<rss version="2.0" xmlns:atom="https://www.w3.org/2005/Atom">
  <channel>
    <title>Transport Research International Documentation (TRID)</title>
    <link>https://trid.trb.org/</link>
    <atom:link href="https://trid.trb.org/Record/RSS?s=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" rel="self" type="application/rss+xml" />
    <description></description>
    <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>
    <image>
      <title>Transport Research International Documentation (TRID)</title>
      <url>https://trid.trb.org/Images/PageHeader-wTitle.jpg</url>
      <link>https://trid.trb.org/</link>
    </image>
    <item>
      <title>Infrastruktur för bilar med automatiserade funktioner : ett kunskapsunderlag om behov av nödvändiga anpassningar</title>
      <link>https://trid.trb.org/View/2075176</link>
      <description><![CDATA[The ongoing digitalization of the transport system, including automated vehicles, entails a paradigm shift. The development of vehicles with advanced driver support, automated functions, and self[1]driving vehicles is now an obvious use in the transport system. Thanks to the introduction of new sensors in the vehicles and connectivity, there is a complement that allows automation functions that can support the human driver with the driving task in all or parts of the journey. On the other hand, it should be clear that today's transport system and infrastructure have been designed to maneuver vehicles with the help of human drivers and their associated limitations and capabilities.  The project aims, from a road maintenance perspective with a focus on the state road network, to describe the current state of knowledge regarding existing and possible adaptations of the digital and physical infrastructure to provide support for vehicles with automated functions. The project also aims at long-term knowledge building.  Data has been collected via literature studies and, above all, obtained from studies of ongoing and executed relevant projects, both national and international. Furthermore, much knowledge has been gathered through the authors' networks and their participation in relevant international and national groups. A workshop with relevant commercial actors has also been conducted within the project.]]></description>
      <pubDate>Fri, 02 Dec 2022 11:40:28 GMT</pubDate>
      <guid>https://trid.trb.org/View/2075176</guid>
    </item>
    <item>
      <title>Geometric design, protective barrier systems, luminaire supports</title>
      <link>https://trid.trb.org/View/1178042</link>
      <description><![CDATA[]]></description>
      <pubDate>Fri, 24 Aug 2012 01:43:23 GMT</pubDate>
      <guid>https://trid.trb.org/View/1178042</guid>
    </item>
    <item>
      <title>Geometric design, barrier rails and sign supports</title>
      <link>https://trid.trb.org/View/1177901</link>
      <description><![CDATA[]]></description>
      <pubDate>Fri, 24 Aug 2012 01:40:56 GMT</pubDate>
      <guid>https://trid.trb.org/View/1177901</guid>
    </item>
    <item>
      <title>Crash compatability between road safety barriers and cars</title>
      <link>https://trid.trb.org/View/803963</link>
      <description><![CDATA[Roadside accidents cause about one third of the total number of traffic fatalities each year in Europe, even though roadside safety infrastructure has been developed to protect vehicle occupants. The most common countermeasures to reduce the risk of fatal and severe injuries in roadside accidents are road safety barriers. It is desirable that these structures be crash compatible with the changing fleet of vehicles to ensure consistent safety performance. An objective definition of crash compatibility was not available to assess the impact performance of cars and safety barriers. To address this, crash compatibility between safety barriers and cars was investigated by computer simulations using the finite element analysis software LS DYNA. AW beam guardrail system, used in Sweden as a standard roadside safety barrier, was modelled for evaluating crash compatibility. Three car models (Ford Festiva, Geo Metro and Ford Taurus) were modified to be suitable for impact analyses with the guardrail during oblique collisions. The structural configuration and geometry, of both the vehicles and roadside safety features, were identified as two primary aspects that affect crash compatibility in roadside safety, and these were studied by means of the structural surveys and parametric studies. With respect to vehicles, the dimensions, positions and stiffnesses of some car crashworthy components may significantly affect the crash consequences. A study showed that a laterally weakened car caused the impact severity of the ASI to increase by 95 per cent. In terms of the guardrail, the global and local stiffnesses, the dimensions of the posts and the beams, and the soil embedment all affect the crash compatibility. The models developed in this work can also be used to evaluate the safety performance of the guardrail under other impact conditions. Some guidelines have been provided in the thesis, which addressed three design aspects of both vehicles and safety barriers: (1) use a structural survey as a basis for eliminating incompatible geometric configurations; (2) evaluate structural stiffnesses for eliminating incompatible stiffness properties using parametric studies; and (3) apply the criterion developed herein for evaluating crash compatibility. In future research, computer models of all common types of roadside safety features should be made and used to assess crash compatibility with the changing fleet of vehicles. Crash compatibility must be evaluated by synthesizing research on accident analysis, full-scale crash tests and computer simulations (A).]]></description>
      <pubDate>Tue, 06 Mar 2007 08:47:42 GMT</pubDate>
      <guid>https://trid.trb.org/View/803963</guid>
    </item>
    <item>
      <title>IMPLICATIONS OF SMALL CARS ON ROADSIDE SAFETY</title>
      <link>https://trid.trb.org/View/209310</link>
      <description><![CDATA[The safety implications of passenger car downsizing (i.e. the use of smaller cars) is a subject of much current interest.  Vehicle-vehicle collisions and vehicle-roadside accidents are the two major accident modes that may be affected by passenger car downsizing.  This paper reviews the nature of the current roadside fatal accident problem and the implications of passenger vehicle downsizing on major types of roadside fatal accidents.  Rollover accidents comprise the largest category of current roadside fatalities and the number of these accidents is likely to show a major increase as the size of passenger vehicles in the vehicle fleet decreases.  Utility pole collisions, currently accounting for more fatalities than any other man-made roadside object, are expected to increase significantly. Other currently important classes of roadside fatalities such as guardrail and bridge rail collisions may show a much lesser overall change, if any, as cars become smaller; however, significant changes in impact behavior are being identified in individual design types.  The quantitative estimates of these various downsizing effects on future fatalities are at best of a very rough and first order nature.  The implications from currently available information suggests that the outside of horizontal curves may be locations which justify special attention when decisions are being made to clear obstacles, flatten roadside slopes, or install guardrails.  Guardrail may be cost effective in front of more roadside slope combinations than indicated by past accident research. Adjustments in the guidance given bridge rail designers as to undesirable geometrics and in the maximum desirable breakaway levels of signs and luminaire supports are other implications from current information.  Research planned or now underway is intended to clarify these issues.  (Author/TRRL)]]></description>
      <pubDate>Tue, 30 Oct 1984 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/209310</guid>
    </item>
  </channel>
</rss>