<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>EFFECT OF THE NEW ROAD TRAFFIC REGULATIONS ON FAST TRAFFIC</title>
      <link>https://trid.trb.org/View/1081849</link>
      <description><![CDATA[IT HAS BEEN ESTABLISHED BY THE POLICE FORCE IN DARMSTADT THAT THE INITIAL  IMPROVEMENT IN DRIVER BEHAVIOUR WHICH HAD BEEN ATTRIBUTED TO THE NEW TRAFFIC REGULATIONS IS NO LONGER APPARENT. REFERENCE IS MADE TO RISKY BEHAVIOUR: NON- USE OF DIRECTION INDICATORS, DRIVING TOO CLOSE TO THE VEHICLE AHEAD, DRIVING ON SIDE LIGHTS, AND BAD LANE DISCIPLINE ON MOTORWAYS.]]></description>
      <pubDate>Sun, 21 Nov 2010 18:53:42 GMT</pubDate>
      <guid>https://trid.trb.org/View/1081849</guid>
    </item>
    <item>
      <title>COUNCIL DIRECTIVE, DATED 27TH JULY 1976, CONCERNING THE HARMONIZATION OF THE LEGISLATION OF MEMBER COUNTRIES GOVERNING TRAFFICATORS OF MOTOR VEHICLES AND TRAILERS (76/759/EEC)</title>
      <link>https://trid.trb.org/View/1067397</link>
      <description><![CDATA[THIS DIRECTIVE DEFINES TRAFFICATORS AND GIVES SPECIFICATIONS GOVERNING THE INTENSITY OF THE LIGHT THEY EMIT, TEST PROCEDURES, COLOUR OF LIGHT EMITTED AND COMPLIANCE TESTS.  AN APPENDIX GIVES THE CATEGORIES OF TRAFFICATORS  AND PHOTOMETRIC MEASUREMENTS.]]></description>
      <pubDate>Sun, 21 Nov 2010 10:43:44 GMT</pubDate>
      <guid>https://trid.trb.org/View/1067397</guid>
    </item>
    <item>
      <title>ROYAL DECREE MODIFYING THE ROYAL DECREE DATED 14TH MARCH 1968 REGARDING GENERAL TRAFFIC REGULATIONS POLICY</title>
      <link>https://trid.trb.org/View/1067248</link>
      <description><![CDATA[THIS ARTICLE OUTLINES THE NEW LAW GOVERNING THE PRIORITY FOR BUS DRIVERS TO PULL AWAY FROM A BUS STOP IN AN URBAN AREA WHEN SIGNALLING THEIR INTENTION BY FLASHING THEIR TRAFFICATORS WHICH CAME INTO FORCE FROM THE 1ST MAY 1975.]]></description>
      <pubDate>Sun, 21 Nov 2010 10:40:12 GMT</pubDate>
      <guid>https://trid.trb.org/View/1067248</guid>
    </item>
    <item>
      <title>TRAFFIC SAFETY AND TACHOMETERS</title>
      <link>https://trid.trb.org/View/1065544</link>
      <description><![CDATA[THE ADVANTAGE OF THE TACHOMETER IS THAT IT PROVIDES FOR EVERY TRAFFIC ACCIDENT AT LEAST ONE OR TWO INCORRUPTIBLE WITNESSES WHO CANNOT BE MISTAKEN.    IF TACHOMETERS WERE TO BE FITTED TO VEHICLES INVOLVED IN ALL ACCIDENTS IT WOULD BE POSSIBLE TO RECONSTRUCT THE COMPLETE PROGRESS OF THE JOURNEY DURING THE LAST STRETCH OF 1 - 2 KM. OR 1 - 2 MINUTES (TIME RECORDERS) BY REFERENCE TO THE TIME - DISTANCE - SPEED RECORDED.  MOREOVER, WITH THE USE OF SUITABLE ATTACHMENTS IT WOULD BE POSSIBLE TO ESTABLISH THE PERIOD OF USE OF THE BRAKE PEDAL, THE PERIOD OR DISTANCE OVER WHICH THE VEHICLE'S LIGHTS WERE SWITCHED ON, THE DIRECTION INDICATORS OR THE USE OF THE WARNING HORN. FROM THE TRAFFIC SAFETY VIEWPOINT THERE ARE FURTHER ADVANTAGES IN USING THE EQUIPMENT.  IT WOULD BE POSSIBLE BY A GENERAL INTRODUCTION OF THE EQUIPMENT FOR THE POLICE TO DETERMINE, WITHOUT DIFFICULTY, THE SPEED OF ALL VEHICLES INVOLVED IN AN ACCIDENT.  THE EXPERT IN TRAFFIC ACCIDENTS WOULD BE FAR BETTER PLACED THAN HE IS TODAY TO MAKE A FIRM STATEMENT TO ASSIST THE MAKING OF DECISIONS IN LEGAL CASES CONCERNING THE ACTIONS OR NEGLECT OF THE ACCIDENT PARTICIPANTS.  TO HELP CLARIFY THE IMPLICATIONS OF THE EQUIPMENT TOWARDS ROAD SAFETY, WHICH ARE AT PRESENT ONLY SPECULATIVE, IT IS SUGGESTED THAT TWO CASE STUDIES SHOULD BE UNDERTAKEN, NAMELY THAT TRAFFIC PSYCHOLOGY INVESTIGATIONS SHOULD BE UNDERTAKEN WITH THE HELP OF MOTIVE-ANALYSIS METHODS, AND ALSO HALF OF THE VEHICLES IN A 2,000 UNIT CAR POOL SHOULD BE EQUIPPED WITH DEVICES IN ORDER THAT A LONG TERM STUDY BE CARRIED OUT INTO THE ACCIDENTS OCCURRING TO BOTH HALVES OF THE POOL.]]></description>
