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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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    <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>Transport Research International Documentation (TRID)</title>
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      <link>https://trid.trb.org/</link>
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    <item>
      <title>A CONSIDERATION ON BARRIER FACE SPECIFICATIONS OF SIDE IMPACT MDB</title>
      <link>https://trid.trb.org/View/711009</link>
      <description><![CDATA[In recent years, the specification of a Side Impact Moving Deformable Barrier (MDB) has been in discussion internationally. This paper describes the results of the investigation and examination concerning the MDB specification, based on current Japanese models. The paper describes the following: (1) The investigation of the dimension of passenger cars in the Japanese market to determine the average of car front-end dimension characteristics; (2) The analysis of force distribution on the rigid barrier in a frontal barrier impact test of typical Japanese passenger car models by using FEM; and (3) Comparison of test results between a car-to-car test using the passenger car with average front-end characteristic as a striking car and a MDB-to-car test under ECE R95 test conditions. As the result of these studies, the necessary considerations are summarized to represent real vehicles for the design of the MDB face for a future internationally harmonized procedure of side impact testing under consideration by the Harmonization Research Activity ("IHRA") of Side Impact Test Procedures.  For the covering abstract see ITRD E111577.]]></description>
      <pubDate>Fri, 03 May 2002 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/711009</guid>
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      <title>THE DEPENDENCE OF SIDE IMPACT INJURY RISK ON MDB CONFIGURATION</title>
      <link>https://trid.trb.org/View/711010</link>
      <description><![CDATA[This paper reports on a parametric study of side impact crash tests. Relative changes in injury risk are assessed for both front and rear struck side occupants in tests with variation of mass, stiffness, geometry and speed of the impacting mobile deformable barrier. The study concludes that the ground clearance of the MDB face and impact velocity have a significantly greater effect on injury risk than the other parameters. The paper also includes consideration of tests to further investigate the effects of mass ratio between the struck and striking vehicle. This cooperative project between the Australian Department of Transport and Regional Services and Transport Canada includes analysis of intruding door behaviour and consequent effects on injury risk.  For the covering abstract see ITRD E111577.]]></description>
      <pubDate>Fri, 03 May 2002 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/711010</guid>
    </item>
    <item>
      <title>DESIGN ENGINEERING WITH FOAMS AND PLASTICS TO ENHANCE VEHICLE SAFETY</title>
      <link>https://trid.trb.org/View/711011</link>
      <description><![CDATA[Foams and Thermoplastics are materials that have an increasing use to obtain safer and lighter cars. Utilizing the integration potential of plastics, considerable cost efficiencies are obtained. A key element is that predictive modelling is used to achieve optimum system solutions. In this paper, both foams and plastic solutions are presented in different applications in the car providing energy absorbing capabilities and therefore enhancing the safety performance. The first area is that of structural foams in the car body cavities to enhance crash performance. The second area concerns integrated thermoplastic structures in the interior for absorbing impact energy while providing aesthetics and other functionality. The third is that of innovative thermoplastic extruded foam with superior energy efficiency characteristics, applied in head impact environment in the interior of the car as well as potentially in pedestrian safety solutions.  For the covering abstract see ITRD E111577.]]></description>
      <pubDate>Fri, 03 May 2002 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/711011</guid>
    </item>
    <item>
      <title>EVALUATION OF INJURY RISK FROM SIDE IMPACT AIR BAGS</title>
      <link>https://trid.trb.org/View/711012</link>
      <description><![CDATA[Several thoracic and head protection side impact air bag systems (SAB) are emerging in the U.S. market and are projected to become prevalent in the fleet. These systems appear to offer superior protection in side crashes. However, concerns have been raised as to their potential for causing injury to out-of-position (OOP) occupants. This paper describes the National Highway Traffic Safety Administration (NHTSA) program for evaluation of the SAB systems for OOP occupants and provides a status report on the current research. The industry's Side Airbag Out-of-Position Injury Technical Working Group (TWG) recommended procedures for 3 year old and 6 year old occupants are evaluated. Additional test procedures are described to augment the TWG procedures for these occupants and 12 month old infants.  For the covering abstract see ITRD E111577.]]></description>
