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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>
    <image>
      <title>Transport Research International Documentation (TRID)</title>
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      <link>https://trid.trb.org/</link>
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      <title>Methamphetamine and alcohol detection in vehicle-driver fatalities in South Australia: A 10-year survey (2008–2018)</title>
      <link>https://trid.trb.org/View/1925666</link>
      <description><![CDATA[]]></description>
      <pubDate>Thu, 10 Mar 2022 08:31:40 GMT</pubDate>
      <guid>https://trid.trb.org/View/1925666</guid>
    </item>
    <item>
      <title>The Effect of Lowering the Legal Drink-Drive Limit on the Toxicological Findings in Driver Fatalities: A Comparison of Two Jurisdictions</title>
      <link>https://trid.trb.org/View/1564578</link>
      <description><![CDATA[This article compares the before and after results of the lowering of the legal blood alcohol limit for drivers in Scotland and New Zealand. The legal limit was lowered in December 2014 from 80 to 50mg/100 mL. Toxicology findings for drivers and motorcyclists involved in fatal motor vehicle crashes between December 2013 and December 2015 were analyzed. In New Zealand, this resulted in an examination of 275 cases and in Scotland 89 cases were analyzed. It was concluded that in Scotland there was an increase in drivers testing positive for drugs after the blood alcohol limit change. In New Zealand, there was a reduction in drivers testing positive for drugs, but an increase in drivers testing positive for alcohol with and without concurrent drug use. There was no statistically significant difference in mean blood alcohol concentrations (BACs), however, in New Zealand the number of fatalities with high BACs increased after the BAC limit change.]]></description>
      <pubDate>Thu, 08 Nov 2018 17:23:28 GMT</pubDate>
      <guid>https://trid.trb.org/View/1564578</guid>
    </item>
    <item>
      <title>Death Due to Decapitation in Two Motorcyclists: A Description of a Unique Case and a Brief Review of the Literature</title>
      <link>https://trid.trb.org/View/1511146</link>
      <description><![CDATA[This article presents the forensic report of a motorcycle crash in which both driver and passenger were decapitated.  The authors describe the autopsy, scene inspection, and a physics study of the crash, which supported crash reconstruction efforts.  A plastic cable that had detached from a timber-transporting machine that was along the side of the road, whipped and hit the two motorcyclists, who were riding a BMW 1200Y down a mountain road at moderate speed. The impact resulted in the complete severing of both riders' heads. The authors stress that the involvement of different scientists in this investigation was vital to understanding the dynamics of the crash.  This case differs from previously-reported cases of decapitations related to vehicle crashes, which typically involve high speed and/or impact with a fixed object.]]></description>
      <pubDate>Wed, 10 Oct 2018 16:43:48 GMT</pubDate>
      <guid>https://trid.trb.org/View/1511146</guid>
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      <title>Injury Patterns Sustained in Fatal Motor Vehicle Collisions with Driver's Third-Generation Airbag Deployment</title>
      <link>https://trid.trb.org/View/1516042</link>
      <description><![CDATA[Data from 110 frontal and offset frontal motor vehicle collisions that occurred in Ontario during 2011-2012 was used to compare fatal injury patterns for drivers with and without seat belt use and the deployment or non-deployment of first-, second-, and third-generation airbags. The main objective of this analysis was to determine the performance of third-generation airbags compared with first- and  second-generation airbags. Third-generation airbags were introduced in 2007 and have sensors that adjust the force of deployment. The risk of fatal thoracic injuries in third- and second-generation deployment cases was increased while the odds of craniocerebral, cervical spinal, thoracic, and abdominal injuries were not statistically different for airbag generation, deployment status, and seatbelt use due to the small sample size. Seatbelt use in third- and second-generation deployment cases reduced the risk of all injuries except abdominal trauma.]]></description>
      <pubDate>Mon, 25 Jun 2018 17:18:12 GMT</pubDate>
      <guid>https://trid.trb.org/View/1516042</guid>
    </item>
    <item>
      <title>Tricyclic Antidepressants Found in Pilots Fatally Injured in Civil Aviation Accidents</title>
      <link>https://trid.trb.org/View/1486454</link>
      <description><![CDATA[Prevalence of tricyclic antidepressants (TCAs) has not been explored in pilots. The National Transportation Safety Board (NTSB) aviation accident and the Federal Aviation Administration's Civil Aerospace Medical Institute (CAMI) toxicology and medical certification databases were searched for pilots fatally injured in aviation accidents. During 1990-2012, CAMI received bio-samples of pilots from 7037 aviation accidents. Of these, 2644 cases were positive for drugs. TCAs were present in 31. TCA blood concentrations ranged from therapeutic to toxic levels. The NTSB determined that the use of drugs and ethanol as the probable cause or contributing factor in 35% (11 of 31) of the accidents. None of the 31 pilots reported the use of TCAs during their aviation medical examination. The prevalence of TCAs in aviators was less than 0.5% (31 of 7037 cases). There is a need for aviators to fully disclose the use of medications at the time of their medical examination.]]></description>
