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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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      <link>https://trid.trb.org/</link>
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    <item>
      <title>THE QUALITY OF TRAFFIC FLOW</title>
      <link>https://trid.trb.org/View/115222</link>
      <description><![CDATA[IT WAS NECESSARY TO DEVISE A MEASURE WHICH WOULD BE SENSITIVE TO SMALL VARIATIONS IN THE QUALITY OF TRAFFIC FLOW. ONE OF THE REQUIREMENTS WAS THAT SUCH A MEASURE BE A PURE OR DIMENSIONLESS NUMBER. THE TRAFFIC QUALITY INDEX IS BASED ON THE CONCEPT THAT AVERAGE SPEED IS A POSITIVE FACTOR IN EXPRESSING THE DEGREE OF TRAFFIC QUALITY, WHILE ANY VARIATION IN SPEED CAN GENERALLY BE CONSIDERED AS TURBULENCE. TWO APPLICATIONS OF THE QUALITY INDEX WERE INCLUDED. ONE SHOWS THE USE OF THE INDEX IN THE DEVELOPMENT OF RELATIVE COST FACTORS OF VEHICLE OPERATION AS A METHOD OF EXPRESSING THE EFFICIENCY OF AN URBAN STREET. ANOTHER APPLICATION OF THE QUALITY INDEX WAS A TEST OF THE CORRELATION BETWEEN GASOLINE CONSUMPTION AND TRAFFIC FLOW QUALITY. ONE OF THE NEEDS PREREQUISITE TO THE WIDER USE OF THE QUALITY INDEX IS THE DEVELOPMENT OF ACCEPTABLE STANDARDS APPLICABLE TO STREETS OF VARIOUS TYPES. WHILE SOMETHING OF THE RANGE OF QUALITY INDEX NUMBERS WAS LEARNED IN THE STUDY, IT WAS ALSO POINTED OUT THAT THEY PROBABLY FOLLOW A RATIO OR LOGARITHMIC SCALE, OR ONE IN WHICH EQUAL INCREMENTS ALONG THE SCALE HAVE UNEQUAL SIGNIFICANCE. IT WAS ALSO DEMONSTRATED IN THIS STUDY THAT QUALITY OF TRAFFIC FLOW HAS A BETTER CORRELATION WITH TRAFFIC DENSITY THAN WITH TRAFFIC VOLUME.]]></description>
      <pubDate>Fri, 13 Aug 2004 18:47:38 GMT</pubDate>
      <guid>https://trid.trb.org/View/115222</guid>
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    <item>
      <title>THEORETICAL SCALING LAWS FOR SUBWAY MODELING</title>
      <link>https://trid.trb.org/View/7363</link>
      <description><![CDATA[The report, prepared under the Institute for Rapid Transit (IRT) project, is one of many such reports leading to a final product--a subway environmental design handbook.  A study is presented of the laws which scale the aerodynamic and heat transfer effects for vehicles in tubes. Aerodynamic scaling laws are found, under which the scaling laws for heat transfer by forced convection, free convection, and thermal radiation are derived.  A discussion about the possibilities of applying these laws for small scale models is given, along with a summary of scaling laws.]]></description>
      <pubDate>Sun, 09 Mar 2003 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/7363</guid>
    </item>
    <item>
      <title>INTERSECTION AND SIGN ILLUMINATION FOR HIGHWAY SAFETY AND EFFICIENCY</title>
      <link>https://trid.trb.org/View/108770</link>
      <description><![CDATA[THIS REPORT SUMMARIZES THE FINDINGS OF A SERIES OF STUDIES ON THE ROLE OF ILLUMINATION AT INTERSECTIONS. THE MAJOR WORK INVOLVED THE USE OF SEVERAL DIFFERENT LIGHTING SET UPS AT A COMPLEX RURAL INTERSECTION. THE RESEARCHER MADE USE OF A SCALED MODEL TO STUDY VARIOUS LIGHTING ARRANGEMENTS. TRAFFIC OPERATION, ILLUMINATION, AND GSR STUDIES WERE MADE ON A FULL SCALE INSTALLATION. THE EFFECT OF ILLUMINATION ON SIGNING LEGIBILITY WAS ALSO EXPLORED. /BPR/]]></description>
      <pubDate>Thu, 01 Dec 1994 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/108770</guid>
    </item>
    <item>
      <title>MODEL TESTING TECHNIQUE FOR EARTH DAMS</title>
      <link>https://trid.trb.org/View/123662</link>
      <description><![CDATA[A PRACTICAL METHOD, BASED ON THE PRINCIPLE OF DIMENSIONAL SIMILITUDE, BY WHICH A SCALE MODEL TEST OF AN EARTH DAM CAN BE PERFORMED IS PRESENTED. FOR THIS PURPOSE, IN THE MODEL A MATERIAL WITH SMALL VALUE OF COHESION IS TO BE USED. IT IS SUGGESTED, ON THE BASIS OF EXPERIMENTAL INVESTIGATION, THAT A MIXTURE OF VISCOUS LIQUID AND SAND CAN BE USED FOR MODEL MATERIAL. /AUTHOR/]]></description>
