<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>BANE OF THE HIGHWAYS.</title>
      <link>https://trid.trb.org/View/520181</link>
      <description><![CDATA[ASUBTITLE: STATES ARE CLAMPING DOWN ON UNINSURED MOTORISTS, BUT THEIR NUMBERS MAY KEEP CLIMBING.]]></description>
      <pubDate>Wed, 15 Sep 1993 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/520181</guid>
    </item>
    <item>
      <title>HERD ON THE STREET.</title>
      <link>https://trid.trb.org/View/517772</link>
      <description><![CDATA[8 ASUBTITLE: THE DEER POPULATION IS BOOMING -- AND SO ARE UNWELCOME ENCOUNTERS WITH MOTOR VEHICLES.]]></description>
      <pubDate>Tue, 14 Sep 1993 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/517772</guid>
    </item>
    <item>
      <title>NO-FAULT'S SECOND COMING</title>
      <link>https://trid.trb.org/View/358663</link>
      <description><![CDATA[This article reviews the history of no-fault insurance in the U.S.  Enthusiasm for auto no-fault lagged in the U.S. until 1964, when University of Michigan law professor Alfred Conard and several colleagues published a study showing that under the traditional tort litigation system, insurance adminstration costs, court costs and lawyers' fees ate up more than 50 cents of every dollar actually expended to compensate people hurt by cars.  The U.S. Department of Transportation declared in 1971 that the existing system was inefficient, overly costly, incomplete and slow, and that it allocated benefits poorly, discouraged rehabilitation and overburdened the courts and the legal system.  In the mid-1970s, however, the no-fault bandwagon came to a sudden halt.  Three states (Pennsylvania, Nevada and South Carolina) scrapped their no-fault laws.  Reasons for this are discussed, including the U.S. DOT's finding that insurance premiums in no-fault states actually rose faster from 1976 to 1983.  No-fault's strongest selling point has always been the contention that by reducing the transaction costs of lawsuits, it enables insurers to cut their premiums significantly.  Today, as several states are pondering no-fault, a new wrinkle confronts them--University of Virginia law professor Jeffrey O'Connell suggests that drivers should simply be allowed to choose whichever kind of insurance they want: either first-party no-lawsuit no-fault or traditional third-party liability coverage.  This article concludes with a brief explanation of how such a system would work.]]></description>
      <pubDate>Wed, 31 Jul 1991 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/358663</guid>
    </item>
    <item>
      <title>INTOXICATING RESULTS?</title>
      <link>https://trid.trb.org/View/354286</link>
      <description><![CDATA[Over the past two years, several states have passed laws giving judges an alternative to traditional sentences for first-time drunk-driving offenders:  require an "ignition interlock" be installed in their vehicle.  Ignition interlock is a device that connects a car's electrical system to a breath analyzer that the driver must blow into to start the car.  The system senses breath alcohol and prevents vehicle ignition over a preset limit.  The cost of the unit, an average of $42 a month, is usually paid by the offender.  The National Highway Traffic Safety Administration (NHTSA) is evaluating the device and, at present, supports the use of ignition interlock in tandem with traditional sanctions, but does not endorse their use as an alternative sentence.]]></description>
      <pubDate>Fri, 31 May 1991 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/354286</guid>
    </item>
    <item>
      <title>"OPERATION GREENLIGHT" MADE CAR THIEVES SEE RED</title>
      <link>https://trid.trb.org/View/354301</link>
      <description><![CDATA[In a joint undertaking that represents a significant trend in cooperation between the insurance industry and law enforcement, Continental, Prudential Property and Casualty Company, and Crum & Foster put up approximately $100,000 for "Operation Greenlight", a sting operation that recovered over 200 stolen cars and resulted in the conviction of 70 defendants.  These cooperative ventures, however, sometimes evoke mixed feelings.  For example, Operation Greenlight did not result in any direct benefit to Continental.  The only benefit obtained by Continental was crime deterrence and the prospect that criminals, the insurance industry and the public itself would begin to think differently about insurance-related crimes.  In that light, the company feels its effort has been a tremendous success.  Another area of concern is fake paperwork.  Bringing the crooks capable of forging and marketing legal and financial documents to justice is considerably more complex than a hit-and-run sting.  It demands a more sustained effort.  Cooperation between the insurance industry and law enforcement is absolutely essential.  Today statewide insurance fraud task forces exist in nine states.]]></description>
