Slide 1.

Title Slide: Evaluating Incompatibility in Side Impacts. The Seattle
CIREN team (Mock, Kaufman) from the Harborview Injury Prevention and
Research Center at the University of Washington.

Slide 2.

Light Trucks Vehicle (LTV) sales and registrations have increased over
the last decade shown by this graph completed for NHTSA's research
program for aggressivity and fleet compatibility done by Howell,
Summers, and Prasad.

Slide 3.

This graph of data from NHTSA's Traffic Safety Fact s shows the number
and type of vehicles involved in all motor vehicle traffic deaths during
each year from 1994 to 2002. A gradual increase of Light Truck Vehicles
(LTV) has occurred with a gradual decrease of passenger vehicles.

Slide 4

This slide shows the following Side Impact Groups that will be used
during this presentation. Passenger vehicles will be noted as "PV" and
light truck vehicles will be noted as "LTV". Each figure shows the four
impact groups between PV's and LTV's: front of PV into side of PV, front
of LTV into side of PV, front of PV into side of LTV, and front of LTV
into side of LTV.

Slide 5

This graph is from the National Highway Traffic Safety Administrations
research paper number 307 by Summers, Hollowell and Prasad that shows
the numbers of fatalities in vehicle to vehicle collisions for over the
last two decades. The number of fatalities of occupants in passenger
vehicle struck by light truck vehicles has increased over this time. The
graph also shows that the occupant deaths in passenger car with
passenger car collisions had decreased.

Slide 6

This slide shows the weighted frequency and national estimates of each
of the front to side impact groups defined in our presentation using the
National Automotive Sampling System data from years 1993 to 2004. The
chart shows that PV into PV at 63.8%, LTV into PV at 21.3%, PV into LTV
at 10.7%, and LTV into LTV at 4.9%.

Slide 7

Using the National Automotive Sampling System data for all crash types,
this graph shows the maximum injury an occupant had using the
abbreviated injury scale versus the amount of door intrusion that occur
at the seated location. The injuries assessed involved only the thorax,
abdomen, and pelvis. The graph shows an increase in injury severity with
the increase in the amount of door intrusion. The image shows an
interior view of a seat position with door panel intrusion.

Slide 8

The following graph shows the percentage of crashes occurring in defined
magnitudes of intrusion for the front seat occupants in each side impact
group. The graph shows almost half of the crashes in the LTV into PV
group had intrusion greater than 30 centimeters and 80% of this group at
or above 15 centimeters.

Magnitude of intrusion is defined as follows: magnitude 1 as 3 to less
than 8 centimeters, magnitude 2 as 8 to less than 15 centimeters,
magnitude 3 as 15 to less than 30 centimeters, magnitude 4 as 30 to less
than 45 centimeters, magnitude 5 as 46 to 60 centimeters, and magnitude
6 as greater than or equal to 61 centimeters.

Slide 9

The following charts shows the percentage of moderate (AIS 2) or greater
injuries occurring at the head, thorax, pelvis and abdomen for front
seat occupants in each side impact group. For the head the LTV into PV
group had 26% following by the LTV to LTV group at 23%. For the thorax
the LTV into PV group lead with 26%, following by the PV to PV group
with 16%. For the pelvis the LTV into PV group had 19% followed by the
PV to PV group at 13%. For the abdomen injuries the LTV into the PV
group had 15% followed by the PV into PV and the LTV into LTV both at
9%. The chart has the percentages in bold for the LTV into PV group for
all the body regions because this group had highest percentage.

Slide 10

This slide shows a chart of the maximum injury for the whole body based
on AIS, the abbreviated injury scale for each side impact group. The LTV
into PV group had the highest with 2.16, followed by the LTV into LTV at
1.54, PV into PV at 1.52, and PV into LTV at 1.14. The LTV is almost
double that of PV into LTV.

Slide 11

This figure shows the longitudinal location codes used to define the
collision deformation classification code, also known as CDC code. The
CDC code is used to assess the location of the direct damage and in this
case for side impacts. For every side impact crash a CDC is assigned to
define the longitudinal location of the direct damage and will be used
to evaluate. The zone are labeled with the P zone as direct damage on
the side of vehicle from the base of windshield to the top of the second
or last seat back row in the passenger compartment. Think of the P zone
as the passenger compartment zone. The F zone is any direct damage
forward of the P zone and the B zone is any damage rear of P zone. Then
direct damage that includes the F and P zone is called the Y zone, and
any direct damage includes the P zone and the B zone is called the Z
zone. Then any direct damage to the whole side of vehicle is defined as
the D Zone. The codes can be used on either the left or right side.

