<rss version="2.0" xmlns:atom="https://www.w3.org/2005/Atom">
  <channel>
    <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" />
    <description></description>
    <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>
      <url>https://trid.trb.org/Images/PageHeader-wTitle.jpg</url>
      <link>https://trid.trb.org/</link>
    </image>
    <item>
      <title>Sagittal plane moment responses of the THOR-05F anthropomorphic test device</title>
      <link>https://trid.trb.org/View/1905642</link>
      <description><![CDATA[ObjectiveAnthropomorphic test devices (ATD) are used in crashworthiness studies to advance safety in automotive, military, aviation, and other environments. The Test Device for Human Occupant Restraint (THOR) is an advancement over the widely used Hybrid III ATD. The female version THOR-05F is different from the male as it is not a scaled-down version of the male, and it is based on the recognition that the cervical spines (necks) of females have a different response than males. The objective of this study is to evaluate its response at dynamic rates of loading and compare it with previous postmortem human surrogate (PMHS) responses under sagittal plane bending.MethodsThe head/neck assembly was separated from the thorax, and a lower neck plate was attached to the head/neck assembly to mount the preparation to the frame of an electro-hydraulic testing device. A custom upper neck interface plate was attached to a novel angular displacement test device that converted the linear motion of the vertical electrohydraulic piston to moment loading at the occipital condyle joint. The neck was preconditioned by applying a sinusoidal 10-degree flexion-extension cycle for 90?s and then three repeat dynamic tests at a target rate of 90?Nm/s. Flexion and extension tests were performed with and without the front and rear neck cables of the THOR-05F neck. Targets were fixed to the upper neck adapter plate, occipital condyle joint, mid-spine aluminum puck, and lower neck adapter plate. The targets’ three-dimensional positions were measured using a seven-camera optical motion capture system. Upper neck load cell and occipital condyle potentiometer data were sampled at 20?kHz, and loading rates were determined by calculating the sagittal moment slope between 15% and 85% of the signal.ResultsThe mean occipital condyle angle versus sagittal moment response from the 12 tests (three tests each with and without cables and under flexion and extension) are given in the body of the manuscript. With and without cables, the loading rates for flexion tests were 89.3?±?0.5?Nm/s and 86.3?±?0.4?Nm/s, and for extension tests they were 90.8?±?1.2?Nm/s and 88.0?±?1.5?Nm/s. The average peak sagittal moments were 34.2?±?0.3?Nm and 30.3?±?0.2?Nm for flexion and 50.6?±?0.3?Nm and 47.0?±?0.3?Nm for extension tests. The mean peak occipital condyle angles were 23.5?±?0.2?deg and 25.3?±?0.1?deg for flexion and 22.7?±?0.2?deg and 25.8?±?0.1?deg for extension.ConclusionUsing the angular motion as a basis and comparing it with the previously conducted PMHS tests, the THOR-05F neck has approximately twice the stiffness of the human under sagittal plane bending.]]></description>
      <pubDate>Tue, 22 Feb 2022 10:28:27 GMT</pubDate>
      <guid>https://trid.trb.org/View/1905642</guid>
    </item>
    <item>
      <title>Assessment of the 50th Hybrid III Responses in Blunt Rear Impacts to the Torso</title>
      <link>https://trid.trb.org/View/1856364</link>
      <description><![CDATA[Blunt impacts to the back of the torso can occur in vehicle crashes due to interaction with unrestrained occupants, or cargo in frontal crashes, or intrusion in rear crashes, for example. Six pendulum tests were conducted on the back of an instrumented 50th percentile male Hybrid III ATD (Anthropomorphic Test Device) to determine kinematic and biomechanical responses. The impact locations were centered with the top of a 15-cm diameter impactor at the T1 or at T6 level of the thoracic spine. The impact speed varied from 16 to 24 km/h.Two 24 km/h tests were conducted at the T1 level and showed repeatability of setup and ATD responses. The 16 and 24 km/h tests at T1 and T6 were compared. Results indicated greater head rotation, neck extension moments and neck shear forces at T1 level impacts. For example, lower neck extension was 2.6 times and 3.8 times greater at T1 versus T6 impacts at 16 and 24 km/h, respectively.A 24 km/h test at T1 was also conducted with a seatback attached to the ATD torso to assess the effect of padding. ATD biomechanical responses were lower with the seatback, except for upper neck extension; head acceleration was 30 g with the seatback and 95 g without it. Head and T1 velocities were similar with or without the seatback.The ATD responses were compared with published PMHS (Post Mortem Human Subjects) responses. ATD biomechanical responses were greater overall due to a stiffer, more durable spine. Pendulum forces were over 15 kN higher with a shorter duration than in PMHS tests. The head-to-torso rotation was similar at 24 km/h. This study demonstrates that the Hybrid III ATD is a useful tool for assessing high energy occupant loading by the seat.]]></description>
