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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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    <item>
      <title>AIRBAGS AND THEIR POTENTIAL IN FINNISH MOTOR CRASHES</title>
      <link>https://trid.trb.org/View/365811</link>
      <description><![CDATA[The aim of this study is to evaluate how the increasing use of airbags in cars in Finland is expected to affect the number of serious injuries and fatalities in traffic crashes. The total number of motor vehicle injuries in the offocial annual road accident statistics in Finland is about 12,000. If airbags would reduce all injuries as much as they reduce serious injuries in fatal accidents, the total number of injured in the official statistics would decrease by about 1,000 annually if all cars and vans had airbags.]]></description>
      <pubDate>Sun, 31 May 1992 00:00:00 GMT</pubDate>
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    <item>
      <title>THE INFLUENCE OF SOIL PHYSICAL AND CHEMICAL PARAMETERS ON FROST BEHAVIOUR OF GRANULAR MATERIALS. FROST IN GEOTECHNICAL ENGINEERING: VOLUME 1</title>
      <link>https://trid.trb.org/View/353403</link>
      <description><![CDATA[In determining the frost susceptibility of soils the concept of the segregation potential (the quotient of heave rate and temperature gradient in the frozen fringe) has often been used.  The segregation potential is a modified overall dependent.  In this paper it is shown that with a simple microscopical model the soil dependency can be explained: it can be given as a function of the amount of fine soil particles and the electrical conductivity (cation exchange capacity). The testing of the model for three entirely different materials (river sand, Eng' sand and crushed concrete) gives a correlation coefficient of 77% (r2 = 0.77).  The correlation might lead into a preselection of construction materials.  (A)]]></description>
      <pubDate>Sun, 31 Mar 1991 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/353403</guid>
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      <title>OECD WORKSHOP ON KNOWLEDGE-BASED EXPERT SYSTEMS IN TRANSPORTATION. VOL. 1 PROCEEDINGS. VTT SYMPOSIUM 116, ESPOO, FINLAND, 26-28 JUNE, 1990</title>
      <link>https://trid.trb.org/View/351473</link>
      <description><![CDATA[The objective of the workshop was to raise the awareness of the highway community regarding the potential for the application of knowledge-based expert systems in the highway transportation field.  Additionally, the workshop was to create a forum for the exchange of information among parties interested in expert systems development and to facilitate technology transfer.  The workshop consisted of five sessions: 1) Developing Expert Systems; 2) Traffic Monitoring and Control; 3) Traffic Impact Evaluation; 4) Highway Analysis and Planning; and 5) Highway Management. The authors based their presentations on extensive working experience with knowledge-based expert systems technology. This provided a mix of theoretical and practical and human considerations involved with the development, verification, validation, evaluation, implementation, and maintenance of these systems.  In addition to the presentations, conclusions and recommendations drawn from the workshop are also provided in this volume.]]></description>
      <pubDate>Thu, 31 Jan 1991 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/351473</guid>
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    <item>
      <title>OECD WORKSHOP ON KNOWLEDGE-BASED EXPERT SYSTEMS IN TRANSPORTATION. VOL. 2. A GUIDE FOR DEVELOPING KNOWLEDGE-BASED EXPERT SYSTEMS. A SCIENTIFIC EXPERT GROUP REPORT</title>
      <link>https://trid.trb.org/View/351974</link>
      <description><![CDATA[The intent of this report is to provide guidance to roadway decision-makers who may be required to address such questions as:  Does this technology have application in roadway engineering and operations?; What types of problems can be addressed?; How are these computer programs different from other computer programs?  The report includes discussions of: 1) a representative set of problem types that are amenable to solutions using knowledge-based expert systems; 2) a description of the major components of a typical knowledge-based expert system and how these components interact in a problem solving situation; and 3) a guide for developing knowledge-based expert systems.]]></description>
      <pubDate>Thu, 31 Jan 1991 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/351974</guid>
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    <item>
      <title>ACCIDENT PREDICTION MODELS FOR TWO-LANE ROADS IN FINLAND</title>
