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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>Safer roads for motorcyclists : moving towards a systematic approach for motorcycle safety</title>
      <link>https://trid.trb.org/View/2491194</link>
      <description><![CDATA[Motorcycle organizations feel that the existing road safety programs like Vision Zero, Sustainable Roads and Safe System do not fully consider the specific situation and needs of motorcyclists. Especially when it comes to the road infrastructure this means that there is not enough attention for problems with the road surface friction and road infrastructure furniture. Road surfaces can be slippery or in bad condition with potholes. Roadsides often have obstacles that are too close to the lane or that are not shielded. Road infrastructure furniture are often obstacles on the roadsides or barriers that are unsafe for motorcyclists or installed in an unsafe manner, suited, and tested for those who travel in cars. Solutions for these situations are available, evaluated and described. In several countries, governments, road safety organizations, researchers and motorcycle experts have cooperated to draft road safety and infrastructure guidelines. Motorcycle safety is also part of the iRAP safety Star Rating assessment methodology. Nevertheless, more action is needed in harmonizing of standards, researching the causes of motorcycle crashes, the consequences of crashing into barriers and other obstacles as well as planning, building, and maintaining roads with vulnerable road users on motorcycles in mind. The motorcycle community can help to pinpoint the bottlenecks and offer solutions. This paper is the outcome of a working group assembled by SMC, which included motorcycle and road safety experts from several continents. The paper collates the available information about road infrastructure in relation to motorcycle safety, identifies the key obstacles to achieving safer roads for motorcyclists, and proposes solutions and recommendations for road authorities.]]></description>
      <pubDate>Fri, 17 Jan 2025 15:16:11 GMT</pubDate>
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      <title>Safety and environmental benefits of intelligent speed bumps</title>
      <link>https://trid.trb.org/View/2317267</link>
      <description><![CDATA[Speed bumps are a common speeding prevention measure used to protect vulnerable road users, i.e. pedestrians and cyclists, near crosswalks in urban areas. They are also used to reduce traffic volumes, prevent overtaking, and allow a change in driving routine. However, conventional speed bumps have certain shortcomings, such as reduced driving comfort for all road users, potential vehicle damage and associated repair costs, delays for emergency vehicles and public transport vehicles, longer travel times and congestion, difficulties with snow removal in winter, the formation of ruts and potholes before or after such obstacles, and an increase in fuel consumption, traffic noise, and emissions of harmful gasses during braking and accelerating. Consequently, in recent years, intensive work has been done to solve the above problems by developing so-called intelligent speed bumps. Although evaluating the performance of these intelligent speed bumps in real-world environments is not yet widely available in scientific research, numerous patents have been filed in this field over the years. This paper provides an overview of several intelligent speed bumps that have been developed in recent years and discusses the results of investigations conducted on one such speed bump that is already widely used in practice.]]></description>
      <pubDate>Mon, 25 Mar 2024 17:12:13 GMT</pubDate>
      <guid>https://trid.trb.org/View/2317267</guid>
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      <title>How to make bicycling safer : identification and prevention of serious injuries among bicyclists</title>
      <link>https://trid.trb.org/View/1706498</link>
      <description><![CDATA[The overall aim of this thesis was to guide current and future safety improvements that address serious injuries among bicyclists. The thesis is compiled by four studies, of which the first two aimed to identify injuries leading to loss of health from a biopsychosocial perspective, and the two following studies aimed to understand how these injuries occur and how they can be prevented. Study I investigated health-related quality of life (HRQoL), based on the EQ-5D questionnaire, while Study II investigated sickness absence (SA), following a bicycle crash. On a general level, the injuries associated with problems in HRQoL and long-term SA included mainly fractures of the hip and upper leg, fractures of the lower leg and ankle, fractures of the upper arm, fractures and sprains of the shoulder, traumatic brain injuries, and fractures and strains to the spine. Study III found that the majority (68%) of such injuries occurred in single bicycle crashes, and further 17% in collisions with motor vehicles. In Study IV it was shown that the current Swedish safety performance indicators related to cycling could address up to 22% of crashes involving injuries associated with problems in HRQoL and long term SA. In addition to the current safety performance indicators, the following five actions should be the focus of more rapid implementation: autonomous emergency braking with cyclist detection on passenger cars, extended maintenance to include all urban roads used for cycling, improved design of curbstones, and to separate cyclists from both motor vehicles and pedestrians. Overall, this thesis highlights that additional interventions targeting single bicycle crashes need to be prioritised by road authorities in order to prevent health loss among bicyclists.]]></description>
