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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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    <item>
      <title>Impact phase in frontal vehicle-pedestrian collisions</title>
      <link>https://trid.trb.org/View/1405527</link>
      <description><![CDATA[The paper presents an alternative model developed in order to determine the pedestrian throw distance, taking into account ten distinct parameters. The collision dynamics, after the primary and secondary impact (pedestrian’s head hitting the vehicle windshield-hood area) between the vehicle and the pedestrian, entails the pedestrian ‘carrying’ phase onto the vehicle hood-windshield. Other parameters influencing the pedestrian throw distance, such as road inclination, friction coefficient between the pedestrian and the ground, vehicle and pedestrian mass, pedestrian launch angle are considered for the analysis. A comparison between the results obtained through the formula proposed in this paper and the results obtained by other researchers as well as a comparison with the results extracted from the casuistry analyzed by the authors on both accident reconstruction and laboratory tests is carried out.]]></description>
      <pubDate>Fri, 20 May 2016 15:54:31 GMT</pubDate>
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      <title>Evaluation of the Biofidelity of Multibody Paediatric Human Models under Component‐level,  
Blunt Impact and Belt Loading Conditions</title>
      <link>https://trid.trb.org/View/1370827</link>
      <description><![CDATA[Although multibody paediatric pedestrian human models are widely used to study pedestrian crashes, the biofidelity of these models has only been evaluated for limited loading conditions. The current study aims to evaluate the biofidelity of multibody paediatric models developed by scaling a baseline 50th percentile adult male model. The biofidelity of the baseline adult model was thoroughly evaluated prior to developing the scaled paediatric models. Next, three‐ year old, six‐year old, and 12‐year‐old pedestrian human models were developed using a structure‐ based scaling method. Paediatric experimental data, including component‐level tests on head and neck and blunt impact tests for thorax, abdomen and pelvis, were collected from the literature and used as reference responses. Simulations were performed using the paediatric models and the model responses were compared to the reference responses using an objective rating method. While the baseline adult model showed a “good” quality score in various loading conditions, the quality score of the scaled paediatric pedestrian models was rated as “acceptable”. The twelve‐year old model showed the best biofidelity of the three child models. This paper demonstrates the quality of the multibody paediatric human models that can be developed using only a scaling technique.]]></description>
      <pubDate>Fri, 23 Oct 2015 09:28:46 GMT</pubDate>
      <guid>https://trid.trb.org/View/1370827</guid>
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      <title>Passenger Kinematics in Braking, Lane Change and Oblique Driving Maneuvers</title>
      <link>https://trid.trb.org/View/1370909</link>
      <description><![CDATA[A series of vehicle‐based driving maneuvers was performed, where occupants in the passenger position were subjected to emergency braking maneuvers at 12 km/h and 50 km/h, lane change maneuvers to the left and the right and combined maneuvers, where a combination of lateral and frontal accelerations occurred. A comprehensive collection of vehicle and occupant kinematic corridors based on results from 6 female (mass: 63.0±10.4 kg, height: 169.0±4.1 cm, age: 31.5±9.3 y) and 19 male (mass: 77.8±8.4 kg, height: 178.2±5.0 cm, age: 28.2±3.8 y) subjects are presented. Asymmetries in the response as well as the detailed kinematics are discussed for selected load cases, before results of various maneuvers are related to each other.]]></description>
      <pubDate>Fri, 23 Oct 2015 09:28:37 GMT</pubDate>
      <guid>https://trid.trb.org/View/1370909</guid>
    </item>
    <item>
      <title>Rear‐End Impact – Crash Prevention and Occupant Protection</title>
      <link>https://trid.trb.org/View/1370910</link>
