Table 7. Summary of test conditions and results (continued).
Total rigid pole load observed (load cells)	301,280 N
Traffic accident data (TAD)	9-LP-7
Vehicle damage index (VDI)	09LPAN6
Lateral occupant impact velocity	10.2 m/s

Lateral ridedown acceleration	9.7 g’s
Head injury criteria
Limit	1000 g's
Observed	2518 g’s
Start time	0.0488 s
Stop time	0.0546 s
Interval time	0.0058 s
Thoracic trauma data
Limit (2-door)	90 g's
Peak rib acceleration (FIR100)	130.6 g’s
T12 spine (FIR100)	93.0 g’s
Thoracic trauma index (TTI)	112 g’s
Pelvic injury	284 g’s

Vehicle response. The C2500 truck exited the monorail at 52.8 km/h. The two left tires made contact with the ground first, as the truck started to slide sideways toward the rigid pole. The two right tires landed just before impact. A sharpened rod attached to the rigid pole punctured the vehicle on the vertical target tape, denoting the intended impact location. The door cross section collapsed 0.006 s after impact. The intruding door first made contact with the dummy’s lower torso and pelvic region. Initial roof contact was made after 0.018 s. After 0.020 s, the penetration by the pole pulled the B-pillar inward and forward toward the dummy and pole. The action of the B-pillar prevented the dummy’s head from protruding from the window. The pole continued to penetrate the occupant compartment, bending and contorting the floor pan and roof rail. The dashboard and bench seat buckled. The bench seat was forced into the passenger door and the latch failed, which allowed the door to swing open. The truck’s C-section longitudinal frame rail failed in bending and was flattened. As the frame rail buckled, the cab dislodged from the frame mounts on both sides of the truck. The breadth of the bending frame rail reached the transmission mount, which was located 350 mm forward of the