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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>
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    <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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      <title>Fine particulate pollution driven by nitrate in the moisture urban atmospheric environment in the Pearl River Delta region of south China</title>
      <link>https://trid.trb.org/View/2065230</link>
      <description><![CDATA[To identify potential sources of fine particles (PM₂.₅, with aerodynamic diameter (Dₐ) ≤ 2.5 μm) in urban Dongguan of south China, a comprehensive campaign was carried out in the whole 2019. Hourly PM₂.₅ and its dominant chemical components including organic carbon (OC), elemental carbon (EC), water-soluble inorganic ions (WSIIs) and thirteen elements were measured using online instruments. Gaseous pollutants including NH₃, HNO₃, NO₂, NO and O₃ and meteorological parameters were also synchronously measured. PM₂.₅ was dominated by carbonaceous aerosols in summer and by WSIIs in the other seasons. PM₂.₅ and its dominant chemical components mostly peaked around noon (10:00–14:00 LST). Furthermore, high PM₂.₅ levels during the daytime were closely related with the increased NO₃− levels. The high mass concentrations of NO₃− in urban Dongguan during the daytime were likely related with regional transport of NO₃− from suburban Dongguan, which was originated from the reaction between NO₂ and O₃ under the moisture condition during the nighttime. Seven major source factors for PM₂.₅ including secondary sulfate, ship emission, traffic emission, secondary nitrate, industrial processes, soil dust and coal combustion were identified by positive matrix factorization (PMF) analysis, which contributed 26 ± 14%, 16 ± 16%, 16 ± 10%, 14 ± 11%, 12 ± 11%, 8 ± 6% and 8 ± 6%, respectively, to annual PM₂.₅ mass concentration. Although secondary sulfate contributed much more than secondary nitrate to PM₂.₅ on annual basis, the latter exceeded the former source factor when daily PM₂.₅ mass concentration was higher than 60 μg m⁻³, indicating the critical role nitrate played in PM₂.₅ episode events.]]></description>
      <pubDate>Fri, 16 Dec 2022 09:41:07 GMT</pubDate>
      <guid>https://trid.trb.org/View/2065230</guid>
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      <title>Effect of humidity, temperature and railhead contamination on the performance of friction modifiers: Pin-on-disk study</title>
      <link>https://trid.trb.org/View/1244513</link>
      <description><![CDATA[Commercially available friction modifiers are used in many different countries that have widely different atmospheric conditions. These variations in atmospheric conditions lead to varying levels of railhead oxidation and debris build-up. Friction modifiers can be applied to the rail without any prior cleaning of the rail and this can lead to varying friction modifier/iron oxide ratios potentially affecting the performance of the friction modifier. This paper reports the results of an investigation that was performed to determine the effects of varying atmospheric and oxide conditions on the performance of friction modifiers. A pin-on-disk test rig with an attached environmental chamber was used for the study. Results show that relative humidity has a pronounced effect on the way in which the friction modifier affects friction levels, and also the amount of time it remains on the disk. This also depends on the concentration of oxide in the friction modifier. Glow discharge optical emission spectroscopy analysis was also carried out to assess the effect of the friction modifier and atmospheric conditions on the chemical composition of the surface of the disk. Results show that the depth of surface modification is vastly different depending on the conditions and level of railhead debris.]]></description>
      <pubDate>Fri, 22 Mar 2013 09:19:52 GMT</pubDate>
      <guid>https://trid.trb.org/View/1244513</guid>
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    <item>
      <title>FLYING ACE ACTIVITIES: AVIATION CURRICULUM GUIDE FOR MIDDLE GRADE LEVELS 4-6</title>
      <link>https://trid.trb.org/View/724965</link>
      <description><![CDATA[This is an aviation curriculum guide for middle school children, grades 4 through 6.  Major topics covered include Properties of Air, Lighter Than Air Flight, What Makes an Airplane Fly, Weather and Aviation, and Navigation in the Air. The guide includes study photographs, and a list of selected aerospace topics in curriculum context.]]></description>
