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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>
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    <managingEditor>tris-trb@nas.edu (Bill McLeod)</managingEditor>
    <webMaster>tris-trb@nas.edu (Bill McLeod)</webMaster>
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    <item>
      <title>MASH evaluation of TxDOT roadside safety features - Phase III (Part 1)</title>
      <link>https://trid.trb.org/View/1957120</link>
      <description><![CDATA[Highway safety features have been crash-tested in the United States since the 1940s. National guidelines for these tests originated in 1962 for testing and evaluating the performance of roadside safety features and are periodically updated to stay current with improvements in technology. In 2009, the American Society of State Highway and Transportation Officials (AASHTO) published the Manual for Assessing Safety Hardware (MASH), which supersedes prior guidelines. In response to the implementation of this manual, the Texas Department of Transportation (TxDOT) reviewed their standards for roadside safety devices and identified which devices require testing and evaluation for MASH compliance. Thirty-three systems are being tested. This article provides details of the MASH testing of the different roadside safety systems evaluated in Phase III of this process.]]></description>
      <pubDate>Wed, 25 May 2022 09:40:10 GMT</pubDate>
      <guid>https://trid.trb.org/View/1957120</guid>
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    <item>
      <title>MASH evaluation of TxDOT roadside safety features - Phase III (Part 2)</title>
      <link>https://trid.trb.org/View/1957133</link>
      <description><![CDATA[This article discusses the MASH testing of the TxDOT three-beam transition to concrete barriers for guardrails on bridge approaches. The three-beam section of the section has been MASH tested at both the upstream and downstream ends of the barrier. TxDOT bridge rail standards include two systems that have sloped faces attaching the the TL-3 three-bean transition. The authors detail the conditions, testing, and results of the TxDOT bridge rail system. Part 3 will appear in the May/June 2021 issue of this journal.]]></description>
      <pubDate>Wed, 25 May 2022 09:40:10 GMT</pubDate>
      <guid>https://trid.trb.org/View/1957133</guid>
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      <title>MASH evaluation of TxDOT roadside safety features - Phase III (Part 4)</title>
      <link>https://trid.trb.org/View/1957135</link>
      <description><![CDATA[TxDOT frequently installs guardrails in concrete row strips. MASH Test 3-11 is the critical test of the round wood post guardrail system in a concrete mow strip. This article details crash testing conducted by the Department on their round wood post guardrail system with MASH test standards.]]></description>
      <pubDate>Wed, 25 May 2022 09:40:10 GMT</pubDate>
      <guid>https://trid.trb.org/View/1957135</guid>
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    <item>
      <title>MASH evaluation of TxDOT roadside safety features - Phase III (Part 3)</title>
      <link>https://trid.trb.org/View/1957140</link>
      <description><![CDATA[TxDOT permits counties to post signs on the roadside to alert motorists when a burn ban is in effect. Currently the practice is to attach the burn ban signs to existing sign support structures. Two signs of burn ban signs made from composite sheeting were attached to slip base sign supports were evaluated using full-scale crash testing under NCHRP Report 350 with the 820c vehicle (6). This article details the results of the tests.]]></description>
      <pubDate>Wed, 25 May 2022 09:40:10 GMT</pubDate>
      <guid>https://trid.trb.org/View/1957140</guid>
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      <title>Using trigonometric functions and E.D.R. data to solve velocity vector triangles</title>
      <link>https://trid.trb.org/View/1957134</link>
      <description><![CDATA[The Law of Conservation of Linear Momentum is one of the most used methods of reconstructing of motor vehicle crashes. However, of evidence at the scene is lacking and the reconstructionists is unable to discover necessary pieces of information for the vehicles, they may abandon speed analysis at the start. Data from the data event recorders (EDRs) should still be collected to gain a different perspective. Velocity vectors from each vehicle, the unique triangle, can be constructed to represent the whole picture of the collision. This article demonstrates the use of trigonometric functions to solve velocity vector triangles.]]></description>
      <pubDate>Wed, 25 May 2022 09:40:10 GMT</pubDate>
      <guid>https://trid.trb.org/View/1957134</guid>
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      <title>Crash reconstruction based on 3D image techniques, multi-rigid-body reconstruction and optimized genetic algorithm</title>
      <link>https://trid.trb.org/View/1957119</link>
      <description><![CDATA[The Chinese national statistical authority reports approximately 100,000 traffic fatalities annual, and police must identify the responsible driver for each accident. THe analysis of traffic accidents depends on the forensic experts. Multi-body system simulations (MBS) have recently become popular for real-world crash reconstruction and evaluating injuries. This dynamic method of analysis depends on accurate accident data, which includes impact position , speed, braking distance, and other factors. THe more detail the data, the more accurate and realistic the simulation results. In this study, the authors present a multi-mode image system using unmanned aerial vehicle (UAV) photogrammetry, structured light scanning, and 3D laser to gather accurate data from the roadway, vehicle and pedestrians. A real accident case was analyzed to verify the effectiveness of the proposed system.]]></description>