      <pubDate>Fri, 31 May 1991 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/354301</guid>
    </item>
    <item>
      <title>CIVIL LIBERTY VS. THE COMMONWEALTH</title>
      <link>https://trid.trb.org/View/338492</link>
      <description><![CDATA[INDIVIDUAL VS. PUBLIC RIGHTS IN TRAFFIC-RELATED ISSUES: DRUNK DRIVING ROADBLOCKS, SEAT BELT AND HELMET LAWS, ETC]]></description>
      <pubDate>Mon, 31 Dec 1990 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/338492</guid>
    </item>
    <item>
      <title>THE "SUPER" LOVE BOAT</title>
      <link>https://trid.trb.org/View/338943</link>
      <description><![CDATA[SUBTITLE: THE NEW, HIGH-TECH LUXURY CRUISE LINERS ARE DRAWING FIRE AS WELL AS PRAISE FROM THE INSURANCE COMMUNITY]]></description>
      <pubDate>Mon, 31 Dec 1990 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/338943</guid>
    </item>
    <item>
      <title>THE TOLL TRUCKS TAKE</title>
      <link>https://trid.trb.org/View/309359</link>
      <description><![CDATA[The recent increase in big truck crashes is discussed. Safety experts implicate two factors for this: unsafe trucks and unqualified or impaired drivers; also, a national trucker's license must be mandated to prevent abuses of weak state laws, and states must improve their enforcement of truck-safety regulations.  The need for maintenance and regular inspection of trucks, the effects of deregualtion, driver license deficiencies, and risk assessment by insurance industry are discussed.  Insurance Institute for Highway Safety recommendations to relieve safety problems of the tractor trailer industry are presented.  These recommendations relate to the following: seat belts; national 55 mph speed limit; brake system; tires; power steering; and underride guards. Actions that should be taken at the state federal levels are also discussed.]]></description>
      <pubDate>Fri, 31 Aug 1990 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/309359</guid>
    </item>
    <item>
      <title>DON'T LET NEW JERSEY HAPPEN TO YOU</title>
      <link>https://trid.trb.org/View/312574</link>
      <description><![CDATA[New Jersey's auto insurance situation is the subject of this article.  New Jersey drivers pay the nation's highest insurance premiums, averaging some $700 a year, but amounting to as much as $2,200 for a young driver in Newark insuring nothing grander than a 1985 Chevy.  Attempts have been made over the last 15 years to salvage New Jersey's no-fault auto insurance program.  This article offers some insights into what has gone on during this 15-year struggle, including legislative attempts to salvage the program and the response of the insurance industry.  Preceding this discussion is an examination of the two most significant--and costly--features of the no-fault law:  the unlimited and uncapped medical benefits an injured motorist can receive from his own insurer and an almost unlimited access to the courts for the purpose of suing other vehicle owners.]]></description>
      <pubDate>Fri, 31 Aug 1990 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/312574</guid>
    </item>
    <item>
      <title>AUTO SAFETY'S NEW HORIZONS</title>
      <link>https://trid.trb.org/View/327139</link>
      <description><![CDATA[AIR BAG INSTALLATION REVIEW OF SAFETY STANDARDS AND APPLICATION TO MULTI-PURPOSE VEHICLES ANTILOCK BRAKES]]></description>
      <pubDate>Sat, 30 Jun 1990 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/327139</guid>
    </item>
    <item>
      <title>SAFETY IN NUMBERS</title>
      <link>https://trid.trb.org/View/307801</link>
      <description><![CDATA[Air bags have been a possibility since 1952, but the American auto industry has stalled on their development for almost two decades.  Now, thanks to federal regulations and public demand for safer cars, air bags will soon be a reality.  American car manufacturers have begun phasing them in.  More than 95% of the nation's casualty insurers favor full front-seat air bags as standard equipment in all cars, and many discount their rates to drivers using them.  Manual or automatic belts are available in every car sold today. Despite their life-saving benefits, however, two states repealed their seat belt laws and only 55% of drivers say they buckle up regularly.  An IIHS report indicates 99% of drivers of new Fords with automatic safety belts use them all the time, but less than 50% of the drivers of GM cars use their seat belts because their design makes them easy to disconnect.  Many insurance firms encourage the use of seat belts, not by offering discounts, but by paying supplemental or double benefits at the time of a claim.  