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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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    <item>
      <title>Computational models for safe interactions between automated vehicles and cyclists</title>
      <link>https://trid.trb.org/View/2666519</link>
      <description><![CDATA[Cyclists, as vulnerable road users, face significant safety risks in traffic, especially at unsignalized intersections where they must interact with motorized vehicles. This PhD thesis investigated bicycle-vehicle interactions at unsignalized intersections and developed predictive models to improve active safety systems and automated driving. The research integrates naturalistic and simulator data to model the behavior of both cyclists and vehicles at intersections. The models included kinematic factors, non-verbal communication, and glance behavior. The studies included in this thesis revealed that kinematic factors, such as time to arrival (DTA), along with cyclists' non-verbal cues, like head movements and pedaling, significantly affect yielding behavior at intersections. Both simulator data and naturalistic data confirmed that visibility conditions and DTA played a critical role in cyclists' decision-making while subjective data from questionnaires highlighted the importance of communication and eye contact between cyclists and drivers in reducing the severity of interactions. Additionally, an analysis of naturalistic data uncovered differences in yielding behavior between professional and non-professional drivers, with professional drivers being less likely to yield to cyclists. Different models, leveraging machine learning and game theory, were developed to predict yielding decisions during these interactions. Lastly, simulator data was used to model drivers' behavior, incorporating kinematics, demographics, and gaze metrics to predict drivers' responses to crossing cyclists. The predictive models developed through this research provide novel insights for the design of threat assessment algorithms for active safety and automated driving, enhancing the machine ability to anticipate cyclist behavior and improve safety.]]></description>
      <pubDate>Thu, 05 Feb 2026 08:33:09 GMT</pubDate>
      <guid>https://trid.trb.org/View/2666519</guid>
    </item>
    <item>
      <title>Investigation on road traffic safety in rural areas using trajectory data: case studies at two measurement sites</title>
      <link>https://trid.trb.org/View/2640571</link>
      <description><![CDATA[Analyses of daily driving patterns and near misses offer valuable insights into road safety, particularly as crashes are expected to become increasingly rare. While research has largely focused on highway and urban environments, rural areas remain underexplored. This study addresses this gap by investigating traffic behavior with a specific focus on safety-relevant scenarios at two rural sites in Germany, located south of Berlin along the Federal Road 179.  We collected trajectory data and video material over a two-week observation period at each site. Although no accidents or critical conflicts were observed, several behavioral patterns emerged that may comprise traffic safety. Drivers frequently exceed the speed limits and engaged in overtaking maneuvers at intersections. Additionally, vehicles on the main road often yielded their right of way to avoid potential conflicts with turning traffic. The study further reveals that road users adapt their behavior to existing—yet underdeveloped—infrastructure, posing a potential safety risk. In particular, heavy vehicles such as trucks or motorhomes were observed making turns by crossing oncoming lanes, and vulnerable road users have to use the main road, coming into conflict with motorized traffic. These findings underscore the importance of targeted safety assessment and infrastructure improvements in rural traffic environment to reduce the potential of conflicts between different road users.]]></description>
      <pubDate>Fri, 19 Dec 2025 10:03:38 GMT</pubDate>
      <guid>https://trid.trb.org/View/2640571</guid>
    </item>
    <item>
      <title>Computational interaction models for automated vehicles and cyclists</title>
      <link>https://trid.trb.org/View/2389005</link>