      <pubDate>Fri, 30 Jul 2021 17:50:37 GMT</pubDate>
      <guid>https://trid.trb.org/View/1856364</guid>
    </item>
    <item>
      <title>Cross-Chest Clips in Child Restraints: A Crash Testing Study</title>
      <link>https://trid.trb.org/View/1656052</link>
      <description><![CDATA[Cross-chest clips are widely used in North American child restraints but are less common in other countries, partially due to concerns over anterior neck contacts in frontal crashes. They have recently been reported to be associated with lower odds of injury in real-world crashes, but there is a paucity of crash test performance information. This study aimed to compare the dynamic performance of a small child occupant in frontal crash tests with and without cross-chest clips in place. Frontal sled tests at 49 km/h were conducted to compare 2 cross-chest clip designs to nonuse of a chest clip. Tests using a P3/4 anthropomorphic test device (ATD) to represent the smallest occupant in a forward-facing child restraint were conducted with the chest clips in the recommended position and also in an incorrect lower position and with and without additional harness slack present. Though contacts were observed between the chest clips and the base of the ATD’s neck, there was little difference observed in head excursion or ATD sensor loads in the presence of the chest clips. No detectable change in the neck forces or moments was detected at the time of the neck contacts. The position of the clips did not affect the results. Harness slack increased head excursion, as expected, but this effect did not differ between the tests with and without the clips. Cross-chest clips do not appear to greatly influence the dynamic performance of a forward-facing child restraint in a simulated frontal crash. Taken together with recent research suggesting a potential benefit in injury reduction from the clips in the real world, possibly due to maintaining the harness straps in place on a child’s shoulders, it may be appropriate to re-evaluate safety standards that prevent their use.]]></description>
      <pubDate>Tue, 17 Dec 2019 14:13:43 GMT</pubDate>
      <guid>https://trid.trb.org/View/1656052</guid>
    </item>
    <item>
      <title>Motion of the Head and Neck of Female and Male Volunteers in Rear Impact Car-to-Car Tests at 4 and 8 Km/h</title>
      <link>https://trid.trb.org/View/1630064</link>
      <description><![CDATA[Whiplash injuries account for approximately 70% of all injuries leading to disability, induced by modern vehicle crashes. Females are at greater risk for sustaining whiplash injuries than males, which may be attributable to differences in the physiology of the head/neck between the two. In this study, the authors seek to quantify the differences in dynamic motion response of head and first thoracic vertebrae (T1) between female and male volunteers in rear impact tests. The study's results show differences between females and males in the head, T1, and head relative to T1 linear and angular displacements.]]></description>
      <pubDate>Mon, 29 Jul 2019 11:03:29 GMT</pubDate>
      <guid>https://trid.trb.org/View/1630064</guid>
    </item>
    <item>
      <title>Sagittal Curvature and Vertebra Axial Geometry Effects on Cervical Spine Global and Local Responses</title>
      <link>https://trid.trb.org/View/1486209</link>
