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    <title>Transport Research International Documentation (TRID)</title>
    <link>https://trid.trb.org/</link>
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    <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>
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      <title>Transport Research International Documentation (TRID)</title>
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      <link>https://trid.trb.org/</link>
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    <item>
      <title>LIGHTING MAKES A SAFE TUNNEL SAFER</title>
      <link>https://trid.trb.org/View/109946</link>
      <description><![CDATA[THE PRUDENTIAL TUNNEL IN BOSTON, WHICH STRETCHES SOME 2,000 FEET UNDER THE CITYS NEW PRUDENTIAL CENTER, WAS THE FIRST TO UTILIZE A RECENTLY-INTRODUCED MULTI-LAMP FLUORESCENT LIGHTING SYSTEM. SOME 1180 NEW FLUORESCENT LUMINAIRES ILLUMINATE THE TUNNEL AREA. ON THE REMAINDER OF THE 12-MILE ROADWAY, 342 FIXTURES MOUNTED ON TWIN-ARM STANDARDS SPACED 175 FEET APART AND MOUNTED IN THE ROADWAY MEDIAN, LIGHT THE FOUR TRAFFIC LANES ON EITHER SIDE. SINGLE-ARM STANDARDS LIGHT ALL RAMPS, AT INTERCHANGES AND TOLL BOOTHS, FLOODLIGHTS SUPPLEMENT THESE ROADWAY LUMINAIRES. THE TOTAL SYSTEM PRODUCES A COMBINATION BLEND THAT RESULTS IN AN OUTSTANDING LIGHTING EFFECT. ALL OF THE TUNNEL LIGHTING GOES ON AND OFF AUTOMATICALLY. THE LIGHTING INTENSITY AT ANY ONE TIME DEPENDS ON THE NATURAL LIGHT OUTSIDE THE TUNNEL AS WELL AS THE AMOUNT OF TRAFFIC INSIDE. THIS GIVES MOTORISTS MAXIMUM SEEABILITY WITH A MINIMUM OF GLARE. /AUTHOR/ FLUORESCENT LIGHTING SYSTEM.]]></description>
      <pubDate>Tue, 10 Aug 2004 17:48:59 GMT</pubDate>
      <guid>https://trid.trb.org/View/109946</guid>
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    <item>
      <title>THE NATIONAL ENERGY POLICY ACT: ITS IMPACT ON FLUORESCENT LAMP DESIGN</title>
      <link>https://trid.trb.org/View/409693</link>
      <description><![CDATA[On October 24, 1992, former President Bush signed into law the National Energy Policy Act of 1992.  This far-reaching legislation affects every aspect of energy policy in the U.S., including energy resources, consumption, conservation, distribution and product efficiency standards.  The new energy law mandates minimum energy efficiency requirements for certain lamps and lighting fixtures.  The purpose of this article is to discuss the impact of this legislation on new and existing parking facility lighting systems utilizing fluorescent lamps.]]></description>
      <pubDate>Thu, 08 Sep 1994 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/409693</guid>
    </item>
    <item>
      <title>PVC ILLUMINATED TRAFFIC SIGN</title>
      <link>https://trid.trb.org/View/106637</link>
      <description><![CDATA[BY INSTALLING 43 PVC TRAFFIC SIGNS, NORWICH, ENGLAND, HAS BEGUN A CHANGEOVER FROM NONILLUMINATED TRAFFIC SIGNS TO THE INTERNALLY ILLUMINATED PVC TYPE MANUFACTURED BY FRANCO TRAFFIC SIGNS LTD., LONDON. THE TRIANGULAR CASING FOR THE FRANCO SIGN IS PRESSED FROM A 1/8-IN. THICK LAMINATE OF WHITE AND GRAY DARVIC, I. C. I. 'S PVC. THE WHITE PROVIDES AN INTERNAL REFLECTIVE SURFACE FOR THE LIGHTING ELEMENTS AND THE GRAY PROVIDES AN EASILY SEEN COLOR APPROVED BY THE MINISTRY OF TRANSPORT. THE FACE OF THE SIGN IS FORMED FROM CLEAR DARVIC SHEET, WITH A 1-IN. RETURN WHICH FITS INTO THE CASING. THE BORDER AND LEGEND ARE SILK-SCREENED ON THE INSIDE SURFACE OF THE FACE IN TRANSLUCENT COLORS. THE CASE IS STRENGTHENED BY AN INTERNALLY MOUNTED STEEL TRAY THAT ALSO PROVIDES A MOUNTING FOR THE FOUR FLUORESCENT TUBES THAT ILLUMINATE THE SIGN. /ARTICLE/]]></description>
      <pubDate>Tue, 19 Apr 1994 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/106637</guid>
    </item>
    <item>
      <title>CLYDE TUNNEL' DESIGN, CONSTRUCTION AND TUNNEL SERVICES</title>
      <link>https://trid.trb.org/View/96747</link>
