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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>
    <image>
      <title>Transport Research International Documentation (TRID)</title>
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      <link>https://trid.trb.org/</link>
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    <item>
      <title>Downstream Anchoring Requirements for the Midwest Guardrail System</title>
      <link>https://trid.trb.org/View/1602511</link>
      <description><![CDATA[Most state Departments of Transportation use simple adaptations of crashworthy guardrail end terminals as downstream anchorage systems, which typically include breakaway posts and an anchor cable. The safety performance of these downstream anchorage systems, when struck in reverse-direction impacts, is not well-known. A research study was proposed to analyze and crash test one trailing-end anchorage system involving a modified Breakaway Cable Terminal (BCT) terminal to the Midwest Guardrail System (MGS) guardrail. Bogie component tests were used to validate computer simulation models of the downstream end anchorage. Crash simulations with vehicles similar to the 2270P pickup truck and 1100C small car identified in the Manual for Assessing Safety Hardware (MASH) were used to determine (1) an effective critical impact point (CIP) of the downstream system at the end of the length of need (LON) and (2) the location which maximizes the instability, snag, and wedging potential of a small car beneath the anchor cable. The end of the LON was defined as a downstream CIP at which the terminal would no longer redirect an errant vehicle but instead gate and permit the vehicle to encroach behind the system. Two crash tests were conducted. A 5,172 lb (2,346 kg), 2270P pickup impacted the 6th post from the downstream trailing anchorage at 63.0 mph (101.4 km/h) and 26.4 deg, which caused the terminal to gate, and the vehicle proceeded behind the system. A second test, consisting of a 2,619 lb (1,188 kg) 1100C small car impacting the system 4 in. (102 mm) upstream of the 3rd post from the downstream trailing anchor at 62.0 mph (99.8 km/h) and 25.5 deg, resulted in acceptable redirection. Based on these crash tests and the simulations, recommended guidelines were provided for shielding obstacles behind the downstream anchorage of an MGS guardrail.]]></description>
      <pubDate>Fri, 17 May 2019 12:08:02 GMT</pubDate>
      <guid>https://trid.trb.org/View/1602511</guid>
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    <item>
      <title>IN-SERVICE PERFORMANCE OF GUARDRAIL TERMINALS IN WASHINGTON STATE</title>
      <link>https://trid.trb.org/View/740337</link>
      <description><![CDATA[This research study was conducted to evaluate the in-service performance of existing guardrail end treatments and unrestrained precast concrete barrier in Washington State.  For a selected area of the state highway system over a one-year period, local area maintenance personnel were tasked to document incidents, including extent of damage and repair costs, into a database using NCHRP Project 22-13 methodology.  Additional information (e.g., accident severity) from police reports was gathered from the incidents and added to the database.  The installation characteristics measured for Breakaway Cable Terminals (BCT) and Slotted Rail Terminals (SRT), along with the related crash data for these devices, showed overall acceptable performance when struck.  Review of the incident severities, together with the displacement and damage data on struck barriers in the study area, revealed no significant difference in BCT and SRT performance.  The installation, damage, and displacement characteristics examined on struck concrete barrier showed that the pin and loop connections were holding well in incidents and the barrier displacements during incidents were within the Washington State Department of Transportation design specification for such systems.]]></description>
      <pubDate>Fri, 17 Sep 2004 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/740337</guid>
    </item>
    <item>
      <title>GUARDRAIL AND GUARDRAIL TERMINALS INSTALLED OVER CURBS</title>
      <link>https://trid.trb.org/View/653446</link>
