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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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      <title>Cable Median Barrier Failure Analysis and Prevention</title>
      <link>https://trid.trb.org/View/1251176</link>
      <description><![CDATA[Cross-median crashes have been identified as one of the highest injury or fatality risk crash types. Although cross-median crashes account for only 2% to 5% of all median crash events, they are disproportionately represented in the number and frequency of fatalities on interstate roadways. Many states have utilized cable median barriers to reduce the risk of cross-median crashes, frequently with great success. However, cable median barriers are also fixed obstacles to errant vehicles. Cable median barriers can place occupants at increased risk of severe injury or fatality if the barrier fails to adequately contain and redirect errant vehicles, resulting in a vehicular penetration through the barrier or rollover. As total cable median barrier mileage continues to climb, there is an opportunity to prevent many penetration, rollover, and serious injury or fatality crashes by improving barrier design, installation guidelines, and crash-testing guidelines to more adequately address crash concerns with these barrier types. More than 6,000 cable median barrier crashes from 12 different states were analyzed to determine causes of barrier containment failures, and new crash test conditions which were reflective of these impact conditions were identified. Further crash testing and barrier redesign should reduce the frequency of barrier penetrations and rollovers.]]></description>
      <pubDate>Wed, 29 May 2013 10:55:43 GMT</pubDate>
      <guid>https://trid.trb.org/View/1251176</guid>
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      <title>A Geocomposite Barrier for Hydrocarbon Containment in the Arctic</title>
      <link>https://trid.trb.org/View/870967</link>
      <description><![CDATA[This paper describes the background and remediation steps that were taken to contain migration of a subsurface hydrocarbon contaminant plume at a site in the Canadian Arctic.  The authors describe the short-term barrier solution chosen: a composite liner consisting of a novel fluorine surface-treated high-density polyethylene geomembrane and a geosynthetic clay liner.  The authors discuss the design details, the selection criteria, and the challenges that were overcome to install the barrier system, which was designed to last for several years.  They report that a program of site monitoring is now underway, together with a parallel program of laboratory testing investigating the long-term effects of freeze-thaw, low temperatures, and contact with jet fuel on specimens of the barrier components.  Site monitoring results show that the barrier system is performing as planned three years after installation. Laboratory tests completed to date show that the geosynthetic barrier materials can be expected to maintain acceptably low rates of hydrocarbon diffusion and advection well beyond the original 3-year design life of the barrier system.]]></description>
      <pubDate>Wed, 24 Sep 2008 10:38:33 GMT</pubDate>
      <guid>https://trid.trb.org/View/870967</guid>
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      <title>Effects of Post-to-Foreslope Distance on Containment Capacity of A H1 Safety Barrier</title>
      <link>https://trid.trb.org/View/847837</link>
      <description><![CDATA[The containment capacity of a road safety barrier is usually assessed by full-scale crash tests on level terrain. Unfortunately, this condition almost never corresponds to real situations because of the presence of steep embankments foreslope adjacent to the backside of guardrail posts. The presence of the foreslope adjacent to the posts both reduces the lateral load capacity of these - the “resistance” effect - and leads to the wheels penetration in it - the “geometrical” effect. This paper describes a research aimed at evaluating the aforementioned effects of a 3:2 foreslope near to the backside of the posts of a real H1 (according to the EN 1317 standard) safety barrier which was successfully tested at level. The research has been carried out through a combined experimental and numerical approach. The crash test FE simulations have been performed with the Ls-Dyna 970 code version MPP. The results obtained put in evidence that the containment capacity of the considered barrier is affected only by the “resistance” effect, that is the reduction in the lateral load capacity of posts. The failure in the containment happens when the lateral load capacity of posts halves. This occurs for every distance from the top of the slope to the backside of the post.]]></description>
      <pubDate>Fri, 29 Feb 2008 07:41:33 GMT</pubDate>
      <guid>https://trid.trb.org/View/847837</guid>
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    <item>
      <title>Safety Barrier Performance Predicted By Multi-Body Dynamics Simulation</title>
      <link>https://trid.trb.org/View/837018</link>
