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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>A novel causative factor of injury: Severe burns related to fires and explosions of lithium-ion batteries of electric motorcycles</title>
      <link>https://trid.trb.org/View/2422936</link>
      <description><![CDATA[Severe burns related to fires and explosions of lithium-ion batteries of electric motorcycles have not been reported to date. The authors retrospectively studied 419 patients admitted to the authors’ burn intensive care unit from January 2016 to December 2021. Of these 419 patients, 26 (22 male, 4 female; median age, 42 years) had burns related to lithium-ion battery fires and explosions, and all of their injury characteristics were similar to those of traditional flame burns. Lithium-ion battery-related burns were the eighth most common cause of burn injuries among all hospitalized patients. The 26 patients comprised 10 unemployed and 16 employed individuals. Twenty-three patients were injured at home during the battery charging process, and three were injured outdoors (one by a fire while the electric motorcycle was stationary and the others two by a fire while riding the motorcycle). The burn sites were distributed over the whole body; the burn area ranged from 10 % to 100 % of the total body surface area, and the burn depth ranged from superficial second-degree burns to third-degree burns. Twenty-three patients had inhalation injuries, and ten underwent prophylactic tracheostomy and intubation. Multiple operations were required for wound repair. Although convenient, lithium-ion electric motorcycles can also cause severe burns. To prevent these injuries, society must increase public safety awareness and education, develop new battery energy storage systems and battery management systems, and ensure the safety of batteries. Consumers should be aware of the potential dangers of lithium-ion batteries and comply with related security measures.]]></description>
      <pubDate>Mon, 16 Sep 2024 16:51:23 GMT</pubDate>
      <guid>https://trid.trb.org/View/2422936</guid>
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    <item>
      <title>Child pedestrian, drowning and burn mortality in Johannesburg</title>
      <link>https://trid.trb.org/View/2186806</link>
      <description><![CDATA[The study examined the extent, demographics and risks for child pedestrian, burns and drowning mortality in Johannesburg. Information on the demographics, scene and temporal circumstances for childhood injury deaths from 2000 to 2010 was gleaned from the National Injury Mortality Surveillance System. Descriptive statistical methods were used. The study recorded 756 pedestrian (8.7/100,000), 439 drowning (5.1/100,000), and 399 burn injury deaths (4.6/100,000) among children aged 0–14 years. Male children were the main victims, with male-to-female ratios of 2.3 for drowning, 1.7 for pedestrian and 1.2 for burn mortality. The pattern of child mortality differed across age groups with older children recording higher rates for pedestrian deaths and younger children higher rates for the non-traffic deaths. Pedestrian and burn mortality especially affected black children, while drowning affected both black and white children. The time, day and month of greatest injury mortality varied by injury cause, with e.g. pedestrian mortality common in afternoons and evenings, weekends, and dispersed across the year although increasing towards year end. The study highlighted the salience of differentiating risks for childhood injuries by discrete external cause for purposes of informing prevention responses.]]></description>
      <pubDate>Tue, 22 Aug 2023 12:37:38 GMT</pubDate>
      <guid>https://trid.trb.org/View/2186806</guid>
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      <title>The Impact of Flame Burn Injuries on Patients Who Sustain Mild Injuries From Motor Vehicle Crashes</title>
      <link>https://trid.trb.org/View/2201936</link>
      <description><![CDATA[This article reports on a study of flame burn injuries in patients who had mild injuries (Injury Severity Score less than 15) compared to those with similar crash injuries but without burns.  The authors reviewed data from the American College of Surgeons National Trauma Data Bank (NTDB) between 2007 and 2017.  International Classification of Diseases-9 and -10 revisions and External Injury Codes were used to identify patients who were divided into MVC only (Group 1) and MVC with additional flame burn injury (Group 2).  