      <description><![CDATA[PART 1 DEALS WITH THE DESIGN AND SCHEME OF CONSTRUCTION ADOPTED FOR A ROAD TUNNEL IN PARTICULARLY VARIABLE AND DIFFICULT GROUND. PART 2 IS CONCERNED WITH THE EQUIPMENT FOR LIGHTING, VENTILATING AND OTHER ANCILLARY SERVICES. THERE ARE TWIN 2-LANE TUNNELS, DOWNSTREAM FROM GLASGOW, THROUGH ROCK OVERLAIN BY ALLUVIAL DEPOSITS. A CAST-IRON LINING WAS DESIGNED AND THE PORTALS AND APPROACHES WERE WERE  OF HEAVY REINFORCED CONCRETE, THE GREATER PART OF THE APPROACH BEING BELOW THE WATER TABLE. VENTILATION IS FULLY ADEQUATE FOR DILUTION OF CARBON MONOXIDE AND FOR VISIBILITY, THE STEEP GRADIENTS CONSTITUTE A SPECIAL FACTOR IN VENTILATION. LIGHTING IS BY HOT CATHODE FLUORESCENT TUBES WITH INCREASED LEVEL OF LIGHTING NEAR THE ENTRANCES. ALL SERVICES ARE REGULATED FROM A CENTRAL CONTROL ROOM WITH PROVISION FOR AUTOMATIC OPERATION. /RRL/]]></description>
      <pubDate>Mon, 14 Feb 1994 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/96747</guid>
    </item>
    <item>
      <title>NEW STREET LIGHTS DESIGNED TO LIGHTEN LIFE FOR ALL</title>
      <link>https://trid.trb.org/View/276544</link>
      <description><![CDATA[Lamp types associated with post tops, bollards and floodlighting luminaires for pedestrian areas are described. They comprise:  tungsten filament (gls), lumen range 225-18400; tungsten halogen, lumen range 3200-4400; compact fluorescent, lumen range 200-1300; mercury fluorescent (hpl comfort), lumen range 1890-22800; low pressure sodium (sox-e), lumen range 1800-26000; high pressure sodium (son), lumen range 3500-130000; metal halide, lumen range 1700-189000.  It is suggested that the variation in illuminance of an area be kept within the ratio 10:1 with an average illuminance of 5 lux on paved areas.  Some applications to normal group B roads carrying mixed traffic are mentioned.  (TRRL)]]></description>
      <pubDate>Fri, 31 Oct 1986 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/276544</guid>
    </item>
    <item>
      <title>OFFICE SAFETY</title>
      <link>https://trid.trb.org/View/218336</link>
      <description><![CDATA[While there are still several thousand conventional office accidents every year, such as slips and falls, there are also the new and growing problems of the modern office.  Clare Ruhemann looks at reports of ill-health among staff working in sealed buildings, and D. S. Cox homes in on the specific problem of fluorescent lighting.  Keyboard operator injuries are also investigated.]]></description>
      <pubDate>Thu, 31 Oct 1985 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/218336</guid>
    </item>
    <item>
      <title>BUSES GET PINT IN HALF-PINT POT</title>
      <link>https://trid.trb.org/View/154071</link>
      <description><![CDATA[Manchester's new Arndale bus station, which can handle over 1000 buses a day, was originally designed in the 1960's as part of a shopping centre.  The author describes the new design which had to accommodate much larger buses within the same dimensions.  To make the best use of the space "available, two "saw tooth" island platforms have been provided, each with eight boarding and alighting points. Buses can also use entrance and exits in both directions. Pedestrians have a segregated perimeter walkway providing all the necessary facilities for passengers.  Precautions to combat vandalism are described.  With only a 450 mm clearance for buses, fluorescent lighting is reflected off the tyrolean rendered roof to make the ceiling appear higher.  Photo-electric cells control the light intensity at the entry and exit points to match internal and external conditions.  The concrete floor slab has been waterproofed with an epoxy resin mortar, but rubber from the buses' tyres has caused difficulties with cleaning.  A special ventilation system has been devised to cope with problems caused by the low profile of the building. (TRRL)]]></description>
      <pubDate>Thu, 30 Dec 1982 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/154071</guid>
    </item>
    <item>
      <title>CUILFAIL TUNNEL</title>
      <link>https://trid.trb.org/View/180658</link>
      <description><![CDATA[Details are given of the services provided in the Cuilfail Tunnel, Lewes, the longest bored road tunnel in the UK not passing under a waterway.  Four stages of lighting are provided.  The basic stages are provided by two sets of fluorescent luminaires operated alternately to ensure equal lamp use.  The intermediate stage, used with day basic lighting, is controlled by a solar dial time switch.  The full stage is controlled by photo cells mounted at both tunnel portals.  Ventilation is by means of six axial flow fans mounted on the tunnel roof at equal intervals along its length.  These reversible fans, which are 5M long and 1M in diameter, are regulated by wind sensor equipment and gas analysers.  Their operation is triggered by the monitoring equipment which records the carbon monoxide level at two of the tunnel fire points.  Monitoring and control arrangements are briefly discussed.  (TRRL)]]></description>
