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    <title>Transport Research International Documentation (TRID)</title>
    <link>https://trid.trb.org/</link>
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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>40 YEARS IN CARS SAFETY. THE 1994 "BERTIL ALDMAN AWARD" LECTURE</title>
      <link>https://trid.trb.org/View/464595</link>
      <description><![CDATA[Passive safety is the big succes in car safety. Passive safety minimizes the adverse consequences of a crash. At first glance active safety has the higher attraction. Is it not wiser to avoid a crash instead of lowering the consequences? The experience in respect of the reduction of casualties and vulneration with active safety is disillusioning. Almost all benefits of active safety are removed by having more powerful cars, increasing speed, traffic density, riskier driving. However, passive safety is not the ultimate measure in road safety. It is not economic to transport mass for safety measures. Software solutions are immaterial and thus the final answer. Not tomorrow, but in some decades sufficient intelligence of crash avoidance will be available to take some of the heavy, energy consuming mass out of the cars. For the covering abstract of the conference see IRRD 881069.]]></description>
      <pubDate>Mon, 28 Oct 1996 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/464595</guid>
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      <title>ASSESSMENT OF MECHANICAL PROPERTIES OF THE HUMAN SKULL-CAP THROUGH BASIC BIOMECHANICAL TESTS AND QUANTITATIVE COMPUTED TOMOGRAPHY (QCT)</title>
      <link>https://trid.trb.org/View/464596</link>
      <description><![CDATA[204 basic quasistatic load tests of 3 different test types (compression test, tensile test, shear test) were performed on fresh skull-bone specimens to determine the mechanical properties of the human skull-cap bone (os parietale). For all tests a universal tensile test machine with measurement and documentation equipment was used at load velocities of 0,1 mm/s. In addition to these quantitative tests Quantitative Computed Tomography (QCT) was applied to measure selectively the bone mineral density of the same parietal bone specimens. The aim was, to validate the QCT for the assessment of mineral bone density in the skull-bone in vivo and to define a predictive value for the individual mechanical properties. Geometric parameters, mechanical properties and the mineral content were determined to validate the QCT. (A) For the covering abstract of the conference see IRRD 881069.]]></description>
      <pubDate>Mon, 28 Oct 1996 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/464596</guid>
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      <title>FINITE ELEMENT SIMULATION OF DEFORMATION CHARACTERISTICS OF THE HUMAN SKULL</title>
      <link>https://trid.trb.org/View/464597</link>
      <description><![CDATA[To analyse and to quantify the injury process of the human head and to develop enhanced injury sensing criteria for automotive crashes an anatomical three-dimensional finite element model of a human head was developed. The detailed skull geometry based on Computer Tomography scans. This paper outlines results from a joint research program. To integrate reliable material properties a series of tests were carried out to determine basic mechanical properties of isolated human cranial bones using fresh bone specimens. The results of these experiments have been analysed in terms of statistical parameters to describe the characteristics of these materials. Experimental test results were compared to finite element simulation to determine and describe validated numerical input parameters for the finite element head model. For the covering abstract of the conference see IRRD 881069.]]></description>
      <pubDate>Mon, 28 Oct 1996 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/464597</guid>
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    <item>
      <title>ROTATIONAL BRAIN INJURY TOLERANCE CRITERIA AS A FUNCTION OF VEHICLE CRASH PARAMETERS</title>
      <link>https://trid.trb.org/View/464598</link>
      <description><![CDATA[Diffuse brain injury is a form of severe brain injury which occurs primarily in vehicular accidents, and is reponsible for 35% of the deaths in severely head injured patients. A coordinated series of animal experiments, physical and analytical simulations, and isolated tissue tests have been used to formulate a tolerance criterion for concussion and more severe forms of diffuse axonal injury in man, but the relationship between the tolerance criteria and measurable vehicle crash parameters has not been studied.In this report the kinematics of the occupant in an idealized side impact are studied. Results suggest the importance of head contact to generate the inertial loading conditions to cause diffuse brain injuries in minor to moderate collisions. The conclusions regarding the importance of head contact in producing brain injuries is supported by recent epidemiological studies. For the covering abstract of the conference see IRRD 881069.]]></description>
      <pubDate>Mon, 28 Oct 1996 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/464598</guid>
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    <item>
      <title>ROTATION - TRANSLATION DUALITY IN HEAD TRAUMA? PERCEPTIVE AND OBJECTIVE EVIDENCE</title>
      <link>https://trid.trb.org/View/464599</link>
      <description><![CDATA[Brain - skull displacement in case of head trauma has frequently been quoted in the literature. The common lesions linked with this relative movement mechanism are focal contusions and subdural hematomas. Specialists also agree that an angular acceleration of the head can cause intra-cerebral shearing and constitutes a lesion mechanism of the diffuse axonal injuries. The specific type of shock which releases one or the other of these mechanisms has not been studied in depth and has often been attributed to the angular or linear preponderance of the acceleration. Earlier work describes the dynamic behaviour of the head. In vivo mechanical impedance recordings of the head revealed a de-coupling of the cerebral mass at about 100 Herz. This study consolidates this result by low amplitude frequency by frequency vibration analysis of four voluntary subjects. For the covering abstract of the conference see IRRD 881069.]]></description>
