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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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      <link>https://trid.trb.org/</link>
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    <item>
      <title>Technical Solutions for Improving the Lateral Protection of N1 Category Vehicles</title>
      <link>https://trid.trb.org/View/2579336</link>
      <description><![CDATA[This paper focuses on the development and implementation of innovative technical solutions for improving the side protection of light commercial vehicles (category N1) in the context of road traffic. Commercial vans are taller and heavier than passenger cars. Also, they usually have the stiff structure at a higher height. Typically, vans have fewer occupants but carry a larger load. In the event of a crash, the geometric misalignment, rigid structure, and greater mass will affect the occupants of the smaller vehicle, resulting in a greater likelihood of serious injury or death to the occupants of the car. The safety of light commercial vehicle occupants has only partially benefited from the advances in vehicle safety over the past decade. Because of differences in mass, side collisions involving light commercial vehicles tend to have more severe implications for opponent vehicles. The results obtained will increase the safety of N1 vehicles in case of collisions involving occupants in real road traffic conditions.]]></description>
      <pubDate>Mon, 13 Jul 2026 10:46:17 GMT</pubDate>
      <guid>https://trid.trb.org/View/2579336</guid>
    </item>
    <item>
      <title>Mathematical Modeling of Vehicle Impact Against a Rigid Barrier</title>
      <link>https://trid.trb.org/View/2581405</link>
      <description><![CDATA[This paper presents a series of mathematical models from the reference ones, up to the concept model developed based on them. The presented mathematical models study the frontal collision between the vehicle and a rigid barrier. The developed model simulates the movement of the occupant during the frontal impact. After obtaining the equations of motion, the graphs of the kinematic parameters (velocity and acceleration) are displayed in MATLAB SIMULINK.]]></description>
      <pubDate>Mon, 13 Jul 2026 10:46:17 GMT</pubDate>
      <guid>https://trid.trb.org/View/2581405</guid>
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    <item>
      <title>Research on a motion sickness prediction model for vehicle occupants based on vehicle dynamics parameter thresholds</title>
      <link>https://trid.trb.org/View/2686822</link>
      <description><![CDATA[The ride comfort of autonomous vehicles is affected by motion sickness. This study quantifies the thresholds of vehicle dynamics parameters that induce motion sickness in both curved and straight-road scenarios, and constructs a predictive model. The results show that on S-shaped curves, the lateral acceleration thresholds (Δay) for moderate motion sickness (M2) and severe motion sickness (M3) are 0.398 m/s² and 0.419 m/s², respectively, while the Z-axis angular velocity thresholds (Gyroz_mean) are 6.876°/s and 8.022°/s. In straight-road scenarios, the Δay thresholds for M2 and M3 are 0.394 m/s² and 0.648 m/s2² respectively, and the maximum longitudinal velocity (vx_max) reaches 13.961 m/s and 18.492 m/s. The proposed model achieves an accuracy of 86% for M2 and 82% for M3. Real-vehicle validation demonstrated that dynamically controlling vehicle motion states to maintain lateral acceleration, angular velocity, and longitudinal velocity below the specified thresholds reduced overall motion sickness risk by 39.7%.]]></description>
      <pubDate>Thu, 09 Jul 2026 13:29:25 GMT</pubDate>
      <guid>https://trid.trb.org/View/2686822</guid>
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    <item>
      <title>Health services use for transport injuries among children and youth in Ontario from 2015–2022: a population-based study</title>
      <link>https://trid.trb.org/View/2720255</link>
