<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=PHNlYXJjaD48cGFyYW1zPjxwYXJhbSBuYW1lPSJzdWJqZWN0bG9naWMiIHZhbHVlPSJvciIgLz48cGFyYW0gbmFtZT0idGVybXNsb2dpYyIgdmFsdWU9Im9yIiAvPjxwYXJhbSBuYW1lPSJsb2NhdGlvbiIgdmFsdWU9IjAiIC8+PC9wYXJhbXM+PGZpbHRlcnM+PGZpbHRlciBmaWVsZD0ic2VyaWFsIiB2YWx1ZT0iJnF1b3Q7QU1FUklDQU4gQVNTT0NJQVRJT04gRk9SIEFVVE9NT1RJVkUgTUVESUNJTkUmcXVvdDsiIG9yaWdpbmFsX3ZhbHVlPSImcXVvdDtBTUVSSUNBTiBBU1NPQ0lBVElPTiBGT1IgQVVUT01PVElWRSBNRURJQ0lORSZxdW90OyIgLz48L2ZpbHRlcnM+PHJhbmdlcyAvPjxzb3J0cz48c29ydCBmaWVsZD0icHVibGlzaGVkIiBvcmRlcj0iZGVzYyIgLz48L3NvcnRzPjxwZXJzaXN0cz48cGVyc2lzdCBuYW1lPSJyYW5nZXR5cGUiIHZhbHVlPSJwdWJsaXNoZWRkYXRlIiAvPjwvcGVyc2lzdHM+PC9zZWFyY2g+" 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>Proceedings of the 20th Conference of the American Association for Automotive Medicine, Atlanta, Georgia, November 1-3, 1976</title>
      <link>https://trid.trb.org/View/1210850</link>
      <description><![CDATA[]]></description>
      <pubDate>Sat, 25 Aug 2012 01:02:07 GMT</pubDate>
      <guid>https://trid.trb.org/View/1210850</guid>
    </item>
    <item>
      <title>Pattern of motorcycle injuries sustained by motorcyclists in Victoria 1974-75</title>
      <link>https://trid.trb.org/View/1208225</link>
      <description><![CDATA[As in most countries motorcycle injuries and fatalities (2.4% Annually) represent a serious threat to the youth of Australia.  This survey in Victoria outlines the pattern of injuries sustained by motorcyclists and highlights the high percentage (73%) of serious local injuries to the lower extremity.  The protective value of the full head and face helmet is confirmed.  The views of motorcyclist victims on preventive safety measures and the recent steps taken by authorities to lessen accident and injury are outlined.]]></description>
      <pubDate>Fri, 24 Aug 2012 22:57:55 GMT</pubDate>
      <guid>https://trid.trb.org/View/1208225</guid>
    </item>
    <item>
      <title>Occupant restraint in motor vehicles in Australia</title>
      <link>https://trid.trb.org/View/1208224</link>
      <description><![CDATA[Occupant restraint in motor vehicles is discussed in terms of availability of seat belts, wearing of seat belts, effectiveness of television publicity in improving correctness of wearing, effects of enforcement on wearing, effects of wearing seat belts on casualties, use of restraints by children and effectiveness of child restraint legislation.]]></description>
      <pubDate>Fri, 24 Aug 2012 22:57:53 GMT</pubDate>
      <guid>https://trid.trb.org/View/1208224</guid>
    </item>
    <item>
      <title>Alcohol involvement in road crash casualties, Victoria, Australia</title>
      <link>https://trid.trb.org/View/1208223</link>
      <description><![CDATA[This paper presents the results of compulsory blood alcohol estimations obtained on all road crash casualties aged 15 years and over who have attended Victorian hospitals for treatment since the collection and analysis of samples began in October, 1974.  The blood alcohol concentrations (BAC) of injured road users are compared with those of fatalities and those obtained by breath analysis.  Any assessment of the value of and the need for compulsory blood alcohol testing of road crash casualties must be measured against the broad Australian canvas of alcohol use and abuse.]]></description>
      <pubDate>Fri, 24 Aug 2012 22:57:52 GMT</pubDate>
      <guid>https://trid.trb.org/View/1208223</guid>
    </item>
    <item>
      <title>Keynote address: total commitment</title>
      <link>https://trid.trb.org/View/1188760</link>
      <description><![CDATA[]]></description>
      <pubDate>Fri, 24 Aug 2012 08:20:28 GMT</pubDate>
      <guid>https://trid.trb.org/View/1188760</guid>
    </item>
    <item>
      <title>The social and economic costs of road accidents</title>
      <link>https://trid.trb.org/View/1188759</link>
