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    <copyright>Copyright © 2026. National Academy of Sciences. All rights reserved.</copyright>
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    <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>YOUNG DRIVER ACCIDENTS IN EUROPE, MAGNITUDE AND NATURE</title>
      <link>https://trid.trb.org/View/477735</link>
      <description><![CDATA[Since the 1960s it has been acknowledged in Europe that young drivers are more likely to be involved in accidents than older and more mature drivers.  Although the fact that young drivers runs a greater risk has been described for some time, the major studies on magnitude and nature come from the Australian and American countries.  The European situation however is far less documented.  To facilitate the discussion and to stimulate further research, this paper will provide a first description of the European situation without the intention of being complete. The following issues will be discussed:  (1) what is the magnitude of young driver accidents and what are the similarities and differences between countries; (2) what is the nature of young driver accidents in the different countries in Europe; in particular are there typical young driver accidents? These questions will be addressed on the basis of existing data, which was found in research reports and in the accident data base IRTAD (International Road Traffic Accident Database).]]></description>
      <pubDate>Thu, 30 Apr 1998 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/477735</guid>
    </item>
    <item>
      <title>MAGNITUDE AND CHARACTERISTICS OF THE YOUNG DRIVER CRASH PROBLEM IN THE UNITED STATES</title>
      <link>https://trid.trb.org/View/477734</link>
      <description><![CDATA[Motor vehicle crshes involving young, beginning drivers are a worldwide problem with common characteristics  In the United States, 16-19-year-old drivers have a crash risk per mile four times that of older drivers.  The crash risk of 16-year-old is particularly high, and 16-year-old females have more crashes per mile than 16-year-old males.  Passenger deaths represent about 40 percent of all passenger vehicle occupant deaths of 16-19-year-olds; two-thirds of these deaths occurring in vehicles driven by other teenagers. About 20 percent of the driving of 16-19-year-olds takes place at night (9 p.m.-5:59 a.m.), but almost half of their fatal crashes occur during these hours.  Compared with older drivers, 16-19-year-olds are most likely to be in single vehicle crashes, to make driving errors that contribute to the crash, to be going to fast, to have high passenger occupancy rates, and they are less likely to have positive blood alcohol concentrations.  The crashes of 16-year-olds are most likely to feature these characteristics.]]></description>
      <pubDate>Wed, 29 Apr 1998 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/477734</guid>
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      <title>FOOT-ANKLE INJURIES: INFLUENCE OF CRASH LOCATION, SEATING POSITION AND AGE</title>
      <link>https://trid.trb.org/View/474666</link>
      <description><![CDATA[Foot-ankle injuries have increased in relative importance in recent years.  As a basis for future countermeasures, an epidemiology study has been undertaken using Swedish accident data from Folksam Insurance.  The database consists of 805 foot-ankle injuries out of 57,949 car occupant injuries reported from 1985 to 1991.  The influence of crash location, seating position and occupant age is determined for the frequency, incidence and rate of foot-ankle injury in car crashes.  Frontal car crashes produce 76% of the AIS 2-3 foot-ankle injuries with 13% in side impacts and 8% in roll-overs.  The rate of AIS 2-3 foot-ankle injury is 24.7 per 1000 occupants injured in all crash locations and is similar irrespective of seating positions.  Ankle fractures and sprains both occur at an incidence of 3.7 per 1000 injuries, followed by malleolus fractures at 2.7 and midtarsal fractures at 2.4.  The foot-ankle injury incidence and rate are significantly greater (p<0.01) in near oblique-frontal crashes than for 12 o'clock frontals.  For drivers in 11 o'clock and front passengers in 1 o'clock, the incidence is 27.8 per 1000 injuries as compared to 17.5 for drivers and front passengers in 12 o'clock crashes.  Occupant age is not as significant as seating position and crash location; however, there are higher incidences for rear occupants greater than or equal to 60 years old in oblique frontal crashes.  Using the new AAAM Impairment Injury Scale (IIS), 48% of the foot-ankle injuries are rated with residual impairments IIS 1-2.  The incidence in near-seated occupants is 1.5 times greater in oblique frontal crashes than in frontals. The incidence for IIS 1-2 impairment in near oblique-frontal crashes is 12.8 per 1000 occupant injuries as compared to 8.3 in frontal crashes.]]></description>
