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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>
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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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      <title>Ergonomic design of apron bus with consideration for passengers with mobility constraints</title>
      <link>https://trid.trb.org/View/1987518</link>
      <description><![CDATA[Passengers in an apron bus are usually subjected to a standing position because of its limited seats and capacity. Due to this, passengers, especially those with mobility constraints, may expose themselves to musculoskeletal disorder (MSD) risks such as body pain, discomfort, and non-collision injuries. The purpose of this study is to design an ergonomic apron bus to aid the musculoskeletal discomfort experienced by passengers with mobility constraints, specifically the elderly, pregnant women, mothers carrying infants, and persons needing wheelchair assistance. A total of 149 participants are involved in the study. Corlett’s and Bishop’s body discomfort questionnaires and Rapid Entire Body Assessment (REBA) are utilized to evaluate the respondent’s experience of discomfort in different regions of their body. The results show that passengers with mobility constraints experience body discomfort during the apron bus ride. The prevalence of body discomfort is evident in the lower back, knee, thigh, arm, shoulder, and middle back. Finally, principles of anthropometry are used in the study along with quality function deployment (QFD), failure mode and effects analysis (FMEA), and cost-benefit analysis to evaluate the feasibility of the recommended ergonomic design of the apron bus. To meet the requirements of people with disabilities, the ergonomic design of an apron bus is created to minimize the risk of exposure of passengers to certain musculoskeletal discomfort, maximize the space, minimize the delay time of the airlines, and be able to prioritize passengers who require mobility assistance.]]></description>
      <pubDate>Thu, 30 Jun 2022 11:57:16 GMT</pubDate>
      <guid>https://trid.trb.org/View/1987518</guid>
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    <item>
      <title>Effect of train-induced wind on the transmission of COVID-19: a new insight into potential infectious risks</title>
      <link>https://trid.trb.org/View/1890733</link>
      <description><![CDATA[]]></description>
      <pubDate>Tue, 09 Nov 2021 09:24:25 GMT</pubDate>
      <guid>https://trid.trb.org/View/1890733</guid>
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      <title>Finite Element Model Validation of the Hybrid-III Rail Safety (H3-RS) Anthropomorphic Test Device (ATD)</title>
      <link>https://trid.trb.org/View/1590874</link>
      <description><![CDATA[The Hybrid-III Rail Safety (H3-RS) anthropomorphic test device (ATD), also known as a crash test dummy, was developed by the Rail Safety and Standards Board (RSSB), DeltaRail (now Resonate Group Ltd.), and the Transport Research Laboratory (TRL) in the United Kingdom between 2002 and 2005 for passenger rail safety applications. The H3-RS is a modification of the standard Hybrid-III 50th percentile male (H3-50M) ATD with additional features in the chest and abdomen to increase its biofidelity and eight sensors to measure deflection. The H3-RS features bilateral (left and right) deflection sensors in the upper and lower chest and in the upper and lower abdomen; whereas, the standard H3-50M only features a single unilateral (center) deflection sensor in the chest with no deflection sensors located in the abdomen. Additional H3-RS research was performed by the Volpe National Transportation Systems Center (Volpe Center) under the direction of the U.S. Department of Transportation, Federal Railroad Administration (FRA) Office of Research, Development, and Technology. The Volpe Center contracted with TRL to conduct a series of dynamic pendulum impact tests. The goal of testing the abdomen response of the H3-RS ATD was to develop data to refine an abdomen design that produces biofidelic and repeatable results under various impact conditions with respect to impactor geometry, vertical impact height, and velocity. In this study, the abdominal response of the H3-RS finite element (FE) model that TRL developed is validated using the results from pendulum impact tests. Results from the pendulum impact tests and corresponding H3-RS FE simulations are compared using the longitudinal relative deflection measurements from the internal sensors in the chest and abdomen as well as the longitudinal accelerometer readings from the impactor. The abdominal response of the H3-RS FE model correlated well with the physical ATD as the impactor geometry, vertical impact height, and velocity were changed. There were limitations with lumbar positioning of the H3-RS FE model as well as the material definition for the relaxation rate of the foam in the abdomen that can be improved in future work. The main goal of validating the abdominal response of the dummy model is to enable its use in assessing injury potential in dynamic sled testing of crashworthy workstation tables, the results of which are presented in a companion paper. The authors used the model of the H3-RS ATD to study the 8G sled test specified in the American Public Transportation Association (APTA) workstation table safety standard. The 8G sled test is intended to simulate the longitudinal crash acceleration in a severe train-to-train collision involving U.S. passenger equipment. Analyses of the dynamic sled test are useful for studying the sensitivity of the sled test to factors such as table height, table force-crush behavior, seat pitch, etc., which help to inform discussions on revisions to the test requirements eventually leading to safer seating environments for passengers.]]></description>