      <pubDate>Sun, 21 Nov 2010 09:53:27 GMT</pubDate>
      <guid>https://trid.trb.org/View/1065544</guid>
    </item>
    <item>
      <title>UNIFORM PROVISIONS FOR THE OFFICIAL APPROVAL OF TRAFFICATORS OF MOTOR VEHICLES (EXCLUDING MOTORCYCLES) AND THEIR TRAILERS</title>
      <link>https://trid.trb.org/View/1063760</link>
      <description><![CDATA[THIS PROVISION APPLIES ONLY TO FIXED DEVICES AND TO FLASHING LIGHTS, THE FLASHING OF WHICH IS OBTAINED BY THE INTERMITTENT SUPPLY OF AN ELECTRIC LIGHT.  TEST PROCEDURES AND PHOTOMETRIC MEASUREMENTS ARE DESCRIBED.]]></description>
      <pubDate>Sun, 21 Nov 2010 08:43:53 GMT</pubDate>
      <guid>https://trid.trb.org/View/1063760</guid>
    </item>
    <item>
      <title>ROAD VEHICLES. PASSENGER CARS. LOCATION OF HAND CONTROLS, INDICATORS AND TELL-TALES. FIRST EDITION</title>
      <link>https://trid.trb.org/View/1057474</link>
      <description><![CDATA[THIS INTERNATIONAL STANDARD DETERMINES THE LOCATION OF ROAD VEHICLE CONTROLS; IT SUBDIVIDES THE SPACE LIMITED BY THE RANGE OF THE DRIVER'S HANDS INTO SPECIFIC ZONES WHERE SOME CONTROLS ESSENTIAL TO DRIVING SAFETY ARE LOCATED.]]></description>
      <pubDate>Sun, 21 Nov 2010 05:52:43 GMT</pubDate>
      <guid>https://trid.trb.org/View/1057474</guid>
    </item>
    <item>
      <title>SIGNALIZATION AND INFORMATION TO THE DRIVER IN "THE FIRST INTERNATIONAL CONFERENCE ON VISION AND ROAD SAFETY"</title>
      <link>https://trid.trb.org/View/1057428</link>
      <description><![CDATA[SESSION 4 DEALING WITH SIGNALIZATION AND INFORMATION TO THE DRIVER INCLUDED THE FOLLOWING PAPERS:  INTERMITTENT LIGHTING AND ROAD SAFETY, REY,P (SWITZERLAND); REMARKS ON THE CONDITIONS OF VISION ON THE HIGHWAY FOR A CAR DRIVER, PAGES,R (FRANCE); INFLUENCE OF THE ECCENTRICITY OF THE COLOUR OF LUMINOUS STIMULUS ON THE OCULOMOTOR RESPONSE DELAY SANTUCCI,G AND CHEVALLERAUD,J (FRANCE); COLOUR VISION AND CAR DRIVING, PERDRIEL,G AND CHEVALLERAUD,J (FRANCE); COLOUR VISION AND ROAD SAFETY, FARALDI,I (ITALY); DAYTIME RUNNING LIGHTS PROJECT - RESEARCH PROGRAMME AND PRELIMINARY RESULTS, ATTWOOD,D  (CANADA); A LABORATORY STUDY OF THE REACTION TIME TO THE CHANGE FROM FLASHING TO STEADY LIGHTS IN TRAFFIC SIGNALS, DAHLSTAEDT,S (SWEDEN); ADDITIONAL LIGHTING OF PEDESTRIAN PASSAGEWAYS, BOREL,P (SWITZERLAND); REFLECTORISATION FOR SAFER AND EASIER TRAFFIC, DUTRUIT,M (SWITZERLAND); COMPARATIVE GLARE FROM PUBLIC LIGHTING FACILITIES AND VEHICLES DRIVING ON DIPPED HEADLIGHTS, RENAUD,J (FRANCE); LIGHTING AND VEHICULAR TRAFFIC, CIBIE,P, DEUTSCH,C  AND THAIN,M (FRANCE); RECENT SOLUTIONS IN STREET LIGHTING TECHNOLOGY: REPORT ON NEW LIGHTING TECHNOLOGY SOLUTIONS FOR MORE EFFECTIVE AND MORE ECONOMICAL LIGHTING OF ROADS AND ROAD TUNNELS, FREIGURGHAUS,E (SWITZERLAND); ALTERATIONS IN VISUAL ACUITY, BREGEAT,M (FRANCE); TEXTS OF THE PAPERS ON COLOUR VISION AND CAR DRIVING AS WELL AS INTERMITTENT LIGHTING AND ROAD SAFETY ARE REPRODUCED IN THE "REVUE GENERALE DES ROUTES" NOS 511, JULY/AUGUST,  1975.  FOR THE COVERING ABSTRACT, SEE IRRD ABSTRACT NO 105324.]]></description>
      <pubDate>Sun, 21 Nov 2010 05:51:37 GMT</pubDate>
      <guid>https://trid.trb.org/View/1057428</guid>
