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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>
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      <title>Transport Research International Documentation (TRID)</title>
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      <title>Economic Effects of Stage Construction of the Northwest and Southwest Freeways in Houston, Texas</title>
      <link>https://trid.trb.org/View/2561227</link>
      <description><![CDATA[Because of the huge costs involved, most freeways are commonly constructed in lateral and/or longitudinal stages. In the case of the former, service roads are constructed and opened to traffic before the main lanes. In the case of the latter the service roads and/or main lanes are constructed on a freeway section by section basis. No other studies are available which indicate the economic impact of freeway stage construction on non-users and users. Adjacent area land use and development impacts are of concern to non-users. Travel time costs, vehicle running and speed change costs, and accident costs are of concern to vehicle users. The report contains the findings of a study of two freeways located in Houston, Texas: (1) the NW Freeway which was completely stage constructed and (2) the SW Freeway which was only partially stage constructed. Authorization to purchase right of way was given in 1958 for the SW Freeway and in 1960 for the NW Freeway. Construction of the study portion of the NW Freeway is not complete, but construction of the SW Freeway has been complete since 1974. Both freeways have 6-8 main lanes with 4-6 lane service roads, and the alternate old routes are undivided 4 lane facilities. During the before construction period, the socio-economic characteristics (population, number of housing units, housing prices and rental rates, and family income) of the areas adjacent to the two freeways are shown to be generally similar. In the construction and/or after periods these characteristics are shown to be dissimilar, partly due to differences in the construction schedules of the two freeways. A regression analysis of land use changes reveals that certain land uses are sensitive to nonstaged freeway construction. Planners, real estate brokers and investors in Houston indicate that staging a freeway's construction does affect land use and development. A user analysis reveals that staging a freeway costs more in vehicle user costs than benefits gained from delaying construction expenditures.]]></description>
      <pubDate>Mon, 21 Jul 2025 10:00:42 GMT</pubDate>
      <guid>https://trid.trb.org/View/2561227</guid>
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      <title>Development of a Standard for Deployable Pedestrian Protection Systems (DPPS) For Amendments to UN Global Technical Regulation No. 9 and UN Regulation No. 127</title>
      <link>https://trid.trb.org/View/2209665</link>
      <description><![CDATA[World-wide test and assessment procedures for passive pedestrian protection have been in place for many years. Passive safety requirements within global technical regulation no. 9 (UN-GTR9) are prescribed through tests to the front ends of stationary vehicles with instrumented impactors representing the pedestrian’s head, pelvis and lower extremities. However, no specific requirements are included for vehicles equipped with active bonnets and other deployable pedestrian protection systems (DPPS). This paper describes the work of the UN informal working group (IWG) to develop procedures on DPPS that are intended to be incorporated into UN-GTR9 and UN-R127 as amendments. DPPS must work as intended during actual vehicle-to-pedestrian accidents. Therefore, test methods and conditions need to reflect the challenges DPPS are facing during actual and representative accident scenarios, but without being design restrictive. Several prerequisites need to be met in order to assure that DPPS operate properly and offer at least the same level of pedestrian protection as conventional passive pedestrian protection systems. These prerequisites include system requirements providing pedestrian detection and the timely and safe DPPS deployment. Also, headform tests are run at impact speeds below the DPPS deployment threshold on the undeployed system to confirm the undeployed bonnet