      <pubDate>Wed, 20 Mar 2019 15:16:19 GMT</pubDate>
      <guid>https://trid.trb.org/View/1590874</guid>
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      <title>National Survey of Child Passenger Safety Technicians on the LATCH System, United States, 2013</title>
      <link>https://trid.trb.org/View/1566764</link>
      <description><![CDATA[Child safety seats (CSSs) significantly reduce risk of fatal injury for infants and toddlers. Observational studies, however, have repeatedly shown very high rates of CSS misinstallation and other misuse which may reduce their effectiveness. A previous study by the AAA Foundation for Traffic Safety examined issues with the current state of the Lower Anchors and Tethers for CHildren (LATCH) system in passenger vehicles, in order to inform possible revisions to National Highway Traffic Safety Administration (NHTSA) regulations governing LATCH. That study presents recommendations for improving the LATCH system to increase the rate of correct installation of CSSs based on a review of the contextual background of LATCH and usability issues; a workshop of Child Passenger Safety (CPS) instructors, technicians, and human factors experts; and a human factors systems analysis focused on user errors during installation of a CSS using LATCH. NHTSA is currently initiating an update of the Federal Motor Vehicle Safety Standard (FMVSS) 225, which regulates the vehicle components of LATCH and how CSSs are secured to the vehicle. Quesenbery’s “5 E’s of Usability” were used as a guideline for evaluating LATCH. According to Quesenbery, end user products should be effective, efficient, engaging, error tolerant, and easy to learn. This report presents the results of a national survey of CPS instructors and technicians. The objective of the survey was to supplement the previous study with insights from these professionals regarding their observations of how parents and other caregivers use and misuse LATCH, and their opinions regarding how the LATCH system could be improved to facilitate proper use and reduce the prevalence of serious misuse. The LATCH system has been required since September 2002 (model year 2003) in all passenger vehicles with a gross vehicle weight rating of 8,500 pounds or less and buses with a weight rating of 10,000 pounds or less, per FMVSS 225.]]></description>
      <pubDate>Tue, 13 Nov 2018 12:21:06 GMT</pubDate>
      <guid>https://trid.trb.org/View/1566764</guid>
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      <title>Effect of Platform Screen Doors on Mechanical Smoke Exhaust in Subway Station Fire</title>
      <link>https://trid.trb.org/View/1502244</link>
      <description><![CDATA[In subway station fires, the most immediate threat to passengers’ lives is not the direct exposure to fire, but the smoke inhalation with hot air and toxic gases. Thus, the study on efficient smoke control is of theoretical and practical significance. In this paper, the fire dynamics simulator (FDS) is used to study the effects of open mode of platform screen doors (PSDs) on mechanical smoke exhaust in subway station fire. The fire is located on the middle of the platform. The results indicate that open PSDs on both sides of the platform, can not only reduce the gas temperature, but also improve the efficiency of mechanical smoke exhaust, both of which are beneficial to safety evacuation.]]></description>
      <pubDate>Sun, 18 Mar 2018 21:42:18 GMT</pubDate>
      <guid>https://trid.trb.org/View/1502244</guid>
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    <item>
      <title>Child Passenger Safety Needs and Resources in Michigan</title>
      <link>https://trid.trb.org/View/1470953</link>
      <description><![CDATA[This study was performed to characterize child passenger safety resources in Michigan and to analyze the impact of Michigan’s child passenger safety technicians (CPSTs), who are certified to instruct caregivers on how to correctly use child restraints. The objective was to provide OHSP with the information to guide equitable distribution of child passenger safety resources throughout Michigan. Analyses used existing data from the 2010 U.S. Census, the American Community Survey 2009-2013, Michigan State Police crash reports from 2010 through 2014, Michigan Office of Highway Safety Planning (OHSP) lists of certified CPSTs and their locations from 2012 to 2015, OHSP records of child restraint system distribution, and child passenger safety checklist form data from Safe Kids Michigan. Counties were considered areas at risk (with greatest need for child passenger safety resources) based on a composite risk score that included population characteristics including minority race, Hispanic/non-English speaking, poverty, and low educational attainment