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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>15000 ANALYSED ACCIDENTS; AN UNEQUIVOCAL PLEA FOR THE SAFETY BELT</title>
      <link>https://trid.trb.org/View/1061930</link>
      <description><![CDATA[AN ANALYSIS OF 15000 MOTOR-CAR ACCIDENTS HAS SHOWN THAT THE SAFETY BELT IS LIFE SAVER NUMBER ONE.  IT WAS FURTHER SHOWN THAT PASSENGERS ON THE REAR  BENCH-SEAT ARE CONSIDERABLY MORE AT RISK THAN WAS PREVIOUSLY ASSUMED. HENCE THE RECOMMENDATION, SAFETY BELTS FOR REAR SEAT PASSENGERS ALSO.  THE QUOTA OF THOSE USING THEIR BELTS HAS REVERTED OF LATE, I.E. IT IS NOT IN PROPORTION TO THE INCREASE IN THE NUMBER OF BELTS FITTED.  SEAT BELTS ARE OFTEN NOT USED BECAUSE PUTTING THEM ON IS UNCOMFORTABLE. HENCE THERE IS A REQUIREMENT FOR IMPROVED EASY MANIPULATION OF SAFETY BELTS.  AUTOMATIC SAFETY BELTS ARE A STEP IN THE RIGHT DIRECTION.  IDEALLY HOWEVER AUTOMATIC BELTS SHOULD BE INTEGRATED IN THE CENTRAL PILLAR OF THE CAR SO THAT THE ROLL-UP AND LOCKING MECHANISMS CAUSE NO ENCUMBRANCE.  PASSIVE BELT SYSTEMS WOULD  ALSO BE A GOOD SOLUTION, AS THE BELT IS AUTOMATICALLY PUT ON AS THE CAR IS ENTERED.  THIS SYSTEM NECESSITATES HOWEVER MUCH LARGER COSTS IN FITTING, BECAUSE THERE MUST BE AN ANCHORAGE POINT IN THE DOOR WHICH MUST BE APPROPRIATELY STRENGTHENED.  IT IS INDICATED THAT THE AUTOMOBILE INDUSTRY SHOULD ABOVE ALL CONCENTRATE ON OPTIMISING THE SIDE BODY WORK, WITH HIGHER DOOR  SILLS.  USING ILLUSTRATIONS IT IS SHOWN WHAT EFFORTS ARE CURRENTLY BEING  MADE TO SIMPLIFY THE SECURING OF SAFETY BELTS.]]></description>
      <pubDate>Sun, 21 Nov 2010 07:58:42 GMT</pubDate>
      <guid>https://trid.trb.org/View/1061930</guid>
    </item>
    <item>
      <title>THE SAFETY BELT: THERE ONLY REMAINS TO FASTEN IT</title>
      <link>https://trid.trb.org/View/1057591</link>
      <description><![CDATA[AFTER RECALLING THE DIFFICULTIES ENCOUNTERED WHEN TRYING TO PERSUADE VEHICLE OCCUPANTS TO USE THEIR SAFETY BELTS, THE AUTHOR EXPLAINS THE INERTIA REEL BELT SYSTEM AND DISTINGUISHES BETWEEN THE REEL BELTS LOCKING WHEN THE VEHICLE DECELERATES AND THE REEL BELTS WHICH LOCK BY ACCELERATION OF THE STRAP.]]></description>
      <pubDate>Sun, 21 Nov 2010 05:55:27 GMT</pubDate>
      <guid>https://trid.trb.org/View/1057591</guid>
    </item>
    <item>
      <title>POSSIBLE IMPROVEMENT OF THE PROTECTIVE ACTION OF BELTS ON THE REAR SEATS OF PASSENGER CARS</title>
      <link>https://trid.trb.org/View/1051845</link>
      <description><![CDATA[ACCIDENT ANALYSES SHOW THAT RESTRAINT SYSTEMS FOR THE REAR SEATS OF CARS COULD BE IMPROVED, BOTH WITH RESPECT TO THE PROTECTION OF THE REAR-SEAT PASSENGERS THEMSELVES AND WITH RESPECT TO POSSIBLE OVERLOADING OF THE FRONT-SEAT OCCUPANTS.  IMPROVEMENTS COULD POSSIBLY BE MADE IN THE SELECTION OF ANCHORAGE POINTS AND IN THE DESIGN OF THE SEAT.  THE STATE OF THE ART OF REAR-SEAT RESTRAINT SYSTEMS IS TO BE DETERMINED FOR CERTAIN TYPES OF VEHICLE.]]></description>
      <pubDate>Sun, 21 Nov 2010 02:19:06 GMT</pubDate>
      <guid>https://trid.trb.org/View/1051845</guid>
    </item>
    <item>
      <title>STUDIES OF INERTIA REEL SAFETY BELTS</title>
      <link>https://trid.trb.org/View/1050355</link>
      <description><![CDATA[THE AUTHOR REPORTS ON COMPARATIVE TESTS OF SAFETY BELT INERTIA REELS, I.E. DEVICES WHICH PULL THE BELT TIGHT IN THE EVENT OF A COLLISION.  TESTS WERE CARRIED OUT WITH BOTH LINEAR AND RADIAL INERTIA REELS.  A SIGNIFICANT IMPROVEMENT OF THE BELT STRENGTH WAS OBTAINED THROUGH THE USE OF A SPECIAL TOP PULLEY FITTING WHICH LOCKS THE BELT AT THE MOMENT OF IMPACT.  THIS ELIMINATES THE REELING ACTION AND PREVENTS THE STRETCHING OF THE BELT BETWEEN  THE PULLY AND THE BELT ROLLER.  THE TESTS UNDERTAKEN SHOWED THAT THE SEAT HAS AN IMPORTANT EFFECT ON THE MOVEMENT OF THE OCCUPANT DURING A FRONTAL  COLLISION.  FURTHER SIGNIFICANT INFLUENCING FACTORS ARE THE GEOMETRY OF THE BELT AND THE POSITION OF THE OCCUPANT DURING THE COLLISION.]]></description>
      <pubDate>Sun, 21 Nov 2010 01:39:58 GMT</pubDate>
      <guid>https://trid.trb.org/View/1050355</guid>
    </item>
    <item>
      <title>DYNAMIC CHARACTERISTICS OF END RELEASE SEAT BELT BUCKLES</title>
      <link>https://trid.trb.org/View/710045</link>
