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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>
    <image>
      <title>Transport Research International Documentation (TRID)</title>
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      <link>https://trid.trb.org/</link>
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    <item>
      <title>THE POLARIZED HEADLIGHT SYSTEM</title>
      <link>https://trid.trb.org/View/111204</link>
      <description><![CDATA[THE TECHNICAL EVOLUTION OF A POLARIZED HEADLIGHT SYSTEM CONSISTING OF POLARIZING FILTERS ON TWO 125 WATT HEADLAMPS AND A VIEWER-FILTER BEFORE THE DRIVER'S EYES HAS BEEN COMPLETED. THE POLARIZING DIRECTION OF THE VIEWER IS PARALLEL TO HIS OWN HEADLIGHTS AND CROSSES AUTOMATICALLY WITH THAT OF ONCOMING CARS, THEREBY REDUCING THE BRIGHTNESS OF APPROACHING HEADLIGHTS ON THE AVERAGE TO ONE-SEVENTH OF THE DOWN BEAM OF THE CURRENT SEALED BEAM HEADLAMPS. THE HIGHER WATTAGE OVERCOMES THE LIGHT LOSS AT THE POLARIZING FILTERS SUFFICIENTLY TO MAKE OPEN ROAD VISIBILITY OF CRITICAL HAZARDS SEEN THROUGH THE VIEWER AT LEAST AS GOOD AS PRESENT OPEN ROAD SEEING WITH THE UPPER BEAM. THIS SYSTEM HAS BEEN REFERRED BY THE AUTOMOBILE MANUFACTURERS ASSOCIATION TO THE AMERICAN ASSOCIATION OF MOTOR VEHICLE ADMINISTRATORS FOR CONSIDERATION. THE LIMITATIONS OF BEAM CONTROL IN DEALING WITH THE GLARE PROBLEM AND THE PARTICULAR PROPERTIES OF POLARIZING LIGHT ARE CITED. THE PERIOD OF TRANSITION TO THE POLARIZED SYSTEM NEED INTRODUCE NO NEW HAZARDS NOT FOUND IN THE CURRENT TRANSITION FROM THE PRE-SEALED BEAM TO SEALED BEAM LAMPS. RESEARCH DATA FROM GENERAL ELECTRIC COMPANY IS PRESENTED WHICH INDICATES THAT EVEN MISUSE OF THE NEW HEADLAMPS WOULD BE NO MORE HAZARDOUS THAN MISUSE OF SEALED BEAMS NOW. THE COST OF SUCH A SYSTEM WOULD NOT BE OUT OF LINE WITH THE BENEFITS OBTAINED. THE IMPORTANCE OF PUBLIC EDUCATION AND SUPPORT OF GLARE ELIMINATION BY CONSUMER ORGANIZATIONS IS STRESSED. THE TECHNICAL ACCEPTABILITY OF THE SYSTEM HAS BEEN ESTABLISHED. THE ONLY PROBLEMATICAL AREAS REMAINING ARE RELATED TO METHODS AND RESULTS OF INTRODUCTION. /AUTHOR/]]></description>
      <pubDate>Mon, 12 Sep 1994 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/111204</guid>
    </item>
    <item>
      <title>AIMING FOR BETTER HEADLIGHTING</title>
      <link>https://trid.trb.org/View/111210</link>
      <description><![CDATA[DYNAMIC TESTS WERE CONDUCTED OF THE NIGHT DRIVING SITUATION USING OBSERVER-DRIVERS. TEST METHODS ARE DESCRIBED ALTHOUGH IT IS CONCLUDED THAT A DYNAMIC TEST OF THIS KIND IS STILL NOT FULLY REPRESENTATIVE OF A TYPICAL DRIVING SITUATION. PART OF THE VARIANCE IS THAT OBSERVER-DRIVERS KNOWINGLY ENGAGED IN A TEST, AND THEREFORE THEY WERE PAYING MORE ATTENTION THAN WOULD THE NORMAL DRIVER. THE IMPORTANCE OF PROPER HEADLIGHT AIMING IS EMPHASIZED. TWO RECENT IMPROVEMENTS HAVE RECENTLY BEEN MADE BY MANUFACTURERS: IMPROVED SEALED BEAM LAMPS INSTALLED ON 1956 CARS, AND THE DUAL-UNIT SYSTEM. A CONSIDERABLE INCREASE IN SEEING DISTANCE CAN BE ACCOMPLISHED BY HAVING HEADLIGHTS AIMED EXACTLY RIGHT. ALL SEALED BEAM HEADLIGHTS ARE NOW MANUFACTURED WITH THREE AIMING PADS ON THE FRONT SURFACE OF THE LENS. THE FRONT SURFACES OF THESE PADS ARE CORRECTLY ALIGNED WITH RESPECT TO THE AIM OF THE BEAM. THIS PERMITS THE USE OF SIMPLE, INEXPENSIVE MECHANICAL AIMERS TO SEAT ON THE FRONT SURFACES OF THESE PADS AND TO ALIGN THE LAMPS CORRECTLY WITHOUT THE NEED FOR A DARKENED AREA.]]></description>
      <pubDate>Mon, 12 Sep 1994 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/111210</guid>
    </item>
    <item>
      <title>THE GENERAL ELECTRIC CO. TESTS ON POLARIZED HEADLIGHTING</title>
      <link>https://trid.trb.org/View/111206</link>
