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    <title>Transport Research International Documentation (TRID)</title>
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    <language>en-us</language>
    <copyright>Copyright © 2026. National Academy of Sciences. All rights reserved.</copyright>
    <docs>http://blogs.law.harvard.edu/tech/rss</docs>
    <managingEditor>tris-trb@nas.edu (Bill McLeod)</managingEditor>
    <webMaster>tris-trb@nas.edu (Bill McLeod)</webMaster>
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      <title>Transport Research International Documentation (TRID)</title>
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      <title>Sensor cleaning :virtual tool for cleaning performance to maintain availability of AD sensor system</title>
      <link>https://trid.trb.org/View/1706499</link>
      <description><![CDATA[Active systems in cars are seen as crucial tool for mitigating accident on road and are getting wide-spread and more complex. Such systems include a variety of complementary sensors enabling a 360 degree view at all instants. These consists of cameras, LiDAR, radars and ultra-sound sensors, to cite a few. One major limitation to the benefits of active safety systems is the availability of the system in time. For instance, deposition of rain, snow or dirt impairs the performance of optical systems such as cameras, sensor and LiDAR. Cleaning systems are therefore vital for securing the benefits of active safety systems, especially in respect to autonomous vehicles.  Cleaning systems are for now limited to maintain visibility for the driver which is subjectively assessed by the driver himself. With the increased importance of active safety and especially with the usage of autonomous drive systems it is crucial to maintain sufficient optical access for all sensors at all time. It is known that cameras, but also sensors like radar and LiDAR need a certain optical access and that their signal will be blocked due to i.e. rain, snow, heavy dirt or a water film. At harsh and potentially dangerous road conditions, such as snow, heavy rain or frost (salted roads), but also for everyday driving on rain, dirt or gravel active cleaning of sensors is needed to maintain the availability of the active safety and autonomous drive systems.  With increasing need of sensor cleaning, the usage of cleaning liquid is expected to increase. Increased usage of cleaning liquid will emit more harmful substances into the environment, but also add significant to the total weight of the car, when the liquid storage has to be increased. Sensor can be located at different locations on the vehicle, one sensor cluster is behind the wind screen in the rear view mirror, and other sensors are located at bumper height, in the car centre or edges. The different locations are differently demanding concerning contamination and consequently their cleaning. On the wind screen, the complex interaction between wiper motion, water film and surface dirt is a multiphysics phenomenon. At locations which are exposed to the free air stream, the cleaning spray is heavily influenced by the air flow as a consequence of the driven speed. Therefore in this project a CFD computational fluid dynamic model of wiper cleaning system and a mathematical model for dirt dissolution is develop. This complex CFD model include; moving wipers on the car windscreen, wiper-fluid interaction, fine droplet sprays, detailed car and wipers geometry and the aerodynamic forces. The deposition and adhesion of solid particles on surfaces is usually an unfavourable phenomenon and is termed as fouling, incrustation or dusting, all of which happen on a daily basis in nature, industries and humans' life. The deposited particles in the latter phenomena are commonly referred to as “dirt”. These particles find a stable state because of the dissipation of free energy leading to formation of static patterns. Convection and evaporation, among others, are two energy dissipating mechanisms which build most of the patterns formed in nature. Such mechanisms are integrated within the process of convective drying of wet particulate systems. Through the latter process, while drying densifies the solid particles in the suspension, convection pushes the fluid to move faster than the congealed particles in the direction of the shear. Subsequently, due to the mechanical instabilities originated by the process, convective drying of suspensions can lead to complex and heterogeneous morphologies. A common form of dirt consists of wet or dry dust with salt or other minerals which dries and adheres to surfaces. The result of such deposition, is a strongly adhered crust over the surface. This can cause minor and major issues including hindering visibility through glass surfaces or even impeding optical and sensory systems. Recently, these problems have gained importance in the