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    <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" />
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    <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>
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      <link>https://trid.trb.org/</link>
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    <item>
      <title>Predictive AEB Activation for Secondary Collision Risk Reduction</title>
      <link>https://trid.trb.org/View/2692103</link>
      <description><![CDATA[Although the evaluation criteria of New Car Assessment Programs (NCAP) continue to evolve, they still predominantly focus on one-to-one collision scenarios. However, accident analyses based on traffic databases from the National Highway Traffic Safety Administration (NHTSA) in the United States and the Institute for Traffic Accident Research and Data Analysis (ITARDA) in Japan indicate that in real-world traffic environments, particularly at intersections with multi-lane arterial roads, complex situations involving multiple vehicles are likely to arise. Further examination of these crash configurations suggests that AEB activation, depending on the resulting stopping position, may entail a potential secondary collision risk under certain intersection conditions. To mitigate secondary collision risks, this study introduces a Secondary Collision Mitigation Logic (SCM Logic), which estimates Time-To-Intercept (TTI) for multiple crossing vehicles to predict when each vehicle will reach the potential collision area. In addition to TTI, the system evaluates whether the ego vehicle’s predicted post-braking position is likely to overlap with the trajectory of a secondary target. This combined assessment enables the system to proactively identify scenarios where a potential risk of secondary side collisions may occur after AEB activation, allowing for earlier intervention than conventional TTC-based methods. The proposed SCM Logic was evaluated in closed-loop virtual simulations with CarMaker. In addition, open-loop vehicle tests with dummy targets were conducted to validate trigger timing, and the avoidance outcomes were assessed through estimated stopping-distance analyses based on measured and assumed parameters. Across representative scenarios, the results indicate a reduction tendency in predicted secondary collision occurrences relative to a baseline AEB. These findings suggest that incorporating multi-vehicle intersection scenarios into future NCAP evaluations would enable a more accurate and realistic assessment of AEB effectiveness in real-world traffic environments. The proposed approach contributes to the advancement of vehicle safety technologies and supports the development of more comprehensive and practical safety standards across the automotive industry.]]></description>
      <pubDate>Tue, 14 Apr 2026 15:11:24 GMT</pubDate>
      <guid>https://trid.trb.org/View/2692103</guid>
    </item>
    <item>
      <title>NHTSA Field Crash Investigation 2024 Nonmotorist Coding and Editing Manual</title>
      <link>https://trid.trb.org/View/2645457</link>
      <description><![CDATA[NHTSA’s field crash investigation-based data collection programs are the Crash Investigation Sampling System (CISS), Special Crash Investigations (SCI), and the Crash Injury Research & Engineering Network (CIREN). NHTSA investigation-based programs collect detailed crash data to help scientists and engineers analyze motor vehicle crashes and injuries. CISS collects data on a representative sample of minor, serious, and fatal crashes involving at least one passenger vehicle – cars, light trucks, SUVs, and vans – towed from the scene. This publication is the nonmotorist coding manual for CISS, SCI, and CIREN for 2024.]]></description>
      <pubDate>Thu, 08 Jan 2026 16:50:19 GMT</pubDate>
      <guid>https://trid.trb.org/View/2645457</guid>
    </item>
    <item>
      <title>NHTSA Field Crash Investigation 2024 Coding and Editing Manual</title>
      <link>https://trid.trb.org/View/2645456</link>
      <description><![CDATA[NHTSA’s field crash investigation-based data collection programs consist of data from the Crash Investigation Sampling System (CISS), Special Crash Investigations (SCI), and the Crash Injury Research & Engineering Network (CIREN). The CISS builds on the long running National Automotive Sampling System Crashworthiness Data System (NASS CDS). The NHTSA investigation-based programs collect detailed crash data to help scientists and engineers analyze motor vehicle crashes and injuries. CISS collects data on a representative sample of minor, serious, and fatal crashes involving at least one passenger vehicle – cars, light trucks, SUVs, and vans – towed from the scene. Beginning in 2024 CISS also collects information on non-motorist crashes. This publication is the coding manual for CISS, SCI, and CIREN for 2024.]]></description>
      <pubDate>Thu, 08 Jan 2026 16:50:19 GMT</pubDate>
      <guid>https://trid.trb.org/View/2645456</guid>
    </item>
    <item>
      <title>Effect of High-Rate Loading on Anthropomorphic Test Device Pelvises [supporting dataset]</title>
      <link>https://trid.trb.org/View/2612161</link>
