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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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    <item>
      <title>EVALUATION OF THRESHOLD AND PRETHRESHOLD LIGHTS FOR MEDIUM INTENSITY APPROACH LIGHTING SYSTEMS</title>
      <link>https://trid.trb.org/View/82741</link>
      <description><![CDATA[This report describes the evaluation of runway threshold lights for use with medium intensity approach lights with runway alignment indicator (strobe) lights (MALSR) systems. Three different lamps and fixtures were selected for final evaluation. Based on flight tests and photometric measurements, it was concluded that 300-watt, 300PAR56/NSP lamps would provide the improved visual guidance and conspicuity of the threshold necessary for operations in visibility conditions as low as Category I, 2,400 feet runway visual range (RVR). The green threshold lights spaced 10 feet apart with the outer lights inline with the runway edge lights will conform to ALSF-1 and ICAO criteria for Category I operations. A supplementary test was conducted to evaluate proposed configurations of red wing bar lights in the prethreshold area to augment the threshold lights for improved visual guidance. The test results concluded that, with the bold and distinctive threshold, red prethreshold wing bar lights did not provide appreciable improvement in guidance under the test conditions. (Author)]]></description>
      <pubDate>Fri, 11 May 1979 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/82741</guid>
    </item>
    <item>
      <title>LIGHTING AND MARKING OF EXIT TAXIWAYS</title>
      <link>https://trid.trb.org/View/82503</link>
      <description><![CDATA[The problem of lighting exit taxiways has been a long standing one. In an effort to resolve it, an investigation was made of the feasibility of emphasizing the visibility of the throat of an exit taxiway by means of special lights. The investigation consisted of a review and analysis of the literature. The use of green lights installed in the runway surface on the extended taxiway centerline marking is in common use for lighting both high-speed and low-speed exits. This method has not been adopted in the United States because of concern over the possibility of mistaking a low-speed exit for a high-speed exit. Tests to determine if this concern is valid are recommended. A system of pulsating blue lights at the entrance to the throat shows promise. Tests of this system are recommended. Modifying the type L-829 signs located at exits from the runway to increase their conspicuity, improved shielding to taxiway edge lights, use of asymmetric instead of symmetric lenses on straight stretches, dimming of taxiway edge lights would improve the guidance and reduce the 'sea-of-blue' effect. Tests of these modifications are recommended. The use of high-efficiency retroreflective paint to mark the turn-offs to the exit taxiway will improve nighttime guide and is recommended. (Author)]]></description>
      <pubDate>Wed, 28 Mar 1979 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/82503</guid>
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    <item>
      <title>RELIABILITY ANALYSIS FOR AIRFIELD LIGHTING SYSTEMS</title>
      <link>https://trid.trb.org/View/69983</link>
      <description><![CDATA[This report presents a model for performing reliability analyses of airfield lighting systems. A set of consecutive coefficients was developed to account for system failure criteria which include random light outages, consecutive light outages, and consecutive light bar failures. Probability theory and simulation techniques are used with the consecutive coefficients to determine system reliability. A computerized version of the model was used in a sensitivity analysis to determine the effect on system reliability of parameters such as unit reliability, system configuration, maintenance strategy, and unit performance characteristics. (Author)]]></description>
      <pubDate>Sat, 19 Aug 1978 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/69983</guid>
    </item>
    <item>
      <title>SIXTY YEARS OF SOVIET AVIATION GROUND LIGHTING ENGINEERING</title>
      <link>https://trid.trb.org/View/73227</link>
      <description><![CDATA[The main characteristics of the airport lighting equipment developed, made, and operated in the USSR over the last 60 years are given.  LIkewise, the most important research works comprising theoretical justification of the accepted parameters of the light signaling equipment for airports, developed and operated in the country, are set forth.  In addition, criteria for the evaluation of the difficulties of landing according to the ICAO categories and the illuminating engineering characteristics of the light signaling equipment for all the categories of landing difficulties according to ICAO are pointed out.]]></description>
      <pubDate>Wed, 28 Jun 1978 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/73227</guid>
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    <item>
      <title>EVALUATION OF A 100-WATT ELEVATED HIGH-INTENSITY RUNWAY EDGE LIGHT</title>
      <link>https://trid.trb.org/View/69776</link>
