<rss version="2.0" xmlns:atom="https://www.w3.org/2005/Atom">
  <channel>
    <title>Transport Research International Documentation (TRID)</title>
    <link>https://trid.trb.org/</link>
    <atom:link href="https://trid.trb.org/Record/RSS?s=PHNlYXJjaD48cGFyYW1zPjxwYXJhbSBuYW1lPSJkYXRlaW4iIHZhbHVlPSJhbGwiIC8+PHBhcmFtIG5hbWU9InN1YmplY3Rsb2dpYyIgdmFsdWU9Im9yIiAvPjxwYXJhbSBuYW1lPSJ0ZXJtc2xvZ2ljIiB2YWx1ZT0ib3IiIC8+PHBhcmFtIG5hbWU9ImxvY2F0aW9uIiB2YWx1ZT0iMCIgLz48L3BhcmFtcz48ZmlsdGVycz48ZmlsdGVyIGZpZWxkPSJpbmRleHRlcm1zIiB2YWx1ZT0iJnF1b3Q7THVnZ2FnZSByYWNrcyZxdW90OyIgb3JpZ2luYWxfdmFsdWU9IiZxdW90O0x1Z2dhZ2UgcmFja3MmcXVvdDsiIC8+PC9maWx0ZXJzPjxyYW5nZXMgLz48c29ydHM+PHNvcnQgZmllbGQ9InB1Ymxpc2hlZCIgb3JkZXI9ImRlc2MiIC8+PC9zb3J0cz48cGVyc2lzdHM+PHBlcnNpc3QgbmFtZT0icmFuZ2V0eXBlIiB2YWx1ZT0icHVibGlzaGVkZGF0ZSIgLz48L3BlcnNpc3RzPjwvc2VhcmNoPg==" rel="self" type="application/rss+xml" />
    <description></description>
    <language>en-us</language>
    <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>
    <image>
      <title>Transport Research International Documentation (TRID)</title>
      <url>https://trid.trb.org/Images/PageHeader-wTitle.jpg</url>
      <link>https://trid.trb.org/</link>
    </image>
    <item>
      <title>Understanding the aeroacoustic noise mechanisms and noise control techniques of roof rack systems</title>
      <link>https://trid.trb.org/View/1595150</link>
      <description><![CDATA[Aeroacoustics is one of the top NVH concerns in the automotive industry. HEV/EV have increased the challenge in rebalancing wind noise, and SDC is pushing sound quality requirements to be significantly more demanding than they are in conventional ICE manually-driven vehicles. The most severe aeroacoustic phenomena in ground vehicles are the ones with a tonal nature. Roof rack systems are directly exposed to the airflow and generate broadband noise and a discrete aeolian tone. Typical crossbar profiles are variations over an elliptical profile, i.e. not as blunt as a circular cylinder, neither as thin as a wing section, and a particular solution optimized for one profile will prove less effective in different designs. Therefore, the objective of this project is to investigate the noise mechanisms involved in elliptical crossbars through actual acoustic measurements taken on track. The first part of the project correlated exterior acoustic pressure and intensity measurements taken on track and in an aeroacoustic wind tunnel with the objective of assessing accuracy and repeatability. Exterior sound pressure on-track has demonstrated good accuracy in capturing both narrow and broadband noise effects, despite the uncontrolled background noise. The crossbar wake interaction with the roof plane was investigated through local flow visualization and reference aeroacoustic measurements. The second part of the project compared the noise generated by an elliptical cylinder with that generated by a circular cylinder and a NACA 0012 airfoil with the same thicknesses and at the same operational conditions. Results have shown that the elliptical crossbar noise characteristics have similarities when compared to those of blunt bodies at low Reynolds numbers and wing sections at higher speeds. Different leading and trailing edge geometries demonstrated that the trailing edge is the key contributor to the aeolian tone, while the leading edge affects primarily the broadband noise. Noise control techniques such as Angle of Attack and two and three-dimensional Boundary Layer Tripping (BLT) were investigated. Positive and negative incidence angles presented opposite trends towards noise reduction and have proven to be ineffective at higher speeds. 2D and 3D BLT did not eliminate the main tone but reduced its amplitude and bandwidth. 3D BLT techniques have demonstrated an advantage over 2D BLT. Innovative solutions such as Perforation and active Trailing Edge Blowing (TEB) were assessed. Both Perforation and TEB were effective in reducing the aeolian tone but presented side effects such as high frequency whistling, thus requiring further geometric optimization.       ]]></description>
      <pubDate>Thu, 23 May 2019 10:23:20 GMT</pubDate>
      <guid>https://trid.trb.org/View/1595150</guid>
    </item>
    <item>
      <title>Aerodynamic Analysis of Passenger Car with Luggage Carrier (Roof Rack)</title>
      <link>https://trid.trb.org/View/1578709</link>
