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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>
    <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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      <title>Blind haste: As light decreases, speeding increases.</title>
      <link>https://trid.trb.org/View/1503800</link>
      <description><![CDATA[Worldwide, more than one million people die on the roads each year. A third of these fatal accidents are attributed to speeding, with properties of the individual driver and the environment regarded as key contributing factors. The authors examine real-world speeding behavior and its interaction with illuminance, an environmental property defined as the luminous flux incident on a surface. Drawing on an analysis of 1.2 million vehicle movements, the authors show that reduced illuminance levels are associated with increased speeding. This relationship persists when the authors control for factors known to influence speeding (e.g., fluctuations in traffic volume) and consider proxies of illuminance (e.g., sight distance). The authors' findings add to a long-standing debate about how the quality of visual conditions affects drivers' speed perception and driving speed. Policy makers can intervene by educating drivers about the inverse illuminance-speeding relationship and by testing how improved vehicle headlights and smart road lighting can attenuate speeding.]]></description>
      <pubDate>Wed, 11 Apr 2018 11:37:07 GMT</pubDate>
      <guid>https://trid.trb.org/View/1503800</guid>
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    <item>
      <title>Using a Video Camera-Based Method to Gather Real World High Beam Usage Data</title>
      <link>https://trid.trb.org/View/1372943</link>
      <description><![CDATA[The majority of traffic fatalities involving pedestrians occur at night and this is largely attributed to low illumination conditions. Yet, drivers tend to underuse their high beams despite the visibility benefits afforded to them. In the present study the authors report high beam usage rates during an open-road drive using a video camera-based method. Measurements of low and high beam headlamp illuminance were also taken for all vehicles used in this study. The results indicate that drivers, on average, used their high beams 48% of the time possible. Furthermore, there was a moderately negative relationship between low beam output and high beam use indicating that drivers whose low beams produced less illumination tended to use their high beams more often. Future research should empirically investigate this relationship to lend further insight into the mechanism by which beam output influences beam usage. Research that improves the understanding of drivers’ knowledge and use of high beams is likely to be important as headlighting technologies continue to advance.]]></description>
      <pubDate>Fri, 30 Oct 2015 09:06:49 GMT</pubDate>
      <guid>https://trid.trb.org/View/1372943</guid>
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      <title>Drivers’ visual comfort at highway tunnel portals: A quantitative analysis based on visual oscillation</title>
      <link>https://trid.trb.org/View/1322055</link>
      <description><![CDATA[The paper analyzes the phenomenon of driver’s transient blind period by defining the concept of visual oscillation and uses it to evaluate the visual comfort degree at highway tunnel entrances and exits in China. On the basis of twenty-six typical highway tunnels and ten drivers tested, a large number of experiments on drivers’ pupil variation have been carried out within the range of 50 m from inside of tunnel portals. By defining the transient blind period as visual oscillation, the equivalent duration of visual oscillation (EDVO) is proposed for quantitative evaluation of the transient blind period and further reasonable evaluation of drivers’ visual comfort. Moreover, an EDVO-based evaluation index of degree of visual comfort at the tunnel portals has been established based on drivers’ ratings of visual discomfort and driving behaviors. Meanwhile, a quantitative relationship between the drivers’ EDVO and the illuminance transition when entering and exiting the tunnel is deduced and applied to calculate the stopping sight distance. The results show that the EDVO can make a good evaluation of visual comfort at tunnel entrances and exits where the degree of visual load can be arranged in a descending order as: daytime tunnel entrance > daytime tunnel exit > night-time tunnel exit > night-time tunnel entrance. It is noted that there exists strong positive correlations between the maximum pupil illuminance transition and the EDVO. It is suggested that the current stopping sight distance at the tunnel portals should be increased by 20–30 m to accommodate the general visual oscillation phenomenon.]]></description>
      <pubDate>Fri, 26 Sep 2014 14:24:32 GMT</pubDate>
      <guid>https://trid.trb.org/View/1322055</guid>
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    <item>
      <title>Interactions among Light Source Luminance, Illuminance and Size on Discomfort Glare</title>
      <link>https://trid.trb.org/View/1224023</link>
      <description><![CDATA[It is more difficult to precisely measure discomfort glare from vehicle lighting than disability glare, but it may have important implications for driver behavior, and in turn on driving safety. Studies of discomfort glare have found that, as with disability glare, the illuminance at the eyes from a bright light is the primary determinant of the sensation of glare. Nonetheless, the luminance of a light source also can influence discomfort glare, especially when the source is close enough to subtend a relatively large visual angle on the order of a third of a degree or larger. In addition, interactions with the absolute illuminance from a light source are not well understood. Results of an experimental investigation of discomfort glare in terms of light source illuminance, luminance and size are presented and discussed along with implications for automotive lighting applications.]]></description>