automotive industry, since many of the safety and autonomous driving systems are based on optical and sensory systems. Specifically, when driving in wet roads, suspensions of dirt are spread over the exterior surfaces of the vehicles and dried through the surrounding convective air flow caused by the relative velocity of the car compared to the surrounding air. Formation of such dirt crusts can either prevent the detection of a real hazard or lead to an incorrect detection of an approaching object. Nowadays, the active safety systems in cars are quickly developing and have significantly reduced the number of collisions and injuries on the roads. However, the failure of these systems, for instance via such dirt deposition, can lead to hazards since modern day drivers are becoming accustomed to having such safety features in place to protect them and as a result are becoming less alert when driving.]]></description>
      <pubDate>Thu, 14 May 2020 09:41:45 GMT</pubDate>
      <guid>https://trid.trb.org/View/1706499</guid>
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    <item>
      <title>A crash testing evaluation to prevent injuries and fatalities by mitigating vehicle windscreen spearing risk from road signs</title>
      <link>https://trid.trb.org/View/1505823</link>
      <description><![CDATA[]]></description>
      <pubDate>Thu, 22 Mar 2018 11:49:48 GMT</pubDate>
      <guid>https://trid.trb.org/View/1505823</guid>
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    <item>
      <title>Replacement windscreens: a serious vehicle and road safety issue</title>
      <link>https://trid.trb.org/View/1435970</link>
      <description><![CDATA[In modern vehicle design the car’s windscreen is integral to a vehicle’s safety and crashworthiness design. Australian Standard AS4739 (Standards Australia, 2002) for windscreen replacement stipulates the vehicle must be returned to the Original Equipment Manufacturer (OEM) standard but does not specify adhesive characteristics. The quality of replacement windscreen installations and compliance to AS4739 is dependent on both the correct adhesive being used and that correct practice is being used by installers. However, from the experience of personnel involved in the replacement windscreen industry such as the Australian Autoglass Industry Alliance (AAIA), neither of these factors is assured as a matter of course. This Extended Abstract discusses issues associated with the after-market adhesives. For the approximately one million windscreens being replaced in Australia each year it is a matter of good luck that a replacement windscreen is bonded with an after-market adhesive that meets the OEM specification. This paper presents the issues regarding this situation and improvements required in the windscreen replacement industry to ensure vehicle safety is maintained.]]></description>
      <pubDate>Mon, 28 Nov 2016 14:32:13 GMT</pubDate>
      <guid>https://trid.trb.org/View/1435970</guid>
    </item>
    <item>
      <title>Hazard of broken commuter train windows due to explosion: window explosion test within the METRO project</title>
      <link>https://trid.trb.org/View/1375926</link>
      <description><![CDATA[This report compiles the results of window explosion tests carried out as part of the METRO project by the Swedish Defence Research Agency (FOI) and Mälardalens Högskola (MDH) in Shock Tube IV in Märsta, Sweden. 15 shots were made with varying distances between window and charge and varying charge weights. The report describes the components and assembly of the tests and the results are presented in detail. It further questions the previous method of defining danger zones, suggesting a new approach and gives ideas to improve further similar tests.]]></description>
      <pubDate>Wed, 25 Nov 2015 11:13:50 GMT</pubDate>
      <guid>https://trid.trb.org/View/1375926</guid>
    </item>
    <item>
      <title>Field of vision of modern cars – a study to improve the evaluation of car geometries based on real world accident scenarios documented in the ADAC Accident Research</title>
      <link>https://trid.trb.org/View/1359582</link>
      <description><![CDATA[Today’s volumes of traffic require more and more responsibility from each individual road user in their interactions. Those who drive motor vehicles have the singular obligation to minimize the risk of accidents and hence the severity of injuries, particularly with a view to the most vulnerable road users such as motor bikes, bikes and pedestrians. Since responsible and pro-active driving depends first and foremost on the visual information relayed by our eyes and the visual channel this requires good command of the traffic and all-round visibility from our driver’s seat. Granted that human error can never be fully excluded, improving visibility around the car is nevertheless an urgent priority. To do so, we need to