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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>EVALUATION OF AFTERMARKET DEVICES TO REPOSITION SHOULDER BELTS</title>
      <link>https://trid.trb.org/View/485487</link>
      <description><![CDATA[This paper presents the results from a series of HYGE sled tests that were conducted by the National Highway Traffic Safety Administration (NHTSA) to evaluate aftermarket devices designed to reposition the shoulder belt to improve fit/comfort. Three types of devices were tested using the 3- and 6-year-old and 5th percentile female dummies. Baseline (no device) tests were also conducted. Additionally, tests comparing the use of a belt positioning booster seat with and without one of the devices were also conducted.  [A]  For the covering abstract, see IRRD 896528.]]></description>
      <pubDate>Wed, 27 May 1998 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/485487</guid>
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      <title>SIDE IMPACT TO CHILDREN IN CARS. EXPERIENCE FROM INTERNATIONAL ACCIDENT ANALYSIS AND SAFETY TESTS</title>
      <link>https://trid.trb.org/View/485488</link>
      <description><![CDATA[In the ISO TC22/SC12 working group 1 "Child Restraint Systems" the risk of side impacts to children in cars was declared an important working item and an ad-hoc group was established to analyse this field. This paper summarises the first experience and activities of this ad-hoc group "Children in Cars - Side Impact Studies". The group started in 1993 an international inquiry at accident research units to cover characteristics and injury patterns of children in cars depending on seating position, age and kind of restraint systems used. The resulting international database covers at present 83 side impacts of children in cars from 0 to 4 years and 56 accidents of children between 5 and 12 years where the children suffered an injury severity of MAIS 2+. Based on the results from the accident data and the sampling of full scale and sled tests, new test configurations have been developed. The paper includes suggestions for further work with side impact test procedures, which could be a basis for future safety standards.  [A]  For the covering abstract, see IRRD 896528.]]></description>
      <pubDate>Wed, 27 May 1998 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/485488</guid>
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      <title>PROTECTION OF CHILDREN ON BOARD VEHICLES. INFLUENCE OF PELVIS DESIGN AND THIGH AND ABDOMEN STIFFNESS ON THE SUBMARINING RISK FOR DUMMIES INSTALLED ON A BOOSTER</title>
      <link>https://trid.trb.org/View/485489</link>
      <description><![CDATA[The first part of this study endeavours to show that the design of the inter-spinal notch of the pelvises of impact test dummies is unrealistic and can therefore not be expected to reproduce satisfactorily the interaction between the seat belt and the child's pelvis. This part of the study leads to a shape and position recommendation for each dummy weight group. Part two attempts to define the crushing force pattern for the thighs and abdomen of children based on seat belt static compression tests. These recommendations led to modification of a TNO P series dummy. To measure forces in the abdomen during impact and predict a dummy injury risk, a load cell is placed just above the iliac crests of the modified pelvis. Tests performed with the modified dummy highlight the need to equip all boosters with side strap guides by illustrating the phenomenon of submarining for those boosters lacking such guides. To help the booster designer position satisfactorily the strap guides integral with the booster, an installation zone is recommended with reference to the 3-year child dummy.  [A]  For the covering abstract, see IRRD 896528.]]></description>
      <pubDate>Wed, 27 May 1998 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/485489</guid>
    </item>
    <item>
      <title>ADULT SEAT BELTS: HOW SAFE ARE THEY FOR CHILDREN?</title>
      <link>https://trid.trb.org/View/485490</link>
      <description><![CDATA[Investigation of crashes involving 121 children aged up to 14 in adult three-point lap/shoulder (lap/sash) belts showed that irrespective of age they were generally well protected even in severe frontal crashes, and none sustained belt-induced inertial neck injury. The prime cause of injury among these children was contact with the interior surfaces of the car, predominantly in side impacts. Lap-belted children sustained a higher proportion of belt-induced abdominal injuries and a similar proportion of head injuries despite mostly being seated in centre positions away from the side of the car. Sled tests with 18-month, three-year-old and six-year-old dummies produced data consistent with the conclusion that adding torso restraint slightly increases the risk of minor (AIS 1 or 2) neck injury, but has the major benefit of reducing the risk of serious head and abdominal injuries. The conclusion of this work is that adult lap/shoulder belts do not present a significant risk of injury to young children.  [A]  For the covering abstract, see IRRD 896528.]]></description>
      <pubDate>Wed, 27 May 1998 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/485490</guid>
    </item>
    <item>
      <title>EFFECT OF HARNESS MOUNTING LOCATION ON CHILD RESTRAINT PERFORMANCE</title>
      <link>https://trid.trb.org/View/485491</link>
