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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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      <link>https://trid.trb.org/</link>
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    <item>
      <title>Safer Trucks for India: Smart Tech Fusion</title>
      <link>https://trid.trb.org/View/2663329</link>
      <description><![CDATA[Commercial vehicle sector (especially trucks) has a major role in economic growth of a nation. With improving infrastructure, increasing number of trucks on roads, accidents are also increasing. As per RASSI (Road Accident Sampling System India) FY2016-23 database, commercial vehicles are involved in 42% of total accidents on Indian roads. Involvement of trucks (N2 & N3) is over 25% of total accidents. Amongst all accident scenarios of N2 &N3, frontal impacts are the most frequent (26%) and causing severe occupant injuries.Today, truck safety development for frontal impact is based on passive safety regulations (viz. front pendulum – AIS029) and basic safety features like seatbelts. In any truck accident, it is challenging rather impossible to manage comprehensive safety only with passive safety systems due to size and weight. Accident prevention becomes imperative in truck safety development due to extremely high energy involved in front impact scenarios.The paper presents a unique safety development approach (for frontal impact safety development for N2 and N3 trucks) which enables smart synthesis of active and passive safety systems to comprehensively address real world safety.Four major areas are identified for truck safety development viz. structural crashworthiness, compatibility, occupant safety and ADAS (Advanced Driver Assistance System). The innovation lies in smart mix of these areas during product safety development. The study presents the safety development of light commercial vehicle (truck) with this approach. Structural crashworthiness & occupant safety are developed with extensive number of CAE simulations. Design is physically validated with frontal impact test. In addition, extensive mileage accumulation is generated across Indian roads to validate ADAS system performance.]]></description>
      <pubDate>Mon, 02 Feb 2026 16:36:54 GMT</pubDate>
      <guid>https://trid.trb.org/View/2663329</guid>
    </item>
    <item>
      <title>Crashworthiness Performance of Rear Underrun Protection Device under
                    Simulated Car Collision</title>
      <link>https://trid.trb.org/View/2204197</link>
      <description><![CDATA[
                
                A rear underrun protection device (RUPD) plays a fundamental role in reducing the
                    risk of running a small car beneath the rear or the side of a heavy truck
                    because of the difference in structure heights in the event of a vehicle
                    collision. Even in cars with five-star safety ratings, crashing into a truck
                    with poorly designed RUPD results in a passenger compartment intrusion (PCI)
                    more than the maximum allowable limit as per the United States (US) American
                    National Highway Traffic Safety Administration (NHTSA) standards Federal Motor
                    Vehicle Safety Standard (FMVSS). In this article, mild steel was used to
                    fabricate the new designs of RUPD. The design was analyzed using finite element
                    (FE) analysis LS-DYNA software. Simulations of a Toyota Yaris 2010 and Ford
                    Taurus 2001 were performed at a constant speed of 63 km/h at the time of impact.
                    The ability to prevent severe injuries in a collision with the rear side of the
                    truck was estimated to optimize the underrun design. The new design has achieved
                    the goal of decreasing the head acceleration beyond the limit, which is less
                    than 60 g. It has achieved a reduction in acceleration by 66.116% and zero PCIs
                    even in collisions with different safety ratings cars.