Slide 12

This slide shows an image of real damage to the side of vehicle
demonstrating direct damage into the side of the door panel and P zone.
An interior image also shows the amount of door panel intrusion into the
occupant's seated position.

Slide 13

This slide shows another image of direct damage into the passenger door
panel areas of four door sedan demonstrating the P zone impact.

Slide 14

This slide shows a four door sedan with direct damage at the direct door
panel that extends up to the fender and wheel well. This direct damage
is demonstrating the Y zone.

Slide 15

This is image of a compact pickup truck with direct side impact damage
that includes the whole left side of the vehicle and is demonstrating
the D zone.

Slide 16

The slide shows two images of four door sedans both with direct damage
on both side impact door panel that extends to the back of vehicle and
rear tire. This direct damage demonstrates the Z zone impact.

Slide 17

This chart is showing the weighted frequency by the CDC side impact
zones for each side impact group. This data is from the National
Automotive Sampling System Crashworthiness Data System from 1993-2004.
For the PV into PV group the F zone (35%) occurred the most followed by
the Y zone at 29%. For the LTV into PV group the Y zone occurs more
often with 37%. For the PV into LTV group the Y zone also occurred the
most at 35%. The LTV to LTV group the Y zone was also dominant at 47%.
The chart has all the Y zone highlighted as bold since the Y zone was
the most dominant side impact zone for all the side impact groups.

Slide 18

This is a chart showing the percentage of AIS 2 (moderate) or greater
head injuries that occurred in each side impact zone for each side
impact group. Specifically the LTV into PV group showed 40% of the D
zone impact occupants had head injuries but on the previous slide this
only made up 4% of the crashes in the groups zone. Continuing to examine
these head injuries in the LTV to PV group, the P zone had 22%, the Y
zone had 28%, and the Z zone had 27%. Overall this group had the most
head injuries compare to the other side impact groups. Other significant
data on this chart involve the LTV to LTV group's Y zone which had 27%.
The data noted is highlighted in bold on this chart.

Slide 19

This is a chart showing the percentage of AIS 2 (moderate) or greater
thoracic injuries that occurred in each side impact zone for each side
impact group. Specifically the LTV into PV group showed 37% of the D
zone impact occupants had thoracic injuries. Continuing to examine these
thoracic injuries in the LTV to PV group, the P zone had 37%, the Y zone
had 29%, and the Z zone had 25%. Overall this group had the most head
injuries compare to the other side impact groups. Other significant data
on this chart involve the LTV to LTV group's D zone which had 28%. The
data noted is highlighted in bold on this chart.

Slide 20

This is a chart showing the percentage of AIS 2 (moderate) or greater
pelvic injuries that occurred in each side impact zone for each side
impact group. Specifically the LTV into PV group showed 32% of the D
zone impacts the occupants had pelvic injuries. Continuing to examine
these pelvic injuries in the LTV to PV group, the P zone had 29%, the Y
zone had 23%, and the Z zone had 11%. Overall this group had the most
pelvic injuries compare to the other side impact groups. Other
significant data on this chart involve the D zone of the LTV to LTV with
21% and the PV to PV had 28%. The data noted is highlighted in bold on
this chart.

Slide 21

This chart shows the maximum mean injury based on the abbreviated injury
scale for all the side impact groups in each side impact zone. The LTV
to PV group was the greatest for the side impact zones that involved the
passenger compartment with 3.01 for the D zone, 2.52 for the P zone,
2.43 for the Y zone and 2.08 for the Z zone. These are all highlighted
in bold.

Slide 22

The following charts show the occupant's role in the data presented.
Consistently among all the side impact groups the drivers were three to
one front right passengers.

Slide 23

This graph shows the percentages of the six magnitudes of intrusion for
each side impact groups P zone impacts. Over half of the LTV to PV
impacts had a magnitude of intrusion at and greater than magnitude 4.

Slide 24

These diagrams and photos of vehicle damage demonstrate that the side
impact damage width matches the end width of the striking vehicle in a 3
or 9 o'clock direction of force and the side impact damage width will be
greater than the striking end width in a 2 or 10'clock direction of
force impact.

Slide 25

In all the side impact groups 10 and 2 o'clock occurred twice that of 9
and 3 o'clock. The principal direction of force was evenly distributed
among all the side impact zones in each side impact group.

Slide 26

This slide shows a images of the impact height of an LTV into the side
of passenger vehicle. Some of the LTV bumper frame heights are
overriding the lateral side impact support beams.

