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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>Incidence and Mechanism of Head, Cervical Spine, Lumbar Spine, and Lower Extremity Injuries for Occupants in Low- to Moderate-Speed Frontal Collisions</title>
      <link>https://trid.trb.org/View/1856345</link>
      <description><![CDATA[Automotive accidents and subsequent personal injury claims incur substantial costs annually. While three-point restraint usage, dual-stage airbags, and knee bolster and side curtain airbags have become more ubiquitous and, in some cases, governmentally mandated for front seat occupants, occupant safety and injury risk assessment continue to be at the forefront of automotive innovation. In this study, teh authors combined analyses of the National Automotive Sampling System Crashworthiness Data System (NASS-CDS; 2007-2015) and the Crash Investigation Sampling System (CISS; 2017) with data acquired from vehicle-to-vehicle crash tests conducted with instrumented anthropomorphic test device (ATD) occupants. Together, these analyses were used to compare and relate field injury rates with potential injury mechanisms in low- to moderate-speed frontal collisions. First, low- to moderate-speed (delta-V ≤ 24 km/h) frontal crash data from NASS-CDS and CISS were analyzed to estimate the rate of AIS 2+ and AIS 3+ cervical spine, lumbar spine, and lower extremity injuries, as well as a subset of AIS 2+ and 3+ head injuries including recorded unconsciousness and concussion. The results of these analyses were related to occupant loading data from comparative frontal crash tests, conducted at delta-Vs ranging from 6 to 19 km/h. Kinematic and kinetic data for the head, cervical spine, lumbar spine, and femur collected in the frontal crash tests were well below injury thresholds. Analysis of the NASS-CDS and CISS data demonstrated low rates of injury to the head, cervical spine, lumbar spine, and lower extremities in low- to moderate-speed frontal collisions. Review of these frontal crashes revealed that several factors, outside of collision severity, may affect injury likelihood, including muscle activation, seatbelt status, frontal and knee bolster airbag deployment, seat track position, out-of-positioning, age, gender, interaction with vehicle interior structures, and vehicle-to-vehicle impact orientation, which includes both degree of overlap and obliquity.]]></description>
      <pubDate>Tue, 26 Oct 2021 14:30:16 GMT</pubDate>
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      <title>EFFECTIVENESS OF AIRBAG RESTRAINTS IN FRONTAL CRASHES: WHAT EUROPEAN FIELD STUDIES TELL US</title>
      <link>https://trid.trb.org/View/715668</link>
      <description><![CDATA[UK and German field accident data show that European airbag systems provide a 32% and 55% reduction in Abbreviated Injury Scale (AIS) 2+ injury to the cranium and face when belted drivers sustain Maximum Abbreviated Injury Scale (MAIS) 2+ injury in frontal crashes. The greatest benefits of airbags were seen in crashes exceeding 30 km/h delta V (velocity change). Airbags do not appear to affect a reduction in chest injuries and they exert a neutral influence on the incidence of cervical spine strain. Drivers in airbag vehicles sustained proportionately more AIS 2+ upper limb injuries than those in vehicles without airbags. That difference was largely the result of a higher proportion of clavicle fractures. Overall, deployment thresholds correlate well to the onset of moderate/serious head injury but there appear to be some unnecessary deployments at low crash severities. (A) For the covering abstract of the conference see ITRD E206422.]]></description>
      <pubDate>Mon, 07 Jan 2002 00:00:00 GMT</pubDate>
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      <title>DELTA-V THRESHOLDS FOR CERVICAL SPINE INJURY</title>
      <link>https://trid.trb.org/View/512125</link>
      <description><![CDATA[Delta-V is an input parameter that correlates well with injury thresholds for responses to impulsive loading, and it is also convenient for the accident reconstructionist to calculate the delta-V experienced by the automotive passenger during a crash. The purpose of this paper is, therefore, to convert to delta-V quantities the cervical spine injury data currently expressed in terms of loading corridors of head bending moment versus angle of rotation of the head. 16 km/hr is an order of magnitude of the delta-V threshold for the 50th percentile male, but there are considerable variations due to size, age, gender, and pre- existing spinal problems. The special case of the rear-end accident involving vehicles with energy absorbing bumpers is analyzed. It is found entirely possible to produce "whiplash" injuries in cases where there is little or no damage to either of the vehicles involved in the crash. (A) For the covering abstract of the conference see IRRD E201376.]]></description>
      <pubDate>Tue, 07 Dec 1999 00:00:00 GMT</pubDate>
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      <title>TECHNOLOGIES FOR OCCUPANT PROTECTION ASSESSMENT</title>
      <link>https://trid.trb.org/View/459383</link>
      <description><![CDATA[The first part of this publication deals primarily with technologies that permit a deeper understanding of how to protect people in automotive accidents, the second part deals with computer and mathematical modeling of the collision environment, and the third part is concerned with crash test tool, impact sensors, and aspects of occupant safety in various collision environments.  Contents include: Variability of Head Injury Criteria with the Hybrid III Dummy; Development of Passenger Cars to Minimize Pedestrian Injuries; Accelerometers Equivalency in DUMMY Crash Testing; Significance of Intersection Crashes for Older Drivers; Delta-V Thresholds for Cervical Spine Injury; Rollover Ejection While Wearing Lap and Shoulder Harness: The Role of the Retractor; Numerical Simulation of a Vehicle Side Impact Test: Development, Application and Design Iterations; Crash Causation: A Case Study of Fatal Accident Circumstances and Configurations; and Finite Element Modeling and Development of the Deformable Featureless Headform and Its Application to Vehicle Interior Head Impact Testing.]]></description>
      <pubDate>Mon, 10 Jun 1996 00:00:00 GMT</pubDate>
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