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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>
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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>A Mixed Method Approach for Modelling Entry Capacity at Rotary Intersections</title>
      <link>https://trid.trb.org/View/2592176</link>
      <description><![CDATA[Rotary intersections, known as old traffic circles, require vehicles entering from branches to yield to circulating traffic. Upon entering, vehicles travel around a central island and exit toward their desired branch, generating merging and diverging conflicts at entry and exit points. Rotary capacity models are focused on the weaving manoeuvres within the circular roadway sections, associating capacity with the maximum traffic flow rate of each weaving segment. This paper introduces a novel approach combining modern roundabouts capacity models with the old rotary ones. In particular, the present study proposes a mixed approach based on an iterative process that combines the English TRRL model, which is suited for the old rotaries and based on short weaving sections capacity, with the features of the HCM-7th entry capacity model of the modern roundabouts, which is based on the circulating-traffic priority rule. Such an approach is rooted in the total capacity criteria and traffic conditions where all roundabout entrances reach congestion simultaneously. Compared to the past, this new approach makes entry performance estimation, such as average delay and queue length, bridging the gap between outdated and current methodologies in the field of rotary intersection design and assessment.]]></description>
      <pubDate>Fri, 14 Nov 2025 14:37:04 GMT</pubDate>
      <guid>https://trid.trb.org/View/2592176</guid>
    </item>
    <item>
      <title>Traffic Circles: Their Past, Present, and Future</title>
      <link>https://trid.trb.org/View/2539836</link>
      <description><![CDATA[This discussion of traffic circles covers the purposes for which they were first used, how they have evolved over time, and the many and varied purposes for which they continue to be used. The article concludes that current research studies directed toward the improvement of the neighborhood street environment confirm that the rotary concept can be an asset in restricting the use of residential streets and roads, and if this type of application becomes common, the traffic circle will then have returned to its original historic purpose - discouraging the intrusion of unwelcome visitors.]]></description>
      <pubDate>Tue, 22 Apr 2025 11:29:58 GMT</pubDate>
      <guid>https://trid.trb.org/View/2539836</guid>
    </item>
    <item>
      <title>Capacity Analysis of Signalized Traffic Circles in Comparison with Conventional Intersections</title>
      <link>https://trid.trb.org/View/1987982</link>
      <description><![CDATA[Full signalized traffic circles are operating in some countries to serve the heavy turning traffic flows at large-sized road junctions. Their capacities are influenced by many factors, such as the traffic conditions, signal control types and geometric layouts. The objective of this study is to find out the specified traffic demand conditions that signalized traffic circles are preferred in different cases of the number of lanes and lane configurations. A signal optimization model for the traffic circles is proposed for investigating five cases of signalized traffic circles under various traffic demand conditions. The results showed that signalized traffic circles have higher capacity than signalized intersections in some specific cases, e.g. when the total number of approach lanes reaches five or when more than one right-turn lanes are required. Besides, an analysis on the relationship between the capacity and the occupied area is conducted to further consider the geometric influence.]]></description>
      <pubDate>Thu, 18 Aug 2022 11:30:27 GMT</pubDate>
      <guid>https://trid.trb.org/View/1987982</guid>
    </item>
    <item>
      <title>Determinations of Critical Gap and Follow-up Time at Roundabouts in Jordan</title>
      <link>https://trid.trb.org/View/1659700</link>
      <description><![CDATA[Critical gap and follow-up times are two important fundamental traffic parameters used in the design and operational analysis of roundabouts and un-signalized intersections. Moreover, they are used to assess capacity and level of service at minor roads. In Jordan, roundabouts are used extensively, and therefore, there is a need to conduct studies on follow-up and critical gap time. The driver behaviour in Jordan can be described as aggressive in terms of their choice of follow-up headway at roundabouts. In this study, the roundabouts were located in mountainous terrain which allowed the collection of critical gap observations for approach slopes ranging from 6% up to 8%. The critical gap and follow-up times were recorded and analyzed. This research also identified other factors affecting critical gap, lag and follow-up times such as geometry of roundabout, slope of the approach, culture and behaviour of drivers. This research also proposes a significant relationship between approach slope at roundabouts and the observed gap. This relationship may be incorporated in the estimation of capacity and level of service determination at roundabouts. The results of this study should assist highway and traffic designers in the design and the performance evaluation of roundabouts.]]></description>