      <pubDate>Thu, 14 May 2020 09:41:43 GMT</pubDate>
      <guid>https://trid.trb.org/View/1706498</guid>
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      <title>Planning As If Children Mattered: A Case for Transforming Automobile Dependent Cities and Some Examples of Best Practice</title>
      <link>https://trid.trb.org/View/1554442</link>
      <description><![CDATA[The automobile with its accompanying urban sprawl, roads and parking has changed cities dramatically in the last century from places where walking, cycling and public transport were the dominant or even only modes of transport. While the automobile can be a good servant it is a very bad master and has led to a host of environmental, economic and social problems for cities. One of the casualties of automobile dependence is the independent mobility of children and other vulnerable populations in cities, such as the elderly and those with disabilities. This paper shows the extent of these problems and many of the fallacies that lie behind the idea that the car-based model of urban development has uniformly led to a better quality of life for everybody. It is presented in three parts. The first part provides a brief review of the problems of automobile dependence and the differences in this dependence between American, Australian, Canadian, European and wealthy Asian cities (Singapore and Hong Kong). The second part considers some of the primary ways in which the character and qualities of cities can impact on the ability of cities to meet the mobility and other needs of people, especially children. It particularly tackles the question of density. It shows how assumptions about the benefits of low density and the negatives of high density have been overstated and how children have become a key casualty in this planning and policy-driven fallacy, which has helped drive cities towards greater automobile dependence. The third part of the paper shows how unnecessary it is to continue along such paths by showing some best practice examples from around the world of cities that have ensured a better balance of transport modes and a much fairer and just system of land use and transport planning for children and other vulnerable populations, often making up about 50% of urban populations. Zurich, Vancouver, Freiburg im Breisgau, Portland, Munich, Stockholm and Seoul are examined, as well as the somewhat unifying concept of traffic calming. Conclusions are drawn about the key things cities need to do to avoid the problems of automobile dependence and to begin to transform themselves into places that better meet everyone’s needs and which contribute to environmental, social and economic improvement.]]></description>
      <pubDate>Fri, 05 Oct 2018 09:19:52 GMT</pubDate>
      <guid>https://trid.trb.org/View/1554442</guid>
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    <item>
      <title>Searching for causal effects of road traffic safety interventions: applications of the interrupted time series design</title>
      <link>https://trid.trb.org/View/1375956</link>
      <description><![CDATA[Traffic-related injuries represent a global public health problem, and contribute largely to mortality and years lived with disability worldwide. Over the course of the last decades, improvements to road traffic safety and injury surveillance systems have resulted in a shift in focus from the prevention of motor vehicle accidents to the control of injury events involving vulnerable road users (VRUs), such as cyclists and moped riders. There have been calls for improvements to the evaluation of safety interventions due to methodological problems associated with the most commonly used study designs. The purpose of this licentiate thesis was to assess the strengths and limitations of the interrupted time series (ITS) design, which has gained some attention for its ability to provide valid effect estimates. Two national road safety interventions involving VRUs were selected as cases: the Swedish bicycle helmet law for children under the age 15, and the tightening of licensing rules for Class 1 mopeds. The empirical results suggest that both interventions were effective in improving the safety of VRUs. Unless other concurrent events affect the treatment population at the exact time of intervention, the effect estimates should be internally valid. One of the main limitations of the study design is the inability to identify why the interventions were successful, especially if they are complex and multifaceted. A lack of reliable exposure data can also pose a further threat to studies of interventions involving VRUs if the intervention can affect the exposure itself. It may also be difficult to generalize the exact effect estimates to other regions and populations. Future studies should consider the use of the ITS design to enhance the internal validity of before-after measurements.]]></description>
      <pubDate>Wed, 25 Nov 2015 11:16:30 GMT</pubDate>
      <guid>https://trid.trb.org/View/1375956</guid>
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    <item>
      <title>Drift och underhåll av tillgänglighetsåtgärder i tätort. För ökad tillgänglighet och bibehållen säkerhet året om</title>
      <link>https://trid.trb.org/View/1265480</link>
