhesive.  Raised ceramic and plastic retroreflective markers were placed on a portland cement concrete highway of high traffic density.  Adhesive 118 had the best balance of handling, cure rate, and retention of markers during the first year of service.  After reformulation, in which the asbestos thixotrope was replaced with fibrillated high-density polyethylene, production was scaled-up and 350 gallons of satisfactory adhesive was produced and shipped to various state highway departments and the FHWA for evaluation.  A materials and performance specification and a user's guide have been prepared.  (FHWA)]]></description>
      <pubDate>Wed, 30 Aug 2000 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/190924</guid>
    </item>
    <item>
      <title>TELEROBOTICS FOR INFRASTRUCTURE MAINTENANCE: SAFE RAISED PAVEMENT-MARKER APPLICATION</title>
      <link>https://trid.trb.org/View/576822</link>
      <description><![CDATA[Application of raised pavement markers is a simple but dangerous operation.  In a common scenario, an operator sits in a specially designed bay of a slowly traveling truck and manually applies bitumen with a hand-controlled dispenser and places a marker on the bitumen while traffic is passing only a few feet away.  A telerobotic raised pavement-marker applicator that uses the capabilities of advanced technologies to automate the tasks of selection of markers, placement of markers, and dispensing of bitumen is described.  Most importantly the operator is moved from the truck bay into the passenger side seat and observes and controls the entire process with a video interface system.  A PC-based microcomputer provided the platform that allowed efficient integration of the pneumatic and hydraulic actuators necessary to place markers remotely.]]></description>
      <pubDate>Thu, 18 Sep 1997 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/576822</guid>
    </item>
    <item>
      <title>EVALUATION OF CONSTRUCTION-ZONE PAVEMENT MARKING MATERIALS</title>
      <link>https://trid.trb.org/View/572910</link>
      <description><![CDATA[The objectives of this study were to evaluate available foil-back and removable tapes as well as one new construction-zone raised pavement marker and to recommend materials that should be included on approved lists for use by the Kentucky Department of Highways.  Tapes were placed on transverse test sections and the reflectivity, durability, and appearance were observed.  Tapes to be included on the approved lists for foil-back and removable tapes were recommended.  Tapes manufactured by 3M, Flex-O-Lite, and Swarolite were included on the list of acceptable foil-back tapes.  Recommended removable tapes were the 3M and Cataphote removable tapes.  The Astro Optics construction-zone marker was added to the approved list for construction-zone raised pavement markers.  Data were presented for various permanent tapes to aid in the selection of this material.]]></description>
      <pubDate>Wed, 16 Jul 1997 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/572910</guid>
    </item>
    <item>
      <title>EVALUATION OF ACCIDENT ANALYSIS METHODOLOGY</title>
      <link>https://trid.trb.org/View/478497</link>
      <description><![CDATA[This study compared both traditional and empirical Bayes methodologies for ranking high hazard locations and evaluating highway safety treatments for five case studies.  The case studies were either based on data collected for previous studies or data retrieved from the Highway Safety Information System (HSIS).  These included two high hazard location ranking studies for New York and Illinois and three treatment evaluation studies:  Michigan raised pavement markers, Michigan change in posted speeds, and Minnesota traffic signal installation.  In addition, an extended empirical Bayes methodology was developed that allows for the use of explanatory variables (covariates) in a regression model along with a computer program for its implementation.  The explanatory variables used in these case studies were roadway characteristics such as curvature, pavement width, shoulders, divided highway, and initial posted speed. The regression methodology also allowed for the examination of a nonlinear relationship between vehicle-miles traveled (VMT) and accidents.  There was strong evidence that such a nonlinear relationship exists, casting doubt on the validity of accident rate-based methods.  Although there was no significant difference among the methodologies, there was a significant increase in accidents for roads with initial posted speeds of <30 mi/h (48.3 km/h) in Michigan (23 to 27%) where speed limits were raised and a significant reduction in accidents (25 to 30%) in Minnesota after the installation of new traffic signals. Guidelines are presented for determining when the various methodologies are warranted and appropriate.]]></description>
      <pubDate>Mon, 31 Mar 1997 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/478497</guid>
    </item>
    <item>
      <title>FIELD TEST OF A PORTABLE RETROREFLECTOMETER FOR RETROREFLECTIVE RAISED PAVEMENT MARKERS</title>
      <link>https://trid.trb.org/View/465189</link>
