<rss version="2.0" xmlns:atom="https://www.w3.org/2005/Atom">
  <channel>
    <title>Transport Research International Documentation (TRID)</title>
    <link>https://trid.trb.org/</link>
    <atom:link href="https://trid.trb.org/Record/RSS?s=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" rel="self" type="application/rss+xml" />
    <description></description>
    <language>en-us</language>
    <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>
      <url>https://trid.trb.org/Images/PageHeader-wTitle.jpg</url>
      <link>https://trid.trb.org/</link>
    </image>
    <item>
      <title>Crashes and Injuries on Rural Roads in Alaska - Toward a Better Understanding of Rural Safety Issues through Linked Data and Environmental Factors Task B: Environmental and Geometric Safety Factors of Rural Crashes</title>
      <link>https://trid.trb.org/View/2607907</link>
      <description><![CDATA[Alaska experiences extreme weather and driving conditions compared to many other locations in the United States. For example, during summer, most traffic activity occurs in daylight, whereas in winter months, the majority of traffic activity occurs in the dark. Similarly, driving conditions change drastically across seasons. During winter, heavy snow and extremely cold temperatures provide challenges for drivers. These conditions lead to safety concerns such as noticeable changes in daylight hours, peak traffic activities in dark hours, and reduced friction values due to snow and ice. Another challenge is the sun's position above the horizon throughout the year, especially during the spring, summer, and fall seasons. The sun's low elevation angle for an extended period can be a primary concern for drivers since the bright sun glare can make it difficult to see one’s surroundings. During summer, long day hours and high activity levels may cause fatigue for drivers. Also, a higher number of tourists during summer may change the traffic conditions, posing higher safety risks in some regions. This report summarizes the findings of a study analyzing crash data, and combining external data to develop better understanding safety challenges in Alaska.]]></description>
      <pubDate>Tue, 28 Oct 2025 16:54:36 GMT</pubDate>
      <guid>https://trid.trb.org/View/2607907</guid>
    </item>
    <item>
      <title>Fraction Factorial Design of a Novel Semi-Transparent Layer for Applications on Solar Roads</title>
      <link>https://trid.trb.org/View/1899428</link>
      <description><![CDATA[Solar roads are transportation infrastructures able both to generate electricity thanks to solar cells placed under a semi-transparent layer and to ensure heavy traffic circulation. In this paper, a novel transparent top layer made of glass aggregates bonded together using a polyurethane glue is presented. The goal is to design a composite material able to support traffic load, guarantee vehicle skid-resistance, allow the passage of sunlight, and protect the solar cells. For this purpose, the authors investigated the effect of different variables (thickness, glue content, and glass aggregate distribution) on the mechanical and optical performances of the material applying the factorial design method. The semi-transparent layer was characterized by performing the three-point bending test and measuring the power loss. Regarding the vehicle friction, experimental tests with the British Pendulum were conducted in order to measure the skid resistance of the surface and compare it with the specifications of a typical road infrastructure. According to the fraction factorial design and the British Pendulum test, the following mixture was developed: 42.8% of 4/6 mm; 42.8% of 2/4 mm, 14.4% of glue in volume, and a thickness of 0.6 cm. The first results are encouraging, and they demonstrate the feasibility of a semi-transparent layer for future applications in full scale.]]></description>
      <pubDate>Tue, 21 Dec 2021 16:43:24 GMT</pubDate>
      <guid>https://trid.trb.org/View/1899428</guid>
    </item>
    <item>
      <title>Going-to-the-Sun-Road: Construction and Restoration</title>
      <link>https://trid.trb.org/View/1729906</link>
      <description><![CDATA[Going-to-the-Sun Road in Montana's Glacier National Park attracts millions of visitors each year to enjoy a drive through its beautiful scenery of lakes, streams, mountains, and facilities.This article presents historical background on the road's construction and describes work that is being done by the National Park Service and the Federal Highway Administration to maintain and reconstruct it.]]></description>
      <pubDate>Thu, 20 Aug 2020 14:03:47 GMT</pubDate>
      <guid>https://trid.trb.org/View/1729906</guid>
    </item>
    <item>
      <title>Numerical Study of Pre-Ventilation Effects on Cabin Temperature Using Solar Sunroof</title>
      <link>https://trid.trb.org/View/1652513</link>