      <link>https://trid.trb.org/View/283164</link>
      <description><![CDATA[Accident models were used in evaluating traffic safety of existing road sections, and also of roads currently in the planning phase.  The models were based on the hypothesis that the safety of a road section depends on general factors having the same universal effect, and on local factors characteristic of the studied road section, or some sections only.  The models were based on police reported traffic accidents, excluding accidents at junctions, on main and secondary two-lane roads in the years 1978-1983, and the road and traffic data of corresponding roads obtained from the road register of the roads and waterways administration. The studied road network was divided into road sections that were homogenous according to their road environment.  The theory of general linear interactive modelling enabled us to study the effects of different factors and their interactions.  Specific models were formed for various traffic volume categories according to the speed limit (80 or 100 km per hour) of the road section.  The models applied only to road sections outside built-up areas.  The models can predict the number of traffic accidents resulting in personal injury on a road section on the basis of the section's vehicle mileage, the percentage of heavy vehicles, pavement width, and the value of the variable or variables describing the section's longitudinal design.  (TRRL)]]></description>
      <pubDate>Wed, 31 Aug 1988 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/283164</guid>
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    <item>
      <title>AUTOMOTIVE EXHAUST EMISSIONS AT LOW AMBIENT TEMPERATURE</title>
      <link>https://trid.trb.org/View/283165</link>
      <description><![CDATA[Cold ambient conditions have a distinct impact on the total emission of the Finnish car stock because climatic conditions in Finland are rather severe regarding the use of automobiles.  In this report, the exhaust emission characteristics of three automotive petrol engines with different fuel metering systems were evaluated.  Experiments were carried out on an engine and exhaust system combination in a cold chamber at a constant ambient temperature ranging from +20 celsius to -30 celsius.  Test procedures included either constant or variable load mode during a 30 minute run.  The test results show that the use of the enrichment devices necessary during cold-start and warm-up period has a major impact on the total emissions during the test.  The catalytic converter equipped version was found to be far more sensitive to the low ambient temperature than the normal carburetted versions without exhaust after-treatment. The relative increase in co and hc emissions when the ambient temperature was lowered in the case of the fuel-injected catalyst engine was some 5 to 15 times greater than with the normal engine.  The test results indicate that the emission behaviour of different fuel metering and emission control system can be surprising at low ambient temperature. Standardised test procedures for exhaust emissions do not consider the effect of low ambient temperature.  Hence, the results of this study indicate a clear need for developing emission test procedures also for low temperature operation of the automobiles.  (TRRL)]]></description>
      <pubDate>Wed, 31 Aug 1988 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/283165</guid>
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    <item>
      <title>WARMING-UP AND FUEL CONSUMPTION OF PASSENGER CARS IN DIFFERENT DRIVING CONDITIONS</title>
      <link>https://trid.trb.org/View/283166</link>
      <description><![CDATA[The aim of the experiments was to study the effect of outdoor temperature on the gasoline consumption and heating-up rate of passenger cars, and to obtain data on conditions in practice for the planning of experiments in the cold laboratory and for their evaluation.  Driving tests were carried out with six different gasoline-driven passenger cars at +5 to -20 degrees celsius.  As a rule, no cylinder block heater was used.  Both cycle tests simulating city drive and road tests at a constant driving speed of about 80 kmph were carried out.  The heating-up time and the fuel consumption in most cases increased, whilst the outdoor temperature fell.  The differences were clear in fuel consumption, especially in the so-called city test in constant conditions.  For example, the consumption was increased considerably in the snowfall.  The use of block heater reduced both the heating-up time and the fuel consumption.  In continuous driving of 5-10 km runs in city traffic the difference in fuel consumption compared to an unheated engine was as high as 2-3 litres per 100 km.  In long-distance driving differences in fuel consumption due to heating and outdoor temperature may be hidden by other factors, such as traffic or road conditions.  (TRRL)0]]></description>