      <pubDate>Wed, 25 May 2022 09:40:09 GMT</pubDate>
      <guid>https://trid.trb.org/View/1957119</guid>
    </item>
    <item>
      <title>Development and MASH TL-4 evaluation of TXDOT large-scupper median barrier</title>
      <link>https://trid.trb.org/View/1957116</link>
      <description><![CDATA[Concrete median barriers are installed to prevent cross-median accidents by preventing passenger vehicles from penetrating another and to keep trucks from driving into oncoming traffic. Solid variate barriers are used on high speed roadways and highways with dense traffic to provide containment of vehicles in directional lanes and also to reduce maintenance and repair of roads. Solid concrete median barriers in flood-prone areas can provide dams for floodwaters as evidenced in hurricane and severe storm conditions and raise the level of floodwaters and cause significant damage to roads. A solution to this problem in flood areas that is in compliance with the American Association of State Highway and Transportation Officials (AASHTO) Manual for Assessing Safety Hardware (MASH Test Level 4 (TL-4) is needed. This article details the development of a MASH TL-4 large-scupper median barrier by the Texas A&M Transportation Institute (TTI) with the Texas Department of Transportation (TxDOT).]]></description>
      <pubDate>Wed, 25 May 2022 09:40:09 GMT</pubDate>
      <guid>https://trid.trb.org/View/1957116</guid>
    </item>
    <item>
      <title>Electronic Scooter Specifications and Test Results</title>
      <link>https://trid.trb.org/View/1922381</link>
      <description><![CDATA[Electric scooters, or e-scooters, have become common in cities as an alternative form of transportation  to avoid traffic congestion. Increasing usage results in more accidents, some of which are serious. The Centers for Disease Control and the Texas Public Health and Transportation departments partnered to analyze 936,110 e-scooter trips in 2018. There were 271 people involved in e-scooter accidents involving injury. The authors used test data and manufacture specifications and combined datasets including acceleration, braking, and top speed/power to analyzed the crashes.]]></description>
      <pubDate>Mon, 28 Mar 2022 10:29:58 GMT</pubDate>
      <guid>https://trid.trb.org/View/1922381</guid>
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    <item>
      <title>Capturing Driver Evasive Manoeuvers in Pre-Crash Phases from Large-Scale Real-World Critical Scene Videos</title>
      <link>https://trid.trb.org/View/1906170</link>
      <description><![CDATA[This study provides an assessment of drivers' active behaviours in pre-crash phases for better understanding of injury prevention in real-world crashes. Previous studies have investigated drivers' evasive manoeuvers from event recorder data (EDR) taken from real-world data and simulation exercises. This study used a large-scale dataset on driver responses and proposes experiments in-lab to capture simulated evasive manoeuvers simulated by subjects viewing real critical scene videos. The subjects had normal or corrected-normal vision, hearing, and driving behaviour, no disabilities or heart disease. The experiment parameters were approved by the Institutional Review Board (IRB) at Tsinghua University. The authors defined two metrics: evasive reaction time (ERT) and hazard prediction event (HPE). Initial results showed the subjects actively responded to most of the videos within a predefined response window (89.5%) with "swerving first" (30.9%) and "braking only" (28.6%) being them most common patter of evasive manoeuvers.]]></description>
      <pubDate>Mon, 28 Feb 2022 17:07:15 GMT</pubDate>
      <guid>https://trid.trb.org/View/1906170</guid>
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    <item>
      <title>Normal Lane Change Manoeuvers on Motorways and Dual Carriageways</title>
      <link>https://trid.trb.org/View/1906175</link>
      <description><![CDATA[The author participated in the reconstruction of a fatal road accident on a British motorway where one driver swerved into the lane another vehicle was traveling in, approaching from the rear. This paper discusses lane changing, swerving manoeuvers, and actual reaction time on motorways and dual carriageways. The research set out to determine the average time for a vehicle to change lanes in fast flowing traffic, and the results do not apply to traffic congestion conditions. The method of data collection was the use of a stopwatch to record the interval between the initiation and end of the lane change, and recording the type of vehicles involved. Data was collected in the U.K., France, The Netherlands, and Switzerland. The results are preliminary, and show that while there is some variation by country, normal lane changes by cars on motorways or dual carriageways can be defined as: 15th percentile - 4 seconds, 50th percentile - 5 seconds, 85th percentile - 6 seconds. There are variations by driver age and type of vehicle. The database shows that the average car lane change takes over 4 seconds for the majority of incidents, and when applied to road traffic accidents, may indicate whether the lane change caused an incident, or whether the rear-approaching driver failed to anticipate the lane change ahead was safely executed.]]></description>
      <pubDate>Mon, 28 Feb 2022 09:53:03 GMT</pubDate>
      <guid>https://trid.trb.org/View/1906175</guid>
    </item>
    <item>
      <title>Effects of Distraction Type, Driver Age, and Roadway Environment on Reaction Times - An Analysis Using SHRP-2 NDS Data</title>
