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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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    <item>
      <title>PICK-UP TRUCK REAR WINDOW TEMPERED GLASS AS A HEAD RESTRAINT-HEAD AND NECK LOADS RELATIVE TO INJURY REFERENCE CRITERIA</title>
      <link>https://trid.trb.org/View/218244</link>
      <description><![CDATA[A series of rear impact tests of varying severity was performed using a mini pick-up truck with an instrumented Hybrid III dummy at the driver position.  Head, neck and chest loads were monitored.  The severities of these loads from an injury standpoint were assessed using biomechanically based reference criteria that are particularly suitable for the Hybrid III.  The glass installation performed well as a head restraint.  Glass fracture from head impact was achieved only when the glass was predamaged, with surface scratches on the outer (tensile) side.  The amazing strength and flexibility of tempered glass and the dramatic reduction in strength caused by small surface scratches are demonstrated.  For the covering abstract of the conference see TRIS 399532. (Author/TRRL)]]></description>
      <pubDate>Wed, 25 Aug 2004 02:44:25 GMT</pubDate>
      <guid>https://trid.trb.org/View/218244</guid>
    </item>
    <item>
      <title>THE EFFECTS OF INFRARED-REFLECTIVE AND ANTIREFLECTIVE GLAZING ON THERMAL COMFORT AND VISUAL PERFORMANCE: A LITERATURE REVIEW</title>
      <link>https://trid.trb.org/View/718067</link>
      <description><![CDATA[The existing literature on the effects of infrared-reflective (IRR) and antireflective (AR) automotive glazing on thermal comfort and visual performance was reviewed.  First, 78 articles on the broader topic of thermal comfort in motor vehicles were analyzed in order to establish common themes.  Much of that work is based on models of thermal comfort developed in other domains (primarily architectural).  It is generally agreed in architectural research that thermal comfort can be predicted if the values of six parameters are known (air temperature, humidity, air velocity, radiant temperature, occupant clothing level, and occupant activity level).  Because of the major differences between vehicular and architectural environments, however, the extension of existing thermal comfort models to automotive domains is not yet validated.  Eight experimental studies that examined IRR glazing were then reviewed in detail. Results showed that IRR windshields consistently reduce cabin and interior surface temperatures.  This effect is increased when IRR glazing is also applied to the side and rear windows. The use of IRR glazing has also been shown to reduce air conditioner (A/C) workload, and thus has implications for reducing A/C compressor and/or engine size.  Although IRR glazing has been shown to be more efficient than infrared-absorbing glazing (a widely used solar-control glazing), the research on IRR glazing and thermal comfort is limited by a lack of statistical analysis, a lack of subjective response measures, and a tendency to not measure all six parameters listed above.  There are two main conclusions: First, automotive glazing research would benefit from both comparative analyses of thermal comfort models and examinations of how objective measures of thermal comfort correlate with subjective measures.  Second, more research is needed on both the visual performance outcomes associated with IRR and AR glazing, and on the effects of thermal stress and thermal discomfort on driving performance.]]></description>
      <pubDate>Tue, 18 Jun 2002 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/718067</guid>
    </item>
    <item>
      <title>LACERATION AND EJECTION DANGERS OF AUTOMOTIVE GLASS, AND THE WEAK STANDARDS INVOLVED. THE STRAIN FRACTURE TEST</title>
      <link>https://trid.trb.org/View/710758</link>
      <description><![CDATA[Glazing types are historically described, with the laceration injuries and ejection deaths associated with present glazing. Sixty tempered glass windows manufactured at nominally four temper levels were tested for uncracked fracture fragment size and weight and length by the American and European standards, which fracture the glass without strain, and the authors' preliminary strain fracture test, which produces longer uncracked fragments and heavier clusters of fragments.  This study relates the results by the three methods to the temper measurements using birefringence, with a discussion of alternate safer glazing and the inadequacy of present standards for reducing laceration and ejection dangers.]]></description>
      <pubDate>Wed, 17 Apr 2002 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/710758</guid>
    </item>
    <item>
      <title>THE EFECTS OF HYDROPHILIC AND HYDROPHOBIC REAR-WINDOW TREATMENTS ON VISUAL PERFORMANCE</title>
      <link>https://trid.trb.org/View/712682</link>
      <description><![CDATA[This study consisted of a survey and a field experiment to evaluate the potential benefits of hydrophilic treatments for motor vehicle glazing.  The survey examined the subjective assessments of 15 drivers whose vehicles had a portion of the rear window and one of the side windows treated with a hydrophilic coating.  The field experiment evaluated the effects of hydrophilic and hydrophobic treatments, relative to an untreated condition, on driver visual acuity under simulated wind and rain conditions, both during the day and during the night. Additional independent variables included whether headwind was present, rain rate, and age.  The results of the survey show that drivers did not report a benefit of hydrophilic treated areas compared to untreated areas of the side or rear windows. Consistent with the survey results, the field experiment showed that hydrophilic treatment did not improve visual performance. However, significant improvements in visual performance were associated with hydrophobic treatment of the rear window.  The findings from the field experiment support previous research that showed significant improvements in visual acuity associated with hydrophobic treatment of the windshield. On the other hand, the present study found no subjective or objective benefits of applying hydrophilic treatments to rear or side windows.]]></description>