      <description><![CDATA[When a vehicle is parked under the summer sun, to avoid the passenger discomfort caused by high cabin temperature, the performance of forced ventilation, which is called pre-ventilation, using a solar sunroof integrated with a photovoltaic (PV) cell to reduce cabin thermal load is investigated numerically in this study. The vehicle pre-ventilation system is composed of a solar sunroof, DC/DC converter, and air handling system. The indoor thermal load is reduced by the hot cabin air that moves when outside air is supplied to the cabin. The simulation model is established with the component and system model approach using Dymola, and the numerical analysis results are compared with the experimental data. Using the validated model, pre-ventilation performance is analyzed with 40-, 80-, and 120-W PV cells in each solar sunroof system. The results indicate that the 40-W PV cell in the solar sunroof is sufficient for this pre-ventilation application considering cost and cabin thermal comfort performance. Further, the effects on cabin space and DC/DC converter efficiencies were investigated. The analysis results show that cabin volume slightly affected cabin temperature, whereas the efficiency of DC/ DC converter was not significantly affected by cabin temperature reduction.]]></description>
      <pubDate>Mon, 18 Nov 2019 17:15:48 GMT</pubDate>
      <guid>https://trid.trb.org/View/1652513</guid>
    </item>
    <item>
      <title>Highway deep-patch geogrid applications</title>
      <link>https://trid.trb.org/View/1595618</link>
      <description><![CDATA[Deep-patch repairing is a cost-effective technique that addresses settlement and shallow landsliding of side-cast embankment fill slopes and natural slopes with weak soils overlaying stronger soils. Deep patches are commonly used in the Pacific Northwest on low-volume roads and can slow the development and propagation of roadway displacements over relatively fast-moving landslides. In this article, the authors examine the performance from three sites using deep-patch over landslides that were larger and faster moving than traditional deep-patch applications. The three project sites are: Going-to-the-Sun Road in Glacier National Park, Montana; Middle Fork Snoqualmie River Road in Mt. Baker-Snoqualmie National Forest, Washington; and Agnes Road MP 13 in Rogue-River National Forest, Oregon. In each case, deep patches with five to seven layers of geogrid are used, and the deep patches were all successful at slowing the development and propagation of roadway damage due to landslide.]]></description>
      <pubDate>Mon, 01 Apr 2019 10:14:26 GMT</pubDate>
      <guid>https://trid.trb.org/View/1595618</guid>
    </item>
    <item>
      <title>Reducing Urban Heat Island Effect by Using Light Coloured Asphalt Pavement</title>
      <link>https://trid.trb.org/View/1568401</link>
      <description><![CDATA[Light Colour Asphalt Pavement (LCAP) is a process of designing and constructing asphalt pavements that meet the Leadership in Energy and Environmental Design (LEED) Solar Reflective Index (SRI) requirement, as outlined in Credit 7.1 entitled “Heat Island Effect: Non Roof.” Credit 7.1 requires that at a minimum 50 percent of the hardscape (roads, sidewalks, courtyards, and parking lots) be constructed using materials having a Solar Reflectivity Index (SRI) value of 29 or higher. LCAP is a process of designing and constructing asphalt pavements that meet this SRI requirement. The purpose of the development of LCAP is to provide developers looking to achieve LEED certification with a paving alternative that provides performance that is equivalent to conventional asphalt pavement, but that will also meet the requirement of LEED Credit 7.1.  LCAP process includes aggregate selection, asphalt mix modification, placement of asphalt mix, stripping of surface asphalt film from new pavement, and evaluation of reflectivity of aggregates, mixes, and in-place pavements. The very light colour aggregate from Coco’s Badgley Island Quarry is a suitable material for LCAP. Conventional new asphalt pavements have an SRI of about 5, and weathered asphalt pavements have an SRI of about 10. There are coatings and epoxy binder mixes available in the market that can be used to increase the SRI of asphalt pavements; however, these technologies are quite expensive, approximately five times more expensive than conventional asphalt. In the LCAP process, the required SRI should be achieved at somewhat increased cost for the final lift of asphalt only, significantly lower than current technologies available on the market.]]></description>
      <pubDate>Fri, 16 Nov 2018 15:32:24 GMT</pubDate>
      <guid>https://trid.trb.org/View/1568401</guid>
    </item>
    <item>
      <title>Light Colour Asphalt Pavement</title>
      <link>https://trid.trb.org/View/1511425</link>
      <description><![CDATA[Light Colour Asphalt Pavement (LCAP) is a process of designing and constructing asphalt pavements that meets the Leadership in Energy and Environmental Design (LEED) Solar Reflective Index (SRI) requirement that at a minimum 50 percent of the hardscape can be constructed using materials having an SRI value of 29 or higher.  The purpose of the development of LCAP is to provide developers looking to achieve LEED certification with a paving alternative that provides performance that is equivalent to conventional asphalt pavement, but that will also meet the requirement of LEED.  The LCAP process includes aggregate selection, asphalt mix modification, placement of asphalt mic, stripping of surface asphalt film from new pavement, and evaluation of reflectivity of aggregates, mixes, and in-place pavements.  The very light colour aggregate from Coco’s Badgley Island Quarry was identified as a suitable material for LCAP.  Conventional new asphalt pavements have an SRI of about 0, and weathered asphalt pavements have an SRI of about 6.  This paper describes the importance of LCAP technology in reducing the heat island effect, the benefits of using it, required testing, and practical development of a LCAP mix.]]></description>
