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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>
    <image>
      <title>Transport Research International Documentation (TRID)</title>
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      <link>https://trid.trb.org/</link>
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    <item>
      <title>Multimodal in-vehicle lighting system increases daytime light exposure and alertness in truck drivers under Arctic winter conditions</title>
      <link>https://trid.trb.org/View/2381625</link>
      <description><![CDATA[Drowsiness while driving negatively impacts road safety, especially in truck drivers. The present study investigated the feasibility and alerting effects of a daylight-supplementing in-truck lighting system (DS) providing short-wavelength enriched light before, during, and after driving. In a within-participants design, eight truck drivers drove a fully-loaded truck under wintry Scandinavian conditions (low daylight levels) with a DS or placebo system for five days. Subjective and objective measures of alertness were recorded several times daily, and evening melatonin levels were recorded three times per study condition. DS significantly increased daytime light exposure without causing negative side effects while driving. In addition, no negative carry-over effects were observed on evening melatonin and sleepiness levels or on nighttime sleep quality. Moreover, objective alertness (i.e., psychomotor vigilance) before and after driving was significantly improved by bright light exposure. This effect was accompanied by improved subjective alertness in the morning. This field study demonstrated that DS was able to increase daytime light exposure in low-daylight conditions and to improve alertness in truck drivers before and after driving (e.g., during driving rest periods). Further studies are warranted to investigate the effects of daylight-supplementing in-cabin lighting on driving performance and road safety measures.]]></description>
      <pubDate>Tue, 30 Jul 2024 09:55:21 GMT</pubDate>
      <guid>https://trid.trb.org/View/2381625</guid>
    </item>
    <item>
      <title>Windshield Glare from Bus Interiors: Potential Impact on City Transit Drivers at Night</title>
      <link>https://trid.trb.org/View/1704146</link>
      <description><![CDATA[Windshield glare at night is a safety concern for all drivers. Public transit bus drivers also face another concern about glare caused by interior lighting sources originally designed for passenger safety. The extent to which interior light reflections contribute to glare is unknown. Unique methods for measuring discomfort and disability glare during bus driving were developed. An initial simulation study measured windshield luminance inside of a New Flyer D40LF diesel bus parked in a controlled, artificial, totally darkened test environment. Findings indicated significant disability glare (from elevated luminance) in the drivers’ primary field of view due to interior reflections. Any reduction in contrast would result in less prominent glare if actual driving conditions differ. To assess this, levels of windshield glare were also measured with the bus parked on the roadside under the “background glow” of the urban environment. Findings reveal that under road conditions the extent of disability glare from interior reflections is much less, but not negligible, when contrast is reduced. The information gathered in these studies may be useful to manufacturers and transit authorities to improve conditions for drivers and the travelling public. Measurement methods developed in this study may prove useful for assessing elements of interior design. The difference between disability and discomfort glare is discussed. The results provide directions for implementation of glare control strategies.]]></description>
