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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>INTRODUCING REVERSEAID</title>
      <link>https://trid.trb.org/View/359270</link>
      <description><![CDATA[This article describes the Reverse Aid, which is an ultrasonic pulse echo ranging device, designed to be fitted to the rear of large vehicles.  Its concept was originated by Tony Heyes and its working prototype and pre-production model was developed by Digicom Communications Ltd.  It gives the driver information about the distance of the nearest object behind his vehicle; the information is conveyed to the driver by a bleeper mounted in the cab. The Aid is activated when the reverse gear is engaged; if there are no objects within 11 feet behind, no warning output is produced; the bleep repetition rate increases in steps as the range decreases below 11 ft.  The number of bleeps is 1 per second between 8 and 11 ft, 2 between 6 and 8 ft, 4 between 3 and 6 ft; there is a continuous tone for range less than 3 ft.  These range zones were decided after considerable field experience.  The Aid's audible indication is simple and natural to understand, and leaves the driver's eyes completely free.  The Aid is sensitive enough for reliable detection of small objects like bollards; more important, it can detect children. Encouraging reports have been received from heavy goods vehicle drivers and transport managers who have used it. (TRRL)]]></description>
      <pubDate>Sat, 31 Aug 1991 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/359270</guid>
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    <item>
      <title>A REVIEW OF FIRE HAZARDS TO MOTOR VEHICLES</title>
      <link>https://trid.trb.org/View/313576</link>
      <description><![CDATA[This short article briefly reviews the fire hazards to motor vehicles.  Normally aspirated engines fitted with in-line unsupported fuel filters fitted between fuel pumps and carburettors, and the cheaper smaller lightweight hatchback cars fitted with fuel injection systems are especially at risk.  The latter especially can cause serious incidents as any fracture or leakage of fuel from a thermoplastic pipe during a damage incident can result in fuel under high pressure being sprayed as a combustible gas in the vicinity of hot exhaust pipes, creating an almost instantaneous fireball.  The problem is limited by fitting kinetic valves to the front and rear of the motor car, which close on impact, cutting off the fuel supply.  These are not always reliable however, due to the nature and direction of the impact.  The use of thermoplastic pipes and fittings also causes problems, as these harden with age and therefore may not always provide a complete joint seal.  Thermoplastic reservoirs within the engine melt during a fire, releasing their contents, some of which are inflammable, and some burning plastics not only fuel the fire themselves but generate phosgene gas.]]></description>
      <pubDate>Sun, 30 Sep 1990 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/313576</guid>
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      <title>TRRL BMW MOTORCYCLE WITH ANTI-LOCK BRAKES ON SERVICE TRIALS</title>
      <link>https://trid.trb.org/View/281912</link>
      <description><![CDATA[Police BMW K100 motorcycles have been equipped with the inertially sensed hydro-mechanical Lucas Girling anti-lock systems.  Machines will be tested in service over the next three years by five separate forces. Details are given of the design and operation of the stop control modulation which uses a sensor driven by a toothed belt from the front wheel, which during normal driving, rotates at a speed proportional to that of the road wheel. When the front wheel approaches a predetermined deceleration where wheel lock is imminent, the modulator reduces pressure to the brake caliper.  As the wheel speeds up again, the braking face is restored to the appropriate level.  This process takes place several times per second and prevents wheel locking. The system remains effective under extreme tyre-to-road adhesion changes responding rapidly in changes from high to low adhesion or vice versa.  A non electronic approach was adopted, not only for economic reasons but also for ease of servicing and the need to operate in a harsh environment. (TRRL)]]></description>
      <pubDate>Thu, 31 Mar 1988 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/281912</guid>
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      <title>ENGINE TESTING LUBRICATING OILS. PART 1 GENERAL TESTS</title>
      <link>https://trid.trb.org/View/202299</link>
      <description><![CDATA[Engines are used to test oils in test beds, chassis dynamometers or in field tests in motor vehicles.  Oil formulation is normally carried out in test beds where any required condition can be reproduced.  The tests can be set up using special single-cylinder engines or commercially available units.  Chassis dynamometers accept a wide range of cars permitting them to be run in a stationary position under any required conditions. Although dynamometers are designed to reproduce engine loadings found in use, they do not replace road tests because the test programme is artificial.  Road testing is essential as the ultimate proof of oil performance. The tests, normally carried out on public roads, use a commercial fleet with a number of similar vehicles equipped with engines of the same production series over a total distance of between 9600 and 40000 km.  Before tests, engines are stripped, cleaned and measured so as to assess wear during the tests.  A wide range of possible lubrication problems in engines are discussed, varying from piston crown deposits to sludge deposits.  A rating system has been devised to compare component performance in the new oil and a standard oil using "before and after" dimensions of the dismantled engine.  (TRRL)]]></description>