      <description><![CDATA[Transportation-related injuries remain one of the leading causes of mortality among children and youth in Canada. Factors such as age, sex, marginalization, and the COVID-19 pandemic may influence children’s interactions with their environment and their mobility patterns. The objectives of this study were to describe: (1) the incidence of transport-related emergency department (ED) visits and hospitalizations in Ontario by type (motor vehicle, pedestrian, cycling) and by age and sex; and (2) the temporal trends in transport-related health service utilization by type and level of marginalization over time, including during the COVID-19 pandemic. Data for all traffic and non-traffic motor vehicle and vulnerable road user injuries (VRU, pedestrians and cyclists) were obtained for ED visits and hospitalizations in Ontario from January 2015 to March 2022. Descriptive analyses were completed by age group, sex, and marginalization across the study period. A simulation approach using Bayesian Poisson regression was employed to examine how the pandemic affected temporal trends. During the study period, the rate per 10 000 children and youth with motor vehicle-related injuries was 328 (95% CI: 325–331), and for VRU-related injuries was 275 (95% CI: 272.4–277). Sixty-one percent of cyclist ED visits and hospitalizations were non-traffic related. Males, children and youth aged 10–19 and more marginalized children generally had higher rates of both ED visits and hospitalizations than females, children aged 0–9 and those less marginalized. At the onset of the pandemic, ED visits for traffic-related motor vehicle and all pedestrians were lower than expected, and non-traffic motor vehicle and all cyclists were higher than expected. The greatest differences from expected in ED visits were in the least marginalized children; for example, there was a 107% increase in cyclist non-traffic in the least marginalized versus 11% increase in the most marginalized quintile. The findings of this study reinforce the ongoing need to focus on cycling safety, particularly non-traffic-related, for children and youth. These findings can also inform future equitable injury preventive efforts in light of significant population-level events, such as pandemics, that might change children’s mobility patterns.]]></description>
      <pubDate>Mon, 06 Jul 2026 08:54:04 GMT</pubDate>
      <guid>https://trid.trb.org/View/2720255</guid>
    </item>
    <item>
      <title>Computer Simulation of an Aircraft Seat and Occupant in a Crash Environment — Volume II Program SOM-LA User Manual</title>
      <link>https://trid.trb.org/View/2713585</link>
      <description><![CDATA[A mathematical model of an aircraft seat, occupant, and restraint system has been developed for use in analysis of light aircraft crashworthiness. Because of the significant role played by the seat in overall system crashworthiness, a finite element model of the seat structure is included. The seat model can accommodate large plastic deformations and includes the capability for simulation of local buckling of bending members. Because the program has been written for use primarily by engineers concerned with the design and analysis of seat and restraint systems, an effort has been made to minimize the input data required to describe the occupant. This volume of the final report presents instructions for preparing input data and operating the program, supported by detailed examples. Sample material properties and modeling parameters are also included.]]></description>
      <pubDate>Mon, 29 Jun 2026 09:39:44 GMT</pubDate>
      <guid>https://trid.trb.org/View/2713585</guid>
    </item>
    <item>
      <title>Computer Simulation of an Aircraft Seat and Occupant in a Crash Environment — Volume I Technical Report</title>
      <link>https://trid.trb.org/View/2713584</link>
      <description><![CDATA[A mathematical model of an aircraft seat, occupant, and restraint system has been developed for use in analysis of light aircraft crashworthiness. Because of the significant role played by the seat in overall system crashworthiness, a finite element model of the seat structure is included. The seat model can accommodate large plastic deformations and includes the capability for simulation of local buckling of bending members. Because the program has been written for use primarily by engineers concerned with the design and analysis of seat and restraint systems, an effort has been made to minimize the input data required to describe the occupant. This volume of the final report discusses development of the mathematical model of the occupant, the finite element seat analysis, validation, and organization of the computer program.]]></description>
      <pubDate>Mon, 29 Jun 2026 09:39:43 GMT</pubDate>
      <guid>https://trid.trb.org/View/2713584</guid>
    </item>
    <item>
      <title>Acceleration or velocity? Exploring minimally disruptive visual motion cues for reducing motion sickness in passenger VR</title>
      <link>https://trid.trb.org/View/2684264</link>