      <description><![CDATA[The purpose of this project is to evaluate a newly designed, elevated, high-intensity runway edge light using a 100-watt lamp as its light source, rather than the standard 200-watt lamp, to determine if the lower wattage lamp and fixture combination would be satisfactory for category I and category II low-visibility operations, where a Federal Aviation Administration Specification type L-862 runway edge light fixture would be required. Pilot opinion during flight tests indicates that an installed group A version of the experimental runway edge light unit is visually adequate for category I weather operations and should be adequate for category II operations. Group A lights, however, did not meet the Office of Airport Programs Specification for L-862 runway edge lights (Advisory Circular 150/5345-48). An improved group B version will meet both requirements, since it satisfactorily passed the L-862 photometric specifications.]]></description>
      <pubDate>Wed, 14 Jun 1978 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/69776</guid>
    </item>
    <item>
      <title>INSTALLATION OF RUNWAY LIGHTING SYSTEM IN ASPHALT POURING</title>
      <link>https://trid.trb.org/View/49390</link>
      <description><![CDATA[The resurfacing and relighting of a runway, while keeping it in operation, at Lovell Field Chattanooga, Tennessee are described.  Attention is given to the paving operation, the installation of centerline lights, the establishment of safety procedures, and inspection.]]></description>
      <pubDate>Wed, 28 Sep 1977 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/49390</guid>
    </item>
    <item>
      <title>AVIATION GROUND LIGHTING FOR ALL-WEATHER OPERATION</title>
      <link>https://trid.trb.org/View/52770</link>
      <description><![CDATA[Lighting installations for runways, approaches, taxiways, runway centerlines, and the VASI (visual approach slope indicator) and mini-VASI systems for indicating approach slope height and angle are discussed.  Characteristics of liminaires, filter sets, and flush and elevated lighting filtings are dealt with.  Attention is given to ICAO requirements, airport runway/taxiway/apron maintenance problems associated with lighting (damage, hazard to aircraft shidding off runway), wind and jet blast problems affecting lighting fittings.]]></description>
      <pubDate>Tue, 20 Sep 1977 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/52770</guid>
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    <item>
      <title>VISUAL APPROACH SLOPE INDICATORS. PRINCIPLES OF OPERATION, RECOMMENDATIONS FOR INSTALLATION AND MAINTENANCE</title>
      <link>https://trid.trb.org/View/48926</link>
      <description><![CDATA[Installation and maintenance instructions for Visual Approach Slope Indicators are presented. This system is a precision aircraft approach and landing aid for day and night use, either stand-alone or in conjunction with radio and instrument aids. To fulfill the precision requirements, the system must be designed, set out, installed, and commissioned to a high degree of accuracy, as recommended.]]></description>
      <pubDate>Tue, 31 May 1977 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/48926</guid>
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    <item>
      <title>EXPERIMENTS WITH THE RVR-CONVERTER AT DIFFERENT CONDITIONS OF BACKGROUND LUMINANCE</title>
      <link>https://trid.trb.org/View/47775</link>
      <description><![CDATA[Runway visual range (RVR) values were determined, under varying background luminance conditions, using the RVR converter. The measurements were made to compare the dependency of the RVR on both the transmission of light through the atmosphere and the background luminance under night, day, and twilight conditions. Some theoretical aspects of the RVR concept are dealt with and the components and operation of the RVR converter are described. The measured RVR values are compared with the values specified by the Royal Netherlands Meteorological Institute (KNMI). It is concluded that under daylight and twilight background luminance conditions the measured values are in good agreement (within 50 m) with the KNMI specifications. At night there is a good agreement between 400 and 1000 m; above 1000 m RVR the maximum deviation is 150 m.]]></description>
      <pubDate>Wed, 13 Apr 1977 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/47775</guid>
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    <item>
      <title>EFFECTS OF VARIOUS RUNWAY LIGHTING PARAMETERS UPON THE RELATION BETWEEN RUNWAY VISUAL RANGE AND VISUAL RANGE OF CENTERLINE AND EDGE LIGHTS IN FOG</title>
      <link>https://trid.trb.org/View/21214</link>
      <description><![CDATA[Thirty six students and 54 commercial airline pilots were tested in the fog chamber to determine the effect of runway edge and centerline light intensity and spacing, fog density, ambient luminance level, and lateral and vertical offset distance of the subject from the runway's centerline upon horizontal visual range. These data were obtained to evaluate the adequacy of a balanced lighting system to provide maximum visual range in fog viewing both centerline and runway edge lights. The daytime system was compared against two other candidate lighting systems; the nighttime system was compared against other candidate lighting systems. The second objective was to determine if visual range is affected by lights between the subject and the farthestmost light visible through the fog. The third objective was to determine if college student subjects differ from commercial airline pilots in their horizontal visual range through fog. Two studies were conducted.]]></description>
      <pubDate>Wed, 29 Jan 1975 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/21214</guid>
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