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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>
    <image>
      <title>Transport Research International Documentation (TRID)</title>
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    <item>
      <title>Vermeidung von Dooring-Unfällen durch geeignete Sicherheitstrennstreifen</title>
      <link>https://trid.trb.org/View/2632835</link>
      <description><![CDATA[Insbesondere in städtischen Räumen sind Radfahrende durch unachtsam geöffnete Autotüren gefährdet ("Dooring"-Unfälle). Ziel ist die Ableitung geeigneter Sicherheitstrennstreifen hinsichtlich der Breite, Markierung beziehungsweise Gestaltung und Oberflächenbeschaffenheit zur Sicherung des Radverkehrs entlang von ruhendem  Kraftfahrzeugverkehr. Unterschiedliche Infrastrukturen, auf denen Radverkehr neben längsparkenden Kraftfahrzeugen im innerörtlichen Bereich (einschließlich Ortsdurchfahrten) stattfindet, sind einzubeziehen. Der Fokus der Untersuchung liegt auf den Auswirkungen von unterschiedlichen Sicherheitstrennstreifen-Varianten auf das Fahr- und Verkehrsverhalten sowie auf das subjektive Sicherheitsempfinden der Verkehrsteilnehmenden. Im Ergebnis sind verkehrsplanerische Empfehlungen für Sicherheitstrennstreifen, die die Verkehrssicherheit erhöhen sollen, zu erarbeiten und zu begründen. Stadtgestalterische, ökologische sowie ökonomische Anforderungen sind zu berücksichtigen. Die erzeugten Entwürfe und Empfehlungen sollen als Grundlage für die Fortschreibung der Regelwerke dienen. ABSTRACT IN ENGLISH: Particularly in urban areas, cyclists are at risk from carelessly opened car doors (dooring accidents). The aim is to derive suitable safety separation strips in terms of width, marking, layout and surface texture to ensure the safety of cyclists alongside stationary motor vehicles. Different infrastructures on which cyclists ride alongside parked motor vehicles in urban areas (including through roads) are taken into account. The study focuses on the effects of different types of safety separation strips on driving and traffic behaviour as well as on the subjective perception of safety among road users. The result is to develop and justify traffic planning recommendations for safety separation strips that are intended to increase road safety. Urban planning, ecological and economic requirements should also be considered.  The designs and recommendations are intended to serve as a basis for updating the regulations.]]></description>
      <pubDate>Thu, 27 Nov 2025 05:07:04 GMT</pubDate>
      <guid>https://trid.trb.org/View/2632835</guid>
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    <item>
      <title>Redesign and structural optimization for lightweighting of a truck door</title>
      <link>https://trid.trb.org/View/2093202</link>
      <description><![CDATA[To advance on automotive lightweighting and sustainability, different design strategies can be followed, such as material substitution, functionality integration, structural design optimization and design for novel production processes. In the presented ab initio re-design use case of a truck door, all these strategies are combined to realize substantial weight reduction in combination with improved life cycle assessment. The traditional steel sheet body is hereby replaced with a short fiber reinforced PE shell structure designed for a novel robomoulding process, and supported by a steel beam structure as an insert in the same production