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    <title>Transport Research International Documentation (TRID)</title>
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    <atom:link href="https://trid.trb.org/Record/RSS?s=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" rel="self" type="application/rss+xml" />
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    <language>en-us</language>
    <copyright>Copyright © 2026. National Academy of Sciences. All rights reserved.</copyright>
    <docs>http://blogs.law.harvard.edu/tech/rss</docs>
    <managingEditor>tris-trb@nas.edu (Bill McLeod)</managingEditor>
    <webMaster>tris-trb@nas.edu (Bill McLeod)</webMaster>
    <image>
      <title>Transport Research International Documentation (TRID)</title>
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      <link>https://trid.trb.org/</link>
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    <item>
      <title>Measuring Aggressive Driving Behavior Using a Driving Simulator: An Exploratory Study</title>
      <link>https://trid.trb.org/View/1280754</link>
      <description><![CDATA[Aggressive driving is typically stimulated by impatience, frustration, or anger and manifests itself through unsafe driving behaviors such as running red lights, traffic weaving, or tailgating. Studying aggressive driving behavior is important since such behavior has been shown to be a major cause of traffic accidents and quantifying it and its determinants can help design programs that aim at reducing aggressive driving behavior. This paper studies aggressive driving behavior of university students by using a driving simulator to generate certain events in the traffic \environment and evaluate drivers’ reactions to those events. The study aims at testing two hypotheses. The first hypothesis is that a series of frustrating events in the driving environment may instigate drivers to drive aggressively even if they may be non-aggressive by nature. The second hypothesis is that the level of trait aggressiveness influences the extent to which drivers react aggressively to frustrating events in the traffic environment. To test these hypotheses, an experimental procedure is used whereby a sample of student subjects at the American University of Beirut are recruited to drive through traffic scenarios represented in the driving simulator and aiming at instigating the subjects’ aggressiveness. Overall, the results indicate that there is evidence to support both hypotheses.]]></description>
      <pubDate>Fri, 21 Feb 2014 15:16:23 GMT</pubDate>
      <guid>https://trid.trb.org/View/1280754</guid>
    </item>
    <item>
      <title>Influential Evaluation of Data Sampling Techniques on Accuracy of Motorway Crash Risk Assessment Models</title>
      <link>https://trid.trb.org/View/1290590</link>
      <description><![CDATA[Recently, many studies have been focusing on real-time detection of rear-end and sideswipe crash risks on motorways thanks to the availability of traffic data provided by traffic detectors and crash record databases. In these studies, traffic evolution leading to individual crashes called pre-crash cases is considered and differentiated with traffic conditions where there is no crash recorded, called non-crash cases. This trend of studies reflects the need of identifying traffic crash risk in real-time in order that appropriate countermeasures could be implemented to prevent the risk from further developing and ending up with a crash. These studies are called disaggregate studies as the units of analysis are crashes themselves, according to (Golob et al., 2004). However, one of issues for these studies is the imbalance between pre-crash and non-crash cases because crashes are rare events on motorways and there should be certain traffic conditions for rear-end and sideswipe crashes to occur. Therefore, it is important to choose appropriate noncrash cases to compare with pre-crash cases, which is usually neglected in previous disaggregate studies. In the present paper, four different techniques for sampling non-crash cases is reviewed and compared using individual vehicle traffic data and crash databases altogether available from 2003 to 2007 on Swiss motorways A1.]]></description>
      <pubDate>Mon, 03 Feb 2014 09:17:52 GMT</pubDate>
      <guid>https://trid.trb.org/View/1290590</guid>
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    <item>
      <title>Multi-body Vehicle Dynamics Simulation Based on Measured 3-D Terrain Data</title>
      <link>https://trid.trb.org/View/1290599</link>
