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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>
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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>DESIGNING TRANSPORTATION SYSTEMS FOR ACTIVE COMMUNITIES: PLANNING, DESIGN AND SYSTEM PERFORMANCE CONSIDERATIONS</title>
      <link>https://trid.trb.org/View/646269</link>
      <description><![CDATA[Active communities result from the interaction of many environmental, cultural, political and sociological factors. The design of the transportation system is but one of them. A balanced transportation system -- with appropriate levels of investment in transit, bicycle and pedestrian facilities, in addition to auto-oriented facilities - is an indispensable requirement and catalyst for active communities. In the relationship between transportation and land use, the causality arrow is ten times stronger going from land use actions to transportation consequences than vice versa. While transit-and pedestrian-supportive land use changes are hard to attain, especially given local control issues and pressure on local jurisdictions to increase their tax base; there are steps that can indeed be taken to increase the quality of transportation projects and services provided to individual communities. This paper provides a general overview of trends and challenges in urban growth and mobility, discusses areas of opportunity and provides some examples of successful application of such steps. The paper includes a cautionary note about the limitations on the effectiveness of these techniques to radically change the built environment, and on the importance of setting goals that are commensurate with the transportation system's ability to deliver performance and with the public sector's ability to deliver transportation projects expeditiously. It suggests that the emerging transportation paradigm, in order to support active communities, may be one where heavy transit investment is concentrated in the core areas that already have appropriate land use densities, carefully sited transit-oriented development is encouraged to absorb the portion of suburban growth it can, and the rest of the growth is given over to the automobile and a hybrid version of transit that behaves more like the automobile than traditional transit. An expanded role is suggested in all three environments for walking and bicycle trips, alone and in combination with transit services.]]></description>
      <pubDate>Sun, 20 Jun 2004 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/646269</guid>
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      <title>USING ITS TECHNOLOGY TO ENHANCE AFTER-SCHOOL TRAFFIC OPERATIONS: AN ELEMENTARY SCHOOL CASE STUDY</title>
      <link>https://trid.trb.org/View/646259</link>
      <description><![CDATA[The private vehicle has become the most popular method of transporting children to and from elementary schools. Unfortunately, the layouts of many elementary schools are not designed to efficiently handle a large number of private vehicles. Identifying innovative approaches to expedite the flow of after-school traffic could benefit thousands of elementary schools. This paper discusses a novel use of intelligent transportation system (ITS) technology to enhance after-school traffic operations at an elementary school in Clemson, South Carolina. The ITS technology discussed in this paper is a system that uses radio frequency identification (RFID) technology in combination with a changeable message sign to automatically identify vehicles just before they enter the pick-up area of the school. By providing advanced notification, children are readied for pickup sooner and vehicles are loaded more efficiently. The system provided a 14 percent increase in the school's capacity to handle after-school pick-ups. Further improvements could make the system even more efficient. This increase in capacity resulted in shorter vehicle wait times, shorter queue lengths, and more efficient use of the passenger pick-up area. The paper includes a discussion of the existing traffic conditions, the design and implementation of the RFID system, and documentation and analysis of the traffic conditions under the ITS system.]]></description>
      <pubDate>Fri, 20 Jun 2003 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/646259</guid>
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    <item>
      <title>AN EVALUATION OF SCHOOL ACCESSIBILITY USING COMPUTER MICRO-SIMULATION</title>
      <link>https://trid.trb.org/View/646260</link>
      <description><![CDATA[Fehr & Peers Associates (FPA) evaluated access/circulation for a proposed 2,200-student high school. Adjacent to the high school would be a 1,200-student middle school. An access road intersecting a major thoroughfare would serve both schools. A local residential street with front-on housing may provide a secondary access. The initial assessment used Synchro software and indicated that congestion at the primary access road intersection with the thoroughfare would be extensive. The left-turn vehicle queue at the major thoroughfare was estimated to extend back at least 4,500 feet during the morning peak hour. Subsequent to presenting this information to school representatives, an in-depth assessment of school access and circulation was performed using computer simulation. For this analysis, FPA used the computer simulation package