      <description><![CDATA[Studies have been conducted to determine the external and internal responses of the human cervical spine for medical, automotive, and military environments. Experiments have been done to determine the external responses such as the range of motion (ROM), a parameter extensively used in clinical and finite element (FE) modelling research. Computational models have acted as an adjunct by providing information on the internal responses such as ligament strains. While it is known that the human neck structures have inherent gender bias from biomechanical and anatomical perspectives, contributions of the various parameters of this complex continuum are not fully understood. It is important to delineate the effects of individual parameters to better describe the response and correlate with known epidemiological and clinical studies to assist in the design, evaluation, and or recommendations of injury mitigating devices/systems in the stated environments. Consequently, the purpose of this study is to use an anatomically accurate model of the lower cervical segment to determine effects of spine curvature and vertebral geometry on the range of motion, anterior and posterior ligament strains, and zygaphophyseal joint compressions from inertial accelerations.]]></description>
      <pubDate>Mon, 23 Oct 2017 09:36:26 GMT</pubDate>
      <guid>https://trid.trb.org/View/1486209</guid>
    </item>
    <item>
      <title>Study of Neck Injury Evaluation and Improvement Method for US NCAP 5% Dummy</title>
      <link>https://trid.trb.org/View/1360866</link>
      <description><![CDATA[the National Highway Safety Administration (NHTSA) has carried out a lot of New United States New Car Assessment Program (US-NCAP) tests became effective from MY2011. Injury probability of New US NCAP test is more severe than previous NCAP test. The Hybrid III 5th %ile dummy in front passenger position is used instead of 50th %ile dummy. 5th %ile dummy  gets lower points than 50th %ile dummy in many tests. One of the main cause is Nij. Especially neck extension moment value is main factor to improve Nij. US NCAP frontal test data was reviewed to know tendency of neck extension moment value. The object of the study is to find out how neck moves and neck  extension moment occur. Furthermore,CAE test with new concept of passenger airbag is conducted to improve extension moment based on analysis result. New concept of passenger airbag has two main vent holes that can be closed to retain inner pressure of airbag. Retaining inner pressure of airbag can decrease relative motion between head and neck to improve Nij.]]></description>
      <pubDate>Tue, 28 Jul 2015 15:56:31 GMT</pubDate>
      <guid>https://trid.trb.org/View/1360866</guid>
    </item>
    <item>
      <title>Pediatric Head and Neck Dynamics in Frontal Impact: Analysis of Important Mechanical Factors and Proposed Neck Performance Corridors for 6- and 10-Year-Old ATDs</title>
      <link>https://trid.trb.org/View/1298921</link>
      <description><![CDATA[Objective: Traumatic injuries are the leading cause of death of children aged 1–19 in the United States and are principally caused by motor vehicle collisions, with the head being the primary region injured. The neck, though not commonly injured, governs head kinematics and thus influences head injury. Vehicle improvements necessary to reduce these injuries are evaluated using anthropomorphic testing devices (ATDs). Current pediatric ATD head and neck properties were established by scaling adult properties using the size differences between adults and children. Due to the limitations of pediatric biomechanical research, computational models are the only available methods that combine all existing data to produce injury-relevant biofidelity specifications for ATDs. The purpose of this study is to provide the first frontal impact biofidelity corridors for neck flexion response of 6- and 10-year-olds using validated computational models, which are compared to the Hybrid III (HIII) ATD neck responses and the Mertz flexion corridors.Methods: Our virtual 6- and 10-year-old head and neck multibody models incorporate pediatric biomechanical properties obtained from pediatric cadaveric and radiological studies, include the effect of passive and active musculature, and are validated with data including pediatric volunteer 3 g dynamic frontal impact responses. We simulate ATD pendulum tests—used to calibrate HIII neck bending stiffness—to compare the pediatric model and HIII ATD neck bending stiffness and to compare the model flexion bending responses with the Mertz scaled neck flexion corridors. Additionally, pediatric response corridors for pendulum calibration tests and high-speed (15 g) frontal impacts are estimated through uncertainty analyses on primary model variables, with response corridors calculated from the average ± SD response over 650 simulations.Results and Conclusions: The models are less stiff in dynamic anterioposterior bending than the ATDs; the secant stiffness of the 6- and 10-year-old models is 53 and 67 percent less than that of the HIII ATDs. The ATDs exhibit nonlinear stiffening and the models demonstrate nonlinear softening. Consequently, the models do not remain within the Mertz scaled flexion bending corridors. The more compliant model necks suggest an increased potential for head impact via larger head excursions. The pediatric anterioposterior bending corridors developed in this study are extensible to any frontal loading condition through calculation and sensitivity analysis. The corridors presented in this study are the first based on pediatric cadaveric data and provide the basis for future, more biofidelic, designs of 6- and 10-year-old ATD necks.]]></description>