      <description><![CDATA[SEALED-BEAM LIGHTING AND POLARIZED HEADLIGHTING SYSTEMS ARE DESCRIBED. IF ALL CARS HAVE POLARIZED HEADLIGHTING OF THE TYPE DEVELOPED COOPERATIVELY BY THE AUTOMOTIVE INDUSTRY, THE POLAROID CORPORATION, AND THE GENERAL ELECTRIC COMPANY, THE CLEAR ROAD SEEING DISTANCE FROM THE ANALYZER, AND THE OBSERVER-DRIVER IS THE SAME AS THAT FOR THE SEALED-BEAM UPPER BEAM. A COMPREHENSIVE SERIES OF TESTS WERE MADE WITH SEALED-BEAM HEADLAMPS FACING SEALED-BEAM HEADLAMPS UNDER CONDITIONS OF PROPER AND IMPROPER USAGE. THESE TEST RESULTS LEAD TO A GENERAL CONCLUSION THAT THE RANGE OF SEEING DISTANCES ENCOUNTERED DURING THE PERIOD OF TRANSITION TO POLARIZED HEADLIGHTING WOULD BE NO GREATER THAN THE RANGE OF SEEING DISTANCE ENCOUNTERED DURING THE PRESENT PERIOD OF TRANSITION FROM PRE-SEALED BEAM TO SEALED BEAM HEADLIGHTING. THE DRIVER OF THE POLARIZED CAR WOULD ENJOY SOMEWHAT HIGHER SEEING DISTANCE EVEN DURING THE EARLY STAGES OF THE TRANSITION PERIOD. COMPULSORY LEGISLATION WOULD BE NECESSARY, SIMILAR TO THAT REQUIRING SAFETY GLASS.]]></description>
      <pubDate>Fri, 19 Aug 1994 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/111206</guid>
    </item>
    <item>
      <title>SOME RESULTS OF COOPERATIVE VEHICLE LIGHTING RESEARCH</title>
      <link>https://trid.trb.org/View/116266</link>
      <description><![CDATA[THIS ARTICLE IS AN OVERVIEW OF MOTOR VEHICLE LIGHTING RESEARCH AS SPONSORED BY THE VEHICLE LIGHTING COMMITTEE OF THE AUTOMOBILE MANUFACTURERS ASSOCIATION AND THE LAMP MANUFACTURERS SUBCOMMITTEE. SUBJECTS COVERED INCLUDE: (1) AN EQUAL SIGNAL EFFECTIVENESS TEST SET-UP, (2) AN EXPERIMENTAL GLARE METER, (3) TURN SIGNAL PERFORMANCE, (4) VISIBILITY OF SCHOOL BUS SIGNALS, (5) REAR LIGHTING OF VEHICLES, AND (6) SEALED-BEAM HEADLAMPS]]></description>
      <pubDate>Fri, 12 Aug 1994 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/116266</guid>
    </item>
    <item>
      <title>THE POTENTIAL IMPACT OF AUTOMOTIVE HEADLIGHT CHANGES ON THE VISIBILITY OF REFLECTORIZED HIGHWAY SIGNS</title>
      <link>https://trid.trb.org/View/286067</link>
      <description><![CDATA[The performance of five types of sealed-beam and three types of European sharp-cutoff units was examined on a divided 4-lane rural roadway with a 1000-ft straight and level approach to a sign bridge containing three large overhead signs.  All sealed-beam headlamps provided sufficient light to make non-illuminated, reflectorized overhead signs located in rural areas visible and legible.  Sharp-cutoff headlamps, unless designed with optics to provide a small quantity of upward light, will render reflectorized, non-illuminated overhead signs almost invisible.]]></description>
      <pubDate>Fri, 30 Sep 1988 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/286067</guid>
    </item>
    <item>
      <title>ASPHALT RECYCLING INNOVATIONS: PREVENTIVE MAINTENANCE CUTS COSTS</title>
      <link>https://trid.trb.org/View/283392</link>
      <description><![CDATA[Preventive maintenance can extend asphalt pavement life for a number of years at relatively low cost.  This article discusses preventive maintenance techniques: rejuvenators; slurry seals; and crack seals.  The effectiveness of a rejuvenator is determined by whether the asphalt will allow sufficient penetration, and this depends on the voids in the total mixture.  With slurry seals, a special rapid-set asphal emulsion designed for slurry seals is used.  Ways  of preventing loss of bond between slurry and underlying asphalt are noted.  Surface treatments are placed in one or two layers.  Good design and construction are needed to prevent loss of cover aggregate.  The importance of crack sealing is also noted.]]></description>
      <pubDate>Wed, 31 Aug 1988 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/283392</guid>
    </item>
    <item>
      <title>AUTO MAKERS LIGHT INTO THE FUTURE</title>
      <link>https://trid.trb.org/View/210880</link>