    </item>
    <item>
      <title>INVALID VEHICLES AND TRAFFIC LAW</title>
      <link>https://trid.trb.org/View/1053775</link>
      <description><![CDATA[THE SPECIAL REGULATIONS FOR USERS OF INVALID VEHICLES HAVE BEEN GREATLY ALTERED SINCE 1970.  BY THE INCORPORATION OF INVALID VEHICLES IN THE GENERAL TRAFFIC LAW, THE PECULIARITIES OF INVALID CARRIAGES ARE NO LONGER TAKEN INTO ACCOUNT.  IN ACCORDANCE WITH THE CURRENT LAW, INVALID CARRIAGES ARE VEHICLES TO WHICH THE GENERAL TRAFFIC LAW APPLIES.  THE LEGISLATORS RECOGNISE THAT INVALID CARRIAGES ARE ONLY RARELY ENCOUNTERED IN ROAD TRAFFIC.  HOWEVER, IT IS STILL A FACT THAT INVALID CARRIAGES MAY USE FOOTWAYS AND ROAD  MARGINS.  THE DIFFICULTIES WHICH THE USERS OF INVALID CARRIAGES ENCOUNTER IN CROSSING PAVEMENTS, GETTING ON AND GETTING OFF FOOTPATHS, PARTICULARLY FROM THE LIGHTING POINT OF VIEW, ARE DISCUSSED.  SUGGESTIONS ARE MADE FOR IMPROVEMENTS IN LIGHTING FACILITIES.]]></description>
      <pubDate>Sun, 21 Nov 2010 03:34:03 GMT</pubDate>
      <guid>https://trid.trb.org/View/1053775</guid>
    </item>
    <item>
      <title>MAKING TWO-WHEELED TRAFFIC SAFE</title>
      <link>https://trid.trb.org/View/1049779</link>
      <description><![CDATA[THE REPORT DEALS WITH MEASURES TO COUNTER THE UPWARD TREND IN ACCIDENTS INVOLVING MOTORISED TWO-WHEELED VEHICLES. THE MAIN OBJECTIVE IS THE STRENGTHENING OF THE ACTIVE SAFETY OF THIS GROUP OF ROAD USERS, SINCE PASSIVE SAFETY - THE ONLY EXCEPTION IS THE PROTECTIVE HELMET - HARDLY EXISTS.  REGULATIONS FOR BEHAVIOUR ON THE ROAD (FOR EXAMPLE THE REQUIREMENT FOR ALL TWO-WHEELER RIDERS TO WEAR HELMETS), DRIVING WITH DIPPED HEADLIGHTS IN DAYLIGHT  AND NEW TRAINING STANDARDS (FOR EXAMPLE INSTRUCTION ON THE THEORY OF DANGER) ARE DEALT WITH.  IN CONNECTION WITH THE FURTHER TRAINING OF TWO-WHEELER RIDERS, VOLUNTARY SAFETY TRAINING AND AFTER-TRAINING OF YOUNG LEARNER DRIVERS ARE ENCOURAGED.  FURTHER, DIRECTION INDICATORS ARE RECOMMENDED FOR ALL MOTORCYCLES.  THE IMPROVED OPTICAL RECOGNITION ABILITY OF VEHICLE, CRASH HELMET, RIDING SUIT, GLOVES ETC DURING DAY AND NIGHT IS RECOMMENDED.  OF GREAT IMPORTANCE IS THE INFORMATION GIVEN TO ALL ROAD USERS ABOUT THE PARTICULAR DANGERS ASSOCIATED WITH MOTORCYCLES AND THE DANGERS TO MOTOR CYCLISTS FROM MOTOR CARS, LORRIES AND LORRIES WITH TRAILERS.]]></description>
      <pubDate>Sun, 21 Nov 2010 01:24:26 GMT</pubDate>
      <guid>https://trid.trb.org/View/1049779</guid>
    </item>
    <item>
      <title>The problem of lorries turning right: an analysis based on crashes in 2003 and the new European guidelines beginning in 2007</title>
      <link>https://trid.trb.org/View/789229</link>
      <description><![CDATA[In spite of the mandatory introduction of blind area mirrors and blind area cameras per 1 January 2003, there are relatively many casualties in crashes involving lorries turning right. Requested by the Ministry of Transport, SWOV has analyzed the crashes of this type that took place in 2003. Results of a crash analysis of the 1998-2000 period were used as the before measurement. Summonses were used in both analyses. It is strongly suspected from numbers of casualties in 2004 and 2005 that the mandatory introduction of blind area facilities in 2003 have only had a temporary effect. The fact that in the Netherlands in 2002 and 2003 there was a large reduction in the number of deaths among cyclists from crashes in which a lorry turned right, can be