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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>
    <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>
    <image>
      <title>Transport Research International Documentation (TRID)</title>
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      <link>https://trid.trb.org/</link>
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    <item>
      <title>SIMULATION OF TRAFFIC FLOW TO OBTAIN VOLUME WARRANTS FOR INTERSECTION CONTROL</title>
      <link>https://trid.trb.org/View/117022</link>
      <description><![CDATA[THE PAPER REPORTS THE RESULTS OF A RESEARCH PROJECT IN WHICH A DIGITAL SIMULATION MODEL WAS DEVELOPED TO DETERMINE VOLUME WARRANTS AT STREET INTERSECTIONS. THE PARTICULAR TYPE OF INTERSECTION STUDIED WAS THE FOUR-LEGGED, RIGHT-ANGLED INTERSECTION OF A HIGH-VOLUME MAJOR ARTERIAL STREET WITH A LOWER-VOLUME MINOR ARTERIAL STREET. THE MAJOR ARTERIAL HAD FOUR TRAVEL LANES WITH PARKING PROHIBITED, WHEREAS THE MINOR ARTERIAL HAD TWO TRAVEL LANES WITH PARKING PERMITTED ON BOTH SIDES. BOTH ARTERIALS WERE OPERATED AS TWO-WAY STREETS. TWO TYPES OF INTERSECTION CONTROL WERE STUDIED, THE SEMI- TRAFFIC-ACTUATED SIGNAL AND THE TWO-WAY STOP SIGN. THE DELAYS ENCOUNTERED AT THE INTERSECTION WERE MEASURED AND USED AS CRITERIA FOR THE ESTABLISHMENT OF WARRANTS. /AUTHOR/]]></description>
      <pubDate>Fri, 13 Aug 2004 18:55:56 GMT</pubDate>
      <guid>https://trid.trb.org/View/117022</guid>
    </item>
    <item>
      <title>THE EFFECT OF RIGHT-TURN-ON-RED ON PEDESTRIAN AND BICYCLIST ACCIDENTS</title>
      <link>https://trid.trb.org/View/178353</link>
      <description><![CDATA[Right-Turn-On-Red (RTOR) in its "Western" or "permissive" version allows motorists to turn right on a red signal after stopping unless prohibited by a sign. Many states adopted Western RTOR in the mid-1970's. The objectives of this study were to asess the impact of adopting Western RTOR on the frequency of pedestrian and bicycle crashes with motor vehicles, and to determine the characteristics of any pedestrian and bicycle RTOR accidents. Data from the states of New York, Ohio and Wisconsin and the cities of Los Angeles, California and New Orleans, Louisiana were examined. Time series was the major analytic technique for determining pre/post accident rate changes. Content analyses of police reports provided data on accident characteristics. Measures of pedestrian and bicycle accidents involving a motorist making a right turn at a signalized location increased significantly at all study sites after the adoption of Western RTOR. Estimates of the magnitude of the increases ranged from 48% to 107% for pedestrian accidents and 72% to 123% for bicyclist accidents. Over half of the accidents in which a vehicle turned right at a signalized location after the adoption of Western RTOR involved a right turn on a red signal. These RTOR accidents constituted between 1% and 3% of all pedestrian or bicycle accidents in the studied locations. The majority of these RTOR crashes involved a driver looking left for a gap in traffic and striking a pedestrian or bicyclist coming from the driver's right. Educational countermeasures for bicyclists and pedestrians and traffic engineering approaches, including the further development of warrants for sign prohibitions of RTOR, appear to be worthy of additional research.]]></description>
      <pubDate>Fri, 30 Aug 2002 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/178353</guid>
    </item>
    <item>
      <title>THE ECONOMIC ANALYSIS OF FREEWAY LIGHTING</title>
      <link>https://trid.trb.org/View/109947</link>
