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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>AN INTERIM REPORT ON A STUDY OF DISABILITY VEILING BRIGHTNESS</title>
      <link>https://trid.trb.org/View/108884</link>
      <description><![CDATA[FOR NONUNIFORM FIELDS OF VIEW AS FOUND IN ROADWAY LIGHTING WITH LARGE GLARE SOURCES PRESENT, THE STRAY LIGHT PRODUCES DISABILITY VEILING BRIGHTNESS (DVB) WHICH CAN ADVERSELY INFLUENCE VISIBILITY AND MUST BE TAKEN INTO CONSIDERATION WHEN EVALUATING ROADWAY LIGHTING SYSTEMS. THIS RESEARCH WAS DESIGNED TO: (1) DETERMINE THE DVB OF SELECTED ROADWAY LIGHTING SYSTEMS OF 1000-WATT LUMINAIRES, AND (2) DETERMINE THE EFFECT OF MOUNTING HEIGHT ON DVB FOR 400- AND 1000-WATT LUMINAIRES. THE DATA FOR ALL THE SYSTEMS TESTED WERE SUMMARIZED BY CONSTRUCTING CONTOURS BASED ON THE K-VALUES FOR EACH LIGHTING SYSTEM. FROM THE PATTERNS FORMED BY THE CONTOUR LINES OF THE DIFFERENT SYSTEMS, IT CAN BE SEEN THAT CHANGES IN MOUNTING HEIGHT DO NOT NECESSARILY CHANGE THE PATTERN AS TO FORM, BUT ONLY CHANGE THE INTENSITY. FOR A LOW MOUNTING HEIGHT, THE INTENSITY IS HIGHER THAN FOR A HIGHER MOUNTING HEIGHT. SYSTEMS WITH LUMINAIRES IN ONESIDE MOUNTING CONFIGURATIONS AND MEDIAN MOUNTING CONFIGURATIONS PRODUCE APPROXIMATELY THE SAME PATTERNS OF DVB. INTENSITY OF DVB AND PAVEMENT BRIGHTNESS IS GREATER FOR 1000-WATT LUMINAIRE SYSTEMS THAN FOR CORRESPONDING 400-WATT LUMINAIRE SYSTEMS. FLUCTUATION OF DVB IS GREATER FOR THE 400-WATT SYSTEMS THAN FOR THE 1000-WATT SYSTEMS. FOR A STAGGERED SYSTEM, A 1000- WATT SYSTEM WITH 50-FOOT MOUNTING HEIGHT PROVIDES BETTER CONDITIONS FOR VISION THAN A 400-WATT SYSTEM WITH 45-FOOT MOUNTING HEIGHT. FOR ANY OF THE 1000-WATT SYSTEMS THE LEVEL OF DVB APPEARS TO BE LOW ENOUGH NOT TO BE A CRITICAL FACTOR IN VIEW OF THE HIGH PAVEMENT BRIGHTNESS PRODUCED BY THE SYSTEMS.]]></description>
      <pubDate>Sun, 16 Jan 1994 00:00:00 GMT</pubDate>
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      <title>TRAFFIC ENGINEERING - ROAD LIGHTING AND CONTROL</title>
      <link>https://trid.trb.org/View/138896</link>
      <description><![CDATA[At this session of the conference, the following papers were presented on street lighting and traffic signal control:- Control of disability glare from street lighting patterns, FISHER, A.J., HALL, R.R. and HALFACREE, R.S.; Road user reaction to town driving headlight beam, FISHER, A.J. and HALL, R.R.; Area control of traffic signals in Glasgow, HOLROYD, J. and HILLIER, J.A.; The use of a digital computer for traffic control at Surfers Paradise - Queensland, LEITCH, K., DENT, D.M. and WRATTEN, B.M.]]></description>
      <pubDate>Wed, 20 Nov 1974 00:00:00 GMT</pubDate>
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    <item>
      <title>CONTROL OF DISABILITY GLARE FROM STREET LIGHTING LANTERNS</title>
      <link>https://trid.trb.org/View/116172</link>
      <description><![CDATA[ALL THAT IS REQUIRED IN ORDER THAT THE GLARE CAN BE READ OFF A SIMPLE GRAPH IS THE LIGHT INTENSITY AT TWO ANGLES ON THE RUNBACK OF THE LANTERN POLAR CURVE AND THE INSTALLATION GEOMETRY. THIS METHOD DOES NOT ATTEMPT TO PREDICT DESIRABLE GLARE VALUES BUT SHOWS HOW SUCH VALUES, ONCE SET, MAY BE ACHIEVED. IT SHOULD BE NOTED THAT THER ACCURACY OF SOPHISTICATED PREDICTION METHODS ULTIMATELY RELY ON SOUND LANTERN DATA AND A KNOWLEDGE OF IN-SERVICE DEGRADING FACTORS. THESE TWO PARAMETERS APPEAR TO BE RESPONSIBLE FOR MARKED DISCREPANCIES BETWEEN THE GLARE MEASURED IN ACTUAL INSTALLATIONS AND PREDICTED GLARE VALUES. /AUTHOR/]]></description>
      <pubDate>Mon, 20 Mar 1972 00:00:00 GMT</pubDate>
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