      <pubDate>Tue, 22 Oct 2019 16:49:47 GMT</pubDate>
      <guid>https://trid.trb.org/View/1659700</guid>
    </item>
    <item>
      <title>Hybrid Signal Priority and Full Actuation for Isolated Large Four-Leg Circular Intersections</title>
      <link>https://trid.trb.org/View/1639207</link>
      <description><![CDATA[In cities with bus rapid transit (BRT) systems, median bus-only lanes (MBLs) may extend to a circular intersection of two arterials. Making the MBLs traverse the central island is advantageous to BRT vehicles with less damage to the aesthetic advantage of the circular intersection. Hybrid signal priority and full actuation (HySOFA) is developed for isolated large four-leg circular intersections with MBLs. The objective of HySOFA is to expedite the operating speed of BRT vehicles with little negative impact on general vehicles. With appropriate application of transit and traffic facilities, the central island is traversable to BRT vehicles and the right-of-way is assigned in an upgraded version of the concurrent entering mode. Traffic detectors are placed at specific positions to detect BRT vehicle arrivals and sense general vehicle demand. Signals for general vehicles are fully actuated. Green extension, early green, and phase insertion are incorporated into the fully actuated logic. According to the simulation results during peak periods, HySOFA was quite effective in reducing the delay and number of stops for BRT vehicles at the circular intersection. The resulting cost to general vehicles was not large. After implementation of HySOFA, the circular intersection outperformed its conventional intersection alternative in serving general vehicles and pedestrians with less delay. BRT vehicles would not perceive substantially less delay and number of stops at the conventional intersection than at the circular intersection. When the MBLs extended to a large four-leg circular intersection, it would be a sensible decision for traffic engineers to make traffic improvements on the circular intersection instead of converting it to a conventional intersection.]]></description>
      <pubDate>Tue, 22 Oct 2019 14:42:32 GMT</pubDate>
      <guid>https://trid.trb.org/View/1639207</guid>
    </item>
    <item>
      <title>Upgrading traffic circles to modern roundabouts to improve safety and efficiency – Case studies from Italy</title>
      <link>https://trid.trb.org/View/1593570</link>
      <description><![CDATA[This paper presents a procedure for analysing safety and operational improvements made possible by converting traffic circles to modern roundabouts. An Italian case study is presented for alternative layouts under various traffic demand scenarios. In the application of the procedure, the average waiting times and queue lengths at entries are computed with an analytical capacity model, using default values for gap parameters. Then, the roundabout is dynamically simulated. The simulation results in a revised set of gap parameters that are in turn used as inputs to a second trial of the capacity model, and in turn fed back into the simulation. The two steps are repeated until the parameters reach a pre-selected convergence criterion, so that gap parameter values for both the static capacity and dynamic microsimulation models are in equilibrium. Therefore, the applied procedure can conduct both static and dynamic roundabout design, usually applied separately. One can start with default values in guidelines and couple them with limited field data, improving both the expected results and cost-effectiveness of solutions. Next, safety is estimated using dynamic simulation software and a compatible conflict counting model to acquire surrogate measures of safety. Level-of-service and surrogate safety indicators for the existing and redesigned roundabouts are then compared. The procedure is first demonstrated on an old “ultra-large” roundabout. The procedure is tested on this roundabout using the Highway Capacity Manual 2016 (HCM2016), AimsunTM, and Surrogate Safety Assessment Model (SSAM) software. A redesign is shown to be far superior in efficiency and safety. Finally, two cases are described where large first generation roundabouts were upgraded to modern standards.]]></description>
      <pubDate>Fri, 07 Jun 2019 17:29:04 GMT</pubDate>
      <guid>https://trid.trb.org/View/1593570</guid>
    </item>
    <item>
      <title>Accident, Traffic Performance, and Procedure Evaluation for the Positive Guidance Demonstration</title>
      <link>https://trid.trb.org/View/1494221</link>
