Relevant bibliographies by topics / Side Impact Crash Tests

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  2. Dissertations / Theses
  3. Books
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Academic literature on the topic 'Side Impact Crash Tests'

Author: Grafiati
Published: 4 June 2021
Last updated: 17 February 2022

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Journal articles on the topic "Side Impact Crash Tests"

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Lee, Youngmyung, and Gyung-Jin Park. "Non-linear dynamic response structural optimization for frontal-impact and side-impact crash tests." Proceedings of the Institution of Mechanical Engineers, Part D: Journal of Automobile Engineering 231, no. 5 (July 18, 2016): 600–614. http://dx.doi.org/10.1177/0954407016658146.

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Vehicle crash optimization is a representative non-linear dynamic response structural optimization that utilizes highly non-linear vehicle crash analysis in the time domain. In the automobile industries, crash optimization is employed to enhance the crashworthiness characteristics. The equivalent-static-loads method has been developed for such non-linear dynamic response structural optimization. The equivalent static loads are the static loads that generate the same displacement field in linear static analysis as those of non-linear dynamic analysis at a certain time step, and the equivalent static loads are imposed as external loads in linear static structural optimization. In this research, the conventional equivalent-static-loads method is expanded to the crash management system with regard to the frontal-impact test and a full-scale vehicle for a side-impact crash test. Crash analysis frequently considers unsupported systems which do not have boundary conditions and where adjacent structures do not penetrate owing to contact. Since the equivalent-static-loads method uses linear static response structural optimization, boundary conditions are required, and the impenetrability condition cannot be directly considered. To overcome the difficulties, a problem without boundary conditions is solved by using the inertia relief method. Thus, relative displacements with respect to a certain reference point are used in linear static response optimization. The impenetrability condition in non-linear analysis is transformed to the impenetrability constraints in linear static response optimization.
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Ray, Malcolm H., and Kamarajuggada Hiranmayee. "Evaluating Human Risk in Side Impact Collisions with Roadside Objects." Transportation Research Record: Journal of the Transportation Research Board 1720, no. 1 (January 2000): 67–71. http://dx.doi.org/10.3141/1720-08.

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Full-scale crash tests are traditionally used to assess the danger posed by roadside object. Crash test evaluation criteria should relate the observable response of the vehicle and the struck object to the likely risk of injury to vehicle occupants in similar real-world collisions. Side impact collisions are particularly serious impacts, but no evaluation guidelines exist. A simple method is presented for determining human risk in a side impact collision with a roadside object from the velocity profile of the impacted face of the struck object. This method not only eliminates the use of anthropometric test devices in crash tests, but also gives conservative values to account for the variable occupant position at the time of impact.
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Tsoi, Ada, Nicholas Johnson, and H. Gabler. "Validation of Event Data Recorders in Side-Impact Crash Tests." SAE International Journal of Transportation Safety 2, no. 1 (April 1, 2014): 130–64. http://dx.doi.org/10.4271/2014-01-0503.

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Ray, Malcolm H., Martin W. Hargrave, John F. Carney, and K. Hiranmayee. "Side-Impact Crash Test and Evaluation Criteria for Roadside Safety Hardware." Transportation Research Record: Journal of the Transportation Research Board 1647, no. 1 (January 1998): 97–103. http://dx.doi.org/10.3141/1647-12.

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During the past decade, reducing the severity of side-impact collisions has been an emerging area of research by a variety of organizations and research communities. The motor vehicle manufacturing and regulatory communities in the United States, Europe, and many other countries have developed dynamic side-impact test and evaluation criteria to reduce the severity of vehicle-to-vehicle side-impact collisions. Similarly, the international research community has developed test procedures for performing impacts into poles, one of the most severe types of side-impact collisions. Preliminary side-impact test and evaluation procedures have been conducted for roadside safety hardware, like guardrails, guardrail terminals, luminaire supports, utility poles, and signs. Recommendations for performing roadside hardware side-impact crash tests are summarized; the results of several side-impact roadside hardware crash tests are described; the proposed test and evaluation procedures are compared with other major side-impact test and evaluation procedures; and areas requiring further research are discussed.
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Azim, A., Aidy Ali, Sahari B. Barkawi, A. A. Nuraini, A. A. Faieza, Tuan Hafandi Tuan Ismail, M. Salleh Salwani, et al. "Performance of Aluminium Alloy Side Door Subjected to Pole Impact Test." Applied Mechanics and Materials 165 (April 2012): 280–84. http://dx.doi.org/10.4028/www.scientific.net/amm.165.280.

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This paper presents the performance of Aluminium Alloy side door subjected to side pole impact test. Aluminium Alloy is used in order to reduce the overall car weight. Therefore further improvements of the Aluminium Alloy side door system were carried out to obtain similar crash performance with the conventional steel side door system. The main crash performance properties are the internal energy, bending displacement, and mass. These properties were used to simulate the pole impact test using LS-DYNA Finite Element software. The improvements techniques used involved parameters such as thickness variation of the parts, ribs addition, beam shape variations, and combination of the factors. From the tests, three designs which include combination of parameters have met the target requirements. Thus, the use of Aluminium Alloy in side door system is acceptable provided there are improvements regarding the crash performance.
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Ariffin, Aqbal Hafeez, Mohd Syazwan Solah, Hamzah Azhar, Mohd Hafzi Mohd Isa, Mohd Khairudin Rahman, Zulhaidi Mohd Jawi, Noor Faradila Paiman, Yahaya Ahmad, and Khairil Anwar Abu Kassim. "Development of Mobile Deformable Barrier for Side Impact Crashworthiness Evaluation in ASEAN New Car Assessment Programme (ASEAN NCAP)." Applied Mechanics and Materials 663 (October 2014): 562–66. http://dx.doi.org/10.4028/www.scientific.net/amm.663.562.