VISSIM, which has the ability to model passenger vehicles, buses, bicycles, and pedestrians. Simulation also documented the inter-relationship between vehicle circulation in both parking and drop-off/pick-up areas. The objective of the simulation tool was to represent the anticipated road conditions along all approaches to the school sites, while also illustrating vehicle traffic flow along the school frontage, driveways, and internal intersections, in addition to pedestrian and bicycle travel to and from the site. Site simulation provided the necessary tools to recommend improvements to the proposed site plan to maximize traffic flows during peak congestion periods while working within the confines of a constrained site plan. This paper documents the methodologies developed to assess the two school sites and clearly illustrates anticipated area-wide traffic flow characteristics when enrollment projections are met.]]></description>
      <pubDate>Fri, 20 Jun 2003 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/646260</guid>
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      <title>A COMPREHENSIVE SCHOOL SAFETY EFFORT: THE SAN JOSE SCHOOL ACCESS ENHANCEMENT PROGRAM</title>
      <link>https://trid.trb.org/View/646261</link>
      <description><![CDATA[The paper provides an overview of a citywide school safety effort undertaken by the City of San Jose. In 2001, the San Jose Department of Transportation initiated the "School Access Enhancement Program," a four-year effort aimed at improving pedestrian and bicyclist safety at and around the city's 208 public and private elementary and middle schools. Under the program, detailed audits are conducted at each school area to survey existing infrastructure such as signage and crosswalks, to note areas of pick-up/drop-off activity, and to observe traffic, parking, and pedestrian and bicyclist circulation patterns. Following each safety audit, a report is prepared that highlights potential safety problems and includes specific recommendations to enhance safety for schoolchildren. Successful implementation of the program requires close partnership between department of transportation (DOT) staff and the city's 16 school districts, as recommendations can include on-site engineering improvements, adjustments to pick-up/drop-off schedules, and other actions that require buy-in by the schools. The school districts played a key role in ranking the 50 high-priority schools audited in year one, a process that involved ranking by DOT staff and City Council offices as well. With the large number of reports to produce each year, an Adobe PDF format was selected as an alternative to printed documents, allowing the reports to be distributed on CD-ROM and via websites for review by city staff, school districts, and, ultimately, parents and school area residents. The PDF format also provides an interactive, link-based means of navigating through each school report, photos, and the recommended improvements.]]></description>
      <pubDate>Fri, 20 Jun 2003 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/646261</guid>
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      <title>PRECIOUS CARGO: TXDOT'S CONTINUING COMMITMENT TO SAFETY</title>
      <link>https://trid.trb.org/View/646262</link>
      <description><![CDATA[This report discusses the history behind the creation of Precious Cargo, provides an overview of the many Dallas-area benefits that have resulted since the program's implementation, and highlights the impact that this program has had within the State of Texas and beyond. The Precious Cargo program was based upon the effort to establish and maintain effective, ongoing communication between the Texas Department of Transportation - Dallas District (TxDOT-Dallas) and Dallas-area school districts and communities in order to create the safest possible traffic environment for schools located along or adjacent to state highways. Through this communication, TxDOT-Dallas has had numerous opportunities to form working partnerships with local school districts. These partnerships have directly resulted in significant safety improvements around many schools. Before Precious Cargo was formally in place, opportunities for communication were often missed, and at times, TxDOT-Dallas took severe criticism for its "unwillingness and uncooperative attitude" toward its highway users. The Precious Cargo program has given the Dallas District, as well as the entire Texas Department of Transportation, an avenue to show its dedication and high level of commitment toward the safety of the children, parents, teachers, and all others who travel our state highways.]]></description>
      <pubDate>Fri, 20 Jun 2003 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/646262</guid>
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      <title>ANALYSIS OF A ROAD DIET CONVERSION AND ALTERNATIVE TRAFFIC CONTROLS</title>
      <link>https://trid.trb.org/View/646263</link>