      <description><![CDATA[A cut-through circle with traffic signals at both ends (Route 38-Church Road-Coopertown Road Circle in Cherry Hill, New Jersey) was analyzed using positive guidance, an analysis technique that joins highway engineering and human factors technologies to produce an information system matched to the facility characteristics and driver attributes. A condition of increased driver confusion may exist due to changes in signing, traffic signals, and pavement markings generated from the positive guidance analysis of the site. The speed variance increased; there was an increase in the percent of signal cycles where violation of the red occurred; and the accidents remained unchanged. Positive guidance proved to be a time consuming, tedious procedure for the intersection studied. Although positive guidance techniques did not improve traffic performance, the methodology could prove to be a useful tool in training traffic engineers.]]></description>
      <pubDate>Mon, 29 Jan 2018 10:19:51 GMT</pubDate>
      <guid>https://trid.trb.org/View/1494221</guid>
    </item>
    <item>
      <title>Relations between operational method and traffic accident of circular intersection in Korea</title>
      <link>https://trid.trb.org/View/1453841</link>
      <description><![CDATA[This study deals the relations between operational method and traffic accident of circular intersection. The purposes are to identify the difference of safety according to operational methods (rotary and roundabout) and to develop the traffic accident models. In pursuing the above, this study gives particular attentions to testing the hypothesis of difference between the above methods and developing the appropriate models which can represent the difference. The main results are as follows. First, the hypothesis test shows that roundabout and rotary have different number of total accidents and severe accidents, which are analyzed to be reasonable at 0.05% level of significance. Second, 2 multiple linear regression models are developed, which are all statistically significant. The independent variables in the number of total accidents are analyzed to be traffic volume, acceptance ratio, yield line, stop line and signal, and the independent variables in the number of severe accidents are evaluated to be traffic volume, acceptance ratio, yield line and signal. Third, 2 negative binomial regression models are selected as the most appropriate models, with the likelihood ratios of 0.412 and 0.322. Fourth, in the case of the number of total accident models, a negative binomial regression model is analyzed to be more appropriate than a multiple linear regression model. In the case of severe accident models, however, a multiple linear regression model is evaluated to be more appropriate than a count data model. Finally, the selected variables in the developed models are very important variables for classifying the operational methods. The signs of independent variables also present the difference in safety between roundabout and rotary. In particular, the variable of acceptance ratio presents negative (−) sign and the variables of stop line and signal present positive (+) signs. The more acceptance ratio represents the characteristics of roundabout, and the stop line and signal represent the characteristics of rotary. Therefore, the above developed models show that roundabout is much safer than rotary.]]></description>
      <pubDate>Mon, 23 Oct 2017 13:39:57 GMT</pubDate>
      <guid>https://trid.trb.org/View/1453841</guid>
    </item>
    <item>
      <title>Cruising for parking around a circle</title>
      <link>https://trid.trb.org/View/1482585</link>
      <description><![CDATA[Several recent papers have used the approximation that the number of curbside parking spaces searched before finding a vacant space equals the reciprocal of the expected curbside vacancy rate. The implied expected cruising-for-parking times are significantly lower than those that have been obtained through observation and simulation. Through computer simulation of cars cruising for parking around a circle in stochastic steady state, this paper shows that the approximation leads to underestimation of expected cruising-for-parking time and, at high occupancy rates, considerable underestimation. The paper also identifies several “effects” that contribute to the approximation being an increasingly poor one as the occupancy rate increases.]]></description>
      <pubDate>Wed, 27 Sep 2017 10:17:59 GMT</pubDate>
      <guid>https://trid.trb.org/View/1482585</guid>
    </item>
    <item>
      <title>Truck-friendly roundabout rules pick up steam</title>
      <link>https://trid.trb.org/View/1479409</link>
      <description><![CDATA[]]></description>
      <pubDate>Wed, 09 Aug 2017 10:48:26 GMT</pubDate>
      <guid>https://trid.trb.org/View/1479409</guid>
    </item>
    <item>
      <title>Indiana law requires motorists to yield to large trucks negotiating roundabouts</title>
      <link>https://trid.trb.org/View/1465888</link>
      <description><![CDATA[]]></description>