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Side impact crash test simulates a road crash wherein the side of a vehicle is being impacted, either perpendicularly or at an angle, by the front-end of another vehicle of about similar mass. In Malaysia, this crash configuration is the second leading cause of fatality and injury in road crashes after frontal collision. Extensive research have been carried out worldwide in order to mitigate occupant injury in side impact collision through provision of side impact protection system in vehicle such as side impact airbags and side door bars. As a result, various global regulations and consumer test requirements concerning side impacts have been established to evaluate the effectiveness of the said protection system. Recently, the Malaysian government has implemented the United Nation’s regulation pertaining to side impact protection (UN Regulation 95) for new passenger vehicles in the country. Hence, as a newly established automobile safety rating programme in the region, the ASEAN New Car Assessment Programme (ASEAN NCAP) has a plan in the pipeline to implement UN R95 side impact crash test tentatively in its future assessment scheme. A mobile deformable barrier (MDB) was developed as a preparation towards implementing the ASEAN NCAP’s side impact crashworthiness evaluation. This paper describes characteristics and requirements of the UN R95 as well as the development of the MDB according to the regulation. Several tests and improvements were conducted to ensure the MDB is reliable and having high repeatability for testing.
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Ispas, Nicolae, and Mircea Nastasoiu. "Crash Tests and the Loads over Driver Head in Different Side Impact Cases." Applied Mechanics and Materials 823 (January 2016): 181–86. http://dx.doi.org/10.4028/www.scientific.net/amm.823.181.

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Car occupant protection in traffic accidents is a key target of today cars manufacturers. Known as active or passive safety, many technological solutions were developing over the time for an actual better car’s occupant safety. In the real world, in traffic accidents are often involved cars from different generations with various safety historical solutions. The aims of these papers are to quantify the influences over the car driver head loads in cases of different generation of cars involved in side crashes. For each case the experimental load results can be future used to calculate Head Injury Criterion (HIC) [1]
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Wang, Chuan Qing, Deng Feng Wang, and Shuai Zhang. "Research on Lightweight Multi-Objective Optimization for Closed Body-in-White Structure." Applied Mechanics and Materials 724 (January 2015): 93–99. http://dx.doi.org/10.4028/www.scientific.net/amm.724.93.

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The 100% frontal crash and side impact performances of a passenger car are analyzed and compared with tests. The structural optimization of the Closed Body-in-White (BIW) is divided into two stages which are 100% frontal crash safe part optimization and side impact safe part optimization. Use the Optimal Latin hypercube (Opt LHD) design method to generate sample points. Take the Radial Basis Functions (RBF) neural network method to establish optimization approximation model. The non-dominated sorting genetic algorithm (NSGA-II) was used to conduct multi-objective collaborative optimization design. The results show that the total mass of the closed BIW is reduced 9.745kg; the light weight rate was 10.27%. The Crashworthiness performance of the closed BIW does not change obviously.
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Reid, John D., John R. Rohde, and Dean L. Sicking. "Box-Beam Burster Energy-Absorbing Single-Sided Crash Cushion." Transportation Research Record: Journal of the Transportation Research Board 1797, no. 1 (January 2002): 72–81. http://dx.doi.org/10.3141/1797-09.

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A new box-beam burster energy-absorbing single-sided crash cushion (BEAT-SSCC) was designed and crash tested. This energy-absorbing crash cushion is designed to shield a rigid hazard, such as the end of a concrete safety-shaped barrier. Energy-absorbing capabilities of the BEAT-SSCC are based on the bursting tube technology, similar to that used with the box-beam burster energy-absorbing terminal. Five full-scale vehicle crash tests were conducted to evaluate the impact performance of the BEAT-SSCC in accordance with guidelines set forth in NCHRP Report 350: ( a) Test Designation 3-31—pickup truck head-on test; ( b) Test Designation 3-38—pickup truck critical impact point test (two tests to evaluate two different critical impact points); ( c) Test Designation 3-39—pickup truck reverse direction test at midpoint of crash cushion, and ( d) modified Test Designation 3-39—pickup truck reverse direction test at connection to the concrete barrier. The crash cushion performed as designed, and the BEAT-SSCC meets all evaluation criteria for a Test Level 3 crash cushion set forth in NCHRP Report 350. The BEAT-SSCC is being evaluated by FHWA for approval to be used on the National Highway System.
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Lilehkoohi, A. H., A. A. Faieza, B. B. Sahari, A. A. Nuraini, and M. Halali. "Crashworthiness Determination of Side Doors and B Pillar of a Vehicle Subjected to Pole Side Impact." Applied Mechanics and Materials 663 (October 2014): 552–56. http://dx.doi.org/10.4028/www.scientific.net/amm.663.552.

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Pole Side Impact Test is one out of three crash tests described by Euro NCAP standard for star rating of a vehicle and is required for assessing the Adult Occupant Protection. In this paper the goal is to determine the crashworthiness of side doors and B pillar in a Pole Side Impact Test based on Euro New Car Assessment Program (Euro-NCAP) using computer and simulation method. In this matter, a vehicle model has been prepared and meshed using Hypermesh and CATIA. The velocity of 29 km/h has been assigned to the vehicle which was on top of a cart while the pole has been assigned as a rigid static object based on Euro NCAP requirements specifically. Results show that different amounts of energy will be absorbed by each part, such as the side doors and the B pillar, and each part has a different effect on the crashworthiness of the vehicle in a Pole Side Impact Test. It can be concluded that to increase the amount of absorbed energy in a Pole Side Impact Test, the part which has more influence should be taken into greater consideration.
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Dissertations / Theses on the topic "Side Impact Crash Tests"

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Ita, Meagan Eleanor. "Comparison of Q3s Anthropomorphic Test Device Biomechanical Responses to Pediatric Volunteers." The Ohio State University, 2014. http://rave.ohiolink.edu/etdc/view?acc_num=osu1397486884.