      <description><![CDATA[Safety is a prime concern of transportation engineers and safety specialists in the United States. Traffic volumes have increased tremendously over the past years. Accommodating the increased demand, while improving traffic safety, has led transportation officials to utilize various lane configurations and intersection controls to operate the transportation system more efficiently and safely. The primary focus of this research is to evaluate the benefits of the Road Diet concept and the operational performance of alternative intersection controls at a site in University Place, Washington. The intersection controls studied are two-way stop control, a roundabout and traffic signals. The operation of the roadways at the intersection was videotaped and the traffic flow data collected was extracted from these tapes and analyzed using SIDRA software. The software produces many Measures Of Effectiveness (MOEs) of which six were chosen in this project for evaluating the performance of the roadways and the intersection controls. All the MOEs were statistically compared to determine which roadway configuration and intersection control performed better. For the evaluation of the operational performance of the intersection controls studied, the actual traffic volumes were incremented by 25% and 50% and the MOEs from the SIDRA output for the three intersection controls were compared for the original and the incremented volumes. This research concludes that three-lane roadway configuration can be adopted as a viable, safer alternative to the problematic undivided four-lane roadway configurations and a single-lane modern roundabout would have been the best form of intersection control at the intersection studied.]]></description>
      <pubDate>Fri, 20 Jun 2003 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/646263</guid>
    </item>
    <item>
      <title>WHY FLORIDA IS OVER-REPRESENTED IN FATAL CRASHES ON THE STATE HIGHWAY SYSTEM: RESULTS FROM THE FLORIDA FATAL CRASH STUDY</title>
      <link>https://trid.trb.org/View/646264</link>
      <description><![CDATA[The paper reports research to determine why Florida has an overall higher fatal crash rate relative to the rest of the country. The research was designed to identify highway safety problem areas in which Florida is over-represented relative to other states and the nation as a whole. The authors obtained data on all fatal crashes in the US that occurred from 1994 to 1998 from the FARS database and used a multiple-step process to identify highway safety problem areas that may contribute to less safe travel on Florida's roadways. States were grouped according to their fatality rates relative to Florida's. Level-One analysis calculated the degree of over-representation by comparing Florida's proportion of fatalities to a comparison group's proportion of fatalities. Problem areas identified in the level-one analysis were furthered analyzed using exposure analysis to account for the differences in exposure between Florida and each of the comparison groups. Multi-factor analysis was used to determine under what specific situations problem areas identified in the level-one analysis were more over-represented than other situations. Problem areas were ranked based on two criteria, the degree of over-representation and an index, indicating the maximum potential reduction in the number of fatalities if over-representation was eliminated.]]></description>
      <pubDate>Fri, 20 Jun 2003 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/646264</guid>
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    <item>
      <title>"URBANIZING" THE MUTCD</title>
      <link>https://trid.trb.org/View/646265</link>
      <description><![CDATA[Many of the long-standing standards and guidance contained in today's Manual on Uniform Traffic Control Devices (MUTCD) were developed many decades ago and may have been based on addressing the traffic control needs of rural and higher-speed roads, such as State highways. Over the decades, as each new edition of the MUTCD has been developed, many changes have been incorporated to include devices, applications, and options more suitable for lower speeds and to inject additional flexibility to deal with the constraints of "urban realities." Nevertheless, concerns continue to be expressed that there may be a further need to "urbanize" the MUTCD to better address and/or provide more flexibilities appropriate to the unique conditions found on urban and suburban residential streets, downtown (central business district) streets, and alleys. Also, as more states enact laws making the MUTCD applicable to private roads and parking lots, such as those in shopping malls, there is concern that some MUTCD standards and guidance may not be practical or may be "overkill" for those conditions. The Federal Highway Administration (FHWA) has conducted a targeted survey of urban traffic engineers familiar with the MUTCD, to help identify specific concerns along these lines and ways that the MUTCD could possibly be "urbanized" or made more flexible to better facilitate its uniform application in urban environments. This paper summarizes the concerns identified in the survey and discusses the most promising specific ideas that have emerged for consideration in future MUTCD revisions, to further enhance the ability of urban and suburban jurisdictions to successfully apply the MUTCD to the unique conditions found in these areas.]]></description>
      <pubDate>Fri, 20 Jun 2003 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/646265</guid>
    </item>
    <item>
      <title>FHWA'S HIGHWAY DESIGN GUIDELINES TO AID OLDER ROAD USERS: IMPLEMENTATION AND IMPACT</title>
      <link>https://trid.trb.org/View/646266</link>