      <pubDate>Mon, 30 Apr 1984 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/202299</guid>
    </item>
    <item>
      <title>FAILURE INVESTIGATION. 1. MATERIALS AND MECHANISMS</title>
      <link>https://trid.trb.org/View/187989</link>
      <description><![CDATA[The author shows how a basic understanding of failure mechanisms is of great value in assessing the cause of failure and estimating the proportion of blame that can be attributed to design, environment or method of operation. Diagnostic features and typical service environments for various failure mechanisms are summarised.  These mechanisms include transcrystalline fracture, intercrystalline fractures and corrosion.  Each type of failure is illustrated and examples are given of typical component fractures such as a crank-pin journal, or crankshaft, a tie bar and a drive shaft.  Examples are also given of the brittle failure of a tractor half shaft and fretting corrosion of a steering ball joint resulting in fatigue failure.  Fatigue failures are usually the result of a design or fabrication shortcoming.  They can often be recognised by shell or beach markings across the surface, smoother than that of a ductile or brittle failure. Metallurgical failures are the result of incorrect material relation in design taking insufficient account of the use which will occur in service.  (TRRL)]]></description>
      <pubDate>Thu, 31 Mar 1983 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/187989</guid>
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      <title>CATALYST SYSTEMS FOR EXHAUST EMISSION CONTROL FROM MOTOR VEHICLES - PAST, PRESENT AND FUTURE</title>
      <link>https://trid.trb.org/View/186671</link>
      <description><![CDATA[This paper, the 1980 MacRobert Award Lecture, describes early contributions to the use of catalysts giving details of the work at Johnson Matthey since 1970, and the introduction of the American Clean Air Act.  Exhaust emissions vary according to engine tune, and in general improvements in engine design to reduce nitrogen oxides emission increase hydro-carbon and carbon monoxide emissions.  Factors affecting the choice of catalyst material are discussed using platinum metal as an example. Three basic catalyst systems are described; these include the oxidisation concept, the dual catalytic converter and the three-way catalyst system which controls all emissions with a single unit by careful control of operating conditions.  The three-way system makes use of an oxygen sensor in a closed loop with electronic fuel injection. Methods used to ensure that the catalyst operates effectively for 50000 miles are outlined.  The development of catalysts which are lead-tolerant for European markets and research on the design of diesel particulate catalysts is outlined.  Future catalytic engines could be produced with a catalyst located in the pre-combustion chamber of an indirect injection engine.  (TRRL)]]></description>
      <pubDate>Mon, 31 Jan 1983 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/186671</guid>
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      <title>ROAD ACCIDENTS IN HONG KONG</title>
      <link>https://trid.trb.org/View/146788</link>
      <description><![CDATA[The author presents an account of his experiences during a 2 1/2 year contract as a motor vehicle examiner in the enforcement and control section of the Hong Kong government. Data presented indicate that some 4 1/2 M people live in a total land area of 1049 square km, with some 6.1 M trips made daily on public transport by road, rail and sea. Official statistics indicate that there are 208000 vehicles sharing 1092 km of road surface, and during 1977 there were 14000 traffic accidents.  The results of certain investigations undertaken to determine the contribution of vehicle defects to the accident situation are described and discussed, related to steering, brakes, lights, tyres and damage.  In particular, reference is made to buses owned by the Kowloon Motor Bus Co, public light buses consisting of 7400 taxis and 4350 mini buses which augment the overloaded public transport systems and certain commercial vehicles. /TRRL/]]></description>
      <pubDate>Tue, 29 Dec 1981 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/146788</guid>
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      <title>THE ROLLOVER HAZARD</title>
      <link>https://trid.trb.org/View/172924</link>
