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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>
    <image>
      <title>Transport Research International Documentation (TRID)</title>
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      <link>https://trid.trb.org/</link>
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      <title>Special Crash Investigations: On-Site Rollover Crash Investigation; Vehicle: 2018 Jeep Compass; Location: California; Crash Date: January 2022</title>
      <link>https://trid.trb.org/View/2672497</link>
      <description><![CDATA[This Special Crash Investigations report documents the on-site investigation of a two-vehicle crash and rollover of a  stolen 2018 Jeep Compass in California in January 2022. The Jeep was driven by an unbelted 32-year-old male with  a front-right seat passenger, an unbelted 25-year-old female. The other vehicle was a 2019 Lexus ES300H driven by  a belted 61-year-old male with a front-right seat female passenger, age unknown. According to the police crash  report, the pre-dawn crash occurred in clear weather when the Jeep failed to stop at a red light, entered the  intersection, and was T-boned on the right side by the Lexus. The Jeep rotated clockwise, tripped left side leading,  rolled four or five times, and landed in the west leg of the intersection on its roof. The Jeep driver fled the scene on  foot but was later arrested by a separate police agency. The Jeep passenger had police-reported “A” (severe) injuries  including skull and facial fractures. She was transported by ambulance to a local trauma center and her treatment  status is unknown. The Lexus driver complained of lower back and knee pain. He was transported by ambulance to a  local hospital but his treatment status is unknown.]]></description>
      <pubDate>Wed, 25 Feb 2026 09:33:51 GMT</pubDate>
      <guid>https://trid.trb.org/View/2672497</guid>
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    <item>
      <title>Evaluating Restricted Crossing U-Turn (RCUT) Intersections on Reducing Rear-End and Angle Crashes</title>
      <link>https://trid.trb.org/View/2562186</link>
      <description><![CDATA[This study takes the initiative and evaluates the safety effectiveness of RCUTs in reducing rear-end and angle crash types in the state of Kentucky using the empirical Bayes (EB) before-and-after approach. The focus is explicitly on these two crash types due to their strong association with severe and injury-related crashes at intersections. In this regard, a total of 19 RCUT sites were selected for the safety evaluation. Crash data were retrieved from the Kentucky Transportation Cabinet (KYTC) in each of the before-and-after periods. The influence area considered for analyzing the before-period included crashes within a 250 ft (radius) circular buffer zone from the centroid of the intersection. To collect the after-period crashes for RCUT intersections, 250 ft (radius) circular buffer from the center of the main intersection and 50-ft (radius) circular buffer from the center of each median U-turn were considered. Additional effort was made to collect the operational and geometric attributes (e.g., annual average daily traffic “AADT,” shoulder width, and median width) manually at each RCUT location for developing crash prediction models in the before period (i.e., before conversions from traditional intersections to RCUTs). Crash data exhibited over-dispersion; hence, the negative binomial (NB) model was employed to develop the safety performance functions (SPFs) for the two crash types (i.e., rear-end and angle crashes). To evaluate the safety effectiveness of RCUTs, the EB method was employed, which suggested that the conversion of traditional intersections into RCUTs showed a significant angle crash reduction of 33.8% at the 5% significance level, as well as a significant rear-end crash reduction of 75% at the 5% significance level.]]></description>
      <pubDate>Fri, 20 Feb 2026 15:28:27 GMT</pubDate>
      <guid>https://trid.trb.org/View/2562186</guid>
    </item>
    <item>
      <title>Q-Series Child Dummy FE Model Development and Validation for Child Occupant Safety Assessment in Automotive Crashes</title>
      <link>https://trid.trb.org/View/2663514</link>
      <description><![CDATA[The Ministry of Road Transport and Highways (MoRTH), Government of India, has established BHARAT NCAP to provide a fair, meaningful, and objective assessment of the crash safety performance of cars. This program evaluates vehicles across three key areas, including Child Occupant Protection (COP). A critical component of the COP assessment involves dynamic testing using Q-series child dummies representing a 1½-year-old (Q1.5) and a 3-year-old child (Q3). As per the BHARAT NCAP protocol, these dummies are placed in the second-row outboard seating position within Child Restraint Systems (CRSs) and subjected to two primary dynamic impact tests: Offset Deformable Barrier (ODB) conducted at a speed of 64 km/hr. and Mobile Deformable Barrier (MDB) Side Impact tests conducted at 50 km/hr.The dynamic assessment of these child dummies is primarily focused