Occupant response . The SIDH3 remained upright during the vehicle propulsion stage. The vehicle exited the side-impact monorail and began to slide sideways along the wet concrete runway. The drop off the monorail, coupled with the frictional forces between the tires and the wet runway, slowed the vehicle and induced a vehicle roll angle of 3.8° at impact. The roll angle and vehicle deceleration caused the SIDH3 to lean toward the driver door and make slight contact. The pole collapsed the driver door and began to penetrate the occupant compartment at 0.012 s. The dummy’s torso was wedged between the seat and intruding door. The dummy’s head continued toward the door and window. The dummy’s head contacted the B-pillar and upper window sill before protruding through the open window (0.024 s). The pole made contact with the truck 25 mm rearward of the intended impact location, which aligned the dummy’s nose with the edge of the pole. The actual impact location caused the dummy’s face to graze the light pole. Initial contact between the dummy’s face and the pole occurred at 0.044 s. The dummy’s forehead made contact with the pole at 0.052 s. The dummy contact occurred after the slip base mechanism activated. Therefore, the pole was moving as the dummy approached the pole, thereby reducing the magnitude of the contact between the pole and the dummy. This is evident in the low HIC value computed from the dummy’s head data. Green and red chalk found on the upper window sill and B-pillar confirmed contact by the top and rear of the SIDH3's head. Blue chalk was found on the pole confirming contact from the dummy’s face. The femur and shoulder area made contact with the intruding door as anticipated. Orange and green chalk confirmed the contact. The SIDH3 remained upright in the driver seat after the test. The dummy remained wedged between the collapsed door and the bench seat. As shown in table 8, the HIC (69 g’s), TTI (49 g’s), and pelvic injury (42 g’s) values are below the current side-impact safety performance standards specified in FMVSS 214.

Using the techniques outlined in NCHRP Report 350, the lateral OIV was calculated. The lateral OIV is based on vehicle c.g. lateral acceleration data. The computed lateral OIV was 2.7 m/s.

Table 10. Summary of SIDH3 data .
Recorded Data	Maximum positive (g's)	Maximum negative (g's)
Head X-axis acceleration	14.1	-19.9
Head Y-axis acceleration	7.7	-43.9
Head Z-axis acceleration	4.6	-14.7
X-axis neck force load cell(N)	7.9	-72.9
Y-axis neck force load cell(N)	45.9	-132.7
Z-axis neck force load cell(N)	90.6	-287.0