      <description><![CDATA[This paper details an experimental investigation into the effect of harness mounting height, relative to the occupant's shoulders, on the performance of forward facing child restraints in frontal impacts. Child restraints typically feature a range of mounting slots for locating the restraint harness in the seat back. There had been speculation that, in frontal crashes, excessively low harness mountings could lead to an increased risk of spinal injuries. The experiments conducted for this project showed that when compared to results for harness slot positions at shoulder level, lumbar compressive forces were significantly larger for harness slot heights below the dummy's shoulders. However, these lower mounting positions produced lower head and neck loads. In all cases, higher mounting positions better limited the dummy's head excursion. All tests were performed twice, and repeatability between identical tests was better than that typically quoted for such experiments. This project establishes a link between the restraint harness mounting height and the level of protection offered to the occupant's spine, head and neck. It recommends that a mounting height at the level of the child's shoulders offers the best overall protection in a frontal impact. It also recommends that the Australian Standard AS 1754-1991 should be amended to increase the minimum height of mounting slots. These recommendations may need to be modified in the future as a result of further research in child biomechanics.  [A]  For the covering abstract, see IRRD 896528.]]></description>
      <pubDate>Wed, 27 May 1998 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/485491</guid>
    </item>
    <item>
      <title>THE VALIDITY OF THE PROPOSED EUROPEAN PEDESTRIAN PROTECTION PROCEDURE AND ITS EXPECTED BENEFITS</title>
      <link>https://trid.trb.org/View/485492</link>
      <description><![CDATA[EEVC has developed a subsystem test procedure for pedestrian assessment. This procedure is the basis of a draft proposal for a European Parliament and Council directive relating to the protection of pedestrians and other road users in the event of a collision with a motor vehicle and amending directive 70/156/EEC. This procedure proposes to use three independent subsystem tests to assess the protection against leg and head injuries. The proposal is discussed taking into account the experience gained in the validation programme. This analysis shows that before the integration of this work into a directive it is necessary to perform additional work. This concerns especially the leg form test for which the design of deformable elements should be optimized, and the reduction to 35 km/h of the impact speed should be considered. The bonnet leading edge test is more questionable, and the potential benefits of such a test are not demonstrated. This test should be at least validated through a specific programme, and the possibility of cancelling this test should be considered. Cost benefit studies give very different results, but three out of the four indicate a high benefit of the procedure.  [A]  For the covering abstract, see IRRD 896528.]]></description>
      <pubDate>Wed, 27 May 1998 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/485492</guid>
    </item>
    <item>
      <title>MOTORCYCLE IMPACT PERFORMANCE: FURTHER RESULTS</title>
      <link>https://trid.trb.org/View/485493</link>
      <description><![CDATA[This paper describes the results of 101 full scale motorcycle/car impact tests to evaluate the effects of various engine guard treatments and impact configurations, and also the effects of a passenger and vehicle speed combinations on impact performance and kinematic injury potential (KIP) for various motorcycle models. Included were seven different impact configurations, two moving/moving speed combinations, tests with and without passengers, three different add-on engine guards and three different motorcycle types. The impact dummies used were a partially instrumented fiftieth percentile male Hybrid II (operator dummy) and fifth percentile female (passenger dummy). Data included dummy and vehicle trajectory information from high speed films and electronically measured accelerations. Changes in kinematic injury potential due to the addition of add-on engine guards, passengers, and speed variations were analyzed. Conclusions and recommendations based on statistical analysis of the data are presented.  [A]  For the covering abstract, see IRRD 896528.]]></description>
      <pubDate>Wed, 27 May 1998 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/485493</guid>
    </item>
    <item>
      <title>APPLICATION OF ISO 13232 TO MOTORCYCLIST PROTECTIVE DEVICE RESEARCH</title>
      <link>https://trid.trb.org/View/485494</link>
      <description><![CDATA[International Standard 13232 has been developed and internationally approved for the purpose of providing common research methods for assessing the feasibility of protective devices which might be fitted to motorcycles and which are intended to reduce injuries to riders resulting from car impact. The Standard represents the current international consensus of relevant experts from 10 participating nations reached through the committee process. The Standard involves agreed methods for description of a standardized motorcycle accident population, a specialized motorcyclist crash dummy, measurement methods, injury indices, full scale test procedures and conditions, and methods for calibrating and using computer simulations to predict performance across the population of accidents. The Standard provides a practical and specific means for evaluating the comparative effects of proposed protective devices. Results of applying the Standard to a full scale test evaluation of an example proposed UKDS motorcycle leg protector device are presented and discussed, along with suggestions for possible future refinements of the Standard.  [A]  For the covering abstract, see IRRD 896528.]]></description>
