<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>ESTIMATION OF NOISE-REDUCING ROAD SURFACES IN AUSTRIA SINCE 1984. PROCEEDINGS OF THE INTERNATIONAL SYMPOSIUM: ROAD DEVELOPMENT AND SAFETY, LUXEMBOURG, JUNE 1989</title>
      <link>https://trid.trb.org/View/354545</link>
      <description><![CDATA["Silent-Asphalt" has been specified as a noise reducing method in Austria ever since 1984.  A noise level reduction of between 3-7 dB (A) has been registered.  The ZWICKER method (DIN 45631) and measurement by a towed vehicle is used for the analysis of the noise-reduction produced by a drainage course.  The report mainly describes the methods to estimate the noise level and the latest readings of these noise measurements.  For the covering abstract of the conference see IRRD 828172.]]></description>
      <pubDate>Thu, 28 Feb 1991 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/354545</guid>
    </item>
    <item>
      <title>ALIGNMENT PLANTATIONS. PROCEEDINGS OF THE INTERNATIONAL SYMPOSIUM: ROAD DEVELOPMENT AND SAFETY, LUXEMBOURG, JUNE 1989</title>
      <link>https://trid.trb.org/View/354546</link>
      <description><![CDATA[Planting trees along the side of the road (alignment plantation) is a very controversial subject between the environmentalists and the supporters of safety in countries where this is often practised.  In France, they have been thoroughly examined, notably by inventories of their various characteristics (lengths, distances between trees and the road, tree health) and by an analysis of their safety. Multi-disciplinary working groups have progressively worked out guidelines applicable to the State network and proposed implementation methods of department (regional) guides for the management of tree lined roads. For the covering abstract of the conference see IRRD 828172.]]></description>
      <pubDate>Thu, 28 Feb 1991 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/354546</guid>
    </item>
    <item>
      <title>BIOLOGICAL ENGINEERING CONSTRUCTION METHODS FOR VEGETATION. PROCEEDINGS OF THE INTERNATIONAL SYMPOSIUM: ROAD DEVELOPMENT AND SAFETY, LUXEMBOURG, JUNE 1989</title>
      <link>https://trid.trb.org/View/354547</link>
      <description><![CDATA[The following main criteria must be taken into account when considering vegetation alongside motorways: a) traffic safety; b) compatibility with the surrounding landscape; and c) structural functions such as erosion control, improved slope stability and noise prevention.  Safety is important for the car driver, and for the environment and the frontagers.  Vegetation along highways is very important for the landscape.  The Federal Republic of Germany spends 140 million D-mark each year on the vegetation along its roads. For the covering abstract of the conference see IRRD 828172.]]></description>
      <pubDate>Thu, 28 Feb 1991 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/354547</guid>
    </item>
    <item>
      <title>TRAFFIC RESTRAINT AREAS AND "30 KM/H" ZONES. PROCEEDINGS OF THE INTERNATIONAL SYMPOSIUM: ROAD DEVELOPMENT AND SAFETY, LUXEMBOURG, JUNE 1989</title>
      <link>https://trid.trb.org/View/354548</link>
      <description><![CDATA[In 1957 the speed in towns and villages in the Federal Republic of Germany was limited to 50 km/h; the accident statistics was thereby postively influenced in the long run. More recent initiatives towards reducing the negative effects of traffic in the towns by means of further speed limits only receive partial support.  This holds for the traffic restraint areas ("walking pace") as well as for the introduction of 30 km/h (on a temporary test basis) for similar secondary roads in limited areas ("Zone 30").  This test began in 1985 and will end at the end of 1989.  There has been some success, but the speed reduction is not sufficient.  It appears that construction measures are indispensable to supplement the signposting.  In this respect the obstructions in the vertical profile (raised paving, road humps, etc) are subject to dispute, although acceptable solutions with respect to driving dynamics are available.  The construction measures are also disputed from the town planning viewpoint.  Conflicts have also arisen with respect to the choice of the paving.  For the covering abstract of the conference see IRRD 828172.]]></description>
      <pubDate>Thu, 28 Feb 1991 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/354548</guid>
    </item>
    <item>
      <title>ENVIRONMENTALLY ADAPTED THROUGH ROADS - EFFECT EVALUATION. PROCEEDINGS OF THE INTERNATIONAL SYMPOSIUM: ROAD DEVELOPMENT AND SAFETY, LUXEMBOURG, JUNE 1989</title>
      <link>https://trid.trb.org/View/354549</link>