      <pubDate>Wed, 31 Aug 1988 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/283166</guid>
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    <item>
      <title>TRAFFIC SAFETY IN THE DARK ON PUBLIC ROADS IN FINLAND</title>
      <link>https://trid.trb.org/View/216789</link>
      <description><![CDATA[The study deals with the number and risk of traffic accidents in the dark and their variation in time and space and according to other factors.  The study was commissioned by the Roads and Waterways Administration (RWA).  The research material consists of RWA's road register data about traffic accidents and vehicular mileage on public roads in 1978 -1981.  During this period the police reported 49921 traffic accidents on public roads.  15777 or 32% of these occurred in the dark.  (TRRL)]]></description>
      <pubDate>Wed, 31 Jul 1985 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/216789</guid>
    </item>
    <item>
      <title>EVALUATION OF URBAN TRANSPORTATION PLANS</title>
      <link>https://trid.trb.org/View/216794</link>
      <description><![CDATA[A conceptual picture of traffic and its partial factors is formulated as a starting point for an evaluation method for urban transportation plans.  The accuracy of the calculation methods is clarified and the properties of the different evaluation methods are studied.  A draft proposal of an evaluation method suitable for planning of urban transportation is made.  (TRRL)]]></description>
      <pubDate>Wed, 31 Jul 1985 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/216794</guid>
    </item>
    <item>
      <title>TRAFFIC SAFETY IN THE FINNISH COMMUNES IN 1979 - 1981</title>
      <link>https://trid.trb.org/View/216795</link>
      <description><![CDATA[The comparison between the traffic safety in Finnish communes is based on the traffic accident register of the Roads and Waterways Administration (TVH), on the mileage data in the register and on the traffic accident register of VALT (Traffic Safety Committee on Insurance Companies).  The accident data are from the years 1979 -1981 and the mileages from 1981.  (TRRL)]]></description>
      <pubDate>Wed, 31 Jul 1985 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/216795</guid>
    </item>
    <item>
      <title>ROAD AND TRAFFIC RESEARCH IN FINLAND. YEARBOOK 1983</title>
      <link>https://trid.trb.org/View/211396</link>
      <description><![CDATA[The yearbook contains references to the research reports (54) as well as the research projects in progress (47) gathered during 1983 for IRRD and covers the period from may 1982 -to may 1983.  The yearbook is published annually with the intention of giving a view on Finnish road and traffic research.  (TRRL)]]></description>
      <pubDate>Sun, 30 Jun 1985 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/211396</guid>
    </item>
    <item>
      <title>ENERGY SAVING IN ROAD PAVING INDUSTRY</title>
      <link>https://trid.trb.org/View/211397</link>
      <description><![CDATA[The investigation deals with factors affecting the energy consumption at an asphalt mixing plant, in aggregate production and in repaving by the heating method.  The investigation has been carried out by theoretical calculations, field tests and inquiries.  The required energies in making asphalt mixtures and aggregates, as well as at the different stages of repaving, have been investigated by theoretical calculations.  In this way the basis has been found for estimating the energy consumption. The possibility of saving energy in mixing the asphalt is 1.0 -1.5 litres of fuel per ton of asphalt for the part of regulating and observing the plant.  The savings are approximately the same if the moisture content of the aggregate can be reduced by 1 -2 per cent units. The moisture content of aggregates can be influenced in production and in storage. A decrease of one per cent unit of moisture content by means of sheltering covers 5 -6 times the costs of sheltering.  Covering also diminishes the problem of freezing.  Savings in repaving are due to the smaller amount of material used in comparison with traditional asphalt pavement construction. The heating energy needed in repaving is equal to the energy of the tack-coating agent needed in laying a traditional asphalt pavement.  Considering the above mentioned factors the energy consumption of a traditional asphalt pavement is 50 - 100% higher than that of repaving.  Technically the repaving method is not always a practical solution.  (TRRL)]]></description>
