<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=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" 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>Spatial Analysis of Income Disparities in Pedestrian Safety in Northern New Jersey: Is There an Environmental Justice Issue?</title>
      <link>https://trid.trb.org/View/1130445</link>
      <description><![CDATA[Environmental justice regulations have proliferated in the past two decades as a method for community activists to challenge federally funded projects if they perceive that they may have a disproportionate impact on low-income communities of color. Recently, arguments have surfaced suggesting that disparities in traffic safety investments be included under the umbrella of environmental justice. This study reviewed the literature on transit-related environmental justice arguments and examined the relationship between pedestrian crashes and low-income communities of color (as well as a series of other factors). A negative binomial regression was estimated to determine whether these associations existed in a three-county area of northern New Jersey. Low median income and high black and Latino populations are two of several parameters associated with high numbers of pedestrian crashes. An innovative use was made of Street View data in recording road safety features (such as buffers, medians, and pedestrian control buttons) to examine their association with pedestrian crashes at the block group level. These features were also found to vary on the basis of the median income of each block group, although the limited amount of data precluded firm conclusions about how they affect safety. The findings suggest that there is a potential environmental justice issue regarding how pedestrian-friendly road infrastructure is distributed.]]></description>
      <pubDate>Tue, 21 Feb 2012 10:06:03 GMT</pubDate>
      <guid>https://trid.trb.org/View/1130445</guid>
    </item>
    <item>
      <title>Feasibility of Using Various Data Sources to Carry Out Accident Studies into Primary Safety of Cars. Phase 2.</title>
      <link>https://trid.trb.org/View/1100671</link>
      <description><![CDATA[Recently better and newer safety features have been installed in production vehicles.  Assessing the effectiveness of these safety features in reducing accident statistics has been difficult to determine.  The objectives of Phase 2 were threefold: to create a user friendly software package for the STATS19 accident database; to determine which cars had been fitted with Electronic Stability Control (ESC) and to compare and analyze the effectiveness of ESC with STATS19 accident data.]]></description>
      <pubDate>Fri, 29 Apr 2011 10:59:48 GMT</pubDate>
      <guid>https://trid.trb.org/View/1100671</guid>
    </item>
    <item>
      <title>Techniques for Assessing the Effectiveness of Vehicle Primary Safety Features Using Accident Data</title>
      <link>https://trid.trb.org/View/1099053</link>
      <description><![CDATA[The aim of this project was to determine the best practice for using accident data  and cost benefit analysis to evaluate primary safety features in vehicles.  While there are still improvements to be made in secondary safety features, current research suggests there are more effective and beneficial gains to be made with the integration of primary and secondary safety features.  More vigorous cost benefit statistical analysis and new sources of data would provide the foundation for integrating primary and secondary safety features into a comprehensive intelligent safety system.]]></description>
      <pubDate>Tue, 19 Apr 2011 11:22:31 GMT</pubDate>
      <guid>https://trid.trb.org/View/1099053</guid>
    </item>
    <item>
      <title>Identification of Vehicular Impact Conditions Associated with Serious Ran-off-Road Crashes</title>
      <link>https://trid.trb.org/View/1082900</link>
      <description><![CDATA[This report quantifies the characteristics of ran-off-road crashes and identifies appropriate impact conditions for use in full-scale crash testing.  Many of the decisions related to design guidelines and policies can benefit from better information on the impact conditions of ran-off-road crashes.  The report will be of particular interest to personnel responsible for the design of roadside safety features.]]></description>
      <pubDate>Wed, 01 Dec 2010 16:21:23 GMT</pubDate>
      <guid>https://trid.trb.org/View/1082900</guid>
    </item>
    <item>
      <title>Manual for Assessing Safety Hardware</title>
      <link>https://trid.trb.org/View/914505</link>