      <description><![CDATA[The results of an evaluation of a portable retroreflectometer used to monitor the reflectivity of retroreflective raised pavement markers (RRPMs) installed at field test sites in Texas are presented.  The correlation achieved between field and laboratory readings of RRPM reflectivity is described, and the degree of correlation achieved as a function of marker type and amount of reflectivity available is explored.  Six different RRPM manufacturers provided a total of 17 different types of markers for evaluation.  Over 2 years the retroreflectometer achieved an aggregate correlation value of 0.938 with the Texas Department of Transportation (TxDOT) laboratory measurements. However, the degree of correlation was not identical for all types of RRPMs.  Whereas the correlation coefficient exceeded 0.90 for 13 of the 17 markers tested, coefficient values of only 0.755 to 0.852 were achieved by the other 4 marker types.  In addition, the correlation between retroreflectometer and laboratory data was not necessarily consistent over the entire range of reflectivity values examined.  Instead, the retroreflectometer achieved a lower correlation coefficient with the laboratory data at higher coefficient of luminous intensity (R sub I) values (greater than 148 mcd/lx) than at lower R sub I values (less than 148 mcd/lx).  Nonetheless, the evaluation indicated that portable retroreflectometers have improved sufficiently that TxDOT now is confident using them to determine compliance with specifications.]]></description>
      <pubDate>Wed, 16 Oct 1996 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/465189</guid>
    </item>
    <item>
      <title>EVALUATION OF PAVEMENT MARKINGS FOR IMPROVED VISIBILITY DURING WET NIGHT CONDITIONS</title>
      <link>https://trid.trb.org/View/460850</link>
      <description><![CDATA[This study evaluated the night visibility of waffle tape and paint with large beads, particularly during wet night conditions.  Data were collected at two sites along a primary arterial.  The evaluation included an examination of (1) the application of the markings, (2) the visibility of the markings using retroreflectometer measurements and subjective assessments, and (3) the cost effectiveness of the markings. The study revealed:  (1) compared to paint with standard beads, the waffle tape and paint with large beads were slightly more retroreflective during light rain at night and recovered quicker after flooding out; (2) the marginal improvement in visibility during periods of light rain do not offset the operational problems of applying paint with large beads; and (3) the benefits of waffle tape during light rain do not appear to justify its use solely for wet night visibility.  Because of the above findings, snowplowable raised pavement markers, which are very visible in wet night conditions, appear to be more cost effective.  The study recommends that (1)the Virginia Department of Transportation (VDOT) continue to use and maintain snowplowable raised pavement markers for visibility during wet night conditions, (2) VDOT continue to monitor FHWA's study on all weather pavement markings, and (3) the Suffolk District consider testing nonsnowplowable raised pavement markers to assess their use as a low-cost alternative to improve visibility during wet night conditions where snowplowing occurs infrequently.]]></description>
      <pubDate>Thu, 05 Sep 1996 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/460850</guid>
    </item>
    <item>
      <title>LIGHTING THE WAY...TTI RESEARCHERS CONFIRM HIGH REFLECTIVITY QUALITY OF GLASS-COVERED PAVEMENT MARKERS</title>
      <link>https://trid.trb.org/View/452827</link>
      <description><![CDATA[The Texas Transportation Institute conducted a test of various retroreflective raised pavement markers (RRPM) to determine losses of reflectivity over time due to roadway volumes, amount of truck traffic, and lane-changing frequency.  Glass-covered RRPMs performed the best, with reflectivity at useful levels after 54 weeks of exposure.  This article provides details on the study.]]></description>
      <pubDate>Tue, 09 Jan 1996 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/452827</guid>
    </item>
    <item>
      <title>DRIVING SIMULATION STUDIES OF RAISED PAVEMENT MARKERS FOR ROADWAY DELINEATION</title>
      <link>https://trid.trb.org/View/452057</link>
      <description><![CDATA[Raised pavement markers are applied to pavements to guide, warn and regulate traffic. They may supplement traffic signs and signals, or provide their own information. The basic requirement for a pavement marking is that drivers can interpret its meaning in sufficient time to properly react to its message. A study exploring the use and benefits of retro-reflective raised pavement markers (RRPMs) to supplement line markings for increased visibility of the roadway is currently underway at the University of Iowa. A brief summary of the research factors and their treatments for this study are presented here. The study will be performed in a high fidelity simulation environment and will test the relative effectiveness of a variety of different RRPMs applications.]]></description>