      <pubDate>Thu, 29 May 2014 09:28:55 GMT</pubDate>
      <guid>https://trid.trb.org/View/1298921</guid>
    </item>
    <item>
      <title>Prediction of Head-neck Motions during Rear-end Impacts Using a Human Body FE Model with Muscle Activity</title>
      <link>https://trid.trb.org/View/1282330</link>
      <description><![CDATA[Accurate prediction of an occupant's head-neck motion during rear-end impacts is necessary to elucidate a whiplash injury mechanism. This study applied a muscle control system using reinforcement learning, which is supposed to be a mathematical model of learning process in the basal ganglia, to a human head-neck finite element (FE) model and predicted muscle activity and motion of head-neck region during low speed rear-end impacts. Effects of muscle activity and individual variation of muscular physiological cross-sectional area for the head-neck responses were investigated.  後突時の頭頚部挙動を正しく予測することは，むち打ち障害発生メカニズムを解明する上で重要である．本研究では大脳基底核の数理モデルである強化学習を用いた筋制御法を頭頚部FEモデルに適用し，低速後突時の頭頚部の筋活動と挙動を予測した．筋活動の有無や筋断面積の個体差が頭頚部挙動の及ぼす影響について考察した．]]></description>
      <pubDate>Mon, 06 Jan 2014 13:28:48 GMT</pubDate>
      <guid>https://trid.trb.org/View/1282330</guid>
    </item>
    <item>
      <title>Older drivers' visual search behaviour at intersections</title>
      <link>https://trid.trb.org/View/1141272</link>
      <description><![CDATA[Previous research has indicated that older drivers are more likely to be involved in collisions in complex traffic scenarios like intersections even if they are not more involved in accidents in general. Moreover, being more vulnerable, the older driver is generally at higher risk of sustaining an injury when involved in a traffic accident. Even though there may be many factors leading to the over-involvement of older drivers in intersection collisions, it is clear that the visual capacity and the ability to observe may be one of the possible causes that is of high interest to understand further. The objective of the study is to identify to what degree the visual behaviour could explain older drivers' involvement in intersection accidents. A 20 km long route composed by intersections in rural and urban environment was selected to collect both driving and eye movement data. Two groups of drivers were compared, one group aged 35-55 years and one aged 75 and above. Apart from the driving data, neck flexibility measurement was performed. The results from the neck flexibility measurement showed a clear age effect, with the older drivers showing less neck flexibility. When it comes to visual behaviour data, a difference was also found concerning the area of interest the drivers looked at; while the older drivers looked more at lines and markings on the road to position themselves in the traffic, the younger drivers looked more at dynamic objects such as other cars representing a possible threat. The difference in the visual behaviour should be used to design safety systems for all drivers to support them when they drive through an intersection.]]></description>
      <pubDate>Wed, 25 Jul 2012 15:57:49 GMT</pubDate>
      <guid>https://trid.trb.org/View/1141272</guid>
    </item>
    <item>
      <title>3D Dynamic Modeling of the Head-Neck Complex for Fast Eye and Head Orientation Movements Research</title>
      <link>https://trid.trb.org/View/1105423</link>
      <description><![CDATA[A 3D dynamic computer model for the movement of the head-neck complex is presented. It incorporates anatomically correct information about the diverse elements forming the system. The skeleton is considered as a set of interconnected rigid 3D bodies following the Newton-Euler laws of movement. The muscles are modeled using Enderle's linear model, which shows equivalent dynamic characteristics to Loeb's virtual muscle model. The soft tissues, namely, the ligaments, intervertebral disks, and facet joints, are modeled considering their physiological roles and dynamics. In contrast with other head and neck models developed for safety research, the model is aimed to study the neural control of the complex during fast eye and head movements, such as saccades and gaze shifts. In particular, the time-optimal hypothesis and the feedback control ones are discussed.]]></description>