rate visibility in the most realistic driving situations. Since the existing visibility metrics and methodology are not applicable to real-life driving situations, this study aimed at developing a new visibility rating methodology based on real-life accident scenarios. On the basis of the cases documented by the accident research project, this study analyzed criteria indicative of diminishing visibility on the one hand and revealing some peculiarities in connection with the visibility issue on the other. Based on the above, the project set out to develop a rating methodology allowing to assess all-round visibility in various road situations taking into account both driver and road geometries. In this context, the assessment of visibility while turning a corner, crossing an intersection and joining traffic on a major road (priority through route) is of major importance. The first tests have shown that critical situations can be avoided by adapting the relevant geometries and technical solutions and that significant improvements of road safety can be derived therefrom. (A)]]></description>
      <pubDate>Mon, 10 Aug 2015 11:01:14 GMT</pubDate>
      <guid>https://trid.trb.org/View/1359582</guid>
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    <item>
      <title>Vergleichende Untersuchung von Verbundglasscheiben und Polykarbonatscheiben</title>
      <link>https://trid.trb.org/View/1262338</link>
      <description><![CDATA[Im Auftrag des Bundesministeriums fuer Verkehr, Bau und Stadtentwicklung (BMVBS) fuehrte die Bundesanstalt fuer Strassenwesen (BASt) Fallturmversuche und reale Fahrzeugversuche mit dem Erwachsenenkopfimpaktor nach Verordnung (EG) Nummer 631/2009 sowie Fallturmversuche mit dem Phantomkopf nach UN-Regelung Nummer 43 durch. Ziel der Versuchsserien war die Untersuchung des Verletzungsrisikos ungeschuetzter Verkehrsteilnehmer, insbesondere von Fussgaengern, im Falle einer Kollision mit einem Kraftfahrzeug gemaess den Europaeischen Verordnungen (EG) Nummer 78/2009 und (EG) Nummer 631/2009. Hier galt es zu untersuchen, ob der Einsatz von Kunststoffscheiben fuer Windschutzscheiben in Kraftfahrzeugen zu einem hoeheren Verletzungsrisiko als der Einsatz von Verbundglas-Windschutzscheiben fuehrt. Weiterhin sollten die Anwendbarkeit des in UN-Regelung Nummer 43 beschriebenen Phantomfallversuchs fuer Kunststoffverscheibungen sowie gegebenenfalls notwendige Modifikationen oder Erweiterungen des Testverfahrens untersucht werden. Im Rahmen der  vergleichenden Untersuchung wurden insgesamt 30 Fallturmversuche, hiervon 18 mit dem Erwachsenenkopfimpaktor und 12 mit dem Phantomkopf, sowie 49 Komponentenversuche an realen Fahrzeugen mit dem Erwachsenenkopfimpaktor auf Scheibenproben aus Verbundglas (VSG), Polykarbonat (PC) sowie laminiertem Polykarbonat (L-PC) durchgefuehrt. Hierbei wurde der Einfluss verschiedener Parameter wie Materialeigenschaften, Befestigungsmethoden der Scheibenproben, Versuchsparameter (Anprallorte und Anprallwinkel der Impaktoren) sowie der Temperatureinfluss detailliert untersucht. Im Laufe der Versuchsreihen konnten sowohl bei den durchgefuehrten Fallturmversuchen als auch im Rahmen der Fahrzeugversuche, bei letzteren mit Ausnahme der Versuche auf die Mitte der Windschutzscheibe, prinzipiell hoehere Werte des Kopfverletzungskriteriums HIC waehrend der Versuche auf Polykarbonatscheiben festgestellt werden. Da der HIC das gegenwaertig allgemein anerkannte und gueltige Kriterium fuer die Bewertung des Risikos von Kopfverletzungen darstellt, kann bezueglich des Schutzes ungeschuetzter Verkehrsteilnehmer Polykarbonatscheiben ein hoeheres Verletzungspotenzial zugeschrieben werden als Glasscheiben. Des Weiteren kann davon ausgegangen werden, dass der signifikant hoehere Rueckprall des Kopfes bei den Versuchen auf Polykarbonatscheiben zu hoeheren Belastungen des Halses sowie einem hoeheren Verletzungsrisiko beim Sekundaeraufprall des ungeschuetzten Verkehrsteilnehmers fuehrt. Da auf der anderen Seite bei den Tests mit Polykarbonatscheiben auf Sichtpruefung durchweg keinerlei Beschaedigungen der Scheibenproben festgestellt werden konnten, kann hier von einem signifikant geringeren Risiko von Schnittverletzungen ausgegangen werden. Die im Rahmen der Untersuchung durchgefuehrten Versuchsreihen geben keinen Anlass zu der Vermutung, dass das in UN-Regelung Nummer 43 beschriebene Testverfahren fuer die Genehmigung von Glasscheiben nicht ebenso fuer die Pruefung von Polykarbonatscheiben anwendbar ist. Es hat sich gezeigt, dass alle Proben aus Polykarbonat die Anforderungen der UN-Regelung Nummer 43 erfuellen. Die Eigenschaften des Windschutzscheibenbereichs von Kraftfahrzeugen hinsichtlich seines Schutzpotenzials fuer ungeschuetzte Verkehrsteilnehmer im Falle einer Kollision sind zwar nicht ausschlaggebend fuer die Typgenehmigung gemaess der zukuenftigen UN-Regelung zum Fussgaengerschutz. Auf der anderen Seite