The primary outcome was in-hospital mortality and secondary outcomes were intensive care unit (ICU) admission, ICU length of stay (LOS), hospital LOS, sepsis, deep vein thrombosis, acute respiratory distress syndrome, and pneumonia. The study found that the mean length of stay and the ICU length of stay were longer in the group with flame burn injuries (5.9 vs 4.0 days and 1.2 vs 0.6 days, respectively), with more of the burn patients being admitted to the ICU overall (22.9% vs 17.3%).  Other secondary outcomes were also markedly worse in the burn group:  pneumonia (0.8% vs 0.5%), deep vein thrombosis (0.6% vs 0.4%), and acute respiratory distress syndrome (0.5% vs 0.3%). However, there was no significant difference in mortality between groups.  The authors conclude with a brief discussion of the data included in the NTDB and how it may have impacted the findings.]]></description>
      <pubDate>Mon, 21 Aug 2023 09:08:08 GMT</pubDate>
      <guid>https://trid.trb.org/View/2201936</guid>
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      <title>Airbag Burns: An Unfortunate Consequence of Motor Vehicle Safety</title>
      <link>https://trid.trb.org/View/1897080</link>
      <description><![CDATA[Motor vehicle collisions injure thousands of people every day, and airbags, although critical to protect passengers, can cause cutaneous burns when deployed. This study examined the patterns of airbag burns and their outcomes. In a retrospective review, the authors compared all patients assessed by the burn service between May 1, 2015 and April 30, 2019. Review included patients of all ages with burn injuries related to airbag deployment. They also examined demographics, burn characteristics, and results. The study cohort included 17 patients who met the inclusion criteria, with 82.4% female and 17.6% male. The average age was 40.4 years. Patients had second and third-degree burns, with the hands or upper extremities most often affected. None of the patients required hospitalization or surgical intervention, and all wounds were treated and and healed with wound care. Despite the fact that airbags can prevent death and serious injury, the risk of deployment-related burns occurs because the airbag inflates through an exothermic chemical reaction. Since the reaction has a chemical component, all airbag burns should be decontaminated with chemical solutions.The authors found that most airbag-related burns are small and do not require grafting; however, the patient may suffer from severe pain and scarring, and burn management can be difficult and costly.]]></description>
      <pubDate>Mon, 24 Jan 2022 17:27:40 GMT</pubDate>
      <guid>https://trid.trb.org/View/1897080</guid>
    </item>
    <item>
      <title>The Disaster on the A14 in Bologna: A Missed Multidisciplinary Approach to Road Safety</title>
      <link>https://trid.trb.org/View/1744712</link>
      <description><![CDATA[Explosion in Bologna, on the urban stretch of the A14 motorway. A tanker crashes violently on a truck with a trailer that caught fire immediately. After four minutes, a devastating explosion causes the bridge to collapse. In this accident, a multidisciplinary approach would have avoided structural damage to the viaduct and prevented 145 victims of wounded burns. The incident was filmed by the motorway cameras, but the attention of the traffic authorities is only for the initial collision, the tanker truck that gave the first truck carrying solvent barrels, and that immediately caught fire. Part of the pavement of the engineering structure - a road with two lanes and a paved safety band - collapsed and under the vehicles were crushed and others caught fire. In four minutes many drivers on the highway are put in safe positions, but a multidisciplinary and remote technical intervention, thanks to improvements in new technologies for road safety - could have led to a different conclusion and limit the damage caused by the accident.]]></description>
      <pubDate>Wed, 03 Feb 2021 15:00:49 GMT</pubDate>
      <guid>https://trid.trb.org/View/1744712</guid>
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    <item>
      <title>Airbag Deployment: Infrared Thermography and Evaluation of Thermal Damage</title>
      <link>https://trid.trb.org/View/1604546</link>