      <pubDate>Fri, 03 May 2002 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/711012</guid>
    </item>
    <item>
      <title>THE CRASH AND FIELD PERFORMANCE OF SIDE-MOUNTED AIRBAG SYSTEMS</title>
      <link>https://trid.trb.org/View/711013</link>
      <description><![CDATA[Drawing on recent Canadian field collision investigations and crash testing using the SIDIIs dummy, the field experience and crash performance of side-mounted airbag systems are reviewed. All of the inflatable technologies tested demonstrated the ability to greatly reduce head injury potential. Further improvements to the design of inflatable head protection devices are required to better ensure they contain and protect the head of occupants seated in locations forward of the mid seat track. New moving deformable barrier designs, such as the one recently developed by the IIHS, appear to offer significant advantages over designs currently used to regulate side impact protection. Improving the level of protection against chest injury to car occupants in SUV (Sports Utility Vehicle)-to-car side impacts represents a significant challenge.  For the covering abstract see ITRD E111577.]]></description>
      <pubDate>Fri, 03 May 2002 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/711013</guid>
    </item>
    <item>
      <title>INTERNATIONAL HARMONISED RESEARCH ACTIVITIES SIDE IMPACT WORKING GROUP. STATUS REPORT</title>
      <link>https://trid.trb.org/View/711014</link>
      <description><![CDATA[This paper reports on the status of work of the International Harmonised Research Activities (IHRA) Side Impact Working Group (SIWG) as at its 11th meeting prior to the 17th ESV conference in Amsterdam in June 2001. This includes decisions made and the reasons for them as well as identifying outstanding issues that require resolution.  For the covering abstract see ITRD E111577.]]></description>
      <pubDate>Fri, 03 May 2002 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/711014</guid>
    </item>
    <item>
      <title>IMPROVED SIDE IMPACT PROTECTION (ISIP) IN AUSTRALIA: OVERVIEW OF A COLLABORATIVE APPROACH</title>
      <link>https://trid.trb.org/View/711015</link>
      <description><![CDATA[This paper includes an overview of a collaborative research project of Improved Side Impact Protection (ISIP) that commenced in 1997. The research program was sponsored by the Australian Research Council and involved a partnership of industry, government and research agencies, both in Australia and overseas. The overall aim was to develop a new approach to optimising vehicle design using Harm as the main outcome criteria. The program involved a number of research activities including mass data analysis, in-depth real-world crash investigations, simulation modelling and the development of a family of Injury Assessment Functions. The paper outlines the structure and progress of these activities, summarises the results and provides an overview of the optimiser model emanating from this research.  For the covering abstract see ITRD E111577.]]></description>
      <pubDate>Fri, 03 May 2002 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/711015</guid>
    </item>
    <item>
      <title>INVESTIGATION ON THE INFLUENCE OF LATERAL SIDE IMPACT AGAINST CURBSTONES ON SIDE AIRBAG SENSING</title>
      <link>https://trid.trb.org/View/711016</link>
      <description><![CDATA[With a short deformation zone within the lateral zone of a vehicle, great demands are made on the control units and sensors of the side airbag systems according to the reaction time until activation. For further development of those systems and keeping the possibility of erroneous activation low, these airbag systems are tested in several impacts that cause airbag activations and in so-called misuse tests. One requirement for non-activation is to hit a curbstone with a vehicle. Since there is only little load, for the occupants to expect an activation of the sidebag is not necessary. Executing sled crash tests, the Institut fuer Kraftfahrwesen Aachen simulated realistically those impact situations. Beside different variations of the boundary test conditions, further information referring the sensors positions and signal curves for tuning of the airbag electronics were determined.  For the covering abstract see ITRD E111577.]]></description>
      <pubDate>Fri, 03 May 2002 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/711016</guid>
    </item>
    <item>
      <title>JAPANESE RESEARCH ACTIVITY ON FUTURE SIDE IMPACT TEST PROCEDURES</title>
      <link>https://trid.trb.org/View/711017</link>