      <pubDate>Tue, 30 Aug 1994 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/123662</guid>
    </item>
    <item>
      <title>SCALE MODEL OF URBAN RUNOFF FROM STORM RAINFALL</title>
      <link>https://trid.trb.org/View/103843</link>
      <description><![CDATA[THE RESPONSE OF A SMALL URBAN WATERSHED TO FOUR STORMS IS GENERATED IN THE LABORATORY BY A SCALE MODEL CONSISTING OF A PROGRAMMED RAINFALL GENERATOR, VERTICALLY-DISTORTED SCALED TOPOGRAPHY, AND A WEIGHING DEVICE FOR RECORDING THE CUMULATIVE RUNOFF. COMPARISON OF THESE RESULTS WITH PROTOTYPE MEASUREMENTS THROUGH USE OF DERIVED SCALING LAWS SHOWS REASONABLE AGREEMENT. /ASCE/]]></description>
      <pubDate>Thu, 04 Aug 1994 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/103843</guid>
    </item>
    <item>
      <title>NONENLARGED BOX CULVERT INLETS - FIFTH PROGRESS REPORT ON HYDRAULICS OF CULVERTS, NATIONAL BUREAU OF STANDARDS REPORT 9327</title>
      <link>https://trid.trb.org/View/98875</link>
      <description><![CDATA[THE HYDRAULIC CAPACITIES OF BOX CULVERTS OPERATING WITH FLOW CONTROL AT THE INLET WERE INVESTIGATED BY USE OF SCALE MODELS. THE EFFECTS OF BARREL SHAPE, WINGWALL FLARE ANGLE AND SKEW OF INLET ON CAPACITY WERE ESTABLISHED FOR PRESENT TYPES OF BOX CULVERTS AND EXPRESSED IN ENERGY EQUATIONS RELATING RATE OF FLOW TO BARREL DIMENSIONS AND HEADWATER DEPTH. IMPROVED CAPACITY WAS OBTAINED BY USE OF BEVELS AT THE INLET EDGES AND BY RELOCATION OF WINGWALLS. THE DIMENSIONS REQUIRED FOR IMPROVEMENT OF CAPACITY ARE REPORTED. /BPR/]]></description>
      <pubDate>Mon, 01 Aug 1994 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/98875</guid>
    </item>
    <item>
      <title>RELATIONSHIPS IN CONTOUR INTERVAL, SCALES, AND INSTRUMENT USAGE</title>
      <link>https://trid.trb.org/View/93512</link>
      <description><![CDATA[MAP SPECIFICATIONS SHOULD RESULT IN AN ECONOMICAL & EFFIC- IENT BALANCE BETWEEN MAP SCALE AND CONTOUR INTERVAL AND THE PHOTOGRAMMETRIC INSTRUMENT FOR LARGE-SCALE PRELIMINARY SURVEY MAPPING. THE CONSIDERATIONS WHICH MUST BE MADE IN WRITING SPECIFICATIONS TO OBTAIN THIS BALANCE ARE THE FOCAL LENGTH OF THE AERIAL CAMERA AND PHOTOGRAMMETRIC INSTRUMENT, THE OPTIMUM NUMBER OF TIMES THE MAP MANUSCRIPT SCALE MAY BE LARGER THAN THE SCALE OF THE AERIAL PHOTOGRAPHS, AND THE C- FACTOR CUSTOMARILY EMPLOYED FOR THE INSTRUMENT. THE FLIGHT HEIGHT FOR PHOTOGRAPHY WILL BE GOVERNED BY EITHER THE INSTRUMENT C-FACTOR OR ENLARGEMENT RATIO WHENEVER THE SPECIFIED CONTOUR INTERVAL AND MAP SCALE ARE NOT IN BALANCE. TABLES PRESENT MAP SPECIFICATION FOR VARIOUS SCALES AND CONTOUR INTERVALS. IT IS EMPHASIZED THAT LACK OF PROPER BALANCE BETWEEN MAP SCALE AND CONTOUR INTERVAL SPECIFICATIONS WILL RESULT IN INEFFICIENT USE OF PHOTOGRAMMETRIC PLOTTING INSTRUMENTS.]]></description>
      <pubDate>Thu, 28 Jul 1994 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/93512</guid>
    </item>
    <item>
      <title>MAPPING FOR THE PENNSYLVANIA HIGHWAYS</title>
      <link>https://trid.trb.org/View/93436</link>
      <description><![CDATA[THE METHODS AND PROCEDURES CURRENTLY USED BY THE PENNSYLVANIA DEPARTMENT OF HIGHWAYS TO OBTAIN MAPPING BY PHOTOGRAMMETRIC METHODS ARE PRESENTED. MAP SCALES FOR VARIOUS ENGINEERING FUNCTIONS ARE OUTLINED. THE REASON FOR USING MAPPING BY PHOTOGRAMMETRIC METHODS AND MAPPING'S RELATIONSHIP TO CONVENTIONAL SURVEY DATA ARE INCLUDED. COMMENTS PERTAIN TO INTERNAL MAPPING OPERATIONS AS WELL AS MAPPING OPERATIONS BY PHOTOGRAMMETRIC ENGINEERING FIRMS. THE DEPARTMENTS VIEWS ON THE PROFESSIONAL STATUS OF PHOTOGRAMMETRIC MAPPING ARE CONTAINED IN THE PAPER. AERIAL PHOTOGRAPHY, GEODETIC CONTROL, STEREOINSTRUMENT COMPILATION, TERRAIN DATA TRANSLATION, AND OTHER ASPECTS IN THE PREPARATION OF QUALITY MAPPING FOR HIGHWAY ENGINEERING USAGE ARE CONSIDERED. /ASCE/]]></description>
      <pubDate>Mon, 24 Jan 1994 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/93436</guid>
    </item>
    <item>
      <title>TAPERED BOX CULVERT INLETS - SIXTH PROGRESS REPORT ON CULVERTS, NATIONAL BUREAU OF STANDARDS REPORT 9355</title>