      <description><![CDATA[Due to its influence on suspension deflection, vehicle rollover, and tire normal forces, terrain modeling is an important factor when performing vehicle dynamics simulations. There has been significant research on 2D (longitudinal) road profile modeling for purposes of measuring ride quality, road roughness and condition, and evaluating suspension design. But there has been little study of 3D road geometry modeling, which may be useful for vehicle rollover and banked-road handling analysis. This study focuses on 3D terrain modeling for the purpose of vehicle dynamics simulation. Terrain data was collected using a LIDAR sensor mounted on an instrumented vehicle. This data was used to generate a 3D road representation that was imported into a multi-body CarSim vehicle simulation. A challenge with the full 3D representation was to determine the level of signal filtering necessary to smooth the raw LIDAR point cloud for an appropriate road representation. To find the optimal filtering, an iterative process was used that minimizes RMS error in roll and pitch by comparing in-vehicle measurements to simulated vehicle responses. At a particular spatial filtering frequency, a good match was obtained between simulations and measured vehicle responses. The contribution of terrain to vehicle roll dynamics was also studied by comparing simulated traversal of roads with and without vertical terrain  features.]]></description>
      <pubDate>Mon, 03 Feb 2014 09:17:52 GMT</pubDate>
      <guid>https://trid.trb.org/View/1290599</guid>
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    <item>
      <title>Computer Animation of Traffic Accidents: Hindsight Bias and Judgments of Blame</title>
      <link>https://trid.trb.org/View/1290594</link>
      <description><![CDATA[Computer animation that vividly portrays traffic accidents are increasingly used as analytical and persuasive tools in the American tort system. As this technology continues to develop and its costs further decrease, animations are expected to attract a more diverse audience in areas such as driver education, collision avoidance training, motor carrier preventable accident reviews, reckless homicide investigations and preventable accident countermeasure research. Although impressive and intuitively useful, computer animation is still an emerging technology with benefits as well as pitfalls that are yet to be fully realized. While computer animation may clarify fast-unfolding events, such as traffic accidents, they may also exacerbate hindsight bias, defined as an increased certainty for the predictability of past events, after the events become known. In an experiment that compared judgments of drivers involved in traffic accidents presented via computer animation or text plus diagrams, computer animation was found to increase hindsight bias and make blame judgments more punitive toward the reactive but not the active driver. The impact of computer animation on hindsight bias is also discussed in light of earlier work on counterfactual thinking, point of view, actor-observer effects, and debiasing.]]></description>
      <pubDate>Mon, 03 Feb 2014 09:17:52 GMT</pubDate>
      <guid>https://trid.trb.org/View/1290594</guid>
    </item>
    <item>
      <title>Refined Calculation and Simulation System of Local Large Deformation for Accident Vehicle</title>
      <link>https://trid.trb.org/View/1290598</link>
      <description><![CDATA[Determining the collision speed is the key to reconstruct vehicle crash accident and analyze the accident origin. The present paper aims to identify the process of vehicle crash and the local large deformation for accident vehicle. Based on the collected typical accident cases of the vehicle crash, the authors divide local large deformation into mesh using hexahedral mesh generation algorithm and ten node curved edge tetrahedral element. Based on the mesh chart of collision deformation energy of finite element theory, the relationship between vehicle collision speed and body deformation was analyzed quantitatively. Combined with the correlation between collision speed and residual body deformation, the equivalent speed loss was obtained. The model of the impact force and instantaneous speed for each meshing cell was created using vehicle dynamics model, elastic mechanics. According to the analysis for vehicle crash accident, the accurate values of speed and direction of the vehicle before the accident occurs have been calculated. This study provided a theoretical foundation for accident analysis and identification. According to the calculation model of the impact force and instantaneous speed, the authors build the analysis and reconstruction system of vehicle-fixity crash accidents on VC++ platform.The refined calculation and simulation system has been applied to analyze the actual vehicle-fixity crash accident on Xianning Western Road in Xi’an. This system is an important component in analysis and reconstruction system of traffic accidents, which can enrich the analyses of traffic accidents.]]></description>