      <description><![CDATA[This paper summarizes a future side impact test procedure based on the Japanese presentation at the recent IHRA Side Impact WG meeting. Under current Japanese regulations, the MDB specifications and test procedures were determined based on a market study made more than ten years ago. Thus, they may not reflect current automobile characteristics, the actual accident situation, and crash test results. In this study, the vehicle types, velocity of striking and struck vehicles, body injury regions, cause of injuries, etc. are reviewed with reference to the latest Japanese side impact accident data. The occupant percentages for the non struck-side, rear seat and for female occupants as well as the injury levels were analyzed. To determine the MDB specifications, based on data from passenger car models registered in 1998, the curb mass, geometry and stiffness were examined. For factorial analysis, side impact tests were performed as for real accidents. Issues for future side impact test procedures include protection of the non struck-side and rear seat occupants, the female occupants and the comparison of the dummy injury severity with or without crabbed angle, along with comparison between EuroSID-1 responses and ES-2 prototype responses. Full-scale tests have been conducted in these areas. Based on these results, the Japanese view regarding future side impact test procedures is presented.  For the covering abstract see ITRD E111577.]]></description>
      <pubDate>Fri, 03 May 2002 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/711017</guid>
    </item>
    <item>
      <title>MODULAR DOOR SYSTEM FOR SIDE IMPACT SAFETY OF MOTOR VEHICLES</title>
      <link>https://trid.trb.org/View/711018</link>
      <description><![CDATA[This paper presents a proprietary side impact protective door system within the space between the outer skin of a car door and the occupant, which will be as efficient as those already standard in frontal impact. The main objective for introducing the side impact structural system is to maximize energy absorption and minimize injury to the occupant. The developed structural side impact door system acts as a Primary Structure, to be assembled as a truly modular entity. This primary structure is also packaging modular in the sense that it acts as a carrier for the door latch, window regulator and hinges. A variation in safety and structural performance of the developed door system can be achieved by integrating the structural modular door with the vehicle body, using a patented integration system known as Door And Chassis-frame Integration Technology (DACIT). Unlike the traditional doors, that are just suspended weights, the modular door is truly structural and therefore adds strength to the vehicle body. When DACIT is used with the door system, the vehicle door becomes part of the overall vehicle structure. The design and development of the side impact modular door system for different size vehicles with and without DACIT is discussed. In addition, the five stars rating achieved during several side impact crash tests simulating Sport Utility Vehicles hitting mid-size vehicles, equipped with the developed modular door system, is presented.  For the covering abstract see ITRD E111577.]]></description>
      <pubDate>Fri, 03 May 2002 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/711018</guid>
    </item>
    <item>
      <title>PERFORMANCE OF THE PROTOTYPE WORLDSID DUMMY IN SIDE IMPACT CRASH TESTS</title>
      <link>https://trid.trb.org/View/711019</link>
      <description><![CDATA[A new, highly biofidelic, advanced side impact crash test dummy is being designed within the international WorldSID project. This world-wide project was initiated with the aim of developing a new mid-size male dummy which, it is hoped, by responding to the needs of potential users around the globe, could be adopted universally for side impact crash testing and for future harmonised regulatory test procedures as defined by the International Harmonized Research Activities (IHRA). The prototype WorldSID dummy has been subjected to a series of demanding car environment crash tests sponsored by the Department of Transport and Regional Services of Australia. This testing constitutes the first phase of a multinational programme to evaluate the dummy's biofidelity along with its directional sensitivity and verification. Any necessary modifications will be made, following which a second, comprehensive and world-wide evaluation programme will be undertaken. This paper presents and discusses the performance of the dummy as observed during the initial testing in Australia. This testing consisted of a mobile deformable barrier (MDB) test, two sled tests, a car-to-car test and verification testing. During the testing the dummy was equipped with a complete set of its purpose-designed instrumentation yielding a considerable quantity of data. Along with the dynamic responses, aspects such as the kinematics, positioning and handling of the dummy are addressed.  For the covering abstract see ITRD E111577.]]></description>