      <description><![CDATA[Cyclists' safety is crucial for a sustainable transport system. Cyclists are considered vulnerable road users because they are not protected by a physical compartment around them. In recent years, passenger car occupants' share of fatalities has been decreasing, but that of cyclists has actually increased. Most of the conflicts between cyclists and motorized vehicles occur at crossings where they cross each other's path. Automated vehicles (AVs) are being developed to increase traffic safety and reduce human errors in driving tasks, including when they encounter cyclists at intersections. AVs use behavioral models to predict other road user's behaviors and then plan their path accordingly. Thus, there is a need to investigate how cyclists interact and communicate with motorized vehicles at conflicting scenarios like unsignalized intersections. This understanding will be used to develop accurate computational models of cyclists' behavior when they interact with motorized vehicles in conflict scenarios. The overall goal of this thesis is to investigate how cyclists communicate and interact with motorized vehicles in the specific conflict scenario of an unsignalized intersection. In the first of two studies, naturalistic data was used to model the cyclists' decision whether to yield to a passenger car at an unsignalized intersection. Interaction events were extracted from the trajectory dataset, and cyclists' behavioral cues were added from the sensory data. Both cyclists' kinematics and visual cues were found to be significant in predicting who crossed the intersection first. The second study used a cycling simulator to acquire in-depth knowledge about cyclists' behavioral patterns as they interacted with an approaching vehicle at the unsignalized intersection. Two independent variables were manipulated across the trials: difference in time to arrival at the intersection (DTA) and visibility condition (field of view distance). Results from the mixed effect logistic model showed that only DTA affected the cyclist's decision to cross before the vehicle. However, increasing the visibility at the intersection reduced the severity of the cyclists' braking profiles. Both studies contributed to the development of computational models of cyclist behavior that may be used to support safe automated driving. Future work aims to find differences in cyclists' interactions with different vehicle types, such as passenger cars, taxis, and trucks. In addition, the interaction process may also be evaluated from the driver's perspective by using a driving simulator instead of a riding simulator. This setup would allow us to investigate how drivers respond to cyclists at the same intersection. The resulting data will contribute to the development of accurate predictive models for AVs.]]></description>
      <pubDate>Mon, 10 Jun 2024 14:05:15 GMT</pubDate>
      <guid>https://trid.trb.org/View/2389005</guid>
    </item>
    <item>
      <title>Safe intersection and merging coordination of connected and automated vehicles</title>
      <link>https://trid.trb.org/View/2344843</link>
      <description><![CDATA[Connected and automated vehicles (CAVs) are a transformative technology that promises to bring innovative solutions to transportation systems. One of their significant advantages is the elimination of human factors, which makes them capable of resolving the congestion problem prevalent in areas such as ramp merging points and road intersections. Through the sharing of information between vehicles and with the infrastructure, CAVs can coordinate their cross-time cooperatively. This collaborative approach results in avoiding unnecessary stops, which leads to more efficient utilization of the road infrastructure and improved safety for all road participants. In this licentiate thesis work, we study the problem of formulating coordination strategies for CAVs to efficiently traverse through conflicting regions while maintaining safety with other road participants such as other CAVs or platoons of CAVs or human-driven vehicles (HDVs). We emphasize the challenges when platoons or HDVs are involved and develop coordination solutions on various scales accordingly. We start by considering a highway ramp merging scenario that involves platoons of CAVs. In such scenarios, vehicles in a platoon drive in close proximity and create moving barriers for merging traffic. In intersections where mixed traffic is present, CAVs need to anticipate the driving behavior of HDVs accurately to plan a safe future trajectory. Lastly, we examine the challenges that arise in the real-life implementation of the proposed coordination strategies.]]></description>