      <pubDate>Sun, 30 Jun 1985 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/211397</guid>
    </item>
    <item>
      <title>IMPROVEMENT AND MAINTENANCE OF GRAVEL ROADS, FUG FINAL REPORT OF A JOINT INVESTIGATION BY THE NORDIC COUNTRIES</title>
      <link>https://trid.trb.org/View/211398</link>
      <description><![CDATA[The publication is the final report of a joint investigation by the Nordic countries "Improvement and Maintenance of Gravel Roads (FUG)", financed by the Nordiska Ambetsmannakommitten for Transportfragor (NAT).  The investigations were carried out in accordance with the project plans during the years 1974 -1982.  The results have been published as separate reports during the investigation.  Gravel roads form an extensive part of the public roads, e.g. about 40% of the public road network in Finland, Norway and Sweden.  However, the vehicle mileage on these road amounts to less than 10% of the total road vehicle mileage.  In Iceland the corresponding figures are 96% and 53%.  The maintenance methods are in principle the same in all Nordic countries.  (Denmark did not participate in the investigation).  Both visual and mechanical estimation methods of the condition of gravel roads were studied in order to optimize and to develop the maintenance methods. A recommendation is given for classification of gravel road condition.  Vehicle operating costs and especially the dependence of fuel consumption on the condition of gravel roads were investigated by both literature studies and test rides.  An extensive study was made to clarify the reasons for and the costs of paving gravel roads. Maintenance methods were investigated on selected test roads, especially grading/scraping, and their frequency in the different countries.  There were distinct differences between the different countries.  The frequency of grading/scraping clearly depended on traffic volume and rainfall during the snowfree season.  The minimum bearing capacity of a road before it can be paved (yig) was investigated on specially selected test roads.  The project also dealt with maintenance standards and methods to minimize road maintenance costs and vehicle operating costs. (TRRL)]]></description>
      <pubDate>Sun, 30 Jun 1985 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/211398</guid>
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    <item>
      <title>PROPERTIES AND CONDITION OF STUDDED TYRES 1981-1982</title>
      <link>https://trid.trb.org/View/211425</link>
      <description><![CDATA[The investigation examined the properties of studded tyres, such as stud protrusions, stud forces and the number of studs as well as the condition of tyres and studs on cars in traffic.  The aim was to estimate the development of studded tyres with regard to both the wearing effect of pavement surfaces and the friction properties of the tyres. In addition, the setting of studs was investigated from new studded tyres that were for sale at tyre dealers.  The aim was to find out how they comply with the given regulations on stud protrusion.  The material on studded tyres in traffic was collected by measurements on 1500 passenger cars, delivery vans and trucks at six different places in March -April 1982.  Stud forces were measured by a field measuring device.  By a separate study a correlations was calculated between its results and the results of the laboratory measuring device used in type acceptance of studded tyres.  (TRRL)]]></description>
      <pubDate>Fri, 31 May 1985 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/211425</guid>
    </item>
    <item>
      <title>THE LOAD CARRYING CAPACITY IN THE ROAD CROSS SECTIONS</title>
      <link>https://trid.trb.org/View/211426</link>
      <description><![CDATA[Failures, especially on narrow roads, start from the edge of the pavement.  The failure is due to the fact that traffic loads cause a bigger deflection (loading) in the right wheel path than in the middle of the road, which leads to road damage.  The load carrying capacity in the cross section of the road has not been studied very much.  This study is based mainly on measurements carried out in Finland, but some information has been received from Norway, Sweden and Denmark.  The width of the shoulder, the gradient of the slope and the height of the embankment cause changes in the measured load carrying capacity.  It is mostly affected by the width of the shoulder, secondly by the gradient of the slope and least by the height of the embankment.  (TRRL)]]></description>
      <pubDate>Fri, 31 May 1985 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/211426</guid>
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