      <pubDate>Fri, 03 May 2002 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/711019</guid>
    </item>
    <item>
      <title>RESEARCH PROGRESS ON IMPROVED SIDE IMPACT PROTECTION: EEVC WG13 PROGRESS REPORT</title>
      <link>https://trid.trb.org/View/711020</link>
      <description><![CDATA[The tasks of EEVC Working Group 13 are aimed at the improved protection of car occupants in side impacts. Specifically, EEVC WG13 has been concentrating on three main tasks; the development of an interior headform impact test procedure, an improved specification for the Mobile Deformable Barrier used in the EEVC Side Impact Test Procedure and contributions to the IHRA activities on the development of the next generation side impact test procedures. This report describes progress on these three topics.  For the covering abstract see ITRD E111577.]]></description>
      <pubDate>Fri, 03 May 2002 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/711020</guid>
    </item>
    <item>
      <title>SIDE IMPACT AIR BAGS - THE GENERAL MOTORS APPROACH</title>
      <link>https://trid.trb.org/View/711021</link>
      <description><![CDATA[In 1998, side crashes are estimated to have resulted in 9482 fatalities or approximately 25% of all vehicle fatalities in the United States. Side air bags, which are designed to intersperse themselves between the occupant and the vehicle, are considered to be effective in reducing injuries for both children and adults. To increase side air bag effectiveness they must be carefully engineered to address the potential for causing injury while at the same time provide as much restraint capacity as practicable. Unlike frontal impact air bags whose designs in the United States are constrained by governmental regulations, side air bags have no such constraints. As a result General Motors had the flexibility to use a fundamentally different approach for the design of its side air bags than what was required for frontal impact air bags. For side air bags, General Motor's approach was first to design systems that minimized the risk of injury to children and lower tolerance adults and then secondly to provide as much protection as practicable for various size occupants in a variety of crash conditions. To achieve this objective General Motors established a policy of evaluating its side air bags using the standard 3 year old ATD in carefully selected out of position test locations to determine that injury performance criteria were satisfied. As a result, good side impact protection is provided while reducing the potential for producing unintentional injury to vehicle occupants.  For the covering abstract see ITRD E111577.]]></description>
      <pubDate>Fri, 03 May 2002 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/711021</guid>
    </item>
    <item>
      <title>STUDY ON CAR-TO-CAR SIDE IMPACT</title>
      <link>https://trid.trb.org/View/711022</link>
      <description><![CDATA[This paper studies the factors which affect the occupant injuries in Car-to-Car side impacts using CAE simulation. The parameters of CAE simulation were derived from US-SINCAP (Side Impact New Car Assessment Program) test conditions and the field accident statistical data of NASS (National Automobile Sampling System). The parameters varied in the CAE simulation were striking vehicle curb weight, collision speed, ground clearance, front profile, and vehicle width. And the comparing factors are Thorax injury severity (Thorax Trauma Index, TTI) and Pelvis injury severity (PELVIC G) as occupant protection of driver or passenger in the front seat position. These studies make it possible to analyze directions for compatibility studies on side impacts including SUV (Sports Utility Vehicles), and these results are introduced herein. In addition, the occupant protection of a vehicle which obtained a result of TTI = 56G in the SINCAP test against a SUV was also analyzed and presented.  For the covering abstract see ITRD E111577.]]></description>
      <pubDate>Fri, 03 May 2002 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/711022</guid>
    </item>
    <item>
      <title>VEHICLE DEFORMATION IN REAL-WORLD SIDE IMPACT CRASHES AND REGULATORY CRASH TESTS</title>
      <link>https://trid.trb.org/View/711023</link>
      <description><![CDATA[Side impact crashes with fatal or serious injuries were selected from the National Automotive Sampling System / Crashworthiness Data System files. Deformation patterns for the sample of crashes were compared with the damage seen in regulatory tests. In particular, the rate of involvement of the sill and pillar structures was considered. The study suggests these structures are less involved in real crashes than in the current regulatory Federal Motor Vehicle Safety Standard 214 test. Suggestions for altering the test conditions are made.  For the covering abstract see ITRD E111577.]]></description>
      <pubDate>Fri, 03 May 2002 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/711023</guid>
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