TY - RPRT AN - 01478346 AU - Dobrovolny, Chiara Silvestri AU - Arrington, Dusty R AU - Bligh, Roger P AU - Menges, Wanda L AU - Texas A&M Transportation Institute AU - Texas Department of Transportation AU - Federal Highway Administration TI - Development and MASH Full-Scale Crash Testing of a High-Mounting-Height Temporary Single Sign Support with Aluminum Sign PY - 2013/03 SP - 192p AB - Work zone traffic control devices such as temporary single sign supports are a primary means to communicate information to motorists in work zone areas. The Federal Highway Administration and the Manual on Uniform Traffic Control Devices require work zone traffic control devices to be crashworthy. That is, they should not pose a safety hazard to motorists and/or work zone personnel if impacted by errant vehicles. The objective of this research was to develop a nonproprietary, lightweight, crashworthy, work-zone single sign support for use with an aluminum sign substrate mounted at a height of 7 ft. The device is intended to meet the evaluation criteria in the American Association of State Highway and Transportation Officials (AASHTO) Manual for Assessing Safety Hardware (MASH). Texas A&M Transportation Institute (TTI) researchers decided to utilize perforated steel tubing for the frame of the new temporary single sign support system to accommodate requests to help make the system lightweight, durable, easy to assemble, and adjustable. Design concepts were developed and evaluated through engineering analysis, developmental full-scale crash tests, and finite element computer simulations. Results were reviewed with the project monitoring committee and a system was selected by Texas Department of Transportation (TxDOT) for evaluation through full-scale crash testing. MASH Test 3-72 with the 2270P pickup truck was performed to evaluate the behavior of the sign support oriented at both 90 degrees and 0 degrees. The sign support system oriented at 0 degrees passed all the MASH evaluation criteria. Secondary contact between the pickup truck and the aluminum sign panel of the sign support system oriented at 90 degrees caused a cut in the roof that constituted occupant compartment intrusion. Consequently, the sign support system did not pass MASH occupant risk criteria. The report recommendations possible design modifications to mitigate this behavior and improve impact performance for the pickup truck. KW - AASHTO Manual for Assessing Safety Hardware KW - Aluminum KW - Crashworthiness KW - Impact tests KW - Sign supports KW - Steel KW - Texas Department of Transportation KW - Tubing KW - Work zone safety UR - http://tti.tamu.edu/documents/9-1002-12-5.pdf UR - https://trid.trb.org/view/1247474 ER - TY - RPRT AN - 01478319 AU - Broach, Dana AU - Byrne, Cristina L AU - Manning, Carol A AU - Pierce, Linda AU - McCauley, Darendia AU - Bleckley, M Kathryn AU - Federal Aviation Administration AU - Federal Aviation Administration TI - The Validity of the Air Traffic Selection and Training (AT-SAT) Test Battery in Operational Use PY - 2013/03//Final Report SP - 18p AB - Applicants for the air traffic control specialist (ATCS) occupation from the general public and graduates from post-secondary institutions participating in the Federal Aviation Administration (FAA) Air Traffic Collegiate Training Initiative (AT-CTI) must take and pass the Air Traffic Selection and Training (AT-SAT) test battery as part of the selection process. Two concurrent, criterion-related validation studies demonstrated that AT-SAT was a valid predictor of ATCS job performance (American Institutes for Research, 2012; Ramos, Heil, & Manning, 2001a,b). However, the validity of AT-SAT in operational use has been questioned since implementation in 2002 (Barr, Brady, Koleszar, New, & Pounds, 2011; Department of Transportation Office of the Inspector General, 2010). The current study investigated the validity of AT-SAT in operational use. AT-SAT and field training data for 1,950 air traffic controllers hired in fiscal years 2007 through 2009 were analyzed by correlation, cross-tabulation, and logistic regression with achievement of Certified Professional Controller (CPC) status as the criterion. The correlation between AT-SAT and achievement of CPC status was .127 (n=1,950, p<.001). The correlation was .188 when corrected for direct restriction in range. A larger proportion of controllers in the “Well Qualified” score band (85-100) achieved CPC status than in the “Qualified” (70-84.99) band. The logistic regression model did not fit the data well (χ2=30.659, p<.001, -2LL=1920.911). AT-SAT modeled only a small proportion of the variance in achievement of CPC status (Cox and Snell R2=.016, Nagelkerke R2=.025). The logistic regression coefficient for AT-SAT score of .049 was significant (Wald=30.958, p<.001). AT-SAT is a valid predictor of achievement of CPC status at the first assigned field facility. However, the correlation is likely attenuated by time and intervening variables such as the training process itself. Other factors might include the weighting of subtest scores and use of a narrow criterion measure. Further research on the validity of AT-SAT in relation to multiple criteria is recommended. KW - Air traffic controllers KW - Air Traffic Selection and Training KW - Aptitude tests KW - Hiring policies KW - Logistic regression analysis KW - Selection and appointment KW - Validity UR - http://www.faa.gov/data_research/research/med_humanfacs/oamtechreports/2010s/media/201303.pdf UR - https://trid.trb.org/view/1246602 ER - TY - RPRT AN - 01478284 AU - Ideker, Jason H AU - Deboodt, Tyler AU - Fu, Tengfei AU - Oregon State University, Corvallis AU - Oregon Department of Transportation AU - Federal Highway Administration TI - Internal Curing of High-Performance Concrete for Bridge Decks PY - 2013/03//Final Report SP - 156p AB - High performance concrete (HPC) provides a long lasting, durable concrete that is typically used in bridge decks due to its low permeability, high abrasion resistance, freeze-thaw resistance and strength. However, this type of concrete is highly susceptible to the deleterious effects of both autogenous and drying shrinkage. Both types of shrinkage occur when water leaves small pores (< 50 nm) in the paste matrix to aid in hydration or is lost to the surrounding environment. Autogenous deformation (self-desiccation) occurs as the internal relative humidity decreases due to hydration of the cementitious material. Drying (and subsequent shrinkage) occurs when water is lost to the environment and continues until the internal relative humidity is equivalent to the ambient relative humidity. Typically, the magnitude of autogenous shrinkage is significantly less than that of drying shrinkage. These two types of shrinkage do not act independently, and the total shrinkage is the aggregation of the two shrinkage mechanisms, among other types of deformation. It is thus imperative to minimize the amount of shrinkage in restrained members, such as bridge decks, to reduce subsequent cracking potential. Various methods have been investigated to minimize both types of shrinkage. Two methods to date that have been reported to reduce shrinkage were selected for further research; internal curing using pre-soaked fine lightweight aggregate (FLWA) and a shrinkage reducing admixture (SRA). The purpose of this study was to determine the long-term drying shrinkage performance of these two methods while reducing the current external curing duration of 14 days for new bridge deck construction as specified by the Oregon Department of Transportation. In addition to monitoring drying shrinkage, durability testing was performed on concrete specimens to ensure these shrinkage mitigation methods performed at levels similar, or superior, to concrete with the current mixture design. Freeze-thaw testing, permeability testing and restrained drying shrinkage testing were conducted. It was concluded that the pre-soaked FLWA and the SRA were effective at reducing the long-term drying shrinkage, but the combination of SRAs and pre-soaked FLWA was the most effective method to reduce long-term drying shrinkage for all curing durations (1, 7, and 14 day). Additionally, for durability testing, it was found that the use of SRAs performed the best in freeze-thaw testing, chloride permeability and restrained shrinkage when compared to the control. KW - Bridge decks KW - Concrete curing KW - Durability tests KW - Freeze thaw tests KW - High performance concrete KW - Lightweight aggregates KW - Mix design KW - Oregon KW - Permeability KW - Shrinkage KW - Shrinkage reducing admixtures UR - http://www.oregon.gov/ODOT/TD/TP_RES/ResearchReports/ODOT%20SPR%20711_InternalCuring.pdf UR - https://trid.trb.org/view/1247399 ER - TY - RPRT AN - 01478280 AU - Silvestri, Chiara AU - Bligh, Roger P AU - Menges, Wanda L AU - Texas A&M Transportation Institute AU - Texas Department of Transportation AU - Federal Highway Administration TI - MASH Full-Scale Crash Testing of 4-ft Mounting Height, 24"×30" Chevron Sign Installed on 5.5H:1V Slope Ditch PY - 2013/03 SP - 62p AB - Current Texas Department of Transportation (TxDOT) practice allows installation of all existing chevron sizes on 7-ft mounting height, but restricts the use of 4-ft mounting height for the three smallest existing chevron signs—that is, 12 in. × 18 in., 18 in. × 24 in., and 24 in. × 30 in. A common TxDOT practice is to install chevron sign systems in roadside ditches. For this type of installation, the specified sign mounting height is measured from the pavement surface. When a sign support system is installed on a slope, the local mounting height of the sign (calculated from ground level at the location of installation) will be greater than the same mounting height evaluated for the same sign installed on flat level ground. Previous crash testing was performed with the chevron installed on flat, level ground. Since it is common practice for TxDOT to install chevron signs in ditches at a 4-ft mounting height and a lateral offset between 2 and 8 ft from the pavement surface, the actual ground mounting height varies. TxDOT research project 0-6363 suggested the crashworthiness of this configuration be evaluated. The scope of this study was to evaluate the impact performance of a 24-in. × 30-in. chevron sign at a 4-ft mounting height from the pavement surface, installed at an 8-ft lateral offset in a 5.5H:1V sloped ditch. The chevron sign support performed acceptably for American Association of State Highway and Transportation Officials (AASHTO) Manual for Assessing Safety Hardware (MASH) Test 3-61 (1100C vehicle impacting at 62 mi/h and 10 degree nominal conditions). Thus, the current TxDOT practice of installing the three smallest chevron signs at 4-ft mounting height in roadside ditches is acceptable. KW - AASHTO Manual for Assessing Safety Hardware KW - Crashworthiness KW - Ditches KW - Height KW - Highway safety KW - Impact tests KW - Installation KW - Signs KW - Texas Department of Transportation UR - http://tti.tamu.edu/documents/9-1002-12-6.pdf UR - https://trid.trb.org/view/1247475 ER - TY - RPRT AN - 01478266 AU - Broach, Dana AU - Federal Aviation Administration AU - Federal Aviation Administration TI - Selection of the Next Generation of Air Traffic Control Specialists: Aptitude Requirements for the Air Traffic Control Tower Cab in 2018 PY - 