      <description><![CDATA[This paper presents results obtained from analyses using the multi-body dynamics program MEPHISTO. Particular aspects of the applied method are described. The comparison of numerically predicted and corresponding full-scale test results of several impact tests carried out in cooperation with industry partners indicates the reliability of this tool. Impact severity and containment capacity are predicted with acceptable accuracy for various flexible or rigid road restraint systems. Hence, the collected data allow for the drawing of a correlation between severity indices such as ASI and THIV. This knowledge could be a help to solve the quite contentious discussion concerning the addition of an impact severity-level class C and the introduction of more reliable limits for the occupant injury severity, particularly against the background of the recently issued open letter "The Safety Barrier Scandal" by the road safety equipment industry and the European Road Federation.]]></description>
      <pubDate>Thu, 25 Oct 2007 10:26:35 GMT</pubDate>
      <guid>https://trid.trb.org/View/837018</guid>
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    <item>
      <title>Crash Test Simulation of a Modified Thrie-Beam High Containment Level Guardrail under NCHRP Report 350 TL 4-12 Conditions</title>
      <link>https://trid.trb.org/View/793180</link>
      <description><![CDATA[The modified thrie-beam high containment level guardrail designated as SGR09b is the only high containment guardrail system passing the NCHRP Report 350 TL4 requirements in its class. This paper describes details of a computer simulation study performed on the SGR09b guardrail system. A detailed finite element model of the SGR09b guardrail system was developed and subjected to 8000 kg single unit truck impact under NCHRP Report TL4 conditions. The fidelity of the simulation study was evaluated using the full-scale crash test results. As in the full-scale crash test, the guardrail system in the finite element simulation study successfully contained and redirected the 8000 kg single unit truck. Based on these results, the finite element models for both the SGR09b guardrail system and the 8000 kg single unit truck appear to be fairly accurate and suitable for use in future studies.]]></description>
      <pubDate>Wed, 01 Nov 2006 07:26:54 GMT</pubDate>
      <guid>https://trid.trb.org/View/793180</guid>
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      <title>Measuring and Predicting Transport in Composite Cementitious Barriers</title>
      <link>https://trid.trb.org/View/782416</link>
      <description><![CDATA[Transport processes in concrete are of interest for the estimation of the durability of embedded steel in reinforced structures and for the prediction of the performance of concrete when used as a barrier to prevent migration of harmful species. This paper describes a program in which transport properties were measured in the laboratory and used to predict the performance of site trials. The barrier used in the site trials had 2 layers of concrete with a layer of clay between them. This system was used to overcome problems with possible cracking of the concrete. Four elements were studied: sodium (Na), potassium (K), calcium (Ca), and sulfur (S). These elements are not generally of concern in the environment, but it was not possible to use toxic elements such as mercury (Hg) as the work involved large quantities of leachate in field-scale trials.]]></description>
      <pubDate>Wed, 31 May 2006 09:29:46 GMT</pubDate>
      <guid>https://trid.trb.org/View/782416</guid>
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      <title>HEAVY-GOODS VEHICLE COLLISIONS WITH STEEL ROAD SAFETY BARRIERS: COMBINED INFLUENCES OF POSITION OF CENTER OF MASS AND TIRE-PAVEMENT FRICTION</title>
      <link>https://trid.trb.org/View/514241</link>
      <description><![CDATA[Vehicles that collide with highway safety features do not always produce the same effects.  The outcome for each vehicle that collides with a feature will be different, depending greatly not only on its mass, velocity, and impact angle but also on the position of its center of mass and on the tire-pavement friction.  The ways in which barrier and striking vehicle behaviors are affected by changes in the position of the center of mass and in the tire-pavement side friction were analyzed to identify the most dangerous loading systems.  Toward this aim numerous simulations of a collision of a truck against a steel road safety barrier were carried out through nonlinear, dynamic finite-element analysis.  The results obtained demonstrate that the position of the center of mass is of greater consequence in collisions in which the impact energy is close to the maximum barrier containment capacity and under conditions that favor friction.  The longitudinal position of the center of mass has a large impact on the risk that the vehicle will pass over the barrier or roll over.  If it is in the back, the most common loading system, the risk of passing over the barrier is rather limited compared with the risk of rolling over.  As the position of the center of mass is pushed forward, the risk of rolling over is reduced but the risk of passing over the barrier increases.  If the height of the center of mass increases, the rollover risk is higher, but a higher center of mass does not significantly influence displacement and the risk of passing over the barrier.]]></description>
      <pubDate>Fri, 21 Jan 2000 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/514241</guid>
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