      <link>https://trid.trb.org/View/1906156</link>
      <description><![CDATA[Distracted drivers are at increased risk of crashes. Numerous studies over the past two decades have examined, including drivers' use of cell phones. A meta analysis of 33 studies that analyzed the effects of using a cell phone while driving found an average increase of 0.25 in driver reaction times, whether using a hand-held or hands free phone. This study analyzes naturalistic driving data from the Strategic Highway Driving Study Research Program's Naturalistic Driving Study (SHRP2 NDS) to study the relative effects of engaging in secondary tasks on driver performance. The authors used pre-reduced data from SHRP2 NDS to evaluate drivers' reaction times during traffic incidents including crashes. The authors used NDS data to asses reaction time and crash probability variables including age, distraction type, and urban environment. The authors conclude that the naturalistic driving data found results that suppor many earlier studies conducted using simulators and test tracks. median reaction times where 40.5% higher among drivers who were texting or performing other visual-manual tasks. The crash risk was 4.66 higher for these drivers than for undestracted drivers.]]></description>
      <pubDate>Mon, 28 Feb 2022 09:53:03 GMT</pubDate>
      <guid>https://trid.trb.org/View/1906156</guid>
    </item>
    <item>
      <title>Collision Between an S.U.V. with Partial Driving Automation and Crash Attenuator - the NTSB Report</title>
      <link>https://trid.trb.org/View/1753269</link>
      <description><![CDATA[Presents the National Transportation Safety Board (NTSB) report of a crash involving a 2017 Tesla Model X P100D electric-powered sport utility vehicle (SUV) that collided with a crash attenuator in Mountain View, California. The crash occurred following the activation of the vehicle's Autopilot advanced driver assistance system. The report offers details on the driver and vehicle, the Autopilot system, weather and other environmental factors, and highway infrastructure. In addition, it explores driver monitoring systems, risk assessment and mitigation, collision avoidance systems, and the need for event data recorders with driver automation systems. The report's findings indicate that the probable cause of the crash was the Tesla Autopilot system steering the vehicle into a highway gore area due to system limitations and the driver's lack of response due to distraction and overreliance on the automation system.]]></description>
      <pubDate>Mon, 30 Nov 2020 11:12:12 GMT</pubDate>
      <guid>https://trid.trb.org/View/1753269</guid>
    </item>
    <item>
      <title>MASH Evaluation of TxDOT Roadside Safety Features--Phase II (Part 2)</title>
      <link>https://trid.trb.org/View/1753268</link>
      <description><![CDATA[The American Association of State Highway and Transportation Officials (AASHTO)'s Manual for Assessing Safety Hardware (MASH) provides guidelines for the testing of roadside safety features.  The Texas Department of Transportation (TxDOT) Bridge, Design, Maintenance, and Traffic Operations Divisions have reviewed their standards for roadside safety devices and identified those devices that require testing and evaluation to determine MASH compliance. This report documents crash testing and  evaluation of the TxDOT T1W bridge rail, a 32-inch tall rail consisting of tubular steel rail elements attached to fabricated steel pots and mounted on a 9-inch tall concrete curb.  The outcomes of the MASH TL-3 full test matrix on the T1W bridge rail system are reported.]]></description>
      <pubDate>Mon, 30 Nov 2020 11:12:11 GMT</pubDate>
      <guid>https://trid.trb.org/View/1753268</guid>
    </item>
    <item>
      <title>Commercial Bus Side-Slide and Static Rollover Tests</title>
      <link>https://trid.trb.org/View/1753267</link>
      <description><![CDATA[This article reports findings from testing of the frictional relationship between commercial vehicles and various surfaces. Static rollover tests and commercial bus side-slide tests on asphalt, grass, and gravel were conducted to expand on data findings of past testing of tankers, semi-trailers and school buses. In this study, a 2009 Daimler two-axle kneeling style bus weighing 30,313 lbs was used as the test vehicle. The vehicles was pulled by a five axle heavy wrecker's winch at an approximate speed of 1 kilometer per hour. The article's findings provide additional data for use in reconstructing a collision involving a commercial vehicle sliding over various surfaces.]]></description>
      <pubDate>Mon, 30 Nov 2020 11:12:11 GMT</pubDate>
      <guid>https://trid.trb.org/View/1753267</guid>
    </item>
    <item>
      <title>CARMA℠: Testing Automated Vehicles</title>
      <link>https://trid.trb.org/View/1753266</link>
      <description><![CDATA[Four CARMA-equipped passenger vehicles have been added to the fleet of test vehicles by the Federal Highway Administration (FHWA). CARMA vehicles feature two rear and front side detection sensors, antennas for global navigation satellite systems (GNSS), dedicated short-range communications (DSRC), light detection and ranging (LiDAR), and electronically scanning radar (ESR).  This article reports on the outcomes of testing of CARMA-equipped SAE Automation Level 2 vehicles; this testing aims to advanced the process of achieving cooperative driving systems  (CDA) used in support of transportation systems management and operations research. FHWA developed and executed an acceptance test plan, the lessons from which are reported in this article.]]></description>
      <pubDate>Mon, 30 Nov 2020 11:12:11 GMT</pubDate>
      <guid>https://trid.trb.org/View/1753266</guid>
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