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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>
    <docs>http://blogs.law.harvard.edu/tech/rss</docs>
    <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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    <item>
      <title>ESTIMATING SPEED FROM SKIP SKID MARKS</title>
      <link>https://trid.trb.org/View/469894</link>
      <description><![CDATA["Skip skids" or "broken skidmarks" occur when a vehicle with locked wheels has the springs in its suspension excited to the point where vehicle dynamic weight shifts from one wheel (or set of wheels) to another. This phenomenon is most commonly seen in cases in which an empty semi-trailer is subjected to hard braking. The occurrence, appearance, and measurement of "skip skid" marks is discussed in most accident reconstruction texts, but usually the discussion is limited to considering the skid as a continuous application of braking with an associated speed loss. Can the speed of the vehicle be determined from the skip skid pattern if subsequent energy-loss events are uncertain? Harmonic motion analysis provides an alternative method for estimation of speed of the vehicle. The following derivation is based on the kinematics equations that relate distance, speed, and time, and require only a limited number of measurements to be made of the skip skid pattern and the drag factor to determine vehicle speed during the skid marks.]]></description>
      <pubDate>Mon, 03 Feb 1997 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/469894</guid>
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    <item>
      <title>PEDESTRIAN ACCIDENT RECONSTRUCTION WITH VIDEOTAPE</title>
      <link>https://trid.trb.org/View/453954</link>
      <description><![CDATA[This book covers everything from the mechanics of collisions to state-of-the-art accident research and investigative photography. It tells how fast individuals in different age groups walk, jog and run and the reasons why some people place themselves in danger on freeways and busy thoroughfares. The chapter on accident reconstruction deals with the trajectories of struck pedestrians, explained with easy-to-read text, drawings and photographs. Also provides techniques for calculating vehicle impact velocity and the drag factor for sliding pedestrians. The workbook section provides reconstruction for six "accidents" involving pedestrians. Also includes a 60-minute VHS videocassette tape to use with the companion workbook chapter.]]></description>
      <pubDate>Fri, 15 Mar 1996 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/453954</guid>
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      <title>DESIGN AND DEVELOPMENT OF A LOW-SPEED, LOW-FORCE WIND TUNNEL DATA ACQUISITION SYSTEM WITH AN APPLICATION TO BICYCLE FRONT FORK SPACING</title>
      <link>https://trid.trb.org/View/453531</link>
      <description><![CDATA[This thesis encompassed the design, development, and application of a low-speed, low-force data acquisition system for the AIT 5-ft wind tunnel.  The new data acquisition system was designed and developed to measure approximately 0.045 N (about 0.01 lbr) at nearly 64.4 km/h (40 mph).  Verification of the capability was obtained through testing of a cylindrical model.  As part of a technology transition program with Wright Laboratory, this new system was used to investigate bicycle front fork blade spacing in order to determine the optimal spacing for a minimum drag. As for the minimum drag of a bicycle with an adjustable-width front fork, the spacing should be kept to a minimum.  The wind tunnel was deemed to have sufficiently smooth and steady flow for conducting low-speed research at or above 29 km/h (18 mph), the minimum tunnel velocity using the rear set of motors with the flow straightener positioned directly in front of the inlet.]]></description>
      <pubDate>Thu, 22 Feb 1996 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/453531</guid>
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      <title>AERODYNAMIC FORCES ON MOTOR VEHICLES. (LATEST CITATIONS FROM THE NTIS BIBLIOGRAPHIC DATABASE)</title>
      <link>https://trid.trb.org/View/388737</link>