      <description><![CDATA[Can a buckle designed with a lock for the latch when struck on the face, back, or side, also have this same feature when accelerated along the longitudinal axis? Six seatbelt buckles from various manufacturers were tested to determine their dynamic characteristics in the longitudinal direction along the mounting stalk. Patented designs of the buckles were intended to prevent inertial unlatching of the buckle. Although they may perform well in lateral and vertical directions, when force is applied along the direction parallel to the mounting stalk the buckles could be made to release. If the buckle is mounted in the vehicle with a rigid stalk, could impact pulses be transmitted to the buckle to cause release? A test apparatus was constructed where the buckle could be mounted with the stalk and webbing. The webbing could be preloaded and the buckle was accelerated by impacting the mounting point at the base of the stalk. This acceleration pulse was studied for the effect of the preload on the webbing and to determine the minimum pulse required to release the buckle. This study documented the acceleration required to cause a buckle and latch plate to inertially release. The acceleration required causing the unlatching of the buckle increased as the preload of the webbing increased up to 100 pounds. Any preload in excess of 100 pounds prevented inertial unlatching. It was also found that the threshold of inertial unlatching is not so much a function of the maximum acceleration, as it is the area under the acceleration curve which is the change in velocity.  For the covering abstract see ITRD E111577.]]></description>
      <pubDate>Tue, 02 Apr 2002 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/710045</guid>
    </item>
    <item>
      <title>SEAT BELT ASSEMBLIES FOR MOTOR VEHICLES</title>
      <link>https://trid.trb.org/View/715290</link>
      <description><![CDATA[this Standard specifies requirements for seat belt assemblies for use in motor vehicles, excluding larger buses, trucks and specially constructed vehicles.  It adopts the technical requirements of ECE Regulation No 16 with some Australian/New Zealand variations. (a) The Standard was approved on behalf of the Council of Standards Australia on 23 June 1995 and on behalf of the Council of Standards New Zealand on 17 July 1995.  It supersedes AS 2596-1983 and AS 2597.1 to AS2597.13-1983.]]></description>
      <pubDate>Mon, 07 Jan 2002 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/715290</guid>
    </item>
    <item>
      <title>INERTIAL SEATBELT RELEASE</title>
      <link>https://trid.trb.org/View/481880</link>
      <description><![CDATA[Claims have been made that many production seat belt buckles unlatch inertially during collisions. These claims are based on "parlor tricks" in which the back of the buckle is slapped, causing inertial release. Investigations of the potential for such inertial release in real world collisions have consistently concluded that it is not a safety concern. Engineering analyses indicate that loadings experienced by buckles in real-world collisions are substantially different from the loadings which cause buckles to open in "parlor tricks." (A) For the covering abstract of the conference see IRRD 886366.]]></description>
      <pubDate>Tue, 29 Apr 1997 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/481880</guid>
    </item>
    <item>
      <title>ECE REGULATION 44 - AN UPDATE ON THE CURRENT REVISION</title>
      <link>https://trid.trb.org/View/463857</link>
      <description><![CDATA[After 12 years since the introduction and approximately 500 approvals according to ECE Regulation 44 in Child Restraint Systems a major revision is now being done. The revision is scheduled to be completed in 1993. The main features of the update are: better definitions and instructions; air bag interaction; mandatory strong crotch straps; higher buckle opening forces; new mass group and dummy; more realistic dynamic testing; compatibility checks on vehicle seating positions; side impacts; various other improvements; conformity of production; and longer term solutions dependant on ISO. (A) For the covering abstract of the compendium see IRRD 880073.]]></description>
      <pubDate>Thu, 26 Sep 1996 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/463857</guid>
    </item>
    <item>
      <title>SAFETY BELT BUCKLE INERTIAL RESPONSES IN LABORATORY AND CRASH TESTS</title>
      <link>https://trid.trb.org/View/458348</link>
