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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>A Method to Compare and Quantify Threat to Pedestrian Using Injury Cost Measure</title>
      <link>https://trid.trb.org/View/1328322</link>
      <description><![CDATA[Crash report‐based studies indicate Vulnerable Road Users (VRUs) to still be at risk of severe  injury/fatality on roads. These studies also indicate frontal crashes to be the most frequently occurring crashes. This work proposes a method to quantify the “threat” from a vehicle front shape to a pedestrian. Injury indices were computed using impact simulations of finite element models of car profiles against multi‐body pedestrian models at a speed of 40km per hour. 3 adult pedestrian models (95th %le and 50th %le Male, 5th %le Female) and one 6 year old child model were considered in crash scenario simulations. Five injury indices, namely, HIC (15ms) for head injury, Viscous Criterion (VC) and resultant peak linear accelerations for chest, peak forces in femur and tibia for lower extremity were recorded from these simulations. An “Injury Cost” (IC) measure was then calculated by mapping injury indices to Abbreviated Injury Scale‐based scores and then mapping them to cost implications. MAIS and ISS have also been discussed for comparison of threat. Ford Taurus (a pre‐ Euro‐NCAP rated car, and named Profile 1), and Toyota Yaris (a post‐ Euro‐NCAP rated car with 21 points, and named Profile 2) profiles were evaluated using the proposed IC measure. Equi‐weighted IC showed Profile 2 to be safer than Profile 1 but specific population‐based weighted IC indicated Profile 1 to be relatively safer.]]></description>
      <pubDate>Fri, 31 Oct 2014 16:44:11 GMT</pubDate>
      <guid>https://trid.trb.org/View/1328322</guid>
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      <title>Computing what the public wants: Some issues in road safety cost-benefit analysis</title>
      <link>https://trid.trb.org/View/1083847</link>
      <description><![CDATA[In road safety, as in other fields, cost-benefit analysis (CBA) is used to justify the investment of public money and to establish priority between projects. It amounts to a computation by which 'few' - the CB analysts - aim to determine what the 'many' - those on behalf of which the choice is to be made - would choose. The question is whether there are grounds to believe that the tool fits the aim. The author argues that the CBA tool is deficient. First, because estimates of the value of statistical life and injury on which the CBA computation rests are all over the place, inconsistent with the value of time estimates, and government guidance on the matter appears to be arbitrary. Second, because the premises of New Welfare Economics on which the CBA is founded apply only in circumstances which, in road safety, are rare. Third, because the CBA requires the computation of present values which must be questioned when the discounting is of future lives and of time. Because time savings are valued too highly when compared to life and because discounting tends to unjustifiably diminish the value of lives saved in the future, the CBA tends to bias decisions against investment in road safety.]]></description>
      <pubDate>Wed, 19 Jan 2011 10:52:46 GMT</pubDate>
      <guid>https://trid.trb.org/View/1083847</guid>
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    <item>
      <title>Measuring Injury Risks from Motor Vehicle Crashes with an Integrated Approach</title>
      <link>https://trid.trb.org/View/901975</link>
      <description><![CDATA[This article applies an integrated approach to an empirical measurement of injury risks to roadway users. This approach estimates exposure with time traveled and integrates injuries of different severity on the KABCO scale using corresponding unit costs. This approach is applied to the United States in 2001 for walking and motoring, using fatal-injury data from the Fatal Analysis Reporting System (FARS), nonfatal injury data from the General Estimate System (GES), and exposure data from the 2001 National Household Travel Survey (NHTS). The results for the most probable case indicate that the average risk is about $2.00 of expected injury costs per hour of exposure for motoring, and $1.69 per hour for walking.]]></description>
      <pubDate>Fri, 30 Oct 2009 09:25:44 GMT</pubDate>
      <guid>https://trid.trb.org/View/901975</guid>
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      <title>Estimated Medical Cost Savings in Massachusetts by Implemention of a Primary Seat Belt Law</title>
      <link>https://trid.trb.org/View/897743</link>
      <description><![CDATA[This report examines 2006 hospital discharge data reporting cases where the external cause of injury to a vehicle occupant was a motor vehicle crash to predict the estimated savings to Massachusetts if a primary seat belt law is implemented.  The savings are calculated using costs based on the report "Economic Impact of Motor Vehicle Crashes" (DOT HS 809 446).  In Massachusetts, there is an expectation of a primary law reducing the burden of insurance companies by about $55.8 million from crashes occurring in a single year alone.  The crash victims in Massachusetts would benefit by a reduction of about $3.9 million while the Federal Government would also reduce its costs by about $3.9 million before reimbursing Massachusetts for a portion of Medicaid Expenditures.  Massachusetts would also reduce its spending by $5.7 million ($3.6 million after reimbursement).]]></description>