      <description><![CDATA[Motion sickness is a common issue for passengers, where a sensory conflict between visual and physical motion elicits symptoms. This can be particularly problematic if VR headsets are used by passengers in moving vehicles. Commonly used matched motion cues, which visually represent vehicle velocity via in-car displays or VR headsets, can alleviate this conflict but may cause distraction from the task the user is trying to perform, such as working or watching a movie. Acceleration-based visual mitigations could be a good alternative as they present fewer motion cues. However, studies on their potential to cause distraction and their most suitable velocity/speed are lacking. Through an on-the-road study, we demonstrate that these cues reduce motion sickness as effectively as matched motion cues and provide the additional benefit of low distraction, allowing users to concentrate on non-driving related tasks. These findings offer new directions for motion sickness mitigation and highlight the potential of acceleration-based designs in addressing sensory mismatch.]]></description>
      <pubDate>Fri, 26 Jun 2026 08:41:37 GMT</pubDate>
      <guid>https://trid.trb.org/View/2684264</guid>
    </item>
    <item>
      <title>Analysis of Abdominal Visceral Dynamics during Whole-Body Vibration Using a Human Body Finite Element Model</title>
      <link>https://trid.trb.org/View/2684156</link>
      <description><![CDATA[In this study, we investigated the abdominal visceral dynamics under whole-body vibration using a human body finite element model. The model incorporated muscle activity to maintain a seated posture and adopted an implicit solver to enhance the computational efficiency of long-duration simulations. The simulation results indicated that the abdominal viscera underwent compressive and tensile deformation owing to phase differences between the thoracic and external excitation displacements, with peak deformation observed at approximately 5 Hz. Such deformations may induce the neural activation of mechanoreceptors within the abdominal viscera, potentially contributing to abdominal discomfort in moving vehicles.]]></description>
      <pubDate>Tue, 23 Jun 2026 13:53:03 GMT</pubDate>
      <guid>https://trid.trb.org/View/2684156</guid>
    </item>
    <item>
      <title>Anticipatory vibrotactile cues about upcoming turns reduce motion sickness: A study with car passengers on public roads</title>
      <link>https://trid.trb.org/View/2681473</link>
      <description><![CDATA[The introduction of automated driving brings improvements towards comfort and enables all passengers to use their time more efficiently. However, the more the occupant engages in tasks unrelated to driving, the risk of massive discomfort caused by motion sickness or more specifically carsickness, increases. The development of carsickness includes symptoms such as dizziness or nausea and depends, among other factors, on the occupants’ ability to anticipate upcoming vehicle movements. The present study investigated whether anticipatory vibrotactile cues, focused exclusively on lateral maneuvers (turns) and tested in real-world driving conditions, can reduce passengers' carsickness. In a counterbalanced within-subjects design, 40 participants experienced two 30-min rides on public roads. During the ride, all participants watched a movie and were asked every minute about their current subjective carsickness level, using the Fast Motion Sickness Scale (FMS). In the intervention condition, upcoming right and left turns were announced 1 s in advance by cues via a vibrotactile belt. In the control condition, passengers merely wore the belt but did not receive such cues. We found that anticipatory vibrotactile cues about upcoming right and left turns have a mitigating effect on the level of carsickness.]]></description>
      <pubDate>Thu, 18 Jun 2026 08:54:59 GMT</pubDate>
      <guid>https://trid.trb.org/View/2681473</guid>
    </item>
    <item>
      <title>Integrated Evaluation of Pre-Crash Braking and Crash Injury Outcomes Using Human Body Models and ATDs</title>
      <link>https://trid.trb.org/View/2712074</link>
      <description><![CDATA[Traditionally, occupant safety research has centered on passive safety systems such as seatbelts, airbags, and energy-absorbing vehicle structures, all designed under the assumption of a nominal occupant posture at the moment of impact. However, with increasing deployment of active safety technologies such as Forward Collision Warning (FCW) and Autonomous Emergency Braking (AEB), vehicle occupants are exposed to pre-crash decelerations that alter their seated position before the crash. Although AEB mitigates the crash severity, the induced occupant movement leads to out-of-position behavior (OOP), compromising the available survival space phase and effectiveness of passive restraint systems during the crash. Despite these evolving real-world