2013/03//Final Report SP - 57p AB - The Federal Aviation Administration (FAA) faces two significant organizational challenges in the 21st century: (1) transformation of the current National Airspace System (NAS) into the Next Generation Air Transportation System (“NextGen”); and (2) recruitment, selection, and training the next generation of air traffic control specialists (ATCSs or air traffic controllers). What aptitudes should be assessed in the selection of future air traffic controllers? This report, the first of three, focuses on the aptitudes required in the air traffic control tower cab. First, the aptitude profile currently required at the time of hire into the ATCS occupation is described based on Nickels, Bobko, Blair, Sands, & Tartak (1995). Second, mid-term (2018) changes in the tower cab are described. Change drivers include increased traffic and the introduction of five decision support tools (DSTs): 1) Airport Configuration; 2) Departure Routing; 3) Runway Assignment; 4) Scheduling and Sequencing; and 5) Taxi Routing (with Conformance Monitoring). Third, the impact of these DSTs on tower cab operational activities, sub-activities, and tasks was assessed. Overall, the activities, sub-activities, and tasks of the controllers in the Ground Control and Local Control positions in the cab will not change with the introduction of these DSTs and associated displays. However, the way the work is performed will change at the keystroke or interface level. Fourth, the impact of the DSTs on aptitudes required of controllers is evaluated. The importance of the following aptitudes will increase in the mid-term: Scanning, across both auditory and visual sources, Perceptual Speed and Accuracy, Translating Information, Chunking, Interpreting Information, Sustained Attention, Recall from Interruption, Situational Awareness, Long-Term Memory, Problem Identification, Prioritization, Time-Sharing, Information Processing Flexibility, and Task Closure/Thoroughness. Two new aptitude requirements were identified: Dispositional Trust in Automation; and Computer-Human Interface (CHI) Navigation. Gaps in current aptitude testing are identified, and recommendations presented for test development and validation to close the gap. KW - Air traffic controllers KW - Aptitude KW - Aptitude tests KW - Job analysis KW - Next Generation Air Transportation System KW - Task analysis UR - http://www.faa.gov/data_research/research/med_humanfacs/oamtechreports/2010s/media/201305.pdf UR - https://trid.trb.org/view/1246604 ER - TY - RPRT AN - 01478073 AU - Mohammadian, Kouros AU - Sturm, Karl AU - Pourabdollahi, Zahra AU - Samimi, Amir AU - University of Illinois, Chicago AU - Illinois Department of Transportation AU - Federal Highway Administration TI - Goods Movement Study in Illinois: Application to Freight Transportation and Logistics PY - 2013/03 SP - 44p AB - This report details the results generated by a recently completed nationwide online freight establishment study. The survey was assembled with the intention of allowing the formulation or enhancement of new or existing freight-demand microsimulation models. Within this report is an overview of the steps taken in designing and implementing the establishment and shipment questionnaires of the freight survey. Following that is a descriptive analysis of the results of key questions posed in the survey. Over the course of the study, 966 usable establishment surveys and 1,844 shipment forms were collected and assembled in a database, an adequate number for modeling purposes. KW - Databases KW - Freight traffic KW - Illinois KW - Logistics KW - Microsimulation KW - Questionnaires KW - Travel surveys UR - http://hdl.handle.net/2142/45785 UR - https://trid.trb.org/view/1247380 ER - TY - RPRT AN - 01478008 AU - Goodchild, Anne AU - Gagliano, Andrea AU - Rowell, Maura AU - University of Washington, Seattle AU - Oregon Department of Transportation AU - Federal Highway Administration TI - Characterizing Oregon’s Supply Chains PY - 2013/03//Final Report SP - 76p AB - In many regions throughout the world, freight models are used to aid infrastructure investment and policy decisions. Since freight is such an integral part of efficient supply chains, more realistic transportation models can be of greater assistance. Transportation models in general have been moving away from the traditional four-step model into activity-based and supply chain-based models. Personal transportation models take into consideration household demographics and why families travel. Freight research has yet to fully identify the relationships between truck movements and company characteristics, so most freight models use the methodology of personal transportation models, despite situational differences. In an effort to classify freight companies into groupings with differentiated travel movements, a survey of licensed motor carriers was designed and conducted in Oregon. The survey consisted of 33 questions. Respondents were asked about their vehicle fleets, locations served, times traveled, types of deliveries, and commodities. An analysis of the data revealed clusters of company types that can be distinguished by determining characteristics such as their role in a supply chain, facilities operated, commodity type, and vehicle types. An assessment of how the relationships found can be integrated into state models is also presented. KW - Commodity flow KW - Freight modeling KW - Freight traffic KW - Freight transportation KW - Mathematical models KW - Oregon KW - Supply chain management KW - Surveys KW - Travel demand KW - Vehicle fleets UR - http://www.oregon.gov/ODOT/TD/TP_RES/ResearchReports/CharacterizingOregonsSupply_SPR739.pdf UR - https://trid.trb.org/view/1247377 ER - TY - RPRT AN - 01477792 AU - Chen, Hongyi AU - Chen, Fang AU - Anderson, Chris AU - University of Minnesota, Duluth AU - University of Minnesota, Minneapolis AU - Research and Innovative Technology Administration TI - Developing an Intelligent Decision Support System for the Proactive Implementation of Traffic Safety Strategies PY - 2013/03//Final Report SP - 81p AB - The growing number of traffic safety strategies, including the Intelligent Transportation Systems (ITS) and low-cost proactive safety improvement (LCPSI), call for an integrated approach to optimize resource allocation systematically and proactively. While most of the currently used standard methods such as the six-step method that identify and eliminate hazardous locations serve their purpose well, they represent a reactive approach that seeks improvement after crashes happen. In this project, a decision support system with Geographic Information System (GIS) interface is developed to proactively optimize the resource allocation of traffic safety improvement strategies. With its optimization function, the decision support system is able to suggest a systematically optimized implementation plan together with the associated cost once the concerned areas and possible countermeasures are selected. It proactively improves the overall traffic safety by implementing the most effective safety strategies that meet the budget to decrease the total number of crashes to the maximum degree. The GIS interface of the decision support system enables the users to select concerned areas directly from the map and calculates certain inputs automatically from parameters related to the geometric design and traffic control features. An associated database is also designed to support the system so that as more data are input into the system, the calibration factors and crash modification functions used to calculate the expected number of crashes will be continuously updated and refined. KW - Countermeasures KW - Decision support systems KW - Geographic information systems KW - Intelligent transportation systems KW - Optimization KW - Strategic planning KW - Traffic safety UR - http://www.its.umn.edu/Publications/ResearchReports/pdfdownload.pl?id=2264 UR - https://trid.trb.org/view/1247047 ER - TY - RPRT AN - 01477373 AU - Williams, William F AU - Bligh, Roger P AU - Menges, Wanda L AU - Texas A&M Transportation Institute Proving Ground AU - Texas Department of Transportation AU - Federal Highway Administration TI - MASH TL-3 Testing and Evaluation of the TXDOT T131RC Bridge Rail Transition PY - 2013/03//Test Report SP - 106p AB - This project designed and crash tested a transition design for the Texas Department of Transportation (TxDOT) T131RC Bridge Rail that would meet the strength and safety performance criteria for Test Level 3 of American Association of State Highway Official’s (AASHTO) Manual for Assessing Safety Hardware (MASH). The TxDOT T131RC Bridge Rail Transition contained and redirected the 1100C vehicle. The vehicle did not penetrate, underride, or override the installation. Maximum dynamic rail deflection was 7.4 inches. No detached elements, fragments, or other debris were present to penetrate or to show potential for penetrating the occupant compartment, or to present hazard to others. Maximum occupant compartment deformation was 2.5 inches in the left door at occupant hip height. The 1100C vehicle remained upright during and after the collision event. Occupant risk factors were within the limits specified in MASH. The 1100C crossed the exit box within the limits specified in MASH. The TxDOT T131RC Bridge Rail Transition contained and redirected the 2270P vehicle. The vehicle did not penetrate, underride, or override the installation. Maximum dynamic deflection during the test was 8.4 inches. No detached elements, fragments, or other debris were present to penetrate or to show potential for penetrating the occupant compartment, or to present hazard to others. Maximum occupant compartment deformation was 0.25 inch in the left door at occupant hip height. The 2270P vehicle remained upright during and after the collision event. Occupant risk factors were within the limits specified in MASH. The 22270P vehicle crossed the exit box within the limits specified in MASH. The TxDOT T131RC Bridge Rail Transition performed acceptably as a MASH TL-3 transition. KW - AASHTO Manual for Assessing Safety Hardware KW - Barriers (Roads) KW - Bridge railings KW - Evaluation KW - Guardrail transition sections KW - Highway safety KW - Impact tests KW - Texas UR - http://d2dtl5nnlpfr0r.cloudfront.net/tti.tamu.edu/documents/9-1002-12-4.pdf UR - http://tti.tamu.edu/documents/9-1002-12-4.pdf UR - https://trid.trb.org/view/1246618 ER - TY - RPRT AN - 01477364 AU - Fernando, Emmanuel G AU - Walker, Roger S AU - Texas A&M Transportation Institute AU - Texas Department of Transportation AU - Federal Highway Administration TI - Impact of Changes in Profile Measurement Technology on QA Testing of Pavement Smoothness: Technical Report PY - 2013/03//Technical Report SP - 188p AB - This project aims to establish the impact of recent changes in profiling technology on TxDOT’s implementation of the Department’s Item 585 and SP247-011 ride specifications. Of particular importance to this research is verification of the ride statistics and defect locations determined from profile measurements with the traditional single-point and newer wide-footprint lasers. This verification would require ground truth measurements to establish benchmarks that may be used to identify where changes are required in the existing ride specifications and determine