      <description><![CDATA[Federal approval in 1983 of Ford Motor Company's Mark VII European-style wraparound headlight has opened technological floodgates in the car-lighting business. New proposals range from smaller versions of the familiar sealed beam, through variations of the European-style "composite" system that encloses a separate bulb in an optical housing, to far-out exotics such as gas-discharge, arc lights and systems that would put as many as ten lamps across the front of the family car.  This article reviews these systems in the domestic market and in Europe.]]></description>
      <pubDate>Wed, 30 Jan 1985 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/210880</guid>
    </item>
    <item>
      <title>EFFECT OF BULB REPLACEMENT OF THE PHOTOMETRIC AIM OF ECE H4 TUNGSTEN HALOGEN HEADLAMPS</title>
      <link>https://trid.trb.org/View/204480</link>
      <description><![CDATA[A study has been made of the effect of bulb replacement on the photometric aim of European (ECE) automobile headlamps and compared with similar work on North American (SAE) systems by the Highway Safety Research Institute of the University of Michigan.  Measurements have been made at NAE of the orientation of the low beam pattern of a sample of 36 ECE H4 tungsten halogen bulbs representing 6 bulb groups.  Mean values of photometric aim and corresponding values of standard deviation have been deduced and tests to assess the statistical significance of observed deviations have been applied. The result showed significantly smaller deviations in vertical aim and larger deviations in horizontal aim for ECE bulbs compared to SAE sealed beam units.  Some significant differences were observed between ECE bulb groups but deviations for the overall sample were close to allowable limits specified in ECE and SAE documents and less than changes in vehicle attitude resulting from other factors.  The results are discussed in terms of aiming procedures recommended following bulb replacement.]]></description>
      <pubDate>Thu, 30 Aug 1984 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/204480</guid>
    </item>
    <item>
      <title>SCHOOL BUSES SEE THE LIGHT</title>
      <link>https://trid.trb.org/View/203102</link>
      <description><![CDATA[Some advanced designs and technological innovations in lighting equipment are briefly described.  The Halogen-Cycle sealed beam lights in the 200-T and 36-A and 100 series remain brighter longer than unsealed units.  Road dirt, corrosive fumes, and air pollution will not dull their reflective surfaces.  The 200-T all-weather safety light has patented louvers, and will cut through fog, dust and rain without blinding on-coming traffic. Another series, the R-Series, is engineered for late model bumpers with rectangular openings.  Also described here is the Deceleration Alert System (DAS) designed to control the driver just behind the decelerating car.  The DAS is a patented application of the Positive Accelerator Position Signal (PAPS) concept of signaling acceleration/deceleration before the brake signal.  This concept considers the position of the acceleration/deceleration mode of the accelerator.  The device signals the point of zero acceleration through various controls to a lighting fixture attached to the rear of the vehicle.  The operation of the DAS is described.]]></description>
      <pubDate>Wed, 30 May 1984 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/203102</guid>
    </item>
    <item>
      <title>ILLUMINATING QUEST. AERODYNAMICS CASTS A NEW LIGHT ON HEADLAMPS</title>
      <link>https://trid.trb.org/View/187716</link>