sollten zur Sicherstellung eines zumindest gleich grossen Schutzpotenzials von Kunststoffscheiben im Vergleich zu Glasscheiben die Belange des Fussgaengerschutzes fuer Kunststoffwindschutzscheiben Beruecksichtigung finden. ABSTRACT IN ENGLISH: A series of drop tests and vehicle tests with the adult head impactor according to Regulation (EC) 631/2009 and drop tests with the phantom head impactor according to UN Regulation No. 43 have been carried out by the German Federal Highway Research Institute (BASt) on behalf of the German Federal Ministry of Transport, Building and Urban Development (BMVBS). Aim of the test series was to study the injury risk for vulnerable road users, especially pedestrians, in case of being impacted by a motor vehicle in a way described within the European Regulations (EC) 78/2009 and (EC) 631/2009. Furthermore, the applicability of the phantom head drop test described in UN Regulation No. 43 for plastic glazing should be investigated. In total, 30 drop tests, thereof 18 with the adult head impactor and 12 with the phantom head impactor, and 49 vehicle tests with the adult head impactor were carried out on panes of laminated safety glass (VSG), polycarbonate (PC) and laminated polycarbonate (L-PC). The influence of parameters such as the particular material properties, test point locations, fixations, ambient conditions (temperature and impact angle) was investigated in detail. In general, higher values of the Head Injury Criterion (HIC) were observed in tests on polycarbonate glazing. As the HIC is the current criterion for the assessment of head injury risk, polycarbonate glazing has to be seen as more injurious in terms of vulnerable road user protection. In addition, the significantly higher rebound of the head observed in tests with polycarbonate glazing is suspected to lead to higher neck loads and may also cause higher injury risks in secondary impacts of vulnerable road users. However, as in all tests with PC glazing no damage of the panes was observed, the risk of skin cut injuries may be expected to be reduced significantly. The performed test series give no indication for the test procedure prescribed in UN Regulation No. 43 as a methodology to approve glass windscreen not being feasible for polycarbonate glazing, as all PC panes tested fulfilled the UN R 43 requirements. The performance of the windscreen area will not be relevant for vehicle type approval according to the upcoming UN Regulation for pedestrian protection. However, it is re- commended that pedestrian protection being considered for plastic windscreens to ensure at least the same level of protection as glass windscreens.]]></description>
      <pubDate>Tue, 29 Oct 2013 10:08:01 GMT</pubDate>
      <guid>https://trid.trb.org/View/1262338</guid>
    </item>
    <item>
      <title>New Modular Assessment Methods for Pedestrian Protection in the Event of Head Impacts in the Windscreen Area</title>
      <link>https://trid.trb.org/View/1100050</link>
      <description><![CDATA[The head impact of pedestrians in the windscreen area shows a high relevance in real-world accidents. Nevertheless, there are neither biomechanical limits nor elaborated testing procedures available. Furthermore, the development of deployable protection systems like pop-up bonnets or external airbags has made faster progress than the corresponding testing methods. New requirements which are currently not considered are taken into account within a research project of BASt and the EC funded APROSYS (Advanced PROtection SYStems) integrated project relating to passive pedestrian protection. Testing procedures for head impact in the windscreen area should address these new boundary conditions. The presented modular procedure combines the advantages of virtual testing, including full-scale multi-body and finite element simulations, as well as hardware testing containing impactor tests based on the existing procedures of EEVC WG 17. To meet the efforts of harmonization in legislation, it refers to the Global Technical Regulation of UNECE (GTR No. 9). The basis for this combined hardware and virtual testing procedure is a robust categorization covering all passenger cars and light commercial vehicles and defining the testing zone including the related kinematics. The virtual testing part supports also the choice of the impact points for the hardware test and determines head impact timing for testing deployable systems. The assessment of the neck rotation angle and sharp edge contact in the rear gap of pop-up bonnets is included. For the demonstration of this procedure, a hardware sedan shaped vehicle was modified by integrating an airbag system. In addition, tests with the Honda Polar-II Dummy were performed for an evaluation of the new testing procedure. Comparing these results, it was concluded that a combination of simulation and updated subsystem tests forms an important step towards enhanced future pedestrian safety systems considering the windscreen area and the deployable systems. The full text of this paper may be found at: http://www-nrd.nhtsa.dot.gov/pdf/esv/esv21/09-0159.pdf For the covering abstract see ITRD E145407.]]></description>