      <description><![CDATA[More than 300 towns on the Danish highway network have problems caused by through traffic.  In 1981 the Road Directorate published "Main Roads Through Towns - a Catalogue of Ideas" where a new method was introduced: Environmentally adapted through roads.  Priority is given to the environment, pedestrians and cyclists.  This is an attempt to reduce both people's fear of traffic and the accident risk.  A conversion was made in three pilot towns. One was Vinderup with 3000 inhabitants.  The town has a main street with an average daily traffic of 4000 vehicles.  The recommended speed is 40 km/h in Vinderup after the conversion and speed signs are supplemented with road technical measures - rumble strips, gates consisting of changed road surfaces flanked by trees and lamps, cycle tracks, track crossings, side-and-central islands, staggered junctions, and parking sections.  A large evaluation programme has been worked out by engineers, architects, psychologists, economists and biologists.  A total evaluation of the scheme has shown that environmentally adapted through roads are successful. Vehicle speeds have been reduced, and the environment has improved.  People feel more secure and safety has increased.  The town has become more attractive and the citizens are satisfied with the environmentally adapted through road.  For the covering abstract of the conference see IRRD 828172.]]></description>
      <pubDate>Thu, 28 Feb 1991 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/354549</guid>
    </item>
    <item>
      <title>MANAGEMENT FOR SAFE AND EFFICIENT ROAD MAINTENANCE. PROCEEDINGS OF THE INTERNATIONAL SYMPOSIUM: ROAD DEVELOPMENT AND SAFETY, LUXEMBOURG, JUNE 1989</title>
      <link>https://trid.trb.org/View/354550</link>
      <description><![CDATA[Road maintenance and repair work is a necessary continuing activity for all highway agencies.  Unfortunately, this work must often be performed on roads open to traffic. Work performed under such conditions reduces roadway capacity, creates traffic congestion, increases the hazard to motorists and workers, increases the motorists operational cost and increases the overall cost of the work.  It is therefore imperative that safety and efficiency be given the highest priority in all road maintenance work.  To insure that such priority is given, top management must be actively involved in initiating and supporting active and innovative programs for achievement of that goal.  This paper discusses such management involvement and methods used to achieve safe and efficient road maintenance in the U.S.  Major points include: well-defined standards, policies and procedures; sufficient allocation of resources; quality control; adequate training; and public awareness campaigns. For the covering abstract of the conference see IRRD 828172.]]></description>
      <pubDate>Thu, 28 Feb 1991 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/354550</guid>
    </item>
    <item>
      <title>GERSEC- INTEGRATED MANAGEMENT SYSTEM FOR SECONDARY ROAD NETWORKS. PROCEEDINGS OF THE INTERNATIONAL SYMPOSIUM: ROAD DEVELOPMENT AND SAFETY, LUXEMBOURG, JUNE 1989</title>
      <link>https://trid.trb.org/View/354551</link>
      <description><![CDATA[The system of integrated management of secondary networks (GERSEC) designed by the Centre of Road Research integrates the technical options and their costs in order to make the best use of public funds and to guarantee the greatest economy in road maintenance.  Results of both visual examination and physical tests can be incorporated in the analysis.  The data interpretation provides: 1) an estimate of the road network quality; 2) a list of maintenance techniques and most economical repair methods; 3) an optimum road work plan, listing priorities; and 4) a forecast for the deterioration in the road system if no maintenance is done, and the resulting budgetary consequences.  The system has been tried out in several Belgian areas.  Two forms of application are provided: 1) Implementation GERSEC: (visual examination, physical tests, supply of the GERSEC software, implementation of the formation for users as well as a systematic service of physical tests); and 2) Research GERSEC: (the creation and systematic update of the database, printout of data and methods of access, periodic physical tests and management methods).  For the covering abstract of the conference see IRRD 828172.]]></description>
      <pubDate>Thu, 28 Feb 1991 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/354551</guid>
    </item>
    <item>
      <title>OBJECTIVES, ACHIEVEMENTS AND PROBLEMS IN SETTING UP AND OPERATING A PAVEMENT MANAGEMENT SYSTEM. DANISH EXPERIENCES. PROCEEDINGS OF THE INTERNATIONAL SYMPOSIUM: ROAD DEVELOPMENT AND SAFETY, LUXEMBOURG, JUNE 1989</title>
      <link>https://trid.trb.org/View/354552</link>
      <description><![CDATA[Even the best pavement construction will deteriorate in time due to exposure to climate, sunlight and traffic load.  In Denmark, most roads were paved in the 50'ies and early 60'ies and these roads entered the maintenance stage about 1970.  At that time initial steps were taken which have now led to a fully operational pavement management system both for the main road network and for local road networks.  The paper describes the general objectives for setting up a pavement management system for different types of road networks.  Based on experiences obtained in Denmark, the paper outlines major steps and practical aspects when implementing a pavement management system. Danish points of view on the achievements and problems when setting up and operating a pavement management system are also presented. For the covering abstract of the conference see IRRD 828172.]]></description>
      <pubDate>Thu, 28 Feb 1991 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/354552</guid>
    </item>
    <item>