      <description><![CDATA[This article reports on a study undertaken to estimate thermal damage and skin burning caused by the deployment of airbags in an automobile.  Airbags use a fast, exothermic-chemical reaction which can cause burns in two ways: exposure to the hot gas from the chemical reaction can cause burns and burns can also be caused by direct contact with the airbag surface.  The authors used infrared thermography to detect and measure the extent of temperature rise of the airbag surface from the zero moment of its inflation.  The authors then used Henriques equation to calculate the extent of thermal damage caused by airbag deployment and its resulting burn degree.  This study found that, during the inflation of airbag, the maximum temperature of its surface can be 92 degrees Celsius, plus or minus 2 degrees Celsius.  The authors note that, if the vehicle’s safety system functions within the predicted time intervals, the risk of thermal damage is very low, but if a slight delay occurs in detachment of the passenger’s head and face from off the airbag, second- and third-degree burns could occur. The authors conclude with a brief discussion of some strategies to minimize the risk of thermal damage, including improving the material and thickness of the airbags.]]></description>
      <pubDate>Wed, 20 Nov 2019 09:42:27 GMT</pubDate>
      <guid>https://trid.trb.org/View/1604546</guid>
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    <item>
      <title>Gasoline-related injuries and fatalities in the United States, 1995-2014</title>
      <link>https://trid.trb.org/View/1573815</link>
      <description><![CDATA[This descriptive study examines twenty years of gasoline-related fatalities and emergency department treated injuries in the United States, based on data from the US Consumer Product Safety Commission. Thermal burns consistently accounted for the majority (56%) of gasoline-related injuries and for most (82%) gasoline-related deaths, and were commonly (57–71%) associated with the use of gasoline as an accelerant. Poisoning accounted for 13% of injuries and 17% of deaths. The primary poisoning injury pattern was ingestion; the primary fatality pattern was inhalation, with about half of those associated with deliberate abuse. The estimated number of ingestions decreased from 60 to 23% of poisoning-related injuries, while injuries associated with inhalation abuse increased from 6 to 23%. Chemical burns and dermatitis were less represented in the injury data and were primarily associated with gasoline spills or splashes. Gasoline cans reportedly ignited or exploded in about 5% of thermal burn injuries and fatalities. While mandatory requirements for child resistant closures on gasoline cans (a primary intervention) have potentially impacted poisonings, the use of flame mitigation devices to address thermal injuries, if successful, would be a secondary intervention, and could address only a small percentage (about 5%) of injuries and deaths.]]></description>
      <pubDate>Fri, 21 Dec 2018 17:19:17 GMT</pubDate>
      <guid>https://trid.trb.org/View/1573815</guid>
    </item>
    <item>
      <title>Staying Safe Is a Top Priority</title>
      <link>https://trid.trb.org/View/1492221</link>
      <description><![CDATA[This article describes some of the tools and personal protective equipment that are being design to protect people working in the asphalt industry.  Designed by members of the Asphalt Institute’s Health, Safety, and Environment (HSE) Committee, the tools include training materials on how to prevent asphalt burns and appropriate first aid response for asphalt burns; and a wallet card to increase hydrogen sulfide awareness. The bulk of the article focuses on the toxicity of hydrogen sulfide and the need for using portable monitors when working around potential sources of hydrogen sulfide, notably asphalt. A final section discusses the use of scavenging, an engineering solution that can reduce hydrogen sulfide in asphalt.]]></description>
      <pubDate>Tue, 19 Dec 2017 09:32:20 GMT</pubDate>
      <guid>https://trid.trb.org/View/1492221</guid>
    </item>
    <item>
      <title>Radiant Heat Attenuation by Clothing and Human Tolerance to Radiant Heat: Field Experiments with LNG fires</title>
      <link>https://trid.trb.org/View/1485506</link>
      <description><![CDATA[A series of tests involving the exposing mannequins clothed with normal civilian clothing to a 10 ft x 10 ft liquefied natural gas (LNG) pool fire was conducted. Both single layer clothing and double layer clothing were used. The radiant heat flux incident outside the clothing and incident on the skin covered by clothing were measured using wide-angle radiometers, for durations of 100 s to 200 s (per test). The levels of heat flux incident on the clothing were close to 5 kW/m². The magnitude of the attenuation factor (AF) (ratio of the outside radiant heat flux to that on the skin) was calculated. It is seen that AF varies between 2 and higher for ordinary cotton and polyester clothing (of thickness 0.286 mm to 1.347 mm). Values as high as 6 have been measured for clothes of thickness 1.347 mm. Tests similar to the above were conducted to determine the attenuation factor when a single or multiple sheets of newspaper are interposed in front (about 