what these changes should be. Additionally, the project needs to evaluate the bump criteria in the existing Item 585 ride specification to establish an improved methodology that engineers can use to objectively determine the need for corrections based on measured surface profiles to fix defects that diminish road-user perception of ride quality. To meet the research objectives, TxDOT divided the project into two phases. Phase I focuses on addressing the impact of new sensor technology on the Department’s current ride specifications, while Phase II focuses on investigating relationships between the existing bump criteria and bump panel ratings. This report documents the research work conducted in Phase I. Based on findings from comparisons between international roughness indices determined from inertial and reference profile measurements, the report provides recommendations on using inertial profilers with different lasers for quality assurance testing of pavement smoothness. KW - Inertial profilers KW - Instruments for measuring roughness KW - International Roughness Index KW - Pavement performance KW - Pavements KW - Quality assurance KW - Ride quality KW - Smoothness KW - Surface course (Pavements) UR - http://d2dtl5nnlpfr0r.cloudfront.net/tti.tamu.edu/documents/0-6610-1.pdf UR - http://tti.tamu.edu/documents/0-6610-1.pdf UR - https://trid.trb.org/view/1246619 ER - TY - RPRT AN - 01477343 AU - Knecht, William AU - Smith, Jeffrey AU - Federal Aviation Administration AU - Federal Aviation Administration AU - Federal Aviation Administration TI - Effects of Training School Type and Examiner Type on General Aviation Flight Safety PY - 2013/03//Final Report SP - 36p AB - This study addresses the question “Do training school type and certifying examiner type affect a general aviation (GA) pilot’s subsequent aviation safety record?” “Education” was operationalized as private pilot instruction in either a Part 61 or Part 141 school and “examiner type” was operationalized as private pilots examined by either Aviation Safety Inspector (ASI), School Authority (Part 141 graduates only), or Designated Pilot Examiner (DPE). Because of the unavailability of earlier reliable Federal Aviation Administration (FAA) school and examiner records, results herein are restricted to pilots certificated from 1 Jan., 1995 to 8 Aug., 2007. The results essentially imply that that school and examiner type do not affect subsequent accident rate. For U.S. GA pilots receiving the private pilot certificate from 1995-2007 and for whom data could be obtained—Part 61 graduates’ subsequent accident rate appeared on a par with Part 141 graduates, and pilots tested by DPEs appeared equivalent to those tested under school authority. Graduates tested by ASIs showed a statistically lower accident rate, but that particular result was based on a sample of only 22 pilots, rendering it unreliable from a practical point of view. Recommendations include a) adoption of a common pilot identification number (“UniqueID”) for both FAA and National Transportation Safety Board (NTSB), to minimize data loss, and b) that user’s manuals be made publicly available for FAA’s Comprehensive Airman Information System (CAIS) and Document Imaging Workflow System (DIWS) databases. KW - Aviation safety KW - Certification KW - Crash rates KW - Flight training KW - General aviation pilots UR - http://www.faa.gov/data_research/research/med_humanfacs/oamtechreports/2010s/media/201304.pdf UR - https://trid.trb.org/view/1246603 ER - TY - RPRT AN - 01477342 AU - Guin, Angshuman AU - Laval, Jorge AU - Chilukuri, Bhargava R AU - Georgia Institute of Technology AU - Georgia Department of Transportation AU - Federal Highway Administration AU - Georgia Transportation Institute University Transportation Center (GTI-UTC) AU - Research and Innovative Technology Administration TI - Freeway Travel-time Estimation and Forecasting PY - 2013/03//Final Report SP - 57p AB - Real-time traffic information provided by Georgia Department of Transportation (GDOT) has proven invaluable for commuters in the Georgia freeway network. The increasing number of Variable Message Signs, addition of services such as My-NaviGAtor, NaviGAtor-to-go etc. and the advancement of the 511 traffic information system will require the Traffic Management Center to provide more detailed and accurate traffic information to an increasing number of users. In this context, the ability to forecast traffic conditions (both in space and time) would augment the services provided by NaviGAtor by allowing users to plan ahead for their trip. Forecasts built into the estimation model will make the travel-time estimates more accurate by reducing the use of stale data. Additionally, spatial forecast can help GDOT provide reliable information in areas with temporary outages in coverage; e.g. outages due to detector or cameras malfunction. The vast majority of real-time travel-time estimation algorithms proposed in the literature are based on data mining techniques. Unfortunately, this approach is unable to produce reliable forecasts because it does not take into account traffic dynamics (e.g., via a simulation model). In Germany, a simulation-based forecast system is in place at most metropolitan areas, with very favorable user impacts. Although successful, the German example is based on a type of simulation model (a Cellular Automata model) that has critical drawbacks: difficulty of calibration, inability to incorporate different user classes (e.g., cars and trucks), and inadequate capability of replicating detailed traffic dynamics on freeways. The model proposed in this study overcomes these drawbacks by incorporating the latest advances in traffic flow theory and simulation. This study demonstrated the use of a simulation based framework to make short-term travel-time predictions in real-time. The results show that sufficiently accurate 5-minute and 10- minute predictions can be made using this framework. The lessons learned from the study stresses that it is critical to adequately calibrate the simulation model and for this purpose it is essential to accurately calibrate the vehicle detection sensors. Currently, the simulation is manually initiated each time a new origin destination (OD) matrix becomes available. For a seamless implementation, the initiation process needs to be automated. In future studies the researcher would like to automate the simulation to run continuously by getting sufficient predictions from a run, pausing the simulation until the next OD update is available, and updating the OD flows and initial queues. When incidents occur, the corresponding lane blockage can be incorporated in the simulation before predictions are made. KW - Freeways KW - Georgia KW - Origin and destination KW - Real time information KW - Traffic estimation KW - Traffic flow theory KW - Traffic forecasting KW - Traffic models KW - Traffic simulation KW - Travel time KW - Trip matrices UR - http://www.utc.gatech.edu/sites/default/files/projects/reports/guin_laval__freeway_travel_time_estimation_0.pdf UR - https://trid.trb.org/view/1246696 ER - TY - RPRT AN - 01477162 AU - Lindsey, Greg AU - Hankey, Steve AU - Wang, Xize AU - Chen, Junzhou AU - Gorjestani, Alec AU - University of Minnesota, Twin Cities AU - University of Minnesota, Twin Cities AU - Intelligent Transportation Systems Institute AU - Research and Innovative Technology Administration TI - Feasibility of Using GPS to Track Bicycle Lane Positioning PY - 2013/03//Final Report SP - 22p AB - Researchers have shown that Global Positioning System (GPS) units in smartphones can be used to identify routes taken by cyclists, including whether cyclists deviate from shortest paths to use bike lanes and other facilities. Researchers previously have not reported whether GPS tracking can be used to monitor whether and how bicyclists actually use lanes on streets, where these lanes have been provided, or other types of facilities. The objective of this research was to determine whether smartphone GPS units or enhanced GPS units could be used to track and map the location of cyclists on streets. The research team modified an open-source smartphone application (CycleTracks) to integrate with a higher-quality external GPS unit. Cyclists then mounted the smartphone with route-tracking applications to bicycles and repeatedly rode four different routes. The routes for the field tests were chosen because each included a striped lane for bicycle traffic and because the routes bisected a variety of built urban environments, ranging from an open location on a bridge over the Mississippi River to a narrow urban street lined by tall, multi-story office buildings. The field tests demonstrated that neither the smartphone GPS units nor the higher-quality external GPS receiver generate data accurate enough to monitor bicyclists’ use of bike lanes or other facilities. This lack of accuracy means that researchers interested in obtaining data about the propensity of cyclists to ride in lanes, when available, must rely on other technologies to obtain data for analyses. KW - Bicycle lanes KW - Bikeways KW - Cyclists KW - Field tests KW - Global Positioning System KW - Mapping KW - Minnesota KW - Route choice KW - Smartphones UR - http://www.its.umn.edu/Publications/ResearchReports/pdfdownload.pl?id=2268 UR - https://trid.trb.org/view/1246590 ER - TY - RPRT AN - 01477160 AU - Harrison, Robert AU - Trevino, Manuel AU - University of Texas, Austin AU - Southwest Region University Transportation Center AU - Research and Innovative Technology Administration TI - Evaluating the Impacts of the Panama Canal Expansion on Texas Gulf Ports PY - 2013/03 SP - 56p AB - This report covers a four-year period after contractors started work on the third set of locks, which in 2015 will effectively double the size of the ship using the Panama Canal. Many of the impacts linked to the new locks remain unknown (like lock fees, demand, and shipper response) but it has been successfully promoted as an economic stimulus to a number of the larger Gulf and East Coast Atlantic ports. This in turn has generated a number of studies that reported during 2012. This report concentrates on three issues raised in these reports that fit the resources and focus of the original study—statewide planning. Chapter 2 gives a Texas Gulf perspective on the potential impacts of the new locks. Chapter 3 examines a major, yet unresolved, issue facing shippers and steamship companies – offering “direct” versus “hub and spoke” services to ports that may not have the status of true load centers or sufficiently deep access channels. Finally, Chapter 4 provides planning observations and recommendations, which could strengthen Texas statewide multimodal plans over the next 20 years. KW - Channels (Waterways) KW - Economic impacts KW - Freight traffic KW - Landside operations (Ports) KW - Locks (Waterways) KW - Panama Canal KW - Port operations KW - Ports KW - Routes and routing KW - Texas Gulf Coast UR - http://d2dtl5nnlpfr0r.cloudfront.net/swutc.tamu.edu/publications/technicalreports/476660-00062-1.pdf UR - https://trid.trb.org/view/1246729 ER - TY - RPRT AN - 01477128 AU - Zhang, Guoping AU - Hsu, Shi A AU - Guo, Tingzong AU - Zhao, Xiaoyan AU - Augustine, Andrew D AU - Zhang, Ling AU - Louisiana State University, Baton Rouge AU - Louisiana Department of Transportation and