      <pubDate>Mon, 03 Aug 2009 15:27:20 GMT</pubDate>
      <guid>https://trid.trb.org/View/897743</guid>
    </item>
    <item>
      <title>Estimated Medical Cost Savings in Nevada by Implementation of a Primary Seat Belt Law</title>
      <link>https://trid.trb.org/View/894602</link>
      <description><![CDATA[This report examines 2007 hospital discharge data reporting cases where the external cause of injury to a vehicle occupant was a motor vehicle crash to predict the estimated savings to Nevada if a primary seat belt law is implemented. The savings are calculated using costs based on the report "Economic Impact of Motor Vehicle Crashes" (DOT HS 809 446). In Nevada, there is an expectation of a primary law reducing the burden of insurance companies by about $4.2 million from crashes occurring in a single year alone. The crash victims in Nevada would benefit by a reduction of more than $503,000 while the Federal Government would reduce its costs by about $543,000 before reimbursing Nevada for a portion of Medicaid expenditures. Nevada would also reduce its spending by $1.6 million ($930,000 after reimbursement).]]></description>
      <pubDate>Mon, 20 Jul 2009 16:50:26 GMT</pubDate>
      <guid>https://trid.trb.org/View/894602</guid>
    </item>
    <item>
      <title>Estimated Medical Cost Savings in Rhode Island by Implementation of a Primary Seat Belt Law</title>
      <link>https://trid.trb.org/View/894608</link>
      <description><![CDATA[This report examines 2006 hospital discharge data reporting cases where the external cause of injury to a vehicle occupant was a motor vehicle crash to predict the estimated savings to Rhode Island if a primary seat belt law is implemented. The savings are calculated using costs based on the report "Economic Impact of Motor Vehicle Crashes" (DOT HS 809 446). In Rhode Island, there is an expectation of a primary law reducing the burden of insurance companies by about $1.9 million from crashes occurring in a single year alone. The people of Rhode Island would benefit by a reduction of more than $397,000 while the Federal Government would reduce its costs by about $278,000 before reimbursing Rhode Island for a portion of Medicaid expenditures. Rhode Island would also reduce its spending by $553,000 ($374,000 after reimbursement).]]></description>
      <pubDate>Mon, 20 Jul 2009 16:50:25 GMT</pubDate>
      <guid>https://trid.trb.org/View/894608</guid>
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    <item>
      <title>Estimated Medical Cost Savings in Vermont by Implementation of a Primary Seat Belt Law</title>
      <link>https://trid.trb.org/View/894612</link>
      <description><![CDATA[This report examines 2005 hospital discharge data reporting cases where the external cause of injury to a vehicle occupant was a motor vehicle crash to predict the estimated savings to the State of Vermont if a primary seat belt law is implemented. The savings are calculated using costs based on the report "Economic Impact of Motor Vehicle Crashes" (DOT HS 809 446). In Vermont, there is an expectation of a primary law reducing the burden of insurance companies by about $1.3 million from crashes occurring in a single year alone. The people of Vermont would benefit by a reduction of more than $130,000 while the Federal Government would reduce its costs by about $125,000 before reimbursing Vermont for a portion of Medicaid expenditures. Vermont would also reduce its spending by more than $498,000 ($248,000 after reimbursement).]]></description>
      <pubDate>Mon, 20 Jul 2009 16:50:25 GMT</pubDate>
      <guid>https://trid.trb.org/View/894612</guid>
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    <item>
      <title>Lower-Extremity Injuries in Motorcycle Crashes</title>
      <link>https://trid.trb.org/View/871568</link>
      <description><![CDATA[This study aims to define the characteristics of lower-extremity injuries among motorcyclists involved in traffic crashes. The results of this study provide information on the cost of different types of lower-extremity injuries and long-term disabilities that might result from these types of injuries. Crash information was obtained from examination of the National Automotive Sampling System/General Estimate System for the years 1997 to 2006. The Fatality Analysis Reporting System from 1997 through 2006 was used to develop a trend in motorcycle-related fatalities. The National Trauma Data Bank-National Sample Program (NTDB-NSP) from 2003 through 2005 was used to identify injury distribution by body region and to examine the frequency and type of lower-extremity injuries, hospital charges, and discharge disposition for motorcyclists who sustained lower-extremity injuries. The number of motorcycle crashes has increased in the period from 1997 to 2006. There is an estimated 61% increase in the number of motorcyclists in traffic crashes in 2006 compared to 1997. The fatalities have increased from 2,028 in 1997 to 4,654 in 2006, accounting for a 129% increase. Most incapacitating and fatal injuries were sustained when the Initial Point of Impact was the front of the motorcycle. The analysis of the NTDB-NSP showed that lower-extremity injuries were the most common injuries sustained in motorcycle crashes, followed by upper-extremity and head injuries. Lower-extremity injuries are more frequent in motorcycle crashes; however, head, chest and abdominal injuries tend to be more severe. Motorcyclists involved in crashes sustain more leg injuries with bone fractures being the most common type of injuries when compared to