and crash-related injuries or suboptimal child passenger restraint behaviors associated with a crash adjusted for the child population ≤9 years. Needs and resources were assessed for the 83 counties and 15 OHSP Traffic Safety Regions in Michigan. A survey of CPSTs in Michigan was conducted to gather data on the workforce characteristics. Results show that counties with the highest risk scores are concentrated in the southern Lower Peninsula of Michigan and the counties with the largest number of CPSTs are in the Lower Peninsula. The total number of CPSTs in Michigan has been stable around 950, with 140 to 260 new CPSTs in a given year. Only Keweenaw, Alcona, and Montmorency counties had no CPSTs who reported living or working there. The majority of CPSTs self-identified as white race. Spanish was the most common non-English language spoken by CPSTs. The largest proportions of CPSTs worked in law enforcement, social work/health education, and healthcare. Of the CPSTs considered “high-activity”, most were both paid and volunteered for seat checks and many reported an affiliation with a Safe Kids Coalition. Car seat inspection (or fitting) stations and events were offered primarily in counties throughout the southern Lower Peninsula, with the largest number in metro Detroit and Kent counties. The number of children ≤9 years per CPST per county was lowest in Gogebic (166) and highest in Jackson (4618). Forty counties had 1,000 or more children per CPST and were distributed throughout the state. Data from 32,411 Safe Kids Michigan seat checks revealed that nearly half resulted in a change in restraint type, installation method, or location in the vehicle. Half of seat checks included the distribution of a child restraint system. The most services per child ≤9 years were provided in the following OHSP regions: Thumb Area, West Michigan, South Central, Traverse Bay Area, Huron Valley, and Upper Peninsula Regions. The fewest services per child ≤9 years were provided in the Northern Lower, Southwest, Oakland, and Macomb/St. Clair Regions. In conclusion, the child passenger safety needs are not evenly distributed throughout the state. There is wide variation in the current distribution of child passenger safety resources. Many counties with the most resources have a greater unmet need than lower-resourced counties due to the large total number of children and children considered at risk living within them.]]></description>
      <pubDate>Fri, 28 Jul 2017 13:00:10 GMT</pubDate>
      <guid>https://trid.trb.org/View/1470953</guid>
    </item>
    <item>
      <title>Selling safety: the use of celebrities in improving awareness of safety in commercial aviation</title>
      <link>https://trid.trb.org/View/1423426</link>
      <description><![CDATA[The aim of this study was to investigate the influential power of a celebrity to convey key safety messages in commercial aviation using a pre-flight safety briefing video. In addition, the present research sought to examine the effectiveness of subtitles in aiding the recall of these important messages as well as how in-cabin aircraft noise affects recall of this information. A total of 101 participants were randomly divided into four groups (no noise without subtitles, no noise with subtitles, noise without subtitles and noise with subtitles) and following exposure to a pre-recorded pre-flight safety briefing video were tested for recall of key safety messages within that video. Participants who recognised and recalled the name of the celebrity in the safety briefing video recalled significantly more of the messages than participants who did not recognise the celebrity. Subtitles were also found to be effective, however, only in the presence of representative in-cabin aircraft noise.  Practitioner Summary: Passenger attention to pre-flight safety briefings on commercial aircraft is poor. Utilising the celebrity status of a famous person may overcome this problem. Results suggest that celebrities do increase the recall of safety-related information.]]></description>
      <pubDate>Fri, 23 Sep 2016 11:17:39 GMT</pubDate>
      <guid>https://trid.trb.org/View/1423426</guid>
    </item>
    <item>
      <title>Damage survivability of passenger ships: re-engineering the safety factor</title>
      <link>https://trid.trb.org/View/1416680</link>
      <description><![CDATA[This paper presents a brief summary of the work carried out by SSRC and Brookes Bell Safety at Sea within the EC-funded project GOALDS on the development of a new formulation for assessing the survivability of damaged ships in waves. The proposed formula is meant to be an alternative or replacement to the s-factor in use within the current SOLAS regulations for probabilistic damage stability. The authors briefly discuss concerns related to the current survivability model and present the process of development that led to the re-engineered formulation.]]></description>
      <pubDate>Mon, 18 Jul 2016 16:45:32 GMT</pubDate>
      <guid>https://trid.trb.org/View/1416680</guid>
    </item>
    <item>
      <title>Dynamic Mobility Applications Policy Analysis: Policy and Institutional Issues for Integrated Dynamic Transit Operations (IDTO)</title>
      <link>https://trid.trb.org/View/1366760</link>