      <pubDate>Wed, 20 Jul 2011 07:24:36 GMT</pubDate>
      <guid>https://trid.trb.org/View/1105423</guid>
    </item>
    <item>
      <title>WHIPS Seat and Occupant Motions During Simulated Rear Crashes</title>
      <link>https://trid.trb.org/View/980928</link>
      <description><![CDATA[The objectives of this study were to investigate the motions of Volvo's Whiplash Protection System (WHIPS) seat and occupant during simulated rear crashes of a human model of the neck (HUMON). HUMON consisted of a human neck specimen (n = 6) mounted to the torso of BioRID II and carrying an anthropometric head stabilized with muscle force replication. HUMON was seated and secured in a 2005 Volvo XC90 minivan seat that included WHIPS and a fixed head restraint. Rear crashes of 9.9 g (ΔV 9.2 kph), 12.0 g (ΔV 11.4 kph), and 13.3 g (ΔV 13.4 kph) were simulated and WHIPS and occupant motions were monitored. Linear regression analyses (P < .05) were used to determine relationships between WHIPS and occupant motion peaks using data from all crashes combined. WHIPS motions consisted of simultaneous rearward and downward translations and extension of the seatback and plastic deformation of the bilateral WHIPS energy-absorbing components. Peak WHIPS motions were linearly correlated only with peak rearward occupant translations. Less rearward pelvis translation was required to cause WHIPS activation as compared to T1 translation. WHIPS reduced peak T1 horizontal acceleration by 39 percent compared to sled acceleration. This was within the range previously reported for WHIPS, between 30 and 60 percent, but higher than the 16 percent reduction previously reported due to active head restraint. Absorption of crash energy occurred during the initial 75 ms and the onset of head support occurred at 114 ms. Differential head-torso motions occurred prior to and during head support, indicating the potential for neck injury even with WHIPS.]]></description>
      <pubDate>Tue, 30 Nov 2010 07:49:13 GMT</pubDate>
      <guid>https://trid.trb.org/View/980928</guid>
    </item>
    <item>
      <title>Rotation and Translation of Vehicles: Some Aspects of Their Dissociation</title>
      <link>https://trid.trb.org/View/926204</link>
      <description><![CDATA[It is a well known fact that visual information is a powerful basis for the control of self-motion. Any movement of the observer in three dimensional space generates an optical inflow, consisting of the apparent movement of elements in the observer’s visual field. In most cases, this optical flow depends on the observer’s movements (of the body, head and eyes) and on the structure of the space involved. In this paper, the authors have shown how the combination of the rotational and transitional movements of the observer, made when driving a car, can generate complex optic flow. The usefulness of such optic flow in the control of self-motion could then depend on proprioceptive (extra-visual) information which would be necessary for the disassociation of the transitional and rotational components of the optic flow.]]></description>
      <pubDate>Thu, 26 Aug 2010 07:07:11 GMT</pubDate>
      <guid>https://trid.trb.org/View/926204</guid>
    </item>
    <item>
      <title>A New Biofidelic Sagittal Plane Surrogate Neck for Head-First Impacts</title>
      <link>https://trid.trb.org/View/921311</link>
      <description><![CDATA[The objective of this article is to evaluate a prototype sagittal plane surrogate neck model designed to provide a biofidelic response to head-first impacts with a straightened cervical posture.   Published biomechanical studies were used in the design to define the range of motion (ROM) and stiffness in both flexion-extension rotation and axial compression. The neck was tested in a series of head-first impacts on a drop tower to investigate the temporal aspects of the kinetic axial force response for the head and neck. A separate series of flexion-extension tests was conducted in a spinal motion simulator to assess its ROM and bending stiffness. In impacts with a 104 N axial preload, the surrogate head and neck displayed a bimodal response to force development in agreement with published studies of cadaveric head-first impacts. In bending without an axial preload, the neck had an ROM and bending stiffness representative of cadaveric human spines and it included a large neutral zone, but with the incremental addition of axial preload these metrics were somewhat reduced. The model appears suitable for studying the scenario of sagittal plane, aligned column impacts. Further design refinements are required to provide biofidelity in both sagittal bending and head-first impacts using a single level of axial preload. This would be necessary to study impact scenarios where considerable sagittal plane neck rotation occurs at impact. The model has identified some key concepts that must be considered for continued design and improvement of a dedicated dummy neck for head-first impacts.]]></description>