      <description><![CDATA[A barrier system was developed for installation where W-beam is placed over curbs.  The guardrail design was constructed with a 2.66-mm (12-gauge) thick W-beam rail totaling 53.34 m in length. The W-beam rail was supported by twenty-five W150 x 13.5 steel posts, each measuring 1,830 mm long, and four standard BCT posts, each measuring 1,080 mm long.  Post spacings were 1,905 mm on center.  The concrete curb was a type "G" curb that measured 203 mm wide x 102 mm high x 19.05 m long.  The research study included full-scale vehicle crash testing and live-driver curb testing, using a 2000-kg pickup truck.  The full-scale test, impacting at a speed of 103.2 km/hr and an angle of 24.5 deg, was unsuccessful because the barrier system failed at the splice at post no. 12.  The three live-driver curb tests, impacting at a speed of either 64 km/hr or 100 km/hr and an angle of 25 deg, helped to determine the curb, tire, and suspension interaction to use in future simulation work.  The safety performance of the long-span barrier system was determined to be unacceptable according to the Test Level 3 (TL-3) evaluation criteria specified in NCHRP Report No. 350, "Recommended Procedures for the Safety Performance Evaluation of Highway Features."]]></description>
      <pubDate>Thu, 18 May 2000 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/653446</guid>
    </item>
    <item>
      <title>STRUCTURAL MODIFICATIONS OF EXISTING BCT GUARDRAIL TERMINALS. EXECUTIVE SUMMARY</title>
      <link>https://trid.trb.org/View/637056</link>
      <description><![CDATA[Subsequent to a series of crash test failures during evaluations performed by the Federal Highway Administration, Breakaway Cable Terminal (BCT) replacement and BCT design retrofit are two options currently being studied by the Florida Department of Transportation.  The advanced computational mechanics computer code, LS-DYNA, is employed in the investigation of BCT design problems.  Several design flaws in the BCT are identified with data created by a computer analysis of prescribed impact scenarios.  In addition to severe vehicle damage, vehicular impact induces a fatal rate of deceleration and uncontrolled vehicle trajectory.  Analysis of both LS-DYNA data and actual crash test data led to the conclusion that the terminal is initially too rigid, and fails to control vehicle kinetic energy dissipation.  The objective of the project is to soften the terminal by strategically weakening the rail with structural modifications that may be applied to existing terminals to ensure steady, controlled dissipation of impact energy.  This executive summary summarizes the project results in the following sections:  Existing BCT Design Problems; Evaluation of Potential Modifications; Endon Impact with 2000P FEM; and Tensile Strength of Weakened Rail.]]></description>
      <pubDate>Fri, 25 Feb 2000 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/637056</guid>
    </item>
    <item>
      <title>STRUCTURAL MODIFICATIONS OF EXISTING BCT GUARDRAIL TERMINALS</title>
      <link>https://trid.trb.org/View/637057</link>
      <description><![CDATA[Subsequent to a series of crash test failures during evaluations performed by the Federal Highway Administration, Breakaway Cable Terminal (BCT) replacement and BCT design retrofit are two options currently being studied by the Florida Department of Transportation.  The advanced computational mechanics computer code, LS-DYNA, is employed in the investigation of BCT design problems.  Several design flaws in the BCT are identified with data created by a computer analysis of prescribed impact scenarios.  In addition to severe vehicle damage, vehicular impact induces a fatal rate of deceleration and uncontrolled vehicle trajectory.  Analysis of both LS-DYNA data and actual crash test data led to the conclusion that the terminal is initially too rigid, and fails to control vehicle kinetic energy dissipation.  The objective of the project is to soften the terminal by strategically weakening the rail with structural modifications that may be applied to existing terminals to ensure steady, controlled dissipation of impact energy.]]></description>
      <pubDate>Fri, 25 Feb 2000 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/637057</guid>