is sufficiently safe. Draft amendments intended for UN-GTR9 and UN-R127 are being finalized by the IWG on DPPS to harmonize testing under the agreements of 1958 and 1998 while preserving contracting parties’ options for domestic standards. Results reported herein include IWG investigations of: (1) An appropriate impactor to assure a pedestrian is detected by the front-end sensing system; (2) Real world pedestrian accidents to determine the needed width of the detection test area; (3) Qualification procedures for Human Body Models (HBM) for use in simulations to determine head impact times (HIT) and impact locations; (4) An empirical formula to determine HIT in lieu of HBM computer simulations; (5) Experimental determination of the total response time of the DPPS. Altogether, the amendments provide for headform impact test conditions on deployable systems against established performance requirements to reduce head injury risk. A DPPS is expected to offer a sufficient level of pedestrian protection while preserving vehicle design freedom. Several shortcomings of the developed procedure are discussed and limitations are identified which could reduce the actual pedestrian protection during a crash: The FlexPLI does not mimic the hardest to detect pedestrian. The detection test area does not fully account for all pedestrian impact trajectories. The bonnet clearance afforded by a DPPS could be compromised by the upper body load. The deployment height and the oncoming speed of the Zander 2 deploying bonnet could differ between testing and real-world scenarios. A valid HIT determination using a HBM simulation on a given vehicle model requires good CAE correlation with the actual vehicle. The alternatives, experimental testing or an empirical formulation to determine HIT, could increase objectivity. The draft procedures are being developed by the IWG for consideration as amendment to UN-GTR9 and UN-R127. It will offer an approach for compliance testing of vehicles equipped with DPPS. Since UN-R127 and the European New Car Assessment Programme (Euro NCAP) have extended their scopes to the head protection of bicyclists, the DPPS head protection potential should be investigated accordingly in future studies.]]></description>
      <pubDate>Fri, 21 Jul 2023 17:21:53 GMT</pubDate>
      <guid>https://trid.trb.org/View/2209665</guid>
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    <item>
      <title>Traffic accident studies, 1958</title>
      <link>https://trid.trb.org/View/1178399</link>
      <description><![CDATA[]]></description>
      <pubDate>Fri, 24 Aug 2012 01:49:13 GMT</pubDate>
      <guid>https://trid.trb.org/View/1178399</guid>
    </item>
    <item>
      <title>Lane Widening Design at Horizontal Curves with Long Approach Tangents Based on Lateral Trajectory Deviation Estimation on Two-Lane Highways</title>
      <link>https://trid.trb.org/View/1129547</link>
      <description><![CDATA[This paper aims at reducing the accident rate on horizontal curves of two-lane highways and proposes a lane widening methodology on horizontal curves in order to tolerate the higher operating speed than the design speed. In the engineering practice in China, the road geometric design is usually based on the design speed. The fact that the operating speed is often higher than the design speed poses a threat to the traffic safety, especially on the horizontal curves with long approach tangents. The horizontal curves can tolerate higher operating speed by leaving more space for the lateral deviation between the driving trajectory and the lane centerline. A field study is conducted on 67 horizontal curves of two-lane highways in Zhejiang province, China. Based on the collected data analysis, a maximum lateral deviation prediction model is developed. The lane widening strategy is finally proposed according to the predicted trajectory deviation. The lane widening area spreads from SC point (transition station from spiral to circular curve) to CS point (transition station from circular curve to spiral) where the lateral deviation reaches the maximum and the lane widening should be enough for allowing the maximum lateral deviation. The proposed methodology could effectively improve the lane widening design on horizontal curves with long approach tangents on relatively narrow two-lane highways quantitatively, and the accident rate can be reduced to a given expectation accordingly.]]></description>