      <pubDate>Tue, 26 May 2020 10:22:19 GMT</pubDate>
      <guid>https://trid.trb.org/View/1704146</guid>
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    <item>
      <title>Human Emotion Based Interior Lighting Control</title>
      <link>https://trid.trb.org/View/1561363</link>
      <description><![CDATA[In recent years, research on Human Computer Interaction (HCI) based on emotion recognition using behavioral and physiological signals have attracted immense interest in research circles. Lighting inside the automotive make us feel differently about our driving and how we feel or behave. From the literature, it is observed that ambient lighting makes an impact on the driving experience and it delivers an emotional atmosphere inside the automotive. Driving fatigue can be reduced if the lighting is controlled properly. These days, ambient interior lighting can be considered to be the point of fashion for high end automotive and also impact driver’s mood and comfort. There are different types of automotive based lighting automation systems available but emotion based control is in early or nascent stages of research. Speech controlled light control systems, control the light by the recognition of speech of the user and by using facial expressions lighting can be controlled. Facial/speech signals consist of both outward physical expression and the inborn emotions. These emotional signals thus exhibited vary from situation to situation and are mostly dependent on the conditions. In this work, we attempted an emotion based interior lighting control. Based on the emotions observed through the Emotion Recognition System (ERS), the lighting can be modified in a predefined fashion. In the proposed ERS, five types of emotions are considered, like happy, sad, angry, neutral and disgust. Live image expression and voice data of the driver/passengers are considered as inputs to the system and based on the output from the ERS, interior lighting is controlled. Standard databases are used for training ERS system. The proposed algorithm is tested, and the results demonstrate the approach and the reliability of the method to obtain the solution for lighting control. Machine Learning methods like Convolution Neural Networks (CNN) are used for classification of features in ERS system.       ]]></description>
      <pubDate>Tue, 28 Jan 2020 09:47:21 GMT</pubDate>
      <guid>https://trid.trb.org/View/1561363</guid>
    </item>
    <item>
      <title>Investigating Safety Impact of Backlit Pedestrian Crossing Sign Using Driver Behavior Analysis</title>
      <link>https://trid.trb.org/View/1483958</link>