      <description><![CDATA[The purpose of this report is to present uniform guidelines for the crash testing of both permanent and temporary highway safety features and recommended evaluation criteria to assess test results. Guidelines are also presented for the in-service evaluation of safety features. These guidelines and criteria, which have evolved over the past 40 years, incorporate current technology and the collective judgment and expertise of professionals in the field of roadside safety design. They provide: (1) a basis on which researchers and user agencies can compare the impact performance merits of candidate safety features, (2) guidance for developers of new safety features, and (3) a basis on which user agencies can formulate performance specifications for safety features. Manual for Assessing Safety Hardware (MASH) is an update to and supersedes NCHRP Report 350, Recommended Procedures for the Safety Performance Evaluation of Highway Features, for the purposes of evaluating new safety hardware devices. MASH does not supersede any guidelines for the design of roadside safety hardware, which are contained within the AASHTO Roadside Design Guide (see related item). A video presentation describing this publication can be found on the FHWA web site.]]></description>
      <pubDate>Tue, 23 Mar 2010 06:46:15 GMT</pubDate>
      <guid>https://trid.trb.org/View/914505</guid>
    </item>
    <item>
      <title>Attitudes to seat belt wearing and related safety features in two cities in China</title>
      <link>https://trid.trb.org/View/887855</link>
      <description><![CDATA[The study aimed to establish characteristics of vehicles, occupants, seat belt and vehicle safety features for the Chinese cities of Nanjing and Zhoushan in order to interpret previously observed low seat belt wearing rates, particularly of passengers. Convenience interview surveys, stratified by vehicle and occupant type, of 2,280 motor vehicle users were conducted in 2006 and 2007. Most participants (74.4%) were male, particularly drivers. Over half the occupants surveyed were aged 30-39 years. Drivers had relatively new vehicles and less driving experience compared with more motorised countries. Seat belts in most front seating positions and in half of the rear seats were fitted and functional. Where fitted, reasons for 'never wearing' were mostly 'feeling trapped and uncomfortable'; inconsistent wearers were influenced by 'habit development, trip length, speed, comfort and enforcement'. Public awareness of the safety benefits of seat belts, strong enforcement and retrofitting are necessary to overcome these barriers as achieved by past and present best practice.]]></description>
      <pubDate>Fri, 29 May 2009 07:42:03 GMT</pubDate>
      <guid>https://trid.trb.org/View/887855</guid>
    </item>
    <item>
      <title>How important is vehicle safety in the new vehicle purchase process?</title>
      <link>https://trid.trb.org/View/860690</link>
      <description><![CDATA[Whilst there has been a significant increase in the amount of consumer interest in the safety performance of privately owned vehicles, the role that it plays in consumers' purchase decisions is poorly understood. The aims of the current study were to determine: how important vehicle safety is in the new vehicle purchase process; what importance consumers place on safety options/features relative to other convenience and comfort features, and how consumers conceptualize vehicle safety. In addition, the study aimed to investigate the key parameters associated with ranking 'vehicle safety' as the most important consideration in the new vehicle purchase. Participants recruited in Sweden and Spain completed a questionnaire about their new vehicle purchase. The findings from the questionnaire indicated that participants ranked safety-related factors (e.g., EuroNCAP (or other) safety ratings) as more important in the new vehicle purchase process than other vehicle factors (e.g., price, reliability etc.). Similarly, participants ranked safety-related features (e.g., advanced braking systems, front passenger airbags etc.) as more important than non-safety-related features (e.g., route navigation systems, air-conditioning etc.). Consistent with previous research, most participants equated vehicle safety with the presence of specific vehicle safety features or technologies rather than vehicle crash safety/test results or crashworthiness. The key parameters associated with ranking 'vehicle safety' as the most important consideration in the new vehicle purchase were: use of EuroNCAP, gender and education level, age, drivers' concern about crash involvement, first vehicle purchase, annual driving distance, person for whom the vehicle was purchased, and traffic infringement history. The findings from this study are important for policy makers, manufacturers and other stakeholders to assist in setting priorities with regard to the promotion and publicity of vehicle safety features for particular consumer groups (such as younger consumers) in order to increase their knowledge regarding vehicle safety and to encourage them to place highest priority on safety in the new vehicle purchase process.]]></description>
      <pubDate>Tue, 24 Jun 2008 07:50:34 GMT</pubDate>
      <guid>https://trid.trb.org/View/860690</guid>
    </item>
    <item>
      <title>Innovation and Stagnation in Automotive Safety and Fuel Efficiency</title>
      <link>https://trid.trb.org/View/798335</link>