5 cm) of the radiometer. Single sheet newspapers reduce the heat flux to the radiometer by a factor of about 5 at a heat flux level of 5 kW/m². Double sheets reduce the heat flux intensity by a factor of almost 8! The magnitude of the AF for newspaper sheets depends on the magnitude of the heat flux and thickness. It decreases linearly with increasing heat flux values and increases linearly with increase in thickness. The author exposed himself, in normal civilian clothing (of full sleeve cotton/polyester shirt and jean pants) to the radiant heat flux from the LNG fire at levels of 4 7 kW/m² and higher for tens of seconds; Occasionally, as high as 7 kW/m² for durations of several seconds. He did not suffer any injury, burns or skin blisters for exposure times ranging from 25 s to 97 s at average heat flux values of 4 kW/m² to 5 kW/m². The incident heat flux on the author was measured by a handheld radiometer with a display and later by wide-angle radiometers (whose output was recorded on a computer) strapped on to him. The results indicated that he could withstand the regulatory criterion of 5 kW/m² for 30 seconds without suffering any damage or burns. Temperature measured on the skin of the author covered by the clothing did not rise above the normal body temperature even after 200 s of exposure to an average heat flux of 4 kW/m². .]]></description>
      <pubDate>Wed, 25 Oct 2017 14:40:30 GMT</pubDate>
      <guid>https://trid.trb.org/View/1485506</guid>
    </item>
    <item>
      <title>Fire Destroys Two Tank Barges</title>
      <link>https://trid.trb.org/View/1420329</link>
      <description><![CDATA[This article focuses on the reasons a fire destroys two tankers in Mobile, Alabama in April of 2013. The main causes of the fire and explosion were the failure of the person in charge's (PIC's) ability to practice safe tank cleaning procedures and avoiding the presence of a flammable atmosphere that become a source of ignition. The specific causes of the fire were the companies failure to: (1) provide properly trained and qualified oversight; (2) conduct cargo line and bottom flushing with water before commencing forced ventilation; (3) monitor for flammable vapors; (4) use effective ventilation procedures; and (5) prevent the introduction of ignition sources, including allowing for other vessels to berth at its facility.]]></description>
      <pubDate>Mon, 29 Aug 2016 11:09:01 GMT</pubDate>
      <guid>https://trid.trb.org/View/1420329</guid>
    </item>
    <item>
      <title>Negotiating a Financial Package for Freeways: How California’s Collier–Burns Highway Act Helped Pave the Way for the Era of the American Interstate Highway</title>
      <link>https://trid.trb.org/View/1392553</link>
      <description><![CDATA[With the Collier–Burns Highway Act of 1947, California pioneered a new system of highway finance. In response to estimates of enormous highway needs in the postwar period, the state planned substantial increases in funding. The key debate was about who would pay what share. Legislators planned a significant increase in the motor fuel tax and a shift of more of the tax burden onto heavy vehicles, which inflicted most damage to roads. However, the proposal met with intense opposition from motorist groups, oil companies, and truckers. California eventually passed legislation that established the first-ever trust fund dedicating highway user tax revenue to roads, a law that was later copied widely, including by Congress in 1956, when the Interstate system was funded. The trucking industry in California defeated proposals to require it to shoulder more of the financial burden; this outcome too would be repeated elsewhere, including at the federal level. Finally, the inclusion of urban freeways eased the California legislation’s passage, and this provision also became a key element of the federal Interstate legislation. Thus, the legacy of Collier–Burns reaches well beyond California to influence transportation and public finance across the United States to the present day.]]></description>
      <pubDate>Wed, 27 Jan 2016 17:12:24 GMT</pubDate>
      <guid>https://trid.trb.org/View/1392553</guid>
    </item>
    <item>
      <title>Cooling Asphalt Burns: A Cinematic Approach to Addressing a Serious Issue</title>
      <link>https://trid.trb.org/View/1365892</link>