      <pubDate>Mon, 03 Feb 2014 09:17:52 GMT</pubDate>
      <guid>https://trid.trb.org/View/1290598</guid>
    </item>
    <item>
      <title>Accessibility of Pedestrians Affected by Non-Access Control Multilane Highway: A Case Study of NH-8, India</title>
      <link>https://trid.trb.org/View/1290600</link>
      <description><![CDATA[There is a growing optimism in using accessibility as the entry point in rural transport intervention in developing countries. The methodology of such planning is still evolving and there is scope for a more detailed method to identify appropriate measures aimed at addressing accessibility needs. In India, most of the highways are non-access control multilane highway providing median-cut as an only road crossing facility. Most of them are having some adjacent activities along the corridor. These adjacent activities play an important role in socio-economic life of villagers living adjacent to such highways. Apart from the mobility of highway commuters, accessibility of such people living in adjacent village s is very much important for activity-based transportation planning. This paper describes the study which consists of two different sections on National Highway No.8; one with 4 lane wide roads (at village Vav) and other at 6 lane wide road (at village Pipodara) in Surat District, Gujarat, India. Both the locations are non-access control highway providing median-cut as an only road crossing facilities to the villagers. To understand how the people of these two villages access their neighbourhood area of the other side of the national highway; households and pedestrians‟ surveys have been carried out at both locations. Apart from this; speed data, accidents information, traffic volume count on highway and crossing pedestrians‟ counts have been collected. Descriptive analysis shows different factors may have an impact on accessibility i.e. land use, road crossing facilities, width of road, speed of different vehicles, portion of village built up area on the other side of the road along with the type of activities, distance from highway, etc. Neighbourhood Accessibility of Pedestrians (NAP) has been measured considering many variables including the number of road crossings made for different purposes and by different modes. A binary logit model has been developed to see the difference in accessibility at both locations considered for this study. At the end, an understanding regarding interrelationship of accessibility and mobility has been included based on the characteristics of traffic flow and of highway commuters and vehicle ownership of adjacent villagers included in present study.]]></description>
      <pubDate>Mon, 03 Feb 2014 09:17:51 GMT</pubDate>
      <guid>https://trid.trb.org/View/1290600</guid>
    </item>
    <item>
      <title>Traffic Safety Development Modeling in Duhok City Road Network Using GIS Technique</title>
      <link>https://trid.trb.org/View/1290603</link>
      <description><![CDATA[Traffic crashes are one of the main problems in Kurdistan Region. Many people die or are injured because of traffic crashes taking place every day at very high cost. Crash data, collected for many years, serve as the ground base for programs designed to reduce the number of traffic crashes. The study was achieved by collecting, preparing, and analyzing the crashes, traffic and geometric data that were related to Duhok urban street network. Crash data were taken from 529 traffic crash reports for the four years (2006-2009). Traffic and geometric data were obtained through on-site investigation and field studies in the study area. In order to decrease the rate of traffic crashes, traffic crashes analysis ws carried out, for the collected data during the four years study period, for different identified hazardous locations ( i.e., Street Sections, Intersections and Local Zones) by using various statistical and numerical methods and using the techniques of GIS (Geographic Information System) for Spatial Association. After the identification of different hazardous locations, a step-wise multiple linear regression analysis was applied to the collected data from the selected hazardous locations by the aid of some computer programs packages such as SPSS and Minitab software to drive the most appropriate empirical models that could satisfy the best representative relationships, implementing the available correlation matrices obtained between the dependent and the independent variables. It was found that the average daily traffic volume, running speed and truck percentage are strongly correlated with the crashes occurrence on the street sections and intersections, while population density and distance between local zones are very well correlated with crashes occurrence on zones in the study area. The study concluded that, using GIS technique resulted in detecting HALs was compatible with the results obtained by the traditional methods currently used in the identification of hazardous locations in urban areas. Other recommendations are proposed in this study for further and continuous future studies .]]></description>