            ]]></description>
      <pubDate>Mon, 26 Jun 2023 16:52:56 GMT</pubDate>
      <guid>https://trid.trb.org/View/2204197</guid>
    </item>
    <item>
      <title>Sleeper Cab Occupant Protection in Heavy Truck Rollovers</title>
      <link>https://trid.trb.org/View/1824113</link>
      <description><![CDATA[More than 900,000 long-haul sleeper cabs are projected to be on the road by 2030. About half of heavy truck occupant fatalities occur in rollovers. This paper discusses the current status of rollover protection systems for occupants in sleeper cabs and describes the outcomes from example crashes with sleeper cab occupants. A virtual testing methodology for evaluation of current designs under rollover conditions and restraint tests utilizing dummies and humans also are described. The paper includes discussion of finite element models used and their validation. Examples of results associated with various restraint system configurations are presented. The results show that incorporating effective lateral restraint is important in providing protection to sleeper cab occupants under rollover conditions.]]></description>
      <pubDate>Thu, 09 Dec 2021 10:34:14 GMT</pubDate>
      <guid>https://trid.trb.org/View/1824113</guid>
    </item>
    <item>
      <title>Heavy Truck Frontal Crash Protection System Development</title>
      <link>https://trid.trb.org/View/1813824</link>
      <description><![CDATA[Heavy trucks are produced with a great variety of vehicle configurations, operate over a wide range of gross vehicle weight and sometimes function in extreme duty environments. Frontal crashes of heavy trucks can pose a threat to truck occupants when the vehicle strikes another large object such as bridge works, large natural features or another heavy-duty vehicle. Investigations of heavy truck frontal crashes indicate that the factors listed above all affect the outcome for the driver and the resulting damage to the truck         Recently, a new chassis was introduced for on-highway heavy truck models that feature frontal airbag occupant protection. This introduction presented an opportunity to incorporate the knowledge gained from crash investigation into the process for developing the crash sensor's parameter settings. Extensive finite element simulation of the vehicles and crash events, with an additional focus on the crash sensor requirements, analyzed many variables and led to an efficient test plan.         Specialized barrier crash testing combined with this simulation to produce the input necessary to reliably discriminate between must-fire and no-fire frontal crash events. This development process resulted in a robust crash sensing system and effective occupant restraint systems for heavy trucks equipped with this new chassis.]]></description>
      <pubDate>Thu, 09 Dec 2021 10:33:04 GMT</pubDate>
      <guid>https://trid.trb.org/View/1813824</guid>
    </item>
    <item>
      <title>Occupant Protection from Cargo in Armored Vehicles</title>
      <link>https://trid.trb.org/View/1803261</link>
      <description><![CDATA[Inadequately restrained cargo is a problem in a wide range of vehicles, from passenger cars to heavy trucks. In a crash, the force needed to restrain the cargo is many times the weight of the cargo itself. In a passenger vehicle this means that the barrier between the cargo and the occupants must be capable of preventing the cargo from entering the passenger compartment. In heavy trucks, cargo restraints are generally used to prevent the shifting of cargo that could affect the stability of the truck and to keep the cargo on, or in, the truck during normal driving maneuvers.         A somewhat unique problem occurs in the armored security vehicle. These vehicles are often used to transport very heavy, dense, valuable cargo. More specifically, this cargo is often coin and/or boxes containing paper currency. In many cases this cargo, which may exceed 2268 kilograms (5000 pounds), is carried in the same compartment as personnel. Without a restraint or barrier capable of withstanding the loads generated by this cargo, occupants are placed at risk of serious injury from this shifting payload, especially during crash events. In order to protect these occupants, the cargo restraint or barrier must be able to prevent the cargo from entering the occupant's space and not allow the components of the vehicle or the barrier itself from loading the occupant during foreseeable crash events.         The capability of one type of cargo restraint used in these vehicles was analyzed and tested in a 30 mph frontal barrier test and found to be inadequate to prevent cargo from moving into the occupant's space. Alternative cargo restraints and barriers were considered and analyzed. One design was selected and a prototype was fabricated and tested in a simulated frontal 30 mph crash on a horizontal accelerator (sled) with the same cargo as was used in the first test. This improved design remained in place and kept the cargo away from the occupant's space and thereby would have prevented any injury to the occupant from the cargo. This program demonstrates the type of cargo barrier needed to restrain dense cargos, such as coins, and protect personnel from injury due to shifting cargo. These concepts have application in all types of vehicles.]]></description>