on the head, neck, and chest regions to evaluate the effectiveness of the CRSs and overall vehicle safety system in protecting young occupants during crash events. This assessment provides crucial information to consumers regarding the safety of vehicles for child occupants and helps them towards decision-making to buy a vehicle.The finite element (FE) models of Q dummies are extensively used in the development, evaluation, optimization, and prototyping of the restraint system concepts. To ensure the accuracy of these models under dynamic impact tests, Humanetics Q dummy models are further validated through additional component, assembly, and full-body tests in addition to certification requirements.This paper presents these additional validations of Q dummies, with a focus on improving response accuracy in critical body regions. The validations were performed under frontal and side impact loading conditions to strengthen the predictability of head and upper torso kinematics exhibited during dynamic impact tests. These enhancements increase confidence in the dummies’ ability to reliably predict child occupant injuries in NCAP crash scenarios.]]></description>
      <pubDate>Mon, 02 Feb 2026 16:36:56 GMT</pubDate>
      <guid>https://trid.trb.org/View/2663514</guid>
    </item>
    <item>
      <title>A Procedure for Validation of a Full e-Vehicle CAE Model with Physical Tests for Passive Safety Applications</title>
      <link>https://trid.trb.org/View/2663511</link>
      <description><![CDATA[With the fast development of computational analysis tools and capacities during the past ten years, complex and substantial computer-aided engineering (CAE) simulations are now economically possible. While the cost of crash tests has risen steadily, the fidelity and complexity, which numerical simulations could address, has multiplied keeping the cost of computational analysis more stable. The fundamental goal of CAE is to achieve significant reduction in the number of physical tests conducted during the product development process. However, validating the CAE model with physical tests is essential to ensure accuracy and reliability. Simulations performed using a validated CAE model could be used to make decisions like airbag deployment or high voltage shutdown without an actual physical test being conducted. This paper discusses validating an electric commercial vehicle CAE model during a side impact thus emphasizing the safety of a high voltage battery system. The critical parameters considered for fine-tuning the CAE model are discussed. The qualitative comparison looks at global displacement of the vehicle, local deformations and failure of the structural components. The acceleration time histories measured from different locations of the test vehicle are compared with the same obtained from the CAE simulation for quantitative correlation. While most of the quantitative comparison metrics are limited to time domain, this paper discusses a time, frequency and time-frequency domain comparison of the acceleration curves measured from test and CAE. The qualitative and quantitative comparison of the results shows the correlation level of the CAE simulation with the physical test outcome.]]></description>
      <pubDate>Mon, 02 Feb 2026 16:36:56 GMT</pubDate>
      <guid>https://trid.trb.org/View/2663511</guid>
    </item>
    <item>
      <title>Performance analysis of restraint systems for reclined occupant in side pole impact collisions</title>
      <link>https://trid.trb.org/View/2625333</link>
      <description><![CDATA[Safety restraint systems have enhanced occupants’ safety in case of collision. However, they are designed to protect occupants in standard sitting posture and different sitting postures are not evaluated in current legal and rating tests. The goal of this study was to address the reclined posture under oblique pole side impact conditions. Different airbag systems were proposed and analyzed for protecting reclined occupants, providing a general overview of the restraint systems performance across these conditions. Simulations were performed with a subsystem Finite Elements (FE) vehicle model developed and validated against side impact tests. A reclined occupant position was analyzed using WorldSID 50th male dummy under Euro NCAP oblique pole side impact test conditions. Three different seat-mounted side restraint system solutions optimized according to standard EuroNCAP position were proposed to enhance reclined occupant safety. Additionally, three time-to-fire strategies were considered, a conventional time-to-fire and two pre-crash triggering that lead to an earlier deployment of the restraint systems. In the reclined posture, the conventional time of activation led to higher occupant injury values for all the restraint systems proposed. As the firing time was brought forward, the measured injury values were reduced. The double side airbag head + thorax-pelvis system with a pre-crash triggering (time-to-fire −5 ms) was predicted as the safest case scoring the higher overall rating and five Euro NCAP stars. This study investigated three side airbag systems capable of providing good protection under Euro NCAP oblique pole side impact conditions (upright posture), considering triggering times earlier than conventional in combination with optimized airbag design parameters, these systems were able to provide also adequate protection (4-5 stars) in reclined occupant positions. The results showed that the airbag inflation time is significant in reclined positions.]]></description>