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Lenděl, Michal. "Měření zrychlení na struktuře vozu při bočních nárazových zkouškách." Master's thesis, Vysoké učení technické v Brně. Fakulta strojního inženýrství, 2015. http://www.nusl.cz/ntk/nusl-232137.

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This master’s thesis is dedicated to Side Impact Crash Tests Measurement in company Skoda Auto a.s.. Thesis describes measuring chain devices of Crash Test Laboratory, and also transferring and assessment process of crash record. Main part of Thesis describes eligible acceleration transducer attachment to B-Pillar of a vehicle.
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Johnson, Nicholas. "Assessment of Crash Energy - Based Side Impact Reconstruction Accuracy." Thesis, Virginia Tech, 2011. http://hdl.handle.net/10919/76999.

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One of the most important data elements recorded in the National Automotive Sampling System / Crashworthiness Data System (NASS/CDS) is the vehicle change in velocity, or ?V. ?V is the vector change in velocity experienced by a vehicle during a collision, and is widely used as a measure of collision severity in crash safety research. The ?V information in NASS/CDS is used by the U.S. National Highway Traffic Safety Administration (NHTSA) to determine research needs, regulatory priorities, design crash test procedures (e.g., test speed), and to determine countermeasure effectiveness. The WinSMASH crash reconstruction code is used to compute the ?V estimates in the NASS/CDS. However, the reconstruction accuracy of the current WinSMASH version has not previously been examined for side impacts. Given the importance of side impact crash modes and the widespread use of NASS/CDS data, an assessment of the program's reconstruction accuracy is warranted. The goal of this thesis is to quantify the accuracy of WinSMASH ?V estimations for side impact crashes, and to suggest possible means of improving side impact reconstruction accuracy. Crash tests provide a wealth of controlled crash response data against which to evaluate WinSMASH. Knowing the accuracy of WinSMASH in reconstructing crash tests, we can infer WinSMASH accuracy in reconstructing real-world side crashes. In this study, WinSMASH was compared to 70 NHTSA Moving Deformable Barrier (MDB) - to - vehicle side crash tests. Tested vehicles were primarily cars (as opposed to Light Trucks and Vans, or LTVs) from model years 1997 - 2001. For each test, the actual ?V was determined from test instrumentation and this ?V was compared to the WinSMASH-reconstructed ?V of the same test. WinSMASH was found to systemically over-predict struck vehicle resultant ?V by 12% at time of vehicle separation, and by 22% at time of maximum crush. A similar pattern was observed for the MDB ?V; WinSMASH over-predicted resultant MDB ?V by 6.6% at separation, and by 23% at maximum crush. Error in user-estimated reconstruction parameters, namely Principal Direction Of Force (PDOF) error and damage offset, was controlled for in this analysis. Analysis of the results indicates that this over-prediction of ?V is caused by over-estimation of the energy absorbed by struck vehicle damage. In turn, this ultimately stems from the vehicle stiffness parameters used by WinSMASH for this purpose. When WinSMASH was forced to use the correct amount of absorbed energy to reconstruct the crash tests, systemic over-prediction of ?V disappeared. WinSMASH accuracy when reconstructing side crash tests may be improved in two ways. First, providing WinSMASH with side stiffness parameters that are correlated to the correct amount of absorbed energy will correct the systemic over-prediction of absorbed energy when reconstructing NHTSA side crash tests. Second, providing some treatment of restitution in the reconstruction process will correct the under-prediction of ?V due to WinSMASH's assumption of zero restitution. At present, this under-prediction partially masks the over-prediction of ?V caused by over-prediction of absorbed energy. If the over-prediction of absorbed energy is corrected, proper treatment of restitution will correct much of the remaining error observed in WinSMASH reconstructions of NHTSA side crash tests.
Master of Science
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Harle, Nick. "A feasibility study for an optimising algorithm to guide car structure design under side impact loading." Thesis, Cranfield University, 1998. http://ethos.bl.uk/OrderDetails.do?uin=uk.bl.ethos.267334.

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Buzys, Matas, and Sara Nilsson. "Development of a new test methodology for car-to-truck crash." Thesis, KTH, Skolan för industriell teknik och management (ITM), 2019. http://urn.kb.se/resolve?urn=urn:nbn:se:kth:diva-262654.

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Till följ av de stora skadorna som riskeras vid frontalkollision mellan personbil och lastbil, utför Scania CV AB kraschtester för att bättre kunna utveckla komponenter med syfte att skydda passagerarna i personbilen. Den typ av test som denna studie bygger på utvärderar den s.k. FUP:en (engelska Front Underrun Protection). I dagsläget görs ett fullskaligt test, där en personbil avfyras in i en lastbil. Syftet med studien är att undersöka möjligheten att utveckla en förenklad test metod där endast de väsentliga komponenterna från lastbilen inkluderas, och en representativ struktur ersätter personbilen. Om möjligt kommer detta minska kostnaderna samt möjliggöra för större repeterbarhet. Tester och utvärderingar görs med hjälp av simulationer i LS-Dyna, ANSA & META, och designkoncept visualiseras i CAD-programmet CATIA V5. Resultat visar att det finns goda förutsättningar för att ersätta personbilen med en barriär av honeycomb struktur samt att lastbilen kan ersättas med en vagn där de väsentliga komponenterna fäst. Diskussioner kring simuleringarna och designen lyfter fram faktorer som visar på goda utvecklingsmöjligheter, men med betoning på det fortsatta arbetet som krävs.
Scania CV AB are developing components to prevent fatal damages during frontal collisions with passenger cars. Therefore, they need to test their assemblies and specifically FUP (Frontal Underrun Protection). Currently, a full-scale test is done in which a passenger car is launched into a truck. The purpose of this study is to examine and develop the possibility of having a simplified test procedure in which only the relevant components of the truck are included, and a representative structure replaces the car. If possible, this would reduce costs and allow for greater repeatability. Analysis and evaluations are done via finite element models using ANSA, LS-Dyna and META. The conceptual design is visualized using CATIA V5. Results show good indication that the passenger car can be replaced by a trolley with deformable barriers mounted on it and the truck can be replaced by a simplified structure with main FUP components mounted onto it. Discussions about the numerical models results and the conceptual design highlight factors that show promising possibilities, but with emphasis on the continued work that is required.
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Cridelich, Carine caroline. "Influence of retraint systems during an automobile crash : prediction of injuries for frontal impact sled tests based on biomechanical data mining." Thesis, Besançon, 2015. http://www.theses.fr/2015BESA2009.