    </item>
    <item>
      <title>DEVELOPMENT OF A 7.62-M LONG SPAN GUARDRAIL SYSTEM</title>
      <link>https://trid.trb.org/View/488347</link>
      <description><![CDATA[A 7.62-m long span guardrail system was developed for use over low-fill culverts.  The long span design was constructed with two 2.66-mm (12-gauge) thick nested W-beam rails totaling 30.48 m in length.  The nested W-beam rail was supported by sixteen W150x13.5 steel posts and six standard CRT posts, each measuring 1,830-mm long.  Post spacings were 1,905-mm on center except for the 7.62-m spacing between the two CRT posts surrounding the unsupported span.  The research study included computer simulation modeling with BARRIER VII and full-scale vehicle crash testing, using 1,999-kg pickup trucks.  The first test, impacting at a speed of 101.3 km/hr and an angle of 25.4 degrees, was unsuccessful because the barrier system failed at the simulated Breakaway Cable Terminal (BCT) anchorage end. Consequently, the long-span barrier system was modified to include additional guardrail posts and new BCT anchorage hardware.  The second test, impacting at a speed of 102.7 km/hr and an angle of 24.5 degrees, was unsuccessful due to vehicle rollover.  The safety performance of the long-span barrier system was determined to be unacceptable according the Test Level 3 (TL-3) evaluation criteria specified in NCHRP Report No. 350, "Recommended Procedures for the Safety Performance Evaluation of Highway Features" (1993).]]></description>
      <pubDate>Thu, 28 Oct 1999 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/488347</guid>
    </item>
    <item>
      <title>FINITE-ELEMENT MODELING OF GUARDRAIL TIMBER POSTS AND THE POST-SOIL INTERACTION</title>
      <link>https://trid.trb.org/View/541996</link>
      <description><![CDATA[The performance of many guardrail terminal systems is dependent on the strength of timber guardrail posts and soil conditions. Accurately simulating the breakaway characteristics of guardrail posts mounted in soils is an important issue concerning researchers in the roadside safety community.  Finite-element analysis is one method that can be used to evaluate roadside hardware designs, but good simulations are contingent on developing accurate models of the components.  A description is provided of the development of a model of a breakaway timber post and soil system used in the breakaway cable terminal (BCT) and the modified eccentric loader terminal (MELT).  The model is described and simulation results are compared with data from physical tests of BCT/MELT posts.]]></description>
      <pubDate>Wed, 16 Dec 1998 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/541996</guid>
    </item>
    <item>
      <title>CRASH TEST OF A BCT TERMINAL WITH A FORD FESTIVA: FOIL TEST NUMBER 94F016</title>
      <link>https://trid.trb.org/View/472789</link>
      <description><![CDATA[This report contains the test procedures, test setup, and test results from a one vehicle crash test conducted at the Federal Outdoor Impact Laboratory (FOIL) located at the Turner-Fairbank Highway Research Center (TFHRC) in McLean, Virginia.  The crash test was set up and conducted in accordance with the National Cooperative Highway Research Program (NCHRP) Report Number 350, test designation 3-30.  The test conducted involved the breakaway cable terminal (BCT) and a Ford Festiva traveling at 100 km/h.  In addition to the instrumentation outlined in NCHRP Report 350, several transducers were added to provide computer simulation engineers with data from certain vehicle components. The component transducers were affixed to the vehicle in accordance with Federal Motor Vehicle Safety Standard (FMVSS) 208.  The results from this test showed a marginal level of safety performance and provided data to the computer simulation engineers to aid in the development and validation of the BCT finite element model (FEM).]]></description>
      <pubDate>Fri, 27 Feb 1998 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/472789</guid>
    </item>
    <item>
      <title>FHWA VEHICLE CRASH ANALYSIS CONFERENCE PROCEEDINGS</title>
      <link>https://trid.trb.org/View/479069</link>