      <pubDate>Mon, 28 Oct 1996 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/464599</guid>
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    <item>
      <title>DISCUSSION ON "ROTATION - TRANSLATION DUALITY IN HEAD TRAUMA? PERCEPTIVE AND OBJECTIVE EVIDENCE"</title>
      <link>https://trid.trb.org/View/464600</link>
      <description><![CDATA[The study on "rotation translation duality in head trauma, Perceptive and objective evidence" (see IRRD 881074) offers interesting paths to pursue in order to examine the role of brain-skull decoupling. Possible paths include the following: (1) To conduct detailed set of experimental studies which will document the appearance of brain-skull displacement and response to a forced mechanical excitation for frequencies both below and above the transition point for brain-skull decoupling; (2) to relate the magnitude of brain-skull displacement to the appearance of specific brain injuries such as tearing of parasagittal bridging veins and cerebral contusions; (3) to further clarify the human response to the forced vibratory oscillation used in this study; and (4) to offer the results from the earlier experiments to experimental and computational biomechanicians interested in advancing new models for studing brain injury. For the covering abstract of the conference see IRRD 881069.]]></description>
      <pubDate>Mon, 28 Oct 1996 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/464600</guid>
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      <title>CRASH SEVERITY AND NECK STRAIN IN CAR OCCUPANTS</title>
      <link>https://trid.trb.org/View/464601</link>
      <description><![CDATA[There has been considerable debate as to the relationship between the severity of a crash and the severity and persistence of subsequent symptoms and signs of neck strain. This study is designed to examine relationships between factors related to the crash, the initial severity of neck strain and its persistence six months after the impact. The study shows that neck strain can occur at low levels of crash severity and that there is a correlation between crash severity and initial severity of neck strain. A study of greater statistical power is required to investigate fully the relationship between crash severity and the persistence of neck strain. For the covering abstract of the conference see IRRD 881069.]]></description>
      <pubDate>Mon, 28 Oct 1996 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/464601</guid>
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    <item>
      <title>ANALYSIS OF DIFFERENT HEAD AND NECK RESPONSES IN REAR-END CAR COLLISIONS USING A NEW HUMANLIKE MATHEMATICAL MODEL</title>
      <link>https://trid.trb.org/View/464602</link>
      <description><![CDATA[A study was carried out using detailed traffic accident data from rear-end car collisions involving Volvo cars. Vehicle and occupant related parameters influencing the risk of neck injury were identified. A new humanlike occupant model was developed in MADYMO-format comprising a mechanical equivalent of the complex spine. The motions of the occupant model were compared to volunteer data from a corresponding rear-end impact situation. The biofidelity of the model was found to be adequate for qualitative assessment of the influence of occupant and vehicle related parameters on the occupant response. Tensile and shear forces between adjacent vertebrae, head angular acceleration and "flow" of the lower cervical spine were found to best predict risk of injury in this model. For the covering abstract of the conference see IRRD 881069.]]></description>
      <pubDate>Mon, 28 Oct 1996 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/464602</guid>
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    <item>
      <title>THE MOVEMENT OF HEAD AND CERVICAL SPINE DURING REAREND IMPACT</title>
      <link>https://trid.trb.org/View/464603</link>
      <description><![CDATA[To gain a better understanding of the movement of head and cervical spine experiments were performed on Post Mortal Test Objects (PMTO's) and volunteers. All experiments were performed on a crash sled. For some experiments, the accelerations of head and chest were measured by three axis accelerometers. To visualise the movement of the cervical spine, during the impact, two vertebra bodies of the PMTO's were marked with targets. Their movement was observed during the impact phase for various boundary conditions.The studies have shown that improvements in the construction of seat and head restraint could reduce the risk of neck injuries during rear end impact. (A) For the covering abstract of the conference see IRRD 881069.]]></description>
      <pubDate>Mon, 28 Oct 1996 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/464603</guid>
    </item>
    <item>
      <title>MECHANISMS AND PATTERNS OF HEAD INJURIES IN FATAL FRONTAL AND SIDE IMPACT CRASHES</title>
      <link>https://trid.trb.org/View/464604</link>
      <description><![CDATA[Postmortem evidence on head injuries was used in conjunction with data on vehicle damage and crash circumstances to describe the mechanisms of head injury in a group of 30 fatal car crashes. The experience of a neuropathologist was linked with that of an accident investigator to explore the possibilities for improving understanding of how loading is transmitted through the car structure to the head. The load paths within the head were also traced to provide insight into the mechanism of injury, and to assist in linking injury tolerance work with accident reality. Accident selection was aimed at crash situations similar to those frequently evaluated with dummies. This is a pilot study to explore the possible benefits of this technique. (A) For the covering abstract of the conference see IRRD 881069.]]></description>