      <pubDate>Tue, 27 Feb 2024 14:26:56 GMT</pubDate>
      <guid>https://trid.trb.org/View/2344843</guid>
    </item>
    <item>
      <title>Driver interaction with vulnerable road users: modelling driver behavior in crossing scenarios</title>
      <link>https://trid.trb.org/View/1737775</link>
      <description><![CDATA[Every year, more than 5000 pedestrians and 2000 cyclists die on European roads. These vulnerable road users (VRUs) are especially at risk when interacting with cars. Intelligent safety systems (ISSs), designed to mitigate or avoid crashes between cars and VRUs, first entered the market a few years ago, and still need to be improved to be effective. Understanding how drivers interact with VRUs is crucial to improving the development and the evaluation of ISSs. Today, however, there is a lack of knowledge about driver behaviour in interactions with VRUs. To address this deficiency and contribute to realising the full potential of ISSs, this thesis has multiple objectives: 1) to investigate and describe the driver response process when a VRU crosses the driver path, 2) to devise models that can predict the driver response process, 3) to inform Euro NCAP with new knowledge about driver interactions with crossing VRUs that may guide the development of their test scenarios, and 4) to develop a framework for ISS evaluation through counterfactual simulation and analyse the impact of the chosen driver model on the simulation outcome. The thesis results show that the moment when a VRU becomes visible to the driver has the largest influence on the driver’s braking response process in driver-VRU interactions. Data gathered in driving simulators and on a test track were used to devise different predictive models: one model for the pedestrian crossing scenario, and three for the cyclist crossing scenario. The model for the pedestrian crossing scenario can estimate the moments at which key components of the driver response process (e.g. gas pedal fully released and brake onset) happen. For the cyclist crossing scenario, the first model predicts the brake onset time and the second predicts the experienced discomfort score given the cyclist appearance time. The third predicts the continuous deflection signal of the brake pedal based on the interaction of two visually-derived cues (looming and projected post-encroachment time).]]></description>
      <pubDate>Tue, 08 Sep 2020 14:37:12 GMT</pubDate>
      <guid>https://trid.trb.org/View/1737775</guid>
    </item>
    <item>
      <title>Analysis of vehicle accident involving bicycle at non-signalized intersection by near-crash incident database</title>
      <link>https://trid.trb.org/View/1412254</link>
      <description><![CDATA[This paper describes the factor of crossing collision involving bicycle at non-signalized intersection by analyzing near-crash incident. In recent years, the traffic accident shows gradual decreasing in the number of fatalities, whereas slowly decreasing the total number of accidents and injuries in Japan. In order to decrease the total number of accident, it is necessary to investigate the factors of accident. So the feature of crossing collision involving bicycle at non-signalized intersection was analyzed by traffic accident data and near-crash incident database collected with the drive recorders.]]></description>
      <pubDate>Mon, 20 Jun 2016 13:28:58 GMT</pubDate>
      <guid>https://trid.trb.org/View/1412254</guid>
    </item>
    <item>
      <title>Analysis of drivers' behavior at non-signalized intersection without right-of-way using a developed simulation program</title>
      <link>https://trid.trb.org/View/1412228</link>