      <description><![CDATA[Any change is vehicle exterior design, affects the aerodynamics characteristic. Generally different types of roof racks are attached on passenger vehicles to carry luggage which affects aerodynamic drag. The objective of this work is to perform aerodynamic analysis of ground vehicle with roof rack to investigate the change in drag coefficient. First, the aerodynamic analysis of a baseline passenger car model is performed with and without generic benchmarked roof rack at 100 kmph. Further analysis is carried out with different new designs of roof racks. Based on simulation result, a scaled down prototype model is fabricated and validated by using a wind tunnel test for optimum suitable case. The modelling of the vehicle is done in CATIA tool and simulation is carried out by using ANSYS Fluent. The results show maximum drag reduction of around 9% with new design of roof rack as compared to the benchmarked roof rack which improves the fuel economy around 18% when compared to a benchmarked roof rack.       ]]></description>
      <pubDate>Thu, 21 Feb 2019 09:55:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/1578709</guid>
    </item>
    <item>
      <title>Interior Innovations on Show in Cologne</title>
      <link>https://trid.trb.org/View/792880</link>
      <description><![CDATA[This article summarizes some of the latest developments in train car interiors, as showcased at the Railway Interiors Expo in Cologne, Germany (November 2005).  Greater reliability, resilience, comfort, and safety are the key themes in the new products, all of which are designed to help win and retain passengers from the roads and airlines.  The author describes new items from manufacturers including Lantal (Switzerland), John Holdsworth (Britain), Teknoware (Finland), Baultar (Canada), Forbo Flooring (Switzerland), Fundermax (Austria), Grammer (Germany), Volo Interactive (Britain), SMTC (France), Sapa Mass Transportation (Sweden), and Stratiforme Industries (France).  A number of these innovations are designed to help passengers find their way in the dark when the power fails.  Other products include fabrics, floor coverings, ergonomically-designed seats, media and entertainment systems, powered folding tables, luggage racks, and toilet modules.]]></description>
      <pubDate>Fri, 27 Oct 2006 08:15:08 GMT</pubDate>
      <guid>https://trid.trb.org/View/792880</guid>
    </item>
    <item>
      <title>THE EFFECTS OF REAR SEAT PASSENGERS ON FRONT SEAT OCCUPANTS IN FRONTAL IMPACTS</title>
      <link>https://trid.trb.org/View/202712</link>
      <description><![CDATA[This report describes a series of 50 km/hr frontal impact tests carried out in an estate car body shell on the TRRL impact test rig.  The aim of the study was to determine the effect of a rear unrestrained adult passenger on a restrained front seat occupant and to estimate the magnitude of any effect.  Eight crash tests are reported in three configurations: (1) both front and rear dummies restrained; (2) front dummy restrained and rear dummy unrestrained; (3) both front and rear dummies unrestrained.  A single test in which both dummies were restrained and an additional load was present behind the rear seat is also reported.  The importance of occupant restraint is clearly demonstrated. The tests suggests that the risk of chest injury to a front restrained occupant is nearly doubled when an unrestrained adult rear seat occupant is present.  The effect of the luggage on the restrained rear passengers is shown and this indicates the need for adequate luggage restraint.  (TRRL)]]></description>
      <pubDate>Wed, 30 May 1984 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/202712</guid>
    </item>
    <item>
      <title>PHYSICAL CHARACTERISTICS OF ACCESSORY-EQUIPPED MOTORCYCLES</title>
      <link>https://trid.trb.org/View/183371</link>
      <description><![CDATA[Theoretical studies and field tests evaluated the relationship between motorcycle accessories and operational performance (handling and stability). The accessories include fork- and frame-mounted windscreen fairings, luggage racks, and saddlebags. Overall, these types of accessories do not appear to have a significant adverse effect on cycle operating characteristics, when installed and used in a manner consistent with good practice and manufacturer's recommendations. Data are presented on three example motorcycles of varying engine size and gross weight. Results indicate that high speed stability is affected by the weight of luggage being carried, with 30 kg being the upper limit beyond which care must be exercised in riding.]]></description>
      <pubDate>Mon, 31 Jan 1983 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/183371</guid>
    </item>
  </channel>
</rss>