      <description><![CDATA[The bibliography contains citations concerning aerodynamic lift, drag, and side forces exerted on moving motor vehicles. Citations discuss the types and effects of aerodynamic forces on vehicles in motion and in conditions of heavy traffic. Aerodynamic forces exerted on the vehicle body, suspension system, steering, and engine air inlets are examined. References to the drag reduction are covered.  (Contains 250 citations and includes a subject term index and title list.)]]></description>
      <pubDate>Tue, 19 Apr 1994 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/388737</guid>
    </item>
    <item>
      <title>A VEHICLE FOR MEASURING THE SKIDDING RESISTANCE OF ROADS AND RUNWAYS UNDER HEAVY LOADING CONDITIONS</title>
      <link>https://trid.trb.org/View/104849</link>
      <description><![CDATA[THIS REPORT DESCRIBES A VEHICLE DEVELOPED FOR STUDYING THE FRICTION BETWEEN A BRAKED WHEEL AND THE SURFACE OF ROADS AND RUNWAYS BY THE MEASUREMENT OF BRAKING TORQUES. THE MACHINE ENABLES TESTS TO BE MADE UNDER THE FOLLOWING CONDITIONS: WHEEL LOAD - UP TO 5 TONS, INFLATION PRESSURES - 25-260 LB PER SQ. IN, SPEED - UP TO 60 MILE/H. TESTS UNDER THESE CONDITIONS CAN BE MADE WITH EITHER A LOCKED WHEEL OR WITH THE BRAKING CONTROLLED BY MEANS OF AN INERTIA OPERATED ANTI- LOCKING UNIT. THE VEHICLE HAS RECENTLY BEEN MODIFIED TO ENABLE DRAG FORCES TO BE MEASURED. /AUTHOR/]]></description>
      <pubDate>Mon, 24 Jan 1994 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/104849</guid>
    </item>
    <item>
      <title>SKID TESTS OF A.B.S. AND NON-A.B.S. VEHICLES ON VARIOUS SURFACES</title>
      <link>https://trid.trb.org/View/382260</link>
      <description><![CDATA[This article presents the results of a test of automobiles equipped with and without antilock brake systems (ABS) done in September 1991. Kenosha Police Department Chevrolet Caprice cruisers were compared with those which had newly arrived equipped with ABS. Tests were conducted on gravel, asphalt, and portland cement road surfaces. Tests were done on dry surfaces and, where a fire hydrant was available, on wet surfaces. Drag factors were calculated using test speed, the measured skid distance, and the basic skid formula. The results for ABS and non-ABS vehicles were similar except for tests conducted on the travelled asphalt. The most difficulty encountered was the measuring of signature of the ABS on wet asphalt. The largest expense was tire replacement for the non-ABS 1990 Caprice.]]></description>
      <pubDate>Mon, 20 Sep 1993 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/382260</guid>
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      <title>ENERGY SAVINGS IN TRAFFIC: TECHNICAL POSSIBILITIES</title>
      <link>https://trid.trb.org/View/361329</link>
      <description><![CDATA[The fuel consumption of passenger cars can be reduced in many ways.  Decreasing the drag coefficient cuts down on the consumption with 3-10% calculated on the basis of the total consumption of passenger cars.  Decreasing the cubic capaity of the engine with 200 ccm reduces the consumption with 12-24%.  Introduction of small city cars (engine capacity of less than 660 ccm) gives a reduction of 8-13%, changing over to diesel engines gives a reduction of 20-30% and to small two-stroke engines a reduction of 30%.  Changing over to electric cars in cities and in the short-distance traffic of cities would reduce the consumption of liquid fuel in traffic with passenger cars with 30-40%, but it would require using of the power of six power plants (total 3000 MW) for night-time charging.  The consumption of liquid fuel by buses varies considerably according to the bus and the driving conditions.  Developing of the qualities of a car may produce a saving of 5-15% in its energy consumption. Additionally, optimized use of a car can produce a saving of 5-10%.  In future, the boundary between delivery vans and lorries may blur when new types of distribution systems will be introduced.  The possibilities of saving fuel will be considerably good, up to 30-49% for delivery vans and light lorries, and 20-30% for heavy lorries.  The development of traffic is a result of the traffic policy of the public administration and the behavior of private people. Background factors are various measures of car manufacturers and marketing organizations. The prevailing development will lead to a steady growth of consumption of liquid fuel in the traffic.]]></description>
      <pubDate>Fri, 31 Jan 1992 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/361329</guid>