      <description><![CDATA[In Japan, many head-on collisions occur on subsidiary roads at non signalized intersections and elderly drivers tend to cause this type of accidents. Therefore, to clarify the principal accident causation of head-on collisions is strongly required in our country which is an aging society. In the current study a simulation program was established based on the experimental data and the driving behavior of expert drivers and elderly drivers were compared with focusing on the collisions with crossing bicycles, drivers' confirming safety behavior and their foot positions.]]></description>
      <pubDate>Mon, 20 Jun 2016 13:27:51 GMT</pubDate>
      <guid>https://trid.trb.org/View/1412228</guid>
    </item>
    <item>
      <title>What determines where drivers press the gas pedal when crossing an unsignalized intersection?</title>
      <link>https://trid.trb.org/View/1412220</link>
      <description><![CDATA[We investigated factors determining the start position, defined as the point where a driver presses the gas pedal immediately prior to entering an intersection. Start positions are highly important for safety, because they mark the point where drivers complete their safety confirmation and begin accelerating to enter an intersection. Drivers' intersection crossing behavior, without right-of-way, was recorded at six unsignalized intersections in a residential area of Tsukuba, Japan. A total of 8 subjects drove the vehicle, at each intersection, 36 times. We analysed only the first three and last three trials because our previous study showed that start positions changed over repeated trials. We used linear regression analysis to identify significant explanatory variables. For the last three trials, own-road width (p < 0.01), crossroad sidewalk width (p < 0.01), and driver properties such as the start position alteration pattern (p < 0.01) were significant. The adjusted R-squared was 0.60, and the root mean square error was 0.80. The distance from the nearest edge of the crossroad to the start position typically increased when the crossroad sidewalk width and/or own-road width were broad, and was roughly equal to or less than the crossroad sidewalk width. For the first three trials, however, only own-road width (p < 0.01) was significant, and crossroad sidewalk width and the start position alteration pattern were not significant. The R-squared was 0.48, and the root mean square error was 1.29. These results suggest that subjects did not grasp the dimensions of the intersections sufficiently, in approaching the crossing, to drive as effectively as they otherwise would. Through repeated trials, they learned these dimensions, and drove more effectively as a result. This suggests that drivers should be better informed of intersection dimensions, for improved safety. The statistical significance of the start position alteration pattern indicated that individual drivers tended to maintain their characteristic driving behavior when crossing the intersections, which clearly demonstrated the importance of driver behavior properties as explanatory variables. It seems important, then, to consider this pronounced tendency when seeking to provide suitable assistance to individual drivers, with the aim of improving driver safety.]]></description>
      <pubDate>Mon, 20 Jun 2016 13:27:31 GMT</pubDate>
      <guid>https://trid.trb.org/View/1412220</guid>
    </item>
    <item>
      <title>Effekter av släckta gångsignaler: en utredning av effekterna på säkerhet, trygghet och framkomlighet</title>
      <link>https://trid.trb.org/View/1375789</link>
      <description><![CDATA[In Sweden, there is a form of traffic signals that are dormant until a pedestrian or a cyclist activates the signals through the push of a button. These signals are termed "off-time signals" and are characterized by a third signal light for pedestrians in the form of a pointer icon. Off-time signals are unusual in Sweden, but they can be used as an alternative to facilitate pedestrian and bicycle crossings when regular signal regulation is inappropriate; for example at roundabouts or intersections with a low traffic load. When the signals are not activated, the zebra crossing is regarded as unattended but when activated, it becomes signal regulated. Off-time signals thereby allows pedestrians and cyclists to choose the function of the zebra crossing as unattended or signal regulated. The purpose of this paper is to investigate the effects of off-time signals regarding road