<?xml version="1.0" encoding="utf-8"?><rss version="2.0" xmlns:atom="http://www.w3.org/2005/Atom"><channel><title>TRB Publications Index</title><link>http://pubsindex.trb.org/</link><atom:link href="http://pubsindex.trb.org/common/TRIS Suite/feeds/rss.aspx?tc=NN%3ADsbgd%2A" rel="self" type="application/rss+xml" /><description></description><language>en-us</language><copyright>Copyright © 2015. 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>TRB Publications Index</title><url>http://pubsindex.trb.org/Images/PageHeader-wTitle.png</url><link>http://pubsindex.trb.org/</link></image><item><title>Dynamic Speed Feedback Signs Are Effective in Reducing Driver Speeds: A Meta-Analysis</title><link>http://pubsindex.trb.org/view/1746217</link><description><![CDATA[Excess speed contributes to over a quarter of all fatal automobile crashes in the United States, costing society billions of dollars each year. Lowering excess speeds to reduce these human, societal, and economic costs is therefore a major focus of safety officials and highway engineers. This study presents a quantitative review of the effectiveness of dynamic speed feedback signs (DSFS), which provide drivers with real-time feedback on their speed so that drivers traveling above the posted speed can slow appropriately. Using a meta-analysis of 43 publications, this study demonstrates that DSFS can effectively reduce speeds in different contexts (e.g., school and work zones) and for different vehicle types (e.g., heavy and light duty). Across all types of contexts and vehicle types that were analyzed, the meta-analysis identified statistically significant reductions in speeds when DSFS are installed. Overall, reductions of 4?mph were detected as a result of DSFS installation for passenger cars, and reductions between 2 and 4?mph were detected across vehicle types in the different contexts assessed. As reductions in speed of just 4?mph of vehicles traveling 30–35?mph can reduce fatal pedestrian-vehicle strikes by upwards of 40%, these findings demonstrate that the reductions in speed at DSFS were not only statistically significant, but also practically significant in areas such as school zones and work zones.]]></description><pubDate>Sun, 25 Oct 2020 17:39:24 GMT</pubDate><guid>http://pubsindex.trb.org/view/1746217</guid></item><item><title>Data Visualization Methods for Transportation Agencies</title><link>http://pubsindex.trb.org/view/1479200</link><description><![CDATA[This document is intended to help transportation planners create modern data visualizations. It is built for planners who want to learn the basics and see what might be next once they have them mastered. It includes advice and best practices for developing visualization skills, enhancing transportation analysis, and improving public engagement. It considers advances in technology and communication, such as online tools, software, and technical support acquisition.  After an introduction and background chapter, the chapters address how to illustrate data, developing effective visualizations, and provide a style guide.  Appendices present best practice examples and a matrix of tools and chart types.]]></description><pubDate>Thu, 03 Aug 2017 14:26:16 GMT</pubDate><guid>http://pubsindex.trb.org/view/1479200</guid></item><item><title>Presentation of Carbon Dioxide Emission Information for Smartphone Applications</title><link>http://pubsindex.trb.org/view/1241288</link><description><![CDATA[This paper examines methods of communicating and presenting information to individuals about transport and travel related carbon emissions for online journey planners and smartphone applications. Numerous on-line carbon calculators provide users with information about the carbon emissions that result from the selection of one mode of transport over another. As users may not be familiar with the magnitude of such emissions, many of these calculators employ techniques designed to help the user better understand their emissions and provide some context. This study examines four different methods of communicating and contextualising trip-related carbon emissions based upon methods already in used by a variety of carbon calculators. These methods included a simple numerical representation of emissions in the form of kilograms of CO2 produced, a “lightbulb” method used to contextualize the emissions, a weekly carbon budget, and a graphical “traffic light system”. Results indicate that while that there is a strong correlation between understanding of methods and likelihood of altering mode choice. Significant preferences exist for each of the methods, and age and gender appear to be indicators of personal preference.]]></description><pubDate>Thu, 14 Feb 2013 09:27:52 GMT</pubDate><guid>http://pubsindex.trb.org/view/1241288</guid></item><item><title>Design Matters: Early Results from a Field Experiment of Fuel Economy Feedback</title><link>http://pubsindex.trb.org/view/1242390</link><description><![CDATA[Energy feedback to drivers is one method to engage drivers in energy saving driving styles. In contrast to the occasional broadcasting of general driving tips, in-vehicle energy feedback gives drivers access to accurate information about their specific driving situation on an ongoing basis. The increasing prevalence of such feedback in new vehicles suggests a belief that ongoing, in-vehicle feedback is better. However, there is little reliable evidence of the effectiveness of energy feedback in real-word driving in passenger vehicles. This study begins to fill this gap. Participants are given a commercially-available fuel consumption display and recording device to use in their personal vehicle for two months. For the first month the display is blank as the device records a baseline of driving and fuel consumption. For the second month the display is switched on to show drivers one of three feedback designs. This paper presents preliminary results (N=36) of a larger study that will include 150 drivers along the California-Nevada Interstate-80 corridor. Using a mixed-effects linear model, the authors find an average decrease of between 2% and 8% in fuel consumption (gallons/100 miles) between the without- and with-feedback months, depending on the feedback designs. Categorizing trips into types based on distance and multiple speed characteristics, there are differences in the apparent effectiveness of feedback across trip types. Most trips average approximately 5% reduction in fuel consumption. The long distance highway trip type showed only a 1% decrease in fuel consumption between the two study periods.]]