      <pubDate>Mon, 30 Aug 1982 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/180658</guid>
    </item>
    <item>
      <title>VACUUM FLUORESCENT DISPLAYS--A WIDE RANGE OF DESIGN OPTIONS</title>
      <link>https://trid.trb.org/View/145111</link>
      <description><![CDATA[Vacuum fluorescent displays offer the instrument engineer a wide range of design options.  Close liason between the instrument engineer and the display engineer is an important part of the design cycle.  Various specification proposals are made and a new design proposal is introduced.]]></description>
      <pubDate>Mon, 31 Mar 1980 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/145111</guid>
    </item>
    <item>
      <title>FLUORESCENT INTERIOR LIGHTING FOR VEHICLES</title>
      <link>https://trid.trb.org/View/74031</link>
      <description><![CDATA[Although incandescent lighting is sometimes used in vehicles where a controlled beam of light is needed at entrances, exits and passenger seats, fluorescent lighting is preferred for general lighting because of its higher efficacy, lower brightness (important as the lighting of many vehicles is at eye level) and the longer life of the lamp.  Reference is made to the power source requirements of fluorescent lamps and the operation needed to convert from the vehicle battery, direct current supply, to a source of alternating current to drive the lamps and associated equipment.  Two types of dc/ac converters described are bulk invertors and transistorised invertor ballasts.  Commonly used in aircraft and sometimes in trains, bulk invertors are described as being rarely used in other vehicles for they are not often cost effective for a lighting load only.  They are also considered to suffer the disadvantage of being the sole ac source, so that a failure of one of its many electronic components results in a complete vehicle blackout. Transistorised invertor ballasts are more generally used for vehicle lighting because of their small size and relatively low price.  Operational details are provided for a number of vehicle types, and information provided on circuit design. /TRRL/]]></description>
      <pubDate>Thu, 14 Sep 1978 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/74031</guid>
    </item>
    <item>
      <title>VACUUM FLUORESCENT DISPLAYS FOR AUTOMOTIVE APPLICATIONS</title>
      <link>https://trid.trb.org/View/55600</link>
      <description><![CDATA[Vacuum Fluorescent Displays are available applications in the Automotive industry.  The most common applications are numerical displays for Clocks, Radios, CB Radios, Speedometers and Gauges.  There are also analog displays available for speedometers and gauges, and alphanumeric displays for message centers.  /GMRL/]]></description>
      <pubDate>Wed, 23 Nov 1977 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/55600</guid>
    </item>
    <item>
      <title>LIGHT SOURCES: A PRIMER</title>
      <link>https://trid.trb.org/View/45505</link>
      <description><![CDATA[The end of cheap energy has forced a rethinking of effective lighting design.  In a discussion of light sources, the author compares the design, operation and efficacy of incandescent, fluorescent, mercury, metal-halide and sodium lamps, particularly as they relate to highway lighting.  The characteristics considered are wattages and efficency (lamps only), life, color rendition, light direction control and source size.  In addition, comparisons are shown for relight time, fixture costs and operating costs.]]></description>
      <pubDate>Tue, 13 Jul 1976 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/45505</guid>
    </item>
    <item>
      <title>LIFETIME OF BITUMEN MEASURED BY OXYGEN ABSORPTION</title>
      <link>https://trid.trb.org/View/35856</link>