safety, accessibility and security. The study focuses primarily on the effects that off-time signals gives pedestrians and is based within Stockholm town. Initially, an inventory of previous investigations and an initial field study was conducted to get an idea of road users behavior at the signal installations. Thereafter, a literature review was performed to enhance the understanding of security issues regarding crossing points between motorists and pedestrians/cyclists. From the collected information, seven hypotheses was created to be tested with a qualitative field study. The statistical base is developed through interview studies, behavioral studies and velocity measurements. The results of this thesis show that off-time signals in practice do not offer pedestrians as much choice as they intend to do. The interview study shows that both pedestrians and cyclists in general have little knowledge of which rules that applies when the signals are off (motorists must give way to pedestrians) and thereby perceives the crossings as regulated. Among care drivers, the knowledge that motorists have to give way to pedestrians at crossings with off-time signals is slightly higher, however, almost half of the car drivers that were interviewed considered themselves to have priority when the signals are off.]]></description>
      <pubDate>Wed, 25 Nov 2015 11:06:58 GMT</pubDate>
      <guid>https://trid.trb.org/View/1375789</guid>
    </item>
    <item>
      <title>Comparing the Highway Safety Manual's Safety Performance Functions with Jurisdiction-Specific Functions for Intersections in Regina</title>
      <link>https://trid.trb.org/View/1249446</link>
      <description><![CDATA[The first edition of the Highway Safety Manual (HSM) includes a number of safety performance functions (SPF), which can be used to identify collision-prone locations on a roadway network. The HSM recommends that these SPFs be calibrated in order to more accurately reflect a specific jurisdiction's unique roadway characteristics, driver behavior, etc. Another alternative is the creation of jurisdiction-specific SPFs. For this study, negative binomial regression was used to develop a set of models using five years of collision data (2005-2009) from the city of Regina, Saskatchewan. Three intersection categories were investigated: 3-leg unsignalized, 4-leg unsignalized, and 3 and 4-leg signalized. The SPFs provided in the HSM were also calibrated using this data, and a set of calibration factors were produced. Statistical goodness of fit (GOF) tests were performed in order to determine the best-fitting SPFs for the study region. In addition to the statistical tests, CURE (cumulative residual) plots were utilized to perform two comparisons: between candidate jurisdiction-specific model forms, and between the jurisdiction specific SPFs and the HSM's SPFs (both calibrated and un-calibrated). It was found that the jurisdiction-specific SPFs provided the best fit to the data used in this study, and would be the best SPFs for predicting collisions at 3 and 4-leg intersections in the City of Regina. For the covering abstract of this conference see ITRD record number 201211RT334E.]]></description>
      <pubDate>Wed, 01 May 2013 13:19:24 GMT</pubDate>
      <guid>https://trid.trb.org/View/1249446</guid>
    </item>
    <item>
      <title>THE CAPACITY OF UNCONTROLLED JUNCTIONS</title>
      <link>https://trid.trb.org/View/1079591</link>
      <description><![CDATA[THE AUTHOR CRITICALLY CONSIDERS WELL-KNOWN METHODS OF CALCULATING THE CAPACITY OF UNCONTROLLED ROAD JUNCTIONS WITH REFERENCE TO THEIR PRACTICAL APPLICATION. AN OUTLINE IS GIVEN OF ESSENTIAL CHARACTERISTICS OF THE FOLLOWING METHODS: RAPP (OCCUPANCY METHOD), GRABE (HEADWAY METHOD), WOERNER (TOTAL  HEADWAY WITH DISTURBANCE FUNCTION), TANNER, AS ILLUSTRATED IN THE 1965 HIGHWAY CAPACITY MANUAL, AND THE EAST GERMAN METHOD ILLUSTRATED IN THE RECOMMENDATIONS FOR URBAN ROADS (RIST). THE HARDERS METHOD IS DISCUSSED IN DETAIL; THE THEORY OF THE METHOD IS PROVED BY MEASUREMENTS CARRIED OUT AT URBAN ROAD JUNCTIONS IN DRESDEN. THIS LAST METHOD IS RECOMMENDED FOR PRACTICAL USE.]]></description>
      <pubDate>Sun, 21 Nov 2010 17:44:32 GMT</pubDate>
      <guid>https://trid.trb.org/View/1079591</guid>
    </item>
    <item>