Slide 27

This shows a skeleton with a schematic of door panel that might have
upper door panel intrusion above the support beam and impact the
occupant's chest.

Slide 28

These two images show the interior views of upper door panel intrusion
into an occupant seated position that occurred from LTV impact.

Slide 29

This case vehicle shows an exterior view of a compact sedan that had a
side impact into the upper door panel from a light truck vehicle. The
front right seat passenger was an elderly male who was wearing his
lap/shoulder belt.

Slide 30

This image shows the interior view show the upper door panel intrusion
with a skeleton diagrams showing this impacted the chest.

Slide 31

This case occupant experienced a severe chest injury, a serious head
injury, and a moderate abdomen injury.

Slide 32

The following article by the Seattle CIREN team (Acierno S, Kaufman R,
Mock C, Rivara F, Grossman D. Vehicle mismatch: Injury patterns and
severity. [Accident Analysis and Prevention]{.underline} 39 (2004)
761-772.) summarized the percentage injuries that occurred to the body
regions of passengers PV struck in side impacts by an LTV. A diagram
shows that 74% of these injuries occurred to the chest were moderate or
greater in severity.

Slide 33

The following is two still frames from a side impact crash test with an
LTV into a PV. The front of LTV hood and grill are into the window area
at time of impact creating potential direct contact with the occupant's
head.

Slide 34

The following images show the front of an LTV that impacted the side of
a PV. An area circle in red on the hood in both the frontal and profile
view of the front shows a potential head contact. The body diagram shows
that driver sustained critical head injuries along with severe chest and
pelvis injuries.

Slide 35

The interior view of this crash shows the occupant contacts of the chest
and pelvis into the door panel. The contacts deformed and cracked the
interior of the door panel. The image also highlights that a raised
center console is located in the vehicle.

Slide 36

The images shown display the exterior damage of passenger vehicle struck
by a passenger vehicle that caused the lower door panel intrusion. This
caused a moderate pelvic fracture due to the direct contact to the
pelvis.

Slide 37

The CIREN case review involves a PV impacting the side of an LTV that
generated a lower door panel intrusion on the pelvis and subsequently
induced a rollover of the LTV from the low center of gravity impact.

Slide 38

The images show the moderate exterior damage to the left side of the LTV
at the lower area of the driver door. This side damage was a Y zone
impact with a 10 o'clock principal direction of force. The case occupant
was the restrained driver who was wearing a lap and shoulder belt and no
air bags deployed.

Slide 39

The images show the interior of the driver's seat position with occupant
contacts highlighted. Another view shows the profile of the door panel
intrusion with the lower part of the door leading . Another image shows
a scuff mark on the center console.

Slide 40

Summary of this occupants injuries involved serious bilateral chest
injuries with a moderate pelvic fractures. A diagram shows the lower
door intrusion impacted the pelvic and the upper chest injuries were
from the contact with the armrest and the raised center console.

Slide 41

With the chance of a rollover when the front of one vehicle impacts the
side of another vehicle the National Automotive Sampling System was
evaluated. The chart shows the weighted data of all the side impact
groups. Over half of these rollover crashes occurred to an LTV when
struck in the side by a PV. The national estimates showed that about
7200 LTV rollovers crashes occurred annually when struck by a PV. The
next side impact groups was the PV to PV impact with about 3441 as a
yearly estimate making up about 25% of these types of side impact
induced rollovers.

Slide 42

The following slide summarizes briefly the work done by the Seattle
CIREN team in an article called, "The Role of Door Orientation on
Occupant Injury in a Nearside Impact. A CIREN, MADYMO modeling and
experimental study. Traffic Injury Prevention, 6:372-378, 2005" The
tests done allowed changing the angle of the door and evaluating the
peak accelerations to the pelvis and at T4. The peak accelerations
increased as the lower leading door angle and also increased at T4 with
the upper door leading angle.

Slide 43

The article sited in the previous slide also conduct computer simulation
models using various dummy models and similar resulted occurred at the
pelvis and T4 as explained on the previous slide.

Slide 44

The charts shows a summary of the 119 CIREN cases that were examined to
determine the door intrusion angle as lower and upper door leading and
the injuries that occurred to the pelvis, and number of rib fractured.
Door panels that intruded and remained vertical were also evaluated. The
summary of data also showed an increase in pelvic injuries with a lower
door leading intrusion that would contact the pelvis. Likewise more ribs
fractures occurred with cases that the upper door panel intrusion with
about two thirds of these PV occupants struck by an LTV.