      <description><![CDATA[More than one person in five killed in a vehicle in the USA during 1979 was in a single-vehicle rollover crash. Research has shown that road alignment and roadside features influence the possibility of a rollover crash when a vehicle leaves the highway.  Evidence suggests that the extensive use of guardrails in one particular state reduced the number of rollover crashes, and that curves of 6 deg and above, particularly those with downhill grades of 2 per cent or more are particularly dangerous.  Tests have also shown that certain small highway sign supports can cause small cars to overturn in a crash.  Steel piping of 2 1/2 in diameter was found to be particularly dangerous. Breakaway features are recommended for such designs.  A study of the jeep cj-5 utility vehicle showed that it would roll over in situations which did not cause any problems to saloon cars.  It was found that the jeep could rollover in a "j" turn at 22 mile/h whereas it was difficult to roll over a modern passenger car by steering and braking movements alone, even at speeds up to 50 mile/h. An earlier study showed that utility vehicles as a group are involved in fatal crashes almost 40 per cent more often than passenger cars, with a rollover rate five times greater. (TRRL)]]></description>
      <pubDate>Tue, 22 Dec 1981 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/172924</guid>
    </item>
    <item>
      <title>VEHICLE COMPONENT FAILURE INVESTIGATION</title>
      <link>https://trid.trb.org/View/173104</link>
      <description><![CDATA[The problem of low components break is investigated in general and the type of failure is broadly classified into two types, those due to cumulative damage and those due to catastrophic damage.  Cumulative damage is a continuous process of gradual degradation by small packages of energy (such as wear, corrosion or fatigue) on microscopic areas of the material.  Catastrophic damage is a discontinuous process with rapid degradation of the material (such as overstressing or overheating) by a large dose of energy to the whole part.  The author gives several examples of wear, which can be due to foreign matter or wear debris being interposed between sliding surfaces.  Examples are also given of fretting corrosion and fatigue.  Unfortunately the damage caused by serious overheating, resulting in a seizure can destroy most of the evidence that could indicate the cause of the original trouble.  The failure of a piece of metal from overstressing will show a typical crystaline, fibrous or granular fracture face.  The mechanism of failure of a selection of common items is illustrated.  These include the corrosion of brake pipes, sparking plugs, steering swivels, track rods and gearbox shafts.  Details are given of the type and cause of failures to engine valves, steering and suspension parts and plain bearings. (TRRL)]]></description>
      <pubDate>Tue, 22 Dec 1981 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/173104</guid>
    </item>
    <item>
      <title>VEHICLE DEFECTS: BRITISH SAFETY COUNCIL STEPS UP ATTACK</title>
      <link>https://trid.trb.org/View/153811</link>
      <description><![CDATA[Some extracts are presented from the British safety council's "second report to members of parliament on vehicle defects".  The extracts given deal with the council's experimental vehicle defects hot line, the department of transport attitude, the American reaction, vehicle test data, and a summary of recommendations.  The layout of, and questions asked in, the hot line questionnaire are shown. The British safety council concludes that a highly unsatisfactory situation exists in the United Kingdom with regard to safety defects in vehicles on the road and states that people are being injured and killed unnecessarily because of an unrealistic, outdated and complacent attitude by the department of transport.  The hot line experiment set up by the council - "operation dud car" demonstrated the widespread public disquiet existing.  A list of 10 recommendations is given and includes the following: that the department of transport should send a team of observers to Washington to study the NHTSA and its systems on vehicle defects; that a vehicle defect telephone hot line should be set up immediately; that all investigations into defects should be announced immediately they are set up; and that all crash test data should be available to the consumers who buy their cars. (TRRL)]]></description>
      <pubDate>Wed, 19 Nov 1980 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/153811</guid>
    </item>
    <item>
      <title>MOTOR CYCLE REPAIR COSTS</title>
      <link>https://trid.trb.org/View/153787</link>
      <description><![CDATA[An in depth study is presented of the present situation regarding motor cycle accident damage repairs.  This has been done using official statistics, and manufacturers figures wherever possible, though it is pointed out that much of the report is based upon the subjective opinions and beliefs of the writer.  The reluctance of the repair trade to carry out repairs rather than replacements on motor cycle components in contrast to cars is commented upon.  The author attempts to deal with accident prone parts and discusses possible damage and repair aspects of the following parts in turn: wheels, forks, frame, tank and other painted items, and other items such as mudguards, dual seats, exhaust systems and light assemblies.  A comment is included on repair times.  An appendix is included giving a report on the motor cycle insurance repair seminar held in 1977 at Morden, UK.  A further appendix comprises some case histories of actual damaged petrol tanks of 3 different makes of motor cycles. (TRRL)]]></description>
      <pubDate>Tue, 22 Jul 1980 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/153787</guid>
    </item>
    <item>
      <title>DIAGNOSIS OF WHEEL AND SUSPENSION VIBRATIONS</title>
      <link>https://trid.trb.org/View/152508</link>