      <pubDate>Wed, 20 Nov 2002 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/724965</guid>
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    <item>
      <title>PROCEEDINGS OF THE ANNUAL WORKSHOP ON METEOROLOGICAL AND ENVIRONMENTAL INPUTS TO AVIATION SYSTEMS (3RD) HELD APRIL 3-5, 1979, UNIVERSITY OF TENNESSEE SPACE INSTITUTE</title>
      <link>https://trid.trb.org/View/144180</link>
      <description><![CDATA[This workshop was jointly sponsored by NASA, NOAA, and FAA and brought together many disciplines of the aviation communities. The major objectives are to satisfy such needs of the sponsoring agencies as the expansion of our understanding and knowledge of the interaction of the atmosphere with aviation systems, the better definition and implementation of services to operators, and the collection and interpretation of data for establishing operational criteria, relating the total meteorological inputs from the atmospheric sciences to the needs of aviation communities. Full-length papers from invited speakers addressed the topics of Training, Flight Operations, Accident Investigation, Air Traffic Control, and Airports and are contained in the proceedings. Other committees examined: Winds and Wind Shear; Icing and Frost; Atmospheric Electricity and Lightning; Fog, Visibility and ceilings; and Turbulence. Committee chairmen's reports on the results and conclusions of the committee meetings are given.]]></description>
      <pubDate>Sun, 31 Mar 2002 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/144180</guid>
    </item>
    <item>
      <title>AIRCRAFT GROUND OPERATIONS IN CANADIAN WINTER WEATHER: TAXI TIMES, WING TEMPERATURES AND HOT DE-ICING</title>
      <link>https://trid.trb.org/View/573770</link>
      <description><![CDATA[The focus of the research reported in this document was the operations environment under which the demand for de-icing and anti-icing of aircraft in winter weather conditions is experienced.  The study addressed the nature of the demand for holdover times, in terms of the impact of the weather, as opposed to previous research which focused on the hold-over time available through the use of protecting fluids.  A number of relevant variables was investigated to describe the nature of the demand, including the actual distribution of atmospheric conditions under which de-icing operations are undertaken; the temperature profiles of the wing surfaces of a representative set of operating aircraft before and after de-icing; impact of the spray process on the properties of de-icing fluids (Type II only); and the temperature profiles of the wing sections after spraying with hot fluids.  A video imaging approach to distinguish wet from dry snow and to aid in measurement of cumulative precipitation was also examined.]]></description>
      <pubDate>Wed, 01 Oct 1997 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/573770</guid>
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    <item>
      <title>TOWARD THE IMPROVEMENT OF AIRCRAFT DE-ICING FORECASTS FOR THE CONTINENTAL UNITED STATES</title>
      <link>https://trid.trb.org/View/467906</link>
      <description><![CDATA[An automatic procedure is developed for detecting and forecasting atmospheric conditions conductive to aircraft icing over the continental United States.  The procedure uses gridded output from the Nested-Grid Model, and is based on the manual techniques currently used at the National Aviation Weather Advisory Unit in Kansas City, Missouri.  Verification of the procedure suggests forecasting performance on par with the human forecasters.  Unfortunately, efforts at more rigorous performance analysis are hindered by the inadequacies of the verification database, which consists of pilot's subjective reports of airframe ice buildup.  In general, nice conditions are not reported.  The physics of aircraft icing are reviewed, and the current manual techniques are discussed.  The automated procedure provides an infrastructure for implementing incrementral improvements as observations.]]></description>
      <pubDate>Wed, 05 Feb 1997 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/467906</guid>
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    <item>
      <title>EFFECT OF AMBIENT LIGHTING DURING PHOTOLOG FILMING ON VISUAL RATING OF PAVEMENTS FROM RESULTANT IMAGES. FINAL REPORT</title>
      <link>https://trid.trb.org/View/447732</link>