      <pubDate>Thu, 20 Dec 2012 09:14:52 GMT</pubDate>
      <guid>https://trid.trb.org/View/1224023</guid>
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    <item>
      <title>LED Street Lights in Alaska</title>
      <link>https://trid.trb.org/View/1217177</link>
      <description><![CDATA[This report documents results of testing light-emitting diode (LED) and high pressure sodium (HPS) street lights to determine if they meet AASHTO standards for illumination of roadways. Two power levels of LED, Everlight LED, and traditional HPS street lights were tested and compared to AASHTO roadway illuminance specifications. Each light was tested for road level illuminance, power consumption, and light spectrum at all possible settings with a 120 volt supply.  A grid 40 feet along the roadway by 30 feet (20 feet across the roadway and 10 feet beside the roadway) was used for the illuminance testing. The light was mounted at a 10 foot height with the center of light located on one end of the 40 foot dimension and 20 feet from one side of the 30 foot dimension.  Measurement points were set up at 2 foot intervals on radial lines from the center of light spaced 15 degrees apart. The results showed that LED street lights provide predominantly blue spectrum light with less than half the illuminance of HPS street lights, but at 20% to 75% of the power consumption.  These findings suggest that LED street lights need improvement in illuminance and quality before these lights are recommended for use on Alaskan roadways.]]></description>
      <pubDate>Fri, 19 Oct 2012 15:52:41 GMT</pubDate>
      <guid>https://trid.trb.org/View/1217177</guid>
    </item>
    <item>
      <title>Design of LED Freeform Optical System for Road Lighting with High Luminance/Illuminance Ratio</title>
      <link>https://trid.trb.org/View/1102793</link>
      <description><![CDATA[This article proposes a systematic method for designing an optical system for road lighting using an LED and a freeform lens that is optimized to produce a certain luminance distribution on the road surface. The authors describe this design method as taking account of the luminance characteristics of the road surface, the energy efficiency of the system, the glare problem of the luminaire and the effects of four adjacent luminaries illuminating a single road surface.  The authors first describe how once the geometrical parameters (the mounting height, the mounting space, and the road width) are fixed, optimized illuminance with a polynomial of cosine functions along the road direction can be obtained by maximizing Q (the ratio of the average luminance to the average illuminance); this will also satisfy the lighting requirements provided by CIE (Commission Internationale del'Eclairage).  Then, a smooth freeform lens with this optimized illuminance is designed based on the variable separation method and the feedback modification method.  The authors conclude that this method can also be applied on other road surfaces that have tested tables of the reduced luminance coefficients.]]></description>
      <pubDate>Thu, 26 May 2011 10:29:07 GMT</pubDate>
      <guid>https://trid.trb.org/View/1102793</guid>
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    <item>
      <title>Design and Evaluation of Effective Crosswalk Illumination</title>
      <link>https://trid.trb.org/View/1101749</link>
      <description><![CDATA[This article reports on a study undertaken to explore different ways to illuminate crosswalks in order to result in improved pedestrian visibility and, potentially, safety.  Based on an analysis of visual performance, glare, and economic impacts, a promising candidate system was identified for a short-term field demonstration.   The field demonstration provided the opportunity to obtain feedback from several individuals working in the areas of transportation, transit operations, and public safety.  The authors conclude that the bollard-based lighting solution evaluated and demonstrated in this study proved to be a feasible solution toward improving pedestrian visibility and for reducing operating and electricity costs.  The authors make recommendations for optimizing luminaire light distributions, in order to provide higher uniformity of vertical illuminance along the crosswalk.  In addition, glare control could be improved through use of louvers or baffles to limit light directed toward oncoming drivers, while maintaining light toward the crosswalk itself.  A final section considers the use of a signal function to help draw attention to pedestrians waiting to use the crosswalk; this function can be easily incorporated into the bollard-based system.]]></description>
      <pubDate>Thu, 26 May 2011 10:29:07 GMT</pubDate>
      <guid>https://trid.trb.org/View/1101749</guid>
    </item>
    <item>
      <title>Study of Intensity of Illuminance Required By Pedestrian Lighting</title>
      <link>https://trid.trb.org/View/890323</link>