process. This contribution focuses on the various adopted strategies for structural design optimization throughout the design process, from the early conceptual design up to the detailed design and the validation stage. In early design stage, a simplified quasi-2D model is established to optimize the placement of a beam structure under static and vibrational load cases. In this process, a few hundred automatically generated and evaluated beam structures have been considered within an in-house design software tool. In the subsequent, detailed design stage, further FE-based optimization of the structural part is performed starting from a (3D) CAD design for additional lightweighting while retaining structural requirements. In this step, a commercial design optimization tool is adopted. The result is an optimized design with integrated functionalities, a mass reduction of at least 10 % and a corresponding reduction in CO2eq emissions. The optimized design will be realized as a physical prototype.]]></description>
      <pubDate>Tue, 03 Jan 2023 14:20:59 GMT</pubDate>
      <guid>https://trid.trb.org/View/2093202</guid>
    </item>
    <item>
      <title>A multi-stage, multi-faceted approach to addressing 'car dooring' in inner Melbourne</title>
      <link>https://trid.trb.org/View/1302371</link>
      <description><![CDATA[Road Safety Action Group Inner Melbourne (RSAGIM) is a registered group of the Victorian Community Road Safety Partnership Program (VCRSPP). RSAGIM focuses on the safety of vulnerable road users in Inner Melbourne. RSAGIM&rsquo;s members include the local governments of Melbourne, Port Phillip, Yarra and Stonnington. Member councils have a strong commitment to active transport. This paper outlines the work of RSAGIM and its member councils on &lsquo;car dooring&rsquo; - the unexpected opening of car doors into the path of cyclists. RSAGIM is pursuing a staged approach to this cause of serious injury. The first stage was a commissioned report on car dooring which analysed the frequency of car dooring incidents and the characteristics of the locations where they occur in Inner Melbourne. The report also reviewed a range of countermeasures. The second stage is an evaluation and investigation of a non-infrastructure countermeasure VicRoads &lsquo;Look for Bike&rsquo; stickers. The paper also presents early evaluations of countermeasures put in place in member councils to engineer out car dooring.]]></description>
      <pubDate>Tue, 18 Mar 2014 12:08:36 GMT</pubDate>
      <guid>https://trid.trb.org/View/1302371</guid>
    </item>
    <item>
      <title>A PASSIVE SYSTEM OF SAFETY BELTS</title>
      <link>https://trid.trb.org/View/1080009</link>
      <description><![CDATA[THE POSITIONING AND MODE OF OPERATION OF SEVERAL PASSIVE BELT DESIGNS FOR  FRONT SEATS ARE STUDIED AND EVALUATED, AND THE GENERAL FEATURES OF THE BELTS ARE DESCRIBED. WITH THE PREFERRED DESIGN, A THREE-POINT BELT WITH TWO  ENDS SECURED TO THE DOOR, THE SAFETY BELT IS AUTOMATICALLY FITTED TO THE  WEARER. FOR EASE OF EXIT THE OCCUPANT CAN OPERATE THE BELT MANUALLY. COLLISION TESTS SHOW THAT THE BELT ACTS APPROXIMATELY IN THE SAME WAY AS A NORMAL THREE- POINT BELT. DETAILS WHICH ARE IMPORTANT AS REGARDS THE PROTECTIVE ACTION OF THE BELT ARE: REELING DEVICE, ANCHORAGE POINTS, ANGLE OF THE  BELT, SEAT FIXTURE AND SOFTNESS OF THE PADDING. THE DUMMY USED NOWADAYS DOES NOT SIMULATE THE BEHAVIOUR OF A MAN VERY WELL. IN A NORMAL TEST WITH A FIXED OR A