      <description><![CDATA[The first traffic signs have been introduced at the end of 19th century. Over a century later these signs are still playing a major rule in traffic operation and safety performance of ground transportation network. The sheeting material of these signs has been evolved and tested constantly to evaluate retroreflectivity based on their use, type, pigments, film and micro-prisms. The objective is to ensure that road signs are visible, legible and reflecting an appropriate amount of light at the approach of road users. However these signs are still known to be a safety bottle neck especially under poor light condition. Only one quarter of the total driving occurs during night time however more than half of total collisions occur at dark.  Among all road facilities, intersections are known to be the most vulnerable with 45% of total collisions. SCI is sitting at the top of the list with the highest collision rate accounting 8% of fatalities and 11% of total collisions with serious injuries. Unfortunately pedestrians are the leading victims in the equation of nighttime SCI collisions. Only in Canada we have lost 2728 individuals between 1999 and 2011. Twenty-one percent of the cause for these collisions are known to be due to the environment surrounding the driver and “Inadequate and poorly maintained signs” is often cited as a contributing factor. According to one study, about 60% of SCI collisions are due to deliberate, intentional or unintentional incompliance to the command of the traffic signs. Hence there isn’t any clear understanding about the balance between intentional vs unintentional violations. Nevertheless misperception or oversighting of the sign is a major contributing factor. The failure is due to the poor visibility or illegibility of signs or road/pavement marking alignments. Hereupon, the poorly visible signs may fail to meet the condition “to command drivers’ attention” required in the Manual for Uniform Traffic Control Devices. Signs with enhanced conspicuity could be a proper substitute.]]></description>
      <pubDate>Thu, 28 Sep 2017 12:29:28 GMT</pubDate>
      <guid>https://trid.trb.org/View/1483958</guid>
    </item>
    <item>
      <title>Laser/Fiber Optic Based Lighting for Aircrafts</title>
      <link>https://trid.trb.org/View/1432728</link>
      <description><![CDATA[Lighting and illumination systems using visible Lasers light sources are being developed under a number of US Navy programs to reduce the ship's costs including acquisition, installation, operation, and maintenance. Recent advances resulting from research initiatives funded thru the Office of Naval Research Mantech program and a Navy SBIR project are making broader applications of this technology feasible, including possible transition into aircrafts for position, landing, anti-collision, cargo loading, wing icing detection, and interior lights. The development of these lasers is being driven by the high definition projection industry, with substantial investments made to bring the technology to broad scale implementation, and with the anticipated increase in product availability and decrease in costs.         The laser systems offer significant advantages over fiber optic systems using other light sources including metal halide and LEDs. A laser prototype has provided from a single fiber five times the intensity of an LED from a 37 fibers cable. With a laser system the fiber cable cost is reduced by ~80% and the cable size and weight by ~70%. Lasers are fully compatible with Night Vision Imaging Systems (NVIS) without necessitating the use of filters, allowing white light illumination while not affecting the pilots' ability to perform NVIS-aided operations.         The overall benefits that these fiber optic lighting systems may offer to the aircraft industry include weight reduction, all dielectric light transport cables, minimal interference with the aircraft structure, reduced maintenance, increased durability of the external components, and longer light sources life.       ]]></description>