      <pubDate>Fri, 23 Mar 2012 08:45:13 GMT</pubDate>
      <guid>https://trid.trb.org/View/1129547</guid>
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    <item>
      <title>RAPPORT D'ACTIVITE 1975</title>
      <link>https://trid.trb.org/View/1069084</link>
      <description><![CDATA[TRES COMPLET ET TRES DETAILLE, CE RAPPORT D'ACTIVITE REND COMPTE DES REALISATIONS AUX FRONTIERES DEPUIS LE DEBUT DU 6EME PLAN (1971), PERMET DE COMPARER LES REALISATIONS 5EME ET 6EME PLAN, ET FOURNIT EGALEMENT DES STATISTIQUES QUI REMONTENT JUSQU'A 1958.  IL TRAITE AINSI SUCCESSIVEMENT : 1) DU DEVELOPPEMENT DE L'INFRASTRUCTURE : AUTOROUTES DE LIAISON (OU DE RASE-CAMPAGNE), ROUTES NATIONALES DE RASE-CAMPAGNE (DONT LE TRANSFERT DES ROUTES NATIONALES SECONDAIRES DANS LA VOIRIE URBAINE ; 2) DE L'ENTRETIEN DU RESEAU NATIONAL : RENFORCEMENTS COORDONNES, VIABILITE HIVERNALE, PARCS ET CENTRES  D'ENTRETIEN ; 3) DE L'EQUIPEMENT ET L'EXPLOITATION DU RESEAU ROUTIER NATIONAL : ACTIONS MENEES EN FAVEUR DE LA SECURITE ROUTIERE, DE L'AMELIORATION DU TRAFIC, DE LA FORMATION DES CONDUCTEURS ; 4) DE LA REGLEMENTATION : RELATIVE A L'INFRASTRUCTURE AINSI QU'A LA CIRCULATION ET AUX VEHICULES ; 5)  DES MOYENS EN PERSONNEL, LOCAUX ET MOYENS FINANCIERS.  ON DEPOSE AINSI D'UNE FOULE DE RENSEIGNEMENTS CHIFFRES ACCOMPAGNES DE CARTES DONT LES PROGRAMMES SPECIAUX (EX : PISTES CYCLABLES), DES PLANS DE CIRCULATION, ETC.]]></description>
      <pubDate>Sun, 21 Nov 2010 11:33:46 GMT</pubDate>
      <guid>https://trid.trb.org/View/1069084</guid>
    </item>
    <item>
      <title>ACTIVITY REPORT 1975</title>
      <link>https://trid.trb.org/View/1058197</link>
      <description><![CDATA[THIS ACTIVITY REPORT GIVES A DETAILED ACCOUNT OF ACHIEVEMENTS SINCE THE BEGINNING OF THE SIXTH PLAN (1971) ENABLING A COMPARISON WITH THE FIFTH PLAN, AND PROVIDES STATISTICS GOING BACK TO 1958.  IT DEALS SUCCESSIVELY WITH: (1) THE INFRASTRUCTURE, COVERING RURAL MOTORWAYS AND MAIN ROADS AND THE INTEGRATION OF SECONDARY ROADS INTO THE URBAN NETWORKS; (2) MAINTENANCE OF  THE NATIONAL NETWORK (STRENGTHENING, WINTER MAINTENANCE, PARKS AND RECREATION AREAS); (3) EQUIPMENT AND OPERATION OF THE NATIONAL NETWORK, INCLUDING SAFETY MEASURES, IMPROVEMENT OF TRAFFIC FLOW, AND DRIVER TRAINING; (4) REGULATIONS RELATIVE TO THE HIGHWAY, TO TRAFFIC AND TO VEHICLES; AND (5) PERSONNEL, PREMISES AND FINANCING.  THE REPORT ALSO CONTAINS SOME DETAILS AND MAPS REGARDING SPECIAL PROGRAMS (CYCLE TRACKS, TRAFFIC PLANS, ETC).]]></description>
      <pubDate>Sun, 21 Nov 2010 06:11:06 GMT</pubDate>
      <guid>https://trid.trb.org/View/1058197</guid>
    </item>
    <item>
      <title>POLITIQUE CRIMINELLE ET SECURITE ROUTIERE : L'EXEMPLE DE LA LUTTE CONTRE L'ALCOOL AU VOLANT</title>
      <link>https://trid.trb.org/View/1011191</link>
      <description><![CDATA[Depuis la criminalisation de la conduite sous influence de l'alcool en 1958 et malgre la mise en place, depuis vingt ans, de reponses preventives englobant la politique penale dans le champ de la politique criminelle, la reponse repressive predomine en France. Pourtant, l'institution judiciaire  developpe depuis quelques annees, notamment le milieu de la precedente decennie, une politique criminelle de securite routiere. Mais elle se heurte encore a des reticences internes et a des moyens insuffisants pour une mise en oeuvre satisfaisante tant de cette politique criminelle que, plus restrictivement, des politiques penales novatrices. Il serait pourtant souhaitable que ces evolutions se poursuivent, afin de rendre aux autorites judiciaire et administrative leur veritable role et mettre un terme aux problemes de droit et de fait poses par leur dualite de competences en matiere  de suspension du permis de conduire.(A)]]></description>
      <pubDate>Sat, 20 Nov 2010 05:19:28 GMT</pubDate>
      <guid>https://trid.trb.org/View/1011191</guid>
    </item>
    <item>
      <title>Probabilistic Determination of Crash Locations in a Road Network with Imperfect Data</title>
      <link>https://trid.trb.org/View/881466</link>