      <pubDate>Mon, 03 Feb 2014 09:17:51 GMT</pubDate>
      <guid>https://trid.trb.org/View/1290603</guid>
    </item>
    <item>
      <title>Identifying Riding Profiles Parameters from High Resolution Naturalistic Riding Data</title>
      <link>https://trid.trb.org/View/1290593</link>
      <description><![CDATA[A simple and flexible methodology is proposed in order to define Power-Two Wheelers (PTWs) riding profiles by distinguishing between regular and irregular PTW behaviors, by using high resolution naturalistic riding data. “Irregularities” in riding behavior are consistently expressed as outlying values in the multivariate consideration of a set of riding parameters. The detected irregularities are those that diverge from the centroid of the jointly considered riding variables and define critical riding situations that are further associated to typical riding events. Results indicate that the joint consideration of variables that are directly connected to the mechanical characteristics of the PTW, such as breaking, wheel speed, throttle and steering, are adequate to distinguish the regular from irregular riding behavior.  Moreover, a regressor is constructed using neural networks and the influential determinants to the deviation from the rider’s regular actions are evaluated.]]></description>
      <pubDate>Mon, 03 Feb 2014 09:17:51 GMT</pubDate>
      <guid>https://trid.trb.org/View/1290593</guid>
    </item>
    <item>
      <title>Evaluation of the Efficiency of Three-Dimensional Visualization Tools for Detecting Shortcomings in the 
Coordination of the Alinement´s: A Geometric Highway Project – First Steps</title>
      <link>https://trid.trb.org/View/1290596</link>
      <description><![CDATA[The use of three-dimensional (3-D) visualization technologies applied in the field of Transportation has contributed not only to accessing the impact of a highway design in the region and its surroundings, but mainly to providing a corrected combination of a horizontal (plan) and vertical alinement (profile) of the highway design. Thus, in the design of highway alignments, horizontal and vertical design elements are necessarily superimposed. Combining the cross-section of the road, which includes hard-shoulders, pavements and their widths and edge markings, results in a three-dimensional design element. The application of these technologies to highway projects, especially in Brazil, and particularly with regard to the design of road projects in public or private areas, almost in its entirety, is still conducted in three stages - the projection of vertical alignment, horizontal alignment and cross sectioning with the use of computational programs which work in a 2-D environment. Taking this scenario as a base, the objective of this study is to investigate and test the effectiveness of three-dimensional visualization tools to identify shortcomings in horizontal coordination and vertical alignment for the geometric design of highways, based on 3-D visualization tools associated with 3-D animation and questionnaires. The evaluation will be in the form of tests conducted with groups of individuals who are Civil Engineering students with no experience in the development of the geometric design of roads. They will evaluate a real stretch of highway in two different situations, with proper horizontal coordination and vertical alignment and with the intended introduction of deficiencies in the design. For this step, software for geometric design of highways providing 3-D visualization of horizontal and vertical alignment will be used. The group of individuals will be submitted to tests supported by videos with 3-D simulation of the driving space in a non-immersive drive-through environment concept.]]></description>
      <pubDate>Mon, 03 Feb 2014 09:17:51 GMT</pubDate>
      <guid>https://trid.trb.org/View/1290596</guid>
    </item>
    <item>
      <title>Building the Model and Environment for Validation of a Class-8 Truck</title>
      <link>https://trid.trb.org/View/1290597</link>