      <pubDate>Thu, 05 Jan 2017 16:25:26 GMT</pubDate>
      <guid>https://trid.trb.org/View/1432728</guid>
    </item>
    <item>
      <title>Fiber Optic Systems for Avionics Illumination</title>
      <link>https://trid.trb.org/View/1432721</link>
      <description><![CDATA[Fiber optics has been a viable technology for data communication applications in many environments including aircrafts, providing higher bandwidth, longer transmission distances, EMI/RFI immunity, and lower weight than copper cables. Until recently however fiber optics was not a viable transmission medium to efficiently distribute light for illumination on aircrafts.         Fiber optic lighting systems, referred to as the Remote Source Lighting technology have been installed on US Navy vessels including the LPD 17 class, the Italian Multi-Mission Frigate FREMM class, and the DDG 1000 class. Optical fibers can offer advantages over conventional lighting systems that use copper cables due to safety, lower maintenance, EMI/RFI immunity, no possibility of short circuits or sparks, lightweight, and low operating costs. Higher procurement costs, primarily driven by the 37 fibers optical cable, have prevented a broader usage on naval vessels and for other applications including aircrafts.         Systems utilizing visible Lasers as light sources are being developed under a number of US Navy sponsored programs, enabling the use of single fiber cables to transport light. This critical transition to a laser system capable to couple more light into a single fiber can drastically change the way lighting systems are designed on aircrafts. The single fiber cable will provide significant benefits including 70% lighter weight than copper cables, 80% lower cost than the existing Navy cables, immunity to EMI/RFI, and the possibility to adapt fiber optic components and procedures developed for fiber data transmission applications, such as switches, connectors, installation procedures, and methods to illumination applications.       ]]></description>
      <pubDate>Thu, 05 Jan 2017 16:25:26 GMT</pubDate>
      <guid>https://trid.trb.org/View/1432721</guid>
    </item>
    <item>
      <title>In-Car Nocturnal Blue Light Exposure Improves Motorway Driving: A Randomized Controlled Trial</title>
      <link>https://trid.trb.org/View/1218677</link>
      <description><![CDATA[Prolonged wakefulness greatly decreases nocturnal driving performance. The development of in-car countermeasures is a future challenge to prevent sleep-related accidents. The aim of this study is to determine whether continuous exposure to monochromatic light in the short wavelengths (blue light), placed on the dashboard, improves night-time driving performance. In this randomized, double-blind, placebo-controlled, cross-over study, 48 healthy male participants (aged 20–50 years) drove 400 km (250 miles) on motorways during night-time. They randomly and consecutively received either continuous blue light exposure (GOLite, Philips, 468 nm) during driving or 2*200 mg of caffeine or placebo of caffeine before and during the break. Treatments were separated by at least 1 week. The outcomes were number of inappropriate line crossings (ILC) and mean standard deviation of the lateral position (SDLP). Eight participants (17%) complained about dazzle during blue light exposure and were removed from the