      <title>CONDITION SURVEY AND EVALUATION IN THE MAINTENANCE MANAGEMENT SYSTEM IN THE FEDERAL REPUBLIC OF GERMANY. PROCEEDINGS OF THE INTERNATIONAL SYMPOSIUM: ROAD DEVELOPMENT AND SAFETY, LUXEMBOURG, JUNE 1989</title>
      <link>https://trid.trb.org/View/354553</link>
      <description><![CDATA[There is a great amount of work being done in the Federal Republic of Germany pavement management systems.  The essential parts thereof are the condition survey and the evaluation of the condition of the highway network.  These provide the prerequisites for determining the amount of maintenance and individual measures required.  The condition survey can be made by visual inspection and by measurement. Details of these can be found in the German Road and Transportation Research Association working papers.  The visual method is in the trial stage.  It is to be introduced countrywide in the next few years.  Extensive work has been carried out with respect to measurement surveys.  The condition surveys and condition evaluation cannot be carried out without a data administration system.  For the covering abstract of the conference see IRRD 828172.]]></description>
      <pubDate>Thu, 28 Feb 1991 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/354553</guid>
    </item>
    <item>
      <title>SOME FUTURE PROSPECTS FOR ROAD MARKINGS IN EUROPE IN THE NEXT DECADE. PROCEEDINGS OF THE INTERNATIONAL SYMPOSIUM: ROAD DEVELOPMENT AND SAFETY, LUXEMBOURG, JUNE 1989</title>
      <link>https://trid.trb.org/View/354554</link>
      <description><![CDATA[The IRF (International Road Federation) has set up a working party to submit a proposal for the standardization of horizontal signals within the framework of the Single European Act.  This working party integrates the standardization work of a number of experts from European road authorities.  Three aspects are discussed in this paper: (1) materials currently in use, latest trends and new restrictions; formulae which are less viable due to environmental reasons; and new materials; (2) new marking techniques, improving visibility at night and in rain, new application methods, increased use of electronics and hydraulics; and (3) uniform policies for the approval of marking materials; adopting European standards in time to avoid reciprocal approval of national standards with very different requirements, drafting new standards with more stringent requirements, stressing the need for road tests in preference to laboratory tests, and giving priority to performance tests on formulation control.  For the covering abstract of the conference see IRRD 828172.]]></description>
      <pubDate>Thu, 28 Feb 1991 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/354554</guid>
    </item>
    <item>
      <title>INFLUENCE OF GUIDANCE EQUIPMENT ON THE SAFETY OF TWO-WHEELERS. PROCEEDINGS OF THE INTERNATIONAL SYMPOSIUM: ROAD DEVELOPMENT AND SAFETY, LUXEMBOURG, JUNE 1989</title>
      <link>https://trid.trb.org/View/354555</link>
      <description><![CDATA[Crash barriers and road markings can reduce both the active and the passive safety of two-wheeled vehicles.  Road markings are a major problem for active safety, i.e. accident prevention.  As far as passive safety is concerned, i.e.  preventing injuries or reducing their seriousness, crash barriers and especially the posts to which they are attached are the main problem.  In rain, the increased slipperiness of markings compared to the rest of the road surface may cause accidents.  Similarly, the difference of height of various structures may cause instability and weaving.  Thick layer markings may also collect water due to the sidewards slant of the road surface and consequently cause aquaplaning.  As a result of their shape and the materials used, crash-barrier posts may cause injuries in accidents where a motorcyclist falls or is knocked off his or her motorcycle, slides on the road then hits the post. These problems may be solved in the following ways: (1) by modifying the consistence (material properties) of road markings and the way in which they are applied; (2) by not building crash barriers in specific circumstances; (3) by modifying the design of crash-barrier posts (using a sigma profile instead of an IPE 100 profile); and (4) by fitting a protective sheath to crash-barrier posts at black spots. For the covering abstract of the conference see IRRD 828172.]]></description>
      <pubDate>Thu, 28 Feb 1991 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/354555</guid>
    </item>
    <item>
      <title>DIFFERENCES BETWEEN STEEL AND CONCRETE CRASH BARRIERS IN ACCIDENTS AND SOME REMARKS CONCERNING A DUTCH CRASH CUSHION. PROCEEDINGS OF THE INTERNATIONAL SYMPOSIUM: ROAD DEVELOPMENT AND SAFETY, LUXEMBOURG, JUNE 1989</title>
      <link>https://trid.trb.org/View/354556</link>