attributed to the large scale publicity given and attention paid to the blind area problem. This led to lorry drivers and cyclists being more alert. The most important results of the crash analyses are: (1) The general pattern of crashes is that a lorry turning right does not give right of way to a cyclist continuing straight ahead; the cyclist takes right of way, whether conscious of there being a lorry present or not; (2) It mainly concerns lorries turning right after having stopped (e.g. for traffic lights); and (3) the most common point of contact in a lorry-bicycle crash is on the front corner on the right-hand side of the lorry. The visibility of this most common point of contact is not included in the current EU requirements for the field of vision, nor in the requirements in the Netherlands per 1 January 2003. New EU requirements as of 1 January 2007 will indeed lead to a wider field of vision, but this is no guarantee that this field of vision can be used properly when turning right. That is why SWOV supports the conducting of a demonstration project that the Ministry of Transport has announced in its letter to parliament. This project involves a large scale testing in practice of the obligatory front mirrors and cameras. Other measures can also reduce the danger of lorries turning right, for instance, preventing lorries and cyclists entering the junction area simultaneously by installing a separate green light. The report is available at: http://www.swov.nl/rapport/R-2006-02.pdf]]></description>
      <pubDate>Wed, 06 Sep 2006 14:01:19 GMT</pubDate>
      <guid>https://trid.trb.org/View/789229</guid>
    </item>
    <item>
      <title>Hi-tech approach in assessment of older adult drivers: new initiative to improve road safety</title>
      <link>https://trid.trb.org/View/770332</link>
      <description><![CDATA[This paper aims at summarizing the recent development of using laboratory-based driving simulator to assess older adult drivers and discussing the clinically applications of the driving simulator to improve safety of this  population group.  Recently, Curtin University of Technology has successfully used driving simulator in studying performance of older adult populations.  Interesting findings of the study had been presented in CAITR-2002, entitled “Assessing the driving performance of older adult drivers: on-road versus simulated driving".  On-going research is being conducted: a prospective longitudinal study aimed to determine which simulated driving tasks of a PC-based driving simulator can be used to identify problematic older drivers, using three-year driver demerit points record as the outcome measure.  The simulated driving tasks found to be significantly associated  with the incidence of traffic offences were working memory and use of indicator. (a) For the covering entry of this conference, please see ITRD abstract no. E211903.]]></description>
      <pubDate>Thu, 22 Dec 2005 11:14:03 GMT</pubDate>
      <guid>https://trid.trb.org/View/770332</guid>
    </item>
    <item>
      <title>SHINE A LIGHT</title>
      <link>https://trid.trb.org/View/754627</link>