analysis. Results from the 40 remaining participants  showed that countermeasures reduced the number of inappropriate line crossings. Indeed, ILC were lower with coffee and blue light than with placebo. Similar results were found for SDLP. Treatments did not modify the quality, quantity and timing of 3 subsequent nocturnal sleep episodes. Despite a lesser tolerance, a non-inferior efficacy of continuous nocturnal blue light exposure compared with caffeine suggests that this in-car countermeasure, used occasionally, could be used to fight nocturnal sleepiness at the wheel in blue light-tolerant drivers, whatever their age. More studies are needed to determine the reproducibility of data and to verify if it can be generalized to women.]]></description>
      <pubDate>Thu, 15 Nov 2012 12:33:14 GMT</pubDate>
      <guid>https://trid.trb.org/View/1218677</guid>
    </item>
    <item>
      <title>Inspiro inspires radical thinking</title>
      <link>https://trid.trb.org/View/1112908</link>
      <description><![CDATA[Designed to appeal to passengers through good internal design, economic operation, and environmental friendliness, Siemens' new Inspiro metro train and the thinking behind it is the subject of this article. A holistic approach to improvements is key, and the many aspects taken into consideration when designing this train are detailed here; including lighting, reduced-mobility issues, passenger comfort, energy efficiency, thermal and acoustic issues, and seating capacity.]]></description>
      <pubDate>Tue, 16 Aug 2011 13:56:40 GMT</pubDate>
      <guid>https://trid.trb.org/View/1112908</guid>
    </item>
    <item>
      <title>LICHTTECHNISCHER UND VERKEHRSTECHNISCHER VERGLEICH ZWISCHEN INNENBELEUCHTETEN UND RETROREFLEKTIERENDEN VERKEHRSZEICHEN AN SCHILDERBRUECKEN</title>
      <link>https://trid.trb.org/View/1039753</link>
      <description><![CDATA[DIE LESBARKEITSENTFERNUNG VON VERKEHRSZEICHEN AN SCHILDERBRUECKEN HAENGT EINERSEITS VON DER SEHSCHAERFE DES AUTOFAHRERS UND SEINEM ALTER UND DEN SCHEINWERFERN AB, ANDERERSEITS VON DER RETROREFLEKTION DER VERKEHRSZEICHEN.    DER SPEZIFISCHE RUECKSTRAHLWERT IST DIE ENTSCHEIDENDE LICHTTECHNISCHE MATERIALKONSTANTE FUER DIE LEUCHTDICHTE EINES RETROREFLEKTIERENDEN VERKEHRSZEICHENS BEI NACHT, AUS DER SICH WEITER UNTER BERUECKSICHTIGUNG DER ADAPTIONSLEUCHTDICHTE UND KONTRASTE AUF DEM VERKEHRSZEICHEN DIE LESBARKEITSENTFERNUNG ERGIBT.  UM DIE OPTIMALE WIRKUNG VON INNENBELEUCHTETEN UND RETROREFLEKTIERENDEN VERKEHRSZEICHEN ZU ERMITTELN, WURDEN VERGLEICHSMESSUNGEN DURCHGEFUEHRT.  DIE MESSVERFAHREN UND DIE VERSCHIEDENEN EINFLUESSE VON DER UMGEBUNG DER VERKEHRSZEICHEN, DER FARBE UND DER SCHRIFTGROESSEN WERDEN EROERTERT.  DIE ERGEBNISSE DER PRAKTISCHEN MESSUNGEN WERDEN MIT THEORETISCHEN UEBERLEGUNGEN VERGLICHEN.  ES HAT SICH GEZEIGT, DASS DIE LESBARKEITSENTFERNUNG BEI RETROREFLEKTIERENDEN SCHILDERN AN BRUECKEN GEGENUEBER DEN VERGLEICHBAREN INNENBELEUCHTETEN VERKEHRSZEICHEN VERKUERZT WIRD.]]></description>
      <pubDate>Sat, 20 Nov 2010 19:23:53 GMT</pubDate>
      <guid>https://trid.trb.org/View/1039753</guid>
    </item>
    <item>
      <title>PANNEAUX DE SIGNALISATION A ECLAIRAGE INCORPORE A FIBRES OPTIQUES</title>
      <link>https://trid.trb.org/View/1032450</link>
      <description><![CDATA[IL EXISTE DES PANNEAUX A CHANGEMENT DE MESSAGE MECANIQUES ET LUMINEUX. PARMI CES DERNIERS LE SYSTEME EST A LAMPE OU A FIBRE OPTIQUE.  L'AUTEUR DONNE UNE DESCRIPTION DE LA FIBRE OPTIQUE ET DES PANNEAUX EQUIPES DE FIBRES OPTIQUES.  IL EN ETUDIE LES AVANTAGES ET INCONVENIENTS, TANT AU POINT DE VUE  PERFORMANCE QUE COUT.  DIVERS EXEMPLES ET ESSAIS SONT CITES.]]></description>