      <description><![CDATA[Laboratory testing measured the response of a 1984 Chevrolet S-10 Blazer seat belt buckle to impact on the back of the buckle. The peak acceleration, pulse duration and webbing tension were recorded to map the unique circumstances necessary to inertially unlatch the buckle. The conditions necessary to inertially unlatch the buckle in the laboratory were compared with the measured buckle responses in fifteen sled tests and rollover crash tests using anthropometric dummies. All of the crash tested buckles remained latched and all had the dynamic response well below those required to produce inertial unlatching. Dummy hip areas were measured to be significantly stiffer than humans. Buckle accelerations measured in the "parlor trick" of intentionally striking the hip with a buckle are not representative of crash conditions. (A) For the covering abstract of the conference see IRRD 875168.]]></description>
      <pubDate>Fri, 26 Apr 1996 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/458348</guid>
    </item>
    <item>
      <title>MISUSE OF RESTRAINT SYSTEMS FOR CHILDREN IN THE NETHERLANDS</title>
      <link>https://trid.trb.org/View/450533</link>
      <description><![CDATA[The Dutch Ministry of Transport and Public Works commissioned the SWOV Institute for Road Safety Research and TNO Road-Vehicles Research Institute to carry out a research project. The aim is to establish the extent and type of misuse of both child seats and standard seat belts. This paper deals only with child seats (child restraints). In the first stage of the project, a method for measuring misuse was defined. Assessments of injury potential were based on accepted criteria, in combination with both knowledge derived from extensive laboratory testing and with accident data. A special form and a rating system were developed in order to judge the overall severity of misuse. In the second stage, a field study was conducted at parking areas of shopping centres, roadside restaurants, and theme parks such as zoos. The use of child restraints in the cars of the visitors was observed by trained technical students. Data on some 500 child seats were collected. Considering the overall results, the degree of misuse of child seats was considerable. Serious errors were noted for almost 70% of the seats.Recommendations are given concerning an internationally accepted and standardised method for measuring the misuse of child restraints. For the covering abstract of the conference see IRRD 871381.]]></description>
      <pubDate>Wed, 20 Sep 1995 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/450533</guid>
    </item>
    <item>
      <title>A FORCE-LIMITING DEVICE TO REDUCE THE SEAT-BELT LOADING TO THE CHEST AND THE ABDOMEN IN FRONTAL IMPACTS</title>
      <link>https://trid.trb.org/View/389949</link>
      <description><![CDATA[Mathematical modelling was used to find methods of reducing the forces in the seat belt system in a frontal impact, without jeopardising the protective capacity of the system.  One such method was to limit the x-component of the force at the point where the buckle stalk is anchored to the vehicle.  In order to further evaluate the method, a physical device which accomplished the desired force-limiting effect was designed and evaluated in sled tests. In both the simulations and the tests, the forces in the different straps of the seat belt, and the injury criteria Chest3ms and Head Injury Criterion (HIC), were significantly reduced without any observed adverse effects such as increased risk of impact of head to the steering wheel.  The limiting of the force in this method is progressive, thereby covering a wide velocity range, and it adapts somewhat to impact severity and occupant size.  In the range of 30 to 55 kmph impact speed, the force limiter allowed for an increase of up to 25% (on average 13%) of the barrier impact speed before the load to the chest and the abdomen surpassed those obtained with the standard seat belt system.  A brief analysis of real-world crashes indicates that the benefit in terms of societal and medical savings of such a reduction of the load to the torso would be substantially greater than the cost for introducing the force- limiting device in the fleet of cars.  For the covering abstract of the conference see IRRD 860654.]]></description>
      <pubDate>Tue, 17 May 1994 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/389949</guid>
    </item>
    <item>
      <title>FATAL INJURIES CAUSED BY UNDERARM USE OF SHOULDER BELTS</title>
      <link>https://trid.trb.org/View/282979</link>