      <description><![CDATA[This report discusses the relationships between the ability to observe pavement distress (cracking) as a function of sun position, travel direction, time of day, time of year and atmospheric conditions.  The study is performed with images obtained via the Connecticut Department of Transportation's (ConnDOT's) Photolog vehicle, which were placed on laser videodiscs and viewed with the ConnDOT Photolog Laser Videodisc System.  Data were collected on two routes containing flexible pavements by filming each route hourly on five days between July 16 and September 14, 1992, from 9:00 a.m. to 3:30 p.m.  General observed relationships indicate that the ability to detect and quantify cracking varies by travel direction between north and south, and by time of day for east and west directions. Atmospheric visibility also affects the resultant distress rating such that with lowered visibility due to haze or fog, the variation by time of day is less than on clear days, particularly for transverse cracking.  However, the amount of observed distress under hazy conditions is lower than that observed under optimum light and travel conditions on a clear, sunny day.  The variation in observed distress between July, August, and September was not found to be significant.]]></description>
      <pubDate>Thu, 28 Sep 1995 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/447732</guid>
    </item>
    <item>
      <title>EFFECT OF CLIMATIC CONDITIONS ON DIFFUSIBLE HYDROGEN CONTENT IN WELD METAL</title>
      <link>https://trid.trb.org/View/438558</link>
      <description><![CDATA[A method for predicting atmospheric influence on diffusible hydrogen for climates worldwide is presented.]]></description>
      <pubDate>Mon, 14 Aug 1995 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/438558</guid>
    </item>
    <item>
      <title>AIRCRAFT LIGHTNING PROTECTION HANDBOOK</title>
      <link>https://trid.trb.org/View/344912</link>
      <description><![CDATA[This handbook will assist aircraft design, manufacturing, and certification organizations in protecting aircraft against the direct and indirect effects of lightning strikes, in compliance with Federal Aviation Regulations. It presents a comprehensive text to provide the essential information for the in-flight lightning protection of all types of fixed/rotary wing and powered lift aircraft of conventional, composite, and mixed construction and their electrical and fuel systems.  The handbook contains chapters on the natural phenomenon of lightning, the interaction between the aircraft and the electrically charged atmosphere, the mechanism of the lightning strike, and the interaction with the airframe, wiring, and fuel systems. Further chapters cover details of designing for optimum protection; the physics behind the voltages, currents, and electromagnetic fields developed by the strike; and shielding techniques and damage analysis.  The handbook ends with discussion of test and analytical techniques for determining the adequacy of a given protection scheme.]]></description>
      <pubDate>Mon, 31 Dec 1990 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/344912</guid>
    </item>
    <item>
      <title>1984 TECHNICAL PAPERS: THE KEY TO LIGHTNING TECHNOLOGY, JUNE 26-28, 1984, ORLANDO, FLORIDA</title>
      <link>https://trid.trb.org/View/233321</link>
      <description><![CDATA[No abstract provided.]]></description>
      <pubDate>Wed, 31 Dec 1986 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/233321</guid>
    </item>
    <item>
      <title>STATUS OF KNOWLEDGE OF SONIC BOOMS</title>
      <link>https://trid.trb.org/View/89326</link>
      <description><![CDATA[The status of sonic boom technology with emphasis on the recent research results is summarized. Included are definitions of the boom carpets, both primary and secondary, a discussion of existing experience with primary booms including the status of overpressure predictions and boom minimization methodology through airplane design, an indication of the boom waveforms and audibility, and a discussion of focus booms resulting from aircraft maneuvers as well as the effect of abnormal atmospheric conditions on these maneuver booms.]]></description>
      <pubDate>Fri, 17 Oct 1980 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/89326</guid>
    </item>
    <item>
      <title>MANUAL OF THE ICAO STANDARD ATMOSPHERE (EXTENDED TO 32 KILOMETRES (105000 FEET))</title>
      <link>https://trid.trb.org/View/141613</link>
      <description><![CDATA[No Abstract.]]></description>