Development AU - Federal Highway Administration TI - Evaluation of Design Methods to Determine Scour Depths for Bridge Structures PY - 2013/03//Final Report SP - 126p AB - Scour of bridge foundations is the most common cause of bridge failures. The overall goal of this project was to evaluate the applicability of the existing Hydraulic Engineering Circular (HEC-18) documents method to Louisiana bridges that are mostly situated on cohesive soils and hence develop a more reliable design method for scour depth and scour rate prediction. The errors of scour depth prediction of the HEC-18 method are mainly from three sources: (1) the driving force of scour, i.e., the hydrologic and hydraulic properties of flood flow causing scour development; (2) the resistive force of scour, i.e., the geotechnical properties of streambed soils or sediments that are removed by stream flow; and (3) the geometry, size, and shape of the obstacles (e.g., piers and pile caps). The third error source is not a focus of this study. Due to the availability of the geotechnical data on streambed soils, the second error source was investigated at a secondary priority, and the primary priority of this study was to evaluate the existing method’s applicability to cohesive soils in Louisiana using real hydrological data derived from archived satellite remote sensing data. A total of seven bridges situated on clays, silts, and sands were selected as case studies for scour analysis over a 10- to 15- year period. The hydraulic properties were determined by analyzing satellite sensing data, which were then used as inputs to the HEC-18 method via a software program WASPRO. The recorded scour survey data were also analyzed and compared with data predicted by the HEC-18 using the real flood data. Significant discrepancy existed among the HEC-18 prediction and surveyed scour depth, and the predicted values were always greater than the surveyed depth. Therefore, for cohesive soils, the HEC-18 method usually provides a more conservative design. Although the bridges were safe for the final scour depth, the method typically yields a more costly design. KW - Bridge foundations KW - Cohesive soils KW - Design KW - Erosion KW - Geotechnical engineering KW - Hydrology KW - Louisiana KW - Remote sensing KW - Scour UR - http://www.ltrc.lsu.edu/pdf/2013/FR_491.pdf UR - https://trid.trb.org/view/1246732 ER - TY - RPRT AN - 01477125 AU - Li, Guoqiang AU - Louisiana State University, Baton Rouge AU - Louisiana Department of Transportation and Development AU - Federal Highway Administration TI - Development of Advanced Grid Stiffened (AGS) Fiber Reinforced Polymer (FRP) Tube-Encased Concrete Columns PY - 2013/03//Final Report SP - 127p AB - In this project, a new type of confining device, a latticework of interlacing fiber reinforced polymer (FRP) ribs that are jacketed by a FRP skin, is proposed, manufactured, tested, and modeled to encase concrete cylinders. This systematic study includes a thorough literature survey and the state-of-the-art knowledge in this research area was obtained. In the proof-of-concept study, advanced grid stiffened (AGS) tubes were fabricated by the hand lay-up technology per a pin-guided mandrel system. Both circular and square AGS tubes were manufactured and encased concrete cylinders and beams were tested using uniaxial compression and transverse bending. In the automatic manufacturing and parametric study, a pin-guided system assisted by a collapsible mandrel was developed to filament wind the AGS tubes automatically. A “building-block” test was conducted to reveal the step-by-step development of the composite action. After that, the effect of the rib thickness, skin thickness, and bay area on the structural behavior was evaluated experimentally. Also, the effect of rib thickness on the interfacial bonding strength was investigated using a push-out test. In the fire tolerance test, researchers investigated the enhancement of fire tolerance of AGS tube encased concrete cylinders as a result of incorporating organically modified montmorillonite (MMT) and a traditional fire retardant additive (TSWB®) into a vinyl ester (VE) matrix. Two series of specimens were prepared, fire-tested, and compression-tested to determine their residual load carrying capacity. A non-linear finite element analysis considering the nonlinear behavior of concrete, assisted by a non-associative Drucker-Prager plasticity criterion, was implemented to validate the experimental results and conduct the parametric study. In the engineering economic analysis, the life-cycle cost of new cylinders was compared to conventional steel reinforced concrete cylinders, both quantitatively and qualitatively. The results from this project showed that this type of novel cylinders outperforms the regular FRP tube encased concrete cylinders and has great potential to be used as columns in rebuilding or new construction of bridges or other infrastructure. KW - Bond strength (Materials) KW - Bridges KW - Columns KW - Concrete construction KW - Fiber reinforced polymers KW - Finite element method KW - Jacketing (Strengthening) KW - Life cycle costing UR - http://www.ltrc.lsu.edu/pdf/2013/fr_442.pdf UR - https://trid.trb.org/view/1246734 ER - TY - SER AN - 01477124 JO - Research Results PB - Federal Railroad Administration AU - Stuart, Cameron AU - Workman, Dave AU - Federal Railroad Administration TI - Developing a Reliable Method for Signal Wire Attachment PY - 2013/03 SP - 4p AB - Railroad signaling systems detect trains on the track, identify track fractures, prevent derailments, and alert signal crossing stations when trains approach. These systems are vital to safe train operation; therefore, each component of this system has to be extremely reliable. Current methods of rail/wire attachment have shortcomings that are creating reliability problems for the railroads. Failures in signal cable attachments create uncertainty in the signaling system, resulting in reduced train speeds, additional inspection time to identify the cause of the failures, and reinstallation efforts that result in additional costs, train delays, lost productivity, and reduced operational safety. Edison Welding Institute (EWI) conducted an investigation to examine the various signal wire attachment methods—their advantages, disadvantages, and known failure mechanisms. The findings indicate that signal wire attachments continue to be problematic for the rail industry and that existing processes to remedy the issue may yield unsatisfactory results if not carefully controlled. Samples of failures were analyzed and found to exhibit signs of Liquid Metal Embrittlement (LME) with martensite formations at the bond interface due to excessive heating. These conditions result in brittle joints and can lead to joint failure and rail head damage. A solid-state welding process using inertia friction welding was investigated as an alternative to the welding and brazing processes currently in widespread use by the rail industry. A solid-state process enables precise control over the weld parameters and may improve weld quality and durability. A plan was developed to use inertia friction welding to weld a stud of dissimilar metal to the rail that provides a mechanical connection to the signal wire. Several weld stud alloys were chosen for preliminary weld trials. Development trials demonstrated that low speed and high thrust load parameters provided a solid-state weld that produced no martensite in the rail steel. A photograph of a completed weld is shown in Figure 1. Further experimental trials were conducted to define the process range for rotational speed and welding thrust load. Repeatability testing was also conducted and showed no evidence of martensite even after several repair cycles were carried out. KW - Bonding and joining KW - Electric wire KW - Inspection KW - Rail (Railroads) KW - Railroad safety KW - Reliability KW - Signaling KW - Welding UR - http://www.fra.dot.gov/Elib/Document/3039 UR - https://trid.trb.org/view/1246735 ER - TY - RPRT AN - 01477080 AU - Kish, Andrew AU - Samavedam, Gopal AU - Research and Innovative Technology Administration AU - Federal Railroad Administration TI - Track Buckling Prevention: Theory, Safety Concepts, and Applications PY - 2013/03//Final Report SP - 168p AB - This report is a part of the John A. Volpe National Transportation Systems Center’s Track Stability Research Program for the Federal Railroad Administration on thermal buckling of continuous welded rail (CWR) track and its prevention. Presented in this report are the developments of theoretical results and the development and application of the CWR-SAFE computer software model for prediction of CWR track buckling strength. This comprehensive predictive model encompasses several different modules designed to perform both deterministic and probabilistic buckling analyses, based on the dynamic buckling theory previously validated by tests, and predicts safe limits for buckling prevention. The model accounts for all the important parameters influencing track buckling, such as rail size, curvature, lateral resistance, tie-ballast friction, fastener torsional and longitudinal resistances, track vertical stiffness, misalignment amplitude and wavelength, and vehicle parameters. Applications of the model are demonstrated through analyses of parametric sensitivity, development of buckling safety limits in terms of safe and critical temperatures, and evaluation of annual probability of buckling occurrences for typical CWR line segments. The report also presents techniques to determine the input parameters for CWR-SAFE application and a practical methodology for CWR track safety monitoring. A risk-based approach is proposed to provide more flexibility to the industry in achieving a minimum number of annual buckles in a given territory and to provide science-based guidelines for improved slow order policies when operating at elevated rail temperatures. KW - Buckling KW - Continuous welded rail KW - Curvature KW - Lateral stability KW - Maintenance of way KW - Railroad tracks KW - Temperature KW - Thermal degradation UR - http://www.fra.dot.gov/Elib/Document/3036 UR - http://ntl.bts.gov/lib/47000/47200/47265/TR_Track_Buckling_Prevention.pdf UR - https://trid.trb.org/view/1246606 ER - TY - RPRT AN - 01477076 AU - Melnik, Gina AU - Rosenhand, Hadar AU - Isaacs, Matthew AU - Research and Innovative Technology Administration AU - Federal Railroad Administration TI - Cab Technology Integration Laboratory Demonstration with Moving Map Technology PY - 2013/03//Final Report SP - 35p AB - A human performance study was conducted at the John A. Volpe National Transportation Systems Center (Volpe Center) using a locomotive research simulator—the Cab Technology Integration Laboratory (CTIL)—that was acquired by the Federal Railroad Administration (FRA). The primary objective of the study was to conduct a hands-on simulator training exercise and system demonstration. A moving map experiment was chosen for the study because FRA is interested in determining the human performance and safety implications of this technology following prior FRA research on preview information in cab displays (Einhorn, Sheridan & Multer, 2005). However, because surrogate (novice) engineers were used for the experiment instead of experienced locomotive engineers, the results have limited