      <description><![CDATA[The absorption of oxygen by bitumen was measured in dark and light conditions. To avoid problems of diffusion, the experiment was carried out in an inert solvent constantly kept stirred. The rate of absorption was considerably increased by fluorescent light and by the traces of some metals. All fractions of a certain chemical type, separated from the bitumen by chromatography, became oxidised in the light, but only the asphaltenes and resins absorbed some oxygen in darkness, this latter reaction being probably triggered off by the free stable radicals present in the bitumen. The proportions of active compounds in very dark bitumen is higher than in lighter bitumen, but in practice the dark colour acts as protection against excessive oxidation in the light. Among known oxidation inhibitors, very few affect the oxidation of bitumen. Those which proved effective accelerated the fixation of oxygen in the light but had practically no effect in darkness. The effects observed with these compounds during tests carried out in the light were verified with the weatherometer. /TRRL/]]></description>
      <pubDate>Wed, 07 Apr 1976 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/35856</guid>
    </item>
    <item>
      <title>ELECTRICAL SERVICES AND LIGHTING</title>
      <link>https://trid.trb.org/View/35775</link>
      <description><![CDATA[The design is described of the tunnel power supplies, the lighting system, electrical features of the ventilation system and miscellaneous services, together with their associated control, monitoring and alarm facilities.  Power will be distributed through the service area at 400/230 V from an 11,000/400 V substation near the south portal. A 50 V d.c. power supply will be distributed for control and indication purposes.  Visual and audible alarms will indicate fault conditions.  Carbon monoxide levels will be sensed by 3 analyzing units located in the center of the tunnel and 60 m from each portal.  Overhead lane signals switched from the control center will be installed in the tunnel and over the approach zone.  The tunnel lighting system involved special investigation and design.  The light will be directed on the road surface but sufficient is provided on the lower surface of the highly reflective wall panels to raise their luminance to about twice the road value.  Lightings for daylight operation; high pressure sodium fittings are used in the entrance zone. Three levels of boost lighting are used and automatically switched for dawn and twilight, dull day and bright day conditions.  High pressure sodium fittings have light source cut off to minimize discomfort from glare.  A remote alarm will alert when the lighting level falls below 70 percent of its normal value.  The entire lighting system has been designed to allow alterations based on operational experience to be readily made, and conversion to a 100 km/h one-way system a relatively easy operation.]]></description>
      <pubDate>Wed, 10 Mar 1976 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/35775</guid>
    </item>
    <item>
      <title>MERCURY VAPOR SIGN LIGHTING</title>
      <link>https://trid.trb.org/View/22778</link>
      <description><![CDATA[A committee was formed by the Bureau of Design Services (with the assistance of the Bureau of Traffic Control), Ohio Department of Transportation, to develop a design for the use of mercury vapor luminaires for sign lighting to take advantage of the longer life of mercury vapor lamps and thereby minimize the maintenance hazard associated with lamp replacement. A "Specification for Mercury Vapor Sign Lighting" was formulated and lighting industry luminaires were evaluated as to acceptability of physical features, lighting performance, and compatibility with equivalent fluorescent lighting fixtures currently used. After completion of the evaluation, three luminaires were found to be acceptable with minor modifications and another was acceptable with major modifications. A typical support system was then developed for the installation of approved luminaires on sign structure.]]></description>
      <pubDate>Tue, 22 Apr 1975 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/22778</guid>
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