      <pubDate>Thu, 30 Nov 2017 17:20:15 GMT</pubDate>
      <guid>https://trid.trb.org/View/1486454</guid>
    </item>
    <item>
      <title>Developing an unmanned aerial vehicle-based rapid mapping system for traffic accident investigation</title>
      <link>https://trid.trb.org/View/1426138</link>
      <description><![CDATA[In order to have evidence for on-scene investigation of a traffic accident, a diagram of the scene needs to be prepared after the fact. However, defects exist in traditional methods used to measure and map. The development of an unmanned aerial vehicle (UAV)-based mapping system to acquire scene diagrams rapidly is the aim of this study. Explained in the study is the camera calibration. Approaches for lens distortion and perspective distortion elimination are provided by this system. Also explained is a method for scene mapping from rectified images. The performance models for estimating the position error is developed and tested in different levels. It is shown by the results that 3.6 pixels is the total root mean square error (RMSE) of the rectified image, and when the UAV is at 11-112 m flight altitudes, the relative error of measurement in the rectified image can be controlled to -2.5%~2.5%. This proposed method to draw scene diagrams is faster and easier than hand-drawing. The system provides a feasible method to obtain a scene diagram of a traffic accident, as indicated in this study.]]></description>
      <pubDate>Tue, 25 Oct 2016 09:59:06 GMT</pubDate>
      <guid>https://trid.trb.org/View/1426138</guid>
    </item>
    <item>
      <title>A New Tool for Coding and Interpreting Injuries in Fatal Airplane Crashes: The Crash Injury Pattern Assessment Tool Application to the Air France Flight AF447 Disaster (Rio de Janeiro–Paris), 1st of June 2009</title>
      <link>https://trid.trb.org/View/1323552</link>
      <description><![CDATA[This article reports on a new software program that can be used to code and analyze crash injuries in aircraft crashes.  The authors note that crash injuries patterns of the victims are a vital part of crash reconstruction strategies, which also include data from flight recorders and physical evidence from the site. This new software, Crash Injury Pattern Assessment Tool (CIPAT), uses a coding system derived from the Abbreviated Injury Score (AIS).   The AIS is based on the survivability of the injuries, but the new tool creates scores that correspond to the amount of energy required (ER) to cause the trauma. The software computes summary variables primarily related to the position (assigned seat) of victims; the other three components cover injury coding, missing body parts, and data analysis. The authors built a dataset from the postmortem examination of 154/228 victims of the Air France disaster (June 2009), recovered from the Atlantic Ocean at a depth of 12790 ft.  The bodies were recovered in two different rescue operations (over a course of 3 months) and the dataset was built using bone trauma lesions only.  Using the new software, the authors can estimate that the mechanism to explain such the bone trauma observations would be an initial impact of the tail of the aircraft followed by a break at the roots of the wings inducing a seesaw motion of the nose just before its impact with the sea. The authors conclude that use of CIPAT enabled the determination of precise cause and circumstances of deaths and confirmed major dynamics parameters of the crash event established by the French Civil Aviation Safety Investigation Authority.]]></description>
      <pubDate>Tue, 02 Dec 2014 14:03:22 GMT</pubDate>
      <guid>https://trid.trb.org/View/1323552</guid>
    </item>
    <item>
      <title>Wind-Drag Estimation in a Trafﬁc Accident Involving a Motor Scooter and a Tractor–Trailer</title>
      <link>https://trid.trb.org/View/1202874</link>
      <description><![CDATA[This case report focuses on the wind-drag effect.of a noncontact traffic accident involving a motor scooter and a tractor–trailer. The authors used load cells to measure the drag force acting on a substantially similar motor scooter when a substantially similar tractor–trailer passes by it, taking into consideration various speeds of the tractor–trailer and distances between the two vehicles. A three-dimensional steady-state flow analysis was also performed by using the CFX program for computational fluid dynamics to examine the streamlines and the pressure distribution around the tractor–trailer at various speeds. The maximum resultant drag force is 124.5 N (28 lb) for a separation distance of 1.0 m (3.28 ft) and a speed of 90 km ⁄ h (55.9 mph). This constitutes a degree of force that could abruptly disrupt the stability in maneuvering by an operator who is unaware of the approaching tractor–trailer. In addition, a single equation that relates the tractor–trailer speed to the drag force that acts on the motor scooter was derived on the basis of the Reynolds number and the wind-drag coefficient.]]></description>