      <title>CARRIAGEWAY WIDTH NEAR CARRIAGEWAY DIVIDERS ON GRADE SEPARATED JUNCTION ACCESS ROADS</title>
      <link>https://trid.trb.org/View/1065027</link>
      <description><![CDATA[STUDIES ARE TO BE MADE TO DETERMINE THOSE CASES IN WHICH, TAKING ACCOUNT OF SAFETY AND CAPACITY CRITERIA, ONLY ONE LANE IS NEEDED IN THE VICINITY OF TRAFFIC DIVIDERS (ISLANDS) AND THOSE IN WHICH TWO LANES ARE DEEMED NECESSARY. MEASUREMENTS OF TRAFFIC FLOW WILL BE UNDERTAKEN TO ESTABLISH WHETHER  THE DECISION TO HAVE ONE OR TWO LANES COULD BE MADE DEPENDENT ON THE SPEED OF THE JUNCTION, AND TO SEE WHETHER THE THEORETICAL DANGER TO VEHICLES TURNING INTO THE JUNCTION IN BAD VISIBILITY ACTUALLY OCCURS IN PRACTICE.]]></description>
      <pubDate>Sun, 21 Nov 2010 09:12:29 GMT</pubDate>
      <guid>https://trid.trb.org/View/1065027</guid>
    </item>
    <item>
      <title>THE BEHAVIOUR OF VEHICLES WITHOUT PRIORITY AT UNSIGNALISED ROAD JUNCTIONS</title>
      <link>https://trid.trb.org/View/1064445</link>
      <description><![CDATA[THIS PAPER DEALS WITH ASPECTS OF SAFETY AT JUNCTIONS OF RURAL HIGHWAYS.  ON THE BASIS OF OBSERVATIONS AT INTERSECTIONS AND ADDITIONAL PSYCHOLOGICAL  MEASUREMENTS AND INTERPRETATIONS IT WAS FOUND THAT THE DRIVERS OF VEHICLES WITHOUT PRIORITY TEND TO MISJUDGE THE BEHAVIOUR OF THE VEHICLES HAVING PRIORITY TO A GREATER EXTENT AS THEIR SPEED INCREASES; IN GENERAL HIGH SPEEDS ARE UNDERESTIMATED AND DISTANCES ARE OVERESTIMATED.  THE PAPER CONSIDERS MEASURES TO IMPROVE SAFETY AT INTERSECTIONS AND POINTS OUT THAT THE PROBLEM OF ESTIMATING SPEEDS SHOULD RECEIVE AS MUCH ATTENTION AS HAS HERETOFORE BEEN DEVOTED TO THE PROBLEM OF VISUAL RANGE.  THE PROVEN DIFFICULTIES WITH THE PHYSIOLOGY OF PERCEPTION IN JUDGING TRAFFIC SITUATIONS POINT TO A LIMIT WHERE THE ABILITY OF THE ROAD DESIGNER TO INFLUENCE SAFETY THROUGH CONSTRUCTIONAL MEANS IS CURTAILED.  CONSIDERATION SHOULD BE GIVEN TO WHETHER IN FACT SPEED LIMITS SHOULD NOT BECOME "STRUCTURAL ELEMENTS" OF ROAD JUNCTIONS.]]></description>
      <pubDate>Sun, 21 Nov 2010 09:00:25 GMT</pubDate>
      <guid>https://trid.trb.org/View/1064445</guid>
    </item>
    <item>
      <title>DETERMINATION OF CHARACTERISTIC VALUES OF TRAFFIC VOLUME DATA</title>
      <link>https://trid.trb.org/View/1064391</link>
      <description><![CDATA[THE DIFFERING RATES OF UTILIZATION OF A TRAFFIC INSTALLATION DURING THE COURSE OF THE DAY ARE OF INCREASING SIGNIFICANCE TO THE ECONOMY AND THE QUALITY OF TRAFFIC FLOW.  THE VOLUME DATA SHOULD THEREFORE BE CONSIDERED WHEN  DIMENSIONING A TRAFFIC INSTALLATION.  AS AN EXAMPLE, A JUNCTION WITHOUT TRAFFIC SIGNALS IS SHOWN IN ORDER THAT CHARACTERISTIC VALUES OF THE LOADING DATA CAN BE DETERMINED, FROM WHICH THE INFLUENCE OF THE VARIATIONS IN FLOW ON A PREDETERMINED CAPACITY CAN BE VERY PRECISELY UNDERSTOOD.  IN REGARD TO EFFICIENCY, THE RECORDS OF THE MINUTE BY MINUTE LOADING CAN BE PRECISELY CHARACTERISED BY TWO VALUES: BY THE TRAFFIC INTENSITY IN THE DESIGN PERIOD OF TIME AND BY THE STANDARD DEVIATION OF THE MINUTE LOADING IN THIS INTERVAL.  THE LENGTH OF THE DIMENSION PERIOD SHOULD BE SO CHOSEN THAT THE EXPECTED VALUE OF THE MAXIMUM MINUTE LOADING IN THIS INTERVAL DOES NOT RISE ABOVE DOUBLE THE VALUE OF THE AVERAGE MINUTE LOADING.]]></description>
      <pubDate>Sun, 21 Nov 2010 08:59:18 GMT</pubDate>
      <guid>https://trid.trb.org/View/1064391</guid>
    </item>
    <item>
      <title>CLASSIFICATION OF ACCIDENTS INVOLVING LIGHTWEIGHT TWO-WHEELED VEHICLES IN THE ILE DE FRANCE</title>
      <link>https://trid.trb.org/View/1057567</link>
      <description><![CDATA[THE AIM OF THE ARTICLE IS TO DESCRIBE A STUDY OF THE NATURE AND FREQUENCY  OF MANOEUVRES CAUSING ACCIDENTS INVOLVING BICYCLES AND MOPEDS.  763 PERSONAL INJURY ACCIDENTS WHICH OCCURRED IN THE PARIS REGION IN APRIL 1976 WERE INVESTIGATED.  THESE ACCIDENTS WERE DIVIDED INTO 4 CATEGORIES: ACCIDENTS  INVOLVING ONLY 1 TWO-WHEELED VEHICLE; ACCIDENTS BETWEEN ONE TWO-WHEELED VEHICLE AND A PEDESTRIAN; ACCIDENTS BETWEEN ONE TWO-WHEELED VEHICLE AND A MOTOR VEHICLE AT A JUNCTION.  RESULTS SHOW THAT BICYCLES REPRESENTED 15% OF ACCIDENTS WHILE MOPEDS REACHED THE PROPORTION OF 85%.]]></description>
      <pubDate>Sun, 21 Nov 2010 05:54:56 GMT</pubDate>
      <guid>https://trid.trb.org/View/1057567</guid>
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