      <description><![CDATA[This dataset contains test data of anthropomorphic test device pelvises mounted vertically in rigid fixtures on a high-rate load frame. These data are created by physical experiments. Sensors include a load cell and a linear variable differential transducer. Data also include photos from still cameras. The tests were conducted in 2023. No existing data were used for this test series. It is anticipated that aircraft seat manufacturers and test laboratories will benefit from access to this data as they design and test real aircraft seats and restraints. This dataset will also provide a public record to support potential rulemaking.  The run numbers for each test series are based on standard Civil Aerospace Medical Institute naming conventions; high-rate load frame tests are labeled with an ‘M,’ the year of the run is recorded using two digits, and the next three numbers indicate the chronological order for the run. For example, the first high-rate load frame test for 2023 is labeled M23001. If the test series involved multiple cycles, a hyphen and cycle number are added to the suffix, for example, M23057-3:]]></description>
      <pubDate>Fri, 07 Nov 2025 11:31:10 GMT</pubDate>
      <guid>https://trid.trb.org/View/2612161</guid>
    </item>
    <item>
      <title>Insights from a Case-Control Analysis Investigating Pedestrian Safety in Darkness on Higher-Risk Roadways</title>
      <link>https://trid.trb.org/View/2601634</link>
      <description><![CDATA[This paper summarizes the results of a case-control analysis conducted as part of NCHRP 17-97 to investigate how various roadway design and operations, land use, neighborhood sociodemographic, and travel behavior factors differ between locations where a pedestrian was killed or severely injured in dark conditions between 2015 and 2019 (cases) and sites along similar arterial and collector roadways where no pedestrian had been killed or seriously injured in the same time period (controls). Through conditional logistic regression, we found that while pedestrian fatalities in darkness occurred predominantly along urban arterials during this time period, cases along those roadways were significantly more likely to be co-located with convenience stores, grocery stores, liquor stores, and generally low-density commercial. Case locations were also significantly more likely than control locations to have two lanes of traffic (compared with only one) in at least one direction. Discouragingly, only 10% of the cases and controls had any type of pedestrian countermeasure, reflecting the auto-centric nature of these high-risk roadways. Cases were also significantly associated with a higher percentage of Black and Hispanic/Latino residents, underscoring the inequity of our transportation system and the dire need to prioritize traffic safety, transportation, and urban planning efforts, and funding for communities of color and Black and Hispanic/Latino communities in particular.]]></description>
      <pubDate>Tue, 23 Sep 2025 10:22:50 GMT</pubDate>
      <guid>https://trid.trb.org/View/2601634</guid>
    </item>
    <item>
      <title>Online driver license renewal and road user injury and fatality in Washington State</title>
      <link>https://trid.trb.org/View/2569760</link>
      <description><![CDATA[Washington State implemented a new policy in 2004 that allowed drivers younger than 70 years old to renew their driver license by mail or online at every other renewal. Drivers aged 70 years and older were still required to renew in-person every 6 years. The purpose of this study was to evaluate whether this policy change was associated with motor vehicle crash (MVC) injury and fatality among drivers, non-drivers, and all road users aged 45–69 years. Controlled interrupted time series analysis models were fit to compare injury and fatality rates for these road users affected by the requirement to older road users not affected by the requirement (70 years and older). Differential level and slope changes in injury and fatality rates were used to estimate associations with the change in the license renewal requirement. The authors did not find evidence that implementation of online driver license renewal in Washington was associated with increased injury or fatality rates among drivers, non-drivers, or all road users aged 45–69 years relative to those aged 70 years and older. Allowing driver license renewal online or by mail at every other renewal appears to be a safe strategy for less restrictive driver licensing for drivers aged 45–69 years. Future research should continue to evaluate the potential impacts of in-person and online renewal policies.]]></description>
      <pubDate>Tue, 29 Jul 2025 09:32:55 GMT</pubDate>
      <guid>https://trid.trb.org/View/2569760</guid>
    </item>
    <item>
      <title>Overview of Seat Design Changes and Performance</title>
      <link>https://trid.trb.org/View/2539661</link>