      <pubDate>Sun, 23 Dec 2001 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/712682</guid>
    </item>
    <item>
      <title>THE EFFECTS OF REAR-WINDOW TRANSMITTANCE AND BACKUP-LAMP INTENSITY ON BACKING BEHAVIOR</title>
      <link>https://trid.trb.org/View/679603</link>
      <description><![CDATA[A dynamic field experiment was conducted, both during the day and at night to examine the effects of rear-window transmittance and backup-lamp intensity on driver backing behavior (stopping distance, velocity, acceleration, and trial duration) toward a known stationary object.  In addition, three years of crash data from the General Estimates System (GES) file were examined for backing crashes.  Specific variables of interest in the GES data were driver age, ambient light condition, and the type of passenger vehicle involved (car versus minivan or sport utility vehicle).  The results of the field experiment indicate that drivers do not adjust their backing behavior to variations in the amount of available light, at least under conditions where there is little uncertainty regarding obstacles.  However, drivers do appear to adjust their backing behavior as they grow older, for the most part driving more cautiously.  Nevertheless, the crash data indicate that older drivers are still over-represented in backing crashes.  Minivans and sport utility vehicles, which are much more likely to have rear-window tinting, are also over-represented in backing crashes.  Based on the crash data, despite the findings of the field experiment, it is suggested that older drivers might benefit from higher-transmittance windows, higher-intensity backup lamps, and rearward detection and warning devices.  These same modifications might also benefit the drivers of minivans and sport utility vehicles.]]></description>
      <pubDate>Mon, 21 May 2001 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/679603</guid>
    </item>
    <item>
      <title>THE EFFECT OF WIDTH AND SEPARATION IN REAR WINDOW DEFROSTER LINES ON THE IDENTIFICATION OF OBSTACLES</title>
      <link>https://trid.trb.org/View/648252</link>
      <description><![CDATA[A static, indoor study was conducted to assess the effects of rear window defroster/defogger line width and separation on the identification of obstacles located to the rear of a motor vehicle.  Additional independent variables included participant age, rake angle of the rear window, and target location in the rearward field of view.  The targets used in this simulated backing/reversing task, as seen through the interior rearview mirror, were a trash can (low contrast) and a child's bicycle (high contrast).  The dependent variables were reaction time to correctly identify the target, and subjective ratings of how easily targets could be seen through the simulated defroster/defogger line patterns.  There were two main findings. First, neither the width nor separation of the opaque lines affected participant reaction time to correctly identify a target, even when the percentage of the rearward view that was obscured by the lines reached 50%.  Second, subjective ratings of the ease with which targets could be seen were significantly affected by both the width and separation of the defroster/defogger lines.  These results suggest that drivers will object to the increased width and decreased separation of lines before target identification is significantly affected.]]></description>
      <pubDate>Sat, 01 Apr 2000 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/648252</guid>
    </item>
    <item>
      <title>EFFECTS OF REDUCED TRANSMITTANCE FILM ON AUTOMOBILE REAR WINDOW VISIBILITY</title>
      <link>https://trid.trb.org/View/383453</link>
      <description><![CDATA[Deeply tinted window glass transmits less light than less deeply tinted glass and therefore reduces driver visibility.  The task of looking through the rear window for hazards before backing a car was simulated in a laboratory setting with 5 targets (car, bicyclist, pedestrian, child, debris) shown to drivers (age 18-55, 56-75, over 75) at various combinations of luminous transmittance of the windows and luminance contrast of the targets.  Analyses showed that the frequency of correct target detection varied by target.  The car was always detected, but detection probability decreased with reduced luminous transmittance for the child and roadway debris targets.  For the bicyclist, pedestrian, child, and debris targets, detection probability decreased with lower luminance contrast and for older age groups.  The results suggest that the safety of backing maneuvers is compromised for all drivers at the darkest tinting levels studied.  This is particualrly true for elderly drivers for tinting levels darker than 70% minimum luminous transmittance required by federal standards.]]></description>
      <pubDate>Wed, 17 Nov 1993 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/383453</guid>
    </item>
    <item>
      <title>EFFECTS OF VISIBILITY OF REDUCED TRANSMITTANCE FILM ON AUTOMOBILE REAR WINDOWS</title>
      <link>https://trid.trb.org/View/363520</link>
      <description><![CDATA[Deeply tinted window glass transmits less light than less deeply tinted glass and therefore reduces driver visibility. Research was conducted to investigate the extent to which reduced levels of luminous (or light) transmittance in automobile windows are associated with decreased visibility of the kind of low and medium contrast objects that are likely to be seen in the roadway to the rear of passenger cars.  The task of looking through the rear window for hazards before backing a car was simulated in a laboratory setting.  Five targets (car, bicyclist, pedestrian, child, and debris) were shown to drivers from three age groups (18-55, 56-75, 76+) under conditions representing various combinations of luminous transmittance of the windows and luminance (brightness) contrast of the targets.  The frequency of correct target detection was analyzed.  The results varied by target.  The car was always detected; however, detection probability decreased with reduced luminous transmittance for the child and roadway debris targets.  For the bicyclist, pedestrian, child, and debris targets, detection probability decreased with lower luminance contrast and for older groups.  The results of this experimental study, conducted under simulated conditions that were less demanding than real driving conditions, suggest that the safety of backing maneuvers is compromised for all drivers at the lowest luminous transmittance (darkest tinting) levels studied, and this is particularly so for elderly drivers for tinting levels darker than the 70% minimum luminous transmittance required by Federal Motor Vehicle Safety Standard 205.]]></description>