      <description><![CDATA[Experience has shown that 98% of objectionable vibrations in the modern car are due to imbalance of the tyre and wheel assembly.  This article explains static, kinetic and dynamic wheel imbalance, and sets out the principles and basic method of wheel balancing.  A description is given of an 'on the car' wheel balancer, and the procedure for kinetic and dynamic wheel balancing on a rear wheel drive car.  A diagnosis of vibrations is presented and their likely cause and rectification.  Checks on other items which may be A contributory factor to unacceptable vibration are included. This article was reprinted from Chrysler publication no. Mb 98-2.  (TRRL)]]></description>
      <pubDate>Thu, 26 Jun 1980 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/152508</guid>
    </item>
    <item>
      <title>ELECTRIC VEHICLES - PRESENT AND FUTURE TECHNOLOGY</title>
      <link>https://trid.trb.org/View/152509</link>
      <description><![CDATA[Reference is made to the successful operation of about 30000 electric milk floats in the United Kingdom, and a description follows of the development stages of an electric road vehicle for general work.  A major proportion of the development work concerned the design of a thyristor chopper controller, and details are given of the vehicle's speed, acceleration, and range.  Mention is made of the benefit of regenerative braking.  A description is given of lead-acid battery development, electric vehicle maintenence, and in particular, battery-charging requirements.  Modification of these procedures will be possible by the installation of on-vehicle chargers.  The prototype single deck electric bus is described.  Details are included of sodium-sulphur battery development, showing a five-fold improvement over standard lead-acid cells.  The use of this battery in public transport vehicles is discussed.  In conclusion, reasons are given for purpose design in the long term optimisation of electric vehicles.  (TRRL)]]></description>
      <pubDate>Thu, 26 Jun 1980 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/152509</guid>
    </item>
    <item>
      <title>LIQUEFIED PETROLEUM GAS AS A FUEL FOR INTERNAL COMBUSTION ENGINES</title>
      <link>https://trid.trb.org/View/87531</link>
      <description><![CDATA[In parts 1 and 2 of the article, liquefied petroleum gas (lpg) is described as a mixture of hydrocarbon compounds of which propane (c3h8) and butane (c4h10) are the principal constituents.  The development of lpg as a motor fuel is described and it is suggested that lpg may be regarded as a near-ideal internal combustion engine fuel, being normally complete burning, containing no contaminants such as lead or sulphur, and having an octane rating in excess of 100. The author refers to the marketing of lpg in the Republic of Ireland, and provides information on the use of the gas as an alternative to petrol as related to taxation and the numbers of retail stations throughout the country. Graphical illustrations are provided to assist a discussion on the suitability of lpg as a motor fuel in respect of fuel characteristics and ignition system requirements. Data are presented on ignition systems output and typical distributor advance curves.  It is considered that despite the inherent power losses incurred when operating a petrol-tuned engine on lpg, there are a number of positive long-term advantages. These are summarised under the headings of combustion cleanliness, extended oil change periods, extended spark plug life, fuel pilfering and fuel cost saving.  Lpg - petrol carburation systems are illustrated and described, and information provided on control equipment, gas storage tank fittings and connections. /TRRL/]]></description>
      <pubDate>Sat, 29 Sep 1979 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/87531</guid>
    </item>
    <item>
      <title>THE ROLE OF THE METALLURGIST IN THE INVESTIGATION OF COMPONENT FAILURES AND VEHICLE ACCIDENTS. PARTS 1 AND 2</title>
      <link>https://trid.trb.org/View/87317</link>
      <description><![CDATA[This two part article is a summary of a lecture given to the London Branch of the Institute of Automobile Engineer Assessors in March, 1977.  The author states that the purpose of the article is to demonstrate how metallurgical examination leads to failure diagnosis and to illustrate particularly the new dimension of fracture study made possible by the use of electron microscopes - no longer the specialist tool of the research investigation.  Information is also provided on some of the problems associated with attempts to diagnose reasons for a failure based solely on knowledge of practical engineering.  It is suggested that all the known facts relating to the history of the vehicle in question and the circumstances of the accident should be made available if the metallurgist is to interpret his findings correctly.  The nature of metals and their manner of failure are discussed and in particular that related to the study of crystal structure.  This is considered to play a major part in any metallurgical investigation of fracture since it has such an important bearing on mechanical behaviour and the way cracks grow.  The mechanics of fracture is discussed as related to a metallurgical examination, and examples (illustrated) presented of investigational techniques.  Certain aspects of interest to both vehicle engineers and assessors in the case of service failures are discussed.  /TRRL/]]></description>
      <pubDate>Wed, 15 Aug 1979 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/87317</guid>
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