      <description><![CDATA[The Turner Fairbank Highway Research Center (TFHRC), as part of an ongoing effort to improve the modeling of vehicular collisions with roadside safety hardware, sponsored university research on finite element (FE) modeling of vehicle impact with a variety of safety structures.  To culminate these efforts, a conference was held July 8-9, 1996, to allow the authors to present their findings and to discuss the use of DYNA3D, the FE code of choice for analyzing vehicle impacts.  The proceedings are a compilation of the following seven university research papers commissioned for this study:  Development and Evaluation of a C-1500 Pickup Truck Model for Roadside Hardware Impact Simulation, A.K. Zaouk, N.E. Bedewi, C-D Kan, and D. Marzougui; A Finite Element Model of the Modified Eccentric Loader Breakaway Cable Terminal (MELT), M.H. Ray and G.S. Patzner; Finite Element Modeling of Vehicular Collision with Transformer Base Luminaire Support, T. Munz, and K. Willam; Finite Element Simulation of Vehicle Impact Against a Modified Thrie-Beam Guardrail, C.A. Plaxico, R.M. Hackett, and W. Uddin; Simulation of Four Roadside Safety Applications, J.D. Reid; Finite Element Analysis of a Slip-Base Luminaire Support, A.Y. Abu-Odeh, R.P. Bligh, and H.E. Ross, Jr.; and Impact Simulation of the 820C Vehicle with the G2 Guardrail, B.F. Hendricks, O.S. Martin, and J.W. Wekezer.  Each commissioned university study applied the DYNA3D code to model vehicle impact with a different roadside safety structure, comparing these results with results of an actual crash test to validate the model's behavior.  FE modeling scenarios included vehicle impact of a modified thrie-beam guardrail, development and evaluation of a C-1500 pickup truck model for roadside hardware impact simulation, and FE analysis of a slip-base luminaire support.  Results are generally promising and of interest to those working in the roadside safety arena and to any others using the DYNA3D code.]]></description>
      <pubDate>Fri, 16 May 1997 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/479069</guid>
    </item>
    <item>
      <title>LOW PROFILE VEHICLE CRASH TESTS WITH GUARDRAIL TERMINALS. FOIL TEST NUMBERS: 92F007 AND 92F008</title>
      <link>https://trid.trb.org/View/454468</link>
      <description><![CDATA[This report contains the results of two crash tests.  The crash tests involved 1985 Mazda RX7s and guardrail terminal ends.  Two terminal ends were tested, one Breakaway Cable Terminal and one Eccentric Loader Breakaway Cable Terminal.  The test speed for both tests was 60 mi/h (26.8 m/s).  The tests were performed at the Federal Outdoor Impact Laboratory (FOIL) located in McLean, Virginia.  Damage to the test vehicles and test articles was severe.  The guardrail road up the hood and penetrated the occupant compartment.]]></description>
      <pubDate>Fri, 05 Apr 1996 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/454468</guid>
    </item>
    <item>
      <title>PENDULUM TESTING OF BCT WOOD POSTS. FOIL TESTS: 91P039 THROUGH 91P045</title>
      <link>https://trid.trb.org/View/454465</link>
      <description><![CDATA[In the summer of 1991, a research project was conducted at the Federal Outdoor Impact Laboratory (FOIL) in McLean, Virginia, to investigate vehicle side impacts with guardrail terminal ends. Four terminal end designs were tested using 1985 Honda Civics. The four designs were a standard breakaway cable terminal (BCT), an eccentric loader terminal, a modified eccentric loader terminal (MELT), and a MELT for side impact.  The first three designs were tested and the terminals did not function as anticipated.  The lead posts of the terminal did not break away. A study was conducted to investigate the breakaway performance of the lead wood post.  The wood post performance testing was conducted at the FOIL using the facility's 1850-lb (839-kg) pendulum.  These tests were conducted on both used and new wood posts at 20 mi/h (32 km/h).  This report documents the results of seven 20-mi/h (32-km/h) pendulum tests to measure the breakaway force required to break away a BCT post.  Tests conducted on five standard BCT posts varied from post to post. However, even the weakest BCT post demonstrated a breakaway force higher than an automobile door could produce.  Therefore, two posts were modified to reduce the required breakaway force. Explanations for the variance in performance between standard BCT posts are discussed.]]></description>