      <description><![CDATA[This study presents the enhancements of knowledge as well as countermeasures addressing crash prevention and occupant protection in rear‐end impact situations. It includes the second‐generation Whiplash Protection System (WHIPS) together with occupant pre‐positioning by tightening the electrical reversible safety belts, acceleration reduction by applying the brakes when the car is at a standstill and rearward flashing lights triggered by sensors identifying a potential rear‐end impact. Significant steps towards whiplash injury reduction through rear‐end impact crash prevention and occupant protection are taken by integrating pre‐crash sensing and crash performance to address real‐world safety needs. The pre‐crash sensing information, with safety belt tightening, addresses some of the main high‐risk situations in rear‐end impacts, such as extensive head to head‐restraint distance. By adjusting the occupants to sit closer to the seat at time of impact, the full benefit of the seat protection can be achieved. The WHIPS has been further improved by focusing energy absorption together with even and close support, and by addressing small and large occupants, both male and female, thus adding to overall occupant protection potential. Through the use of pre‐crash sensing, opponent warning system and a braking functionality, additional injury reductions can be achieved and some crashes avoided altogether. Further studies are needed to quantify these effects.  ]]></description>
      <pubDate>Fri, 23 Oct 2015 09:28:15 GMT</pubDate>
      <guid>https://trid.trb.org/View/1370910</guid>
    </item>
    <item>
      <title>Active Muscles for the Implementation in Human Body Models ‐ Work in Progress</title>
      <link>https://trid.trb.org/View/1370826</link>
      <description><![CDATA[Automotive safety systems are becoming increasingly important due to higher traffic volumes and increasing demands for such systems. At the same time digital models of humans serving to develop and test automotive safety systems have to satisfy higher demands in biofidelity and applicability within the digital production process. Therefore, not only forces acting on the body during the crash phase, but also the body position and forces acting in the phase shortly before the crash phase, the so‐called pre‐crash phase, have to be evaluated. Although available models are well validated and already widely established for crash phase simulations, they lack the ability to capture the versatility of humans when dealing with different environmental conditions, such as different acceleration amplitudes or event timing. In humans, skeletal muscles (pre‐)set the mechanical characteristics of the joints and drive the segments to produce movement. Thus, to increase biofidelity, active human body models should include an appropriate representation of the biological muscles.]]></description>
      <pubDate>Fri, 23 Oct 2015 09:28:13 GMT</pubDate>
      <guid>https://trid.trb.org/View/1370826</guid>
    </item>
    <item>
      <title>Investigation of the Influence of the Centre of Gravity Position on the Course of Vehicle Rollover</title>
      <link>https://trid.trb.org/View/1362815</link>
      <description><![CDATA[Rollover crashes belong to the most danger type of road accidents. Particularly vehicles with a high situated center of gravity are exposed to this type of accidents. The basic measure of vehicle resistance to rollover is Static Stability Factor SST, i.e. the ratio of half the track width to the height of the center of gravity. In the quasi-static rollover limit it is assumed that the SST should not be less than the tire-to-road friction coefficient. This follows from the assumption that the side skid is less dangerous than the rollover. Most of the passenger cars are designed in order to prevent the rollover on flat surface with normal friction. However from several reports it is known that the quasi-static rollover limit can be not met in the case of vehicles with the high center of gravity position (in relation to the tread): heavy trucks, delivery vans or busses, especially high-floor coaches and double-deckers. Also other cars especially, very trendy at present, SUVs and trucks could also undergo the rolling over when the tire-to-road friction coefficient would be extremely high, namely its value would exceed 1 or more. The rollover can happen on a flat surface also when the height of the centre of gravity is higher then the height assumed by the designers. In the paper the method of calculation of the course of rollover in time domain is described and it is investigated the influence of the height the centre of gravity on the increase of the rollover angle velocity. The conducted calculations show that during rollover the rotation angle of the vehicle increases progressively. It can be noted that the higher the vehicle centre of gravity is located, the faster the rotation angle increases. On the basis of calculation results it is discussed whether the drive has a chance to counteract the rollover of the vehicle. It is shown, that in a few first tenth parts of the second the angle of the rotation is small enough that it gives the driver a chance to correct the movement of the car using the steering wheel or by reducing speed, even when the rollover process has already begun.]]></description>
      <pubDate>Fri, 31 Jul 2015 17:59:44 GMT</pubDate>
      <guid>https://trid.trb.org/View/1362815</guid>
