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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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      <title>NEED FOR AND EFFECTS OF A CURB PARKING MANAGEMENT SYSTEM IN DOWNTOWN AREAS</title>
      <link>https://trid.trb.org/View/574566</link>
      <description><![CDATA[Many Asian countries differ from Europe and America in that these countries basically prohibit curb parking in downtown areas for whatever purposes, including loading and unloading. This is due to various circumstances, including the fact that the number of automobiles has increased much faster than construction of roads, and walking and mass transportation have been major means of transportation.  However, in many of these countries, urban economics and social functions work smoothly by overlooking illegalities with regard to such prohibitions. Therefore, a practical, efficient curb parking management system is strongly needed.  This study focuses on systematizing the street parking function for an intelligent transportation system, and aims to demonstrate the need for and effects of efficient operation of curb parking in Japan using an electronic toll and traffic management system.  This study consists of: 1) the detailed analysis of such factors as traffic purposes, types of automobiles and duration for curb parking and 2) a proposal for an electronic toll and traffic management system and its effects on the efficient operation of curb parking.  The results of this study demonstrate the effectiveness of the commercial vehicle operation system for improving the street parking function and possibility to apply an electronic toll and traffic management system to broader fields of transportation, both of which are important subjects for the intelligent transportation system.]]></description>
      <pubDate>Mon, 22 Sep 1997 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/574566</guid>
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      <title>AIRBAG EXPLOSION</title>
      <link>https://trid.trb.org/View/461955</link>
      <description><![CDATA[Before the end of this century, most major automakers will be offering cars equipped with side-impact airbags.  Ten percent of all serious injuries from accidents are from side impacts, and 30% of all accidents are side-impact collisions.  Side-impact airbags are intended to provide increased protection to an occupant's upper torso and head during a side impact.  Carbuyers are eager to pay for the extra protection, especially in the luxury and near-luxury categories.  Volvo was the first to introduce side airbags in its 1995 850 models and now includes side airbags as standard equipment in all cars it sells in North America.  The design of side airbags is infinitely more difficult than front airbags.  They must begin deploying in only 5 or 6 milliseconds.  They must be either seatback-mounted with mechanical sensors or door-mounted with electronic sensors. Information is provided in this article on which automakers are installing side-impact airbags or plan to do so in the near future.]]></description>
      <pubDate>Wed, 29 May 1996 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/461955</guid>
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      <title>INJURY AND COLLISION LOSS EXPERIENCE BY MAKE AND MODEL, SEPTEMBER 1992</title>
      <link>https://trid.trb.org/View/368499</link>
      <description><![CDATA[The table in this brochure summarizes the recent insurance injury and collision loss experience of passenger cars.  Results are based on the loss experience of 1989-91 cars.  Results for cars newly introduced or redesigned during these model years are based on the most recent years for which the designs were unchanged (either 1990-91 or 1991 only, as appropriate).  The results are grouped according to five car body styles -- station wagons and passenger vans, four-door models, two-door models, luxury models, and sports models.  Within these groups, cars are listed according to size -- large, midsize, and small.]]></description>
      <pubDate>Mon, 01 Mar 1993 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/368499</guid>
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      <title>SIDE IMPACT TESTS OF A FULL-SIZE AND A MINI-SIZE VEHICLE INTO A BREAKAWAY LUMINAIRE SUPPORT. FINAL REPORT</title>
      <link>https://trid.trb.org/View/357124</link>
      <description><![CDATA[This report contains the results of side crash tests performed using a 1988 Ford Taurus and a 1988 Honda Civic into a three bolt slip base type breakaway luminaire support.  These tests were performed at the Federal Outdoor Impact Laboratory located in McLean, Virginia.  The automobiles impacted the luminaire supports at 30 mi/h (13.41 m/s) at a location on the vehicle that aligned with the side impact dummy's pelvis when the seat was in the midtrack position.  Analysis of the data indicates that when impacted from the side into a breakaway luminaire support, the driver of the Ford Taurus would have a greater probability of thoracic injuries than would the driver of the smaller Honda Civic.]]></description>