      <description><![CDATA[This report documents policy considerations for Integrated Dynamic Transit Operations (IDTO). IDTO applications provide individualized trip planning, transfer protection, and ridesharing options. The analysis identified the following potential policy issues: (1) Data Privacy: Certain personally identifiable information (PII) appears necessary for the operations of some IDTO apps. Like all of the dynamic mobility application bundles, IDTO will undergo additional analysis related to privacy issues and risks. In addition, each IDTO deployment should carefully consider privacy issues during design, implementation, and operations. (2) Data Sharing: Participating agencies will need to establish formal data-sharing agreements specifying which data elements are going to be shared, under what circumstances, and for what purposes. Data sharing between different agencies will require advanced planning. (3) Multi-Agency Coordination: Differing agendas among agencies, and even among modes within agencies, may make multi-modal coordination more difficult. The necessary cross-agency agreements can be difficult to negotiate and implement. (4) Data Interoperability: Regional IDTO deployments will need interoperability of operational data and the systems handling it will. Achieving interoperability will be largely a technical challenge, but it will involve significant policy hurdles as well. For example, participating agencies will need to agree on common data formats, and establish data sharing protocols. (5) Regulatory Status of Rideshare: The legal/regulatory status of transportation network companies is rapidly evolving. These concerns are not immediately applicable to IDTO, but, such regulations are likely to be widely variable. USDOT needs to remain attuned to the implications of state regulations of transportation network companies and the potential impact to the use of D-RIDE by transit agencies. (6) Social Equity: Social equity is a potential concern with IDTO, but is considered low since it is not yet clear if the system will be preferential to some users, or will instead improve travel times for all travelers regardless of their access to the applications. (7) D-RIDE Passenger Safety: This is considered a low priority since the entities interfacing with the D-RIDE providers' systems will only be sharing dynamic transportation service options available and will not be involved in the acceptance or rejection of any given ride, and online reviews of dynamic transportation services will help eliminate bad actors. (8) Increased Travel Times and Route Complexity: Dynamic routing and protected transfers have the potential to increase transit route service times. It is expected that transit agencies will develop business rules to specify schedule and route conditions under which protected transfers are and are not acceptable to the system. Other than addressing known security and privacy concerns, the policy team does not foresee a need for any new policies to be enacted or foresee any major issues that will stand in the way of successful deployment and use by agencies. Ultimately, guidance on installation, integration, operations, and maintenance will be produced by the technical teams when completing their technology transfer to the public sector.]]></description>
      <pubDate>Mon, 31 Aug 2015 17:23:47 GMT</pubDate>
      <guid>https://trid.trb.org/View/1366760</guid>
    </item>
    <item>
      <title>A 2015 Comparison of Operational Performance: Washington State Ferries to Ferry Operators Worldwide</title>
      <link>https://trid.trb.org/View/1354400</link>
      <description><![CDATA[This report provides an update to the 2010 report “A Comparison of Operational Performance: Washington State Ferries to Ferry Operators Worldwide,” observing changes in Washington State Ferries, 23 other ferry systems, and the ferry industry as a whole. Research was conducted from June, 2014 through March, 2015, examining published data and surveying other ferry system operators. This report addresses major changes in Washington State Ferries and peer ferry system operators, and provides operational comparisons. The findings include comparisons of: 1) passenger and vehicle traffic, 2) route, terminal, and vessel attributes, 3) total sailings and fuel use, 4) trip reliability and timeliness, 5) passenger safety, and 6) cost efficiency. The findings indicate that Washington State Ferries is among the largest ferry systems in the world and has addressed concerns from the previous report by adding new vessels to its fleet and publishing strengthening its performance reporting system.]]></description>
      <pubDate>Mon, 25 May 2015 15:13:07 GMT</pubDate>
      <guid>https://trid.trb.org/View/1354400</guid>
    </item>
    <item>
      <title>Mind the gap</title>
      <link>https://trid.trb.org/View/1350351</link>
      <description><![CDATA[Passenger safety on the platform continues to be a critical issue in rail transportation. The platform train interface (PTI) accounts for 21% of the overall accident risk (injury and death) to passengers and 48% of fatalities. Each year, between 1,250 and 1,500 injuries occur at the PTI, with over 95% involving passengers coming into contact with trains. This article discusses the industry's dedicated PTI safety strategy, which includes an examination of passenger movement through stations, train stopping positions, and the dispatch process as well as issues related to the step gap and accessibility. A public relations campaign aimed at rail passengers to encourage better awareness of their environment is also highlighted.]]></description>