      <description><![CDATA[THE RELATED MERITS AND DRAWBACKS IN JUSTIFICATION OF HIGHWAY LIGHTING INSTALLATIONS ARE EXPLORED USING ECONOMIC ANALYSIS PROCEDURES. ACCIDENT REDUCTION IS SHOWN TO BE THE ONLY MONETARY MEASURE THAT CAN BE EMPLOYED AS JUSTIFICATION. ON A MONETARY BASIS, A RELATIONSHIP COMPARING LIGHTING COSTS PER MILE OF FREEWAY TO TRAFFIC VOLUMES, ACCIDENT EXPERIENCE, AND UNIT ACCIDENT COSTS IS PRESENTED. LIGHTING COST FIGURES WERE DRAWN FROM RECENT STUDIES, AS WERE FIGURES ON ACCIDENT REDUCTIONS ATTRIBUTABLE TO LIGHTING, WITH FULL RECOGNITION BEING GIVEN TO THE EXTREME VARIABILITY OF BOTH COSTS AND ACCIDENT RATES. THE RELATIONSHIP TAKES THE FORM, IN EFFECT, OF A TRAFFIC VOLUME WARRANT FOR FREEWAY LIGHTING. NONMONETARY CHARACTERISTICS OF THE ANALYSIS ARE DISCUSSED. A RELATIONSHIP BETWEEN POLE SPACING AND FIXED OBJECT ACCIDENT PROBABILITIES REINFORCES THE CONCLUSION OF THE NATIONAL COOPERATIVE HIGHWAY RESEARCH PROGRAM REPORT NO. 20, THAT POLE SPACING SHOULD BE MAXIMIZED. STUDYING THE ECONOMIC ASPECTS HAS RESULTED IN THE THOUGHT THAT TRAFFIC VOLUME WARRANTS FOR FREEWAY LIGHTING MAY PROVIDE THE SOUNDEST BASIS FOR JUSTIFICATION STUDIES. IN EFFECT, WHETHER A LIGHTING SYSTEM JUSTIFIES ITS COST DEPENDS ON ITS ACCIDENT-REDUCING POTENTIAL COUPLED WITH THE TRAFFIC VOLUME TO BE SERVED.]]></description>
      <pubDate>Sat, 21 Jul 2001 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/109947</guid>
    </item>
    <item>
      <title>VOLUME WARRANT FOR FREE RIGHT-TURN LANES AT UNSIGNALIZED INTERSECTIONS ON RURAL TWO-LANE HIGHWAYS</title>
      <link>https://trid.trb.org/View/469327</link>
      <description><![CDATA[The objective of the research presented in this paper was to develop a volume warrant for free right-turn (FRT) lanes at unsignalized intersections on rural two-lane highways.  The warrant was based on a cost-benefit analysis that determined the right-turn volumes required to justify the construction and maintenance of FRT lanes at such locations.  The research involved the evaluation of the safety and operational effects of FRT lanes.  The safety effects of FRT lanes were determined from a comparison of the accident experience at intersections with and without FRT lanes.  The operational effects of FRT lanes were analyzed using kinematic and traffic flow models.  FRT lanes were not found to affect the frequency, severity, or types of accidents that occur at unsignalized intersections on rural two-lane highways.  Thus, the benefits of FRT lanes are limited to improving the efficiency of right-turn movements.  The results of the research indicate that design-year right-turn annual average daily traffic ranging from 440 to 825 vehicles per day, depending on the percentage of trucks, is required to warrant an FRT lane.  A design speed of 64 km/h (40 mph) was found to be the most cost-effective design speed for FRT lanes. However, design speeds up to 89 km/h (55 mph) do not significantly reduce the cost effectiveness of an FRT lane.]]></description>
      <pubDate>Thu, 11 Dec 1997 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/469327</guid>
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    <item>
      <title>THE NEED FOR WARRANTS - THE AUSTRALIAN EXPERIENCE</title>
      <link>https://trid.trb.org/View/576714</link>
      <description><![CDATA[Warrants are often expressed in terms of thresholds for various criteria. In neighborhood traffic management, the criteria used in warrants are commonly: traffic speed; traffic volume; accident experience; and levels of "offensive" traffic. On the basis of the widespread survey conducted with councils throughout Australia on the development and application of 'warrants' based systems for the identification, prioritization and funding of traffic management works, a number of key parameters and features have been established which should form the basis of an appropriate 'warrants' system for the ACT. A review of the information compiled from the survey indicates that the systems in place at the following councils provide the best basis for establishing a warrants system for the ACT in terms of their: political and community acceptance; technical merit; ease of application; and transparency of operation.]]></description>
      <pubDate>Thu, 25 Sep 1997 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/576714</guid>
    </item>
    <item>
      <title>POLICIES FOR RESIDENTIAL TRAFFIC CONTROL IN BRENTWOOD, TENNESSEE</title>
      <link>https://trid.trb.org/View/576715</link>
