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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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      <title>Will the light truck bumper height-matching standard reduce deaths in cars?</title>
      <link>https://trid.trb.org/View/1245844</link>
      <description><![CDATA[Background: In a collision between a car and a sport utility vehicle (SUV) or pickup truck, car occupants are more likely to be killed than if they crashed with another car. Some of the excess risk may be due to the propensity of SUVs and pickups with high bumpers to override the lower bumpers in cars. To reduce this incompatibility, particularly in head-on collisions, in 2003 automobile manufacturers voluntarily established a bumper height-matching standard for pickups and SUVs. Objective: To assess whether height-matching bumpers in pickups and SUVs were associated with the risk of death in either car occupants or pickup and SUV occupants. Methods: Case–control study of collisions between one car and one SUV or pickup in the US during 2000–2008, in which the SUV or pickup was model year 2000–2006. Cases were all decedents in fatal crashes; one control was selected from each crash in a national probability sample of crashes. Findings: Occupants of cars that crashed with SUVs or pickups with height-matching bumpers may be at slightly reduced risk of death compared to those that crashed with other SUVs or pickups (adjusted odds ratio: 0.83 (95% confidence interval 0.61–1.13)). There was no evidence of a reduction in risk in head-on crashes (1.09 (0.66–1.79)). In crashes in which the SUV or pickup struck the car on the side, height-matched bumpers were associated with a reduced risk of death (0.68 (0.48–0.97)). Occupants of SUVs and pickups with height-matching bumpers may also be at slightly reduced risk of death (0.91 (0.64–1.28)). Conclusions: Height-matching bumpers were associated with a reduced risk of death among car occupants in crashes in which SUVs or pickups struck cars in the side, but there was little evidence of an effect in head-on crashes. The new bumper height-matching standard may not achieve its primary goal of reducing deaths in head-on crashes, but may modestly reduce overall deaths in crashes between cars and SUVs or pickups because of unanticipated benefits to car occupants in side crashes, and a possible beneficial effect to SUV and pickup occupants.]]></description>
      <pubDate>Thu, 11 Apr 2013 09:00:14 GMT</pubDate>
      <guid>https://trid.trb.org/View/1245844</guid>
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      <title>New structural composites for weight reduction</title>
      <link>https://trid.trb.org/View/1207871</link>
      <description><![CDATA[The paper describes a new family of structural composites that are already well established in the weight reduction programmes of the major US automobile manufacturers.  These materials are lighter and stronger than steel and will be used in body panels, structural members, bumpers and springs.]]></description>
      <pubDate>Fri, 24 Aug 2012 22:48:51 GMT</pubDate>
      <guid>https://trid.trb.org/View/1207871</guid>
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      <title>The AAMI report: the case for an 8 kmh impact standard - car bumpers: decorative but ineffective</title>
      <link>https://trid.trb.org/View/1200537</link>
      <description><![CDATA[]]></description>
      <pubDate>Fri, 24 Aug 2012 17:11:37 GMT</pubDate>
      <guid>https://trid.trb.org/View/1200537</guid>
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    <item>
      <title>The design of bumper bars and crash barriers</title>
      <link>https://trid.trb.org/View/1196060</link>
      <description><![CDATA[Bumper bars and crash barriers should be designed as energy absorbers, bringing moving vehicles to rest in a controlled manner.  The conflicting requirements of low deceleration rates and small deflection impose severe constraints on the designer.  The paper discusses the fundamental principles involved in the efficient and effective design of bumper bars and crash barriers (a).]]></description>
      <pubDate>Fri, 24 Aug 2012 14:44:18 GMT</pubDate>
      <guid>https://trid.trb.org/View/1196060</guid>
    </item>
    <item>
      <title>Forward control van crashes involving frontal impact</title>
      <link>https://trid.trb.org/View/1195285</link>