      <pubDate>Thu, 09 Dec 2021 10:26:01 GMT</pubDate>
      <guid>https://trid.trb.org/View/1803261</guid>
    </item>
    <item>
      <title>Simulation of Occupant Response in the ECE R29 Safety Test</title>
      <link>https://trid.trb.org/View/1790499</link>
      <description><![CDATA[This paper discusses the structural assessment of a heavy truck cabin with respect to occupant response in test designed to simulate a frontal collision. ECE R29 describes a series of test conditions to which truck cabins should comply, however these tests do not consider the occupant directly.         ECE-R29 uses prescribed limits of cabin crush to ensure occupant protection rather measuring occupant injury based on Anthropomorphic Test Devices (ATDs), or dummies. The “Swing Bob” dynamic test procedure prescribed by ECE R29 is used as a basis for assessing survivability.         An existing Finite Element model of the truck cabin has been used in conjunction with a Hybrid III 50th%ile dummy model in the Crash Victim Simulator, MADYMO. A computer analysis has been performed and found that injury to the occupant in the lower leg region in this kind of impact is likely to be survivable.]]></description>
      <pubDate>Thu, 09 Dec 2021 10:19:19 GMT</pubDate>
      <guid>https://trid.trb.org/View/1790499</guid>
    </item>
    <item>
      <title>Multimedia Occupant Crash Protection Development Guide</title>
      <link>https://trid.trb.org/View/1789296</link>
      <description><![CDATA[This paper describes an Occupant Crash Protection Development Guide for Army tactical vehicles, including those under the 21st Century Truck Initiative as well as all ground vehicles. The Guide is in a multimedia format to effectively present the principles of occupant crash protection relating to the military operational environment. It provides guidance to Army program and acquisition managers, developers of operational requirements, system safety engineers, and project engineers responsible for preparing the detailed occupant protection specifications for tactical vehicles. This paper describes the Guide's components, navigation system, and its utility.]]></description>
      <pubDate>Thu, 09 Dec 2021 10:19:03 GMT</pubDate>
      <guid>https://trid.trb.org/View/1789296</guid>
    </item>
    <item>
      <title>Common Occupant Crash Protection for Army Wheeled Trucks</title>
      <link>https://trid.trb.org/View/1787401</link>
      <description><![CDATA[The Department of Defense (DOD) is making an effort to use advancements in the civilian/commercial world to further assist the U.S. Armed Forces. One area of technology transfer that may be readily used is in the area of occupant crash protection for wheeled vehicles. The U.S. Army uses a large fleet of wheeled light, medium and heavy trucks, many very similar to each other and to commercial vehicles. This study was undertaken to evaluate the occupant crash protection offered by the light trucks and determine the applicability of these technologies to the medium and heavy truck fleets.]]></description>
      <pubDate>Thu, 09 Dec 2021 10:18:28 GMT</pubDate>
      <guid>https://trid.trb.org/View/1787401</guid>
    </item>
    <item>
      <title>Evaluation of the Injury Risks of Truck Occupants Involved in a Crash as a Result of Errant Truck Platoons</title>
      <link>https://trid.trb.org/View/1704193</link>
      <description><![CDATA[Truck platooning comprises a number of trucks equipped with automated lateral and longitudinal vehicle control technology, which allows them to move in tight formation with short following distances. This study is an initial step toward developing an understanding of the occupant injury risks associated with the multiple sequential impacts between truck platoons and roadside safety barriers, regardless of whether the crash is associated with a malfunction of automated control or human operation. Full-scale crash impacts of a tractor-trailer platoon into a concrete bridge guardrail were simulated for a specific Test Level condition according to the Manual for Assessing Safety Hardware (MASH) standards. The model of the bridge barrier was developed based on its drawings, and material properties were assigned according to literature data. The impact simulation of the first impact was validated against a full-scale crash test conducted by the Midwest Roadside Safety Facility (MwRSF) based on resulting vehicle kinematics and then a higher-fidelity truck cabin model including interior structures was used to evaluate the occupant dynamics and associated safety risks during the impact event. The injury risks of the truck occupants were evaluated using Hybrid-III (HIII) and Test device for Human Occupant Restraint (THOR) dummy occupant models representing a 50th percentile male. The occupant risks of injury calculated at body region level or overall showed low injury probabilities for vehicle occupants. The motions of the dummy model and the injury risks results suggested that the three-point seatbelt system employed in this study provided good protection for vehicle occupants in this impact scenario. Simulations with the Finite Element (FE) models developed in this study could help to understand the effectiveness of roadside safety device improvements and the necessity of platooning constraint modifications before utilization of truck platooning.]]></description>