      <description><![CDATA[Invertec supplies interior lighting for buses and coaches and also produces central ceiling ducts, laminated coving, and driver partitions at its Lydney factory in Gloucestershire, UK, under the Integrated Transport Systems banner. Developments in interior and exterior vehicle lighting include a trend towards concealed lighting, the use of dim tubes closest to the driver, and a trend towards yellow rather than white fluorescent tubes. Invertec's packages are designed to use ordinary tubes bought at DIY stores. The filament is warmed before illumination to prolong their life. The challenge posed by light emitting diodes (LEDs) to tube makers is outlined. Invertec use LEDs in 'Bus Stopping' signs and in some spotlights. Perei Group use LEDs on indicator, tail, reversing, brake and fog lights. Ring Group have produced a mini-marker LED. The future of LED technology is discussed.]]></description>
      <pubDate>Mon, 04 Apr 2005 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/754627</guid>
    </item>
    <item>
      <title>PROCEEDINGS OF PAL 2001 - PROGRESS IN AUTOMOBILE LIGHTING, HELD LABORATORY OF LIGHTING TECHNOLOGY, SEPTEMBER 2001. 2 VOLUMES</title>
      <link>https://trid.trb.org/View/745670</link>
      <description><![CDATA[This conference contains 220 papers examining all aspects of vehicle lighting from design and technology to safety and human responses. The use of light emitting diodes and halogen lamps, and the development of intelligent vehicle lighting systems are covered. Headlamps, brake lights, direction indicators, interior lighting, reflectors and reflectorized materials are also considered. For abstracts of some of the papers see ITRD E123381 - E123469.]]></description>
      <pubDate>Fri, 07 Jan 2005 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/745670</guid>
    </item>
    <item>
      <title>MOTOR VEHICLE SIGNAL LAMPS IN A FOG ENVIRONMENT</title>
      <link>https://trid.trb.org/View/747298</link>
      <description><![CDATA[This paper considers the necessary luminance levels required for brake lights and direction indicators in fog. Experiments were conducted using an artificial fog machine, rectangular brake lights, observers and an illuminance measuring instrument. It was found that signal lamps should be variable in the brightness to compensate for fog.  For the covering abstract see ITRD E123380.]]></description>
      <pubDate>Fri, 07 Jan 2005 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/747298</guid>
    </item>
    <item>
      <title>ASPECTS OF DYNAMIC LIGHT CONTROL IN AUTOMOTIVE APPLICATIONS</title>
      <link>https://trid.trb.org/View/747312</link>
      <description><![CDATA[Analysing the state of development in the different areas of interior and exterior automotive lighting, it becomes apparent that the possibilities of flexible variation in automotive lighting are hardly being used. Today's dashboard lighting systems demonstrate, for example, that adjustment of the illumination can establish a standard for safety and comfort which is not evident in other areas. The rear lighting function is still limited to "on-off" and the headlamps have had their three level function for several decades, too. This paper attempts to discuss the wide field of possibilities for controlled and adjusted illumination in the areas of interior lamps, signal lamps and headlamps. Aspects of the variation in illumination level, emitting area and colour are discussed, as well as the state and the perspectives in technological realisation.  For the covering abstract see ITRD E123380.]]></description>
      <pubDate>Fri, 07 Jan 2005 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/747312</guid>
    </item>
  </channel>
</rss>