      <description><![CDATA[The National Highway Traffic Safety Administration (NHTSA) published an Advance Notice of Proposed Rulemaking (ANPRM) to update the Federal Motor Vehicle Safety Standard (FMVSS) 207. Part of the ANPRM is to assess the merit of conducting quasi static body block seat pull tests and conducting FMVSS 301 rear crash tests at 80 km/h or higher with a 95th percentile ATD lap-shoulder belted in the front seats and limiting seatback deflection to 15 to 25 degrees. Prior to updating regulations, it is important to understand the seating design history and implications.This study was conducted to provide a historical background on seat design and performance using literature and test data. One objective was to first define the terminology used to describe occupant kinematics in rear crashes. Secondly, seat design evolution is then discussed. Third, test methods and test results were summarized, and fourth, the field performance are synopsized and discussed with respect to 2nd row occupant protection.Seat design evolution: Seat designs have continuously evolved for the last 70 years, including changes in seat structure and seat/head restraint geometry. Over the past decades, seatbacks have become taller and include open perimeter frames and dual recliners. Head restraints have become larger and/or more forward. Seat properties have also changed over time, resulting in better performance. These changes resulted in an increase in strength. The changes in design and properties allow the occupant to pocket while offering load-limiting and controlled head and neck support.Test method summary: Various methods are used to evaluate seat performance, including quasi-static pull tests and dynamic sled tests. Pull tests include applying a rearward load at the upper cross member of the seatback frame, which does not account for the interaction between the occupant and the seat. Other test methods include using a body block as suggested in the ANPRM. Many tests have been conducted with the body block representative of the upper torso geometry and center of gravity (cg) of a 50th percentile occupant. The data show a continuous increase in rearward loading strength, averaging 1,232 Nm (10,902 in-lbs) in seats with model year (MY) 1989 and older and 3,244 Nm (28,716 in-lbs) in MY 2010+, decreasing dynamic seatback rotation. FRED (Ford Rear-Impact Energy Device) is another type of device used in pull testing. FRED provides a more biofidelic test for occupant loading and interaction with the seat; the load location coincides with the cg of a 50th percentile occupant. However, there is less FRED data available for historical comparisons.Sled tests are conducted at low-to-moderate speeds and at high-speed. For example, low-to-moderate speed sled tests are conducted at 16 km/h as part of the Insurance Institute Highway Safety (IIHS) head restraint evaluation program, terminated in 2022, and at 17.3 km/h as part of FMVSS 202a.Testing and field performance: The result of this study suggests that the newer seat designs are performing well. Modern seats (2010+ MY) exceed the FMVSS 207 static strength requirement by a factor greater than 8 on average. Dynamic sled tests, conducted with the BioRID and with the 50th Hybrid III, show good performance. The occupant biomechanical responses obtained from 40 km/h rear sled tests remain well below injury thresholds. There was a decrease in neck extension. Chest g’s 3ms however remined similar irrespective of MY group; it averaged 14.6 ± 4.6g with 1990-1999 MY- and 15.7 ± 2.4g in 2010+ MY seats. In either the earlier or more recent MY vehicles, these peak chest accelerations occurred prior to maximum seatback deflection.Conclusion: These results of this study provide background for consideration of future test requirements. Overall, conducting dynamic sled tests with a FMVSS 301R impact energy and 50th percentile male ATD may be valuable. However, selecting a maximum dynamic deflection limit would require additional work, as it may affect seat yielding performance. Yielding is beneficial for overall crash safety, particularly for older and/or more vulnerable occupants. Protecting rear seat occupants from front seat interaction may be the reasoning behind limiting the seatback deflection. Care must be taken in understanding the cause of injury risk to rear occupants when considering design changes that may influence the risk to front seat occupants, especially since the front seats are occupied at a higher rate than rear seats. For example, the literature review indicates that factors outside of front seat design such as intrusion were a significant factor on second-row occupant injury outcomes.The size of the BioRID and 50th Hybrid III used in sled testing is representative of an average driver involved in tow-away crashes. Conducting tests with 95th percentile ATD may thus bias the data and could have unintended consequences for smaller or vulnerable occupants.]]></description>
      <pubDate>Tue, 15 Apr 2025 13:56:52 GMT</pubDate>
      <guid>https://trid.trb.org/View/2539661</guid>
    </item>
    <item>
      <title>Effect of High-Rate Loading on Anthropomorphic Test Device Pelvises</title>
      <link>https://trid.trb.org/View/2511250</link>