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    <item>
      <title>Exemplarische Untersuchung der Pre-Crash-Phase einer Motorrad-Pkw-Kollision</title>
      <link>https://trid.trb.org/View/942433</link>
      <description><![CDATA[Fuer die Gutachterpraxis sind unterschiedliche Darstellungen, Analysen und Rekonstruktionen konkreter Unfallbeispiele interessant. Anhand eines Fallbeispiels einer Motorrad-Pkw-Kollision, bei der insbesondere die Pre-Crash-Phase untersucht wird, wird exemplarisch gezeigt, wie Fragen nach den Auswirkungen des angemessenen Alternativverhaltens der Unfallbeteiligten beantwortet werden koennen.]]></description>
      <pubDate>Thu, 07 Oct 2010 10:22:21 GMT</pubDate>
      <guid>https://trid.trb.org/View/942433</guid>
    </item>
    <item>
      <title>EVALUATION OF SIX-WAY TRANSFER SEAT BASES</title>
      <link>https://trid.trb.org/View/497327</link>
      <description><![CDATA[The six-way power transfer seat base is used to facilitate the transfer of the automobile user from a wheelchair to the driver's seat of a suitably equipped vehicle.  The device is typically capable of a wide range of motion including vertical and longitudinal translation, and rotation about the vertical axis.  A concern has been raised regarding the safety of this adaptive product in the event of a crash impact.  This report describes a project initiated to provide information on the ability of the six-way transfer seat base to sustain crash impact forces and maintain relative position within the vehicle. Work conducted during the project included: Review of relevant standards and recommended practices with respect to seat and seat-belt testing; examining and performing static pull tests on three representative seat bases; and performing computer simulations on a representative seat base model.]]></description>
      <pubDate>Fri, 21 May 1999 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/497327</guid>
    </item>
    <item>
      <title>TRAFFIC SIMULATOR FOR EVALUATION OF TRAFFIC ACCIDENT INFORMATION SYSTEMS</title>
      <link>https://trid.trb.org/View/463104</link>
      <description><![CDATA[It is important to evaluate the effectiveness of traffic accident information systems before the actual implementation of the systems; however, it is impossible to examine the systems in actual situations because of the risk of true crashes. Therefore, a traffic simulator is developed in which it is possible to:  1) cause traffic accidents under the situation of traffic flow in which plural cars run, and 2) simulate actual driver behaviors and vehicle movements of each car.  Vehicle behaviors were observed in actual traffic flow, relative speeds and distances were measured between the following car and the leading car by the vehicle following experiment, and driver's consciousness concerning driving psychology was investigated.  On the basis of the analysis with the observation results, a traffic flow generation model and several driver models, which describe driver behaviors such as car following and lane changing, are made and the parameters of the models are calibrated.  Consequently, it is confirmed that the simulator has the ability to represent the traffic flow which agrees well with the actual ones.  As an example, a simulation experiment of multiple rear-end collisions on an expressway is performed using the simulator, and it is shown that the simulator can evaluate the effectiveness of the traffic accident information systems.]]></description>
      <pubDate>Mon, 29 Jul 1996 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/463104</guid>
    </item>
    <item>
      <title>VEHICLE TO VEHICLE COMMUNICATIONS: EXPERIMENTAL RESULTS AND IMPLEMENTATION PERSPECTIVES</title>
      <link>https://trid.trb.org/View/463071</link>
      <description><![CDATA[Two significant achievements were realized through the PROMETHEUS program in the field of vehicle-to-vehicle communications:  1) a first system, MANET, allowed the realization of extensive tests of cooperative driving applications; and 2) a second system was developed based on a frequency close to the frequency allocated for vehicle-vehicle communication in Europe.  Both systems have been integrated in vehicle, demonstrating cooperative driving applications.  This paper proposes a synthesis of the results obtained from the two developments.  Items covered include: 1) a reminder of vehicle-vehicle communications systems as they have been identified from the analysis of cooperative driving applications, and 2) a description of performances obtained from prototypes, as well as validations done to address problems related to critical situations.  The projects have shown the technical feasibility of vehicle-vehicle communications.  The last part of the paper proposes implementation perspectives, addressing problems related to the introduction and to the range of systems that can be envisaged for the medium and long term.]]></description>