      <description><![CDATA[The limited quality of location data poses a major problem to those who want to use such data for research or safety management. The proportion of crashes unassigned to specific road locations is considerable. This fact is sometimes overlooked because crash database queries return crashes assignable to locations but do not issue warnings about crashes that are not assignable. Without reliable location information, crash data are of limited use for more refined safety research and even for basic road safety management. Probabilistic linking techniques are frequently chosen to link medical, census, and other population records, mainly for medical research but also for security concerns and market studies. This paper presents a first application of the probabilistic method of assigning crashes to roads through linking road crash records with road inventory records. Because of missing or incorrect data, multiple locations are candidates, and probabilistic linking offers a solution by selecting the highest-likelihood locations. This paper uses the Bayesian approach to link data in a version specialized for linking one-to-many records.]]></description>
      <pubDate>Fri, 13 Mar 2009 06:36:21 GMT</pubDate>
      <guid>https://trid.trb.org/View/881466</guid>
    </item>
    <item>
      <title>ACCIDENTS ON OKLAHOMA TURNPIKES</title>
      <link>https://trid.trb.org/View/694466</link>
      <description><![CDATA[This article is based on an analysis of Oklahoma Turnpike traffic accidents between May 16, 1953 and December 31, 1958. High accident rates occurred when one vehicle was towing another one, and in toll plazas.   Signs located on the turnpike did not seem to be effective.  The most serious traffic accident types occurred when the driver fell asleep at the wheel.  Other topics covered in the article include the causes of inattention and driver-failure (improper lane changes, drunk drivers, speeding). Statistics are also related for truck accidents.]]></description>
      <pubDate>Mon, 01 Oct 2001 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/694466</guid>
    </item>
    <item>
      <title>CHICAGO'S ACCIDENT EXPERIENCE ON ARTERIALS AND EXPRESSWAYS</title>
      <link>https://trid.trb.org/View/693198</link>
      <description><![CDATA[One of the most important benefits expected from construction of expressways is a reduction in traffic accidents. In this paper, a study of benefits and costs of expressway construction in Chicago, Illinois, conducted to compare accident experiences on arterial streets to those on expressways, is presented. The goals were to measure the amount of accident reduction expressways bring about, and to translate this accident reduction into monetary terms. Dollar estimates obtained could then be used in weighing expressway benefits against costs. In the absence of measures of other expressway benefits (such as time saving), this dollar figure indicates how much of the cost of expressway construction can be justified by accident reduction. Data used was for the year 1958. The methods employed for accident rate estimation are provided, and results obtained are discussed.]]></description>
      <pubDate>Tue, 04 Sep 2001 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/693198</guid>
    </item>
    <item>
      <title>ANALYSIS OF CAUSES AND VIOLATIONS CONTRIBUTING TO A TRAFFIC ACCIDENT..</title>
      <link>https://trid.trb.org/View/555867</link>
      <description><![CDATA[No abstract provided.]]></description>
      <pubDate>Fri, 11 Apr 1997 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/555867</guid>
    </item>
    <item>
      <title>ACCIDENT RATES BY STREET TYPE IN CHICAGO, 1958</title>
      <link>https://trid.trb.org/View/108873</link>
      <description><![CDATA[THE RELATIONSHIP OF TRAFFIC ACCIDENTS TO TRAFFIC VOLUME, BY STREET TYPE, IS ONE OF THE FIELDS OF INVESTIGATION WHICH WAS CONSIDERED IMPORTANT IN THE PLANNING OF THE TRANS- PORTATION SYSTEM.  A STUDY OF TRAFFIC ACCIDENTS IS A RELATED ELEMENT IN TRAFFIC PLANNING RELATED TO STREET DESIGN, TO CAPACITY AND VOLUME OF TRAFFIC, SPEED, CONGESTION, AND TO ALL OTHER CONSIDERATIONS WHICH INITIATE, REGULATE OR STIFLE A TRANSPORTATION SYSTEM. THIS IS ONE OF A SERIES OF STUDIES INVESTIGATING THE RELATIONSHIPS BETWEEN ROADWAYS, ROADWAY USAGE AND ACCIDENTS.  THIS REPORT IS CONFINED TO A STUDY OF THE RELATIONSHIP OF TRAFFIC VOLUME AND TRAFFIC ACCIDENTS WITHIN THE CITY LIMITS OF CHICAGO IN 1958, BY STREET TYPE. TRAFFIC VOLUME DATA OBTAINED BY CATS WERE USED TO ESTIMATE THE YEARLY VEHICLE MILES OF TRAVEL.]]></description>