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    <item>
      <title>THE EFFECTS OF RIGHT SIDE WATER DRAG ON VEHICLE DYNAMICS AND ACCIDENT CAUSATION. IN: ACCIDENT RECONSTRUCTION: HUMAN, VEHICLE AND ENVIRONMENTAL FACTORS. SAE INTERNATIONAL CONGRESS &amp; EXPOSITION, DETROIT MICHIGAN, 1990</title>
      <link>https://trid.trb.org/View/355223</link>
      <description><![CDATA[It has long been recognized that the automobile accident rate is much greater during inclement weather conditions. The literature usually focuses first on lower friction values and secondly on hydroplaning, also known as aquaplaning.  Tests were conducted with an automobile at different speeds at various water depths to evaluate the effect of drag and retardation.  This paper evaluates the effect of asymmetric wheel loading as experienced when traveling on a road where water has pooled in the gutter and right side of the travel lane.  Automobile trajectories are portrayed for different conditions.  Certain safety considerations are then discussed for when automobile drivers experience this phenomenon.]]></description>
      <pubDate>Tue, 30 Apr 1991 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/355223</guid>
    </item>
    <item>
      <title>AUTOMOTIVE AERODYNAMICS. JANUARY 1982-AUGUST 1989 (A BIBLIOGRAPHY FROM INFORMATION SERVICES IN MECHANICAL ENGINEERING DATABASE)</title>
      <link>https://trid.trb.org/View/310120</link>
      <description><![CDATA[This bibliography contains citations concerning aerodynamic design considerations in automotive engineering.  Topics include techniques for reducing drag for fuel economy, wheel design, vehicle interior noise, and wind tunnel test analyses.  Passenger, commercial and racing vehicles are considered, with particular emphasis on tractor/trailer wind deflectors.  (This updated bibliography contains 87 citations, 28 of which are new entries to the previous edition.)]]></description>
      <pubDate>Fri, 31 Aug 1990 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/310120</guid>
    </item>
    <item>
      <title>AERO-ACOUSTIC INVESTIGATIONS OF THE MAGNETIC TRAIN, TRANSRAPID 06</title>
      <link>https://trid.trb.org/View/305327</link>
      <description><![CDATA[Minimizing aero-acoustic noise and aerodynamic drag are major aims in the development of high speed trains.  For this purpose dominant sources of aero-acoustic noise were identified on the surface of the magnetic train TRANSRAPID 06 by microphone-array measurements.  Dominant sources were the gaps between car body and bogies, between the two cars of the train and a specific region near the nose of the train.  The gaps are of no further interest, as they are closed by elastic fairings on the next generation vehicle, the TRANSRAPID 07.  Windtunnel testing of the nose area led to local reshaping, which will lower aero-acoustic noise and aerodynamic drag.]]></description>
      <pubDate>Sat, 30 Jun 1990 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/305327</guid>
    </item>
    <item>
      <title>TRAFFIC ACCIDENT RECONSTRUCTION. VOLUME 2 OF THE TRAFFIC ACCIDENT INVESTIGATION MANUAL</title>
      <link>https://trid.trb.org/View/306334</link>
      <description><![CDATA[This book is a collection of 17 topics dealing with the major issues that arise in traffic accident reconstruction. The emphasis in this volume is on data interpretation.  Data collection is covered in Volume 1, "At-Scene Investigation and Technical Follow-Up."  Each topic has been written to stand separately.  Whenever practical, the authors have included real-world accident cases.  The 17 topics and their authors are as follows:  Process of Traffic Accident Reconstruction, JS Baker and LB Fricke; Causes and Contributing Factors in Traffic Accidents, JS Baker; Mathematics and Physics Review for Traffic Accident Reconstruction, LB Fricke and GW Cooper; Basic Motion Equations Used in Traffic Accident Reconstruction, LB Fricke; Understanding Vehicle Behavior in Collisions, JS Baker and LB Fricke; Drag Factor and Coefficient of Friction in Traffic Accident Reconstruction, LB Fricke and JS Baker; Perception and Reaction in Traffic Accidents, JS Baker; Speed Estimates for Vehicles That Fall, Flip, or Vault, JS Baker and LB Fricke; Momentum Applications in Traffic Accident Reconstruction, LB Fricke; Work, Energy, and Speed from Damage in Traffic Accidents, GW Cooper; Steering Overcorrection in Traffic Accident Reconstruction, GW Cooper and LB Fricke; Reconstruction of Motorcycle Traffic Accidents, LB Fricke and WW Riley; Understanding Occupant Behavior in Vehicle Collisions, LB Fricke and KS Baker; Vehicle-Pedestrian Accident Reconstruction, LB Fricke; Reconstruction of Heavy Truck Accidents, KS Baker; Derivations of Equations for Traffic Accident Reconstruction, GW Cooper and LB Fricke; and The Use of Computers in Traffic Accident Reconstruction, TD Day and RL Hargens.  A combined Index and Glossary is provided.]]></description>