      <description><![CDATA[As part of a larger project aimed at gaining a better understanding of factors that affect the quality of test results using anthropomorphic test devices (ATDs), the FAA tested the effects of dynamic loading of an ATD pelvis. The ATDs required in the aviation regulations were initially developed for the automotive crash environment, which does not include a vertical testing component. One of the two dynamic tests is a vertical impact, with the principal measurement being the compressive load in the lumbar spinal column, with a regulatory limit of 1500 lb. The lumbar load cell is mounted to the pelvis, and data collected could be affected by the performance of the ATD pelvis. The ability to define a vertical calibration test could be used to determine if the pelvis is acceptable for initial use or to monitor in-service degradation. Three ATD pelvises were compressed in a high-rate load frame. The peak load and loading rate of the pelvis compression were selected to simulate conditions achieved in transport category aircraft vertical seat testing. The primary test objective was to measure changes to the rubber and foam cover of the metallic pelvis during high cyclic loading. Each pelvis was subjected to over 100 cycles. Static dimensional measurements, based on a manufacturing tolerance evaluation, were collected during testing. The high-cycle testing did not deform the foam and rubber covers enough to exceed the total dimensional tolerance of the pelvises (± 0.120 in.). The appearance of visual damage was closely monitored throughout the testing. Similar visual damage was seen for each pelvis and occurred at low cycles — 15 to 30. Results suggest the appearance of damage minimally changed the dynamic response of the pelvis. Force-deflection data were also collected from each test series. These data showed minimal change during testing, with the deflection at 2000 lb. changing approximately 0.100 in. across the 105 cycles. This value is similar to the manufacturer’s tolerance for the height of the pelvis. Based on this, the number of vertical sled tests that would precipitate replacement may be over 100 cycles. Due to the harsh environment of dynamic sled testing, other factors, such as cuts in the foam and rubber due to belt loading, may trigger the removal of an ATD pelvis from service prior to the pelvis reaching a defined number of cycles. Future FAA research will evaluate how this change in pelvis force-deflection affects lumbar load.]]></description>
      <pubDate>Fri, 28 Feb 2025 16:43:20 GMT</pubDate>
      <guid>https://trid.trb.org/View/2511250</guid>
    </item>
    <item>
      <title>Automotive Hybrid III Evaluation for Aircraft Seat
Certification</title>
      <link>https://trid.trb.org/View/2502106</link>
      <description><![CDATA[The Policy and Standards Division needs to characterize the automotive Hybrid III anthropometric test device (ATD) 
prior to replacing the Hybrid II and 
Federal Aviation Administration (FAA) Hybrid III ATDs, which are approaching obsolescence, for use in certification of aircraft 
seat designs. Rather than develop a new ATD, the FAA is considering the HIII as a replacement to the legacy ATDs approved 
for use in the certification process. Critical occupant injury criteria, such as lumbar load and head injury criterion are assumed 
to vary between the automotive Hybrid III and the FAA Hybrid III. This variation needs to be measured and quantified before 
updating certification guidance. ]]></description>
      <pubDate>Mon, 03 Feb 2025 10:43:07 GMT</pubDate>
      <guid>https://trid.trb.org/View/2502106</guid>
    </item>
    <item>
      <title>BTSCRP 2024 Annual Report</title>
      <link>https://trid.trb.org/View/2484657</link>
      <description><![CDATA[Since its inception in 2017, the Behavioral Traffic Safety Cooperative Research Program (BTSCRP) has overseen 41 research projects aimed at reducing motor vehicle crashes, injuries, and fatalities on our roadway systems. The Transportation Research Board (TRB) took on this important program with the Governors Highway Safety Association (GHSA) and the National Highway Traffic Safety Administration (NHTSA). With oversight by GHSA and funding of $3 million annually from NHTSA, the BTSCRP is structured to support the research needs of State Highway Safety Offices (SHSOs) and other traffic safety stakeholders across the country. This annual report shows that in 2024 four publications were released, contractor work was completed on one project with an associated publication in progress, and contractor work began on eight new BTSCRP projects. Further details are presented in this annual report.]]></description>
      <pubDate>Sun, 05 Jan 2025 17:07:33 GMT</pubDate>
      <guid>https://trid.trb.org/View/2484657</guid>
    </item>
    <item>
      <title>Civil Aircraft Oblique-Facing Seat Research Summary</title>
      <link>https://trid.trb.org/View/2437969</link>
      <description><![CDATA[Title 14 of the Code of Federal Regulations defines regulations that are intended to protect aircraft occupants in the event of a survivable civil aircraft crash. The standards for emergency landing conditions (25.562) were developed with a focus primarily on forward-facing seats, although the rules apply to all seats regardless of installation orientation. Requirements have been implemented for aft-facing seats and purely side-facing seats. When airlines began seeking approval to install seats whose orientation was between forward-facing and purely side-facing, it required the use of special conditions since the regulations that existed at the time were insufficient. Beginning in fiscal year 2011, the Civil Aerospace Medical Institute (CAMI) started a project to support the development of a Federal Aviation Administration (FAA) policy for the approval of oblique-facing seats. The