      <description><![CDATA[The Federal Highway Administration (FHWA) has been proactive in understanding and meeting the needs of older drivers and pedestrians. Through an intensive research program in the late 1980's and early 1990's to developing and implementing a Handbook and Workshop in the late 1990's, the FHWA has focused on identifying engineering countermeasures to make the roadways safer for older drivers and all drivers. A survey of workshop participants shows that over half of the respondents indicated they had designed or changed their facilities to accommodate older road users, but that barriers to more frequent use of the Older Driver Handbook remain. A survey of FHWA Safety Engineers in each state indicates that over 85 percent have some activities ongoing to improve the roadway system for older drivers and pedestrians, ranging from initial activities to better understand the statewide issues, to revision of state guidelines to better accommodate older road users. FHWA remains committed to improving the mobility and safety of the ever-growing segment of our society over 65, and is working internally and externally to get recommendations from the Older Driver Handbook incorporated into state and national standards.]]></description>
      <pubDate>Fri, 20 Jun 2003 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/646266</guid>
    </item>
    <item>
      <title>TRANSPORTATION ALTERNATIVES FOR SENIORS: PROBLEMS AND SOLUTIONS</title>
      <link>https://trid.trb.org/View/646267</link>
      <description><![CDATA[Although seniors, like most Americans, prefer the mobility that driving one's automobile provides, the reality is that as they age they drive less and less. Typically, the decision to limit one's driving is a result of physical and mental limitations brought on by old age, and not by the need or desire to remain mobile. Moreover, when seniors no longer drive, many hope that families and friends and public and paratransit options will be available to meet their needs; that is often not the reality. The reality is that it can be difficult, if not impossible, for seniors to get where they need to go. For these reasons, transportation increasingly is identified as one of the major problems and top priorities of organizations that work with seniors. This paper discusses the transportation options that are available, the reason that seniors need alternatives to the automobile, the difficulties they experience in trying to use many of the traditional alternatives that are available, and some innovative transportation programs that are being developed throughout the country. It also describes a unique partnership between the Beverly Foundation and the AAA Foundation for Traffic Safety to enhance and expand the availability of Supplemental Transportation Programs for seniors (STPs).]]></description>
      <pubDate>Fri, 20 Jun 2003 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/646267</guid>
    </item>
    <item>
      <title>A NEW ROLE FOR PUBLIC HEALTH IN TRANSPORTATION CREATING AND SUPPORTING COMMUNITY MODELS FOR ACTIVE TRANSPORTATION</title>
      <link>https://trid.trb.org/View/646268</link>
      <description><![CDATA[The inclusion of public health in city planning and transportation is not entirely new and most recently is consistent with traditional city planning applications such as the environmental health impacts of development (Friedmann 1987). Beginning in the 1980s however a shift in orientation occurred in public health. This change began to develop with the incorporation of a sociological and environmental analysis of health and disease; as research evolved it supported the hypothesis that socio-environmental conditions were important health determinants (Schmid, Pratt et al. 1995). In parallel, a new approach to the creation of communities began to emerge in architecture and urban planning that endorsed a development philosophy called new urbanism (Southworth and Ben-Joseph 1997). The result of these changes in thinking emerged a belief that the built environment, particularly the infrastructure supporting transportation may have important implications for health promoting behaviors. The focus of this paper will be to articulate the role of public health in transportation and the potential health impacts offered through a transportation system that supports active living and provides more choices for people to be physically active (walking and bicycling).]]></description>
      <pubDate>Fri, 20 Jun 2003 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/646268</guid>
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    <item>
      <title>AUDIBLE PEDESTRIAN SIGNALS: RESULTS OF CURRENT RESEARCH</title>
      <link>https://trid.trb.org/View/646246</link>
      <description><![CDATA[A series of experiments was conducted to evaluate factors influencing the effectiveness of audible pedestrian signals for providing useful intersection crossing information for pedestrians with visual impairments. Participants crossed a 20 m outdoor space that simulated the width of a four lane crossing with a background noise level comparable to normal traffic. The most robust effect in the provision of audible pedestrian signals was providing the signal from the far side of a crosswalk only as opposed to from both sides simultaneously or alternating between the two sides. Another strong benefit was seen from providing auditory guidance through the pedestrian clearing phase. Other results indicate that the type of signal used is not a major factor in guiding pedestrians across the street; however, the placement and alignment of the speaker on the street corner can have a large impact on both guiding pedestrians across the street and indicating which crosswalk is being signaled.]]></description>