      <description><![CDATA[The aim of this project was to identify the difficulties associated with carrying out the operation and maintenance of road safety and accessibility measures and to find possible solutions. The focus has been on design in urban areas, with the emphasis on accessibility measures for vulnerable road users, especially handicapped. The project has included a literature review, interviews with municipal operational and planning staff, expert seminars, and a questionnaire survey among all municipalities in Sweden. These studies show that there is reason to examine detailed design from an operational and maintenance perspective, especially at pedestrian crossings. The difficulty lies in finding a balance between road safety, accessibility and aesthetics, and to carry out maintenance and operation within the budgetary restrictions. The studies unambiguously show that manual operations should be avoided, since work which must be carried out by hand is poorly or not at all performed. What is accessible to all in the summertime is thus not accessible to all during winter conditions. All uses of slabs and brick pavers increase the need for maintenance since they easily become uneven and weeds grow in the joints. The tactile slabs are also difficult to clean, and are worn down in use and thus gradually lose their function. Other design details which are difficult to service is the directional edge guiding a visually impaired person across the street from a pedestrian crossing, and the 0.9-1.0 m wide ramp down to carriageway level to make it easier for the physically disabled to cross a street. It seems to be especially difficult to service the raised edge in the central refuge, and it is therefore a measure which many municipalities have decided to omit. The possibility to use smaller vehicles in snow clearance has been investigated with the conclusion that at the present this is not an option. There is a lower limit to vehicle size, with regard to both capacity and stability. On the other hand, increase of the ramp width up to 1.5 m could solve the problems and the raised edge in the central refuge could be replaced by three rows of domed slabs. In order to retain accessibility and road safety in all conditions, operational issues must be considered in the planning and design stage, and operational routines and methods need to be adapted to the new design details. Descriptions of greater detail are needed at the time of procurement, and better follow-up. There is also a need for more training of constructors and road authorities.]]></description>
      <pubDate>Thu, 17 Oct 2013 10:43:54 GMT</pubDate>
      <guid>https://trid.trb.org/View/1265480</guid>
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    <item>
      <title>Problems for vulnerable road users in Great Britain, the Netherlands and Sweden</title>
      <link>https://trid.trb.org/View/1175943</link>
      <description><![CDATA[The aim of this report is to compare the findings of three previous reports (Tight, Carsten and Sherborne, 1989; Van Schagen and Rothengatter, 1989; and Ekman and Draskoczy, 1989), which examined the problems faced by vulnerable road users (VRUs) in Britain, the Netherlands and Sweden, and in one city from each of those countries, namely Bradford, Groningen and Vaxjo.  The aim of these reports was to examine a number of the attributes of accidents which involve VRUs and the characteristics of their travel, in order to identify areas where safety and mobility improvements may be obtained.  It is not intended that this report should provide a general comparison of the safety and mobility problems faced by VRUs in the three countries, but rather a review of those issues that are related to the RTI measures envisaged by the present research programme (DRIVE Project V1031). This project is aimed at improving VRU safety and mobility both directly, through the enhancement of signalized junctions and pedestrian crossings, and indirectly, through the creation of a model of the traffic system incorporating vulnerable road users. It is intended that this model will permit the routing and guidance of motorized vehicles in such a way as to enhance VRU safety and reduce VRU annoyance and delay from traffic.  Both the direct and the indirect measures envisaged will only be relevant to VRU safety and mobility on main roads in urban areas; they are unlikely to be applicable to residential streets or minor roads unless these have substantial VRU flows.  The report therefore concentrates (in so far as existing information permits) on VRU safety and mobility on main roads and on VRU use of facilities that are intended to be upgraded through the planned RTI measures.  This report is split into two main sections, the first of which examines comparisons of safety and mobility at the national level, and the second examines such comparisons at the local (city) level. The analyses undertaken in this report concerning the national level are largely based upon published information, while at the local level, due mainly to the lack of any regularly published information, a number of special tabulations have been made.  The information given in the tables is for the most up-to-date year available.]]></description>
      <pubDate>Fri, 24 Aug 2012 00:49:14 GMT</pubDate>
      <guid>https://trid.trb.org/View/1175943</guid>
    </item>
    <item>
      <title>Problems for vulnerable road users in Great Britain</title>
      <link>https://trid.trb.org/View/1175942</link>
