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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>
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      <title>Transport Research International Documentation (TRID)</title>
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    <item>
      <title>COLORS OF SIGNAL LIGHTS</title>
      <link>https://trid.trb.org/View/106592</link>
      <description><![CDATA[AS THE NATION'S TRANSPORTATION NETWORKS BECOME INCREASINGLY CROWDED, THE SAFETY OF THE TRAVELER IS AN EVERGROWING PROBLEM. ONE OF THE MAJOR ASPECTS OF TRAVELER SAFETY IS THE PROPER UTILIZATION OF THE COLORS OF SIGNAL LIGHTS. OFTEN, THESE SIGNAL LIGHTS MUST BE OBSERVED AND CORRECTLY INTERPRETED AT HIGH SPEEDS IN DENSE TRAFFIC BY DRIVERS WHO ARE HIGHLY DEPENDENT UPON THEM. NBS MONOGRAPH 75, COLORS OF SIGNAL LIGHTS: THEIR SELECTION, DEFINITION, MEASUREMENT, PRODUCTION AND USE, BY F.C. BRECKENRIDGE, IS A COMPLETE ANALYSIS OF THE PROBLEM OF SIGNALING, WITH THE TECHNICAL INFORMATION NECESSARY FOR PREPARING AND APPRAISING SPECIFICATIONS FOR THE COLORS OF SIGNAL LIGHTS. BASED ON PREVIOUS BUREAU RESEARCH AND THE RECOMMENDATIONS OF THE UNITED STATES NATIONAL COMMITTEE ON COLOR FOR SIGNAL LIGHTS, THE MATERIAL IS PRESENTED IN SUCH A WAY AS TO AID THOSE INTERESTED IN SIGNAL LIGHT COLORS IN COMPARING THE TECHNICALLY ESTABLISHED INFORMATION WITH THE REQUIREMENTS OF THE INDIVIDUAL SITUATION. /ARTICLE/]]></description>
      <pubDate>Sun, 23 Oct 1994 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/106592</guid>
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      <title>THERMISTOR TAKES TEMPERATURE OF RUNNING TIRE</title>
      <link>https://trid.trb.org/View/106780</link>
      <description><![CDATA[AN EPOXY ENCAPSULATED THERMISTOR IS EMBEDDED IN A TIRE TO MEASURE INTERNAL TEMPERATURES DURING RUNNING TESTS AT THE OFFICE OF VEHICLE SYSTEMS RESEARCH. A RADIO TELEMETRY SYSTEM IS USED IN WHICH THE SENSOR MODULATES THE SIGNAL EMITTED BY A COMPACT RADIO TRANSMITTER MOUNTED ON A WHEEL. THE SIGNAL IS PICKED UP BY AN ANTENNA NEAR THE WHEEL AND GOES TO AN FM RECIEVER AND IS THEN TREATED BY DEMODULATING AND CONVERSION CIRCUITRY TO OPERATE A RECORDER. ENCAPSULATING THE THERMISTOR INCREASES ITS SERVICE LIFE FROM 150-400 MILES TO 4000 MILES.]]></description>
      <pubDate>Mon, 12 Sep 1994 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/106780</guid>
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      <title>NATURE OF RUBBER REINFORCEMENT</title>
      <link>https://trid.trb.org/View/106672</link>
      <description><![CDATA[RESEARCH CONDUCTED AT THE NATIONAL BUREAU OF STANDARDS ON THE NATURE OF RUBBER REINFORCEMENT IS DISCUSSED. IT HAS BEEN SHOWN THAT CERTAIN CRYSTALLINE ORGANIC COMPOUNDS CONTAINING A BETANAPHTHYL GROUP PRODUCE AN INCREASE IN THE STIFFNESS OR REINFORCEMENT OF VULCANIZED RUBBER. SUCH REINFORCEMENT IS NORMALLY OBTAINED BY MIXING A REINFORCING FILLER INTO THE RUBBER BEFORE VULCANIZATION. RESULTS SUPPORTING TWO THEORIES CONCERNING THE NATURE OF RUBBER REINFORCEMENT WITH MATERIALS SUCH AS CARBON BLACK ARE DISCUSSED: (1) CHEMICAL BONDS EXIST BETWEEN THE RUBBER AND THE FILLER, AND (2) THE REINFORCEMENT IS A PHYSICAL PHENOMENON ONLY. TESTS WERE PERFORMED ON VULCANIZED STRIPS 1 OR 2 MM IN THICKNESS AND 150 MM LONG BY 9MM WIDE INTRODUCING CRYSTALLINE COMPOUNDS CONTAINING A BETA-NAPHTHYL GROUP. OF THESE COMPOUNDS PHENYL BETA- NAPHTHYLAMINE (PBNA) PRODUCED THE MOST PROFOUND REINFORCEMENT. RESULTS OF CREEP AND TENSILE TESTS ARE REPORTED. THE INVESTIGATION SUGGESTS THAT REINFORCEMENT OF RUBBER IS A PHYSICAL PHENOMENON DETERMINED BY THE SURFACE AREA OF THE FILLER AND THE INTERFACIAL FORCES PER UNIT AREA BETWEEN THE FILLER AND THE RUBBER.]]></description>