Slide 45

The following slide discussed the limitation of National Automotive
Sampling System data that only documents all door panel intrusion
measurements at the max point on any location of the door panel. CIREN
data allowed evaluation of door intrusion height with linked images to
each intrusion. In our evaluation of the door panel intrusion we
suggested creating a quadrant location method to document door panel
intrusion in respect to seat locations.

Slide 46

The following image shows an interior of the frnt passenger position
showing the door panel divided into four quadrants, based on the
location of the seat cushion. The forward half and seat location half of
the door are divided by the front of the seat cushion location at the
time of impact. The upper and lower division line is referenced by the
location of the armrest. Currently the max point of intrusion can be
document on any location of the door panel. Utilizing this door panel
quadrant location of door panel intrusion could improve statistical
evaluation on occupant body regions.

Slide 47

The following article, "Reducing primary and secondary impact loads on
the pelvic during side impacts-2005 ESV PAPER NUMBER 05-0036" completed
by our team evaluated the magnitude of intrusion with the presence of
raised center console. The following chart shows the number of pelvic
fractures that occurred for each magnitude of door panel intrusion. In
the magnitude of 15 to 30 centimeter there were three times as many
pelvic injuries when a center console was presence versus those with
none. In the 31 to 60 centimeter group the presence of a pelvic injury
occurred in four times as many cases that did not have a center console.

Slide 48

This case review show the exterior damage of a compact truck struck in
the right side by another LTV. The case occupant was a female in the
front right seat who was wearing a lap and shoulder belt. The scene
diagram shows the vehicle lost control and slid laterally in the
opposite lane when impacted.

Slide 49

The images here show the damage to this vehicle involved a Y zone impact
with a moderate delta V with a lateral direction of force.

Slide 50

The images here show the door panel had intruded 45 centimeters or about
18 inches. Contact evidence is highlighted with contact markers on the
door panel and also on the deformity of the raised center console.
Serious bilateral pelvic fractures occurred to the case occupant.

Slide 51

The following slide compares bilateral and unilateral pelvic fractures.
Bilateral fractures are as follows: highly unstable, significant
hemorrhage can occur, surgical intervention is necessary, an internal
organ or the bladder can be injured, and finally a delayed sexual or
urinary dysfunction may develop. For unilateral type pelvic fractures,
they tend to be more stable, have minimal hemorrhage and are treated
non-surgically.

Slide 52

The following two images show a deployed seat back and head curtain side
impact air bags. Side impact air bags provide head and chest protection
and appear to be a possible preventive measure to vehicle
incompatibility.

Slide 53

This case review involved a 2000 four door passenger vehicle that was
struck in the right side by a LTV. An image shows this damage. A scene
diagram show an intersection with the two vehicle colliding.

Slide 54

The two images show the direct damage on the right side of this
passenger vehicle at the P zone. A box highlights the direct impact
location of the LTV which appears to be at the upper part of both right
door panels. A profile view shows some extrication damage to the door.

Slide 55

The following case occupant was seated in the front right position and
occupant contacts were noted on the B pillar and door panel. It also
should be noted that a raised center console is present.

Slide 56

The two images show the seat position with a profile view showing the
extent of intrusion of the B pillar and door panel.

Slide 57

The image shows whole seated location with the deployed door mounted
side impact air bag with a gauge crossed on it for reference.

Slide 58

The injury summary and diagram on this slide shows that the side impact
air bag seemed to be protective for the upper chest and head in the side
impact from an LTV. The lower door panel intrusion below the air bag
appeared to cause a serious lower chest injury. A pelvic fracture also
occurred to this case occupant.

Slide 59

The following are the conclusion for this presentation. The height and
magnitude of the door intrusion correlated with location of injury and
severity. The LTV into the PV side impact group had the greatest
percentage of head, thoracic, abdominal, and pelvic injuries. The CIREN
data allowed evaluation of door intrusion angles, and suggest document
the location of door panel intrusion using a door quadrant
documentation. The PV into LTV accounted for half of all the rollovers
induced by side impact collisions.

Slide 60

The following conclusions continued showed that for all the impact
groups the Y-zone impact was the most common. The data also showed that
a 10 and 2 o'clock direction of force occurred twice that of 9 and 3
o'clock in all side impact zones and groups. The LTV into PV group had
the greatest injury in each body region evaluated each of the side
impact zones that included the passenger compartment. Case review showed
that a side impact air bag was preventive in an LTV into PV side impact
crash.