      <pubDate>Thu, 18 Dec 2025 15:37:24 GMT</pubDate>
      <guid>https://trid.trb.org/View/2625333</guid>
    </item>
    <item>
      <title>Possibilities for Further Development of the Airbags in the Case of Non-Conventional Seating Positions</title>
      <link>https://trid.trb.org/View/2610769</link>
      <description><![CDATA[The first ideas and experiments aimed at protecting passengers from the vehicle’s internal components with airbags date back to the 1960s. Twenty years later, the airbag appeared in series production, in December 1980, the Mercedes-Benz S-Class (W126) was the first serial production car to be equipped with a driver airbag, and since its introduction, the use of airbag technology has been uninterrupted. Airbag systems are currently regarded as almost mandatory protection systems in a vehicle. The article generally presents the development of airbags used in cars, followed by the currently used airbag folding types. After that, the article presents the simulation of the airbag deployment, its types and theoretical background, as well as the most important stages of the deployment of the airbag. In the following, the article presents the results of the research so far in the case of frontal and side crashes. The next section of the article introduces the materials capable of absorbing energy, then details the simulation model built and the airbag concept created. The last part of the article contains an evaluation of the results and the summary. The modified seat examined in the earlier phase of the research and the airbag concept that is the subject of this research also fulfill the set goals, but the latter has a great advantage.]]></description>
      <pubDate>Mon, 15 Dec 2025 10:32:25 GMT</pubDate>
      <guid>https://trid.trb.org/View/2610769</guid>
    </item>
    <item>
      <title>Investigation on the mechanical uncertainty of resistance spot weldings and its effect on structure crashworthiness of automotive B-pillars under side impacts</title>
      <link>https://trid.trb.org/View/2617119</link>
      <description><![CDATA[Resistance spot welding (RSW) is the main connection method for the white body structure of automobiles. Understanding the mechanical uncertainty of RSWs and its effect on structure crashworthiness design is of great significance for vehicle safety and lightweight design. In this work, the mechanical uncertainty of RSW was experimentally investigated and its effect on automotive B-pillar crashworthiness under side impacts was numerically analyzed based on a hybrid response surface model (HRSM). Firstly, the mechanical uncertainty of RSWs and associated failure mechanism were investigated and the fluctuation range of RSW strength under different loading conditions were quantified according to experimental results. Then, a reasonable RSW modeling method and subsystem collision simulation approach were demonstrated and the univariate sensitivity analysis was carried out to reveal the effect of RSWs’ mechanical property on B-pillar crashworthiness. Finally, a HRSM integrating Kriging polynomial and deep neural network (DNN) were proposed as surrogate model, based on which the multi-factor analysis was conducted to explore effects of RSW strength uncertainty on structure crashworthiness design.]]></description>
      <pubDate>Fri, 21 Nov 2025 17:10:09 GMT</pubDate>
      <guid>https://trid.trb.org/View/2617119</guid>
    </item>
    <item>
      <title>Special Crash Investigations: On-Site Ambulance Crash Investigation; Vehicle: 2011 Chevrolet Silverado 3500 Type III Ambulance; Location: Pennsylvania; Crash Date: November 2022</title>
      <link>https://trid.trb.org/View/2625871</link>
      <description><![CDATA[This on-site investigation documents the fatal multi-event crash of a 2011 Chevrolet Silverado 3500 Type III ambulance that was traveling with lights and sirens activated when it entered a four-way intersection and struck a 2017 Toyota RAV4, then a traffic-control pole, and finally a large tree. After the impact with the ambulance, the Toyota rotated and struck a 2009 Infiniti G37X. The ambulance was driven by an unbelted 23-year-old male with an unbelted 42-year-old male front-right passenger, both EMTs. The driver had fatal (K-level) injuries and the front passenger had incapacitating (A-level) injuries. Both were transported to a Level I trauma center. The driver died prior to admittance. The Toyota’s belted 23-year-old male driver had incapacitating (A-level) injuries and his treatment status is unknown. The Infiniti’s belted 25-year-old male driver was uninjured.]]></description>
      <pubDate>Fri, 21 Nov 2025 15:50:55 GMT</pubDate>
      <guid>https://trid.trb.org/View/2625871</guid>
    </item>