      <description><![CDATA[This report aims to look at a number of the attributes of accidents which involve vulnerable road users and at the characteristics of their travel, in order to identify areas where safety and mobility improvements may be obtained.  It is intended to serve as a tool in subsequent stages of this project, and thus is not a general survey of safety and mobility problems for vulnerable road users, but rather a review of those issues that are related to the RTI measures envisaged by the project.  The project is aimed at improving VRU safety and mobility both directly, through the enhancement of signalized junctions and pedestrian crossings, and indirectly, through the creation of a model of the traffic system incorporating vulnerable road users.  It is intended that this model will permit the routing and guidance of motorized vehicles in such a way as to enhance VRU safety and reduce VRU annoyance and delay from traffic.  Both the direct and the indirect measures envisaged will only be relevant to VRU safety and mobility on main roads in urban areas; they are unlikely to be applicable to residential streets or minor roads unless these have substantial VRU flows.  The report therefore concentrates (in so far as existing information permits) on VRU safety and mobility on main roads and on VRU use of facilities that are intended to be upgraded through the planned RTI measures.  The report is split into two main sections; the first of which will examine safety and mobility problems for vulnerable road users on a national level, and the second will examine safety and mobility problems for vulnerable road users at a more local level, specifically for Bradford in West Yorkshire. Parallel reports are being produced for Sweden and The Netherlands, which will examine the situations regarding the safety and mobility of vulnerable roads users in those countries as a whole, and in one urban area from each (namely the town of Vaxjo in Sweden and the City of Groningen in The Netherlands).]]></description>
      <pubDate>Fri, 24 Aug 2012 00:49:13 GMT</pubDate>
      <guid>https://trid.trb.org/View/1175942</guid>
    </item>
    <item>
      <title>Requirements of a system to reduce car-to-vulnerable road user crashes in urban intersections</title>
      <link>https://trid.trb.org/View/1103820</link>
      <description><![CDATA[Intersection crashes between cars and vulnerable road users (VRUs), such as pedestrians and bicyclists, often result in injuries and fatalities. Advanced driver assistance systems (ADASs) can prevent, or mitigate, these crashes. To derive functional requirements for such systems, an understanding of the underlying contributing factors and the context in which the crashes occur is essential. The aim of this study is to use microscopic and macroscopic crash data to explore the potential of information and warning providing ADASs, and then to derive functional sensor, collision detection, and human-machine interface (HMI) requirements. The microscopic data were obtained from the European project SafetyNet. Causation charts describing contributing factors for 60 car-to-VRU crashes had been compiled and were then also aggregated using the SafetyNet Accident Causation System (SNACS). The macroscopic data were obtained from the Swedish national crash database, STRADA. A total of 9702 crashes were analyzed. The results show that the most frequent contributing factor to the crashes was the drivers' failure to observe VRUs due to reduced visibility, reduced awareness, and/or insufficient comprehension. An ADAS should therefore help drivers to observe the VRUs in time and to enhance their ability to interpret the development of events in the near future. The system should include a combination of imminent and cautionary collision warnings, with additional support in the form of information about intersection geometry and traffic regulations. The warnings should be deployed via an in-vehicle HMI and according to the likelihood of crash risk. The system should be able to operate under a variety of weather and light conditions. It should have the capacity to support drivers when their view is obstructed by physical objects. To address problems that vehicle-based sensors may face in this regard, the use of cooperative systems is recommended.]]></description>
      <pubDate>Tue, 21 Jun 2011 09:27:15 GMT</pubDate>
      <guid>https://trid.trb.org/View/1103820</guid>
    </item>
    <item>
      <title>Road traffic safety in Belarus</title>
      <link>https://trid.trb.org/View/847000</link>
      <description><![CDATA[Belarus has a high rate of growth in car ownership which, together with the still unacceptably high rate of fatal road accidents, poses a challenge to traffic and transport planners. Road safety parameters are compared to other eastern European countries and Sweden. Most fatalities occur in rural areas, primarily on national roads, but urban fatalities are high, compared to Sweden. The main problem is protection of vulnerable road users, e.g. pedestrians and cyclists. Urban areas have the highest potential for road safety improvements. An encouraging sign is that, most pedestrians and cyclists take the trouble to wear reflective clothing a night. The challenges faced by the Ministry of transport and Communications in its National Road Traffic Safety Improvement Program, started in 2004, are: Absence of a formulated strategy; limited resources; lack of international experience; coordination, administrative and institutional problems; and lack of proper road safety information collection and analysis. Primary tasks of the program are: to establish real guidelines and directions, a "modus operandi" for real road safety improvement; to establish prioritised targets and effective estimation criteria; to organize a system of road safety independent objective monitoring; to create a co-ordination and advisory body; to prepare highly competent experts in various aspects RTS; to organize international co-operation projects, e.g GRSP membership, international training and research programs, etc; and to organize a number of successful projects, which would initiate an additional interest from society and the authorities. For the covering abstract see ITRD E136183.]]></description>