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La sécurité automobile est l’une des principales considérations lors de l’achat d’un véhicule. Avant d’ être commercialisée, une voiture doit répondre aux normes de sécurité du pays, ce qui conduit au développement de systèmes de retenue tels que les airbags et ceintures de sécurité. De plus, des ratings comme EURO NCAP et US NCAP permettent d’évaluer de manière indépendante la sécurité de la voiture. Des essais catapultes sont entre autres effectués pour confirmer le niveau de protection du véhicule et les résultats sont généralement basés sur des valeurs de référence des dommages corporels dérivés de paramètres physiques mesurés dans les mannequins.Cette thèse doctorale présente une approche pour le traitement des données d’entrée (c’est-à-dire des paramètres des systèmes de retenue définis par des experts) suivie d’une classification des essais catapultes frontaux selon ces mêmes paramètres. L’étude est uniquement basée sur les données du passager, les données collectées pour le conducteur n’ étant pas assez complètes pour produire des résultats satisfaisants. L’objectif principal est de créer un modèle qui définit l’influence des paramètres d’entrées sur la sévérité des dommages et qui aide les ingénieurs à avoir un ordre de grandeur des résultats des essais catapultes selon la législation ou le rating choisi. Les valeurs biomécaniques du mannequin (outputs du modèle) ont été regroupées en clusters dans le but de définir des niveaux de dommages corporels. Le modèle ainsi que les différents algorithmes ont été implémentés dans un programme pour une meilleur utilisation quotidienne
Safety is one of the most important considerations when buying a new car. The car has to achievecrash tests defined by the legislation before being selling in a country, what drives to the developmentof safety systems such as airbags and seat belts. Additionally, ratings like EURO NCAP and US NCAPenable to provide an independent evaluation of the car safety. Frontal sled tests are thus carried outto confirm the protection level of the vehicle and the results are mainly based on injury assessmentreference values derived from physical parameters measured in dummies.This doctoral thesis presents an approach for the treatment of the input data (i.e. parameters ofthe restraint systems defined by experts) followed by a classification of frontal sled tests accordingto those parameters. The study is only based on data from the passenger side, the collected datafor the driver were not enough completed to produce satisfying results. The main objective is tocreate a model that evaluates the input parameters’ influence on the injury severity and helps theengineers having a prediction of the sled tests results according to the chosen legislation or rating.The dummy biomechanical values (outputs of the model) have been regrouped into clusters in orderto define injuries groups. The model and various algorithms have been implemented in a GraphicalUser Interface for a better practical daily use
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Watson, Brock. "Evaluation of Thoracic Response in Side Impact Crash." Thesis, 2010. http://hdl.handle.net/10012/5639.

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Mitigating injury in side impact has been an important topic of research for decades. In the mid 1980’s the American government began a program intended to improve the crashworthiness of vehicles in side impact. This program ultimately led to the introduction of a dynamic side impact test (Federal Motor Vehicle Safety Standard (FMVSS) 214), which new vehicles must pass, along with a very similar test aimed at consumer awareness (New Car Assessment Program (NCAP) side impact test). The work presented in this thesis involved the study and simulation of these tests to evaluate occupant response in side impact, with a focus on the thoracic response. In the first portion of the work presented here, an in-depth study of the National Highway Traffic Safety Administration (NHTSA) crash test database was performed. In this study the results of the side impact crash tests of 72 vehicles were examined to understand the general trends seen in this type of testing with regards to vehicle velocity, side intrusion, and occupant injury prediction. A series of average velocity profile curves was created from accelerometer data at 18 measurement points on each vehicle crash tested. Additionally the injury criterion measured by the front seat occupant was plotted against several vehicle variables (such as mass and occupant arm to door distance) to study the effect these variable had on the injury predicted by the occupant. No single variable was shown to have a strong correlation to injury, although increasing door intrusion distance, peak lateral velocity, the Head Injury Criterion (HIC), and pelvic acceleration were found to positively correlate to thoracic injury. In addition, increasing vehicle model year, vehicle mass, and arm to door (AD) distance showed negative correlations with thoracic injury. Following the survey of the NHTSA database, a finite element model of the NHTSA side impact test was developed. This model included a full scale Ford Taurus model, a NHTSA barrier model and three side impact anthropometric test device (ATD) occupant models, each representing a different 50th percentile male dummy. Validation of this model was carried out by comparing the simulated vehicle component velocity results to the corridors developed in the NHSTA crash test database study as well as comparing these velocities, the vehicle deformation profile, and the occupant velocity, acceleration and rib deflection to several Ford Taurus crash tests from a similar vintage to the finite element model. As this model was intended as a ‘baseline’ case to study side impact and occupant kinematics in side impact, side airbags were not included in this model. A lack of experimental data and a lack of consensuses within the automotive crash community on the proper method of modeling these devices and their effectiveness in real world impacts also led to their exclusion. Following model validation, a parametric study was carried out to assess the importance of the initial position of the occupant on the vehicle door velocity profile and the predicted occupant injury response. Additionally the effect of the door trim material properties, arm rest properties and the effect of seat belt use were studied. It was found that the lateral position of the occupant had an effect on the door velocity profile, while the vertical and longitudinal position did not. The use of seatbelts was shown to have no significant effect in these simulations, due to minimal interaction between the restraint system and occupant during side impact. Furthermore, there was a general decreasing trend in the injury predicted as the initial position of the occupant was moved further inboard, down and forward in the vehicle. Stiffer interior trim was found to improve the injury prediction of the occupant, while changing the material of the foam door inserts had no effect. It was found that in general the occupant remained in position, due to the inertia of the occupant, while the seat began moving towards the centerline of the vehicle. Future considerations could include more advanced restraint systems to couple the occupant more effectively to the seat, or to develop side interior trim that engages the occupant earlier to reduce the relative velocity between the occupant and intruding door. Overall, the model correlated well with experimental data and provided insight into several areas which could lead to improved occupant protection in side impact. Future work should include integrating side airbags into the model, widening the focus of the areas of injury to include other body regions and integrating more detailed human body models.
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Fan, Wei-teng, and 范洧騰. "Simulation of Side Impact Crash for a Sedan Car." Thesis, 2012. http://ndltd.ncl.edu.tw/handle/46646573693721329785.