      <pubDate>Wed, 27 May 1998 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/485494</guid>
    </item>
    <item>
      <title>PRECISION REPLICATION OF MOTORCYCLE COLLISION</title>
      <link>https://trid.trb.org/View/485495</link>
      <description><![CDATA[Crashworthiness of motorcycles has been evaluated over a period in excess of twenty-five years by means of crash testing motorcycles into automobiles. A common problem associated with this type of activity is the failure to maintain sufficient accuracy to allow repeatability. This is particularly true where both the automobile and the motorcycle are moving at the time of impact. This paper describes a highly accurate method of performing collisions between a moving motorcycle (with dummies aboard) and a moving automobile where the intent was to replicate actual on-road accidents. Summaries of eight demonstration collisions, which were performed between 1986 and 1995, are provided here. Each collision was predicated on an actual on-road accident. In each of the accident collisions the suggestion had been made that a steel loop type "crash bar" would have prevented injury. The object of these replicated collisions was to demonstrate the effects of these structures under actual accident conditions. These collisions were analyzed utilizing high speed 16mm film, real time videography and still photography. The photography, videography, crashed vehicles and dummies were reviewed to make measurements and comparisons between them and the actual persons and vehicles involved in the original accident.  [A]  For the covering abstract, see IRRD 896528.]]></description>
      <pubDate>Wed, 27 May 1998 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/485495</guid>
    </item>
    <item>
      <title>IMPROVEMENT OF MOTORCYCLE RIDERS SECONDARY SAFETY BY PROTECTORS FITTED TO RIDERS CLOTHING</title>
      <link>https://trid.trb.org/View/485496</link>
      <description><![CDATA[This paper describes the draft CEN-standard (prEN 1621-1) named "Motorcyclists Protective Clothing against Mechanical Impacts, Part 1". It contains performance requirements for impact protectors fitted to motorcyclists' clothing. Impact protectors meeting the requirements of the standard will provide some protection against injury caused by impacts with road surfaces in motorcycle accidents. Injuries from impacts with such objects or other vehicles may be slightly reduced, although the capacity and performance of protectors is limited. This draft standard is the result of a long period of discussion and research within CEN/TC 162 working group 9. In his conclusion the author distinguishes between the different tasks of the motorcycle riders' clothing such as protection against atmospheric conditions and the secondary safety performance limited to protectors. He points out that further research is necessary to improve both the protectors and the standard. Quoting from an official document of the EU Commission, the author gives a negative answer to the question if there is an additional safety potential in riders clothing. He underlines the basic conflict requirements, for example the increase of secondary safety versus the limited manoeuvrability of the rider, which may cause accidents. Another conflict of requirements is the one of secondary safety versus primary safety which may occur if the rider's ability to handle his bike safely is negatively influenced by clothing reducing the fitness. The author proposes follow-up research before further standards for every kind of riders clothing could possibly be discussed.  [A]  For the covering abstract, see IRRD 896528.]]></description>
      <pubDate>Wed, 27 May 1998 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/485496</guid>
    </item>
    <item>
      <title>AGING PROCESS AND SAFETY ENHANCEMENT OF CAR OCCUPANTS</title>
      <link>https://trid.trb.org/View/485497</link>
      <description><![CDATA[Seat belts, knee-bolsters, and air bags have been developed for many years and are being used more widely. But passive safety can still be enhanced and must take a greater account of the occupants' specificities. In industrialized countries it is expected that by 2025, nearly 22% of the population will be more than 60 years old. Meanwhile new technologies, mainly electronic control, could soon be used to monitor a number of components of the restraint system even anticipating the crash initiation. For example, air bags and pretensioners are activated by crash sensors, belt anchorages are movable on the B-pillar as well as head restraints on the seat-back. It is therefore advisable to look at the ways to improve the restraint systems' efficiency for elderly drivers and passengers. After recalling the issue at stake from accident statistics, a literature search aims at investigating how and to what extent the human tolerance to impact is weakened by aging so that the variation of tolerance levels to impact could be estimated and proposed for consideration when developing intelligent restraint systems.  [A] For the covering abstract, see IRRD 896528.]]></description>