      <pubDate>Thu, 04 Apr 1996 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/454465</guid>
    </item>
    <item>
      <title>EVALUATION OF IMPROVEMENTS TO BREAKAWAY CABLE TERMINALS. FINAL REPORT</title>
      <link>https://trid.trb.org/View/367946</link>
      <description><![CDATA[This document identifies the results of a staff study to develop and test modifications to the Breakaway Cable Terminal (BCT).  A new design known as the "baffled" nose was tested on both the BCT and the Eccentric Loader Terminal (ELT).  Four full-scale crash tests were conducted to evaluate the safety performance of this design.  The "baffled" nose design was unacceptable when used in the BCT.  However, performance was acceptable when used in the ELT.  An alternate terminal, the Modified Eccentric Loader Terminal (MELT), was developed.]]></description>
      <pubDate>Tue, 07 Dec 1993 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/367946</guid>
    </item>
    <item>
      <title>SIDE IMPACT CRASH TESTING: THIRTY MPH SIDE IMPACT OF A HONDA CIVIC SI AND AN ECCENTRIC LOADER BREAKAWAY CABLE TERMINAL (ELT)</title>
      <link>https://trid.trb.org/View/367751</link>
      <description><![CDATA[This report contains the results of a side impact crash test involving a 1984 Honda Civic Si and an eccentric loader breakaway cable guardrail terminal (ELT).  The test was performed at the Federal Outdoor Impact Laboratory located in McLean, Virginia.  The automobile impacted the ELT at 32 mph (51.5 km/h) on the driver's side door.  The test data indicate that the hypothetical driver of this vehicle would be subjected to acceptably low values of impact velocity with the vehicle interior, ridedown accelerations, and head accelerations.  The extensive intrusion of the passenger compartment, however, would place the occupant in such a collision at grave risk of serious injury.]]></description>
      <pubDate>Fri, 15 Oct 1993 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/367751</guid>
    </item>
    <item>
      <title>SIDE IMPACT CRASH TESTING: THIRTY MPH SIDE IMPACT OF A HONDA CIVIC SI AND A BREAKAWAY CABLE TERMINAL (BCT)</title>
      <link>https://trid.trb.org/View/367752</link>
      <description><![CDATA[This report contains the results of a side impact crash test involving a 1985 Honda Civic Si and a breakaway cable guardrail terminal (BCT).  The test was performed at the Federal Outdoor Impact Laboratory located in McLean, Virginia.  The automobile impacted the BCT at 31.0 mph (50 km/h) at the middle of the driver's side door.  The test data indicate that the hypothetical driver of this vehicle would be subjected to acceptably low values of impact velocity with the vehicle interior, ridedown accelerations, and head accelerations.  The extensive intrusion into the passenger compartment, however, would place the occupant of this vehicle at grave risk of a very severe injury.]]></description>
      <pubDate>Fri, 15 Oct 1993 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/367752</guid>
    </item>
    <item>
      <title>SIDE IMPACT CRASH TESTING: THIRTY MPH SIDE IMPACT OF A HONDA CIVIC SI AND A MODIFIED ECCENTRIC LOADER BREAKAWAY CABLE TERMINAL (MELT)</title>
      <link>https://trid.trb.org/View/367753</link>
      <description><![CDATA[This report contains the results of a side impact crash test involving a 1985 Honda Civic Si and a modified eccentric loader breakaway cable terminal (MELT).  The test was performed at the Federal Outdoor Impact Laboratory (FOIL) located in McLean, Virginia.  The automobile impacted the MELT at 28.4 mph (45.7 km/h) on the driver's side door.  The test data indicate that the hypothetical driver of this vehicle would be subjected to unacceptably high values of impact velocity with the vehicle interior, ridedown accelerations, and head accelerations.  The extensive passenger compartment intrusion observed in this test would place an occupant in such a collision at grave risk of a very severe injury.]]></description>
      <pubDate>Fri, 15 Oct 1993 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/367753</guid>
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