      <pubDate>Sat, 20 Nov 2010 15:37:21 GMT</pubDate>
      <guid>https://trid.trb.org/View/1032450</guid>
    </item>
    <item>
      <title>NEUE BAKENKONSTRUKTIONEN - KRITERIEN ZUR BEURTEILUNG UND AUSWAHL</title>
      <link>https://trid.trb.org/View/1030561</link>
      <description><![CDATA[DIE AUF AUTOBAHNEN UEBLICHEN ABSPERRBAKEN WERDEN ALS GEFAEHRLICH FUER DEN  AUTOFAHRER ANGESEHEN.  DIE EINSCHLAEGIGE INDUSTRIE HAT ZAHLREICHE NEUE MODELLE ENTWICKELT.  UM DIE AUSWAHL GEEIGNETER SYSTEME ZU ERLEICHTERN, WERDEN DIE ERWUENSCHTEN EIGENSCHAFTEN UND EINFACHE PRUEFMETHODEN ANGEGEBEN.  ZU BEWERTEN SIND: ABMESSUNGEN, STANDFESTIGKEIT, PASSIVE SICHERHEIT, HANDHABUNG, KOMPATIBILITAET.  FUER DIE ABMESSUNGEN GILT DER BMV-ERLASS VOM 14.5.1963.  BAKEN MIT EINGEBAUTER BELEUCHTUNG BEDUERFEN EINER BESONDEREN GENEHMIGUNG.  FUER EINEN NACHWEIS DER STANDFESTIGKEIT MUESSEN GEWICHT UND ABMESSUNGEN DER FUSSPLATTE SOWIE DIE KIPPMOMENTE BEI EINER WINDBELASTUNG VON 42 KP/QM ERMITTELT WERDEN.  AUSREICHENDE BIEGEFESTIGKEIT IST VORHANDEN, WENN DIE BAKE DIE WINDKRAEFTE AUF DIE FUSSPLATTE UEBERTRAEGT UND NICHT ABKNICKT.   DIE VERBINDUNG DER BAKE MIT DER FUSSPLATTE SOLL LEICHT LOESBAR SEIN.  DIE BAKE SOLL TRANSPORTFAEHIG UND LEICHT ZU STAPELN SEIN.]]></description>
      <pubDate>Sat, 20 Nov 2010 14:27:30 GMT</pubDate>
      <guid>https://trid.trb.org/View/1030561</guid>
    </item>
    <item>
      <title>DER MENSCH EIN VORNEHMLICH OPTISCHES WESEN - ZUR OPTISCHEN WAHRNEHMUNG IM STRASSENVERKEHR</title>
      <link>https://trid.trb.org/View/1028919</link>
      <description><![CDATA[DAS AUGE SPIELT ALS EMPFAENGER EINER VISUELLEN INFORMATION EINE WICHTIGE ROLLE IM ZUSAMMENWIRKEN VON MENSCH UND UMWELT, WIE SCHON GOETHE IN SEINER FARBENLEHRE FESTGELEGT HAT.  ES WIRD EROERTERT, WELCHE VISUELL WIRKENDEN MITTEL, LICHTSIGNALE UND VERKEHRSZEICHEN, SICH DARAUS ZUR LENKUNG DES STRASSENVERKEHRS ERGEBEN.  WICHTIG IST FUER DIE WIRKUNG DER LICHTSIGNALE DIE LICHTSTAERKE, DAS VERMEIDEN VON BLENDUNG, VON PHANTOMLICHT, DIE FARBE: DAS LETZTERE WEGEN DER 1% MAENNER (0,02% FRAUEN), DIE ROT NICHT SICHER ERKENNEN  KOENNEN.  LICHTSIGNALE SIND FUER DEN FAHRER LEICHT ZU VERARBEITEN, DA SIE NUR DIE AUSSAGEN JA UND NEIN ERHALTEN.  BEI VERKEHRSZEICHEN WERDEN HOEHERE ANFORDERUNGEN AN DAS SEHEN GESTELLT.  BEI IHNEN SPIELT NEBEN DER FARBE UND LICHTSTAERKE DIE LEUCHTDICHTE EINE WICHTIGE ROLLE.  VERKEHRSZEICHEN BESITZEN KUENSTLICHE LICHTQUELLEN ODER NUTZEN DAS REFLEKTIERTE SCHEINWERFERLICHT VON AUFGEBRACHTEN REFLEXSTOFFEN AUF VERKEHRSZEICHEN AUS.  DAZU GEHOEHREN AUCH DIE MARKIERUNGEN.  IHRE SICHTBARKEIT IST BEI NAESSE UND DUNKELHEIT SEHR GERING.  EINE VERBESSERUNG WIRD ERREICHT, WENN GUT REFLEKTIERENDE EIGENSCHAFTEN DER MARKIERUNGEN UND PROFILIERTE MARKIERUNGEN VERWENDET WERDEN, DASS DIE VERKEHRSZEICHEN DER SEHFUNKTION DES AUGES WEITGEHEND ANGEPASST  SIND.  ES IST JEDOCH FUER DIE SICHERHEIT DES VERKEHRS UNERLAESSLICH, DASS SIE IN WIRKSAMEN ZUSTAND ERHALTEN BLEIBEN UND DIE SEHKRAFT DER AUGEN NORMAL IST.]]></description>
      <pubDate>Sat, 20 Nov 2010 13:48:37 GMT</pubDate>
      <guid>https://trid.trb.org/View/1028919</guid>
    </item>
    <item>
      <title>DIE NUTZUNG DER SOLARENERGIE IN DER STRASSENVERKEHRSTECHNIK, TEIL 1</title>
      <link>https://trid.trb.org/View/1028176</link>