></description><pubDate>Wed, 13 Feb 2013 10:18:09 GMT</pubDate><guid>http://pubsindex.trb.org/view/1242390</guid></item><item><title>Leverage of Spiral Graph for Transportation System Data Visualization</title><link>http://pubsindex.trb.org/view/910691</link><description><![CDATA[Many transportation data sets are saturated with temporal information. Typical examples include data sets concerned with system monitoring, travel time, incident management, and many other temporally aligned features of intelligent transportation systems. Because time is a linear entity, transportation researchers typically plot their temporal data into visualizations that use techniques tailored to linear data sets, such as tables, line charts, and scatter plots. The patterns that temporal data exhibit over time are often more interesting than the linearity of the data, but conventional visualizations often fail to convey them effectively. The spiral graph is a data visualization technique that treats such patterns—and their deviations—as first-class citizens, by allowing for the efficient recognition of the regular cycles in the data. The spiral graph renders data along a temporal axis, which spirals outward at regular intervals. Individual data points are rendered as bands along the axis, creating visual clusters among datum that contribute to patterns. This paper introduces the spiral graph to the transportation community through a series of practical applications and demonstrates best practices to enable researchers to garner more information from their temporal data sets.]]></description><pubDate>Wed, 14 Apr 2010 07:14:51 GMT</pubDate><guid>http://pubsindex.trb.org/view/910691</guid></item><item><title>The 2008 Transportation Design Challenge for Connecticut High School and Middle School Students</title><link>http://pubsindex.trb.org/view/880992</link><description><![CDATA[The Connecticut Department of Transportation (ConnDOT) is host to the 2008 AASHTO Annual Meeting in October 2008.  In partnership with the AASHTO National Transportation and Civil Engineering (TRAC) Program, ConnDOT launched the 2008 Transportation Design Challenge for Connecticut High School &amp; Middle School Students in January 2008.  This statewide contest was open to all Connecticut secondary students to provide a realistic, engaging introduction to engineering and transportation systems.  This paper presents the steps taken to design and implement the Transportation Design Challenge (TDC) as it culminates in a showcase of student-created displays at the AASHTO Annual Meeting being held in Hartford during the week of October 16-20, 2008.  The intent of this paper is to document the processes and pass on information that might be useful to anyone who might consider conducting a similar contest.]]></description><pubDate>Tue, 19 May 2009 07:49:11 GMT</pubDate><guid>http://pubsindex.trb.org/view/880992</guid></item><item><title>Use of Inclinometers for Geotechnical Instrumentation on Transportation Projects: State of the Practice</title><link>http://pubsindex.trb.org/view/872704</link><description><![CDATA[This circular explores the state of the practice and representative applications on the use of inclinometer systems for measuring ground deformation and performance of geotechnical design elements on transportation projects.  The report examines inclinometer components and installation details, and includes information on planning inclinometer installation, acquiring and displaying data, and interpreting test results.]]></description><pubDate>Wed, 15 Oct 2008 16:13:23 GMT</pubDate><guid>http://pubsindex.trb.org/view/872704</guid></item><item><title>Evaluation of Alternative Dates for Advance Notification on Portable Changeable Message Signs in Work Zones</title><link>http://pubsindex.trb.org/view/801793</link><description><![CDATA[Results of a laptop-based human factors study of alternative formats of presenting notice of future roadwork messages on portable changeable message signs (PCMS) in highway work zones are documented. A total of 192 participants across Texas were shown a series of different two-phase messages for a fixed period of time and asked questions by test administrators to determine comprehension and recall of the information presented in each message. Participants were also asked to indicate their preferred format for presenting such information on a PCMS. On the basis of these studies, it is recommended that messages that require the display of calendar dates for future roadwork and other traffic control activities use a message format consisting of the three-character abbreviation of the month (e.g., APR for April) in conjunction with the date. When future work activities span several days in the same month, the month needs to be noted only once in the message (i.e., APR 21–23) rather than repeating the month (i.e., APR 21–APR 23).]]