    <item>
      <title>ΔV Calculation Method Considering Vehicle Rotational Behavior in Side Impact Accidents</title>
      <link>https://trid.trb.org/View/2603817</link>
      <description><![CDATA[This study proposed a method for calculating ΔV that considers the rotational behavior of vehicles during side impact accidents and validated its effectiveness through actual accident data and simulations. While ΔV measured on the airbag ECU location is commonly used for assessing impact in traffic accidents, there is an opportunity to enhance the accuracy of impact assessments by incorporating the vehicle's rotational behavior. The study highlighted the variations in ΔV based on collision locations and introduced a method that utilizes acceleration sensor data from the B-pillar and C-pillar to achieve a more precise impact assessment. Simulation results demonstrated a good correlation with the proposed calculation method, indicating the practicality of calculating ΔV while considering rotational behavior. Future research will focus on gathering additional data to further broaden the applicability of this method, paving the way for continued improvement in impact assessment techniques.]]></description>
      <pubDate>Thu, 20 Nov 2025 17:07:20 GMT</pubDate>
      <guid>https://trid.trb.org/View/2603817</guid>
    </item>
    <item>
      <title>Preventing Rear and Side Crashes of Heavy-Duty Tractor-Trailer Combinations with Smart Sensors and Vision Systems</title>
      <link>https://trid.trb.org/View/2596440</link>
      <description><![CDATA[This project, conducted under the Safety21 University Transportation Center, advanced the safety of heavy-duty vehicles (HDVs) through physics-informed modeling, statistical analysis, sensor deployment, and sociotechnical analysis. The research focused on two objectives: developing a Physics-Informed Reinforcement Learning (PIRL) framework for near-miss detection in tractor-trailers, and designing customized safety sensor adoption strategies for small motor carriers. Methods included simulation of tractor-trailer dynamics to estimate safety probabilities in rear, side, and lane-keeping scenarios; probabilistic analysis of crash and inspection datasets to identify high-risk vehicle age–region groups; and survey-based studies of inspection practices modeled with an Inverse Contextual Bandit (ICB) framework. Industry interviews highlighted workforce shortages, data integration challenges, and trust in automation as barriers to adoption. Results showed PIRL outperforms standard Deep Q-Networks (DQN) in identifying near-miss risks, sensor adoption should be prioritized for specific high-risk fleets, and inspector decision-making adapts but remains inconsistent. Findings support tailored sensor programs, workforce training, and data interoperability standards to promote proactive, cost-effective HDV safety.]]></description>
      <pubDate>Thu, 18 Sep 2025 15:11:57 GMT</pubDate>
      <guid>https://trid.trb.org/View/2596440</guid>
    </item>
    <item>
      <title>A New Method to Reduce Broadside Crashes at Signalized Intersections</title>
      <link>https://trid.trb.org/View/2592237</link>
      <description><![CDATA[The goal of this research project is to test the hypothesis that moving stop bars 45-50 feet back from the conflicting lanes of traffic will significantly reduce the number of broadside crashes. Potential benefits include a statewide reduction of broadside crashes as well as new statewide standards for placement of stop bars at signalized intersections.]]></description>
      <pubDate>Fri, 22 Aug 2025 15:17:50 GMT</pubDate>
      <guid>https://trid.trb.org/View/2592237</guid>
    </item>
    <item>
      <title>Effects of early notifications on driver responses to lateral collision warnings</title>
      <link>https://trid.trb.org/View/2567226</link>
      <description><![CDATA[Despite the demonstrated effectiveness of advanced driver assistance systems, lateral collisions still occur because of incorrect and deferred responses of drivers to potential hazards attributed to approaching vehicles from the sides. In such a situation, this study introduces early notifications prior to lateral collision warnings, displayed in either a visual-only format or a visual-auditory format. These notifications inform drivers about the presence of approaching vehicles from behind in adjacent lanes, aiming to improve their performance after receiving lateral collision warnings. The improvement is measured by analyzing the differences in drivers’ reaction times and exhibition of appropriate reactions when early notifications are present and absent. Additionally, the effects of confounding factors including display formats (visual-only versus visual-auditory), drivers’ socio-demographics, and driving experience on drivers’ reaction times and exhibition of appropriate reactions are considered in the binary logit and Tobit models. Furthermore, the effects of individual heterogeneity are accounted using the random parameters approach. Results indicate that there is significant heterogeneity in drivers’ reaction time when early notifications is present, prior to lateral collision warnings. Even that drivers’ reaction time may increase in some circumstances, their likelihood of exhibiting appropriate reactions increases. However, it is interesting to find that drivers’ reaction time increases and their likelihood of exhibiting appropriate reactions decreases when early notifications are presented in a visual-auditory format, compared to a visual-only format.]]></description>