      <pubDate>Mon, 01 May 2017 14:10:26 GMT</pubDate>
      <guid>https://trid.trb.org/View/1465888</guid>
    </item>
    <item>
      <title>Predictive modeling of entry flow at rotary intersections in Akure, a developing city
and capital of Ondo state, Nigeria</title>
      <link>https://trid.trb.org/View/1363230</link>
      <description><![CDATA[Predictive models for entry flow at rotary intersections in Akure - a developing city in Nigeria- have been developed. Data were collected at the intersections critical to traffic flow in the study area using a cine camera placed at a vantage point from the road sections during peak and off-peak periods in week days. Entry flow (qₑ) was modelled as a function of circulating flow (qc), delay (dₐ), headway (h) and geometric features of the intersections. The data were fitted to a multiple linear regression equation to obtain the generalized flow models for peak and off peak periods. The equations obtained were validated using empirical data other than those used to calibrate the model. The adjusted R² values obtained during the peak and off peak periods were 95.8% and 87.7% respectively, indicating that the independent variables (circulating flow, delay and headway) made significant contributions in predicting the entry flow. The models developed can be used to evaluate entry flow at rotary intersections in the study area and other cities in developing countries with similar traffic characteristics for which such models are scarce, thereby facilitating planning and design of effective traffic control mechanisms.]]></description>
      <pubDate>Thu, 30 Jul 2015 17:31:30 GMT</pubDate>
      <guid>https://trid.trb.org/View/1363230</guid>
    </item>
    <item>
      <title>Turbo roundabouts may have a future in North America : turbos without raised mountable lane dividers offer safety advantages and less confusion for drivers</title>
      <link>https://trid.trb.org/View/1341707</link>
      <description><![CDATA[]]></description>
      <pubDate>Mon, 26 Jan 2015 12:04:01 GMT</pubDate>
      <guid>https://trid.trb.org/View/1341707</guid>
    </item>
    <item>
      <title>Study of Relation between Actual and Perceived Crash Risk</title>
      <link>https://trid.trb.org/View/1280071</link>
      <description><![CDATA[Fatality rates in Indian cities have increased manifolds in the recent years as cities continue to expand. The actual crash risk observed on different infrastructures is different, and it depends upon the crash rate and the exposure on these infrastructures. This analysis uses crash data from police reported fatal crashes in the urban limits of the city to decide actual risk. The fatal crashes are accurately reported in police records, while minor and major crashes are under-reported in India. The study considered risk to road users from six commonly used modes of transportation; walking, bicycling, riding motorized two- wheeler, auto-rickshaw, car, and bus. The perceived risk has derived for all these modes on different infrastructures; mid- block, signalized intersection, un-signalized intersection, and rotary intersection from household survey. This study examined the trend of fatal crashes and the relationship between actual and perceived crash risk on different infrastructures.]]></description>
      <pubDate>Mon, 27 Jan 2014 09:40:14 GMT</pubDate>
      <guid>https://trid.trb.org/View/1280071</guid>
    </item>
    <item>
      <title>Safety Review of Roundabouts in Alberta, Canada</title>
      <link>https://trid.trb.org/View/1263529</link>
      <description><![CDATA[The Province of Alberta has a relatively long history of using circular intersections. In the 1950s, the City of Edmonton constructed 12 two-lane rotaries on major arterial streets. These rotaries were designed to carry a high volume of traffic and lacked the deflection and other geometric features of modern roundabouts. Since these rotaries were constructed in the 1950s, not many new circular intersections were constructed in Alberta until modern roundabouts starting appearing in North America in the 1990s and 2000s. Alberta now has over 75 modern roundabouts in use throughout the Province. Many of these roundabouts are located in City of Calgary where City Council has recently adopted a new roundabout policy that will encourage the use of roundabouts in appropriate locations. This new policy will ultimately result in more roundabouts being constructed in Calgary in the coming years. The purpose of this study was to evaluate the safety performance of nine roundabouts in Alberta. The roundabouts were primarily located in Calgary and included converted sites as well as new roundabouts. The Yoked Comparison technique was used to evaluate the safety performance of the retrofit sites. The safety performance of the new sites was evaluated based on a comparison to other jurisdictions in the United States.]]></description>
      <pubDate>Fri, 04 Oct 2013 11:35:59 GMT</pubDate>
      <guid>https://trid.trb.org/View/1263529</guid>
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