      <pubDate>Fri, 03 Nov 1995 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/452057</guid>
    </item>
    <item>
      <title>ROADWAY DELINEATION PRACTICES HANDBOOK</title>
      <link>https://trid.trb.org/View/422636</link>
      <description><![CDATA[This handbook was developed to assist design, traffic, and maintenance engineering personnel in making determinations about roadway delineation systems, including the appropriate system for a given situation, when a system has reached the end of its useful life, and how to maintain a quality delineation system. It may also be valuable to consulting engineers, educators, and students.  A companion videotape, "Testing and Field Inspection of Roadway Delineation", was produced to assist engineers with field inspection of the quality of delineation projects.  This videotape is available separately as publication number FHWA-SA-93-002.  This handbook supplements the policies and standards provided in the "Manual on Uniform Traffic Control Devices" by offering implementation guidelines for the standards.  The contents cover current and newly developed devices, materials, and installation equipment, presenting each item's expected performance based on actual experience or field and laboratory tests.  The handbook draws on the experiences of Federal, State, county, and city agencies and summarizes future directions and developments as reported in recent research and by industry's technical representatives.  Individual chapters cover the characteristics of retroreflection and quality assurance, driver visibility needs, traffic paints, preformed tapes, raised pavement markers and other marking materials, post-mounted delineators and other delineation devices, and administrative and management issues and practices.  The appendices provide detailed technical information, including cost analysis techniques; sources of materials and equipment; and a list of standards, specifications, and test methods related to delineation.]]></description>
      <pubDate>Thu, 13 Jul 1995 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/422636</guid>
    </item>
    <item>
      <title>RAISED-RIB ROAD-MARKINGS: RESEARCH INTO THE SAFETY IMPLICATIONS</title>
      <link>https://trid.trb.org/View/425857</link>
      <description><![CDATA[Thermoplastic raised-rib road-markings have been used on motorways in the U.K. since 1984.  The marking comprises a continuously-screeded thermoplastic base line, with transverse ribs formed simultaneously from the same material at either 250-mm or 500-mm centers.  This paper describes a research project which investigated the safety implications of raised-rib road-markings with respect to cyclists, motorcyclists and pedestrians.  The study comprised the following elements: a review of literature; an accident analysis on a selection of all-purpose roads in Cheshire where the markings were installed; off-road trials using a range of raised-rib marking dimensions and different subject groups; observation of road-user behavior on all purpose roads where the markings were installed; and, consultation with government departments, highway authorities and others.]]></description>
      <pubDate>Tue, 27 Jun 1995 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/425857</guid>
    </item>
    <item>
      <title>IMPROVED COMMUNICATION OF A LEFT EXIT LANE DROP USING PAVEMENT MARKINGS. INTERIM REPORT</title>
      <link>https://trid.trb.org/View/421341</link>
      <description><![CDATA[This project investigated the operations and safety characteristics of left exit lane drops.  As generally recognized, constructing left exits is to be avoided; however, when present, suggestions on methods to improve safety and operations are valuable.  One alternative for better communicating to motorists the presence of a left exit lane drop is with pavement markings.  Lane drop pavement markings, pavement arrows, and raised pavement markings were evaluated at one site to determine their effectiveness during daytime and evening operations.  Erratic maneuvers were reduced by 40% during daylight operations, and by 34% during evening operations.  The predominant type of erratic maneuver within 300 ft (91.5 m) of the gore was the lane change through the gore area.  The most common type of erratic maneuver upstream of the gore area was the two-lane lane change.  The study site, which was 1240 ft (378 m) in length, experienced a 31% reduction in lane changes (64% for the 300 ft (91.5 m) nearest the gore) between the before and after periods during daylight operations. Examining the data by zone (which were typically 100 ft (30.5 m) in length) showed a significant reduction in lane changes per hour in the 700 ft (213.5 m) nearest to the gore, with fluctuations in the remaining zones (between 700 and 1200 ft (213.5 and 366 m) upstream of the gore) for both daylight and evening operations.  The data indicated that motorists performed their lane changes, into or out of the exit-only lane, further upstream of the gore in the after period than in the before period.]]></description>
      <pubDate>Tue, 18 Apr 1995 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/421341</guid>
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