      <pubDate>Mon, 27 Aug 2012 13:10:26 GMT</pubDate>
      <guid>https://trid.trb.org/View/1202874</guid>
    </item>
    <item>
      <title>Toluene-Impaired Drivers: Behavioral Observations, Impairment Assessment, and Toxicological Findings</title>
      <link>https://trid.trb.org/View/926080</link>
      <description><![CDATA[Toluene is an aromatic hydrocarbon solvent frequently abused for its euphoric and intoxicating properties. This report describes a series of 6 cases involving drivers arrested for driving under the influence who subsequently tested positive for toluene. Case data including driving behavior, physiological signs and symptoms, evidence of impairment, and toxicology findings were reviewed. Blood toluene concentrations in the drivers ranged from 12-45 mg/L (median 23 mg/L, mean 25 mg/L, SD 12.1 mg/L). All drivers were determined to be intoxicated, and displayed symptoms including balance problems, confusion and disorientation, loss of coordination, and inability to follow instructions. They also displayed horizontal but not vertical nystagmus, elevated pulse and blood pressure, and lower body temperature. These findings are consistent with prior reports that subjects with blood toluene concentrations above 10 mg/L are invariably under the influence and their driving skills are affected.]]></description>
      <pubDate>Fri, 20 Aug 2010 11:27:06 GMT</pubDate>
      <guid>https://trid.trb.org/View/926080</guid>
    </item>
    <item>
      <title>An Explosion of a CNG Fuel Vessel in an Urban Bus</title>
      <link>https://trid.trb.org/View/926079</link>
      <description><![CDATA[An investigation is presented of the explosion of a CNG (compressed natural gas) fuel vessel, called a liner, in an urban bus. The explosion happened at a gas station 10 min after filling was completed. There were no traces of soot and flames at the failed liner, which would be indicative of explosion by ignition of the gas. The filling process of the station was automatically monitored and recorded in a computer. There was no unusual record of the filling system that indicated excess pressure at the time of the accident. There were cracks on the liner that were initiated at the outer surface of the cylindrical shell located at a point 4 cm above the lower dome where cracks did not originate easily as a result of overload. Chemical analysis was performed on a specimen that was cut from the liner, and there was no peculiarity in the mix. Mechanical analysis was performed on the specimens and showed that the hardness was not in the specified range because of inadequate heat treatment of the metal. The hardness of the liner was strictly controlled in the manufacturing process. All the liners that were manufactured at the same period with the failed liner were recalled for examination.]]></description>
      <pubDate>Fri, 20 Aug 2010 11:27:06 GMT</pubDate>
      <guid>https://trid.trb.org/View/926079</guid>
    </item>
    <item>
      <title>Motor Vehicle Occupants, Neck Injuries, and Seat Belt Utilization: A 5-Year Study of Fatalities in New York City</title>
      <link>https://trid.trb.org/View/926078</link>
      <description><![CDATA[Despite the implementation of numerous safety devices in automobiles, vehicular occupant fatalities following collisions remain common. This research reviewed all fatalities of vehicular occupants in New York City over a 5-year period on whom autopsies were performed (437) to determine the incidence of neck injuries and correlate them with seat belt utilization; 26.5% had neck injuries (mild to severe) and only 10.3% of these occupants were confirmed to be wearing seatbelts. Of those with documentation of seat belt utilization there were twice as many neck injuries in the unbelted group. Two cases are highlighted of submarining with severe neck injuries that were related to automatic 2-point shoulder harness restraints without engagement of the lap belt.]]></description>
      <pubDate>Fri, 20 Aug 2010 11:27:06 GMT</pubDate>
      <guid>https://trid.trb.org/View/926078</guid>
    </item>
    <item>
      <title>Fatal Wrong-Way Collisions on New Mexico’s Interstate Highways, 1990–2004</title>
      <link>https://trid.trb.org/View/926076</link>
      <description><![CDATA[Medical examiner files from 1990 through 2004 were reviewed to identify fatalities caused by drivers traveling the wrong direction on interstate highways and identify risk factors and prevention strategies. Other fatal nonpedestrian interstate motor vehicle crashes served as a comparison group. Data abstracted included decedent demographics, driver/passenger status, seatbelt use, blood alcohol concentration, weather and light at time of occurrence, and types of vehicles involved. Of 1,171 total fatalities, 79 (6.7%) interstate motor vehicle fatalities were because of drivers traveling against the posted direction in 49 crashes, with 1 to 5 fatalities/crash. Wrong-way collisions were significantly more likely to occur during darkness (p < 0.0001) and involve legally intoxicated drivers (p < 0.0001). In 29/49 (60%) wrong-way crashes, alcohol was a factor. Prevention strategies aimed at reducing the incidence of driving while intoxicated, as well as improved lighting and signage at ramps, could help reduce the occurrence of fatal wrong-way collisions on interstates.]]></description>