      <description><![CDATA[This paper reports the results of a study on the influence of illuminance levels on visibility and ease of walking (or riding) for various categories of pedestrian (elderly persons, non-elderly persons, cyclists, and wheelchair users). Five illuminance levels were employed in the study: 1,5, 3, 5, 10, and 20 lx. It was found that at low illuminance levels (1,5 and 3 lx), pedestrians were able to identify obstacles and other pedestrians in their path but were not able to see the road surface properly or identify details such as faces, and some difficulty was experienced in walking. At 5 lx, wheelchair users were still unable to identify the faces of other pedestrians approaching from the opposite direction. It was concluded that 5 lx represents the minimum illuminance level required in order to enable pedestrians to identify salient visual information at night. If wheelchair users are taken into consideration, then the minimum illuminance level is 10 lx, which ensures the safety of all pedestrian categories.]]></description>
      <pubDate>Fri, 19 Jun 2009 09:29:03 GMT</pubDate>
      <guid>https://trid.trb.org/View/890323</guid>
    </item>
    <item>
      <title>Design and Evaluation of Effective Crosswalk Illumination</title>
      <link>https://trid.trb.org/View/890121</link>
      <description><![CDATA[Pedestrian-related crashes are a common cause of roadway fatalities, and reduced visibility at night is a probable contributor to pedestrian injuries and death. The purpose of the present study was to systematically evaluate different approaches to lighting at pedestrian crosswalks to improve pedestrian visibility and detection. The project team conducted a series of photometrically accurate lighting simulations in order to assess the visual conditions resulting from different lighting configurations, and assessed the economics (initial cost, and electricity and maintenance costs) of each system evaluated. Finally, the most promising lighting configuration was field tested during a one-night demonstration at an intersection in New Jersey. The results of visual performance and economic evaluations converged in that they suggested that a bollard-based fluorescent lighting system mounted at the ends of a crosswalk and oriented to provide vertical illumination on pedestrians in the crosswalk could be a feasible approach with reduced costs to improving pedestrian visibility. The results of the field demonstration also confirmed that the bollard-based solution was practical. Improvements of the approach such as use of louvers for glare control and coordinating light output level with the timing of pedestrian signals to provide an alerting signal are also provided.]]></description>
      <pubDate>Tue, 02 Jun 2009 14:47:57 GMT</pubDate>
      <guid>https://trid.trb.org/View/890121</guid>
    </item>
    <item>
      <title>Headlamp Parameters and Glare</title>
      <link>https://trid.trb.org/View/884017</link>
      <description><![CDATA[This paper discusses a field study which examines headlamp glare.  It investigates the role of spectrum, size and illuminance.  It ascertains the relative magnitude of each of these variables and its impact on glare from oncoming vehicles.  Results of the study indicate that illuminance at eye level is the main factor that influences glare produced by the headlamp of an oncoming vehicle.]]></description>
      <pubDate>Thu, 19 Feb 2009 14:42:17 GMT</pubDate>
      <guid>https://trid.trb.org/View/884017</guid>
    </item>
    <item>
      <title>Informational Report on Lighting Design for Midblock Crosswalks</title>
      <link>https://trid.trb.org/View/860048</link>
      <description><![CDATA[This report provides information on lighting parameters and design criteria that should be considered when installing fixed roadway lighting for midblock crosswalks. The information is based on static and dynamic experiments of driver performance with regard to the detection of pedestrians and surrogates in midblock crosswalks. Experimental condition variables included lamp type (high-pressure sodium and metal halide), vertical illuminance level, color of pedestrian clothing, position of the pedestrians and surrogates in the crosswalk, and the presence of glare. Two additional lighting systems, a Probeam luminaire and ground-installed LEDs, were also evaluated. The research found that a vertical illuminance of 20 lx in the crosswalk, measured at a height of 1.5 m (5 ft) from the road surface, provided adequate detection distances in most circumstances. Although the research was constrained to midblock placements of crosswalks, the report includes a brief discussion of considerations in lighting crosswalks colocated with intersections.]]></description>
      <pubDate>Tue, 27 May 2008 16:09:34 GMT</pubDate>
      <guid>https://trid.trb.org/View/860048</guid>
    </item>
    <item>
      <title>Minimum Retroreflectivity Levels for Blue and Brown Signs with and without Glare and Roadway Lighting</title>
      <link>https://trid.trb.org/View/847637</link>
      <description><![CDATA[In 2003, the Federal Highway Administration (FHWA) published research recommendations for minimum maintained retroreflectivity (MR) levels for traffic signs.  The recommendations included most sign types but not white on blue signs or white on brown signs.  In addition, the 2003 recommended maintained retroreflectivity levels were based on conditions representing dark rural environments.  This report describes the research activities and consequent findings related to the development of recommendations for MR levels for white on blue signs and white on brown signs.  This report also includes an investigation related to MR levels needed for complex visual conditions that include glare from on-coming headlamps and fixed roadway lighting.  The research used a summary of the pertinent literature to develop an experimental plan to produce luminance thresholds that could be used with a previously developed analytical model to develop a set of recommendations for MR levels for white on blue signs and white on brown signs.  The results for the white on blue signs and the white on brown signs were integrated into one table that includes the current set of MR levels.  Both legend and symbol signs were consolidated into the same recommendations because of similar requirements for luminance thresholds.]]></description>