      <pubDate>Mon, 27 Apr 2015 09:49:56 GMT</pubDate>
      <guid>https://trid.trb.org/View/1350351</guid>
    </item>
    <item>
      <title>Platform Edge Detection and Protection Effects on Platform–Train Interface Safety</title>
      <link>https://trid.trb.org/View/1337573</link>
      <description><![CDATA[The purpose of this study was to provide background information and examples of best practices relating to platform–train interface safety. This paper was adapted from a literature review that was undertaken as part of TCRP Project A-40, which aimed to improve platform safety for rail modes of public transportation. The findings were from an extensive literature review, transit operator safety data, input from two workshops, and interviews with various stakeholders. Information was gathered from transit operators, station designers, station builders, car builders, and accessibility equipment manufacturers. The background research showed that platform safety was primarily affected by technical factors, operational aspects, and passenger characteristics. This study identified possible issues and best practices for the technical design aspects of platform edge safety. Certain factors were found to be universal between modes and could be grouped together. However, the research suggests that each mode has many factors that should be considered separately when potential mitigation strategies are determined. The second part of this paper considers each mode separately.]]></description>
      <pubDate>Mon, 09 Mar 2015 16:56:01 GMT</pubDate>
      <guid>https://trid.trb.org/View/1337573</guid>
    </item>
    <item>
      <title>Evolving Clark County Amusement and Transportation System (ATS) Code Requirements</title>
      <link>https://trid.trb.org/View/1331631</link>
      <description><![CDATA[Automated people mover (APM) code requirements within the Clark County (Las Vegas, NV) environment are continuing to evolve. New sections of the ASCE and NFPA APM codes have been adopted, as have specific safety, liability and responsibility requirements. Having the primary objective of further improving patron safety, their integration (when combined with other standard and code requirements such as those of ASME, NFPA, ASTM, NEC, etc.) have directly helped to form future APM system development within the United States. Additionally, Clark County has recently introduced an approval program for amusement and transportation system fabricator/manufacturers to oversee Quality Assurance/Quality Control manufacturing and fabrication of amusement and transportation to be installed within Clark County's jurisdiction. Several complex systems have recently been commissioned under this program. This paper further explores evolving code requirements within the Clark County jurisdiction.]]></description>
      <pubDate>Mon, 01 Dec 2014 15:57:10 GMT</pubDate>
      <guid>https://trid.trb.org/View/1331631</guid>
    </item>
    <item>
      <title>Rail Transit Passenger Protection</title>
      <link>https://trid.trb.org/View/1257610</link>
      <description><![CDATA[This cooperative agreement supports the research objective of Wichita State University to identify the injury mechanisms to light rail vehicle (LRV) passengers, and to propose future areas of research that will lay the foundations necessary to generate transit rail vehicle interior design guidelines that enhance the level of safety to passengers during collisions. Statistically, light rail systems have higher injury rates on a per passenger-mile basis than heavy rail and commuter rail, because light rail transit systems in most cities operate on city streets with at-grade crossings. Occupant safety is dependent on the configuration and severity of the accident, as well as the degree of crashworthiness engineered in the overall vehicle design.]]></description>
      <pubDate>Thu, 01 Aug 2013 02:15:15 GMT</pubDate>
      <guid>https://trid.trb.org/View/1257610</guid>
    </item>
    <item>
      <title>Brighter Future Arriving on Indian Buses</title>
      <link>https://trid.trb.org/View/1213764</link>
      <description><![CDATA[This article will discuss how the Indian state of Karnataka is poised to launch the next stage of a major rollout of intelligent transportation system (ITS) technology on its bus network, which follows the August 2012 go-live of an award-wining passenger information system. The Karnataka State Road Transport Corporation (KSRTC) plans to equip 2,000 of its 8,000-strong fleet of buses with video cameras, upgraded electronic ticketing and fuel consumption monitoring systems. The cameras are not just being installed for passenger safety. The cameras will give live feeds on the number of seats available and alert of any problems. The cameras will also help traffic engineers manage the buses better and plug revenue leakages. The fuel consumption monitoring feature will enable the engineers to assess driver behavior.]]></description>
      <pubDate>Mon, 17 Sep 2012 09:24:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/1213764</guid>
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