      <description><![CDATA[The social and economic implications of road accidents are assessed and fourteen cost parameters are identified and valued.  These cost parameters include the losses in family and community contribution and pain and suffering which are usually regarded as intangible.  Serious road accidents in South Australia during the 12 month period from March 1976 to March 1977 are estimated to cost the community $400 million ($ 1980 aus).  This figure relates to 7985 casualty accidents.  A road accident fatality is estimated to cost the community more than $300 million ($ 1980 aus).  The total cost amount is distributed by type of accident and also by the type of error (if any) committed by the active participants who are defined to include all drivers, riders and pedestrians.  The procedure developed in this study could also be applied to many other classifications of the overall cost, such as the costs associated with road and traffic factors.  Ultimately it should be possible to develop a cost ranking for all of the known road accident risk factors, allowing for differences in other characteristics of the accidents.]]></description>
      <pubDate>Fri, 24 Aug 2012 08:20:27 GMT</pubDate>
      <guid>https://trid.trb.org/View/1188759</guid>
    </item>
    <item>
      <title>Head first? the causes, consequences and relative importance of head injuries in urban crashes</title>
      <link>https://trid.trb.org/View/1188757</link>
      <description><![CDATA[The frequency of head injury in a representative sample of crashes in the Adelaide metropolitan area is presented in relation to the type of road user and the type of accident.  The accident risk factors that are particularly associated with head injuries are discussed.  The nature and severity of the head injury is then related to the characteristics of the object struck.  The consequences of these head injuries are presented in terms of the duration of hospitalisation and subsequent period of restricted activity together with the extent of any residual disability. These measures are compared with those for injuries to other body regions to indicate the relative importance of injuries to the head in an environment of compulsory seat belt wearing and helmet wearing by motorcyclists.  The paper concludes with a discussion of the possibilities and priorities for the prevention of head injury in urban traffic accidents (a).]]></description>
      <pubDate>Fri, 24 Aug 2012 08:20:24 GMT</pubDate>
      <guid>https://trid.trb.org/View/1188757</guid>
    </item>
    <item>
      <title>Going 'round the bend' with the drinking driver</title>
      <link>https://trid.trb.org/View/1188755</link>
      <description><![CDATA[Our existing countermeasures are based on an underlying strategy of separating drinking from driving through behavioural controls. Consequently, they are person centred rather than accident centred; little consideration has been given to the potential of measures specific to particular types of alcohol related accident.  Three in every four alcohol related accidents occur at night, one third of them on rural roads.  Of these, the vast majority (80 per cent) involve a single vehicle which loses control.  After controlling for exposure, the major difference between alcohol related and 'sober' run off road accidents is that the former occur significantly more often on curves. Thus, 'run off road on curve' accidents constitute an important target for specific countermeasure action.  Previous in depth accident research suggests that the majority of alcohol related accidents can be traced to failures, of one form or another, in visual perception.  Previous research on curve negotiation has identified perception of curvature and, through it, course and speed selection as being of paramount importance.  At night, the natural cues to the presence and nature of a curve are severely degraded and the effects of alcohol compound the perceptual difficulties faced.  One possible approach, therefore, is to provide additional information on curvature through special delineation treatments.  It is hypothesised that, if the signals are sufficiently potent, such treatments will sufficiently offset the perceptual deficits of the drinking driver as to significantly improve his curve negotiation performance (a).]]></description>
      <pubDate>Fri, 24 Aug 2012 08:20:21 GMT</pubDate>
      <guid>https://trid.trb.org/View/1188755</guid>
    </item>
    <item>
      <title>Net, sack, harness or no infant restraint?</title>
      <link>https://trid.trb.org/View/1188753</link>