      <pubDate>Mon, 15 Dec 1997 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/474666</guid>
    </item>
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      <title>THE TRAGIC RESULTS OF CARGO BAYS REVISITED</title>
      <link>https://trid.trb.org/View/474820</link>
      <description><![CDATA[In the past 5 years, approximately 2,500 people have been killed or suffered incapacitating injuries when thrown from the cargo area of a noncrashing truck, according to the Advocates of Highway and Auto Safety.  Despite the risks of injuries and deaths to unrestrained passengers, New Jersey is the only state that prohibits, without exception, riding in the open bed of a pickup truck.  Recent tragedies should send a clear message to legislators, policymakers, police, and other law enforcement officials of the need for legislation prohibiting unrestrained passengers from riding in the backs of pickup trucks.  A model statute is proposed, and a synopsis of current state laws regarding pickup trucks is presented in a sidebar.]]></description>
      <pubDate>Sun, 07 Dec 1997 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/474820</guid>
    </item>
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      <title>EPIDEMIOLOGY OF TRANSPORTATION RELATED INJURIES IN A SUB-SAHARAN AFRICAN CITY</title>
      <link>https://trid.trb.org/View/469871</link>
      <description><![CDATA[To better elucidate the incidence, nature, and consequences of transportation related injuries in a developing urban area, the authors undertook an epidemiologic survey in Kumasi, Ghana. 656 (5.6%) of 11,663 persons surveyed had sustained an injury in the preceding year. Transportation related mechanisms accounted for 16% of these injuries, but were more severe than other mechanisms in terms of length of disability and cost of treatment. The majority of injuries were either to passengers involved in crashes of mini-buses or taxis (29%) or to pedestrians struck by these vehicles (21%). Prevention strategies may need to be fundamentally different from those of developed nations and need to target professional drivers more than private road users.]]></description>
      <pubDate>Mon, 03 Feb 1997 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/469871</guid>
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      <title>CHARACTERISTICS AND SOLUTIONS RELATED TO BUS TRANSIT ACCIDENTS</title>
      <link>https://trid.trb.org/View/374644</link>
      <description><![CDATA[Accidents involving buses are a serious highway safety problem, resulting in about 15,000 injuries in the U.S. each year.  The objective of this study was to examine the characteristics of bus accidents and recommend countermeasures.  Analyses were carried out on a primary study file of 8,897 commercial bus crashes in five states and other accident data.  The most important results of these analyses are related to temporal factors, vehicle factors, driver factors, and accident types. For example, the overall number of crashes was highest in winter months, older buses were overrepresented in injury and fatal crashes compared to newer buses, neither bus driver age nor gender was related to accident involvement, and the most common bus accident types were rear-end with one vehicle stopped, sideswipe same-direction, and turning.  Bus passenger injury data were also analyzed and revealed that one-third of all non-collision passenger injuries occurred during boarding and alighting and another one-fourth occurred during stopping.]]></description>
      <pubDate>Sat, 29 Jun 1996 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/374644</guid>
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      <title>AN ANALYSIS OF CANADIAN SCHOOL BUS ACCIDENT RECORDS 1982-83 - 1984-85</title>
      <link>https://trid.trb.org/View/459314</link>
      <description><![CDATA[Police reported records of road accidents involving school buses which occurred in Canada during the academic years 1982-83, 1983-84, and 1984-85 were analyzed.  Environmental, victim, driver and vehicle characteristics of these school bus accidents were examined.  The major findings were that:  During this period, motor vehicle occupants were approximately 16 times more likely than school bus occupants to be injured in road accidents per passenger km of travel;  During the three academic years examined six school bus passengers were killed - five in 1982-83 and one in 1984-85; Most student fatalities occurred when the victims were run over by school buses (4, 4 and 6, respectively, during this period); During these three school years, more pupils suffered major injuries (those which required hospitalization) when run over by school buses (21, 14 and 18) than as passengers inside school buses (20, 19 and 8); The number of school bus passengers who received minor or minimal injuries during these years were 348, 343 and 315, respectively; and 30% of fatal school bus accidents were single vehicle collisions, most of which resulted in pedestrian fatalities.]]></description>