></description><pubDate>Tue, 08 May 2007 12:42:31 GMT</pubDate><guid>http://pubsindex.trb.org/view/801793</guid></item><item><title>Missouri Department of Transportation Perspective</title><link>http://pubsindex.trb.org/view/806822</link><description><![CDATA[This paper addresses the following questions as they relate to the Missouri Department of Transportation:  (1) How has the Department used current data collection activities to feed performance measures? (2) How does the Department plan and prioritize improvements to data systems involved with performance measurement? (3) How have individual data collection systems been developed or modified to better support performance measures? (4) How have tools for displaying or interpreting data been incorporated into the development of performance measures?]]></description><pubDate>Mon, 30 Apr 2007 10:04:23 GMT</pubDate><guid>http://pubsindex.trb.org/view/806822</guid></item><item><title>Maryland Department of Transportation Perspective</title><link>http://pubsindex.trb.org/view/806809</link><description><![CDATA[This paper addresses the following questions as they relate to the Maryland Department of Transportation:  (1) How has the Department used current data collection activities to feed performance measures? (2) How does the Department plan and prioritize improvements to data systems involved with performance measurement? (3) How have individual data collection systems been developed or modified to better support performance measures? (4) How have tools for displaying or interpreting data been incorporated into the development of performance measures?]]></description><pubDate>Mon, 30 Apr 2007 10:04:22 GMT</pubDate><guid>http://pubsindex.trb.org/view/806809</guid></item><item><title>Florida Department of Transportation Perspective</title><link>http://pubsindex.trb.org/view/806804</link><description><![CDATA[This paper addresses the following questions as they relate to the Florida Department of Transportation:  (1) How has the Department used current data collection activities to feed performance measures? (2) How does the Department plan and prioritize improvements to data systems involved with performance measurement? (3) How have individual data collection systems been developed or modified to better support performance measures? (4) How have tools for displaying or interpreting data been incorporated into the development of performance measures?]]></description><pubDate>Mon, 30 Apr 2007 10:04:22 GMT</pubDate><guid>http://pubsindex.trb.org/view/806804</guid></item><item><title>Idaho Transportation Department Perspective</title><link>http://pubsindex.trb.org/view/806805</link><description><![CDATA[This paper addresses the following questions as they relate to the Idaho Department of Transportation:  (1) How has the Department used current data collection activities to feed performance measures? (2) How does the Department plan and prioritize improvements to data systems involved with performance measurement? (3) How have individual data collection systems been developed or modified to better support performance measures? (4) How have tools for displaying or interpreting data been incorporated into the development of performance measures?]]></description><pubDate>Mon, 30 Apr 2007 10:04:21 GMT</pubDate><guid>http://pubsindex.trb.org/view/806805</guid></item><item><title>San Diego Association of Governments Perspective</title><link>http://pubsindex.trb.org/view/806831</link><description><![CDATA[This paper addresses the following questions as they relate to the San Diego Association of Governments:  (1) How has the Association used current data collection activities to feed performance measures? (2) How does the Association plan and prioritize improvements to data systems involved with performance measurement? (3) How have individual data collection systems been developed or modified to better support performance measures? (4) How have tools for displaying or interpreting data been incorporated into the development of performance measures?]]></description><pubDate>Mon, 30 Apr 2007 10:04:21 GMT</pubDate><guid>http://pubsindex.trb.org/view/806831</guid></item><item><title>Minnesota Department of Transportation Perspective</title><link>http://pubsindex.trb.org/view/806815</link><description><![CDATA[This paper addresses the following questions as they relate to the Minnesota Department of Transportation:  (1) How has the Department used current data collection activities to feed performance measures? (2) How does the Department plan and prioritize improvements to data systems involved with performance measurement? (3) how have individual data collection systems been developed or modified to better support performance measures? (4) How have tools for displaying or interpreting data been incorporated into the development of performance measures?]]></description><pubDate>Mon, 30 Apr 2007 10:04:21 GMT</pubDate><guid>http://pubsindex.trb.org/view/806815</guid></item><item><title>Washington State Transportation Improvement Board Perspective</title><link>http://pubsindex.trb.org/view/806838</link><description><![CDATA[The Washington State Transportation Improvement Board (TIB) is an independent state agency that provides grant funding to local government street and sidewalk projects. The agency has 455 projects in its current inventory and selects about 70 new projects per year.  This paper addresses the following questions as they relate to the Washington State TIB:  (1) How has the TIB used current data collection activities to feed performance measures? (2) How does the TIB plan and prioritize improvements to data systems involved with performance measurement? (3) How have individual data collection systems been developed or modified to better support performance measures? (4) How have tools for displaying or interpreting data been incorporated into the development of performance measures?]]></description><pubDate>Mon, 30 Apr 2007 10:04:19 GMT</pubDate><guid>http://pubsindex.trb.org/view/806838</guid></item></channel></rss>