Total protection is particularly important against drunken drivers.  Some insurers have introduced incentives to stay sober, including partial premium paybacks and discounts.  Most states are cracking down on drunken drivers in various ways--tougher penalties, banning "happy hours," setting night curfews for beginning drivers, or authorizing alcohol-check road blocks. At the same time, however, many are also raising the 55 mph speed limit in rural areas, despite the fact that NHTSA estimates the slower speed limit has saved 54,000 lives since 1974.  In conclusion, this article points out additional recent technological advances which are making cars safer, including energy-absorbing steering wheels, high-mounted brake lights and plastic-lined windshields.]]></description>
      <pubDate>Mon, 30 Apr 1990 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/307801</guid>
    </item>
    <item>
      <title>PERSONAL AUTO: GUARDED GOOD NEWS</title>
      <link>https://trid.trb.org/View/307802</link>
      <description><![CDATA[This article takes a look at the changing automobile insurance market.  The 1985 combined ratio--a measure of insurers' protifability--had reached 111.1, climbing steadily each year from 110.1 in 1982.  Underwriting losses had risen by 15% over the previous year to $5.8 billion and individual companies' loss ratios were still moving upward distressingly.  To correct underpricing of auto insurance, insurers predicted rate hikes of as much as 17% for the last six months of 1986, and these were scheduled on top of earlier increases ranging from 5 to 11%.  Since then, these year-end increases have been implemented, resulting in a 13.3% overall rise in the price of auto insurance in 1986. An interview with seven of the nation's top auto insurers, whose combined share represents 45% of the market, while inconclusive, indicates trends under way.  At the time of the interview, six of the seven were showing an improvement in loss ratios, reversing the five years of steady deterioration.  Average claim costs for physical damage to automobiles were steady or rising slightly, but average claim costs for personal injury were rising dramatically. In contrast to this time last year, plans for increases for the rest of 1987 are mixed.  Two said no increases were planned, three forecast hikes of 3 to 6% and two took a wait and see attitude.  During the first six months of this year, one insurer raised rates in 12 states and cut prices in 16 other states.  Three companies made no substantial or widespread increases and three implemented hikes of 6 to 10%.  Overall, the insurers interviewed expressed guarded optimism regarding the recovery of the auto insurance market.]]></description>
      <pubDate>Mon, 30 Apr 1990 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/307802</guid>
    </item>
    <item>
      <title>THE LIFE ASSURER: BRIAN O'NEILL</title>
      <link>https://trid.trb.org/View/307803</link>
      <description><![CDATA[This article takes a look at Brian O'Neill's efforts in the fight for safer automobiles.  O'Neill serves as president of the Insurance Institute for Highway Safety (IIHS) and its affiliated organization, the Highway Loss Data Institute. Since O'Neill has been with IIHS, he and his allies have tackled every issue from air bags to no-lock brakes, from raising the drinking age to retaining the 55 mph speed limit.  In the first six months of last year alone, the IIHS filed 20 formal comments with federal highway safety agencies.  At the invitation of state legislatures to testify, the institute has become increasingly active in recent years because, "the action has moved to the state level, where battles over seat belts, speed limits and drinking ages are now being fought," O'Neill says.  Most recently, the IIHS has been looking at trucks.  "The trucking industry is about where the automobile industry was in the 1960s," says O'Neill.]]></description>
      <pubDate>Mon, 30 Apr 1990 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/307803</guid>
    </item>
    <item>
      <title>MASSACHUSETTS MIRAGE?</title>
      <link>https://trid.trb.org/View/320859</link>
      <description><![CDATA[BACKGROUND ON INSURANCE REGULATION REFORM LEGISLATION THROUGH CONSUMER-INDUSTRY COORDINATION]]></description>
      <pubDate>Wed, 31 Jan 1990 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/320859</guid>
    </item>
    <item>
      <title>FEARS OF FLYING</title>
      <link>https://trid.trb.org/View/254910</link>
      <description><![CDATA[No abstract provided.]]></description>
      <pubDate>Fri, 30 Sep 1988 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/254910</guid>
    </item>
  </channel>
</rss>