PASSIVE THREE-POINT BELT - WITHOUT ANY SPECIAL MEASURES SUCH AS PRE-LOADING OF THE BELT - THE ASSESSMENT NUMBER IS GENERALLY OVER 1000,  EVEN WHEN CALCULATED ACCORDING TO THE NEW FORMULA, EVEN THOUGH ONE OF THE TESTS CONDUCTED GAVE A VALUE SOMEWHAT BELOW A 1000. IF HOWEVER THE BELT FAILS, SO THAT THE HEAD STRIKES THE DASHBOARD OR ANOTHER PART OF THE INTERIOR, THE ASSESSMENT NUMBER IS STILL GENERALLY WELL BELOW 1000. THE NEW FORMULA GIVES AN ASSESSMENT NUMBER WHICH IS APPROXIMATELY 20 PERCENT LOWER THAN THAT PROVIDED BY THE OLD FORMULA. THE NUMBER HOWEVER DOES NOT AGREE WITH REALITY, AND IT HAS BEEN SHOWN THAT WELL-STRAPPED CAR OCCUPANTS DO NOT SUFFER FATAL INJURIES IN ACCIDENTS WHICH OCCUR AT SPEEDS BELOW 100KM/H.]]></description>
      <pubDate>Sun, 21 Nov 2010 17:55:40 GMT</pubDate>
      <guid>https://trid.trb.org/View/1080009</guid>
    </item>
    <item>
      <title>THE NEED FOR CARE DURING THE PARKING OF VEHICLES</title>
      <link>https://trid.trb.org/View/1079886</link>
      <description><![CDATA[VEHICLES WHICH ARE LEFT ON THE ROAD MUST NOT ENDANGER TRAFFIC AND MUST BE  GUARDED AGAINST UNAUTHORIZED USE. THESE REGULATIONS APPEAR IN PARAGRAPH 14 OF THE GERMAN ROAD TRAFFIC CODE. IT IS RECOMMENDED THAT THE HANDBRAKE BE APPLIED, THE CAR BE LEFT IN GEAR AND THE FRONT WHEELS BE TURNED TO THE KERB. TO ENSURE AGAINST UNAUTHORIZED USE OF THE VEHICLES THE FOLLOWING MEASURES ARE RECOMMENDED: LOCKING OF THE IGNITION AND REMOVAL OF THE KEY, APPLICATION OF THE HANDBRAKE, AND CLOSING OF WINDOWS AND DOORS AND LOCKING OF THE CAR.]]></description>
      <pubDate>Sun, 21 Nov 2010 17:52:26 GMT</pubDate>
      <guid>https://trid.trb.org/View/1079886</guid>
    </item>
    <item>
      <title>TRAFFIC SAFETY MEASURES IN CARS, BASED ON THE STUDY OF "INTERIOR SAFETY" CARRIED OUT BY THE HUK-VERBAND</title>
      <link>https://trid.trb.org/View/1079766</link>
      <description><![CDATA[THE AUTHOR STATES THAT MOST ACCIDENTS OCCUR AT SPEEDS OF 60KM PER HOUR OR  LESS AND THAT DIFFERENT AREAS OF THE VEHICLE ARE STRESSED DEPENDING ON THE TYPE OF ACCIDENT. IT IS RECOMMENDED THAT THE FOLLOWING FACTORS BE TAKEN  INTO ACCOUNT DURING THE CONSTRUCTION OF VEHICLES: THE FRONT SHOULD BE AS  FLEXIBLE AS POSSIBLE; THE DOORS SHOULD BE STIFFENED; THERE IS NO NEED FOR STRUCTURAL REINFORCEMENT OF THE BODYWORK; HEADRESTS SHOULD BE PROVIDED TO GIVE PROTECTION AGAINST INJURIES TO THE CERVICAL VERTEBRAE DURING REAR-END COLLISIONS; THE INTERIOR OF THE CAR SHOULD BE MADE AS FLEXIBLE AS POSSIBLE AND BE FREE OF SHARP PROJECTIONS. THE AUTHOR ALSO FEELS THAT THE WEARING OF SAFETY BELTS SHOULD BE ENCOURAGED.]]></description>
      <pubDate>Sun, 21 Nov 2010 17:49:26 GMT</pubDate>
      <guid>https://trid.trb.org/View/1079766</guid>
    </item>
    <item>
      <title>THEFT-PROOF SYSTEM FOR CARS</title>
      <link>https://trid.trb.org/View/1074535</link>
      <description><![CDATA[SEVERAL THEFT-PROOF DEVICES FOR DIESEL AND PETROL-DRIVEN VEHICLES ARE DESCRIBED IN DETAIL.]]></description>
      <pubDate>Sun, 21 Nov 2010 14:38:53 GMT</pubDate>
      <guid>https://trid.trb.org/View/1074535</guid>
    </item>
    <item>
      <title>UNIFORM PROVISIONS FOR THE OFFICIAL APPROVAL OF VEHICLES AS REGARDS THE STRENGTH OF LOCKS AND HINGES OF DOORS. REGULATION NO 11 AND CORRIGENDUM</title>
      <link>https://trid.trb.org/View/1063765</link>
      <description><![CDATA[THESE PROVISIONS APPLY TO THE LOCKS AND HINGES OF SIDE DOORS USED TO ENTER OR LEAVE PRIVATE CARS BY THE CAR OCCUPANTS.]]></description>