      <description><![CDATA[Safety belt use has dramatically increased in the past decade in North America because of safety belt use laws. Underarm use of shoulder belts is a means of relieving neck irritation and other complaints from shoulder belts but may result in serious or fatal injuries.  Loads far in excess of the injury tolerance of the lower chest and upper abdomen are imposed by the shoulder belt in the underarm position. Six recent cases are presented in which fatal injury was caused by underarm use of shoulder belts.  Lacerations of the liver, spleen, intestines, mesentery, diaphragm, and aorta, and spine injury have occurred in accidents, most of which should have been survivable.  The motoring public must be warned that underarm use of shoulder belts is hazardous and may cause fatal injuries in otherwise survivable accidents.  (Author/TRRL)]]></description>
      <pubDate>Tue, 31 Jul 1990 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/282979</guid>
    </item>
    <item>
      <title>THE PERFORMANCE OF AGED USED SEAT BELTS. PROCEEDINGS OF THE 1987 INTERNATIONAL CONFERENCE ON THE BIOMECHANICS OF IMPACTS, HELD IN BIRMINGHAM (UNITED KINGDOM) SEPTEMBER 8-10, 1987</title>
      <link>https://trid.trb.org/View/309571</link>
      <description><![CDATA[In Australia seat belt fitment has been mandatory in vehicles since 1969 and wearing has been mandatory since 1971.  In some vehicles they have fallen apart from the constant use and exposure.  It is therefore reasonable to assume that sometime before the complete in-service failure of such belts, there is a point at which they can no longer pass the minimum requirements of the Australian standard and hence offer adequate protection in a crash.  The traffic authority of nsw occasionally receives reports of seat belts breaking in crashes, although there is no routine method of notifying these incidents.  Where possible the broken components are obtained and the authority logs a formal report.  Reports have been made on fourteen such incidents in the last ten years.  These were associated with eleven fatalities.  This paper reports on the results of a recent series of tests on aged used seat belts conducted by the authority in January 1987.  The tests indicated that there was a general decline in the strength of all components of the seat belt system as they become older.  This deterioration appeared to be most noticeable from eight to twelve years old.  At the outset this study only aimed to find out if there was any deterioration of seat belts with age and to give a general idea of when this deterioration occurred.  If there was evidence of deterioration it was considered this would support the case for bearing the costs of a more elaborate study with a stricter sampling technique.  Arrangements are now in hand to conduct such a study.  (TRRL)]]></description>
      <pubDate>Sat, 31 Mar 1990 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/309571</guid>
    </item>
    <item>
      <title>SEAT BELT ASSEMBLIES FOR MOTOR VEHICLES. PART 1: SPECIFICATION FOR RESTRAINING DEVICES FOR ADULTS</title>
      <link>https://trid.trb.org/View/280445</link>
      <description><![CDATA[This part of BS 3254 specifies requirements for seat belts and harnesses, made of webbing, for separate use, ie as individual equipment, by adult occupants of motor vehicles. Manufacturing requirements are specified for the materials used and for the finish of buckles and metal parts.  This part of BS 3254 does not specify requirements for the parts of the vehicle to which the seat belt assemblies are to be anchored.  The test specified are restricted to the determination of the strength and durability characteristics of a belt or harness assembly and of its components.  For part 2 of this standard see IRRD 810909.  (TRRL)]]></description>
      <pubDate>Wed, 31 Aug 1988 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/280445</guid>
    </item>
    <item>
      <title>SEAT BELTS. INFORMATION REGARDING THE ASSEMBLING AND USE OF SEAT BELTS</title>
      <link>https://trid.trb.org/View/212346</link>
      <description><![CDATA[This leaflet presents information regarding the assembling and the use of safety belts and their related problems. Hip belts, shoulder belts, three-point belts, and inertia reel safety belts are the most generally used safety belts in the Netherlands. Recommendations are given for the points of anchorage and the different buckle systems.  (TRRL)]]></description>
      <pubDate>Wed, 31 Jul 1985 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/212346</guid>
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