      <link>https://trid.trb.org/View/98878</link>
      <description><![CDATA[THE HYDRAULIC CAPACITIES OF BOX CULVERTS WITH INLET FACE AREAS LARGER THAN THE BARREL AREA WERE INVESTIGATED UNDER CONDITIONS OF FLOW CONTROL AT EITHER THE INLET FACE OR THE THROAT SECTION AT THE END OF THE INLET TAPER. SCALE MODELS WERE USED TO DETERMINE THE CAPACITY OF INLETS WITH THE TOP TAPERED AND WALLS NOT TAPERED, AND WITH SIDE WALL TAPER FROM A WIDE FACE, WITH THE INLET FLOOR AND TOP COPLANAR WITH THE BARREL. THE EFFECTS OF VARIOUS INLET CONFIGURATIONS WERE ESTABLISHED AND EXPRESSED IN ENERGY EQUATIONS RELATING THE RATE OF FLOW TO HEADWATER DEPTH AND TO INLET FACE AREA OR BARREL DIMENSIONS, EACH IN CONNECTION WITH THE INLET TAPER ANGLE. THE DIMENSIONS OF TAPERED INLETS REQUIRED FOR SIGNIFICANT IMPROVEMENT OF HYDRAULIC CAPACITY ARE REPORTED. /BPR/]]></description>
      <pubDate>Sun, 23 Jan 1994 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/98878</guid>
    </item>
    <item>
      <title>TAPERED BOX CULVERT INLETS WITH FALL CONCENTRATION IN THE INLET STRUCTURE</title>
      <link>https://trid.trb.org/View/98895</link>
      <description><![CDATA[THE HYDRAULIC CAPACITIES OF TAPERED INLETS TO BOX CULVERT BARRELS, WITHIN WHICH A SUBSTANTIAL FALL OF THE INVERT GRADE IS PROVIDED BY SLOPING THE INLET, WERE INVESTIGATED FOR A RANGE OF POSSIBLE INLET FORMS.  SCALE MODELS WERE USED TO DETERMINE DISCHARGE CAPACITY OF THESE INLETS OPERATING WITH CONTROL AT THE FACE SECTION, AT THE THROAT SECTION AND AT INTERMEDIATE CONTROL SECTIONS. THE RESULTS ARE EXPRESSED IN THE FORM OF ENERGY EQUATIONS RELATING THE RATE OF FLOW TO DIMENSIONS AND FORM OF THE CONTROL SECTION BY USE OF DISCHARGE COEFFICIENTS. THE REPORT SHOWS THAT TAPERED AND SLOPED INLETS CAN PROVIDE SUBSTANTIAL INCREASES OF DISCHARGE CAPACITY OVER THAT OF A CONVENTIONAL BOX CULVERT OF EQUAL BARREL SIZE AT AN EQUAL DEPTH OF HEADWATER, THE DEGREE OF INCREASE DEPENDING UPON THE FALL FROM INLET CREST TO THROAT AND THE RELATIVE DEPTH OF HEADWATER. /AUTHOR/]]></description>
      <pubDate>Sat, 08 Jan 1994 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/98895</guid>
    </item>
    <item>
      <title>METHODS FOR EVALUATING DISCOMFORT GLARE</title>
      <link>https://trid.trb.org/View/355810</link>
      <description><![CDATA[Previous research has found that the de Boer scale - the most frequently used discomfort glare scale in the automotive context - is not compatible with population stereotypes of U.S. observers.  The present study was designed to compare the ratings obtained from the de Boer scale to ratings from three alternative discomfort glare scales.  Of additional interest was the relation between discomfort glare ratings and brightness ratings for the same stimuli.  The scales evaluated were the de Boer scale, the DANDY scale (a newly developed categorical scale), an anchored magnitude estimation scale, a free magnitude estimation scale, and a brightness magnitude estimation scale.]]></description>
      <pubDate>Sun, 30 Jun 1991 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/355810</guid>
    </item>
    <item>
      <title>A STABLE, CONSISTENT, AND TRANSFERABLE ROUGHNESS SCALE FOR WORLDWIDE STANDARDIZATION</title>
      <link>https://trid.trb.org/View/269692</link>
      <description><![CDATA[Since the AASHO Road Test there has been great interest in the measurement of road roughness for evaluation of serviceability as defined by Carey and Irick, and, perhaps more broadly and importantly, for evaluation of road roughness as it affects vehicle operating costs and road maintenance, particularly in developing countries. In this paper work done in the United States, Brazil, Canada, Bolivia, Nigeria, Panama, and elsewhere with respect to the selection of a uniform method for calibrating road roughness devices is reviewed. Because most roughness measurements are made with response-type roughness measuring instruments, there needs to be a calibration technique for such instruments that can be easily used by any country. It is essential that the method be based on characteristics of the road surface and not on characteristics of any individual vehicle or measuring velocity of the response-type roughness meter. A specific calculation algorithm is also needed. A calibration technique is recommended that is based on a true profile of the roadway surface analyzed with wavebound analysis to determine root-mean-square vertical acceleration for several applicable waveband statistics that are combined to produce the calibration factor. The development of the methodology is presented.]]></description>