      <pubDate>Thu, 19 Jun 2003 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/646246</guid>
    </item>
    <item>
      <title>IMPLEMENTATION OF ROUNDABOUTS IN A MIXED-USE CORRIDOR: A CASE STUDY</title>
      <link>https://trid.trb.org/View/646247</link>
      <description><![CDATA[The City of Golden, Colorado undertook a major reconstruction project for the South Golden Road corridor. The Department of Public Works, in conjunction with many other departments, set forth to revamp this arterial street, which was a vast expanse of concrete and pavement, in an attempt to meet multiple goals. Changes to utilities, vehicle access, aesthetics, speed control, and other facets made this a comprehensive plan. Safety for pedestrians, cyclists, and vehicles were all considered important to the effort as well as traffic calming and maintaining capacity. South Golden Road carries approximately 20,000 vehicles per day and functions as a bus route and a truck route while serving commercial, residential, and office uses. The corridor also has adjacent schools and recreational fields which contribute significantly to the pedestrian traffic in the area. This paper details the process followed by the City of Golden for the redevelopment of the corridor. It reviews the variations of designs that were considered, public involvement initiatives, and political processes that were used. Design details such as the landscape median configuration, access control, and traffic control options are described. As with every project, there were shortcomings and aspects of the project that could have been improved upon. These are discussed along with potential remedies to these obstacles.]]></description>
      <pubDate>Thu, 19 Jun 2003 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/646247</guid>
    </item>
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      <title>FACTORS AFFECTING THE OPERATION OF TRIPLE LEFT-TURN LANES</title>
      <link>https://trid.trb.org/View/646248</link>
      <description><![CDATA[One of the intricate challenges to transportation engineers is traffic congestion alleviation in urban areas especially during peak hours. This study analyzes the influence of a number of factors found at triple left-turn lane sites in Florida on saturation flow, lane usage and utilization, and turning speeds. The field study conducted on 15 triple left-turn lanes intersections in Florida yielded a mean saturation flow rate of 1,859 vehicles per hour of green per lane (vphgpl) with the 95 percent confidence interval of 1,810 vphgpl to 1,907 vphgpl. Rigorous statistical analysis was conducted to determine statistical significance of the variables' influence on saturation flow rates. The results revealed that slope, skewness, type of the street and the approach type are the factors that mostly influence the saturation flow rates. The results also suggest that lane utilization is dependent on the geometrics of the intersections such as shadowing of the left-turn lanes. The results further indicated a relationship between the saturation flow rates and the turning speeds of vehicles crossing the stop line on green.]]></description>
      <pubDate>Thu, 19 Jun 2003 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/646248</guid>
    </item>
    <item>
      <title>DEVELOPMENT OF SAFETY IMPACT STUDY GUIDELINES</title>
      <link>https://trid.trb.org/View/646249</link>
      <description><![CDATA[Road authorities regularly call for the provision of traffic impact studies (TIS) in order to assist in obtaining sufficient information to make decisions. The purpose of a TIS is to assess the effects of traffic caused by a proposed development and to identify improvements that may be required in order to ensure that the roadway system will operate at an acceptable level upon completion. Traffic impact studies concentrate on the evaluation of the operational impacts. However, one issue that is not generally explicitly addressed in a TIS is safety. Safety is an important element of the operation of a transportation system. The negative societal costs of motor vehicle collisions are staggering. Despite this, it is common to examine the impacts that will occur relating to traffic operations but not those relating to traffic safety. This does not have to be the case. Where development is proposed the undertaking of a safety impact study (SIS) is a new approach that can provide information to a road authority to allow them to assess the potential safety impacts that a development may have. This paper describes the proposed development of safety impact study guidelines. The paper reports on methodologies by which the safety impacts of proposed developments could be assessed and offers commentary on how safety impact studies can compliment traffic impact studies. It highlights how safety impact study guidelines can assist municipalities when they wish to examine safety aspects of development submissions by ensuring that sufficient information, of acceptable quality, is presented for review.]]></description>
      <pubDate>Thu, 19 Jun 2003 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/646249</guid>
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