project included testing and modeling at CAMI, two grants to the Medical College of Wisconsin (MCW), a grant to Southwest Research Institute, and a partnership with the Center for Child Injury Prevention Studies (CChIPS). Throughout the length of this research project, the results were used in both FAA policy (PS-AIR-25-27) and an industry standard (SAE AS 6316). This report summarizes the research conducted and the main findings. Anthropomorphic Test Device testing conducted by CAMI showed that significant injuries are possible for occupants seated in oblique-facing seats who are involved in a crash. Based on tests using postmortem human subjects conducted by MCW, an initial tension limit of 1200 lb in the lumbar spine was proposed. Further research led to the development of a combined spinal tension, flexion, and lateral bending criterion (FAA-LLtb). An FAA-LLtb of 1.88 corresponds to a 25% risk of a serious injury (a threshold consistent with other FAA requirements). This limit can be met by existing technology, such as an effective shoulder belt or a well-designed inflatable restraint. An occupant restrained solely by a lap belt who is allowed to flail forward without any upper torso restraint is at high risk of serious injury. Testing of child seats showed that a 3-year-old Anthropomorphic Test Device is safer in a child seat than restrained solely by a lap belt. For a child in a child restraint system (CRS), deactivated inflatable seat belts did not have detrimental effects on the head, neck, and chest metrics examined; however, a deploying inflatable belt may cause damage to the CRS. Future research is recommended to evaluate the risk of injury for occupants who are too tall for child restraints but too short for proper engagement with the fixed shoulder anchorages typically found on aircraft.]]></description>
      <pubDate>Thu, 24 Oct 2024 14:59:50 GMT</pubDate>
      <guid>https://trid.trb.org/View/2437969</guid>
    </item>
    <item>
      <title>Compliance Criteria for Side Facing Aircraft Seats</title>
      <link>https://trid.trb.org/View/1784038</link>
      <description><![CDATA[A series of side facing seat impact sled tests were conducted using the SID, EuroSID-1 and BioSID side impact Anthropomorphic Test Dummies (ATDs) at the FAA Civil Aeromedical Institute (CAMI). The tests were performed on a side facing sofa fixture with a rigid bulkhead adjacent to the forward end of the seat. The purpose of the research project was to examine the methods utilized by the automobile industry to assess thoracic injuries due to side impact accidents, and to investigate the potential applicability of these methods for side facing seats and sofas in civil aircraft. Tests were conducted with single and double occupants. The test conditions complied with the 16g 44 f/s horizontal impact specified in 14 CFR 25.562. Various side impact injury criteria were evaluated in the tests, including the Thoracic Trauma Index (TTI), Viscous Criteria (VC), rib deflection and pelvis acceleration. Analysis of the data acquired from the tests and observations related to injury parameters from the three ATDs are presented. Seating and restraint system configurations that indicated potential improvements in occupant protection for side facing seats were also identified.]]></description>
      <pubDate>Wed, 04 Sep 2024 17:08:20 GMT</pubDate>
      <guid>https://trid.trb.org/View/1784038</guid>
    </item>
    <item>
      <title>Prediction of Vehicle–Live Animal Crashes in Britain: Contact and
                    Noncontact Incidents</title>
      <link>https://trid.trb.org/View/2401780</link>
      <description><![CDATA[
                
                Animal–vehicle collisions (AVCs) can result in devastating injuries to both
                    humans and animals. Despite significant advances in crash prediction models,
                    there is still a significant gap when it comes to injury severity prediction
                    models in AVCs, especially concerning small animals. It is no secret that large
                    mammals can pose a significant threat to road safety; however, researchers tend
                    to overlook the impact of domestic and small animals wandering along the roads.
                    In this study, STATS19 road safety data was used containing any type of live
                    animal, and a radial basis function (RBF) model was used to predict different
                    severities of injury regardless of whether the animal was hit, or not. As a
                    means of better understanding the factors contributing to severities, regression
                    trees were used to identify and retain only the most useful predictors, removing
                    the less useful ones. A comparison was made between the performance of the trees
                    across a range of severity classes, and the model-fitting results were
                    discussed. Initially, the study was unable to generate satisfactory predictions,
                    but the optimization of the key predictors and the combination of severity
                    classes significantly improved their accuracy. Research findings revealed
                    factors contributing to the severities, which were discussed accordingly.