      <pubDate>Tue, 22 Jul 2025 14:39:51 GMT</pubDate>
      <guid>https://trid.trb.org/View/2567226</guid>
    </item>
    <item>
      <title>Development of a Generic Nearside Impact Test Fixture for Evaluating
          In-Vehicle Crashworthiness of Wheelchairs</title>
      <link>https://trid.trb.org/View/2563002</link>
      <description><![CDATA[Current voluntary standards for wheelchair crashworthiness only test under                     frontal and rear impact conditions. To help provide an equitable level of safety                     for occupants seated in wheelchairs under side impact, we developed a sled test                     procedure simulating nearside impact loading using a fixed staggered loading                     wall. Publicly available side impact crash data from vehicles that could be                     modified for wheelchair use were analyzed to specify a relevant crash pulse.                     Finite element modeling was used to approximate the side impact loading of a                     wheelchair during an FMVSS No. 214 due to vehicle intrusion. Validation sled                     tests were conducted using commercial manual and power wheelchairs and a                     surrogate wheelchair base fixture. Test procedures include methods to position                     the wheelchair to provide consistent loading for wheelchairs of different                     dimensions. The fixture and procedures can be used to evaluate the integrity of                     wheelchairs under side impact loading conditions.]]></description>
      <pubDate>Tue, 24 Jun 2025 09:55:13 GMT</pubDate>
      <guid>https://trid.trb.org/View/2563002</guid>
    </item>
    <item>
      <title>Effect of load limiting the shoulder-belt on right-front passenger kinematics in oblique-offset and NCAP frontal crash tests</title>
      <link>https://trid.trb.org/View/2551098</link>
      <description><![CDATA[The effect of shoulder-belt load-limiting was evaluated on right-front passenger kinematics in 90 km/h oblique OMDB (offset moving deformable barrier) impacts and compared to kinematics in 56 km/h NCAP crash tests. The study focused on the influence of webbing pulling out of the retractor increasing forward excursion of the upper torso and head. 18 OMDB crash tests were conducted by NHTSA at 90 km/h. The barrier was aligned at a 15 deg angle to the left (345 deg PDOF) with 35% overlap of the struck vehicle. The kinematics and biomechanical responses of the 50th THOR passenger dummy were analyzed. The tests included 3 onboard video cameras covering the front occupants. The lap and shoulder belt loads were measured and displacement of the shoulder belt was available for most tests. The responses were compared to those in 11 NCAP frontal impacts at 56 km/h with a 5th Hybrid III passenger. The delta V was 62.6 ± 2.8 km/h in the passenger car OMDB tests. The pretensioners and airbags deployed by 40 ms. The pretensioner pulled in −62 ± 29 mm of webbing at 13–15 m/s. With the retractor locked, belt loads increased as the passenger moved forward and inboard. The load-limiter paid out 280 ± 67 mm of shoulder belt webbing at 6–11 m/s and peak load of 4,170 ± 557 N. The shoulder belt slipped off the shoulder at 97 ± 10 ms. By 120 ms, the left shoulder impacted the center of the instrument panel and the head either impacted the panel or perched on the left edge of the airbag with the head rotated 80–135 deg about the z-axis (eyes right). There was 187.3 ± 37.4 mm of loose webbing after the test. Similar dummy responses were seen in the SUV and truck tests. In contrast, the passenger kinematics were centered on the airbag in NCAP tests without impact on the interior. Excursion of the upper torso with the load-limiting shoulder belt enabled the belt to slip off the right shoulder in ODMB tests. The passenger flexed forward around the lap belt with impact on the center of the instrument panel. The upper torso lacked sufficient restraint with the level of load limiting in the tests. The belts were loose after pretensioning and load-limiting reducing the restraint effectiveness if there were a second or third impact or rollover in the collision sequence.]]></description>
      <pubDate>Wed, 11 Jun 2025 10:53:17 GMT</pubDate>
      <guid>https://trid.trb.org/View/2551098</guid>
    </item>
    <item>
      <title>Experimental testbed for nondestructive analysis of curtain airbags in child safety applications</title>
      <link>https://trid.trb.org/View/2563051</link>
      <description><![CDATA[]]></description>
      <pubDate>Tue, 10 Jun 2025 14:47:07 GMT</pubDate>
      <guid>https://trid.trb.org/View/2563051</guid>
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