      <pubDate>Wed, 21 May 1980 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/141613</guid>
    </item>
    <item>
      <title>EVALUATION OF THE ATTENUATION OF BROAD-BAND SOUND BY A NON-UNIFORM STILL ATMOSPHERE</title>
      <link>https://trid.trb.org/View/143827</link>
      <description><![CDATA[This Item provides a means of estimating the attenuation of sound across a frequency band, referred to as band attenuation, by the atmosphere in which the temperature and relative humidity vary along the propagation path. The band attenuation rate is estimated by integrating the discrete frequency attenuation over the appropriate frequency range. Values of discrete frequency attenuation are found using Item No. 78002 which is based on the prediction method given in Derivation 1. Allowance is made for spectrum shape, and guidance is given on the use of a layering technique for the estimation of attenuation when atmospheric properties vary with altitude. The atmospheric layering technique should be used only, when the variation of the atmospheric parameters with altitude is known with sufficient confidence to enable the division of the atmosphere into layers within which temperature and relative humidity vary linearly with altitude. When considering horizontal propagation of sound where the temperature and relative humidity vary along the propagation path, the suggested layering technique can be used by substituting linear distance for altitude. In this case any change in pressure between the layers due to variations in temperature is extremely small and should be neglected. A numerical method for the estimation of the band atmospheric attenuation rate, assuming an ideal filter shape, is given as the recommended prediction procedure. Listings of the programmed method in both Basic and Fortran are provided. To enable a rapid estimate of the one-third octave band atmospheric attenuation rate to be made, an alternative graphical procedure is provided in Appendix A. A typical application is the correction of aircraft noise measurements to standard atmospheric conditions. (Copyright (c) Engineering Sciences Data Unit Ltd, 1978.)]]></description>
      <pubDate>Mon, 11 Feb 1980 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/143827</guid>
    </item>
    <item>
      <title>CONSUMER BEHAVIOR TOWARDS FUEL EFFICIENT VEHICLES</title>
      <link>https://trid.trb.org/View/88024</link>
      <description><![CDATA[Redesign of the automobile has been suggested as an important means of reducing domestic petroleum consumption. However, previous work offered little evidence as to which modifications would prove acceptable to the public and yet meet federally mandated fuel economy standards.  Focus group interviews were employed to determine how an energy shortage would affect car travel and car purchase behavior.  These interviews were cross-validated with previous econometric modeling and consumer research literature.  The study found that, in most cases, current automobile and light truck owners are satisfied with their current vehicles at 1978 gasoline prices.  They are resistant to a change in current travel habits to conserve gasoline.  Large and intermediate car owners are most likely to accept fuel-efficiency improvements which do not seriously compromise the spaciousness and high performance characteristics of their vehicles.  There exists a large segment of the car-owning public that will resist changing their travel habits or buying a smaller car, regardless of the level of gasoline prices. /Author/]]></description>
      <pubDate>Sat, 15 Sep 1979 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/88024</guid>
    </item>
    <item>
      <title>SUPPORTING INVESTIGATIONS DURING TESTING OF THE WDL-1 AIRSHIP IN GHANA AND UPPER VOLTA</title>
      <link>https://trid.trb.org/View/69682</link>
      <description><![CDATA[Test flights were made in July and August 1976 in Ghana and the Upper Volta with an airship (blimp) with a view to using this means of transportation in countries not having sufficiently developed infrastructure. A day-to-day report is given of the flight, and measurements concerning hull temperature, filling gas (He) temperature, and atmospheric and biological effects on hull and control surfaces are reported. Operational problems are also dealt with.]]></description>
      <pubDate>Wed, 31 May 1978 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/69682</guid>
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