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碩士
國立屏東科技大學
車輛工程系所
100
This research presents the side impact and analysis, A commercial code, ANSYS is used to establish the finite element model (FEA) of full vehicle, including power train, suspension, transmission, steering, body exterior panel (including: door, fender, engine cradle, trunk, etc.), dummy and interior compartment. The finite element model of HYBRID III 95th crash test dummy is provided from Livermore Software Technology Corp.(LSTC). Static test are first conducted on the BIW to obtain the weight and center of gravity in order to validate the finite element model. Normal mode analysis was performed to obtain the natural frequencies and associated mode shapes of the BIW. Experimental modal analysis (EMA) are conducted on the BIW to validate the analysis results. The FEA results are validated in comparison with the EMA result. Model updating is performed to modify the FE model based on the correlation of natural frequencies and the associated mod shapes. Finally, the equivalent FE model is used to perform the side impact by using software LS-DYNA and based on FMVSS 214 (Federal Motor Vehicle Safety Standard). The IV significant results provide the designer the guidance to reduce passage injury risks.
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Yadav, Vikas. "Finite element modeling and side impact study of a low-floor mass transit bus." Thesis, 2006. http://hdl.handle.net/10057/658.

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Mass transportation systems, specifically bus systems, are a key element of the national transportation network. Buses are one of the safest forms of transportation; nonetheless, bus crashes resulting in occupant injuries and fatalities do occur. According to Traffic Safety Facts reports from 1999 to 2003, an average of 40 fatalities and 18,430 injuries of bus occupants have occurred per year, with side impact accounting for 14 % according to type of impact and by initial point of impact it accounts for 36%. A full scale crash test is considered the most reliable source of information regarding structural integrity and safety of motor vehicles. However, the high cost of such tests and difficulties in collecting data has resulted in an increasing interest in the analytical and computational methods of evaluation. With the advancement in computer simulations, full finite element validated vehicle models are being analyzed for different impact scenarios to predict vehicle behavior and occupant response. This thesis research work presents the procedure for development of a finite element (FE) model of a mass transit bus and the results of its crashworthiness and structural integrity analysis. The finite element model is developed by extracting mid-surface from solid cad model. This model is a detailed model with all parts. All parts are connected using different multi point constraints and special links with failure to model actual types of structural connections such as bolts and spot welds. LS-DYNA non-linear, explicit, 3-D, dynamic FE computer code was used to simulate behavior of the transit bus under different side impact scenarios. A parametric study is done to study structural response of transit bus when impacted by vehicles of different masses, sizes and shapes. A multibody analysis is done to study occupant response to different side impact crash conditions.
Thesis (M.S.)--Wichita State University, College of Engineering, Dept. of Mechanical Engineering
"December 2006."
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Books on the topic "Side Impact Crash Tests"

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El-Habash, N. A. Crash III model improvements: MRB-to-car side impact test of a 90ê moving rigid barrier to a 1981 Chevrolet Citation test speed 35.2 mph. [Washington, D.C.]: National Highway Traffic Safety Administration, 1987.

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Habash, N. A. Crash III model improvements: MRB-to-car side impact test of a 90 ̊moving rigid barrier to a 1981 Chevrolet Citation test speed 35.2 mph. [Washington, D.C.]: National Highway Traffic Safety Administration, 1987.

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3

Stultz, J. Side protection in 2-door and 4-door production vehicles MDB-to-car side impact test of a 26 ̊crabbed moving deformable barrier to a 1981 Chevrolet Citation at 33.5 mph. Washington, DC: U.S. Dept. of Transportation, National Highway Traffic Safety Administration, 1985.

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Stultz, J. Side protection in 2-door and 4-door production vehicles MDB-to-car side impact test of a 26 ̊crabbed moving deformable barrier to a 1981 Chevrolet Citation at 33.5 mph. Washington, DC: U.S. Dept. of Transportation, National Highway Traffic Safety Administration, 1985.

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Stultz, J. Side protection in 2-door and 4-door production vehicles MDB-to-car side impact test of a 26ê crabbed moving deformable barrier to a 1981 Chevrolet Citation at 33.5 mph. Washington, DC: U.S. Dept. of Transportation, National Highway Traffic Safety Administration, 1985.

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Stultz, J. Side protection in 2-door and 4-door production vehicles MDB-to-car side impact test of a 26 ̊crabbed moving deformable barrier to a 1981 Chevrolet Citation at 33.5 mph. Washington, DC: U.S. Dept. of Transportation, National Highway Traffic Safety Administration, 1985.

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Stultz, J. Side protection in 2-door and 4-door production vehicles MDB-to-car side impact test of a 26ê crabbed moving deformable barrier to a 1981 Chevrolet Citation at 33.5 mph. Washington, DC: U.S. Dept. of Transportation, National Highway Traffic Safety Administration, 1985.

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Warner, Charles Y. A perspective on side impact occupant crash protection. Warrendale, Pa: Society of Automative Engineers, 1990.