      <description><![CDATA[Flush-mounted headlamps, popular in Europe, are illegal in the U.S. The U.S. auto industry is asking the National Highway Traffic Safety Administration to rewrite Federal Motor Vehicle Safety Standard 108 and adopt a set of performance regulations, which NHTSA is in the process of doing, but too slowly according to Chrysler. Chrysler has petitioned the agency for permission to use two small rectangular lamps from the four-lamp system, which would allow it to drop the hood and fender line, as well as taper the front end on many of its cars, resulting in fuel economy improvement. Ford has petitioned the agency to use a sealed-beam lamp, which borrows from the European concept of using replaceable bulbs and flush-mounted lenses. One of the delays in rewriting FMVSS 108 is a debate over the benefits of unsealed versus sealed beams.]]></description>
      <pubDate>Mon, 28 Feb 1983 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/187716</guid>
    </item>
    <item>
      <title>AERODYNAMIC HEADLAMPS. BEAM INTO NEW CAR PROGRAMS</title>
      <link>https://trid.trb.org/View/181507</link>
      <description><![CDATA[The automobile industry plans to introduce, by the 1984 model year, aerodynamic headlamps that could save over 22 million gallons of gasoline a year, provide stylists with greater design flexibilty and bring the U.S. into closer harmonization with the European headlamps requirements. Ford and Chrysler have petitioned the National Highway Traffic Safety Administration (NHTSA) for a rule change and the Society of Automotive Engineers and NHTSA are cooperating to satisfy both automakers. The new types of headlight are described briefly.]]></description>
      <pubDate>Mon, 30 Aug 1982 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/181507</guid>
    </item>
    <item>
      <title>HALOGEN SEALED BEAM HEADLAMPS</title>
      <link>https://trid.trb.org/View/145059</link>
      <description><![CDATA[The terminology related to halogen-cycle lamps and the chemical/thermal cycle phenomena are explained.  The history and practical applications of halogen lamps is traced from 1912 to the present halogen sealed beam headlamps that are available on numerous 1979 model automobiles.]]></description>
      <pubDate>Wed, 21 May 1980 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/145059</guid>
    </item>
    <item>
      <title>AUTO HEADLIGHT GLASS: VISIBLE FEATURES OF FORENSIC UTILITY</title>
      <link>https://trid.trb.org/View/75208</link>
      <description><![CDATA[The report documents those visual aspects of sealed beam headlights which may be of use in criminal investigations involving such evidence. These visual aspects include fluting pattern, lampmaker monogram, mold markings, beam and lamp type markings, and curvature. Only sealed beam headlights used in passenger vehicles having significant U.S. sales are considered.]]></description>
      <pubDate>Sat, 19 Aug 1978 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/75208</guid>
    </item>
    <item>
      <title>PROBLEMS IN PASSENGER CAR HEADLAMP AIM</title>
      <link>https://trid.trb.org/View/24687</link>
      <description><![CDATA[Maintenance and inspection of correct aim of headlamps has been a perennial problem that involves unstable headlamp mounting, imprecision in inspecting equipment, variations in sealed beam units, and improper initial aim of lamps on new vehicles.  These areas of the headlamp aim problem are discussed and some solutions are suggested.  The need for cooperative Federal state, and industry effort on all facets of headlamp aim is emphasized.]]></description>
      <pubDate>Thu, 06 Mar 1975 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/24687</guid>
    </item>
    <item>
      <title>HEADLAMP FOR THE FUTURE</title>
      <link>https://trid.trb.org/View/107628</link>
      <description><![CDATA[HEADLIGHT DEVELOPMENTS ARE REVIEWED AND THE ADVANTAGES OF USING SEALED BEAM LAMPS WITH TUNGSTEN-HALOGEN LIGHTING ELEMENTS ARE DISCUSSED. DETAILS ARE GIVEN OF TWIN FILAMENT TUNGSTEN-HALOGEN UNITS BEING DEVELOPED AND THEIR FUTURE APPLICATION TO REQUIREMENTS IN BRITAIN AND EUROPE. /RRL/]]></description>
      <pubDate>Sun, 02 Apr 1972 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/107628</guid>
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