      <pubDate>Tue, 28 May 1996 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/459314</guid>
    </item>
    <item>
      <title>AUTOMOBILE SAFETY: SEAT BELTS. (LATEST CITATIONS FROM THE NTIS BIBLIOGRAPHIC DATABASE.)</title>
      <link>https://trid.trb.org/View/457089</link>
      <description><![CDATA[The bibliography contains citations concerning the development and testing of passive safety restraint systems in motor vehicles together with studies of seat belt usage, occupant response, and statistics of occupant injuries.  The citations include references to child restraints, head restraints, and airbag design and testing.  Some of the citations pertain to comfort of seat belts, as it affects acceptability and use of the belts.  (Contains 50-250 citations and includes a subject term index and title list.)]]></description>
      <pubDate>Mon, 29 Apr 1996 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/457089</guid>
    </item>
    <item>
      <title>FOOT-ANKLE INJURIES: INFLUENCE OF CRASH LOCATION, SEATING POSITION AND AGE</title>
      <link>https://trid.trb.org/View/452496</link>
      <description><![CDATA[As a basis for future countermeasures, an epidemiology study has been undertaken in which Swedish accident data from Folksam Insurance was used. The database consists of 805 foot-ankle injuries out of 57,949 car occupant injuries reported from 1985 to 1991. The influence of crash location, seating position and occupant age is determined for the frequency and relative risk of foot-ankle injury in car crashes. Frontal car crashes produce 76 percent of the AIS 2-3 foot-ankle injuries with 13 percent in side impacts and 8 percent in roll-overs. The relative risk of AIS 2-3 foot-ankle injury is 13.9 per 1000 injuries in all crash locations and is similar irrespective of seating positions. The relative foot-ankle injury risk is significantly greater (p<0.01) in near oblique-frontal crashes than for 12 o'clock frontals. For drivers in 11 o'clock and front passengers in 1 o'clock, the relative risk is 27.8 per 1000 injuries as compared to 17.5 for drivers and front-passengers in 12 o'clock crashes.]]></description>
      <pubDate>Wed, 20 Dec 1995 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/452496</guid>
    </item>
    <item>
      <title>THE RELATIONSHIP BETWEEN VEHICLE ROOF STRENGTH AND OCCUPANT INJURY IN ROLLOVER CRASH DATA</title>
      <link>https://trid.trb.org/View/452500</link>
      <description><![CDATA[This paper evaluates the effect of vehicle roof strength (as measured in FMVSS 216) on severe occupant injury using police-reported motor vehicle accident data from Florida, Texas, Michigan, and North Carolina. The paper also evaluates the effect of vehicle shape as measured by the overall height-to-track width ratio on severe occupant injury in rollovers. The validity of the state data was verified using NASS matched case data. The data was controlled for accident severity, restraint use, and driver demographics. Based on 60,758 single vehicle rollover accidents in the four states, conclusions were: There is no relationship between vehicle roof strength-to-weight ratio and the likelihood of severe injury for the vehicles studied. There is no relationship between the roof strength-to-vehicle-weight ratio and the likelihood of severe roof damage for vehicles involved in rollovers. There is a strong relationship between vehicle shape and severe roof damage for vehicles involved in rollovers. There is a weak relationship between vehicle shape and severe occupant injury.]]></description>
      <pubDate>Wed, 20 Dec 1995 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/452500</guid>
    </item>
    <item>
      <title>DEATHS OF TEENAGERS AS MOTOR-VEHICLE PASSENGERS</title>
      <link>https://trid.trb.org/View/450819</link>
      <description><![CDATA[Studies of teenage motor-vehicle crashes and injuries focus primarily on drivers.  Deaths of 13- to 19-year-old passengers, however, are nearly as frequent as teenage driver deaths, and teenage passenger death rates are much higher relative to rates for older people than is the case for driver deaths.  This paper describes the size of the teenage passenger problem, provides characteristics of the crashes involving teenage passenger deaths, and offers recommendations for addressing the problem. Two countermeasures to reduce teenage death and injury include night driving curfews and restrictions on teenage passengers in the vehicles of newly licensed drivers.  These countermeasures directly address two factors that contribute to teenage passenger death:  night driving and age of driver.]]></description>