      <pubDate>Thu, 03 May 2018 15:19:24 GMT</pubDate>
      <guid>https://trid.trb.org/View/1511425</guid>
    </item>
    <item>
      <title>Some Recent Environmental Pavement Technologies - Fact or Fiction</title>
      <link>https://trid.trb.org/View/1511379</link>
      <description><![CDATA[The roadbuilding industry has been working towards environmental stewardship in many aspects of pavement construction. As an example, almost 100% of reclaimed asphalt pavement is recycled and used in pavement construction. In fact the amount of recycled asphalt pavement used exceeds that of glass, paper, aluminum and plastic combined. Warm mix asphalt represents another advancement with significant environmental advantages, such as reduced fossil fuel costs and less emissions. More recently, two pavement technologies have come to the forefront; permeable pavements and solar pavements.  Permeable pavements offer an enhanced method for managing stormwater. These pavements, generally used for parking lots or other low traffic applications, allow stormwater to drain through the pavement surface into a stone recharge bed (or reservoir) and infiltrate into the soils below the pavement. The surface of a permeable pavement can be specially designed asphalt concrete or Portland cement concrete, or permeable pavers. Advantages include purifying stormwater runoff, and replenishing water tables and aquifers rather than forcing rainfall into storm sewers.  Solar pavements are even a more recent environmental development. Solar pavements (or surfacing) is a modular system of specially engineered solar panels that can be walked and driven upon. In some cases the panels contain LED lights to create lines and signage without paint. They can contain heating elements to prevent snow and ice accumulation. The Netherlands built the first solar road, a bike path, in 2014. France announced a bolder move recently that over the next five years, it plans to install 1,000 kilometres of solar roads. Installations in North America are likely “just around the corner”.  This paper will have the objective of providing a fair, but critical review of these two pavement technologies, specific to the Canadian context. There can be no denying that these innovations have a significant environmental upside; but does that upside come at a cost, a cost that may or may not make good sense?]]></description>
      <pubDate>Thu, 03 May 2018 15:16:03 GMT</pubDate>
      <guid>https://trid.trb.org/View/1511379</guid>
    </item>
    <item>
      <title>Pavement Geometry in Microscale Urban Heat Islands</title>
      <link>https://trid.trb.org/View/1511364</link>
      <description><![CDATA[The Urban Heat Island (UHI) phenomenon has been observed in hundreds of cities across the world, which have been shown to be warmer than adjacent rural areas. Within a city however, the heterogeneity and large number of variables acting simultaneously can make it difficult to understand how UHI develops at a microscale. Urban roads can have different materials and layered structures (collectively called ‘pavement geometry’) in a city and can also be positioned differently with respect to the urban form. A three-factorial analysis was performed using an uncoupled pavement-3D urban canyon model to investigate how pavement geometry, urban form, and meteorological conditions affect microscale UHI. Representative temperature data from Chicago, USA was obtained and the UHI in a simulated urban area was evaluated for the warmest and coldest hours of the year. During the warmest hour, urban form and pavement geometry could increase the microscale UHI by an additional 3  at distinct spatial locations. Whereas, during the coldest hour which included no sunlight, urban form played a more significant role to locally increasing the UHI by 1 to 1.5 . Additionally, in closed urban canyons with constricted wind flows, pavement geometry has a particularly important role to play, whereas in more open spaces, the wind flow pattern affects the UHI. Ultimately, multiple microscale UHI case studies are recommended for individual cities to factor in the large number of site-specific variables.]]></description>
      <pubDate>Thu, 03 May 2018 15:14:39 GMT</pubDate>
      <guid>https://trid.trb.org/View/1511364</guid>
    </item>
    <item>
      <title>Halkfria vägar: Etapp 2: energi- och systemanalys med kostnader, solvärme och värmelagring för miljöanpassad halkbekämpning</title>
      <link>https://trid.trb.org/View/1506364</link>
