| Series # | Date Crashes Performed | # of Crashes | There is a need to develop an understanding of the vehicle dynamics and how to interpret the physical evidence produced during an underride collision, when only the roof and roof support system is damaged. Because of the lack of vehicle roof structure stiffness coefficients and common misunderstanding of the physical evidence at the scene, there have been incorrect determinations of impact speeds in underride collisions. Below are the crash tests performed and compiled by Midwest Institute for Transportation Safety (MITS). These underride crashes have been consolidated into a book and video. These compilations of tests and data can be purchased through MITS by phone at 317-486-8553 or fax 317-486-0457. MITS also offers classes in reconstruction analysis of side underride crashes. Click here to see all test crashes. |
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| Series I | December 1984 |
4 underrides |
A series of underride crashes were initiated in December of 1984. Two similar full sized vehicles and two compact vehicles were crashed. The first of the underride crash tests attempted to recreate the vehicle deformation and movement that had occurred in an accident. An impact speed reconstruction had been performed on this crash and the observed results of the underride crash test varied significantly from the calculated impact speed values. (Calculated speed was 18 mph and this testing indicated the impact speed would have been in excess of 30 mph and most probably closer to 40 mph) The first two crashes were photographed with high speed 500 frame per second cameras, supplemented by video cameras that allowed for detailed analysis of the crash event. |
| Series II | May 1997 |
10 underrides |
In May of 1997 ten additional side underride crash tests were performed using a range of vehicle sizes and types and different impact angles. Speeds were selected to produce damage ranging from frontal roof deformation, to complete roof separation with the vehicle continuing on at a residual velocity after passing under the trailer. For this series of crashes several different angles were videotaped which included views along the trailer side. The physical evidence was documented and found to be consistent with the predicted outcome based upon the information gained from the Series I crash tests. The movement of the tractor and trailer resulting from the crash was also documented |
| Series III | June 1998 |
12 underrides |
In June of 1998 twelve additional underride crash tests were performed. The vehicle sizes, types and impact angles were varied. Some vehicles engaged the trailer support dollies to determine the effects on the vehicle deformation and movement in this type of underride collision. For some of the crashes in this series, the tractor was disconnected from the trailer and the trailer movement was documented. In this series of underride crash tests, we predicted the deformation extent and movements for both vehicles in certain impact configurations. Based upon the results and analysis of earlier testing in conjunction with the Series II testing, we should be able to make reliable impact speed calculations for more of the collision configurations. |
| Series IV | November 1999 |
7 underrides |
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| Series V | September 2000 |
4 underrides |
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| Series VI | April 2001 |
2 underrides |
In Series VI we started class presentations featuring two side underride crash tests; the history of underrides, how to calculate the under-riding car speeds, and how to properly document a underride accident scene. We performed two underrides where they took pre/post crash measurements and determined the crash speeds on site |
| Series VII | September 2001 |
7 underrides |
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| Series VIII | May 2002 |
6 underrides |
Car #49 was not crashed due to rain. |
| Series IX | September 2003 |
5 underrides |
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| Series X | November 2002 |
2 underrides |
-Series X (con't) July 20, 2004 4 underrides |
| Series XI | October 2004 |
7 underrides |
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| Series XII | August 2005 |
4 underrides |