      <pubDate>Fri, 31 Jul 1992 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/363520</guid>
    </item>
    <item>
      <title>REPORT TO CONGRESS ON TINTING OF MOTOR VEHICLE WINDOWS</title>
      <link>https://trid.trb.org/View/351462</link>
      <description><![CDATA[This report, prepared in response to a Congressional directive, addresses the topic of tinting of motor vehicle windows.  It discusses current Federal standards concerning window light transmittance, State regulatory action, foreign regulatory action, traffic safety issues, and law enforcement issues.  Also discussed are the benefits of tinted windows and the results of a survey of auto manufacturers concerning the window light transmittance of today's new vehicles.]]></description>
      <pubDate>Fri, 31 May 1991 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/351462</guid>
    </item>
    <item>
      <title>TMC'S NEW RTS 08 HEADED FOR CHICAGO</title>
      <link>https://trid.trb.org/View/301600</link>
      <description><![CDATA[The new RTS 08 bus includes some design features only talked about in the past and offers options not available on other models which include front-door wheelchair lift, rear window, optional air conditioning, and underfloor heating with sidewall air distribution.]]></description>
      <pubDate>Tue, 31 Oct 1989 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/301600</guid>
    </item>
    <item>
      <title>AUTOMOBILE SECURITY GLAZING</title>
      <link>https://trid.trb.org/View/270311</link>
      <description><![CDATA[The General Electric Sheet Products Department has developed a thermoplastic polycarbonate laminate which, used in conjunction with standard auto glass, offers the best alternative to thick bullet resistant glass and has become the material of choice in automotive security window applications.  This article describes its properties, including excellent protection against vandalism, light weight, forced entry protection, bullet resistance, and a mar-resistant coating that reduces scratching and hazing and prevents abrasion from frequent cleaning, handling, and exposure to weather.]]></description>
      <pubDate>Tue, 31 Dec 1985 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/270311</guid>
    </item>
    <item>
      <title>REFLECTIVE, ONE-WAY OR NON-TRANSPARENT GLASS RESTRICTION LAWS (1970-1984)</title>
      <link>https://trid.trb.org/View/270312</link>
      <description><![CDATA[This article presents a chart indicating those states which have approved legislation restricting the use of reflective, one-way or nontransparent glass on motor vehicles for the years 1970 through 1984.  The laws for each state are then presented showing their various differences and similarities.]]></description>
      <pubDate>Tue, 31 Dec 1985 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/270312</guid>
    </item>
    <item>
      <title>DRIVER EYE FIXATIONS AND THE OPTIMAL LOCATIONS FOR AUTOMOBILE BRAKE LIGHTS</title>
      <link>https://trid.trb.org/View/213630</link>
      <description><![CDATA[This study evaluated the distributions of driver eye fixations when following other vehicles.  The aim was to describe the areas of the forward field of view that are most frequently fixated.  Such information is important for selecting optimal locations for automobile brake lights: The brake lights that are closer to eye fixations are likely to result in shorter driver reaction times than brake lights farther away from the fixations.  A head-mounted, corneal-reflection device was used to monitor eye fixations.  The data were collected during daylight hours in slow-speed urban traffic.  A total of 5,172 eye fixations were analyzed for three different lead cars.  Furthermore, the frequency of the eye fixations was low in the neighborhood of the standard low-mounted brake lights.  The results provide a possible behavioral explanation for the accident reductions obtained with high-mounted brake lights in previous field studies.  Furthermore, high-mounted brake lights located at the edges of the vehicle might be even closer to eye fixations than a center high-mounted brake light.]]></description>
      <pubDate>Wed, 31 Jul 1985 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/213630</guid>
    </item>
    <item>
      <title>ROBOTS FOR THE BRAZING OF HEATED REAR WINDOWS</title>
      <link>https://trid.trb.org/View/211417</link>
      <description><![CDATA[The authors designed and realized robots for the resistance brazing of heated rear windows.  In this paper they describe the structure, the main technological and realizing problems, the obtained performances and results.  These robots are fully original systems able, through a Joule Effect process and the suitable handling and positioning mechanisms and control systems, to execute the brazing of electrical terminals onto the printed resistances of heated rear windows of any shape.  The industrial application of these robots allows to avoid burdensome and aleatory manual operations, obtaining solderings with a decidedly superior quality and reproducibility.  The insertion of these robots in the production line, made by primary car-glass manufacturers, proved moreover their economic importance for the higher production ratings and the important savings of solder alloy.]]></description>
      <pubDate>Fri, 29 Mar 1985 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/211417</guid>
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