      <pubDate>Tue, 29 Jan 2008 10:34:57 GMT</pubDate>
      <guid>https://trid.trb.org/View/847000</guid>
    </item>
    <item>
      <title>BANGATAN IN LUND: POSSIBLE WAYS OF IMPROVING THE TRAFFIC SITUATION</title>
      <link>https://trid.trb.org/View/726256</link>
      <description><![CDATA[A large number of people are on the move in the area around the train station of the city of Lund. Daily about 9 000 vehicles pass the street of Bangatan and over 35 000 people get on or off a bus or train at the station. Traffic jams and traffic safety conflicts appear around the zebra crossing in front of the station at rush hours. The purpose of this thesis is to examine how the traffic situation at Bangatan can be improved. To get an idea of the kind of traffic that use Bangatan, a number of car drivers were interviewed. Questions were asked to determine the origin and destination of the drivers. Bearing the problems of the street in mind, three objectives for improvement of the traffic situation were formulated: - Improved speed for public transportation (buses); - Increased level of safety and feeling of safety for vulnerable road users; - Good accessibility for cars to the station area. Measures that have potential to improve the situation at the street towards the objectives have been outlined and their impact on different issues have been assessed. This report deals with six alternative measures: I. Closing of the street to unauthorized traffic;  II. Turning Bangatan into a one way street; III. Pedestrian subway below the street; IV. Traffic signal at the zebra crossing; V. Bus lane; VI. Temporary parking in the northern part of the station area. Some of the alternatives can be combined with another. This applies for alternative III, IV and VI. The impact assessment covers the following issues: - Cost of investment, operation and maintenance; - Pedestrians and bicyclists; - Car traffic: - Bus traffic; - Intermodality (interchanges between modes of transport); - exhaust emissions; - Noise; - Impacts on commerce. (A)]]></description>
      <pubDate>Thu, 03 Oct 2002 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/726256</guid>
    </item>
    <item>
      <title>ON THE TREATMENT OF FLOW IN TRAFFIC SAFETY ANALYSIS: A NON-PARAMETRIC APPROACH APPLIED ON VULNERABLE ROAD USERS</title>
      <link>https://trid.trb.org/View/687009</link>
      <description><![CDATA[The treatment of flow in the area of traffic safety has a long tradition. The influence flow has on the number of accidents is, however, often considered so obvious that it tends to be trivial. In this thesis I can show that the relation between flow and accidents holds interesting information. In order to compare countermeasures, or conduct other types of traffic safety comparisons where the flow varies, it is vital to know the full shape of the relation between accidents and flow. Such relations are called Safety Performance Functions (SPF). If we focus on the situation for individual road users the equivalent Risk Performance Functions (RPF) may be used to increase the comparability. The traditional comparison of accident rates is equal to assuming the SPF is a straight line, and thus the RPF is a constant. The main aim of this thesis is to develop a transparent system for estimating SPFs and RPFs. One step towards a transparent and, thus, interpretable treatment of accident and flow data is the development of a system for aggregating approaches in order to create aggregates with equal, or at least manageable, precision. The aggregation is based on relevant flow and is made in such a way that all aggregates represent the same number of the relevant road users. In order to generate a non-parametric function, without built-in presumptions of the overall relationship between flow and accidents, moving averages line is used. A series of computer programs is developed in order to describe the accuracy of the resulting functions. Two computer intensive methods: simulation and bootstrap, are used. With both these methods, exact confidence intervals are produced. Confidence intervals are computed by a process of interpolation. The stability of and the power of the computation of confidence intervals is tested with the use of synthetic data sets produced by a random process. The method developed was applied to a data set consisting of accident records, conflict observations and traffic flow counts for different road user categories from 95 non-signalised intersections in the cities of Malmoe and Lund. The result on bicycle and pedestrian safety is illustrated by graphs: SPFs and RPs. The empirical application has confirmed that: the method of aggregating and averaging gives a function with good visual interpretability;  the bootstrap method gives an accurate and useful description of the stability of the estimated non-parametric function; the relationship between conflicts and flow is complex but knowledge about such relations could improve traffic safety evaluations that include comparisons between groups of locations with different flow; analyses of the non-parametric functions may be the base for suggesting active flow manipulation as a traffic safety measure; information about the effect of flow on safety may be used to generate hypotheses about the processes underlying traffic safety problems. (A)]]></description>