applicability. Lessons learned and general best practices for designing and running future CTIL experiments are discussed in this report. Possibilities for future research regarding operator use of moving map displays are also considered. KW - Best practices KW - Cab Technology Integration Laboratory KW - Locomotives KW - Operators (Persons) KW - Performance evaluations KW - Railroad engineers KW - Safety KW - Technology KW - Training UR - http://www.fra.dot.gov/Elib/Document/3038 UR - http://ntl.bts.gov/lib/47000/47200/47264/CTIL_2013.pdf UR - https://trid.trb.org/view/1246608 ER - TY - RPRT AN - 01477072 AU - Kirkpatrick, Steven W AU - Applied Research Associates, Incorporated AU - Federal Railroad Administration TI - Detailed Puncture Analyses of Tank Cars: Analysis of Different Impactor Threats and Impact Conditions PY - 2013/03//Final Report SP - 268p AB - There has been significant research in recent years to analyze and improve the impact behavior and puncture resistance of railroad tank cars. Much of this research has been performed using detailed nonlinear finite element analyses supported by full scale impact testing. This use of detailed simulation methodologies has significantly improved the understanding of the tank impact behaviors and puncture prediction. However, the evaluations in these past studies were primarily performed for a few idealized impact scenarios. This report describes a research program to evaluate railroad tank car puncture behaviors under more general impact conditions. The approach used in this research program was to apply a tank impact and puncture prediction capability using detailed finite element analyses (FEA). The analysis methodologies apply advanced damage and failure models that were validated by a series of material tests under various loading conditions. In this study, the analyses were applied to investigate the tank puncture behaviors for a wide range of impact conditions KW - Derailments KW - Finite element method KW - Hazardous materials KW - Impact tests KW - Puncture resistance KW - Railroad safety KW - Tank cars UR - http://www.fra.dot.gov/Elib/Document/3035 UR - https://trid.trb.org/view/1246605 ER - TY - RPRT AN - 01477071 AU - Prabhakaran, Anand AU - Singh, Som P AU - Vithani, Anand R AU - Sharma and Associates, Incorporated AU - Federal Railroad Administration TI - Prototype Design of a Collision Protection System for Cab Car Engineers PY - 2013/03//Final Report SP - 114p AB - The objective of this project was to develop and analyze a passive system to protect a cab car engineer from secondary impact injuries that might be experienced due to impact with the cab console. The primary requirement for the system was the ability to compartmentalize and limit the injury indices for a 95th percentile Anthropomorphic Test Device (ATD). A baseline cab console was modified with an airbag and a crushable knee bolster to meet this objective. A computer model of an ATD impacting the cab console was validated using results from component-level tests. The modeling results indicate that the engineer protection system is capable of meeting the performance requirements. Subsequent work is planned to build and test the proposed system. KW - Air bags KW - Anthropomorphic test device KW - Crash injuries KW - Crashworthiness KW - Finite element method KW - Injuries KW - Occupant protection devices KW - Railroad cars KW - Railroad safety UR - http://www.fra.dot.gov/Elib/Document/3037 UR - https://trid.trb.org/view/1246607 ER - TY - RPRT AN - 01476610 AU - Golay, Leslie AU - Tuller, Mikchael AU - Walsh, Benjamin AU - Barnes-Farrell, Janet AU - Morrow, Stephanie AU - Research and Innovative Technology Administration AU - University of Connecticut, Storrs AU - Federal Railroad Administration TI - Rail Industry Job Analysis: Freight Conductor PY - 2013/03 SP - 32p AB - This document describes the results from a job analysis that was conducted for the position of Freight Conductor. Key aspects of the position were identified, including main tasks and knowledge, skills, abilities, and other characteristics (KSAOs) needed to carry out the requirements of the job successfully. The job analysis process is provided in detail, including meeting agendas, survey questionnaires, and a finalized list of job tasks and KSAOs identified by subject matter experts (SMEs). Conclusions report the specific results of the job analysis, including information from SME focus group discussions regarding demands and strains of the job. Implications for training and development are also discussed. KW - Abilities KW - Conductors (Trains) KW - Experts KW - Freight trains KW - Job analysis KW - Job skills KW - Knowledge KW - Personnel development KW - Tasks KW - Training UR - http://www.fra.dot.gov/Elib/Document/3010 UR - http://ntl.bts.gov/lib/48000/48100/48181/TR_Rail_Industry_Job_Analysis_Freight_Conductor.pdf UR - https://trid.trb.org/view/1246331 ER - TY - RPRT AN - 01476047 AU - Carraro, J Antonio H AU - Budagher, Emily AU - Badanagki, Mahir AU - Kang, Jong Beom AU - University of Western Australia AU - Colorado State University, Fort Collins AU - Colorado Department of Transportation AU - Federal Highway Administration TI - Sustainable Stabilization of Sulfate-Bearing Soils with Expansive Soil-Rubber Technology PY - 2013/03//Final Report SP - 32p AB - The beneficial use of scrap tire rubber mixed with expansive soils is of interest to civil engineering applications since the swell percent and the swell pressure can be potentially reduced with no deleterious effect to the shear strength of the mixture. The two main objectives of this research were (1) to propose a new subgrade soil stabilization protocol to allow the Colorado Department of Transportation (CDOT) to rely upon an alternative stabilization method that is not subject to the typical problems associated with calcium-based stabilization of sulfate-rich soils, and (2) to develop a new database of MEPDG parameters for local soil samples obtained from CDOT and to provide advanced testing and analysis of the stiffness degradation of these materials. Add the alternative expansive soil stabilization protocol outlined in this study to CDOT’s pavement design guidelines. Apply the specific results of this study to the development and construction of pilot test sections at the test sites from which the local soil samples were collected. Pilot test sections could then be monitored to validate the field performance of such structures. KW - Field tests KW - Mechanistic-Empirical Pavement Design Guide KW - Pavement design KW - Recycled materials KW - Soil stabilization KW - Subgrade materials KW - Swelling soils UR - http://www.coloradodot.info/programs/research/pdfs/2013/esr.pdf/at_download/file UR - https://trid.trb.org/view/1245872 ER - TY - RPRT AN - 01476043 AU - Darrow, Margaret M AU - Jensen, David D AU - Alaska University Transportation Center AU - Alaska Department of Transportation and Public Facilities AU - Federal Highway Administration AU - Research and Innovative Technology Administration TI - Evaluation of MEMS-based In-Place Inclinometers in Cold Regions PY - 2013/03//Final Report SP - 12p AB - Inclinometer probes are used to measure ground movement. While an industry standard, this technology has drawbacks, including costly trips for manual measurements, operator error, and limited measurements due to casing deformation. Relatively new MEMS-based in-place inclinometers (M-IPIs) consist of MEMS accelerometer segments separated variously by flexible joints or field-connection systems, and encased in watertight housing. M-IPIs provide nearly continuous ground movement measurements, accommodate greater ground movement due to their flexibility, and may contain temperature sensors. Two M-IPIs from different manufacturers were evaluated for three different vertical and horizontal applications in Interior Alaska. Each M-IPI was evaluated for ease of installation and subsequent retrieval, durability, and functionality in frozen ground. Measurements from both devices compare dwell to those from the inclinometer probe, indicating that these devices are suitable for use in cold regions. Field experience indicates that the installation procedure for each instrument is better undertaken at above freezing temperatures, due to required manual dexterity and the temperature requirements of casing adhesive. If used to measure both ground movement and temperature in frozen ground, the M-IPI temperature sensors should be calibrated. We recommend replacing cold-affected plastic components between installations to avoid unwanted breakage during re-installation. KW - Alaska KW - Deformation KW - Inclinometers KW - Measurement KW - MicroElectroMechanical System (MEMS) device KW - Permafrost KW - Seismicity KW - Slope stability UR - http://ine.uaf.edu/autc/files/2013/03/DARROW_AIMIS_FINAL_REPORT_MARCH_2013.pdf UR - https://trid.trb.org/view/1245880 ER - TY - RPRT AN - 01610811 AU - Chowdhury, Mashrur AU - Bausman, Dennis AU - Tupper, Lee AU - Bhavsar, Parth AU - Clemson University AU - South Carolina Department of Transportation AU - Federal Highway Administration TI - Professional Services Contract Manager Development and Certification Strategy PY - 2013/02/27/Final Report SP - 191p AB - South Carolina Department of Transportation (SCDOT) hires many consultants to provide professional services in support of its planning, design, construction and maintenance projects. SCDOT personnel responsible for procuring and administering these professional service contracts, especially Contract Managers, have received no formal training and are provided with few official references. SCDOT also felt a need for a comparative analysis of state DOTs’ policies and practices to identify deficiencies and opportunities to improve SCDOT’s current professional service contracts procurement and administrative practices. In order to address SCDOT’s needs for formal procurement and administrative training as well as a comparative analysis of state DOTs’ policies and procedures, the objectives of this project were as follows: 1) Identify current SCDOT contract management policies and practices, 2) Evaluate policies and practices of other DOTs regarding professional services contract management, 3) Develop formal training material for SCDOT Contract Managers, 4) Develop and recommend “Best Practices” for SCDOT and identify opportunities for improvements in professional services contract management. These objectives were met by first studying and outlining SCDOT’s current procurement and administration practices and processes. To conduct the comparative analysis, seven southern state DOTs’ policies and practices were studied through a comprehensive literature review, state specific paper surveys, and personnel interviews. Best Practices were identified and recommendations for SCDOT were developed. A SCDOT training manual was created by studying SCDOT policy and process documents, and conducting interviews with SCDOT personnel. The manual was reviewed and validated during a pilot training session with SCDOT contract managers and the project steering committee. Five recommendations are made to SCDOT to continue the improvement of the professional services procurement and administrative practices and policies: 1) SCDOT should assign responsibility of the training material to the Chief Procurement Officer, 