conditions, global regulatory bodies and NCAP programs continue to evaluate pre-crash and crash phases independently, with limited integration. Moreover, traditional Anthropomorphic Test Devices (ATDs) such as Hybrid III dummies, although highly repeatable, lack the bio-fidelity necessary to capture human-like kinematics during pre-crash braking events involving low g. ATDs do not simulate the spinal articulation, posture adjustments and active muscle contraction that occur during emergency maneuvers or pre-crash scenarios. To overcome these limitations, researchers have increasingly turned to Human Body Models (HBMs) such as Total Human Model for Safety (THUMS) and Global Human Body Model Consortium (GHBMC). These models enable high-fidelity finite element (FE) simulations with anatomical realism, allowing for the inclusion of active musculature and posture changes.This study aims to quantify the occupant forward excursion under pre-crash phase (due to AEB) and explore the possibility of an integrated simulation framework that evaluates occupant safety across both pre-crash and crash events. For this, the approach was to carry out full vehicle braking tests (1g braking pulse) with adult male (AM50) volunteers at different speeds to measure forward head excursion during pre-crash. These scenarios were replicated in LS-Dyna using THUMS HBM, showing strong agreement with experimental data. The resulting excursed postures were then used in crash simulations with ATDs to evaluate the effect on injury outcomes. Overall, the findings demonstrate effect of forward excursion on occupant injuries and the effectiveness of HBMs in capturing occupant kinematics, during pre-crash events.]]></description>
      <pubDate>Wed, 10 Jun 2026 17:05:07 GMT</pubDate>
      <guid>https://trid.trb.org/View/2712074</guid>
    </item>
    <item>
      <title>Effects of anticipatory auditory cues and non-driving related tasks on motion sickness in automated vehicles</title>
      <link>https://trid.trb.org/View/2670146</link>
      <description><![CDATA[In the context of highly automated vehicles, motion comfort deserves crucial attention for their widespread adoption. Passengers of automated vehicles are prone to motion sickness from diminished cognizance of the driving environment, and from engaging in non-driving related tasks (NDRTs). Awareness about upcoming motion and mental distraction from NDRTs have the potential to mitigate motion sickness. The current study used a motion-based driving simulator where 31 participants performed easy and hard versions of an NDRT in the presence and absence of spatialized anticipatory auditory cues displayed 3 s prior to lateral accelerations over a 20-min drive in a fully automated vehicle. Results suggested that anticipatory cues may only be effective when displayed selectively on an as-needed basis for both lateral and longitudinal accelerations. Sufficient cue-motion association internalization through training or continued exposure may also be required for anticipatory cues to be effective. Further, regardless of the cognitive demand of the NDRT, some form of mental distraction has the potential to suppress motion sickness.]]></description>
      <pubDate>Fri, 29 May 2026 08:59:32 GMT</pubDate>
      <guid>https://trid.trb.org/View/2670146</guid>
    </item>
    <item>
      <title>A Multi-Site Examination for the Impact of Changes in Posted Speed Limit on Traffic Safety</title>
      <link>https://trid.trb.org/View/2698412</link>
      <description><![CDATA[Despite numerous studies reporting the negative impacts of increased speeds on traffic safety, many states have raised their posted speed limits. In response, the AAA Foundation for Traffic Safety (AAA Foundation) initiated a multiphase study in 2018 to investigate the effects of posted speed limit changes. The first phase entailed gathering feedback from traffic engineers on how posted speed limits are set and what factors they consider in changing posted speed limits. The second phase involved a collaborative effort with the Insurance Institute for Highway Safety and Humanetics Innovative Solutions to examine how vehicle crashworthiness and occupant protection degrade as impact speed increases. The final phase comprised before-and-after assessments of crash and speed profile data collected from sites where posted speed limits were raised or lowered, and examination of any differences between sites.]]></description>
      <pubDate>Tue, 26 May 2026 09:36:41 GMT</pubDate>
      <guid>https://trid.trb.org/View/2698412</guid>
    </item>
    <item>
      <title>Optimization study of crash occupant injury and restraint system for a certain type of wheeled special vehicle</title>