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Troxel, Lori A. Accident data analysis of side-impact, fixed object collisions. McLean, Va: U.S. Federal Highway Administration, 1994.

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Nordhoff, Lawerance S. Human subject testing in rear, side, and frontal impact simulations: Innovations and advances. Warrendale, PA: SAE International, 2007.

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Book chapters on the topic "Side Impact Crash Tests"

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Dickinson, Edward T. "Motor Vehicle Crash (MVC), Side Impact." In Encyclopedia of Trauma Care, 965–67. Berlin, Heidelberg: Springer Berlin Heidelberg, 2015. http://dx.doi.org/10.1007/978-3-642-29613-0_576.

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Rich, D., W. Kosiak, G. Manlove, S. V. Potti, and D. Schwarz. "A Sensor for Crash Severity and Side Impact Detection." In Advanced Microsystems for Automotive Applications 98, 1–17. Berlin, Heidelberg: Springer Berlin Heidelberg, 1998. http://dx.doi.org/10.1007/978-3-662-39696-4_1.

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Rich, D., W. Kosiak, G. Manlove, S. V. Potti, and D. Schwarz. "A Sensor for Crash Severity and Side Impact Detection." In Advanced Microsystems for Automotive Applications 98, 1–17. Berlin, Heidelberg: Springer Berlin Heidelberg, 1998. http://dx.doi.org/10.1007/978-3-642-72146-5_1.

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Zimmerman, Eric, Vlad Muntean, Tobias Melz, Björn Seipel, and Thorsten Koch. "Novel Pre-Crash-Actuator-System based on SMA for Enhancing Side Impact Safety." In Advanced Microsystems for Automotive Applications 2009, 49–64. Berlin, Heidelberg: Springer Berlin Heidelberg, 2009. http://dx.doi.org/10.1007/978-3-642-00745-3_4.

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Simionescu, Petru A., and Ion Preda. "Example of a High-Speed, Side-Impact, Car Crash Reconstruction Using a Planar Multibody Software." In CONAT 2016 International Congress of Automotive and Transport Engineering, 829–35. Cham: Springer International Publishing, 2016. http://dx.doi.org/10.1007/978-3-319-45447-4_91.

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Kim, Do Hoi, Chan Young Kang, Jong Weon Seo, Jung Han Kim, and Yong Bai Joo. "Ultra High Strength Steel B Pillar Reinforcement Structure to Enhance Side Impact and Roof Crash as Reducing Weight." In Lecture Notes in Electrical Engineering, 53–71. Berlin, Heidelberg: Springer Berlin Heidelberg, 2012. http://dx.doi.org/10.1007/978-3-642-33805-2_5.

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Valtonen, J., and K. Laakso. "Impact Tests on Steel and Aluminium Road Side Columns." In Light-Weight Steel and Aluminium Structures, 205–9. Elsevier, 1999. http://dx.doi.org/10.1016/b978-008043014-0/50126-8.

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Johnston, Alison. "Always a Winning Strategy? Wage Moderation’s Conditional Impact on Growth Outcomes." In Growth and Welfare in Advanced Capitalist Economies, 291–319. Oxford University Press, 2020. http://dx.doi.org/10.1093/oso/9780198866176.003.0009.

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Wages and wage bargaining institutions are foundational components of comparative capitalism research. Supply-side comparative capitalism research has often assumed that wage moderation—facilitated through highly coordinated wage-setting institutions—produces beneficial growth outcomes. This supposition stems from the logic that restrained unit labor cost growth causes firms to increase employment and output. However, through its demand-side perspective, new growth model literature questions the virtues of wage moderation, because the restraint of wages can be detrimental to growth via its suppression of domestic consumption. This chapter empirically tests under what conditions will wage moderation produce economic growth. Using a first-difference, distributive lag panel analysis of eighteen OECD countries from 1970 to 2015, its findings largely resonate with predictions within the growth model literature. In the presence of wage restraint, countries with larger export shares and highly coordinated wage-setting institutions realize higher growth and lower unemployment than countries with smaller export shares and uncoordinated wage-setting institutions. In contrast, wage inflation produces better growth outcomes for countries with uncoordinated wage-setting, relative to those with highly coordinated wage-setting institutions. These results suggest that wage restraint is not a winning strategy for all growth models. Rather, wage moderation is associated with better growth (and unemployment) outcomes only for countries with export-led growth strategies.
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"Challenges for Diadromous Fishes in a Dynamic Global Environment." In Challenges for Diadromous Fishes in a Dynamic Global Environment, edited by Theodore V. Willis. American Fisheries Society, 2009. http://dx.doi.org/10.47886/9781934874080.ch50.

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<em>Abstract</em>.-Consensus-based research uses scientific inquiry as an unbiased tool to contrast opposing positions in resource conflicts. However, when applied inappropriately, science is more likely to polarize opposing parties. Opposing parties also may use a consensus-based research process to delay actions not in their interest. The recreational smallmouth bass (SMB) <em>Micropterus dolomieu </em>fishery in the St. Croix River, New Brunswick-Maine is an example of how consensus-based research failed to bring opposing sides in a natural resource conflict to a mutually agreeable resolution. Recreational fishing guides blamed high alewife <em>Alosa pseudoharengus </em>returns for the crash of a naturalized SMB fishery in the upper watershed and proposed an exclusion law in response. In 1995, Maine legislated that all fishways in the St. Croix River be closed to alewives, with a resulting decline from 2.6 million alewives in 1987 to 900 by 2002. Claims of insufficient data to describe alewife ecological impacts on SMB led to formation of a local, state, provincial, U.S., and Canadian stakeholders science committee charged with developing a study that would describe SMB and alewife interactions. The committee identified the question "has alewife presence contributed to poor SMB population performance" as of primary importance to moving forward to a resolution. To test this hypothesis, SMB condition and growth, and the diet habits and diet overlap of alewives and SMB, were used as indicators of competition. Results, presented here, indicate that growth did not decline in the presence of alewives, age-0 SMB condition did not decline when alewives were present, and diet overlap between the two species was low in three of four lakes examined. Thus, the available data did not indicate that alewives caused poor SMB population performance. The project results helped break down institutional barriers between Maine natural resource agencies. However, local recreational fishermen were not satisfied with the project process or results, claiming that their interests, as represented by the state freshwater fish and game agency, were not seriously considered. They opposed and nearly defeated a bill to reintroduce alewives to the St. Croix River in 2008, again citing insufficient data to justify the action.
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Pouliakis, Abraham, Effrosyni Karakitsou, and Niki Margari. "Cytopathology and the Smartphone." In Advances in Healthcare Information Systems and Administration, 136–64. IGI Global, 2019. http://dx.doi.org/10.4018/978-1-5225-8021-8.ch007.