      <pubDate>Sat, 30 Nov 1991 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/357124</guid>
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      <title>INSURANCE COLLISION REPORT. INITIAL RESULTS FOR 1991 AUTOMOBILES</title>
      <link>https://trid.trb.org/View/356461</link>
      <description><![CDATA[This booklet presents detailed collision coverage loss results for 1991 passenger cars during their initial exposure period -- January 1990 through February 1991. Aggregated results are presented for all 1991 passenger cars combined and by body style within car size group (small, midsize, and large). Results are also presented for each individual series with at least 1,000 insured vehicle years of exposure. Fifty-two series, out of a total of more than 300 contained in the Highway Loss Data Institute (HLDI) data base for 1991 models, had accumulated sufficient exposure to meet the reporting threshold. Some 1991 models were introduced in the first half of calendar year 1990 (e.g., Chevrolet Caprice in January), whie most were introduced in the fall. Results for additional vehicle series will reported subsequently as more exposure is accumulated.]]></description>
      <pubDate>Sat, 31 Aug 1991 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/356461</guid>
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    <item>
      <title>COMPUTING FATALITY RATES BY MAKE AND SERIES OF PASSENGER CARS</title>
      <link>https://trid.trb.org/View/303542</link>
      <description><![CDATA[This document describes the methods used to compute occupant fatality rates by make and series of passenger car.  The computed rates summarize the motor vehicle occupant fatality experience of passenger cars in the United States and are derived from the U.S. Department of Transportation's Fatal Accident Reporting System (FARS) data and R.L. Polk and Company vehicle registration data.  Each computed rate is typically based on three recent model years and reflects occupant fatalities and vehicle registration in three calendar years.  A method for computing predicted occupant fatality rates from wheelbase length, the proportion of occupant deaths in cars with drivers under age 30, and the proportion of occupant deaths in cars with male drivers is also presented.  The difference between the predicted and actual fatality rates indicates the extent to which factors other than car size, proportion of youthful operators, and proportion of male operators contribute to the fatality experience of particular makes and series.]]></description>
      <pubDate>Wed, 28 Feb 1990 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/303542</guid>
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    <item>
      <title>1984 REPORT ON BUMPERS</title>
      <link>https://trid.trb.org/View/265908</link>
      <description><![CDATA[This publication reviews the requirements of the federal bumper standards that prompted dramatic improvements in bumper performance during the 1970s. It discusses the recent returns to obsolete bumper technology since the federal standard was weakened. And it includes a rundown of the bumper protection levels offered by the automobile manufacturers on their 1984 model cars.]]></description>
      <pubDate>Sat, 30 Nov 1985 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/265908</guid>
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      <title>A SPECIAL ISSUE: SMALL-CAR DEATHS, INJURIES WORST; MODELS VARY GREATLY</title>
      <link>https://trid.trb.org/View/194330</link>
      <description><![CDATA[A year ago, the Insurance Institute for Highway Safety published new information showing extremely high occupant death and injury rates in small cars. (See Status Report, Vol. 17, No. 1, Jan. 5, 1982.) The report noted that deaths per registered vehicle in the smallest cars on the road are twice as high as in the largest cars. No matter what kind of crash, the number of deaths per registered small cars do even worse than others. As a group, Japanese-made cars were found to have even higher death and injury rates than cars of comparable size in the United States. At recent hearings held by the U.S. House of Representatives Committee on Science and Technology, Subcommittees on Transportation, Aviation, and Materials, and Investigations and Oversight, the statement of William Haddon, Jr., M.D., the Institute's president, provided a comprehensive review of the organization's research findings on small car hazards. (See Status Report, Vol. 17, No. 19, Dec. 6, 1982.) The text of Dr. Haddon's statement comprises this special issue of Status Report.]]></description>
      <pubDate>Thu, 30 Jun 1983 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/194330</guid>