      <pubDate>Fri, 15 Apr 2011 15:34:21 GMT</pubDate>
      <guid>https://trid.trb.org/View/1100050</guid>
    </item>
    <item>
      <title>Laminated versus tempered lateral windows under head impact: experimental and numerical analysis</title>
      <link>https://trid.trb.org/View/1099987</link>
      <description><![CDATA[During car accidents leading to roll-overs, 49% of the injured occupants are partially or fully ejected through the side window. In addition head impact against an external structure is often observed under lateral impact. In order to study the risks of car occupant ejections and lateral head impact, an understanding of the side window's mechanical behavior during a head impact is necessary. Typically in car industry two types of side windows are used made either of tempered or laminated glasses. To compare the effectiveness and the advantages of these two types of glasses, experimental and numerical studies of lateral windows behavior under head impact were carried out. For the covering abstract see ITRD E144229.]]></description>
      <pubDate>Fri, 15 Apr 2011 15:22:06 GMT</pubDate>
      <guid>https://trid.trb.org/View/1099987</guid>
    </item>
    <item>
      <title>Crack analysis in PVB laminated windshield impacted by pedestrian head intraffic accident</title>
      <link>https://trid.trb.org/View/1086520</link>
      <description><![CDATA[A damage-modified nonlinear viscoelastic constitutive relations model of PVB laminated windshield is suggested based on updated Lagrangian method to study the crack evolutions on windshield plate subject to pedestrian head. After verified by a classical example, the constitutive relations are implemented into FEA software. With proper material properties, the FEA model describing the pedestrian head impact with vehicle windshield in traffic accident is established. The computation results of FEA model and classical Hertzian pressure model are in good agreement. Moreover, the FEA modelis used to analyse the internal stresses. Shear stress, compressive stress and tensile stress are main causes of plastic deformation, radial cracksand circumferential cracks, respectively. Internal stresses decrease as the distance away from the impacted point increases. In addition, parametric studies were carried out to study the effects of Poisson's ratio and impact velocity. (A)]]></description>
      <pubDate>Thu, 13 Jan 2011 12:31:50 GMT</pubDate>
      <guid>https://trid.trb.org/View/1086520</guid>
    </item>
    <item>
      <title>Car rollover mechanisms and injury outcome</title>
      <link>https://trid.trb.org/View/1084514</link>
      <description><![CDATA[The mechanisms that result in passenger cars overturning were studied. Approximately 21% of the car occupant fatalities examined in the United Kingdom's Cooperative Crash Injury Study experienced a rollover accident. Rollovers are shown to be complex events, which can occur with or without impacts and are not always the principal cause of the resulting occupant injuries. Rollover events are divided into three categories: simple rollovers which do not involve a significant impact; rollovers followed by one or more impacts; and impacts followed by rollovers. The research correlated the cars' dynamic motion immediately prior to the initiation of the roll, the mechanisms which caused the car to roll and the consequences with respect to occupant injury. A significant proportion of the cars were identified as 'sliding' laterally to some degree prior to the roll and off-road soft surfaces such as grass or earth were the most frequent roll initiators. Cars were also described as skidding or having lost control prior to leaving the road or striking a kerb or other roadside object or other vehicle. For this reason electronic stability control (ESC)systems were identified as an important countermeasure with respect to potentially preventing a proportion of future rollover accidents. Occupants either fully or partially ejected from their cars were strongly linked to severe injury outcome. Safety belts (ideally used in conjunction with other restraint devices designed to prevent either all or part of the occupant's body leaving the car through window apertures during the rollover) were shown to be effective.]]></description>
      <pubDate>Wed, 22 Dec 2010 08:37:33 GMT</pubDate>
      <guid>https://trid.trb.org/View/1084514</guid>
    </item>
    <item>
      <title>GLASS WITH HEATERS AND DEMISTERS FOR CARS</title>
      <link>https://trid.trb.org/View/1025982</link>