      <pubDate>Fri, 08 Jul 1994 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/108873</guid>
    </item>
    <item>
      <title>DIRECT COSTS AND FREQUENCIES OF 1958 ILLINOIS MOTOR-VEHICLE ACCIDENTS</title>
      <link>https://trid.trb.org/View/93040</link>
      <description><![CDATA[ACCIDENT EXPERIENCE OF OWNERS AND OPERATORS OF ILLINOIS REGISTERED PASSENGER CARS AND TRUCKS DURING THE STUDY YEAR 1958 IS RELATED, IN TERMS OF COSTS INCURRED AND ACCIDENT FREQUENCIES, TO THE VARIOUS HIGHWAY SYSTEMS OF THE STATE AND TO THE USE OF THE SYSTEMS BY PASSENGER CARS AND TRUCKS OF DIFFERENT SIZES AND WEIGHTS. A PORTION OF THE PAPER COMPARES ACCIDENT OCCURRENCE AND COSTS IN URBAN VS RURAL AREAS, AND DISCUSSES THE IMPACT OF THE LARGE METROPOLITAN AREA OF CHICAGO WITH RESPECT TO THE TOTAL DIRECT COST DETERMINATION FOR THE STATE. AN ANALYSIS OF THE VARIOUS COST ELEMENTS /PROPERTY DAMAGE, INJURY TREATMENT COSTS, VALUE OF TIME LOST, LEGAL FEES, ETC. / THAT MAKE UP THE TOTAL DIRECT COSTS OF MOTOR VEHICLE ACCIDENTS IS INCLUDED. /AUTHOR/]]></description>
      <pubDate>Fri, 01 Apr 1994 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/93040</guid>
    </item>
    <item>
      <title>AN ANALYSIS OF AUSTRALIAN CHILD ACCIDENT STATISTICS. VOLUME 1 - DETAILED REPORT</title>
      <link>https://trid.trb.org/View/192933</link>
      <description><![CDATA[The study was carried out to identify the principal causes of accidental injury and death in Australian children over a period of twenty years (1958 to 1978).  The main sources were the annual "cause of death" tabulations compiled by the Australian Bureau of Statistics, the hospital inpatient morbidity statistics available in most states, and ad hoc studies selected because of their wider implications. Accidents are the principal cause of death in children after the age of one year.  Accidents are increasing as a proportion of all deaths in the age group 0-14 years. Children at greatest risk are those aged 0-4 years. Transport accidents, particularly those related to motor vehicle accidents, are the single most important cause of death.  In children aged over 5 years the death rate from transport accidents has increased over the 20 year period, whereas death rates from most other accidental causes have decreased.  The most marked rise in motor vehicle accident death rates over this time has been in adolescent females (aged 10-14 years) where the rate has increased by 76 per cent.  A different pattern of causation is evident in non- fatal accidents.  Transport accidents are among the principal causes.  The various ad hoc studies provide corroborative evidence to support the importance of these causes.  (TRRL)]]></description>
      <pubDate>Mon, 30 Jan 1984 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/192933</guid>
    </item>
    <item>
      <title>TRENDS IN TRAFFIC INJURIES 1958-72</title>
      <link>https://trid.trb.org/View/41739</link>
      <description><![CDATA[Data in the registrar-general's statistical reviews for 1958-72 and in the reports of the hospital in-patient enquiry for 1964-72 have been examined for the light they shed on the changes in the patterns of injury from road accidents over this period. Causes of death, primary injury for hospital in-patients, and average length of hospital stay have been examined. In almost all categories of victim, an increasing proportion of deaths are ascribed to internal injuries. Among child pedestrians and (adult) motorcyclists, there is a decline in the proportion of deaths ascribed to skull fracture. There appears to have been a general improvement in the coding of injury for the hospital in-patient enquiry. Several types of head injury, internal injuries, and fractures of the femur are becoming more frequent in road accidents. Reasons for these trends and for the substantial amount of year-to-year variation are not discussed at present, as it is hoped that readers will make suggestions based on their own expertise. If they will do so, these can be collected and circulated at a later date. /TRRL/]]></description>
      <pubDate>Wed, 09 Nov 1977 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/41739</guid>
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