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      <title>WILL YOUR CAR BE STOLEN?</title>
      <link>https://trid.trb.org/View/194340</link>
      <description><![CDATA[Two research organizations, the All-Industry Research Advisory Council (AIRAC) and the Highway Loss Data Institute (HLDI) have studied recent car theft trends, and have come up with valuable data explaining and summarizing many facets of this serious crime. Additionally, General Motors and several automotive insurance companies have compiled a "Summary of the Automotive Theft Survey. This article reviews the findings of these research projects and gives advice on anti-theft devices.]]></description>
      <pubDate>Thu, 30 Jun 1983 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/194340</guid>
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    <item>
      <title>ANALYSIS OF THE EFFECTS OF GASOLINE PRICE AND VEHICLE DESIGN ATTRIBUTES ON CONSUMER CHOICE OF MOTOR VEHICLES</title>
      <link>https://trid.trb.org/View/184002</link>
      <description><![CDATA[Forecasts are presented of U.S. household vehicle purchases and holdings over the 1978-1985 period covered by Title V fuel economy standards. The forecasts are based on an econometric model explaining the composition by make, model, and year of individual household vehicle ownership, and on a Feb 1976 national random sampling of households. Two models are presented: one of vehicle composition in one-vehicle households, and the other in multiple-vehicle households. These models are incorporated, along with empirically estimated models explaining household vehicle ownership level and scrappage decisions, in a nationwide aggregate forecasting package. Population behavior has been derived by simulating the vehicle type choices of each sampled household and aggregating the results, scaled by a sampling weight. Vehicle purchase patterns through 1985 are based on an assumed schedule of vehicle design changes and alternative fuel price scenarios.]]></description>
      <pubDate>Mon, 28 Feb 1983 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/184002</guid>
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      <title>ARE AUTOMAKERS LISTENING TO THE OLDER DRIVER?</title>
      <link>https://trid.trb.org/View/186595</link>
      <description><![CDATA[Cars are being resized, reshaped, and practically reinvented as they are getting smaller. These cars are fine for young drivers, but older drivers have special needs and problems. Up to now, cars had to be universal and for everybody, old and young. But now, interest in older drivers is growing and Detroit and the other centers are finding out more about how older people enter and leave their cars, and how they drive. 50 PLUS proposes to be the intermediary between the older drivers and Detroit and to test cars in real-life conditions and interview drivers. In this article, the Pontiac J-2000, the Honda Accord and the Ford Escort Wagon are tested. Two inserts are included: " Should you believe the EPA mileage ratings", and "What America's 50-Plus Drivers Want in a Car."]]></description>
      <pubDate>Tue, 30 Nov 1982 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/186595</guid>
    </item>
    <item>
      <title>METHODOLOGY FOR MAKE/MODEL FATALITY ANALYSIS</title>
      <link>https://trid.trb.org/View/179170</link>
      <description><![CDATA[A report is presented on the relative damageability, crashworthiness, and ease of diagnosis and repair of passenger cars for sale in the United States. The report reviews the conceptual background of the problem, describes the analytical methodology developed, presents a tabulation and discussion of illustrative results, and describes near-future plans to upgrade the implementation of the methodology. It is concluded that the Fatal Accident Reporting System (FARS) can be combined with exposure measurements to permit comparisons of fatal involvement experience for specific makes/models. The illustrative results obtained to date suggest that the fatal involvement rate increases as car size decreases. A thorough make/model analysis of the fatality and fatal involvement experience of 1976 and newer model cars as recorded in the FARS files is recommended, with an annual update. Also recommended are studies on improving data sources for improved exposure measurement, and improving analytic methodology. Extension of make/model investigations to include injury experience is suggested for the long term.]]></description>
      <pubDate>Tue, 30 Nov 1982 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/179170</guid>
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    <item>
      <title>INSURANCE LOSSES, THEFT COVERAGES. PASSENGER CARS, VANS, PICKUPS, AND UTILITY VEHICLES. RESEARCH REPORT</title>
      <link>https://trid.trb.org/View/178813</link>