      <link>https://trid.trb.org/View/2701152</link>
      <description><![CDATA[Wheeled special vehicles play an important role in rapid raids and maneuvering operations, which can cause casualties and equipment losses when serious collisions occur. This paper takes a certain type of wheeled special vehicle as the research object, according to the FMVSS 208 and other automotive regulations collision standards and real vehicle use scenarios, two-vehicle collision test was carried out for this type of wheeled special vehicle. Then, a finite element model of the whole vehicle collision was established for simulation, and the attitude and acceleration of each part of the simulated vehicle collision were compared with the experimental results to verify the accuracy of the simulation model. At the same time, the motion attitude and injury of the occupants during the collision were analyzed. Finally, the seat belt of the occupant restraint system was improved to a four-point pre-tensioning type, and the objective optimization design was carried out with the upper retractor mounting point, the lower anchor point position, the pre-tensioning force magnitude and the pre-tensioning force generating time of the improved four-point seat belt as the design variables, and the WIC value of the comprehensive injury of the occupant as the optimization objective. The simulation results show that the optimized occupant restraint system significantly reduces the driver’s seat occupant comprehensive injury WIC value. And the injury of each part of the occupant appears to decrease significantly. Therefore, the improved occupant restraint system in this paper effectively reduces the injury risk of the occupant in response to the collision conditions.]]></description>
      <pubDate>Wed, 20 May 2026 09:10:37 GMT</pubDate>
      <guid>https://trid.trb.org/View/2701152</guid>
    </item>
    <item>
      <title>Advancing MASH Roadside Safety Design Standards (Year 4)</title>
      <link>https://trid.trb.org/View/2703690</link>
      <description><![CDATA[The American Association of State Highway and Transportation Officials (AASHTO) Manual for Assessing Safety Hardware (MASH) provides guidelines for crash testing and
evaluating highway safety features. However, these guidelines predominantly rely on research using 50th-percentile crash test dummies, potentially overlooking the safety needs of a broader group of motorists of various sizes and statures. This project aims to address this gap by investigating the suitability of the MASH impact safety requirements for a diverse range of motorists and recommending necessary adjustments. The proposed research will evaluate the existing criteria to identify potential shortcomings in
representing 5th-percentile and 95th-percentile drivers and passengers. By conducting thorough assessments and performance evaluations of highway safety standards, the project seeks to identify areas requiring adjustments to ensure the safety of all road users. The project’s significance lies in its potential to enhance highway safety measures by considering the specific needs and characteristics of all motorists.]]></description>
      <pubDate>Fri, 15 May 2026 14:30:53 GMT</pubDate>
      <guid>https://trid.trb.org/View/2703690</guid>
    </item>
    <item>
      <title>Dog Clutch Actuator Control to Mitigate NVH</title>
      <link>https://trid.trb.org/View/2701253</link>
      <description><![CDATA[Dog clutches have long been employed in the automotive industry across various applications, including transmission systems, transfer cases, axle disconnects, and hybrid driveline architectures. Their ability to provide direct mechanical engagement makes it ideal for torque transmission with minimal energy loss. However, the transition between engaged and disengaged states can introduce noise, vibration, and harshness (NVH), which may be perceptible to vehicle occupants and affect overall driving comfort. A typical dog clutch relies on interlocking teeth for torque transfer, and its actuation can result in NVH due to factors such as friction between mating surfaces, backlash between engagement components, teeth-on-teeth contact during synchronization, and impact forces during clutch engagement. This paper presents Stellantis’s approach to controlling the actuator system to mitigate NVH effects during clutch engagement and disengagement, focusing on strategies that enhance drivability and system refinement in electrified vehicle platforms.]]></description>
      <pubDate>Tue, 12 May 2026 09:23:09 GMT</pubDate>
      <guid>https://trid.trb.org/View/2701253</guid>
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