soft tissue injuries. Overall, an estimated 81% of motorcyclists with isolated lower-extremity injuries were discharged home after acute hospital care. The discharge disposition has varied according to the number of lower-extremity injuries and their combination with other injuries. Hospital charges varied according to the number of lower-extremity injuries sustained by motorcyclists. Motorcyclists who sustained single-isolated lower-extremity injuries had an estimated median of $21,000 on hospital charges per patient. The median charges increased to an estimated $39,000 per patient with multiple lower-extremity injuries and was the highest for motorcyclists who sustained lower-extremity in combination with other injuries, at $56,000 per patient. An estimated 59% of the injured motorcyclists who sustained AIS 2+ injuries were covered by commercial health insurance or paid for by automobile insurance. An estimated 20% of the injured motorcyclists did not have any source of health insurance and were coded as self-pay. Medicaid and Medicare combined paid for an estimated 7% of the injured motorcyclists included in the analysis.]]></description>
      <pubDate>Sun, 05 Oct 2008 14:48:43 GMT</pubDate>
      <guid>https://trid.trb.org/View/871568</guid>
    </item>
    <item>
      <title>Highway Safety, School Transportation, and Emergency Evacuation</title>
      <link>https://trid.trb.org/View/842319</link>
      <description><![CDATA[This collection of 17 papers evaluates the following aspects of highway safety, school transportation and emergency evacuation:  hazard anticipation of novice and experienced drivers; eye movement patterns of novice teen drivers; differences in perceptions of driving skills; older drivers and the driving decision; monitoring displays and speed cameras for speed reduction; intersection safety camera program; highway safety corridors; effectiveness of targeting red light violations; effect of seat belts on cost of injuries; seat belt usage by blacks and Hispanics; dilemma zone protection for trucks at high-speed signalized intersections; traffic safety and safe routes to schools; funding pupil transportation; footprint methodology for road safety; updating a state department of transportation database of crash reduction factors; social risk index to hurricanes in coastal regions; and no-notice evacuation following train wreck and chlorine spill.]]></description>
      <pubDate>Fri, 28 Dec 2007 14:36:59 GMT</pubDate>
      <guid>https://trid.trb.org/View/842319</guid>
    </item>
    <item>
      <title>Pattern of Traffic Injuries in Shanghai: Implications for Control</title>
      <link>https://trid.trb.org/View/796130</link>
      <description><![CDATA[The authors analyze traffic injury patterns in Shanghai, China, covering the annual rate of increase in traffic-related injuries from 1987 to 2003. The research estimates the costs of traffic injuries and provides evidence to develop effective prevention strategies. Geographic information system analysis shows that the geographic distribution of traffic injuries in the countryside regions of Shanghai had the highest rates, with labor force groups representing the majority of fatalities (70.97%) and serious traffic injuries (90.51%). Research results also show generally higher rates of fatalities and injuries among drivers, bicyclists and pedestrians. Also, road traffic injury-related fatalities (66.8%) show a strong link to head injuries. Bicyclists are shown to account for 29.8% of fatal head injuries, while pedestrians account for 28.3%. Motorcyclists account for 25.5% of fatal head injuries. The authors, in estimating Shanghai's total traffic injury costs to be at least US$645,989,580 in 2003, conclude that an immediate implementation of good injury intervention programs would reduce the city's traffic injury burden.]]></description>
      <pubDate>Wed, 17 Jan 2007 11:31:53 GMT</pubDate>
      <guid>https://trid.trb.org/View/796130</guid>
    </item>
    <item>
      <title>INJURY PATTERNS COMPARED TO INJURY COSTS IN CAR TO CAR ACCIDENTS OF BELTED OCCUPANTS WITH MAJOR INJURIES</title>
      <link>https://trid.trb.org/View/639771</link>
      <description><![CDATA[The objective of this paper is to give an overview of the injury patterns of belted occupants as a function of different collision scenarios in a major accident sample. 1,100 car-to-car accidents involving major bodily injuries [Abbreviated Injury Scale (AIS)] 2+ have been analyzed for the research on the injury pattern and injury costs of belted car occupants in isolated frontal, side, and rear-end collisions. 41 accidents with airbag-equipped cars fulfilling the selection criteria were analyzed for purposes of comparison. The costs of injury to society do not correlate with AIS and Injury Severity Score rated injury severity. Leg injuries dominate injury costs in frontal collisions. In a side collision, for the belted occupant positioned on the struck side of the vehicle, outstanding high costs were seen for the bony pelvis, followed by the upper leg. The influence of the seating position and the degree of damage on the injury severity had been examined. Frontal collisions were also analyzed to gain insight into the influence of occupant characteristics and collision types on the injury pattern. Angled frontal collisions were more frequent when compared with longitudinal frontal impacts. Here a high frequency of head and neck injuries were registered. In addition, the effects of the age and gender of the belted driver in frontal collisions were compared.]]></description>