      <pubDate>Tue, 26 May 2020 10:22:18 GMT</pubDate>
      <guid>https://trid.trb.org/View/1704193</guid>
    </item>
    <item>
      <title>Opportunities for improved heavy truck occupant protection in rollover and overhead loading impacts</title>
      <link>https://trid.trb.org/View/1502945</link>
      <description><![CDATA[Driver compartments on medium and heavy trucks are essentially modular units that are applied to a chassis. The same cab is often utilised independent of what the rest of the truck application may be. However, the strength of the cabs has been found to be comparable to that of pickup trucks while the gross vehicle weights involved for the applications can be more than 10 times greater than their passenger vehicle counterparts. In this study, the background to the problem is reviewed. An example baseline cab configuration is then examined under various rollover loading and top loading conditions utilising virtual testing techniques. Under the same conditions, alternative design approaches are considered and evaluated. The results indicate that opportunities are available to provide substantially better improved compartment strengths to maintain the survival space for medium and heavy truck drivers.]]></description>
      <pubDate>Tue, 20 Mar 2018 17:09:27 GMT</pubDate>
      <guid>https://trid.trb.org/View/1502945</guid>
    </item>
    <item>
      <title>Finite Element Approach to Identify the Potential of Improved Heavy-Truck Crashworthiness and Occupant Protection in Frontal Impacts</title>
      <link>https://trid.trb.org/View/1427112</link>
      <description><![CDATA[Interior crash protection has not yet received adequate attention for heavy trucks, as such protection did for automobiles. The goal of this pilot project was to determine the nature of truck crashes that would remain after full deployment of advanced collision avoidance technologies and to assess the crashes with respect to truck driver injury and prevention. Heavy-truck occupant safety was analyzed according to injury pattern and severity to help identify and characterize heavy-truck crashes to define opportunities for improved truck crashworthiness and reduce truck driver fatalities and injuries. A finite element (FE) model combining heavy-truck cabin structure, interior components, dummy, and passive restraint systems was developed to simulate a head-on crash into a rigid barrier at 35 mph, the impact conditions used with the NHTSA new car assessment program test. This crash also represented an impact condition that was overrepresented in real-world crash data and for which there was room for improvement in occupant safety. A full FE tractor semitrailer model was employed to collect the crash pulse resulting on the truck cab as outcome of the computer simulation, which was then applied to defined locations of the FE cab model. Acceleration data were collected from impact of different parts of the dummy with interior components of the occupant compartment to assist in the calculation of body injury levels. The researchers developed a comparative risk study to evaluate the effectiveness of passive safety restraints, which would lead to preliminary guidance on the effectiveness of the use of such occupant injury mitigation systems.]]></description>
      <pubDate>Wed, 19 Oct 2016 22:44:14 GMT</pubDate>
      <guid>https://trid.trb.org/View/1427112</guid>
    </item>
    <item>
      <title>Operator Education and Regulation; Safe Mobility for Older Persons; Traffic Law Enforcement; Occupant Protection; Alcohol and Other Drugs</title>
      <link>https://trid.trb.org/View/1398425</link>
      <description><![CDATA[This issue contains twelve papers on operator education and regulation; safe mobility for older persons; traffic law enforcement; occupant protection; and alcohol and other drugs. This issue contains twelve papers on operator education and regulation; safe mobility for older persons; traffic law enforcement; occupant protection; and alcohol and other drugs.  Specific topics addressed in this issue include the following:  reducing red light running violations at freeway ramp intersections; effectiveness of selective law enforcement in reducing crashes; red light enforcement cameras; confirmation lights on red light running violations; training interventions to mitigate effects of fatigue and sleepiness; and risky driving among teenagers.  Other topics addressed in this issue are:  aging population-focused accessibility assessment; traffic crash history of cognitively impaired drivers; changes in physical function and driving mobility behaviors of older adults; improved heavy-truck crashworthiness and occupant protection in frontal impacts; alcohol and fatigue on driving performance in different road geometries; and policy measures against alcohol-impaired driving.]]></description>
      <pubDate>Thu, 18 Feb 2016 16:03:26 GMT</pubDate>
      <guid>https://trid.trb.org/View/1398425</guid>
    </item>
    <item>
      <title>Heavy Truck Crashworthiness: Injury Mechanisms and Countermeasures to Improve Occupant Safety</title>
      <link>https://trid.trb.org/View/1363779</link>