      <description><![CDATA[SEIT EINIGEN JAHREN GIBT ES BESTREBUNGEN, DIE WIRTSCHAFTLICHKEIT UND BETRIEBSSICHERHEIT ELEKTRISCHER ANLAGEN DER STRASSENAUSSTATTUNG DURCH DEN EINSATZ PHOTOVOLTAISCHER SOLARENERGIE ZU ERHOEHEN.  DER UMFANG DER IM STRASSENRAUM BEFINDLICHEN LICHTTECHNISCHEN EINRICHTUNGEN UND IHRE LEISTUNGSDATEN SIND IN EINER TABELLE ZUSAMMENGESTELLT.  BAUART UND BETRIEB DER EINZELNEN SYSTEME UEBLICHER AUSFUEHRUNG UND ALS VARIANTE EINES SOLARSTROMSYSTEMS WERDEN BESCHRIEBEN UND BEWERTET.  EINE UMSTELLUNG AUF SOLARSTROM KOMMT IN BETRACHT FUER SELBSTBELEUCHTETE UND INNENBELEUCHTETE VERKEHRSZEICHEN, LICHTSIGNALANLAGEN, BAUSTELLENLEUCHTEN, FASEROPTISCHE WECHSELVERKEHRSZEICHEN.  AUF  DAS PRINZIP DER ERZEUGUNG ELEKTRISCHEN STROMS DURCH PHOTOVOLTAISCHE SOLARZELLEN WIRD NICHT EINGEGANGEN.  ES WIRD AUF DIE ZAHLREICHEN WISSENSCHAFTLICHEN VEREOFFENTLICHUNGEN HINGEWIESEN.  EINE WEITERE VERWENDUNG VON SOLARENERGIE WIRD AUS JAPAN FUER NACHTS AUFBLINKENDE LEITPFOSTEN UND MARKIERUNGSKNOEPFE BERICHTET.  EINE ENERGIEEINSPARUNG IST AUCH DURCH VERAENDERUNG DER  LEUCHTDICHTEVERTEILUNG VON INNENBELEUCHTETEN VERKEHRSZEICHEN UND DURCH ERHOEHUNG DER LICHTAUSBEUTE VON LEUCHTSTOFFLAMPEN MOEGLICH.  AUCH BEI VERWENDUNG VON LEUCHTDIODEN, SOGENANNTEN LED-ARRAYS, SIND KOSTENVORTEILE ZU ERZIELEN INFOLGE GEWICHTSREDUZIERUNG, ENERGIEEINSPARUNG, LAENGERER LEBENSDAUER UND VERRINGERTEM WARTUNGSAUFWAND.  DAZU KOMMT DIE GROESSERE CHANCE, SOLARENERGIE ZU VERWENDEN.  SIEHE AUCH TEIL 2, IDS-NR. 320768.]]></description>
      <pubDate>Sat, 20 Nov 2010 13:13:54 GMT</pubDate>
      <guid>https://trid.trb.org/View/1028176</guid>
    </item>
    <item>
      <title>LA LISIBILITE DE PANNEAUX DE SIGNALISATION DU TYPE A ECLAIRAGE INTERIEUR</title>
      <link>https://trid.trb.org/View/1026343</link>
      <description><![CDATA[LES PANNEAUX DE SIGNALISATION SONT SOUVENT ECLAIRES DE L'INTERIEUR AFIN D'AMELIORER LEUR LISIBILITE LA NUIT.  SUR BASE DE MESURES DE LUMINANCES, LA  DISTANCE DE LISIBILITE EST CALCULEE RESPECTIVEMENT POUR UN OBSERVATEUR DE 25 ET DE 60 ANS.  POUR DES VITESSES DE 90 ET 120KM/H, LE TEMPS DISPONIBLE POUR LA LECTURE EST DEDUIT.  ENSUITE, UN ESTIMATION EST FAITE DU NOMBRE D'UNITES CONCEPTUELLES DONT LA LECTURE EST POSSIBLE A 90 ET 120KM/H RESPECTIVEMENT POUR LES OBSERVATEURS DE 25 ET 60 ANS.  EN CONCLUSION, IL APPARAIT QUE GRACE A L'UTILISATION DE PANNEAUX ECLAIRES DE L'INTERIEUR, LES PROBLEMES DE LISIBILITE LA NUIT SONT PRATIQUEMENT EXCLUS POUR CE TYPE DE SIGNALISATION. (A)]]></description>
      <pubDate>Sat, 20 Nov 2010 12:30:30 GMT</pubDate>
      <guid>https://trid.trb.org/View/1026343</guid>
    </item>
    <item>
      <title>LE TUNNEL ACOUSTIQUE: UN NOUVEAU PROGRES DANS LA LUTTE CONTRE LE BRUIT</title>
      <link>https://trid.trb.org/View/1010405</link>
      <description><![CDATA[On analyse une nouvelle mesure pour lutter contre le bruit: le tunnel acoustique.  Pour cela, on passe en revue les autres mesures anti-bruit (digues et ecrans, plantations, interventions au niveau du vehicule, de la chaussee et du trafic) et les contraintes auxquelles un tunnel anti-bruit doit  repondre.  Puis on expose le mode de fonctionnement de ce tunnel, en insistant sur des elements tels que la construction, l'utilisation d'une toiture, la mesure de l'efficacite acoustique, les methodes de ventilation et l'eclairage.  On compare ensuite les solutions.]]></description>
      <pubDate>Sat, 20 Nov 2010 05:01:12 GMT</pubDate>
      <guid>https://trid.trb.org/View/1010405</guid>
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