      <pubDate>Sun, 21 Nov 2010 08:44:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/1063765</guid>
    </item>
    <item>
      <title>DIRECTIVE OF THE COUNCIL DATED 27TH JULY 1970 CONCERNING THE HARMONIZATION OF THE LEGISLATION OF MEMBER COUNTRIES GOVERNING THE DOORS OF MOTOR VEHICLES AND THEIR TRAILERS (70/387/CEE)</title>
      <link>https://trid.trb.org/View/1063734</link>
      <description><![CDATA[THIS DIRECTIVE GIVES THE SPECIFICATIONS FOR THE CONSTRUCTION AND MOUNTING  OF AND STRENGTH TESTS TO BE CARRIED OUT ON THE LOCKS AND HINGES OF SIDE DOORS USED TO ENTER AND LEAVE PRIVATE VEHICLES.]]></description>
      <pubDate>Sun, 21 Nov 2010 08:43:20 GMT</pubDate>
      <guid>https://trid.trb.org/View/1063734</guid>
    </item>
    <item>
      <title>RELATION BETWEEN ACCELERATION, INTRUSION AND PASSENGER LOAD IN LATERAL COLLISIONS - RESULTS FOUND THROUGH NON SOPHISTICATED SIMULATION MODEL</title>
      <link>https://trid.trb.org/View/1061883</link>
      <description><![CDATA[A ONE-DIMENSIONAL FOUR-BODY MODEL WAS USED FOR STUDYING THE TRENDS OF VARIOUS PARAMETERS DESCRIBING THE ACCELERATION OF PASSENGERS IN A VEHICLE INVOLVED IN A LATERAL COLLISION. THE PASSENGER IS DESCRIBED AS A SINGLE MAN.    THE PARAMETERS ARE VELOCITY, STIFFNESS OF THE EXTERNAL STRUCTURE OF THE  VEHICLE IN COLLISION, HARDNESS OF THE INTERNAL DOOR PADDING, THICKNESS OF DOOR AND DISTANCE BETWEEN THE PASSENGER AND THE INTERNAL LINING OF THE DOOR AT THE MOMENT OF IMPACT.  FOR THE COVERING ABSTRACT OF THE CONFERENCE SEE IRRD NO 307340.]]></description>
      <pubDate>Sun, 21 Nov 2010 07:57:33 GMT</pubDate>
      <guid>https://trid.trb.org/View/1061883</guid>
    </item>
    <item>
      <title>RECONSTRUCTION AND ANALYSIS OF LATERAL COLLISIONS</title>
      <link>https://trid.trb.org/View/1061879</link>
      <description><![CDATA[IN SWITZERLAND IN 1976 A ONE YEAR COMPREHENSIVE STUDY WAS UNDERTAKEN INTO  SEVERE AND FATAL ACCIDENTS TO PASSENGERS WEARING SAFETY BELTS.  THIS PROGRAMME OF STUDY INVOLVED 304 ACCIDENTS AND 410 PEOPLE.  THIS REPORT STUDIES CERTAIN ASPECTS OF LATERAL COLLISIONS IN RELATION TO DATA DERIVED FROM A  FIELD STUDY.  IN GENERAL, BOTH THE "ISS" FOR PASSENGERS ON THE COLLISION  SIDE OF THE VEHICLE AND FOR THOSE ON THE OTHER SIDE WITH AN INCREASING DELTA V, SHOWED A SIGNIFICANT INCREASING TENDENCY, WHILE THE MASS RELATION OF A VEHICLE INVOLVED IN AN ACCIDENT DISPLAYS A LESS NOTICEABLE EFFECT.  A  MATHEMATICAL SIMULATION ANALYSIS IS MADE OF THE INFLUENCES OF PENETRATION AND OF THE LATERAL DISTANCE OF THE PASSENGER FROM THE IMPACT DOOR ON THE  SHOULDER FORCE REACTIONS.  FOR THE COVERING ABSTRACT OF THE CONFERENCE SEE IRRD NO 307340.]]></description>
      <pubDate>Sun, 21 Nov 2010 07:57:27 GMT</pubDate>
      <guid>https://trid.trb.org/View/1061879</guid>
    </item>
    <item>
      <title>DETERMINATION OF NOISE AND FORCES WHICH OCCUR WHEN VEHICLE DOORS ARE CLOSED AND EVALUATION OF THE ARRESTING OF DOORS IN AN OPEN POSITION</title>
      <link>https://trid.trb.org/View/1061369</link>
      <description><![CDATA[BY MEASURING CLOSING DECELERATION AND CALCULATING THE IMPULSE-NOISE LEVELS OCCURRING DURING THE CLOSING OF VEHICLE DOORS, IT WAS POSSIBLE TO DETERMINE THE STATE OF TECHNOLOGY IN THIS RESPECT.  FOR FURTHER ASSESSMENT OF INDIVIDUAL LOCKING SYSTEMS, THEIR RESPECTIVE CLOSING NOISES WERE SUBJECTED TO A FREQUENCY ANALYSIS AND EXAMINED IN RELATION TO BACKGROUND NOISE.  THOSE EXPERIMENTS INDICATED THAT ALL SIMILAR DOOR LOCK TYPES COULD BE DESCRIBED AS CONTRIBUTING TO NOISE NUISANCE TO A GREATER OR LESSER DEGREE.  ALL DOOR LOCK NOISES WERE EXAMINED IN RELATION TO BACKGROUND NOISE.  STATIC FORCE IS OFTEN INSUFFICIENT TO SHUT DOORS, I.E. THE DOORS MUST BE SLAMMED. THE  FORCE NECESSARY FOR OVERCOMING DOORS HELD OPEN IS USUALLY GREATER IN NEW  VEHICLES THAN IN OLDER CARS.]]></description>