      <description><![CDATA[This Highway Loss Data Institute report describes variations in both the frequency and size of insurance theft losses involving 1979, 1980, and 1981 model year passenger cars, vans, pickups, and utility vehicles. The principal findings for passenger cars are:  (1) There were huge variations in the theft loss experience of different cars. The car with the worst experience had theft losses that were more than 400 times greater than the losses for the car with the best results; (2) Among the individual series summarized, the Chevrolet Corvette had the worst theft loss experience in all three model years. The 1981 two-door Plymouth Horizon and four-door Pontiac Phoenix had the best results; (3) There were large differences in theft results even among cars of similar size and body style. For example, relative average loss payments per insured vehicle year ranged from 16 to 197 for 1979 intermediate size four-door models; (4) Sports and specialty models had the worst theft losses. For 1981 models, they accounted for only 15 percent of the exposure but 51 percent of the total dollars paid out; (5) Station wagons had the lowest  theft losses. Generally, larger cars had higher theft losses than similarly styled smaller cars; (6) Average theft claim sizes ranged from less than $200 to over $4,000 for 1981 models; (7) The theft loss results were consistent from one model year to another; (8) Decreases in theft claim frequencies for the more recent model years were more than offset by increases of over 30 percent in average loss payments per claim for each successive model year; (9) Claim frequencies declined for each successive year the 1979 models were in use, but did not for 1980 models; and (10) The frequency of theft claims involving large cars declined sharply between 1979 and 1980 models. The principal findings for vans, pickups, and utility vehicles are: (1) Vans, standard pickups, and small and intermediate-sized utility vehicles all had higher theft losses than cars of the same model year; (2) The Ford Bronco had the highest average loss payment per claim and highest average loss payment per insured vehicle year for 1979 and 1980 models; (3) The Jeep CJ-5 had the highest frequency of theft claims for 1979 and 1980 models; and (4) The Plymouth Arrow pickup had the lowest average payment per insured vehicle year for 1979 and 1980 models.]]></description>
      <pubDate>Sat, 30 Oct 1982 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/178813</guid>
    </item>
    <item>
      <title>THE SHAPE OF CARS TO COME</title>
      <link>https://trid.trb.org/View/181868</link>
      <description><![CDATA[Now that GM, Ford and Chrysler have pretty well caught up with the rest of the auto world in such matters as down-sizing, weight-shaving, front-wheel drive and assembly by robots, the emerging competition is in what used to be called styling, and is now called design and the source of this design renewal is America. This article reviews the evolution of the automobile industry, both domestic and foreign and gives an idea of what the car of tomorrow will look like.]]></description>
      <pubDate>Thu, 30 Sep 1982 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/181868</guid>
    </item>
    <item>
      <title>HOW SAFE IS YOUR CAR?</title>
      <link>https://trid.trb.org/View/181443</link>
      <description><![CDATA[This report is based on real world data which includes the actual claims experience of 10 major insurance companies that insure about half of the private passenger vehicles in the United States. Results show that small cars are twice as likely as large cars to be involved in fatal single vehicle crashes and small American-built cars are safer than their Japanese-made counterparts (13 of the 17 cars with the worst injury loss experience are made in Japan). One of the reasons cited is that small cars are not designed and engineered with the special problems of smaller size, lighter weight and lower profile in mind. Conserving lives and reducing injuries while maintaining energy efficiency means making cars as lightweight as practical, while providing enough crash-absorbing outer structures and occupant compartment protection to assure maximum injury reduction in crashes. This article includes exhibits on the 1978-80 models with the best and the worst insurance injury claim experience, death per 100,000 registered cars by car size and crash type, relative injury claim frequencies by car size, comparisons of 1980 death rates by crash type (Japanese versus domestic small subcompacts), and relative injury claim frequencies small cars, 1978-1980 models. An insert considers improvements: manual belts, automatic belts, air bags non-lacerating windshields, child restraints and crashworthiness.]]></description>
      <pubDate>Mon, 30 Aug 1982 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/181443</guid>
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