      <description><![CDATA[The City of Brentwood, Tennessee, is a growing suburb of Nashville, and since the mid-1980s, numerous large suburban residential subdivisions have been developed in Brentwood. This paper addresses the rationale used for developing Brentwood's multi-way stop and speed hump policies, the specific criteria contained in these policies, and the effectiveness of these policies. The measures of effectiveness include the impacts of the policies on safety, vehicle speeds, and traffic volumes. Lastly, Brentwood's multi-way stop and speed hump policies are discussed in terms of the political ramifications experienced by the City, including the residents' reaction and adjustment to the formal installation policies.]]></description>
      <pubDate>Thu, 25 Sep 1997 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/576715</guid>
    </item>
    <item>
      <title>USING ALL-WAY STOP CONTROL FOR RESIDENTIAL TRAFFIC MANAGEMENT. FINAL REPORT</title>
      <link>https://trid.trb.org/View/454611</link>
      <description><![CDATA[All-way, or multiway, stop signs are perhaps the most controversial form of residential traffic control.  Residents are likely to request all-way stop signs more frequently than any other form of control.  Stop signs are thought of as panaceas for many traffic problems.  The Virginia Department of Transportation (VDOT) receives requests for all-way stop control (AWSC) on residential streets primarily to slow traffic, but also to reduce cut-through traffic.  The objective of this study was to evaluate the effectiveness of AWSC for residential traffic management.  The study was limited to the use of AWSC on local residential streets.  A comprehensive review of the literature and a questionnaire survey of selected traffic engineering agencies were conducted to identify current use of AWSC.  Three case studies using a series of AWSC intersections to reduce cut-through traffic on local residential streets were analyzed.  The majority of traffic engineering agencies use AWSC warrants from the Manual on Uniform Traffic Control Devices (MUTCD).  Several agencies use modified MUTCD warrants or a rating system because the MUTCD warrants appear inappropriate for residential streets with lower traffic volumes.  When installed at a series of intersections, AWSC was effective in reducing cut-through volumes at the three locations.  VDOT should continue to use a series of AWSC intersections as one tool to decrease cut-through traffic on local residential streets.]]></description>
      <pubDate>Thu, 18 Apr 1996 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/454611</guid>
    </item>
    <item>
      <title>IDENTIFICATION OF PROBLEM DRINKING AMONG DRUNKEN DRIVERS</title>
      <link>https://trid.trb.org/View/113267</link>
      <description><![CDATA[INFORMATION ABOUT PREVIOUS CONTACT WITH COMMUNITY AGENCIES, PARTICULARLY CONTACT INVOLVING DRINKING PROBLEMS, WAS COMPARED FOR 150 DRUNKEN DRIVERS, 33 ACCIDENT-INVOLVED DRIVERS WHO HAD BEEN DRINKING BUT WERE NOT ARRESTED, 117 SOBER DRIVERS INVOLVED IN ACCIDENTS, 131 DRIVERS WITH MOVING VIOLATIONS, 19 DRIVERS WITH CITATIONS PLUS ARREST WARRANTS, AND 150 INCIDENT-FREE DRIVERS. SCREENING CRITERIA FOR PROBLEM DRINKERS WERE TWO OR MORE PREVIOUS ARRESTS INVOLVING DRINKING OR IDENTIFICATION BY A COMMUNITY AGENCY AS A PROBLEM DRINKER. HIGH CORRELATION WAS FOUND BETWEEN TWO OR MORE ARRESTS INVOLVING DRINKING AND AN IMPRESSION OF PROBLEM DRINKING. 87% OF THE DRUNKEN DRIVERS WERE KNOWN TO COMMUNITY AGENCIES, MOST WITH MULTIPLE CONTSCTS STARTING BEFORE AGE 30. (AUTHOR)]]></description>
      <pubDate>Sun, 18 Sep 1994 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/113267</guid>
    </item>
    <item>
      <title>VOLUME WARRANTS FOR LEFT-TURN STORAGE LANES AT UNSIGNALIZED GRADE INTERSECTIONS</title>
      <link>https://trid.trb.org/View/114864</link>