      <description><![CDATA[This report investigates the state of automobile design in the United States today.  It focuses on how vehicle design mitigates or decreases vehicle safety and vehicle fuel economy.  It comes to the following conclusions: (1) The relationships between vehicle manufacturers and parts suppliers is one that is not conducive to innovation. (2) The research priorities of the federal government are misplaced. (3) Innovators at an early development stage do not get the attention of the National Highway Traffic Safety Administration (NHTSA). (4) The effectiveness of emerging technology is slow to be evaluated by NHTSA. (5) NHTSA is not adequately prepared to evaluate the integrated technology involved in multiple vehicle systems. (6) NHTSA does not force technology on manufacturers.  (7) Automotive engineers do not have licensure requirements, codes of ethics, or other practices which would enable them to practice as professionals. (8) The automobile insurance industry has not offered incentives for safety since they offered discounts on premiums for automobiles with air bags. (9) Pricing and options bundling reduce the consumer demand for safety enhancing features. (10) Consumers do not have the information needed to make the best decisions.  The report also offers recommendations that address all of the above conclusions.]]></description>
      <pubDate>Tue, 30 Jan 2007 13:29:21 GMT</pubDate>
      <guid>https://trid.trb.org/View/798335</guid>
    </item>
    <item>
      <title>SK HECTOMETRIC SYSTEM</title>
      <link>https://trid.trb.org/View/277790</link>
      <description><![CDATA[The SK (Soule-Kermadec) is a system consisting of small 12 seat vehicles running with a high frequency (20 s. or less); in this article it is described together as an automatic guideway transit, hectometric, semi-continuous, with mechanical active track.  The operation is fully automated, there is no driver in the cabins.  Hectometric means particularly adapted to short distances, less than 2 kilometers.  Semi-continuous means that the passengers step into the vehicles moving very slowly along the platform. Mechanical active track means that the vehicles don't carry their motor but are hauled by a cable which is running at about 20 km/h.  The connecting between the cable and the vehicle is made by an original grip assuring a progressive throwing.  When the vehicle approaches the stations it is slowed down by belts running on the track, and by means of two wheels which are braked with a force proportional to the weight of the vehicle.  The variation of the speed is thus obtained in a mechanical way and the drive motors are asynchronous and rotates at a constant speed.  In normal conditions the cable maintains the necessary distance between two consecutive vehicles, but in case of perturbations the anti-collision security is assured by a block system which commands the emergency braking by means of mechanical pieces disposed along the track.  The cabins are completely passive, it means that they are carrying no energy, and the doors are actuated by devices located under the platforms.  The promoters of the system put the emphasis on the safety, at the end of the embarking platforms special cubicles can at first warn the passengers and then stop the cabin if somebody has a wrong position and could be injured. The SK is already successful:  in spring 1986 two short lines have been implemented, one at the exposition park Villepinte--Paris Nord, the other at the international transportation exhibition in Vancouver, and it functions satisfactorily.  Nevertheless it can be pointed out that the SK is not yet considered really as an urban automatic transit such as VAL or ARAMIS, it can equip lines where the need of length, speed and capacity is not so high.]]></description>
      <pubDate>Sat, 28 Aug 2004 04:48:35 GMT</pubDate>
      <guid>https://trid.trb.org/View/277790</guid>
    </item>
    <item>
      <title>TRANSIT TRACKING IN TORONTO</title>
      <link>https://trid.trb.org/View/277296</link>
      <description><![CDATA[Canada's largest city has undertaken an ambitious automatic vehicle monitoring program over recent years; MT reports on the program's progress so far.]]></description>
      <pubDate>Sat, 28 Aug 2004 04:47:24 GMT</pubDate>
      <guid>https://trid.trb.org/View/277296</guid>
    </item>
    <item>
      <title>OPERATIONAL RECOMMENDATIONS FOR DOOR CONTROL SYSTEMS IN METROPOLITAN RAILWAYS</title>
      <link>https://trid.trb.org/View/275983</link>
      <description><![CDATA[Safety of passengers has received increasing attention in recent years, particularly with respect to technical features of rapid transit trains with which riders come into direct contact.  Special attention has been paid to the situation when passengers are entering or leaving trains and to the functioning and controls of doors.  These problems have intensified as completely automated services have been introduced where there are no staff on trains or at stations.  The safety philosophies in this field have repercussions not only on the operation of conventional systems but also on the attitude of government and responsible authorities towards safety.  This report summarizes existing views and experience concerning the control and monitoring of doors on conventional rapid transit cars from the operational standpoint.  It can serve as a guide in designing similar systems for more completely automated modes.]]></description>