      <pubDate>Wed, 21 May 2008 07:05:50 GMT</pubDate>
      <guid>https://trid.trb.org/View/847637</guid>
    </item>
    <item>
      <title>Relationship of Vertical Illuminance to Pedestrian Visibility in Crosswalks</title>
      <link>https://trid.trb.org/View/848314</link>
      <description><![CDATA[Twenty-six participants evaluated a series of crosswalk lighting designs by visually detecting objects at each crosswalk location while traveling in a moving vehicle. The research was performed on a closed test track under nighttime conditions while the participants were driving an SUV with regular halogen headlamps. The conditions included several vertical illuminance levels (6, 10, 20, and 30 lux), varied luminaire types [high-pressure sodium (HPS) and metal halide (MH)], and various target object types (pedestrian and surrogate objects). Only one age group of participants (66 years and older) was used for the study, with equal representation of males and females. The participants were asked to detect objects at each crosswalk location when they were confident an object was present. The results indicated that object detection distances changed on the basis of vertical illuminance level, luminaire type, and object type. Object detection distance for HPS was greatest at 30 vertical lux and for MH at 20 vertical lux. However, these results were moderated by the clothing color of the target object. When object color was considered, pedestrians in white clothing were identified earlier under the HPS lighting condition at 20 lux. Under the MH configuration, denim-clothed objects were detected earlier than black-clothed objects, especially at the 20-lux lighting level. The results suggest that a vertical illuminance level of 20 lux at crosswalk locations provides adequate levels for target object detection. In addition to benefiting from vertical illuminance, target objects that wore white clothing had detection distances superior to other object types of different clothing colors. Recommendations for crosswalk lighting configurations are further discussed.]]></description>
      <pubDate>Fri, 28 Mar 2008 08:16:29 GMT</pubDate>
      <guid>https://trid.trb.org/View/848314</guid>
    </item>
    <item>
      <title>Precast Concrete Parking Structure Lighting Study</title>
      <link>https://trid.trb.org/View/849105</link>
      <description><![CDATA[Among some members of the design community, there is a perception that lighting of precast concrete parking structures is not as efficient as lighting of posttensioned (PT) concrete parking structures. This perception occurs because it is assumed there is more light blockage from the closely spaced, precast concrete double-tee stems compared with wider spacing of beams in a PT concrete parking structure. This paper details a study performed to compare the lighting systems for precast concrete parking structures vs. PT concrete parking structures. The study indicates there is no difference in horizontal illuminance on the floor, or vertical illuminance on the perimeter walls, for identical lighting configurations in precast concrete and PT concrete parking structures. This conclusion requires that the bottom of each luminaire in the precast concrete parking structure is pendant-mounted and that the luminaires are no more than 6 in. above the bottom of the double-tee stem and centered between the 5 ft. double-tee stem spacing. The configuration of the 2 parking structures, the lighting configurations, the design methodology, and the results of the analysis are described.]]></description>
      <pubDate>Fri, 01 Feb 2008 08:18:41 GMT</pubDate>
      <guid>https://trid.trb.org/View/849105</guid>
    </item>
    <item>
      <title>Influence of Vertical Illuminance on Pedestrian Visibility in Crosswalks</title>
      <link>https://trid.trb.org/View/777133</link>
      <description><![CDATA[This project investigated the lighting levels required for crosswalk illumination. The current European methods for lighting suggest a crosswalk lighting level of 40 vertical lux for ensured safety. Two major questions were studied: the required vertical illuminance level for adequate pedestrian visibility and the selection of an object that could act as a surrogate for the pedestrian. The vertical illuminance was determined from an experiment that measured the visibility of pedestrians at lighting levels of 5, 20, 40, and 60 vertical lux. During the experiment, a crosswalk scene was presented to the participants and the time taken for identification of an object was measured. In addition to the lighting level, the conditions used in the experiment were lamp type (metal halide versus high-pressure sodium), the presence of glare, the use of overhead lighting, and the type of pedestrian clothing (white, black, and denim). The study found that a lighting design level of 20 vertical lux is likely adequate for proper pedestrian visibility. Except in selected cases, the lamp type was not significant. The impact of glare was not influenced by the lighting design. Three surrogate objects were developed for the experiment and were tested in the same manner as the pedestrians. The surrogates used were an extruded octagon, a cylinder, and a cylinder with a ball on top. These surrogates were selected to allow easy lighting design calculations while best representing a pedestrian. The experiment found that all surrogates performed equally well and that the surrogate can be chosen on the basis of the ease of calculation. It is recommended that a cylinder be used as a pedestrian surrogate.]]></description>
      <pubDate>Fri, 03 Mar 2006 10:48:57 GMT</pubDate>
      <guid>https://trid.trb.org/View/777133</guid>
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