      <pubDate>Mon, 18 Sep 1995 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/450819</guid>
    </item>
    <item>
      <title>INJURIES TO OCCUPANTS IN CARGO AREAS OF PICKUP TRUCKS</title>
      <link>https://trid.trb.org/View/426470</link>
      <description><![CDATA[This study compared crashes involving passengers in the cargo area with those involving passengers in the cab. Data for all injury events of pickup occupants for 1990 from the California Highway Patrol were obtained. A total of 702 traffic reports coded as having passengers riding in pickup truck beds involved 1,685 passengers in the cargo area and 865 in the cab. Significantly more events involving passengers in the cargo area occurred in summer in rural areas and were noncollisions than did events with only cab passengers. Crashes with passengers in the cargo area resulted in death in 5% of passengers. Of the drivers, 81% were male and 22% were younger than 20 years. Among the 1,685 passengers in the cargo area, 65% were male, 36% were younger than 15, and 30% were ages 15 to 19. Passengers in the cargo area were more frequently ejected and more seriously injured than their counterparts in the cab. Legislation to restrict travel in truck beds and the design of restraints for this area are some measures that may reduce the risk of injury.]]></description>
      <pubDate>Tue, 11 Jul 1995 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/426470</guid>
    </item>
    <item>
      <title>MARINE OCCURRENCE REPORT: SERIOUS INJURY TO A CANADIAN PASSENGER ON BOARD THE U.S. FERRY 'COHO' DURING DOCKING OPERATIONS, VICTORIA HARBOUR, BRITISH COLUMBIA, 23 JUNE, 1991</title>
      <link>https://trid.trb.org/View/411406</link>
      <description><![CDATA[This marine occurrence report looks at the serious injury to a Canadian passenger on board the U.S. Ferry COHO during docking operations in Victoria Harbour, British Columbia, on June 23, 1991.  The document specifically examines factual information, analysis, and safety action.]]></description>
      <pubDate>Tue, 17 Jan 1995 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/411406</guid>
    </item>
    <item>
      <title>CHILDHOOD MOTOR VEHICLE OCCUPANT INJURIES</title>
      <link>https://trid.trb.org/View/414349</link>
      <description><![CDATA[Motor vehicle occupant trauma is the major cause of mortality among the pediatric population. The mortality rate for adolescents is approximately 10 times that of the younger age groups. Despite enactment of child passenger safety laws in all states and mandatory seat belt use laws in two thirds of the states, mortality rates have not decreased to the extent expected. Additional interventions targeted at the adolescent driver, substance use and driving, and improved occupant protection for all children will be required to further decrease occupant trauma. Lack of comprehensive trauma data is a major roadblock to the calculation of morbidity and disability rates.]]></description>
      <pubDate>Thu, 22 Dec 1994 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/414349</guid>
    </item>
    <item>
      <title>INJURIES AMONG 4- TO 9-YEAR-OLD RESTRAINED MOTOR VEHICLE OCCUPANTS BY SEAT LOCATION AND CRASH IMPACT SITE</title>
      <link>https://trid.trb.org/View/414347</link>
      <description><![CDATA[Four-to-9-year-old children are a special group with respect to motor vehicle occupant restraints. Having outgrown child safety seats, they are often placed in adult seat belts. This study was undertaken to examine patterns of injury among restrained 4- to 9-year-olds by seat location and crash impact site. The data were obtained from an ongoing hospital-based monitoring system. Seventy percent of the sample sustained a head or face injury. Lower torso injuries occurred primarily in frontal impacts in both the back and front seats. Frontal impacts resulted in a greater proportion of serious injuries than rear impacts. The most serious injuries, however, occurred to children seated on the side of impact in lateral collisions. Questions must be raised regarding the appropriateness of the present restraint system for young children.]]></description>
      <pubDate>Wed, 21 Dec 1994 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/414347</guid>
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