      <pubDate>Mon, 30 Apr 1990 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/306334</guid>
    </item>
    <item>
      <title>THE WINDS OF CHANGE</title>
      <link>https://trid.trb.org/View/216315</link>
      <description><![CDATA[The measurement used to show how aerodynamically efficient or slippery a car is is the drag coefficient and is given as a Cd factor.  Most modern cars would have a Cd factor of around 0.30 to 0.50, with the lower figure representing the car with less drag.  To obtain the Cd factor, wind tunnel tests are conducted and each of the different forms of drag are measured.  These different forms are form drag, lift drag, interference drag, friction drag, and internal air flow.  The proportion of the total drag that each of these various forms produce is approximately 55%, 7%, 18%, 8%, and 12%, respectively. The Cd factor is calculated from the total drag, the air density and speed, and the frontal area of the car.  There is no standardized system of measurement for determining the frontal area of the car, making the drag coefficient figures a little unreliable.  Despite this, however, the Cd factor can be useful when comparing cars of a similar size.]]></description>
      <pubDate>Fri, 31 May 1985 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/216315</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>NATIONAL CRASH SEVERITY STUDY - QUALITY CONTROL. TASK V: ANALYSIS TO REFINE SPINOUT ASPECTS OF CRASH</title>
      <link>https://trid.trb.org/View/169102</link>
      <description><![CDATA[The objectives of the research were to further develop the angular momentum solution made for the CRASH program, to evaluate an alternative approach for the analysis of spinout trajectories based on the use of an average drag factor and to revise the documentation in the CRASH User's Manual, as required. It was also concluded that, because of the large number of interacting variables in a vehicle spinout, the development of the concept of an "average drag factor" approximating the linear and and angular velocities of a vehicle at separation from a collision was not practical. A revision of subroutine OBLIQE of CRASH3 was developed to improve the accuracy of the calculation with which the angular momentum at separation is approximated.]]></description>
      <pubDate>Sun, 15 Aug 1982 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/169102</guid>
    </item>
    <item>
      <title>SAFETY ARTICULATED VEHICLE</title>
      <link>https://trid.trb.org/View/167509</link>
      <description><![CDATA[Safety features of the safety articulated vehicle (sav) are described.  The sav unit uses the Leyland Roadtrain Tractor and two representative semi-trailers-a Crane Fruehauf Curtainsider and an M & Q Unitary GRP Tanker.  In addition to a laminated windscreen and dual-sensitive inertia seat belt units, the tractor incorporates wash/wipe facilities for headlamps and the rear-view mirrors which can also be heated for deicing.  To reduce frontal impact, energy absorbing under-run protection of the tractor cab front has been provided combined with an air dam to reduce drag and fuel consumption.  To aid cornering stability a new design of fifth-wheel coupling, the york safety base, is incorporated which gives consistent roll resistance.  A tyre pressure monitoring system is embodied which monitors the pressure in each tyre once per revolution. Fire protection is offered by the firetec epoxy coating on fuel tank, pipework and fire screen.  The intumescent coating forms a char blanket to repel flame at temperatures up to 1200 deg c.  (TRRL)]]></description>
      <pubDate>Sat, 15 Aug 1981 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/167509</guid>
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