      <pubDate>Sun, 21 Nov 2010 07:44:54 GMT</pubDate>
      <guid>https://trid.trb.org/View/1061369</guid>
    </item>
    <item>
      <title>MOTOR VEHICLES: OFFICIAL APPROVAL</title>
      <link>https://trid.trb.org/View/1059890</link>
      <description><![CDATA[THE GENERAL PROVISION NO 9489 OUTLINES THE GENEVA AGREEMENT OF 20TH MARCH  1958 RELATING TO THE ADOPTION OF UNIFORM CONDITIONS OF OFFICIAL APPROVAL  AND RECIPROCAL ACCEPTANCE OF COMPONENTS OF MOTOR VEHICLES.  REGULATION NO 11 RELATES TO UNIFORM SPECIFICATIONS FOR THE OFFICIAL APPROVAL OF VEHICLES FROM THE POINT OF VIEW OF THE STRENGTH OF THE LOCKS AND HINGES OF SIDE DOORS USED FOR THE ENTRY AND EXIT OF VEHICLE OCCUPANTS (CARS).  FROM 1ST JANUARY 1976, IT WILL ALSO APPLY TO THE SIDE DOORS OF COMMERCIAL VEHICLES.]]></description>
      <pubDate>Sun, 21 Nov 2010 06:51:01 GMT</pubDate>
      <guid>https://trid.trb.org/View/1059890</guid>
    </item>
    <item>
      <title>EARTHMOVING MACHINERY - ACCESS SYSTEMS - SECOND EDITION</title>
      <link>https://trid.trb.org/View/1058285</link>
      <description><![CDATA[THIS INTERNATIONAL STANDARD SPECIFIES CRITERIA FOR LADDERS, WALKWAYS AND PLATFORMS, FOR GUARD RAILS, HAND RAILS AND ACCESS OPENINGS TO OPERATING PLATFORMS, AS A FUNCTION OF THE ASSISTANCE WHICH THEY PROVIDE TO THE DRIVERS  AND SERVICE PERSONNEL IN PROVIDING SAFE WORKING CONDITIONS ON THE VEHICLE.  IT DOES NOT APPLY TO FLOORS OF OPERATING PLATFORMS.]]></description>
      <pubDate>Sun, 21 Nov 2010 06:13:22 GMT</pubDate>
      <guid>https://trid.trb.org/View/1058285</guid>
    </item>
    <item>
      <title>THE FUNCTION OF A TESTING ESTABLISHMENT FOR PASSIVE SAFETY AT THE PRAGUE RESEARCH INSTITUTE FOR ROAD VEHICLES (UVMV)</title>
      <link>https://trid.trb.org/View/1053851</link>
      <description><![CDATA[TESTS FOR PASSIVE SAFETY FOLLOW THE REGULATIONS PUBLISHED BY THE ECE SO THAT RESULTS FROM ALL EUROPEAN APPROVAL TESTING ESTABLISHMENTS ARE COMPARABLE.  THOSE FACTORS ESPECIALLY TESTED ARE: THE SOUNDNESS OF DOOR LOCKS AND HINGES, ELASTIC- AND PLASTIC DEFORMATION OF THE STEERING WHEEL AND COLUMN UNDER FRONTAL IMPACT, THE REACTIVE ABILITY OF ANCHORAGE POINTS IN SYSTEMS FOR RETAINING PERSONS IN POSITION (FOR EXAMPLE SAFETY BELTS), THE SEATS AND THEIR FIXING DETAILS, HEAD SUPPORTS AND OTHER INTERNAL COMPONENTS.  FURTHER, THE BEHAVIOUR OF A VEHICLE IS INVESTIGATED WHEN SOMERSAULTING AND UNDER CONDITIONS OF REAR AND SIDE IMPACT.  THE REPORT ATTEMPTS TO SHOW THE PROBLEMS WITH DIFFERENT TESTS FOR PASSIVE SAFETY WHICH ARE MAINLY CLOSELY CONNECTED WITH THE SOUNDNESS CRITERIA OF THE VEHICLE CONSTRUCTION.  THESE PROBLEMS ARE ALSO CONNECTED WITH THE COMPLEX OF PHYSIOLOGICAL CONDITIONS, THAT IS THE DANGER TO LIFE AND HEALTH OF THE VEHICLE OCCUPANTS. CONDITIONS MUST BE CREATED SO THAT THE HUMAN BODY CAN WITHSTAND SUDDEN OVERLOADING AND  CAN ENDURE THE PERIOD IN A DEFORMED VEHICLE CELL REMAINING ALIVE WITH AS  FEW INJURIES AS POSSIBLE.]]></description>
      <pubDate>Sun, 21 Nov 2010 03:38:09 GMT</pubDate>
      <guid>https://trid.trb.org/View/1053851</guid>
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