      <description><![CDATA[Many studies have been conducted by analyzing crash data that included road profile, site conditions, vehicle configurations and weights, driver behavior, etc. However, limited studies have been conducted evaluating the impact of these factors on crashes and/or rollover through simulations. This is mainly due to lack of availability of verified full vehicle flexible-body models. The verification process is costly as it requires instrumentation of a heavy vehicle, scanning of road surfaces, and collection of data by running the vehicle over different road conditions, performing various maneuvering, etc. This paper presents the reverse engineering process of a class-8 truck and validation of a full flexible-body simulation model of a Wabash 53-foot trailer against the strain data recoded from proving ground testing of an instrumented truck. Simulation results show that, with the exception of the noise from the strain gage data from instrumented test run at 30 mph, there is a good agreement in periodicity and relative amplitude with the ADAMS model. A comparison of strain data from the flex-body model and the instrumented truck shows that the modeling and verification approach presented in this paper can be confidently used to validate the full flexible-body models developed for specific analyses.]]></description>
      <pubDate>Mon, 03 Feb 2014 09:17:51 GMT</pubDate>
      <guid>https://trid.trb.org/View/1290597</guid>
    </item>
    <item>
      <title>Relationship between Traffic Flow and Safety of Freeway in China: A Case Study of Jingjintang Freeway</title>
      <link>https://trid.trb.org/View/1290608</link>
      <description><![CDATA[It is well known that traffic flow characteristics greatly affect roadway safety. Operating speed under various traffic flow rates or densities plays a role in crash occurrence and type of crash. Using crash and traffic flow data from a freeway in China, this paper explores the relationship between traffic flow and safety. In addition to flow rate, the study also reveals the relationship between safety and other traffic flow characteristics such as heavy vehicles, speed gap between types of vehicles, and V/C. It is discovered that the impact of traffic flow on safety is complicated because of the complex relationship among flow parameters. This paper developed several mathematical models that describe the combined effects of traffic flow parameters on crash occurrences, which could enable engineers to identify and implement effective crash countermeasures to improve freeway safety at present.]]></description>
      <pubDate>Mon, 03 Feb 2014 09:17:49 GMT</pubDate>
      <guid>https://trid.trb.org/View/1290608</guid>
    </item>
    <item>
      <title>Road Safety Audit for Four-lane National Highways</title>
      <link>https://trid.trb.org/View/1290604</link>
      <description><![CDATA[Road Safety Audit (RSA) is a formal procedure for assessing accident potential and safety performance of new and existing roads. RSA is an efficient, cost effective and proactive approach to improve road safety. It is proved that RSA has the potential to save lives. The RSA was originated in Great Britain and is well developed in countries like the United Kingdom (UK), United States of America (USA), Australia, New Zealand, Denmark, Canada, Malaysia and Singapore. It is at varying stages of implementation in developing nations like India, South Africa, Thailand and Bangladesh. RSA appears to be an ideal tool for improving road safety in India, as basic and accurate data on accidents have yet to be collected. The study aims to evaluate RSA of a section of four-lane National Highway (NH)-58 and will focus on evaluating the benefits of the proposed actions that have emanated from deficiencies identified through the audit process. After conducting RSA, it is found that trucks are parked on highway which reduces the effective width of carriageway and creating traffic hazards to high speed moving traffics. Unauthorized median openings were found which should be immediately closed. Missing road and median markings to be done and speed signs should match with speed. Access and service lanes are also deficient which requires immediate improvement. The most Vulnerable Road User (VRU) i.e. pedestrians and cyclists facilities near habitation are lacking and needs to be facilitated on priority.]]></description>
      <pubDate>Mon, 03 Feb 2014 09:17:49 GMT</pubDate>
      <guid>https://trid.trb.org/View/1290604</guid>
    </item>
    <item>
      <title>An Observation-Based Evaluation of Fuel Economy and Speed Measures for City Bus Drivers</title>
      <link>https://trid.trb.org/View/1290601</link>