      <description><![CDATA[This article describes the preparation by the Asphalt Institute of a package of training materials devoted to on-site first aid for asphalt burns.  The author reports on the background research and committee work that was done before the first training materials were produced, the first publications (individual wallet cards and posters), the decision to make a video, and the steps taken to bring the project to fruition.  The Institute consulted with experts in safety training at NIOSH (National Institute for Occupational Safety and Health) who recommended live actors over animation and who offered advice on themes, maintaining focus, message reinforcement, scene selection, and sequencing.  Three companies volunteered their plant settings and actual work crews conducting routine operations and two volunteers shared their personal stories involving serious burns.  The end result will be a packet of training materials composed of wallet cards, two posters, and a 13-minute DVD, available through the Asphalt Institute.]]></description>
      <pubDate>Mon, 24 Aug 2015 14:11:59 GMT</pubDate>
      <guid>https://trid.trb.org/View/1365892</guid>
    </item>
    <item>
      <title>Acute Pavement Burns: A Unique Subset of Burn Injuries: A Five-Year Review of Resource Use and Cost Impact</title>
      <link>https://trid.trb.org/View/1346044</link>
      <description><![CDATA[This article reports on a study of burn injuries caused by contact with environmentally heated pavement.  The authors report on a subset of burn patients (n = 72) who were hospitalized after contact with hot pavement.  They note that pavement burns appear to be more severe than similar burns from flame or scald injuries.  Patients were also categorized by the presence or absence of altered mental status (AMS) and additional factors. Burns were on the feet only in both the toddler age group and those in the diabetic neuropathy category. Of the remaining patients, 15% had burns to the palms and knees, 58% had burns to the posterior aspects, 18% to the flank/lateral thigh, and 5% each to the feet and the abdomen. The study found that patients with pavement burns had a significantly greater requirement for operative intervention, repetitive debridements, overall cost/percent burned, and lengthier hospital stays than those with flame/scald burns.  In addition, those patients who also had AMS were significantly more likely to require an operation, a greater cost/percent burned, and longer hospital stays than those without AMS. The authors caution that pavement burn wounds often continue to deepen during a patient’s stay, likely because of continued pressure on the wounds while recumbent.  Recommendations for patient care management strategies are provided.]]></description>
      <pubDate>Tue, 07 Apr 2015 11:41:58 GMT</pubDate>
      <guid>https://trid.trb.org/View/1346044</guid>
    </item>
    <item>
      <title>Case Study: Mechanic Dies From Burns When the Gas He Was Pouring into a Vehicle Ignited</title>
      <link>https://trid.trb.org/View/1309924</link>
      <description><![CDATA[This article presents a case study of a 47-year old mechanic who suffered burns to 95% of his body and subsequently died after the gasoline he poured into his vehicle ignited. It describes the victim's background, his employer, and the scene and investigation of the incident, which took place at a small automotive repair shop in Los Angeles County, California.. Contributing factors in the incident are listed and recommendations for prevention of fires at automotive repair shops are proposed.]]></description>
      <pubDate>Wed, 28 May 2014 15:23:59 GMT</pubDate>
      <guid>https://trid.trb.org/View/1309924</guid>
    </item>
    <item>
      <title>Not-in-Traffic Surveillance (NiTS) System 2008-2010 Noncrash Injuries Database User’s Manual</title>
      <link>https://trid.trb.org/View/1258776</link>
      <description><![CDATA[The Not-in-Traffic Surveillance (NiTS) system is a virtual data collection system designed to provide counts and details regarding fatalities and injuries that occur in nontraffic crashes and in noncrash incidents.  This document describes the creation of the noncrash injury database using a special study conducted by the Consumer Product Safety Commission’s National Electronic Injury Surveillance System All Injury Program (NEISS-AIP) for NHTSA. Frequent types of noncrash injury incidents included injuries while entering or exiting vehicles (boarding or alighting), injuries from closing doors, overexertion while unloading cargo from a vehicle or pushing a disabled vehicle, cuts from parts of the vehicle, striking a vehicle or struck by a part of the vehicle, falls from or against vehicles, incidents involving jacks or hoists, and radiator or antifreeze burns. This document also describes the noncrash injury database, which is available as a Microsoft Excel file.]]></description>
      <pubDate>Tue, 03 Sep 2013 12:26:19 GMT</pubDate>
      <guid>https://trid.trb.org/View/1258776</guid>
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