      <pubDate>Fri, 03 Jun 1994 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/106672</guid>
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    <item>
      <title>CEMENT PROPERTIES RELATED TO PERFORMANCE</title>
      <link>https://trid.trb.org/View/96105</link>
      <description><![CDATA[A STATISTICAL STUDY WAS CONDUCTED AT THE NBS INSTITUTE FOR APPLIED TECHNOLOGY RELATING CEMENT CHARACTERISTICS TO COMPRESSIVE STRENGTHS. THE EFFECTS OF VARIABLES SUCH AS CEMENT COMPOSITION AND FINENESS ON THE COMPRESSIVE STRENGTH OF MORTARS WERE DETERMINED FOR SPECIMENS CURED UNDER VARIOUS CONDITIONS AND FOR DIFFERENT PERIODS OF TIME. NBS TESTED 100 PORTLAND CEMENTS FROM DIFFERENT AREAS OF THE COUNTRY BY COMPLETE CHEMICAL ANALYSES, INCLUDING SPECTROCHEMICAL DETERMINATIONS FOR TRACE ELEMENTS. THE COMPRESSIVE STRENGTHS OF THE TEST MORTARS WERE DETERMINTED AT 1, 3, 7, AND 28 DAYS, AND 1, 5, AND 10 YEARS AFTER STORAGE IN WATER. TESTS WERE MADE OF COMPRESSIVE STRENGTHS AFTER CURING IN MOIST AIR AND IN LABORATORY AIR FOR ONE YEAR. A SECOND SERIES OF TESTS WERE MADE IN WHICH MORTAR SPECIMENS WERE CURED WITH STEAM AT PRESSURES OF 1 AND 10 ATMOSPHERES AFTER 5 AND 24 HOURS OF INITIAL CURING. TEST RESULTS WERE ANALYZED WITH THE AID OF A DIGITAL COMPUTER AND THE USE OF A LEAST-SQUARES METHOD TO DETERMINE AND EVALUATE THE DIFFERENT VARIABLES. TEST RESULTS INDICATED THAT (1) MUCH OF THE BROAD RANGE OF COMPRESSIVE- STRENGTH VALUES UNDER BOTH NORMAL AND ACCELERATED CURING COULD BE EXPLAINED BY THE DIFFERENCES IN CHEMICAL COMPOSITION OF THE CEMENTS, (2) THE CEMENT COMPOSITION RESULTING IN THE GREATEST COMPRESSIVE STRENGTH WITH ACCELERATED CURING MAY DIFFER FROM THE OPTIMUM COMPOSITION FOR NORMAL CURING, (3) A HIGHER PERCENTAGE OF TRICALCIUM ALUMINATE WAS ASSOCIATED WITH HIGHER STRENGTHS AT THE EARLY TEST AGES, BUT WITH LOWER STRENGTHS AT 1, 5, AND 10 YEARS, (4) A HIGHER QUANTITY OF POTASH WAS ASSOCIATED WITH HIGHER STRENGTHS AT THE VERY EARLY AGES AND A HIGHER PERCENTAGE OF SODA WITH LOWER STRENGTHS AT THE LATER AGES, (5) THE EFFECTS OF DICALCIUM SILICATE AND TRICALCIUM SILICATE WERE APPARENTLY DIFFERENT AT DIFFERENT TEST AGES AND CURING CONDITIONS, AND (6) THE FINENESS OF THE CEMENT AS WELL AS THE AIR-ENTRAINING CHARACTERISTICS WERE ALSO FOUND TO BE IMPORTANT VARIABLES. WITH THIS KNOWLEDGE IT IS NOW POSSIBLE TO PREDICT MORE ACCURATELY THE POTENTIAL CONCRETE STRENGTH DEVELOPMENT AT LATER AGES AND THE EFFECTS OF ACCELERATED CURING.]]></description>
      <pubDate>Thu, 28 Apr 1994 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/96105</guid>
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    <item>
      <title>NITROGEN OXIDES IMPROVE ASPHALT</title>
      <link>https://trid.trb.org/View/95010</link>
      <description><![CDATA[EFFECTS OF BLOWING ASPHALT WITH VARIOUS NITROGEN OXIDES WERE INVESTIGATED. AIR WAS REPLACED IN THE BLOWING PROCESS WITH A MIXTURE OF NITROGEN AND SMALL AMOUNTS OF NITRIC OXIDE, NITROUS OXIDE, NITROGEN DIOXIDE, PHOTOSENSITIZED NITROGEN DIOXIDE, AND A MIXTURE OF NITRIC OXIDE AND OXYGEN, RESPECTIVELY. TREATMENT OF ASPHALT FLUX WITH NITROGEN DIOXIDE, PHOTOSENSITIZED NITROGEN DIOXIDE, AND A NITRIC OXIDE-OXYGEN MIXTURE PRODUCED COATING-GRADE ASPHALTS MUCH FASTER THAN BLOWING WITH AIR. ASPHALTS THUS PRODUCED ARE MORE STABLE TO PHOTO-OXIDATION AND TO FILM RUPTURE AT ANY GIVEN RATE OF SHEAR THAN COMMERCIAL ASPHALTS FROM THE SAME FLUX.]]></description>
      <pubDate>Sun, 20 Feb 1994 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/95010</guid>
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