      <description><![CDATA[Crash statistics for 1983 revealed that injury accidents of forward control light vans were 27 per cent higher than for cars.  This report presents details of nine frontal crashes, taken from a 1985 in depth study of 15 serious crashes.  Body structure intrusion from broadly engaged impacts resulted in five injuries, whereas intrusion was massive for pole, tree or corner impacts and resulted in four fatalities and eight injuries. Intruded dashboards caused many injuries and represent a potential source of head injury to centre front occupants restrained only by a lap belt. Lap sash seat belts performed as well as their design allowed, but could do a better job if they incorporated modern technology that reduced occupant excursion.  Steering wheels were displaced rearward by small amounts yet produced life threatening abdominal injuries.  Bull bars generally provide no protection.  Existing barrier crash tests called up in us and European vehicle safety regulations are not considered to be a particularly valid measure of van crashworthiness. A partial engagement barrier crash test would be more appropriate or a supplementary test to ensure crashworthiness in corner impact and pole or tree crashes.  The usual pass fail criteria of head and chest deceleration and femur load (or leg space remaining) were considered appropriate.  The Australian design rule for car steering assemblies would be largely ineffective in controlling this problem in vans (a).]]></description>
      <pubDate>Fri, 24 Aug 2012 14:21:22 GMT</pubDate>
      <guid>https://trid.trb.org/View/1195285</guid>
    </item>
    <item>
      <title>Safety of vehicle structures</title>
      <link>https://trid.trb.org/View/1192863</link>
      <description><![CDATA[This paper presents three areas of vehicle safety which have been investigated at the royal Melbourne institute of technology during the last three years: 1.  Crashworthiness in side impact; 2.  Aerodynamics including crosswind instability, dirt deposition on windows and warning lights, vehicle interaction; 3.  Effects of bull bars on safety of passengers and pedestrians.]]></description>
      <pubDate>Fri, 24 Aug 2012 13:00:37 GMT</pubDate>
      <guid>https://trid.trb.org/View/1192863</guid>
    </item>
    <item>
      <title>Impact testing procedures</title>
      <link>https://trid.trb.org/View/1192754</link>
      <description><![CDATA[This presentation deals with the various vehicle related impact testing procedures and their associated equipment currently in use at general motors holden's lang lang proving ground (a).]]></description>
      <pubDate>Fri, 24 Aug 2012 12:56:19 GMT</pubDate>
      <guid>https://trid.trb.org/View/1192754</guid>
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      <title>Safety of vehicle structures</title>
      <link>https://trid.trb.org/View/1192750</link>
      <description><![CDATA[]]></description>
      <pubDate>Fri, 24 Aug 2012 12:56:13 GMT</pubDate>
      <guid>https://trid.trb.org/View/1192750</guid>
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      <title>Towards safer passenger vehicles, thursday November 29, parkville, Melbourne. papers</title>
      <link>https://trid.trb.org/View/1192748</link>
      <description><![CDATA[]]></description>
      <pubDate>Fri, 24 Aug 2012 12:56:09 GMT</pubDate>
      <guid>https://trid.trb.org/View/1192748</guid>
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      <title>Pedestrian injuries and car exterior</title>
      <link>https://trid.trb.org/View/1177339</link>
      <description><![CDATA[]]></description>
      <pubDate>Fri, 24 Aug 2012 01:25:47 GMT</pubDate>
      <guid>https://trid.trb.org/View/1177339</guid>
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    <item>
      <title>Thermoplastic bumper long-term durability</title>
      <link>https://trid.trb.org/View/1172669</link>
      <description><![CDATA[]]></description>
      <pubDate>Thu, 23 Aug 2012 22:33:37 GMT</pubDate>
      <guid>https://trid.trb.org/View/1172669</guid>
    </item>
    <item>
      <title>Examination of different bumper system using Hybrid II, RSPD subsystem and cadavers</title>
      <link>https://trid.trb.org/View/1171521</link>
      <description><![CDATA[]]></description>
      <pubDate>Thu, 23 Aug 2012 22:01:08 GMT</pubDate>
      <guid>https://trid.trb.org/View/1171521</guid>
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      <title>Modelling and simulation of a low speed passenger car collision</title>
      <link>https://trid.trb.org/View/1171466</link>
      <description><![CDATA[]]></description>
      <pubDate>Thu, 23 Aug 2012 21:59:34 GMT</pubDate>
      <guid>https://trid.trb.org/View/1171466</guid>
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    <item>
      <title>Sensor warns of reversing dangers</title>
      <link>https://trid.trb.org/View/1169883</link>
      <description><![CDATA[]]></description>
      <pubDate>Thu, 23 Aug 2012 20:52:59 GMT</pubDate>
      <guid>https://trid.trb.org/View/1169883</guid>
    </item>
    <item>
      <title>Crashworthiness evaluations: midsize 4-door cars</title>
      <link>https://trid.trb.org/View/1168426</link>
      <description><![CDATA[]]></description>
      <pubDate>Thu, 23 Aug 2012 19:43:28 GMT</pubDate>
      <guid>https://trid.trb.org/View/1168426</guid>
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