      <description><![CDATA[THE DERIVATION IS DESCRIBED OF VOLUME WARRANTS AND DESIGN CHARTS FOR LEFT-TURN STORAGE LANES AT UNSIGNALIZED GRADE INTERSECTIONS ON FOUR-LANE AND TWO-LANE HIGHWAYS. THE DESIGN CHARTS ARE BASED ON A THEORETICAL ANALYSIS AND ON A SERIES OF FIELD STUDIES OF TRAFFIC BEHAVIOR AT INTERSECTIONS. THE ANALYSIS IS BASED ON A QUEUEING MODEL IN WHICH ARRIVAL AND SERVICE TIMES ARE ASSUMED TO FOLLOW A NEGATIVE EXPONENTIAL DISTRIBUTION. THE ARRIVAL RATES ARE DETERMINED BY THE VOLUMES OF LEFT-TURNING, THROUGH OR ADVANCING AND OPPOSING TRAFFIC, AND BY THE TIME INTERVAL REQUIRED BY THE VEHICLE TO CLEAR THE ADVANCING LANE. SERVICE RATES ARE DETERMINED BY VOLUME OF OPPOSING TRAFFIC, AND BY THE TIME INTERVAL REQUIRED TO MAKE A LEFT TURN MANEUVER. A LEFT-TURN STORAGE LANE IS WARRANTED BY TRAFFIC VOLUMES WHEN THE RATIO OF ARRIVAL RATE TO SERVICE RATE EXCEEDS A SPECIFIED VALUE, WHICH VARIES WITH TYPE OF HIGHWAY AND VEHICLE SPEED. THE REQUIRED STORAGE LENGTH OF THE LANE MAY ALSO BE DETERMINED. FIELD STUDIES WERE CONDUCTED OF TRAFFIC BEHAVIOR AT SEVEN UNSIGNALIZED ONTARIO INTERSECTIONS. QUESTIONNAIRES ON SUITABILITY OR CHART RECOMMENDATIONS FILLED OUT BY HIGHWAY DEPARTMENT REGIONAL TRAFFIC ENGINEERS AT 80 ONTARIO INTERSECTIONS INDICATED GENERAL AGREEMENT.]]></description>
      <pubDate>Thu, 11 Aug 1994 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/114864</guid>
    </item>
    <item>
      <title>ASSEMBLY, ANALYSIS AND APPLICATION OF DATA ON WARRANTS FOR TRAFFIC CONTROL SIGNALS</title>
      <link>https://trid.trb.org/View/114886</link>
      <description><![CDATA[THE INITIAL STAGE OF WORK INCLUDED REVIEW OF EXISTING BIBLIOGRAPHIES, DIRECT CONTACTS WITH NUMEROUS RESEARCHERS, ORGANIZATIONS AND INDIVIDUAL TRAFFIC ENGINEERS. THE AREAS OF INFORMATION WERE DIVIDED INTO SIX GROUPS AS FOLLOWS: VOLUME, GAP AVAILABILITY, GAP ACCEPTANCE CHARACTERISTICS, DELAY, PEDESTRIANS, AND VEHICULAR CONTROL ACCIDENTS. A GENERAL REVIEW IS PROVIDED IN SEPARATE CHAPTERS COVERING EACH OF THESE SUBJECTS AREAS. THESE REVIEWS OF EXISTING WORK HAVE BEEN SUPPLEMENTED BY LOCAL STUDIES ON VOLUME, ACCIDENTS AND DELAY. THE TOTAL WORK PERFORMED BY ALL PARTIES HAS RESULTED IN THE DEVELOPMENT OF SUGGESTED WARRANTS. THE BASIC VARIABLE USES A DELAY EXPRESSION. THE WARRANT IS SUFFICIENTLY BROAD TO COVER ANY TYPE OF INTERSECTION, INCLUDING THOSE SUBJECT TO MINIMUM VOLUMES, INTERRUPTION OF CONTINUOUS TRAFFIC CONCEPTS AND HIGH-VOLUME DRIVEWAYS. A STREET SYSTEMS TYPE WARRANT IS ALSO INCLUDED. THE AREA OF PEDESTRIAN SIGNAL NEEDS IS COVERED BY A THIRD PROPOSED WARRANT, BASED ON DELAY DUE TO GAP AVAILABILITY VERSUS GROUP SIZE AND ROADWAY WIDTH. IN ORDER TO AID FUTURE RESEARCHERS IN THE AREA OF SIGNAL WARRANTS, THE BIBLIOGRAPHY HAS EXTENSIVE NOTATIONS. THE SINGLE AREA OF GREATEST SIGNIFICANCE FOUND FOR THIS STUDY IS THE COMBINED THEORETICAL AND FIELD VALIDATED SIMULATION MODELS. WHILE MUCH REMAINS TO BE DONE, THIS TOOL OFFERS TREMENDOUS POTENTIAL FOR MULTI-VARIANT ANALYSIS. /AUTHOR/]]></description>
      <pubDate>Mon, 24 Jan 1994 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/114886</guid>
    </item>
    <item>
      <title>PROPOSED THREE-STEP PROCESS FOR TRAFFIC IMPACT ANALYSIS IN INDIANA</title>
      <link>https://trid.trb.org/View/378048</link>
      <description><![CDATA[This study uses the concept of 'warrants,' to establish a flexible method of determining the necessary elements in a particular traffic impact analysis.  The background to the research conducted by Purdue University and the Indiana Department of Transportation is described, and the results of a questionnaire survey of the various States are discussed.  The 3 steps that must be passed by warrants for traffic impact analysis are discussed: preliminary study and preliminary warrants; complete traffic impact analysis and warrants for same; traffic operations analysis and warrants for same.]]></description>
      <pubDate>Tue, 20 Jul 1993 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/378048</guid>
    </item>
    <item>
      <title>ANALYSIS OF WARRANT FOR LEFT TURN LANE AT "T" INTERSECTIONS ON TWO-LANE ROADWAY</title>
      <link>https://trid.trb.org/View/345418</link>
      <description><![CDATA[This report examines warrants for justifying the left-turning lane at an unsignalized "T" intersection on a two-lane roadway.  Included in the study is an examination of the warrants in different states and an evaluation of the appropriateness of the warrant practiced in Delaware by analyzing delay and capacity reduction.  Also included in the analysis is the recommended length for the left turn lane.]]></description>