                    Particular attention was drawn to the pressing safety issue posed by animals
                    crossing A-class single carriageways in rural site clusters. Animals being
                    present on those carriageways without direct vehicular contact significantly
                    contributed to the severity of the injuries sustained. Although the majority of
                    contributing factors were related to human behavior, no evidence of road safety
                    education, training, or publicity interventions specifically targeting AVCs was
                    found in the literature.
            ]]></description>
      <pubDate>Tue, 30 Jul 2024 09:55:21 GMT</pubDate>
      <guid>https://trid.trb.org/View/2401780</guid>
    </item>
    <item>
      <title>Exploration of the Heterogeneity among Elderly Drivers by Analyzing
                    Traffic Crash Data: A Case Study in Pennsylvania, USA</title>
      <link>https://trid.trb.org/View/2379623</link>
      <description><![CDATA[
                
                With population aging and life expectancy increasing, elderly drivers have been
                    increasing quickly in the United States and the heterogeneity among them with
                    age is also increasingly non-ignorable. Based on traffic crash data of
                    Pennsylvania from 2011 to 2019, this study was designed to identify this
                    heterogeneity by quantifying the relationship between age and crash
                    characteristics using linear regression. It is found that for elderly
                    driver-involved crashes, the proportion leading to casualties significantly
                    increases with age. Meanwhile, the proportions at night, on rainy days, on snowy
                    days, and involving driving under the influence (DUI) decrease linearly with
                    age, implying that elderly drivers tend to avoid traveling in risky
                    scenarios.
                Regarding collision types, elderly driver-involved crashes are mainly composed of
                    angle, rear-end, and hit-fixed-object collisions, proportions of which increase
                    linearly, decrease linearly, and keep consistent with age, respectively. The
                    increase in angle collisions is primarily attributed to more crashes at
                    stop-controlled intersections. The findings suggest that it may be inappropriate
                    to take elderly drivers as homogeneous or simply categorize them into several
                    age groups. Instead, regarding elderly drivers, age should be taken as
                    continuous in future studies to display their linearly changing trends. This is
                    one of the pioneering studies exploring the heterogeneity across elderly drivers
                    with age with solid data analysis. The findings are expected to provide new
                    insights for agencies to develop customized countermeasures regarding elderly
                    traffic safety in the aging society.
            ]]></description>
      <pubDate>Wed, 15 May 2024 14:51:50 GMT</pubDate>
      <guid>https://trid.trb.org/View/2379623</guid>
    </item>
    <item>
      <title>A Proposed Method for Determination of Distal Tibia Fracture Tolerance for Prediction of Ankle Injuries</title>
      <link>https://trid.trb.org/View/2367515</link>
      <description><![CDATA[Ankle injuries continue to occur in motor vehicle collisions, particularly in female occupants. The causes of these injuries are sometimes unclear. Further understanding of ankle fracture tolerance and refinement of ankle injury prediction tools would help future injury prediction efforts. The goal of this study was to identify ankle injury types of interest and develop a test methodology to induce these injuries. Cases were examined from NHTSA’s Crash Injury Research Engineering Network (CIREN) database. 68 cases with distal tibia fracture were identified from CIREN years 2017+ (vehicle models years 2010+). The most common fractures were pilon fractures and malleolar fractures. Based on these results, a test methodology was developed to induce pilon and medial malleolar fractures in isolated cadaveric tibiae to quantify local fracture tolerance. Nineteen post-mortem human subject (PMHS) specimens (9 male and 10 female across a wide anthropometric range) were tested. To replicate the fractures, a novel method was developed to subject isolated distal tibia specimens to inferomedial oblique loading via stainless steel, 3D-printed, subject-specific, metallic pseudo-tali. These pseudo-tali were chosen to produce loading similar to what would occur from ankle eversion under compression, driving the talus into the distal tibia. Pilon fractures and medial malleolus fractures were produced, with fracture patterns similar to those observed in the CIREN cases. Boundary forces and moments, pseudo-tali displacements and rotations, and fracture timing (via high-speed video) were measured. Pre- and post- fracture bone geometry was digitized via computed tomography (CT) scans. These results demonstrated the utility of these novel methods and will help facilitate future implementation of tissue-level fracture prediction in the distal tibia of human body models, advancing future ability to predict ankle injury risk under complex loading.]]></description>
      <pubDate>Fri, 10 May 2024 16:50:46 GMT</pubDate>
      <guid>https://trid.trb.org/View/2367515</guid>
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