      <pubDate>Wed, 27 May 1998 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/485497</guid>
    </item>
    <item>
      <title>A UNIVERSITY'S VIEW ON MOTORCYCLE SAFETY - RECENT RESEARCH RESULTS AND FUTURE PERSPECTIVES</title>
      <link>https://trid.trb.org/View/485498</link>
      <description><![CDATA[Funded by the Bundesanstalt fuer Strabenwesen fzd, intensified experimental man-machine-interface- (MMI-) research by looking into the braking behaviour of motorcyclists in real traffic was undertaken. Measurements and video data documented that even in "normal" driving situations the braking behaviour differs from the ideal braking. Extraordinary requirements asked from the driver in certain driving situations decrease the braking performance even more. In many situations higher decelerations were possible and necessary. The fear of locking the front wheel seems to be fixed in the riders consciousness of the subjects and prevents maximum deceleration. The braking performance of riders on motorcycles equipped with today's standard independent braking system is insufficient in dangerous situations. An outlook on future perspectives of enhancing the safety of motorcycles is given.  [A] For the covering abstract, see IRRD 896528.]]></description>
      <pubDate>Wed, 27 May 1998 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/485498</guid>
    </item>
    <item>
      <title>EEVC TEST METHODS TO EVALUATE PEDESTRIAN PROTECTION AFFORDED BY PASSENGER CARS</title>
      <link>https://trid.trb.org/View/485499</link>
      <description><![CDATA[In 1987 the European Experimental Vehicles Committee set up Working Group 10 with the task to improve an existing proposal for an EC Directive with respect to pedestrian protection and to coordinate the necessary research. This Working Group finalized its activities in 1994. This paper gives a general description and background information of the test methods developed by EEVC WG10 for assessing the protection afforded to pedestrians by the fronts of cars in an accident. The test methods are based on three sub-system tests, essentially to the bumper, bonnet leading edge and bonnet top surface. Each of the test conditions are generally based on a car to pedestrian impact velocity of 40 km/h but for the assessment of the leading edge of the bonnet, the test conditions are adjusted to compensate for the influence of vehicle shape. The acceptance levels for the tests are based on the characteristics of the weaker sections of the adult population including the aged, who have been shown to be the most susceptible to injury. The test methods are considered to be appropriate to children, but a separate child head impact test has been included to assess their particular requirements.  [A]  For the covering abstract, see IRRD 896528.]]></description>
      <pubDate>Wed, 27 May 1998 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/485499</guid>
    </item>
    <item>
      <title>CHILD RESTRAINT EVALUATION PROGRAM</title>
      <link>https://trid.trb.org/View/485500</link>
      <description><![CDATA[The Roads and Traffic Authority, the NRMA Ltd and the Australian Consumers' Association (ACA) conducted the first stage of an ongoing joint program to provide consumers with information which will enable them to make an informed choice when purchasing a child restraint system (CRS). This should allow market forces to bring about consumer driven improvements to CRS design. CRS's were examined for their: (1) Performance in crash tests which were more rigorous than the Australian Standards tests; (2) Ease of installation and ease of use; and (3) Compatibility with a represntative range of popular motor vehicles. Twenty-two CRS's were evaluated. These included dedicated rearward facing infant restraints, dedicated forward facing child seats, convertibles (CRS's which convert from rearward facing infant restraints to forward facing child seats), booster seats (with back and sides), and booster cushions (backless). At the conclusion of the program, the results were presented in a national subscription consumer magazine with advice to consumers as to what to buy. Wider consumer access was arranged through a brochure in which a CRS was given a Preferred Buy rating if it performed well in all the crash tests and scored well for ease of correct installation and for ease of use.  [A]  For the covering abstract, see IRRD 896528.]]></description>
      <pubDate>Wed, 27 May 1998 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/485500</guid>
    </item>
    <item>
      <title>HEAD AND NECK INJURY IN SIDE IMPACTS</title>
      <link>https://trid.trb.org/View/485501</link>
      <description><![CDATA[This paper discusses the injuries that result from side impact crashes in Australia, and identifies the high incidence and cost to the community of head and neck injury. The limitations of injury risk measurement are discussed, as well as the need to achieve protection for the whole community. It cautions that strategies concerned with only one performance measure (such as government regulation or NCAP test) can lead to ineffective protection for the community. It proposes the use of a biomechanical injury cost model in the development of occupant protection to achieve the maximum benefit to the Australian community, in terms of minimisation of injury and cost to the community.  [A]  For the covering abstract, see IRRD 896528.]]></description>
      <pubDate>Wed, 27 May 1998 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/485501</guid>
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