      <description><![CDATA[Hazardous strong fixed objects located within the driving environment have to be removed or shielded.  The latter way of protection is possible with longitudinal barriers and crash cushions.  Recently the Institute for Road Safety Research (SWOV) has carried out research on both groups of highway traffic barriers.  Research into steel barriers has shown that in the case of a collision the difference between a rigid barrier (maximum deflection of about 50 cm) and a flexible one (deflection of 150 cm) is relatively small. The results are expressed in deceleration and exit angle. Concrete barriers such as the New Jersey barrier give good results with small impact angles.  The deceleration and mounting height of the front wheel increase as impact angle and speed increase.  By reducing the friction of the barrier, mounting height decreases. The differences between steel and concrete barriers are presented in terms of decelaration and exit angle.  Vehicle velocity, vehicle mass and impact angles are the parameters used.  The results are based on mathematical simulations with the computer model VEDYAC (VEhicle DYnamics And Crash dynamics).  A comparison with the results of full scale tests is also given.  SWOV has developed a crash cushion called RIMOB.  The RIMOB is built up from interconnected box elements.  Each box contains 3 or more aluminium crumpling tubes assembled in a longitudinal direction.  In the event of a frontal collision, the RIMOB is compressed axially.  In side impacts the vehicle is guided.  Several hundred RIMOBS have been installed in the Netherlands since 1982.  Many are involved in accidents.  The results of the study evaluating these crash chusions are presented.  For the covering abstract of the conference see IRRD 828172.]]></description>
      <pubDate>Thu, 28 Feb 1991 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/354556</guid>
    </item>
    <item>
      <title>THE IMPORTANCE OF USING PROPERLY TESTED, PROVED CRASH CUSHIONS. PROCEEDINGS OF THE INTERNATIONAL SYMPOSIUM: ROAD DEVELOPMENT AND SAFETY, LUXEMBOURG, JUNE 1989</title>
      <link>https://trid.trb.org/View/354557</link>
      <description><![CDATA[Since humans will always make mistakes, there will always be accidents on our highways.  Crash cushions permit drivers to avoid paying for their mistakes with their lives.  Crash cushions were first introduced in the late 1960s.  Their design and functions have changed over the years.  This presentation discusses their evolution.  Over time, the standards used to evaluate crash cushions have also evolved. This presentation details the key aspects of crash cushion specifications, occupant risk, structural adequacy, and vehicle trajectory; and explains why each is important.  A variety of hazards and the potential solutions to these using crash cushions are discussed in the summary.  For the covering abstract of the conference see IRRD 828172.]]></description>
      <pubDate>Thu, 28 Feb 1991 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/354557</guid>
    </item>
    <item>
      <title>TOWARDS A SCIENTIFIC APPROACH OF WINTER ROAD MAINTENANCE. PROCEEDINGS OF THE INTERNATIONAL SYMPOSIUM: ROAD DEVELOPMENT AND SAFETY, LUXEMBOURG, JUNE 1989</title>
      <link>https://trid.trb.org/View/354558</link>
      <description><![CDATA[The principle of winter road maintenance by means of so-called "melting agents" is now generally accepted. Modern application techniques show a tendency towards the best possible combination of spreading methods and of the various available melting agents.  This paper emphasises the superiority of concentrated calcium chloride solutions as a wetting agent for salt in the so-called "wet salt" technique.  It is based upon known theoretical data about the melting process and upon our experience with the use of such calcium chloride solutions in winter maintenance. When discussing winter maintenance, not only the positive aspects should be taken into consideration.  Adverse effects should also be studied.  A melting agent should not only efficiently guarantee safe roads in wintertime; it should also offer minimal side-effect on soil, plant and animal life, surface water, etc.  Furthermore, it should produce no or very little waste materials.  A scientific approach of winter road maintenance is based upon the active co-operation from the producers of melting agents and their distributors, and upon appropriate logistics. However, it can only be succesful through the day to day attention given by the field operatives to the "optimalization" of their winter maintenance operations. For the covering abstract of the conference see IRRD 828172.]]></description>
      <pubDate>Thu, 28 Feb 1991 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/354558</guid>
    </item>
    <item>
      <title>JUDICIAL ASPECTS. PROCEEDINGS OF THE INTERNATIONAL SYMPOSIUM: ROAD DEVELOPMENT AND SAFETY, LUXEMBOURG, JUNE 1989</title>
      <link>https://trid.trb.org/View/354559</link>
      <description><![CDATA[Winter treatment of the roads plays an important judicial role in as far as, in case of an accident, the responsibility of the Roads Administration or of one of its officials may be involved.  The courts are thus asked to deal with numerous cases by founding their conclusions on related legal texts and by referring to solutions drawn from jurisprudence.  Since society became aware of the problems related to the environment, decision makers in road maintenance and safety have been confronted with a new challenge; the conflicting requirements of road and judicial safety and environmental conservation.  For the covering abstract of the conference see IRRD 828172.]]></description>
      <pubDate>Thu, 28 Feb 1991 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/354559</guid>
    </item>
  </channel>
</rss>