      <description><![CDATA[This study was conducted by the University of Michigan Transportation Research Institute (UMTRI) under a contract from National Highway Traffic Safety Administration (NHTSA). The objective of the study was to analyze truck driver injury and loss of life in truck crashes related to cab crashworthiness and investigate regulations and industry trends in relation to truck occupant protection. The goal is to assemble information on truck driver casualties in crashes that would assist in understanding injury mechanisms and to review regulatory and industry initiatives concerned with reducing the number of truck occupant fatalities and the severity of injuries. The commercial vehicle focus is on truck-tractors and single-unit vehicles in the NHTSA Class 7 and 8 weight range. The study used UMTRI’s Trucks Involved in Fatal Accidents (TIFA) survey file and NHTSA’s General Estimates System (GES) file for categorical analysis and the Large Truck Crash Causation Study (LTCCS) for a supplemental clinical review of cab performance in frontal and rollover crash types. The study includes analysis of truck driver injury and injury mechanisms, a review of regulatory development and industry safety initiatives including barriers to implementation. A set of countermeasures to address truck driver safety risk are presented.]]></description>
      <pubDate>Thu, 27 Aug 2015 11:28:07 GMT</pubDate>
      <guid>https://trid.trb.org/View/1363779</guid>
    </item>
    <item>
      <title>Identifying the Potential of Improved Heavy-Truck Crashworthiness to Reduce Death and Injury for Truck Drivers</title>
      <link>https://trid.trb.org/View/1363584</link>
      <description><![CDATA[Advanced crash avoidance technologies (ACATs) for trucks have been developed in recent years and are beginning to be deployed. Prior to the development of standards for heavy truck crashworthiness and occupant protection, additional characterization of the crash-injury problem, current medium/heavy truck crashworthiness, and the potential benefits of crashworthy structures in heavy straight trucks and in truck cabs and trailers is needed. The goal of the project is to determine the nature of truck crashes that would remain after full deployment of ACATs, and to assess them in terms of truck driver injury and prevention. Then, using finite element (FE) analysis and computer simulation, exemplar tractor-semitrailer crashes were simulated to identify opportunities to improve occupant protection. Rollover and frontal collisions account for most truck driver fatalities and serious injuries. It was estimated that full deployment of ACATs would reduce truck crashes by 10%, and up to 30% of riskiest crash types. However, rollover and frontal impacts would remain as the primary crash types to be addressed. A full truck cabin model was developed and employed in the FE computer simulations to analyze occupant behavior and injury risk during frontal and rollover crashes. An integral part of this truck cabin model was the development of the occupant compartment components as no publicly available heavy truck models exist that contains interior components in the cabin. Additionally, researchers provided a methodology that can be employed and /or adapted to conduct future research within heavy truck occupant safety with use of computational analysis. Analysis of restraint systems during frontal and rollover crashes revealed unacceptable results according to current injury criteria standards and future work needs to be conducted to develop more effective restraint systems to increase occupant safety.]]></description>
      <pubDate>Fri, 31 Jul 2015 18:01:45 GMT</pubDate>
      <guid>https://trid.trb.org/View/1363584</guid>
    </item>
    <item>
      <title>23rd International Technical Conference on the Enhanced Safety of Vehicles (ESV): Research Collaboration to Benefit Safety of All Road Users</title>
      <link>https://trid.trb.org/View/1290873</link>
      <description><![CDATA[The proceedings include over 240 papers divided into thirteen technical sessions: (1) Biomechanics #1: Crash Injury  Mechanisms and Human Modeling; (2) Testing and Modeling of Structural Performance in Frontal Crashes; (3) Crash Avoidance #1: Safety Performance and Effectiveness of Driver Assistance Technologies, Test & Evaluation Procedures, Benefits Assessment (4) Biomechanics #2: Advances in Crash Test Dummies, Instrumentation and Data Analysis; (5) Performance of Protection Systems for Children and Pedestrians; (6) Crash Avoidance #2: Human Factors and Driver/Occupant  Behavior Analysis; (7) Testing and Modeling of Structural Performance in Side Impact and Rollover Crashes; (8) Crash Avoidance #3: Vehicle Electronic System Safety: Controls, Cybersecurity and Automated Vehicles; (9) Restraint System Design and Performance Challenges: Addressing the needs of diverse populations (age, gender, stature); (10) Electric Vehicle, Battery and Fuel Cell Safety; (11) NCAP and Non-Regulatory Approaches for Improving Safety (12) Heavy Truck, Bus and Motorcycle Safety (13) Assessment of New and Improved Field Data Collection, Analysis and Benefits Assessment Methods.]]></description>
      <pubDate>Fri, 07 Feb 2014 14:53:06 GMT</pubDate>
      <guid>https://trid.trb.org/View/1290873</guid>
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