      <pubDate>Mon, 19 Jul 2010 11:34:38 GMT</pubDate>
      <guid>https://trid.trb.org/View/921311</guid>
    </item>
    <item>
      <title>Impact of Muscle Contraction Upon Head Stabilization during Forward Acceleration</title>
      <link>https://trid.trb.org/View/904001</link>
      <description><![CDATA[The impact of muscle contraction upon head movements induced by a forward acceleration was studied as a model for low impact car accidents. The results of this study indicate that precontraction and anticipation of the impact lead to a faster and greater increase of general muscle tone. It also leads to a reduction of about 30-34% of head rotations and head angular velocities. The muscle contraction is most like a generalized alerting response. It should be noted that the current results were obtained at a loading level of 0.7 g, which is far below the 5-12g levels observed in rear-end collisions. Since the current shows only small influences of the muscle contraction, it is assumed that the contraction will not be strong enough to limit the larger head and truck motion at higher impacts. Whether or not a patient can anticipate the acceleration/deceleration, it is not a predictive factor for the quantity of complaints after a high-impact accident. The most decisive factor is the level of impact directly on the trunk and cervical region. Until now, no solid proof has been established for any risk factor for developing whiplash-associated disorders. Preliminary evidence suggests that head restraint/car seats, aimed at limiting head extension during rear-end collisions had a preventive effect on reporting whiplash-associated disorders. More evidence is needed, in particular predictive factors for complaints after the trauma.]]></description>
      <pubDate>Tue, 17 Nov 2009 14:58:05 GMT</pubDate>
      <guid>https://trid.trb.org/View/904001</guid>
    </item>
    <item>
      <title>Test Results on the Counter Balanced Motion (CBM) Seat Crashworthiness</title>
      <link>https://trid.trb.org/View/872447</link>
      <description><![CDATA[This paper reports on injury load HYGE sled test data and Madymo crash simulation data, all with a Hybrid III 50%ile male dummy. Six frontal crashes and two rear impacts were performed to determine the effect that the CBM Seat has on injury load data in direct comparison to the original equipment seats (OES). The test series began with a frontal 12 g sled crash pulse with CBM Seats less pretensioners compared to OES seats with pretensioners. It shows that the CBM seat reduced the maximum head trajectory by 10\mD, neck Moment by 48%, and femur loads by 60%. In frontal 20 g sled crash pulses without belt pretensioners, the CBM seats yielded 40% lower forces (-2 kN to -1.2 kN) compared with pretensioners cases. While with pretensioners, they showed a 42% reduction in HIC values (187 to 107). In a Madymo 30 g crash with CBM, belt and airbag, the HIC was 30% lower than with OES seats, from 478 to 368 with CBM. Rib loads were lowered 33%, from 8.1 to 5.46 kN and tibia loads reduced 70%, from 6.2 to 1.89 kN. However, compression loads at mid lumbar increased 18%, (3.3 to 3.9 kN). This can be addressed by improving the cushioning under the pelvis. In a 21 g rear impact test the CBM reduced head trajectory by reducing head and neck rotation 26\mD. The peak loads show an 18% decrease in HIC and 6% reduction in neck loads. The CBM seat motion pulsed in concert with the vehicle pulse due to momentum increasing the seat containment angle before peak forces. The seat containment angle rises clockwise to counteract the lower body `s tendency to escape the seat. The CBM system accounted for a reduction in injury loads to the legs (36-60%), the neck forces (26%) and HIC values (13-30%) compared to the OES.]]></description>
      <pubDate>Tue, 21 Oct 2008 12:39:12 GMT</pubDate>
      <guid>https://trid.trb.org/View/872447</guid>
    </item>
  </channel>
</rss>