      <pubDate>Sat, 28 Aug 2004 04:44:14 GMT</pubDate>
      <guid>https://trid.trb.org/View/275983</guid>
    </item>
    <item>
      <title>FEDERAL REGULATION OF TRANSPORTATION AND TECNOLOGICAL INNOVATION</title>
      <link>https://trid.trb.org/View/92457</link>
      <description><![CDATA[THE FEDERAL GOVERNMENT'S REGULATORY SCHEME ON TECHNOLOGICAL INNOVATION IN TRANSPORTATION IS DISCUSSED AND COMMENT IS MADE ON GENERAL POLICIES THAT AFFECT INNOVATIVE INCENTIVE. GOVERNMENT EFFORTS HAVE FOCUSED ON POLICIES THAT DIRECTLY SUBSIDIZE RESEARCH AND DEVELOPMENT AND NEGLECTED THE SUBTLER EFFECTS THAT ITS OTHER POLICIES HAVE UPON TECHNOLOGICAL INNOVATION. THE GOVERNMENTS ANTITRUST, TAX PROCUREMENT, AND PATENT POLICIES REFLECT A NEUTRAL ATTITUDE TOWARD INNOVATION. INNOVATION IN TRUCKING AND WATER TRANSPORT HAS BEEN UNAFFECTED, INNOVATION IN RAILROADS HAS BEEN DISCOURAGED, AND AIRLINE RESEARCH HAS BEEN ENCOURAGED. TRANSPORTATION INNOVATION HAS BEEN ENCOURAGED IN AREAS IN WHICH CURRENT TECHNOLOGY HAS ADVERSE EFFECTS ON CONSUMERS SUCH AS AIR POLLUTION CONTROL AND SAFETY RESTRAINTS. EXPENDITURE OF FUNDS TO HASTEN TECHNOLOGICAL INNOVATION IS URGED. GOVERNMENT PROCUREMENT POLICIES ARE DISCUSSED. THE OBSERVATION IS MADE THAT STRICT ENFORCEMENT OF THE ANTITRUST LAWS WILL ENCOURAGE INNOVATIVE ACTIVITY, AND THE INCENTIVES OFFERED BY THE TAX SYSTEM AND THE GOVERNMENT'S PATENT POLICIES ARE DISCUSSED. WATER TRANSPORT, TRUCKING AND RAILROADS RECEIVE CONSIDERATION IN A DISCUSSION OF THE INTERSTATE COMMERCE COMMISSION POLICIES. URBAN MASS TRANSPORTATION POLICIES ARE DETAILED AND NEW TRANSPORTATION MODES SUCH AS AUTOMATIC VEHICLE MONITORING AND DIAL-A-RIDE ARE DESCRIBED. FEDERAL AIRLINE REGULATION AND AIR POLLUTION CONTROL POLICIES ARE REVIEWED.]]></description>
      <pubDate>Fri, 24 Oct 2003 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/92457</guid>
    </item>
    <item>
      <title>AUTO-SAFETY UPDATE: FEATURES THAT CAN SAVE YOUR LIFE</title>
      <link>https://trid.trb.org/View/461940</link>
      <description><![CDATA[Market research indicates that safety is on the minds of a growing number of car and truck buyers.  Yet research also indicates that an alarming number of motorists either don't care or don't know how to properly use the very safety features they covet.  This article describes three of these safety features and how to properly use them.  These three are seat belts, air bags, and antilock brakes.]]></description>
      <pubDate>Wed, 28 May 2003 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/461940</guid>
    </item>
    <item>
      <title>NEW CAR SAFETY FEATURES: VALUABLE INFORMATION TO HELP YOU BUY A SAFER CAR - 1999</title>
      <link>https://trid.trb.org/View/502387</link>
      <description><![CDATA[This brochure provides information about:  some of the common safety features available on new vehicles; ways to compare standard and optional safety features on similar vehicles; and how to perform a safety check.  A safety features chart is provided that lists safety features available on 1999 vehicles, according to size and type.]]></description>
      <pubDate>Tue, 13 Jul 1999 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/502387</guid>
    </item>
    <item>
      <title>DEVELOPMENT, EVALUATION, AND DEMONSTRATION OF A TRACTOR TRAILER INTELLIGENT COMMUNICATION AND POWER LINK</title>
      <link>https://trid.trb.org/View/537610</link>
      <description><![CDATA[Technology offers a significant potential to improve the productivity and safety of the motor carrier industry.  To date, the application of new technology to commercial vehicles has been limited to single unit trucks and truck tractors because of constraints inherent in the present combination-unit truck trailer electrical powering and communication system.  A number of possibilities have been suggested to address this issue including, but not limited to, radio/telemetry communication among units in the combination, multiplexing, voltage enhancement, wiring system upgrade, and additional electrical circuits.  This report explores the multiplexing approach.  This approach switches six of the seven wires in the standard SAE J1067 cable and J560 connector to two J1939 communication lines and four full time power lines, leaving one wire for ground. The system uses personal computer hardware and power switching in custom modules.  Additional safety and productivity enhancing features have been added to the combination unit to demonstrate the potential of the systems.  These features are: 1) advanced lighting multiplex modules, 2) trailer ID, 3) trailer air brake reservoir low pressure, 4) ABS warning light in the cab, 5) trailer parking brake status/brake status, 6) trailer air suspension pressure, 7) tandem axle load, 8) rear object detection, 9) side object detection, and 10) refrigeration status in the trailer.]]></description>
      <pubDate>Tue, 10 Nov 1998 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/537610</guid>
    </item>
  </channel>
</rss>