      <description><![CDATA[In spite of worldwide attempts to develop for the newly born infant, crash protective gear that does not require a supplementary restraining device, every commercially available infant restraint seen by the authors uses one. This paper reports crash studies (in field or laboratory) on protective gear that incorporates one of the three devices - net, sack or harness - and on prototype equipment that uses no supplement to the basic infant carrier.  The authors also discuss the behavioural problems involved in obtaining the cooperation of parents in the use of nets, sacks and harnesses, emphasising the need either to modify this behaviour or to produce protective gear that does not depend for its crash effectiveness so much on parental cooperation (a).]]></description>
      <pubDate>Fri, 24 Aug 2012 08:20:18 GMT</pubDate>
      <guid>https://trid.trb.org/View/1188753</guid>
    </item>
    <item>
      <title>Increasing child restraint use in NSW, Australia: the development of an effective mass media campaign</title>
      <link>https://trid.trb.org/View/1188751</link>
      <description><![CDATA[In 1979 a mass media campaign was mounted in New South Wales (NSW) to promote the use of child restraints.  The impetus for the campaign was threefold.  A law introduced in 1977, making the use of available restraints mandatory for children under eight, had increased wearing rates only temporarily.  Motivational research had identified important barriers to child restraint use, barriers that might be overcome by educational material designed to both inform and change attitudes.  It was clear that persuading parents to restrain their children was quite a different task from persuading adults to restrain themselves.  Finally, a device called the "booster cushion" had been developed to overcome many of the problems faced by parents restraining their children in harnesses or adult seat belts.  The campaign was effective in raising restraint usage rates from 40 per cent of children under eight in approved devices before, to 55 per cent two months after the campaign ended.  A different campaign conducted in Victoria failed to produce a significant increase in child restraint use, suggesting that favourable response to mass media campaigns is not simply an "Australian" reaction, but depends upon the nature of the campaign. This paper describes the campaign package and the development of the communication strategy.  In a field notoriously resistant to change through mass media communication, the NSW experience offers guidelines for other communities wishing to use persuasive techniques to increase child restraint use (a).]]></description>
      <pubDate>Fri, 24 Aug 2012 08:20:14 GMT</pubDate>
      <guid>https://trid.trb.org/View/1188751</guid>
    </item>
    <item>
      <title>American Association for Automotive Medicine, in cooperation with University of Colorado School of Medicine Proceedings, 28th annual conference, Denver, Colorado, October 8 to 10, 1984</title>
      <link>https://trid.trb.org/View/1187292</link>
      <description><![CDATA[]]></description>
      <pubDate>Fri, 24 Aug 2012 07:15:49 GMT</pubDate>
      <guid>https://trid.trb.org/View/1187292</guid>
    </item>
    <item>
      <title>Proceedings, 30th annual conference, Montreal, Quebec, October 6 to 8, 1986</title>
      <link>https://trid.trb.org/View/1187105</link>
      <description><![CDATA[]]></description>
      <pubDate>Fri, 24 Aug 2012 07:01:31 GMT</pubDate>
      <guid>https://trid.trb.org/View/1187105</guid>
    </item>
    <item>
      <title>Proceedings; 29th annual conference, Washington, DC, October 7-9, 1985</title>
      <link>https://trid.trb.org/View/1186658</link>
      <description><![CDATA[]]></description>
      <pubDate>Fri, 24 Aug 2012 06:45:44 GMT</pubDate>
      <guid>https://trid.trb.org/View/1186658</guid>
    </item>
    <item>
      <title>Epilepsy and driving in North Carolina: an exploratory study</title>
      <link>https://trid.trb.org/View/1185594</link>
      <description><![CDATA[]]></description>
      <pubDate>Fri, 24 Aug 2012 05:44:26 GMT</pubDate>
      <guid>https://trid.trb.org/View/1185594</guid>
    </item>
    <item>
      <title>Older drivers: their night fatal crash involvement and risk</title>
      <link>https://trid.trb.org/View/1185593</link>
      <description><![CDATA[]]></description>
      <pubDate>Fri, 24 Aug 2012 05:44:25 GMT</pubDate>
      <guid>https://trid.trb.org/View/1185593</guid>
    </item>
  </channel>
</rss>