      <description><![CDATA[TO IMPROVE MANUFACTURING PROCESSES AND CHARACTERISTICS OF GLASS WITH HEATERS AND DEMISTERS FOR CARS (IN PARTICULAR HEATED REAR WINDOWS).]]></description>
      <pubDate>Sat, 20 Nov 2010 12:22:32 GMT</pubDate>
      <guid>https://trid.trb.org/View/1025982</guid>
    </item>
    <item>
      <title>'GLASS-PLASTICS' SAFETY WINDSCREEN</title>
      <link>https://trid.trb.org/View/1025941</link>
      <description><![CDATA[TO DEVELOP A SAFETY WINDSCREEN CONSISTING OF THIN INTERNAL PLASTICS LAYER  AND A THIN EXTERNAL GLASS LAYER, WHICH WOULD REDUCE TO A MINIMUM THE RISK OF LACERATION ON IMPACT. RESISTANCE TO PERFORATION SHOULD BE IMPROVED, AND THE RISK OF INJURIES TO THE SKULL SHOULD BE REDUCED.]]></description>
      <pubDate>Sat, 20 Nov 2010 12:21:18 GMT</pubDate>
      <guid>https://trid.trb.org/View/1025941</guid>
    </item>
    <item>
      <title>VISUAL NAVIGATION SYSTEM ON WINDSHIELD HEAD-UP DISPLAY</title>
      <link>https://trid.trb.org/View/846686</link>
      <description><![CDATA[A unique visual navigation system for car drivers is introduced in which important information is projected onto a windshield head-up display (WHUD). The display area of the WHUD is actually the whole windshield. A prototype WHUD on a real vehicle was installed and a new navigation system was realised that can display direction and distance to a destination as visual cues. The primary advantage of the system is that the driver needs little eye movement to see them. The cues are easy for drivers to recognize because the sign position for the destination on the WHUD directly indicates the orientation toward it. A GPS and a geomagnetic sensor are used to estimate the vehicle's location and orientation, and data from these are used to move the navigation signs on the WHUD according to the vehicle's movements. For the covering abstract see ITRD E134653.]]></description>
      <pubDate>Tue, 29 Jan 2008 09:48:44 GMT</pubDate>
      <guid>https://trid.trb.org/View/846686</guid>
    </item>
    <item>
      <title>Experimental study on the interface fracture toughness of PVB (polyvinyl butyral)/glass at high strain rates</title>
      <link>https://trid.trb.org/View/841120</link>
      <description><![CDATA[This paper presents the experimental results of high-speed tests using PVB sheets and PVB laminated glass. PVB showed a non-linear visco-elastic property in the low-speed tests. The non-linear visco-elastic property couldbe described using a simple spring-dashpot model including a non-linear spring. The visco-elastic parameters were determined by comparing the experimentally obtained stress-strain curves to the simulated model in which the various visco-elastic parameters are used. The strain-stress curves of PVB under high strain rates are elasto-plastic and those under the low strain rates are non-linear visco-elastic. The phenomenon can be explained from the phase transition from rubbery phase to glassy phase. Considering theresults of PVB tensile tests, a simple fracture-mechanical model of PVB laminated glass was formulated to determine energy release rate G. Fracturetoughness GC of the PVB laminated glass specimens were calculated from both the experimental results and the energy release rate. Potential energy UC was defined and also compared to the fracture toughness. Nevertheless, the critical loads increase with respect to the increase of tensile speed;potential energy and the fracture toughness remain the same order in all of the chosen tensile speeds. (A)]]></description>
      <pubDate>Thu, 29 Nov 2007 14:20:43 GMT</pubDate>
      <guid>https://trid.trb.org/View/841120</guid>
    </item>
    <item>
      <title>Anti social costs</title>
      <link>https://trid.trb.org/View/810017</link>
      <description><![CDATA[Vandalism and glass-damage are problems for UK bus operators. Reading Buses report all incidences of stoning to the police. Internal cameras have proved effective in deterring or identifying glass etchers and passengers who break windows from the inside. Sacrificial coatings are used on upper deck windows. Halton Borough Transport suffers from smashed windows, particularly in Runcorn where hedges and bushes provide cover for stone throwers to attack buses on the Runcorn Busway. Again, internal cameras have been successful in reducing vandalism. New buses have bullet-proof glass in the driver's offside window. Most of Halton's buses are gasket-glazed so that windows can be rapidly replaced. Superscreens offers a 24-hour service repairing and replacing bus windows. Esprit Windscreen Systems supplies repair kits that operators can use themselves. The challenges involved in replacing windscreens on modern coaches are discussed. Bonded glass usually has to be installed under cover and takes time to cure.]]></description>
      <pubDate>Tue, 05 Jun 2007 00:13:22 GMT</pubDate>
      <guid>https://trid.trb.org/View/810017</guid>
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