      <pubDate>Fri, 20 Aug 2010 11:27:06 GMT</pubDate>
      <guid>https://trid.trb.org/View/926076</guid>
    </item>
    <item>
      <title>Recommendations for Toxicological Investigation of Drug Impaired Driving</title>
      <link>https://trid.trb.org/View/912858</link>
      <description><![CDATA[This article presents recommendations for the toxicological investigation used to determine drug impaired driving.  The authors outline the key elements to the investigation of a suspected alcohol or drug impaired driving (DUID) case, including a trained officer documenting observations of driving and subject behavior, and collection of a biological specimen for comprehensive toxicology testing.  They caution that there is at present no common standard of practice among forensic toxicology laboratories in the United States regarding which drugs should be tested for, and at what analytical cutoff.  They report on a survey of United States laboratories actively involved in providing analytical support to the Drug Evaluation and Classification Program that identified marijuana, benzodiazepines, cocaine, prescription and illicit opiates, muscle relaxants, amphetamines, CNS depressants, and sleep aids used as hypnotics as the most frequently encountered drugs in these cases. The authors offer recommendations for the minimum testing of specific members of these drug classes in the investigation of suspected DUID cases. They also provide recommendations for analytical cutoffs for the screening and confirmation of drugs in blood and urine.  They conclude that adopting these guidelines would result in the detection of the most common drugs would be detected, the standardization of epidemiological findings between jurisdictions, and more accurate national statistics on alcohol and drug use in drivers involved in fatal injury collisions.  In addition, improved data may be more representative of the true rates of drug use in the driving population.]]></description>
      <pubDate>Fri, 19 Feb 2010 10:56:55 GMT</pubDate>
      <guid>https://trid.trb.org/View/912858</guid>
    </item>
    <item>
      <title>Subway Train-Related Fatalities in New York City: Accident versus Suicide</title>
      <link>https://trid.trb.org/View/908837</link>
      <description><![CDATA[This article reports on a study of subway train-related fatalities (n = 211) that occurred in New York City between Jan. 1, 2003 and May 31, 2007, in order to determine which factors are useful in differentiating accident from suicide. Subway train-related deaths with homicide and undetermined manners also are included. The manners of death were: suicide (n=111), accident (n=76), undetermined (n=20), and homicide (n=4).  The causes of death were blunt trauma (n=206) and electrocution (n= 5). Torso transection and extremity amputation were more frequent in suicides. Antidepressant medications were more frequently detected in suicides, whereas cocaine and ethanol were more frequent in accidents.  However, the authors caution that autopsy findings should be weighed in the context of the entire evaluation along with other circumstantial and investigative findings.  Specific case examples are provided in each category, with a forensics perspective.  In unwitnessed deaths where additional information is unavailable or discrepant, the most appropriate label for the manner of death should be "undetermined."]]></description>
      <pubDate>Thu, 28 Jan 2010 09:09:20 GMT</pubDate>
      <guid>https://trid.trb.org/View/908837</guid>
    </item>
    <item>
      <title>Combined Dextromethorphan and Chlorpheniramine Intoxication in Impaired Drivers</title>
      <link>https://trid.trb.org/View/903579</link>
      <description><![CDATA[This article describes how dextromethorphan is a nonprescription antitussive which has been gaining popularity as an abused drug because of the hallucinogenic, dissociative, and intoxicating effects it produces in high doses. This report describes a series of eight drivers arrested for driving under the influence of the combined effects of dextromethorphan and chlorpheniramine, and a further four drivers under the influence of dextromethorphan alone. In the combined dextromethorphan/chlorpheniramine cases, blood dextromethorphan concentrations ranged from 150 to 1220 ng/mL (n = 8; mean ng/mL, median 670 ng/mL), and chlorpheniramine concentrations ranged from 70 to 270 ng/mL (n = 8; mean 200 ng/mL, median 180 ng/mL). The four cases without chlorpheniramine present had blood dextromethorphan concentrations between190 and 1000 ng/mL (mean 570 ng/mL, median 545 ng/mL). Some drivers had therapeutic concentrations of other drugs present. Drivers generally displayed symptoms of central nervous system (CNS) depressant intoxication, and there was gross evidence of impairment in their driving including weaving, leaving the lane of travel, failing to obey traffic signals, and involvement in collisions. Drug Recognition Expert opinions confirmed that the subjects were under the influence of a drug in the CNS-depressant category.]]></description>
      <pubDate>Tue, 17 Nov 2009 14:58:01 GMT</pubDate>
      <guid>https://trid.trb.org/View/903579</guid>
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