      <pubDate>Fri, 30 Nov 1990 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/345418</guid>
    </item>
    <item>
      <title>ANALYTICAL WARRANT FOR SEPARATE LEFT-TURN PHASING (ABRIDGMENT)</title>
      <link>https://trid.trb.org/View/288398</link>
      <description><![CDATA[The development of a new volume warrant for left-turn phasing at signalized intersections is presented. The concept is to maintain a fixed volume-to-capacity (V/C) ratio for all intersection movements. Thus left-turn phasing would be warranted when the unprotected left-turn V/C ratio exceeds that of through traffic. Left-turn capacity is derived from formulas in the Highway Capacity Manual and the Australian Road Research Board Capacity Manual. The warrant also combines both signal-timing and capacity-analysis procedures. The proposed warrant has been compared with other methods found in the literature and the results are, in general, favorable. This study is preliminary in nature; its scope is limited to four-legged intersections with one through lane and an exclusive left-turn lane of adequate length on all approaches. No adjustments for trucks, buses, or pedestrian interference are considered. Finally, it is understood that traffic signal parameters are selected according to Webster's optimum settings for fixed-time signals.]]></description>
      <pubDate>Wed, 31 Oct 1990 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/288398</guid>
    </item>
    <item>
      <title>DELAY AT LIGHT RAIL TRANSIT GRADE CROSSINGS</title>
      <link>https://trid.trb.org/View/295749</link>
      <description><![CDATA[The concept of light rail vehicles (LRVs) operating at grade and alternately sharing the right-of-way perpendicular to the flow of automobile traffic is an attractive transit idea because of the potential cost savings to transit agencies. This paper is a partial review of an evaluation of the potential delay impacts on automobile traffic imposed by LRVs operating at grade.  This report can assist decision-makers in determining where grade separations are appropriate.  Also presented is a methodology for summarizing the operational characteristics of a light rail transit grade crossing with a single parameter, the crossing-volume-to-capacity ratio.  The analysis centered on computer simulations using FHWA's NETSIM model.  Results indicated that for light rail transit crossings located in excess of 400 ft from any adjacent intersection, the delay imposed on the motoring public warranted a grade separation only at very high traffic volumes or very short LRV headways.]]></description>
      <pubDate>Thu, 31 May 1990 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/295749</guid>
    </item>
    <item>
      <title>INVESTIGATION OF EXPOSURE BASED PEDESTRIAN ACCIDENT AREAS: CROSSWALKS, SIDEWALKS, LOCAL STREETS AND MAJOR ARTERIALS. FINAL REPORT</title>
      <link>https://trid.trb.org/View/287673</link>
      <description><![CDATA[Previous FHWA research on pedestrian exposure identified four problem areas as promising candidates for accident reduction:  intersections without marked pedestrian crosswalks, major arterial streets, local streets, and locations lacking sidewalks or pedestrian pathways.  This report describes the results of a project undertaken to examine those four problem areas.  The objectives of the project were to:  evaluate past research on pedestrian crosswalk markings and develop guidance for when and what type of crosswalk markings should be provided; investigate traffic engineering improvements for major arterial streets to increase pedestrian safety; investigate traffic engineering improvements for local streets to increase pedestrian safety; and examine existing guidance/warrants for the provision of pedestrian pathways and sidewalks and prepare revised guidance/warrants.]]></description>
      <pubDate>Tue, 28 Feb 1989 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/287673</guid>
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