      <pubDate>Fri, 28 Feb 1986 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/269692</guid>
    </item>
    <item>
      <title>RATING SCALES - MEASURES OF CENTRAL TENDENCY AND SAMPLE SIZES</title>
      <link>https://trid.trb.org/View/172909</link>
      <description><![CDATA[The measurement of people's preferences has often been accomplished by the use of rating scales.  For example, in much of the work investigating the change in visual amenity resulting from the reconstruction of roads, people's preferences for scenes were measured using a "pleasantness" rating scale.  This report considers two problems which arise from this rating procedure: (a) what reasons are there for deciding whether to use the mean or the median when a measure of central tendency is required, and (b) when a group measure of preference is required, what is the appropriate number of subjects to use (i.e. Sample size)? Data obtained from a semantic differential type of rating scale are at least ordinal and the median is probably the most appropriate measure of central tendency.  Often the rating distributions depart markedly from normal or are greatly skewed.  Under such circumstances the median will be a more representative measure of central location than is the mean.  However, TRRL survey data showed that the difference between the mean and the median is unlikely to exceed half a scale unit, provided sample sizes of about 30 subjects are used.  There is substantial variability in sample means and medians with very small samples, but small increases in sample size beyond about 30 lead to only small reductions in this variability.(a) (TRRL)]]></description>
      <pubDate>Tue, 22 Dec 1981 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/172909</guid>
    </item>
    <item>
      <title>LAND-USE DENSITY, PATTERN, AND SCALE AS FACTORS IN URBAN TRANSPORTATION</title>
      <link>https://trid.trb.org/View/79076</link>
      <description><![CDATA[This article considers the density and pattern of urban land use in subjective terms to demonstrate the difference between them, illustrate land-use patterns not normally considered, and relate these variables and urban scale to transportation technology.  This framework was then expanded into the two-function situation that is most prevalent in the determination of urban transportation demand.  From theoretical considerations 10 basic combinations of trip origins and destinations were identified.  The relationship of these to transportation technology and especially to the relative importance of line-haul transport is discussed.]]></description>
      <pubDate>Mon, 12 Oct 1981 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/79076</guid>
    </item>
    <item>
      <title>INJURY SCALING RESEARCH</title>
      <link>https://trid.trb.org/View/75708</link>
      <description><![CDATA[In an attempt to improve the usefulness of accident data for NHTSA's safety systems analyses, threat-to-life, disability, and (direct) cost scales are developed using somewhat limited existing accident and injury data. The resulting scales utilize data elements which are readily available from Level 2-type accident investigations, are easily automated, and are compatible with medical codes on other existing files.]]></description>
      <pubDate>Mon, 03 Dec 1979 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/75708</guid>
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