2) SCDOT decision makers should review the Best Practices and reference the document to guide the evolution of procurement and administration processes and policies, 3) SCDOT should hold an annual or bi-annual training session for current Contract Managers to review current practices, address issues, and implement changes, 4) SCDOT should break down the training material into subject specific sections and develop 15-20 modules that can be accessed online by Contract Managers, 5) SCDOT should develop a certification program for Contract Managers utilizing the online modules. KW - Administrative and managerial personnel KW - Best practices KW - Certification KW - Contract administration KW - Literature reviews KW - Personnel development KW - Policy KW - Recommendations KW - South Carolina Department of Transportation KW - State departments of transportation KW - Surveys KW - Training UR - http://www.scdot.scltap.org/wp-content/uploads/2015/01/Final_Report_696-1.pdf UR - https://trid.trb.org/view/1420973 ER - TY - RPRT AN - 01479048 AU - Department of Transportation AU - Federal Aviation Administration TI - FAA’s Efforts to Track and Mitigate Air Traffic Losses of Separation Are Limited by Data Collection and Implementation Challenges PY - 2013/02/27 SP - 26p AB - The Nation’s air traffic controllers play an important role in maintaining the world’s safest air transportation system. Yet, losses of standard separation—when aircraft do not maintain the minimum distance apart—remain a significant safety concern. In January 2011, an operational error—a loss of standard separation caused by air traffic controllers—led to a near mid-air collision between a commercial airliner and two military aircraft near New York City. According to the National Transportation Safety Board (NTSB), who investigated the incident, at their closest point, the aircraft came within a mile of each other. According to Federal Aviation Administration (FAA) statistics, the number of reported operational errors increased by more than 50 percent between fiscal years 2009 and 2010. Concerned with this increase, the Senate Committee on Commerce, Science, and Transportation and the Subcommittee on Aviation Operations, Safety, and Security requested that the U.S. Department of Transportation Office of Inspector General (OIG) review FAA’s ongoing efforts to assess operational errors and mitigate their risks. OIG also received a similar request from the House Committee on Transportation and Infrastructure. Accordingly, OIG (1) identified the reasons for the increase in losses of separation—specifically operational errors—from fiscal years 2009 to 2010; (2) assessed the effectiveness of FAA’s policies and processes to collect, investigate, and report separation losses; and (3) evaluated the effectiveness of FAA’s policies and processes to mitigate the risk of separation losses. Briefly, according to FAA, the dramatic increase in reported operational errors between fiscal years 2009 and 2010 was mostly due to increased reporting through programs such as the Air Traffic Safety Action Program (ATSAP) and the Traffic Analysis and Review Program (TARP), an automated system to detect losses of separation at air traffic terminal facilities. However, OIG found that the increase in reported errors was linked, in part, to a rise in actual errors rather than increased reporting. FAA’s new policies and procedures for collecting, investigating, and reporting separation losses have the potential to reduce losses and improve reporting, but their effectiveness is limited by incomplete data and implementation challenges. Recently, FAA developed corrective action plans to mitigate high-risk separation loss events—such as an aircraft executing an unexpected go-around and aircraft arriving at the same altitude on parallel runways. However, because the Agency has not completed implementation of the action plans, it is too early to determine whether the plans will reduce the number of separation losses. In addition, FAA’s corrective action plans do not include all safety risks identified by FAA and will not address all losses of separation that air traffic facility officials consider to be high risk. KW - Air traffic control KW - Aircraft separation KW - Aviation safety KW - Crash investigation KW - Data collection KW - Implementation KW - Near midair crashes KW - Operational errors KW - Policy KW - Reporting KW - U.S. Federal Aviation Administration UR - http://www.oig.dot.gov/sites/dot/files/LoSS%20Final%202-27-13_final_signed_rev.pdf UR - https://trid.trb.org/view/1248010 ER - TY - RPRT AN - 01486987 AU - Rakha, Hesham AU - Sangster, John AU - Du, Jianhe AU - Virginia Polytechnic Institute and State University, Blacksburg AU - Mid-Atlantic Universities Transportation Center AU - Research and Innovative Technology Administration TI - Naturalistic Driving Data for the Analysis of Car-Following Models PY - 2013/02/21/Final Report SP - 49p AB - This report presents two research efforts that have been published as conference papers through the Transportation Research Board Annual Meeting, the first of which is under review for journal publication. The first research effort investigates the general application of naturalistic driving data to the modeling of car-following behavior. The driver-specific data available from naturalistic driving studies provides a unique perspective from which to test and calibrate car-following models. As equipment and data storage costs continue to decline, the collection of data through in situ probe-type vehicles is likely to become more popular, and thus there is a need to assess the feasibility of these data for the modeling of driver car-following behavior. The first research effort seeks to focus on the costs and benefits of naturalistic data for use in mobility applications. Any project seeking to utilize naturalistic data should plan for a complex and potentially costly data reduction process to extract mobility data. A case study is provided using the database from the 100-Car Study, conducted by the Virginia Tech Transportation Institute. One thousand minutes worth of data comprised of over 2,000 car-following events recorded across eight drivers is compiled herein, from a section of multilane highway located near Washington, D.C. The collected event data is used to calibrate four different car-following models, and a comparative analysis of model performance is conducted. The results of model calibration are given in tabular format, displayed on the fundamental diagram, and shown with sample event charts of speed-vs.-time and headway-vs.-time. The authors demonstrate that the Rakha-Pasumarthy-Adjerid model performs best both in matching individual drivers and in matching aggregate results, when compared with the Gipps, Intelligent Driver, and Gaxis-Herman-Rothery models. The second effort examines how insights gained from naturalistic data may serve to improve existing car-following models. The research presented analyzes the simplified behavioral vehicle longitudinal motion model, currently implemented in the INTEGRATION software, known as the Rakha-Pasumarthy-Adjerid (RPA) model. This model utilizes a steady-state formulation along with two constraints, namely: acceleration and collision avoidance. An analysis of the model using the naturalistic driving data identified a deficiency in the model formulation, in that it predicts more conservative driving behavior compared to naturalistic driving. Much of the error in simulated car-following behavior occurs when a car-following event is initiated. As a vehicle enters the lane in front of a subject vehicle, the spacing between the two vehicles is often much shorter than is desired; the observed behavior is that, rather than the following vehicle decelerating aggressively, the following vehicle coasts until the desired headway/spacing is achieved. Consequently, the model is enhanced to reflect this empirically observed behavior. Finally, a quantitative and qualitative evaluation of the original and proposed model formulations demonstrates that the proposed modification significantly decreases the modeling error and produces car-following behavior that is consistent with empirically observed driver behavior. KW - Automatic data collection systems KW - Behavior KW - Benefit cost analysis KW - Car following KW - Case studies KW - Drivers KW - Traffic models KW - Traffic simulation UR - http://www.mautc.psu.edu/docs/VT-2010-01.pdf UR - https://trid.trb.org/view/1254562 ER - TY - RPRT AN - 01479792 AU - Reynolds, Tom AU - Glina, Yan AU - Troxel, Seth AU - McPartland, Michael AU - Massachusetts Institute of Technology AU - Federal Aviation Administration TI - Wind Information Requirements for NextGen Applications Phase 1: 4D-Trajectory Based Operations (4D-TBO) PY - 2013/02/20 SP - 90p AB - Accurate wind information is required to support some of the key applications envisioned for future air traffic concepts. A Wind Information Analysis Framework has been developed to assess wind information needs for different applications. The framework is described and then applied in a Four-Dimensional Trajectory Based Operations (4D-TBO) application using simplified versions of the framework’s elements to demonstrate its utility. Realistic ranges of wind information accuracy in terms of wind forecast and Flight Management System wind representation errors are studied. Their impacts on 4D-TBO performance in terms of Required Time of Arrival compliance and fuel burn are presented. Interpretations of the findings to give insights on wind information requirements are provided, together with an outline of the planned next phase of the study to further refine the outputs. KW - Air traffic control KW - Aircraft operations KW - Fuel consumption KW - Next Generation Air Transportation System KW - Simulation KW - Vehicle trajectories KW - Wind UR - http://www.ll.mit.edu/mission/aviation/publications/publication-files/atc-reports/Reynolds_2013_ATC-399_WW-26018.pdf UR - https://trid.trb.org/view/1248163 ER - TY - RPRT AN - 01476287 AU - Garvey, Philip M AU - Pennsylvania State University, University Park AU - Mid-Atlantic Universities Transportation Center AU - United States Sign Council AU - Research and Innovative Technology Administration TI - The Development of Optimal On-Premise Electronic Message Center (EMC) Lighting Levels and Sign Lighting Measurement Techniques PY - 2013/02/20/Final Report SP - 8p AB - Research conducted recently for the United States Sign Council Foundation found no consensus in the research literature or the practices of the commercial electronic message center (EMC) industry on lighting measurement or appropriate lighting levels of on-premise EMCs, nor are there any national standards for EMC lighting levels developed through research at this time. It was clear that, in order to make them optimally legible during daytime hours and at night, the lighting levels of these EMCs must be (and typically are) adjusted automatically as a function of ambient light level. However, the procedures for measuring EMC light levels and the appropriate levels to set the signs during some daytime scenarios (e.g., dusk/dawn and overcast) and at night are inconsistent among the leading U.S. EMC manufacturers and are not supported by empirical, independent, human factors data. This has led to complaints of EMC’s