      <description><![CDATA[Nordic climate means that de-icing in the winter is an important step to maintain accessibility and traffic safety. By warming the road it is possible to achieve good results in improved accessibility in winter (e.g. Gothenburg hill on RV40 in Jönköping). International experience shows it possible to achieve the desired effect also on other exposed plant parts such as bridge, pavement, platform, railroad switch, etc. Different types of energy can be used to heat the road, especially in the city's vicinity, where e.g. also district heating can be used. It is not technically difficult to heat the road but the challenge is to do it in an energy efficient and environmentally friendly manner and at a reasonable cost. In this study, stored solar energy in rock is studied in detail because it is the most universal system, is environmentally friendly and has low sensitivity to future energy price increases.]]></description>
      <pubDate>Wed, 28 Mar 2018 10:21:35 GMT</pubDate>
      <guid>https://trid.trb.org/View/1506364</guid>
    </item>
    <item>
      <title>Halkfria vägar: solvärme och värmelagring för miljöanpassad halkbekämpning: förstudie</title>
      <link>https://trid.trb.org/View/1506363</link>
      <description><![CDATA[Our climate requires that roads are deiced in winter in order to maintain accessibility and road safety. The purpose of this report is to identify suitable facilities where heating with solar energy is proposed as an alternative to traditional deicing. The project has focused on especially exposed parts of a road system or other typical places where significant traffic safety and accessibility gains can be obtained.]]></description>
      <pubDate>Wed, 28 Mar 2018 10:21:32 GMT</pubDate>
      <guid>https://trid.trb.org/View/1506363</guid>
    </item>
    <item>
      <title>Patience is the key to China Airlines' success</title>
      <link>https://trid.trb.org/View/1387743</link>
      <description><![CDATA[Sun Huang-Hsiang, Chairman of China Airlines, discusses with Tony Concil the carrier's new approach to its product and his vision for the future.]]></description>
      <pubDate>Mon, 04 Jan 2016 16:22:59 GMT</pubDate>
      <guid>https://trid.trb.org/View/1387743</guid>
    </item>
    <item>
      <title>Cross-strait reasoning : leading Taiwan's China Airlines is no easy task--not least because of the island state's complex relationship with the mainland--but Chairman Huang-Hsiang Sun and his 40 years of experience in the industry are guiding the carrier towards profitability</title>
      <link>https://trid.trb.org/View/1386599</link>
      <description><![CDATA[]]></description>
      <pubDate>Mon, 04 Jan 2016 12:50:39 GMT</pubDate>
      <guid>https://trid.trb.org/View/1386599</guid>
    </item>
    <item>
      <title>Improving Biofuel Conversion from Animal Waste</title>
      <link>https://trid.trb.org/View/1363801</link>
      <description><![CDATA[The project outcome includes laboratory-validated procedures for rapid and efficient methane production from animal waste, and technical reports related to the new generation of animal waste management systems for the scientific community and the public. The results of this project will help to build a pilot facility for technology validation before it is commercialized for large-scale applications. The conversion of large volume of high strength animal waste into value added biogas and other useful byproducts (e.g., Class A biosolids) with accompanied pollutant and odor removal will enhance economic opportunities for farmers and local community to "create new solutions for America's energy needs and to revitalize rural communities," to achieve the goals of the Sun Grant Initiative.]]></description>
      <pubDate>Tue, 04 Aug 2015 01:00:17 GMT</pubDate>
      <guid>https://trid.trb.org/View/1363801</guid>
    </item>
    <item>
      <title>Misestimating time of collision in the tunnel entrance due to a disturbed adaptation</title>
      <link>https://trid.trb.org/View/1335446</link>
      <description><![CDATA[Sun position is an issue! A statistical analysis of traffic accidents occurring in proximity of the portals of the Gubrist tunnel revealed an increased risk of accident when the position of the sun is such as a driver could see the sun close above the entrance portal. Also, the risk of accident is increased when a driver accessing the tunnel could be glared by specular reflections of sunlight caused by the tunnel portal. In order to reduce the risk of accident, the position of the sun, reflectance, orientation and shape of tunnel portals should be considered when planning highway segments. The use of sun shielding measures could be considered, but, in the case of the Gubrist tunnel, shielding measures could probably not be installed efficiently. Alternatively, a system could be installed, which senses the actual conditions and alerts the driver accessing the tunnel in case of risky lighting conditions. In order to investigate the contribution of glare to the risk of accident, four experiments were carried out in the laboratory. As the rear end crash is an important type of accident occurring at tunnel portals, experiments were designed such as to enable conclusions related to causes for rear end crashes.]]></description>
      <pubDate>Mon, 15 Dec 2014 15:21:19 GMT</pubDate>
      <guid>https://trid.trb.org/View/1335446</guid>
    </item>
  </channel>
</rss>