      <description><![CDATA[The aim of this study was to understand the unsafe driving behaviors of city bus drivers. Thirty city bus drivers of thirty different buses along eight different routes were observed. The city buses were equipped with data logging devices to record data on a second-by-second basis. The total recorded travel time for each driver ranged from 0.62 to 2.82 hours. Drivers went through five acceleration behaviors (medium acceleration, heavy acceleration, medium deceleration, heavy deceleration, coasting), eight nonacceleration behaviors (defined by eight levels of travel speed), and two turning behaviors (left and right turns). The mean speed and fuel economy during these behaviors were examined as potential surrogates for unsafe driving behaviors. The pooled data were analyzed using a paired-samples T-test and the Pearson correlation. The results indicated that when buses were travelling faster or decelerating, they consumed fuel in an economical way. During nonacceleration behaviors, fuel economy increased with travel speed. During acceleration behaviors, the influence of acceleration on fuel economy appeared to be larger than the influence of mean speed. During turning behaviors, low speed and acceleration contributed to poor fuel economy. Additionally, the positive linear relationship between fuel economy and speed during nonacceleration behaviors, which is typical for a smaller vehicle, hold for the bus fleet. Furthermore, heavy acceleration may result in better fuel economy at high travel speeds, but not at low travel speeds. The way people drive strongly influences the fuel consumption of the vehicle, as was seen in the unsafe behaviors that were observed from the recorded video images in the current study.]]></description>
      <pubDate>Mon, 03 Feb 2014 09:17:49 GMT</pubDate>
      <guid>https://trid.trb.org/View/1290601</guid>
    </item>
    <item>
      <title>Perceiving Traffic Environmental Information Based on Driving Scene Computational Model</title>
      <link>https://trid.trb.org/View/1290426</link>
      <description><![CDATA[A driver achieves perception information from traffic environment  by vision scenes instead of knowing concrete road design parameters during his driving activity. Traffic environmental information is mainly shown to drivers as driving vision scenes. Driving vision scenes are a series of two dimensional visual images shaped from three dimensional objects (e.g. highway, vehicles, roadside and surroundings along the highway). They are the most important perception sources for drivers to gain information and satisfy driving demands. During driving process, a driver combines observed environment information with his general knowledge together to derive actions which are divided into accelerating,  decelerating and keeping constant velocity. This paper focused on perceiving lanes and vehicles information based on driving scene, then relationship is studied between these information and velocity change. A driving scene computational model is established based on “foreground” and “background”. What can be defined as the “background” includes the sky, road pavement and roadside environment. Correspondingly, the rest is defined as “foreground”, which is constituted of vehicles as well as pedestrians. Then, operating speed and driving scene are collected through naturalistic driving survey equipment. A further analysis on the potentially of driving scene in fields such as traffic security assessment, traffic risk profile and driving acceleration and deceleration are discussed.]]></description>
      <pubDate>Thu, 30 Jan 2014 13:14:43 GMT</pubDate>
      <guid>https://trid.trb.org/View/1290426</guid>
    </item>
    <item>
      <title>Modeling Speed Profiles of Turning Vehicles at Signalized Intersections</title>
      <link>https://trid.trb.org/View/1290448</link>
      <description><![CDATA[Turning vehicles need special attention in the context of the safety evaluation and improvement of signalized intersections. So far the safety assessment of intersections is mainly based on individual accident and conflict analyses. It might be possible in the future to complement these analyses with microscopic simulations. An important step into this direction is the modeling of speed profiles of turning vehicles. For a conflict analysis at the planning stage, these speed profiles with their stochastic character have to be predicted to assess different intersection layouts and signal settings and their impact on the likelihood and severity of conflicts. By using empirical data of vehicle trajectories collected at signalized intersections in Japan, a model is developed and presented, which provides stochastic speed profiles of free-flowing left- and right-turning vehicles. The speed profiles are sensitive to intersection layout and the vehicle speed and position at the beginning and ending of the maneuver. This model can be complemented by models reflecting the reaction to pedestrians, traffic signals, and other vehicles, which are beyond the scope of this paper, to provide a general framework for the generation of speed profiles of turning vehicles.]]></description>
      <pubDate>Thu, 30 Jan 2014 13:14:43 GMT</pubDate>
      <guid>https://trid.trb.org/View/1290448</guid>
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