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Since George Papanicolaou proposed the famous test pap about 60 years ago, and due to heavy impact on cervical cancer reduction, cytopathology became a popular discipline, and in some countries, a medical specialty. The microscope is still the primary device in cytopathology laboratories; however, modalities for molecular tests and networks hosting laboratory information systems and imaging systems produce enormous data. Nowadays, competing mobile devices are integrated with the environment, always connected and always on the user side. Therefore, it is expected that applications for the mobile device targeting cytopathology would flourish. There is potential for applications to various activities of the laboratory including and not limited to training, reporting of results, diagnosis and consultation, management of the laboratory, whole slide imaging and still image capture, quality control and assurance, and numerous channels for interactions between patient-doctor or among medical specialists. The mobile device can enhance the cytopathology laboratory and offer numerous benefits.
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Conference papers on the topic "Side Impact Crash Tests"

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Glaeser, Klaus Peter. "Results of Side impact Tests with the EUROSID." In 31st Stapp Car Crash Conference. 400 Commonwealth Drive, Warrendale, PA, United States: SAE International, 1987. http://dx.doi.org/10.4271/872205.

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Cavanaugh, John M., Timothy Walilko, Anthony Walbridge, Yue Huang, and Albert I. King. "An Evaluation of TTI and ASA in SID Side Impact Sled Tests." In Stapp Car Crash Conference. 400 Commonwealth Drive, Warrendale, PA, United States: SAE International, 1994. http://dx.doi.org/10.4271/942225.

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Cavanaugh, J. M., Y. Zhu, Y. Huang, and A. I. King. "Injury and Response of the Thorax in Side Impact Cadaveric Tests." In Stapp Car Crash Conference. 400 Commonwealth Drive, Warrendale, PA, United States: SAE International, 1993. http://dx.doi.org/10.4271/933127.

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Germane, Geoffrey J., Tyler S. Munson, and Kevin C. Henry. "Side Impact Motor Vehicle Structural Characteristics From Crash Tests." In SAE 2003 World Congress & Exhibition. 400 Commonwealth Drive, Warrendale, PA, United States: SAE International, 2003. http://dx.doi.org/10.4271/2003-01-0495.

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Lau, Ian V. "An Analysis of the MVMA Sponsored Full Scale Side impact Tests." In 33rd Stapp Car Crash Conference. 400 Commonwealth Drive, Warrendale, PA, United States: SAE International, 1989. http://dx.doi.org/10.4271/892431.

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Campbell, Kenneth L., Ronald J. Wasko, and Sherman E. Henson. "Analysis of Side Impact Test Data Comparing SID and BIOSID." In Stapp Car Crash Conference. 400 Commonwealth Drive, Warrendale, PA, United States: SAE International, 1990. http://dx.doi.org/10.4271/902319.

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Lau, Ian V., John P. Capp, and James A. Obermeyer. "A Comparison of Frontal and Side Impact: Crash Dynamics, Countermeasures and Subsystem Tests." In Stapp Car Crash Conference. 400 Commonwealth Drive, Warrendale, PA, United States: SAE International, 1991. http://dx.doi.org/10.4271/912896.

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Irwin, Annette L., Aleta Sutterfield, Timothy P. Hsu, Agnes Kim, Harold J. Mertz, Stephen W. Rouhana, and Risa Scherer. "Side Impact Response Corridors for the Rigid Flat-Wall and Offset-Wall Side Impact Tests of NHTSA Using the ISO Method of Corridor Development." In 49th Stapp Car Crash Conference. 400 Commonwealth Drive, Warrendale, PA, United States: SAE International, 2005. http://dx.doi.org/10.4271/2005-22-0019.

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Arbelaez, Raul A., Joseph M. Nolan, Gregory J. Dakin, and Adrian K. Lund. "Comparison of EuroSID-2 and SID-IIs in Vehicle Side Impact Tests with the IIHS Barrier." In 46th Stapp Car Crash Conference (2002). 400 Commonwealth Drive, Warrendale, PA, United States: SAE International, 2002. http://dx.doi.org/10.4271/2002-22-0019.

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Irwin, Annette L., and Harold J. Mertz. "Rationale for and Dimensions of Impact Surfaces for Biofidelity Tests of Different Sizes of Frontal and Side Impact Dummies." In 54th Stapp Car Crash Conference. 400 Commonwealth Drive, Warrendale, PA, United States: SAE International, 2010. http://dx.doi.org/10.4271/2010-22-0002.

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Reports on the topic "Side Impact Crash Tests"

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Witte, M. C., T. F. Chen, G. C. Mok, S. S. Murty, and L. E. Fischer. Evaluation of low-velocity impact tests of solid steel billet onto concrete pads, and application to generic ISFSI storage cask for tipover and side drop. Office of Scientific and Technical Information (OSTI), March 1997. http://dx.doi.org/10.2172/584739.

