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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>
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      <title>Transport Research International Documentation (TRID)</title>
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    <item>
      <title>CORRELATION OF FIELD INJURIES AND GM HYBRID III DUMMY RESPONSES FOR LAP-SHOULDER BELT RESTRAINT</title>
      <link>https://trid.trb.org/View/153083</link>
      <description><![CDATA[Simulated frontal, lap-shoulder belted, barrier impact tests were performed using a Volvo sedan and General Motors Hybrid III anthropomorphic test dummy.  Swedish field accident injury data for this vehicle are available from another published study.  For the purpose of this program, the injuries were logically subdivided into four body regions: head, neck, thorax, and lower torso.  The Hybrid III has instrumentation in each of these regions.  The results of three replicated tests at barrier equivalent velocities of nominally 32 and 48 km/h are discussed in terms of the field injuries, thereby providing a basis for more intelligent interpretation of future Hybrid III test results.]]></description>
      <pubDate>Sat, 09 Jun 1984 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/153083</guid>
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    <item>
      <title>ALTERNATIVE TO PERCENTILE MODELS</title>
      <link>https://trid.trb.org/View/173199</link>
      <description><![CDATA[Percentile values are valuable statistics for representing the extreme ends of a distribution of sizes for a single human body dimension.  When it is desirable to combine dimensions in order to construct a model of the human body or any of its parts, percentiles can create problems due to the fact that, with the exception of 50th percentiles, percentile values are not additive.  This report demonstrates the seriousness of the problems associated with the use of percentiles, and describes and compares an alternative approach for representing human body size variability.  This alternative, which utilizes regression equations, offers a solution which is easily accessible and demonstrably an improvement over percentiles for the purpose of creating human models.]]></description>
      <pubDate>Mon, 23 Nov 1981 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/173199</guid>
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      <title>MATHEMATICAL MODEL TO PREDICT SKULL FRACTURE UNDER IMPACT LOADS</title>
      <link>https://trid.trb.org/View/51782</link>
      <description><![CDATA[The significant correlation of skull fracture with fatal head injury suggests such fracture prevention to be a useful minimal design criterion.  A spherical cap under dynamic local loading is recommended as an effective mathematical model to assess skull fracture.  With finite difference techniques in space and time, the governing large deformation cap equations are solved for a circular load area.  For load pulses of practical significance, the only parameters of concern are load area, load amplitude, skull thickness and maximum allowable stress.  Curves are presented of fracture load with load area for various skull thicknesses.  Results suggest that increasing the load area greatly diminishes the possibility of fracture.  Hence, helmet and vehicle designers should aim towards this end.]]></description>
      <pubDate>Tue, 27 Dec 1977 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/51782</guid>
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      <title>NEUROMUSCULAR CERVICAL SPINE MODEL FOR WHIPLASH</title>
      <link>https://trid.trb.org/View/54368</link>
      <description><![CDATA[A computer model of the neuromusculature and passive elements of the cervical spine during whiplash is presented. The model indicates that the neuromusculature increases the rotational stability of the cervical spine during low level accelerations.  This results in decreased bending but increased axial compressive stresses in the passive structures and increased axial tensile stresses in the neuromusculature.  Increased neural feedback augments peak acceleration and stress because the "active" neuromusculature causes a flexion response near the end of the acceleration pulse.  A decrease in neural delay time allows the muscles to act earlier and decrease peak accelerations and bending stresses.]]></description>
      <pubDate>Tue, 27 Dec 1977 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/54368</guid>
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      <title>EFFECTIVENESS OF MATHEMATICAL MODELS AS A HUMAN ANALOG</title>
      <link>https://trid.trb.org/View/61283</link>
      <description><![CDATA[Mathematical modeling of the dynamic response of an occupant to severe decelerative forces has become widespread in the engineering community.  This paper analyses data on the dynamic response of the living human head and neck to - Gx impact acceleration.  The Calspan "3D Computer Simulator of a Motor Vehicle Crash Victim," Ultrasystems "Crash Victim Simulator - Light Aircraft" and Boeing Computer Services "Prometheus" were used to provide estimates of the responses monitored.  Inputs to the programs were made as comparable as program restrictions would allow.  Outputs were compared to each other as well as to the corresponding human test run.  Program outputs proved to be consistant but failed to adequately replicate human results.  Inclusion of head to neck articulation did not by itself improve results. Relocation of the head pivot away from the occipital condyles or introduction of muscular activity was indicated.]]></description>
      <pubDate>Tue, 27 Dec 1977 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/61283</guid>
    </item>
    <item>
      <title>THREE DIMENSIONAL MODEL OF THE HUMAN HEAD AND NECK FOR AUTOMOBILE CRASHES</title>
      <link>https://trid.trb.org/View/54366</link>
      <description><![CDATA[A MAJORITY OF AUTOMOBILE OCCUPANT INJURIES AND FATALITIES result from impact or impulsive motion to the head and neck. Several loading orientations such as frontal, rear, side, and oblique are possible.  Hence, a thorough understanding of the three dimensional dynamic response of the human head to various loading situations is desirable.  This model predicts the center of mass displacements, velocities, and accelerations of the head and neck resulting from contact and/or inertial impact forces.  Key anatomical components are incorporated in this model along with a joint stopping mechanism.  Known acceleration profiles are inputed to the torso and/or head force time histories are specified.  The equations of motion are then derived using d'Alembert's form of Lagrange's Principle and are numerically integrated using a fourth order Runge-Kutta technique.  Validation is accomplished by the comparison of reponses from (i) direct frontal and occipital impact experiments on human cadavers, and (ii) sled tests conducted on human volunteers.]]></description>
      <pubDate>Tue, 27 Dec 1977 00:00:00 GMT</pubDate>
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