      <pubDate>Sat, 27 Jul 1996 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/463071</guid>
    </item>
    <item>
      <title>CRASH SURVIVABILITY ANALYSIS COMPUTER STUDY</title>
      <link>https://trid.trb.org/View/214675</link>
      <description><![CDATA[This report documents the findings of a four month study in which a "Crash Survivability Envelope" was derived for three basic vehicle sizes.  The computer programs used in this study are enhanced versions of two programs previously written by Fitzpatrick Engineering for NHTSA.  The programs are DRACR for the driver and PAC for the right front passenger.  The enhancements made to the programs were primarily the addition of a three-point belt restraint system to each program.  Survivability limits for various occupant sizes, crash modes, and vehicle sizes are presented for both the driver and front seat passenger when restrained by a seat belt and air bag and by an air bag only.]]></description>
      <pubDate>Mon, 30 Sep 1985 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/214675</guid>
    </item>
    <item>
      <title>STAPP CAR CRASH CONFERENCE (24TH) PROCEEDINGS, OCTOBER 15-17, 1980, TROY, MICHIGAN</title>
      <link>https://trid.trb.org/View/185052</link>
      <description><![CDATA[Following a memorial tribute to Hugh De Haven, a pioneer in biomechanics and automotive safety research, his 1942 paper on free-fall injuries is reprinted. Reflecting his work in quantitative evaluation of human survival in accidental impact, a compilation of 18 papers discusses experimental and clinical studies of injury mechanisms, some dealing with the automobile crash environment.]]></description>
      <pubDate>Fri, 29 Apr 1983 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/185052</guid>
    </item>
    <item>
      <title>IIHS, BACKED BY AUTO INSURERS, SEEKS CRASH CAUSES, COUNTERMEASURES</title>
      <link>https://trid.trb.org/View/187715</link>
      <description><![CDATA[This is an interview with William Haddon, Jr., M.D., president of the private Insurance Institute for Highway Safety (IIHS). Mr Haddon explains the role of IIHS: the Institute examines vehicle crashes in three phases, the pre-crash, crash and post-crash phase, then isolates the human, vehicle and equipment, physical environment and socioeconomic environment factors that allowed the accident to happen. Mr Haddon then addresses the cost to society of crashes, 1 percent of the Gross National Product for crash injuries alone, and the practical things that can be done to prevent injuries in crashes, such as safety mechanisms that should be designed and included in the manufacture of motor vehicles. Mr Haddon does not advocate legislated design, but supports the NHTSA system of performance standards, although he thinks there should be more flexibility in rule making on the federal level.]]></description>
      <pubDate>Mon, 28 Feb 1983 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/187715</guid>
    </item>
    <item>
      <title>CALIFORNIA DOT COMPLETES WHEELCHAIR STUDIES</title>
      <link>https://trid.trb.org/View/188017</link>
      <description><![CDATA[The California Department of Transportation (Caltrans) has completed two extensive studies on the transportation of the wheelchair passenger in buses. Caltrans first examined the performance of certain securement systems for wheelchairs in dynamic crash situations. The second study dealt with passive lift designs for wheelchairs and how the designs on the market today compared with one another. Both studies then recommended Caltrans' own designs for these devices. The cost of these devices and applications to school buses are discussed briefly.]]></description>
      <pubDate>Mon, 28 Feb 1983 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/188017</guid>
    </item>
    <item>
      <title>APPLICATION OF A THREE-DIMENSIONAL MATHEMATICAL OCCUPANT MODEL FOR THE EVALUATION OF SIDE IMPACTS</title>
      <link>https://trid.trb.org/View/181920</link>
      <description><![CDATA[A three-dimensional mathematical model for simulation of the human body crash dynamics was formulated, for which the general MADYMO CVS program package was used. This model is employed for the analysis of the side impact behaviour of two different dummies: the Part 572 50 percentile male dummy and the APROD 80 dummy. Model predictions for both dummies are compared with the results of lateral drop tests and rigid wall sled tests. It is concluded that the mathematical model gives a realistic prediction of kinematics, impact forces and accelerations. The influence oof the arm-shoulder assembly in loading the vehicle paddings and dummy ribcage is analysed.]]></description>
      <pubDate>Thu, 30 Sep 1982 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/181920</guid>
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