being “over bright,” primarily at night, though this issue has also been reported during dusk and dawn hours and under overcast daytime conditions. The objective of this research was to begin addressing this situation by developing, through original field and test track research, EMC lighting levels that would optimize sign legibility at night from the prospective of a motorist who is viewing the EMC, and to develop standard light level testing procedures. KW - Brightness KW - Electronic message signs KW - Legibility KW - Lighting KW - Measurement KW - Periods of the day KW - Signs KW - Standards UR - http://www.mautc.psu.edu/docs/PSU-2011-05.pdf UR - https://trid.trb.org/view/1245470 ER - TY - RPRT AN - 01476292 AU - Rakha, Hesham A AU - Ahn, Kyoungho AU - Park, Sangjun AU - Virginia Polytechnic Institute and State University, Blacksburg AU - Mid-Atlantic Universities Transportation Center AU - Research and Innovative Technology Administration TI - Predictive Eco-Cruise Control (ECC) System: Model Development, Modeling, and Potential Benefits PY - 2013/02/19/Final Report SP - 93p AB - This research develops a reference model of a predictive eco-cruise control (ECC) system that intelligently modulates vehicle speed within a pre-set speed range to minimize vehicle fuel consumption levels using roadway topographic information. The study includes five basic tasks: (1) develop a vehicle powertrain model that can be easily implemented within eco-driving tools; (2) develop a simple fuel consumption model that computes instantaneous vehicle fuel consumption levels based on power exerted; (3) evaluate manual driving and conventional cruise control (CC) driving using field-collected data; (4) develop a predictive ECC system that uses the developed vehicle powertrain and fuel consumption models; and (5) evaluate the potential benefits of the proposed predictive ECC system on a pre-trip and fleet-aggregate basis. This study develops a predictive ECC system that can save fuel and reduce carbon dioxide emissions using road topography information. The performance of the system is tested by simulating a vehicle trip on a section of Interstate 81 in the state of Virginia. The results demonstrate fuel savings of up to 15% with execution times within real time. The study found that the implementation of the predictive ECC system could help achieving better fuel economy and air quality. KW - Air quality management KW - Cruise control KW - Ecodriving KW - Fuel conservation KW - Fuel consumption KW - Power trains KW - Speed control KW - Sustainable transportation KW - Virginia UR - http://www.mautc.psu.edu/docs/VT-2009-03.pdf UR - https://trid.trb.org/view/1245471 ER - TY - RPRT AN - 01476290 AU - Rakha, Hesham A AU - Zohdy, Ismail H AU - Kamalanathsharm, Raj K AU - Virginia Polytechnic Institute and State University, Blacksburg AU - Mid-Atlantic Universities Transportation Center AU - Research and Innovative Technology Administration TI - Agent-Based Game Theory Modeling for Driverless Vehicles at Intersections PY - 2013/02/19/Final Report SP - 44p AB - This report presents three research efforts that were published in various journals: "An Agent- Based Framework for Modeling Driver Left-Turn Gap Acceptance Behavior at Signalized Intersections"; "Game Theory Algorithm for Intersection-Based Cooperative Adaptive Cruise Control (CACC) Systems"; and "Intersection Management for Autonomous Vehicles Using ICACC." The first research effort presents a reactive-driving agent based algorithm for modeling driver left turn gap acceptance behavior at signalized intersections. This model considers the interaction between driver characteristics and vehicle physical capabilities. The model explicitly captures the vehicle constraints on driving behavior using a vehicle dynamics model. In addition, the model uses the driver’s input and the psychological deliberation in accepting/rejecting a gap. The model is developed using a total of 301 accepted gaps and subsequently validated using 2,429 rejected gaps at the same site and also validated using 1,485 gap decisions (323 accepted and 1,162 rejected) at another site. The proposed model is considered as a mix between traditional and reactive methods for decision making and consists of three main components: input, data processing and output. The input component uses sensing information, vehicle and driver characteristics to process the data and estimate the critical gap value. Thereafter, the agent decides to either accept or reject the offered gap by comparing to a driver-specific critical gap (the offered gap should be greater than the critical gap for it to be accepted). The results demonstrate that the agent-based model is superior to the standard logistic regression model because it produces consistent performance for accepted and rejected gaps (correct predictions in 90% of the observations) and the model is easily transferable to different sites. The proposed modeling framework can be generalized to capture different vehicle types, roadway configurations, traffic movements, intersection characteristics, and weather effects on driver gap acceptance behavior. The findings of this research effort is considered as an essential stage for modeling autonomous/driverless vehicles. The second effort develops a heuristic optimization algorithm for automated vehicles (equipped with CACC systems) at uncontrolled intersections using a game theory framework. The proposed system models the automated vehicles as reactive agents interacting and collaborating with the intersection controller (manager agent) to minimize the total delay. The system is evaluated using a case study considering two different intersection control scenarios: a four-way stop control and the proposed intersection controller framework. In both scenarios, four automated vehicles (a single vehicle per approach) were simulated using a Monte Carlo simulation that was repeated 1000 times. The results show that the proposed system reduces the total delay relative to a traditional stop control by 35 seconds on average, which corresponds to an approximately 70% reduction in the total delay. The third effort presents a new tool for optimizing the movements of autonomous/driverless vehicles through intersections: iCACC. The main concept of the proposed tool is to control vehicle trajectories using CACC systems to avoid collisions and minimize intersection delay. Simulations were executed to compare conventional signal control with iCACC considering two measures of effectiveness - delay and fuel consumption. Savings in delay and fuel consumption in the range of 91% and 82% relative to conventional signal control were demonstrated, respectively. It is anticipated that the findings of this report may contribute in the future of advanced vehicles control and connected vehicles applications. KW - Autonomous intelligent cruise control KW - Decision making KW - Fuel consumption KW - Game theory KW - Gap acceptance KW - Highway traffic control KW - Intelligent vehicles KW - Left turns KW - Signalized intersections KW - Traffic delays KW - Unsignalized intersections UR - http://www.mautc.psu.edu/docs/VT-2010-02.pdf UR - https://trid.trb.org/view/1245469 ER - TY - RPRT AN - 01475437 AU - Schmidt, Tyler L AU - Lechtenberg, Karla A AU - Meyer, Curt L AU - Faller, Ronald K AU - Bielenberg, Robert W AU - Reid, John D AU - Sicking, Dean L AU - University of Nebraska, Lincoln AU - New York State Department of Transportation AU - Federal Highway Administration TI - Evaluation of the New York Low-Tension Three-Cable Barrier on Curved Alignment PY - 2013/02/19/Final Report SP - 300p AB - Three full-scale crash tests were performed on the New York Department of Transportation’s (NYSDOT’s) curved, low-tension, three-cable barrier systems utilizing the MASH Test Level 3 safety performance criteria. The cable barrier system for test no. NYCC-1 was 399.1 ft (121.6 m) long and used a radius of 360 ft (110 m). For test nos. NYCC-2 and NYCC-3, the cable barrier systems were 396.5 ft (120.9 m) long and used radii of 440 ft (134 m). In test nos. NYCC-1 and NYCC-2, the three cables were positioned at heights of 1 ft 3 in. (0.38 m), 1 ft 9 in. (0.53 m), and 2 ft 3 in. (0.69 m). In each of the tests, a 2270P vehicle was used. The first test redirected the pickup truck with all safety performance criteria being satisfied. During the second test, the pickup truck overrode the cable barrier and came to rest behind the system, thus resulting in unacceptable barrier performance. The barrier system was modified using a 2 in. (51 mm) height increase and retested with cables centered at 1 ft 5 in. (0.41 m), 1 ft 11 in.(0.58 m) and 2 ft 5 in. (0.74 m). In the third test, the pickup truck was redirected, and all safety performance criteria were satisfied. KW - Barriers (Roads) KW - Compliance KW - Highway safety KW - Impact tests KW - New York State Department of Transportation KW - Roadside structures UR - https://www.dot.ny.gov/divisions/engineering/technical-services/trans-r-and-d-repository/TRP-03-263-12.pdf UR - https://trid.trb.org/view/1245476 ER - TY - RPRT AN - 01482783 AU - Vargas-Nordcbeck, Adriana AU - Timm, David H AU - National Center for Asphalt Technology AU - Federal Highway Administration AU - Alabama Department of Transportation AU - Florida Department of Transportation AU - North Carolina Department of Transportation AU - Oklahoma Department of Transportation AU - South Carolina Department of Transportation AU - Tennessee Department of Transportation TI - Physical and Structural Characterization of Sustainable Asphalt Pavement Sections at the NCAT Test Track PY - 2013/02/18 SP - 149p AB - Six structural sections were created in 2009 at the National Center for Asphalt Technology (NCAT) to test structural and physical performance. The test sections included a foam-based warm mix asphalt (WMA) section and an additive-based WMA section; a high recycled asphalt pavement (RAP) hot mix section and a high RAP warm mix section; a porous friction course; and a control section. Laboratory tests included binder tests, dynamic modulus, rutting, fatigue, and tension tests. Field tests included observations of strain, pressure, cracking, macrotexture, roughness, and durability. KW - Cracking of asphalt concrete pavements KW - Durability tests KW - Field tests KW - Laboratory tests KW - Pavement performance KW - Recycled materials KW - Roughness KW - Rutting KW - Structural analysis KW - Test tracks KW - Warm mix paving mixtures UR - http://www.ncat.us/files/reports/2013/rep13-02.pdf UR - https://trid.trb.org/view/1250361 ER - TY - RPRT AN - 01551342 AU - Miller, Kevin AU - Bouattoura, Fariel AU - Zingalli, Joe AU - Macias, Roberto AU - Miller, Bryan AU - Olyai, Koorosh AU - Dallas Area Rapid Transit AU - Federal Highway Administration AU - Research and Innovative Technology Administration AU - Federal Transit Administration TI - System Acceptance Test Plan: Dallas Integrated Corridor Management (ICM) Demonstration Project PY - 2013/02/16/Final Report SP - 234p AB - The Dallas Area Rapid Transit (DART) is leading the US 75 Integrated Corridor Management (ICM) Demonstration Project for the Dallas region. Coordinated corridor operations and management is predicated on being able to share transportation information on highways, arterials, transit, weather, and incidents. The ICM system will utilize