      <pubDate>Mon, 02 Jul 2001 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/687009</guid>
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    <item>
      <title>AN INTELLIGENT TRAFFIC SYSTEM FOR VULNERABLE ROAD USERS</title>
      <link>https://trid.trb.org/View/640022</link>
      <description><![CDATA[This paper presents a discussion of the overall project design outlining the major elements of the work.  It discusses progress in the first year of the three-year project.  These include a comparison of problems for pedestrians and cyclists in the three countries involved (Great Britain, the Netherlands and Sweden), a review of previous work on pedestrian and cyclist route choice criteria, and early decisions on the focus of the modeling and experimental work. Implications of these for subsequent work on the project will be discussed.]]></description>
      <pubDate>Fri, 17 Nov 2000 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/640022</guid>
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    <item>
      <title>WALKING/BIKING-FRIENDLY CITY. NEED OF RESEARCH</title>
      <link>https://trid.trb.org/View/499416</link>
      <description><![CDATA[Promoting walking/biking in cities is the most pro-environmental transport and an excellent way to keep healthy, to take part in city life, and to meet people. However, the increasing motor traffic in cities negatively affects the safety and environment of pedestrians and bicyclists. Pedestrians make up 15-20 percent of the deaths in road accidents in industrialised countries; this is 40-50 percent in developing countries. Other problems are related to lack of continuous and comfortable walkways and bikeways, obstacles, slippery and uneven pavement, waiting for passage, exhausts, lack of weather protection etc. Urban and traffic planning must be directed towards preserving and providing more space for foot traffic, and proximity of work places and services. Public spaces must be made more car-free and livable. One important measure will be to establish and control low speed on streets where pedestrians/cyclists are present. The introduction of 30 km/h streets and streets where priority is given for pedestrians/cyclists are examples of steps to save these vulnerable group of road users. Multidisciplinary research is needed to refine and increase the knowledge of the behaviour of all road users, and to find methods promoting walking/biking as a way to enjoy city life and maintain health.  (This paper was presented at the Conference Vulnrabilis, Lyon, Jan 1997).]]></description>
      <pubDate>Tue, 06 Apr 1999 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/499416</guid>
    </item>
    <item>
      <title>FROM RURAL ROAD TO URBAN ARTERIAL ROAD</title>
      <link>https://trid.trb.org/View/635278</link>
      <description><![CDATA[Rural roads become main roads as they lead traffic into the city. A high level of capacity is an important goal for the design of these roads. This often leads to road user behaviour on the urban arterial roads similar to the behaviour on the rural road, resulting in high speeds and high accident rates. Many of these streets are also lacking positive characteristics that the city can be identified with. The road users often get the impression of being on a "back-street" rather than the "main-entrance". The successive enlargement of the city has often led to very varying land use along these roads. Demands from the surrounding environment will thereby vary a lot due to different considerations; for example safety, accessibility, environment and aesthetics. A model is presented that is based on the different demands derived from the different interest along the road and the surrounding environment. The model has been tested and developed in four different theses at different Nordic Technical Universities. The tests showed that the model is a very useful tool for identifying and structuring the different problems. Many good suggestions for improvements have also been achieved. In order to make the model universal further development is needed. A well-known problem on the urban arterial roads is the far too high level of speed. The vast majority of drivers exceed the speed limit. Road users coming from the rural environment find it harder to adapt their speed than those coming from the urban environment. Further more there are indications that the surrounding environment (industry, residential areas, presence of vulnerable road users, etc.) do not influence speed on the urban arterial road. The width of the road and the design seems, however, to have a great impact on the road user's choice of speed. Since the problem with speed adaptation is vital, it has been considered important to investigate the possibilities to influence speed by changes in the design of these roads. Some recommendations concerning design elements are provided. They include "optical strategies", adaptation in steps, "gates" as physical devices and road elements involving "threats" or "punishment".]]></description>
      <pubDate>Mon, 28 Sep 1998 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/635278</guid>
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