      <pubDate>Tue, 12 Feb 2002 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/639771</guid>
    </item>
    <item>
      <title>PREVENTION OF HEAD INJURIES TO CAR OCCUPANTS. AN INVESTIGATION OF INTERIOR PADDING OPTIONS</title>
      <link>https://trid.trb.org/View/537716</link>
      <description><![CDATA[Head injuries to car occupants resulting from crashes on Australian roads are a major cause of death and permanent brain damage. This report evaluates the benefits that would be likely to accrue from the use of padding materials to reduce the severity of impacts to the head. A review of the international literature was conducted to examine the range of possible countermeasures, with particular reference to padding the upper interior of the passenger compartment. Three sets of data analyses were then carried out: first, a summary of objects typically struck by the head in a representative sample of crashes; secondly, an examination of actual brain injuries sustained in a sample of crashes, and an assessment of likely outcomes had the objects struck by the head been padded; and finally, a HARM analysis to estimate the cost of head injuries and the likely financial benefits from various countermeasures. Results indicate that there is considerable potential for reducing the severity and consequences of impacts to the head by padding the upper interior of the passenger compartment. The total annual benefit of this measure, in terms of reduced HARM, would be about $123 million, or $154 per car (with a 5 percent discount rate). However, an even greater level of protection would be provided by the use of protective headwear. The total benefits associated with headwear in the form of a soft shell bicycle helmet were estimated to be $380 million (assuming a fully airbag equipped fleet), or $476 per car ($626 for cars without airbags).]]></description>
      <pubDate>Thu, 12 Nov 1998 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/537716</guid>
    </item>
    <item>
      <title>HOW TO EFFECTIVELY MANAGE SAFETY AND HEALTH COSTS FOR UNDERGROUND PROJECTS</title>
      <link>https://trid.trb.org/View/539236</link>
      <description><![CDATA[Effective safety and health programs for underground construction projects can save companies considerable amounts of money if developed, implemented and managed properly.  Safety and health costs should be treated the same as production costs and costs associated with quality assurance programs.  Injuries, Occupational Safety and Health Administration (OSHA) citations or an ineffective worker's compensation tracking program will cost the project money whether it is in "hard" or trackable dollars or "soft" money such as indirect and avoidance costs. The paper will discuss the benefits of having an effective safety and health program for your project, the different types of costs associated with safety and health programs and injury costs and what you can do to effectively control these costs.]]></description>
      <pubDate>Mon, 21 Sep 1998 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/539236</guid>
    </item>
    <item>
      <title>ESTIMATING THE COSTS OF INJURY TO U.S. EMPLOYERS</title>
      <link>https://trid.trb.org/View/474670</link>
      <description><![CDATA[Injuries both on the job and off cost employers about $200 billion annually, or $1,700 per employee.  Injuries to workers and their families generate an estimated 29% of employers' health related fringe benefit costs, including 19% of health care costs and 46% of disability costs.  Occupational injuries cost employers around $155 billion, three-fourths of the total, and over $1,400 per injury.  Non-work injuries cause one-fourth of employer injury costs and 42% of injury fringe benefit costs. Annually they cost employers $45 billion, or $380 per employee. Highway crashes cost employers $56 billion per year - $38 billion from occupational crash injuries, $15 billion from off-the-job crash injuries to employees and their families, and over $3 billion in property damage and repair costs.  Highway crash injuries account for nearly one-fourth of occupational injury costs to employers.  Occupational crashes cost employers $80,000 per million vehicle-miles of travel, or $23,000 per crash.]]></description>
      <pubDate>Mon, 15 Dec 1997 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/474670</guid>
    </item>
    <item>
      <title>What Do Traffic Crashes Cost? Total Cost to Employers by State and Industry</title>
      <link>https://trid.trb.org/View/479100</link>
      <description><![CDATA[Cost-conscious employers would be wise to evaluate their potential health care savings from traffic safety programs. This report shows that by preventing motor vehicle crashes, the potential health care savings are large.  Motor vehicle injury costs to employers are reported on a nationwide, state-by-state, and industry basis.  The report improves on the national and state-by-state estimates of employer costs of crashes presented in "Traffic Safety and Health Care:  State and National Estimates of Employer Costs" (HS-808 234).  It adds estimates of employer costs by industry.  The conclusion drawn from the facts reported herein is that savings are potentially as high as $50,000 per million vehicle miles of travel.  Protecting employees from motor vehicle crash injury can be a profitable investment of time and resources.]]></description>
      <pubDate>Fri, 23 May 1997 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/479100</guid>
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