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Williams, Michael, Marcial Lamera, Aleksander Bauranov, Carole Voulgaris, and Anurag Pande. Safety Considerations for All Road Users on Edge Lane Roads. Mineta Transportation Institute, March 2021. http://dx.doi.org/10.31979/mti.2021.1925.

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Edge lane roads (ELRs), also known as advisory bike lanes or advisory shoulders, are a type of shared street where two-way motor vehicle (MV) traffic shares a single center lane, and edge lanes on either side are preferentially reserved for vulnerable road users (VRUs). This work comprises a literature review, an investigation of ELRs’ operational characteristics and potential road user interactions via simulation, and a study of crash data from existing American and Australian ELRs. The simulation evaluated the impact of various factors (e.g., speed, volume, directional split, etc.) on ELR operation. Results lay the foundation for a siting criterion. Current American siting guidance relies only upon daily traffic volume and speed—an approach that inaccurately models an ELR’s safety. To evaluate the safety of existing ELRs, crash data were collected from ELR installations in the US and Australia. For US installations, Empirical Bayes (EB) analysis resulted in an aggregate CMF of .56 for 11 installations observed over 8 years while serving more than 60 million vehicle trips. The data from the Australian State of Queensland involved rural one-lane, low-volume, higher-speed roads, functionally equivalent to ELRs. As motor vehicle volume grows, these roads are widened to two-lane facilities. While the authors observed low mean crash rates on the one-lane roads, analysis of recently converted (from one-lane to two-lane) facilities showed that several experienced fewer crashes than expected after conversion to two-lane roads.
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Financial Stability Report - September 2015. Banco de la República, August 2021. http://dx.doi.org/10.32468/rept-estab-fin.sem2.eng-2015.

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From this edition, the Financial Stability Report will have fewer pages with some changes in its structure. The purpose of this change is to present the most relevant facts of the financial system and their implications on the financial stability. This allows displaying the analysis more concisely and clearly, as it will focus on describing the evolution of the variables that have the greatest impact on the performance of the financial system, for estimating then the effect of a possible materialization of these risks on the financial health of the institutions. The changing dynamics of the risks faced by the financial system implies that the content of the Report adopts this new structure; therefore, some analyses and series that were regularly included will not necessarily be in each issue. However, the statistical annex that accompanies the publication of the Report will continue to present the series that were traditionally included, regardless of whether or not they are part of the content of the Report. In this way we expect to contribute in a more comprehensive way to the study and analysis of the stability of the Colombian financial system. Executive Summary During the first half of 2015, the main advanced economies showed a slow recovery on their growth, while emerging economies continued with their slowdown trend. Domestic demand in the United States allowed for stabilization on its average growth for the first half of the year, while other developed economies such as the United Kingdom, the euro zone, and Japan showed a more gradual recovery. On the other hand, the Chinese economy exhibited the lowest growth rate in five years, which has resulted in lower global dynamism. This has led to a fall in prices of the main export goods of some Latin American economies, especially oil, whose price has also responded to a larger global supply. The decrease in the terms of trade of the Latin American economies has had an impact on national income, domestic demand, and growth. This scenario has been reflected in increases in sovereign risk spreads, devaluations of stock indices, and depreciation of the exchange rates of most countries in the region. For Colombia, the fall in oil prices has also led to a decline in the terms of trade, resulting in pressure on the dynamics of national income. Additionally, the lower demand for exports helped to widen the current account deficit. This affected the prospects and economic growth of the country during the first half of 2015. This economic context could have an impact on the payment capacity of debtors and on the valuation of investments, affecting the soundness of the financial system. However, the results of the analysis featured in this edition of the Report show that, facing an adverse scenario, the vulnerability of the financial system in terms of solvency and liquidity is low. The analysis of the current situation of credit institutions (CI) shows that growth of the gross loan portfolio remained relatively stable, as well as the loan portfolio quality indicators, except for microcredit, which showed a decrease in these indicators. Regarding liabilities, traditional sources of funding have lost market share versus non-traditional ones (bonds, money market operations and in the interbank market), but still represent more than 70%. Moreover, the solvency indicator remained relatively stable. As for non-banking financial institutions (NBFI), the slowdown observed during the first six months of 2015 in the real annual growth of the assets total, both in the proprietary and third party position, stands out. The analysis of the main debtors of the financial system shows that indebtedness of the private corporate sector has increased in the last year, mostly driven by an increase in the debt balance with domestic and foreign financial institutions. However, the increase in this latter source of funding has been influenced by the depreciation of the Colombian peso vis-à-vis the US dollar since mid-2014. The financial indicators reflected a favorable behavior with respect to the historical average, except for the profitability indicators; although they were below the average, they have shown improvement in the last year. By economic sector, it is noted that the firms focused on farming, mining and transportation activities recorded the highest levels of risk perception by credit institutions, and the largest increases in default levels with respect to those observed in December 2014. Meanwhile, households have shown an increase in the financial burden, mainly due to growth in the consumer loan portfolio, in which the modalities of credit card, payroll deductible loan, revolving and vehicle loan are those that have reported greater increases in risk indicators. On the side of investments that could be affected by the devaluation in the portfolio of credit institutions and non-banking financial institutions (NBFI), the largest share of public debt securities, variable-yield securities and domestic private debt securities is highlighted. The value of these portfolios fell between February and August 2015, driven by the devaluation in the market of these investments throughout the year. Furthermore, the analysis of the liquidity risk indicator (LRI) shows that all intermediaries showed adequate levels and exhibit a stable behavior. Likewise, the fragility analysis of the financial system associated with the increase in the use of non-traditional funding sources does not evidence a greater exposure to liquidity risk. Stress tests assess the impact of the possible joint materialization of credit and market risks, and reveal that neither the aggregate solvency indicator, nor the liquidity risk indicator (LRI) of the system would be below the established legal limits. The entities that result more individually affected have a low share in the total assets of the credit institutions; therefore, a risk to the financial system as a whole is not observed. José Darío Uribe Governor
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