      <pubDate>Mon, 28 Oct 1996 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/464604</guid>
    </item>
    <item>
      <title>USE OF THE HEAD INJURY CRITERION AS A MEASURE OF VEHICLE OCCUPANT PROTECTION PERFORMANCE</title>
      <link>https://trid.trb.org/View/464605</link>
      <description><![CDATA[For the past 20 years or so, performance requirements intended to protect motor vehicle occupants against head injury have invariably been based on the use of the Head Injury Criterion (HIC). The most evident difficulty with the Criterion is simply that the assumed inverse relationship between the tolerable level of head acceleration and its duration leads to predictions that contradict practical experiences. Extensive data from tests by Transport Canada and other agencies are presented which show that, regardless of either the time duration of the calculation or the criterion level, HIC is incapable of distinguishing potentially injurious events from those that are known to be harmless. For the protection of motor vehicle occupants in frontal collisions, the same data show that an 80 g limit on Anthropometric Test Dummy head acceleration constitute a rational, attainable and effective performance requirement. For the covering abstract of the conference see IRRD 881069.]]></description>
      <pubDate>Mon, 28 Oct 1996 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/464605</guid>
    </item>
    <item>
      <title>CAR SAFETY AND RATINGS: COMPARATIVE STUDY OF FACTS AND PRACTICES - PROPOSALS</title>
      <link>https://trid.trb.org/View/464606</link>
      <description><![CDATA[The existing specific test results obtained for rating purposes in Europe and the USA are compiled and analysed. These results represent the start of an interesting data bank allowing correlations between: maximum average car deformation, average car deceleration, dummy measurements, and occupant compartment deformations. They give the opportunity to make comparisons between various restraining systems, involving up-to-date technologies such as airbags, pretensioning systems, etc. The meaning of the results is discussed, with reference to accident research and biomechanical knowledge. An attempt to compare tests results and accident data available for the same cars allows convergences and divergences to be shown. Proposals are presented in order to improve the quality of car safety assessment. (A) For the covering abstract of the conference see IRRD 881069.]]></description>
      <pubDate>Mon, 28 Oct 1996 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/464606</guid>
    </item>
    <item>
      <title>DISCUSSION OF THE PAPER "CAR SAFETY AND RATINGS: COMPARATIVE STUDY OF FACTS AND PRACTICES - PROPOSALS</title>
      <link>https://trid.trb.org/View/464607</link>
      <description><![CDATA[This brief presentation is a discussion of the previous paper in this volume (see IRRD 881082). A positive effect of the previous paper is that it is based on a clearly-defined hypothesis and that a clear proposal has been made for the tests with respect to the 60% overlap. It must be criticized, however, that specific cases have been selected for accident analysis and that the hypothesis that acceleration is the main cause of injuries has not been checked more thoroughly. The role of the airbag, which is widely discussed, is not outlined clearly in the initial hypothesis. Finally, the proposals for extended protection criteria and an aggressiveness criterion are not directly related to the hypothesis formulated in the paper. For the covering abstract of the conference see IRRD 881069.]]></description>
      <pubDate>Mon, 28 Oct 1996 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/464607</guid>
    </item>
    <item>
      <title>MODELLING OF CAR DYNAMIC CRUSH BEHAVIOUR IN FRONTAL IMPACT</title>
      <link>https://trid.trb.org/View/464608</link>
      <description><![CDATA[The dynamic response of individual cars in the full width barrier test describes the behaviour of the fully engaged front structure of each car. A simplified representation of the full width barrier response is combined with hypothesised deformation behaviour of the Offset and 30-Degree Angled rigid barrier tests to provide a model of the dynamic response in these two tests for deformations up to maximum dynamic crush. The responses predicted for four individual cars in the Offset and 30-Degree Angled rigid barrier tests are compared with the actual test responses. (A) For the covering abstract of the conference see IRRD 881069.]]></description>
      <pubDate>Mon, 28 Oct 1996 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/464608</guid>
    </item>
    <item>
      <title>FRONT PASSENGER PROTECTION: WHAT SPECIFIC REQUIREMENTS IN FRONTAL IMPACT?</title>
      <link>https://trid.trb.org/View/464609</link>
      <description><![CDATA[Because 30% of the belted front occupants in frontal impact are passengers, it is important that their specific protection is checked in public experimental tests. The characteristics of belted front passengers in real-world frontal impact are analyzed, from the statistical viewpoint based on several hundred thousand accidents which occurred in France over a ten-year period, and from the technical viewpoint based on a multi-disciplinary survey. It is seen that belted front passengers sustain chiefly severe thoracic and abdominal injuries (especially for the most elderly women). These injuries are attributable, above all, to the acceleration forces sustained and not to passenger cell intrusions in frontal impacts with an overlap bigger than 60%. (A) For the covering abstract of the conference see IRRD 881069.]]></description>
      <pubDate>Mon, 28 Oct 1996 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/464609</guid>
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