the existing Texas Department of Transportation (TxDOT) Center-to-Center standards based communication infrastructure, and will provide direct connections to agencies not on the Center-to-Center network, via a web-based interface known as SmartNET. The ICM system uses SmartNET as the main graphical user interfaces for the ICM Stakeholders to create, edit, and view events in the corridor and region, view current conditions of field devices and congestion on the roadway network, and coordinate responses to incidents within the corridor. This Systems Acceptance Test Plan covers the test process and scripts for validating the requirements of the ICM system. KW - Acceptance tests KW - Communication systems KW - Dallas (Texas) KW - Information dissemination KW - Integrated corridor management KW - Software KW - Transportation corridors KW - Validation UR - http://ntl.bts.gov/lib/54000/54100/54133/Dallas_ICMS_-_SAT_Plan__-_Final_508.pdf UR - https://trid.trb.org/view/1340039 ER - TY - ABST AN - 01609857 TI - Management of PEGASAS AB - Funding for Management of Partner to Enhance General Aviation Safety, Accessibility and Sustainability (PEGASAS) KW - Accessibility KW - Aviation KW - Aviation safety KW - Sustainable development UR - https://trid.trb.org/view/1421717 ER - TY - RPRT AN - 01485398 AU - Colgate, J Edward AU - Peshkin, Michael A AU - Northwestern University, Evanston AU - Research and Innovative Technology Administration TI - Haptic Interface for Vehicular Touch Screens PY - 2013/02/13/Final Report SP - 12p AB - Once the domain of purely physical controls such as knobs, levers, buttons, and sliders, the vehicle dash is rapidly transforming into a computer interface. This presents a challenge for drivers, because the physics - based cues which make traditional controls easy to operate with limited visual confirmation are absent on traditional screens. The authors investigate the addition of programmable physics–based cues to a visual display as a method to reduce eyes–off–road time. A TPaD variable friction touchpad was installed in the Ford VIRTTEX motion driving simulator. Subjects performed target acquisition and slider adjustment task s under visual, visual/haptic, and haptic feedback conditions. For the two tasks, the authors found that the visual/haptic condition resulted in 39% and 19% decreases in total eyes–off–road time per task while showing negligible differences in task performance. Subjects showed a clear preference for combined visual and haptic feedback. KW - Driving simulators KW - Eye location KW - Instrument panels KW - Tactile perception KW - Vehicles KW - Visual display units (Computers) KW - Visual perception UR - http://www.ccitt.northwestern.edu/documents/CCITT_Final_Report_Y501.pdf UR - http://ntl.bts.gov/lib/47000/47900/47908/CCITT_Final_Report_Y501.pdf UR - https://trid.trb.org/view/1253848 ER - TY - RPRT AN - 01483040 AU - Mullenbach, Joe AU - Blommer, Mike AU - Colgate, J Edward AU - Peshkin, Michael A AU - Center for the Commercialization of Innovative Transportation Technology AU - Research and Innovative Technology Administration TI - Reducing Driver Distraction with Touchpad Physics PY - 2013/02/13/Final Report SP - 12p AB - Once the domain of purely physical controls such as knobs, levers, buttons, and sliders, the vehicle dash is rapidly transforming into a computer interface. This presents a challenge for drivers, because the physics-based cues which make traditional controls easy to operate with limited visual confirmation are absent on traditional screens. This report investigates the addition of programmable physics-based cues to a visual display as a method to reduce eyes-off-road time. A tactile pattern display (TPaD) variable friction touchpad was installed in the Ford VIRTTEX motion driving simulator. Subjects performed target acquisition and slider adjustment tasks under visual, visual/haptic, and haptic feedback conditions. For the two tasks, the visual/haptic condition resulted in 39% and 19% decreases in total eyes-off-road time per task while showing negligible differences in task performance. Subjects showed a clear preference for combined visual and haptic feedback. KW - Distraction KW - Driver vehicle interfaces KW - Driving simulators KW - Eye movements KW - Information display systems KW - Instrument panels KW - Tactile perception UR - http://www.ccitt.northwestern.edu/documents/CCITT_Final_Report_Y501.pdf UR - https://trid.trb.org/view/1251696 ER - TY - RPRT AN - 01483047 AU - Dolinskaya, Irina AU - Smilowitz, Karen AU - Chan, Jennifer AU - Center for the Commercialization of Innovative Transportation Technology AU - Research and Innovative Technology Administration TI - Integration of Real-Time Mapping Technology in Disaster Relief Distribution PY - 2013/02/12/Final Report SP - 34p AB - Dynamic environments and uncertainty are the norm during disasters. Many of the datasets currently used in emergency response become critically out of date in a fast changing environment. As a result, models and routing pathways often fall short of their intended goals to provide timely transfer of goods and services to organizations and disaster-affected communities. This project focuses on dynamic routing models for the distribution of relief supplies and services in humanitarian settings. The focus is on the potential to improve these models, and thus improve the effectiveness of humanitarian relief, by using new applications of mapping technologies and real-time information to mitigate the effects of dynamic changes during humanitarian crises and disasters and the significant uncertainty that exists in these settings. KW - Disaster relief KW - Disasters and emergency operations KW - Dynamic models KW - Information processing KW - Information technology KW - Mapping KW - Real time information KW - Routing KW - Uncertainty UR - http://www.ccitt.northwestern.edu/documents/2011.Dolinskaya.Final.Report.pdf UR - http://ntl.bts.gov/lib/47000/47900/47907/2011.Dolinskaya.Final.Report.pdf UR - https://trid.trb.org/view/1251695 ER - TY - RPRT AN - 01496798 AU - McGehee, Daniel V AU - Reyes, Michelle L AU - Carney, Cher AU - University of Iowa, Iowa City AU - Iowa Department of Transportation AU - Federal Highway Administration TI - Age vs. Experience: Evaluation of a Video Feedback Intervention for Newly Licensed Teen Drivers PY - 2013/02/06/Final Report SP - 35p AB - This project examines the effects of age, experience, and video-based feedback on the rate and type of safety-relevant events captured on video event recorders in the vehicles of three groups of newly licensed young drivers: (1) 14.5- to 15.5-year-old drivers who hold a minor school license; (2) 16-year-old drivers with an intermediate license who are driving unsupervised for the first time; and (3) 16-year-old drivers with an intermediate license who previously drove unsupervised for at least four months with a school license. The young drivers’ vehicles were equipped with an event-triggered video recording device for 24 weeks. Half of the participants received feedback regarding their driving, and the other half received no feedback at all and served as a control group. The number of safety-relevant events per 1,000 miles (i.e., “event rate”) was analyzed for 90 participants who completed the study. On average, the young drivers who received the video-based intervention had significantly lower event rates than those in the control group. This finding was true for all three groups. An effect of experience was seen for drivers in the control group; the 16-year-olds with driving experience had significantly lower event rates than the 16-year-olds without experience. When the intervention concluded, an increase in event rate was seen for the school license holders, but not for either group of 16-year-old drivers. There is strong evidence that giving young drivers video-based feedback, regardless of their age or level of driving experience, is effective in reducing the rate of safety-relevant events relative to a control group who do not receive feedback. Specific comparisons with regard to age and experience indicated that the age of the driver did not have an effect on the rate of safety-events, while experience did. Young drivers with six months or more of additional experience behind the wheel had nearly half as many safety-relevant events as those without that experience. KW - Age groups KW - Driver experience KW - Driver licenses KW - Driver monitoring KW - Human error KW - Iowa KW - Novices KW - Teenage drivers KW - Video cameras UR - http://publications.iowa.gov/15047/1/IA_DOT_TPF-5%28207%29_UI_age_experince_2013.pdf UR - https://trid.trb.org/view/1263929 ER - TY - ABST AN - 01592580 TI - Hazardous Material Safety Permit (HMSP) Program Improvements AB - The objective of this project is to provide research material so that the Agency can: (1) prepare a report to Congress (as required by the Moving Ahead for Progress in the 21st Century Act [MAP-21]) describing how the Hazardous Material Safety Permit (HMSP) program may be improved; and (2) provide background recommendations for how the Federal Motor Carrier Safety Administration (FMCSA) can initiate the recommendations contained in the Report to Congress, both short term and longer term. FMCSA received a petition in 2010 to modify the renewal process for the HMSP. In 2012, MAP-21 mandated that FMCSA report on how it will improve the HMSP and undertake a rulemaking to do so within the next year. The project team performed a program evaluation of all aspects of the HMSP program. It produced a detailed draft final report on all aspects of the evaluation that enabled FMCSA to meet the above goals. A Federal Register Notice was published in August 2015 implementing policy changes that revised the HMSP renewal process and a portion of how the safety performance is tracked. The detailed final report will be published on the FMCSA Web site. Recommendations on how to migrate (in part) monitoring of HMSP carriers to a Compliance, Safety, Accountability (CSA) Safety Measurement System (SMS)-styled process, change the intervention process to be one of initiating comprehensive reviews of questionable carriers (rather than denying renewal of HMSP based on threshold violations), and provide a second level of review if the comprehensive review determines a safety fitness rating of less than satisfactory. Provided recommendations for how a more thorough safety monitoring process could be implemented to detect problem small carriers with limited safety performance data. KW - Hazardous materials KW - Hazardous Materials Transportation Act KW - Improvements KW - Motor carriers KW - Moving Ahead for Progress in the 21st Century Act (MAP-21) KW - Permits KW - Safety UR - www.fmcsa.dot.gov UR - https://trid.trb.org/view/1400174 ER - TY - RPRT AN - 01537414 AU - Washer, Glenn AU - Center for Transportation Infrastructure and Safety/NUTC program AU - Research and Innovative Technology Administration TI - Field Evaluation of Thermographic Bridge Concrete Inspection Techniques PY - 2013/02//Final Report SP - 44p AB - The goal of this research is to develop new technologies for the condition assessment of concrete to help ensure bridge safety and improve the effectiveness of maintenance and repair. The objectives of the research are to: Quantify the capability and reliability of thermal imaging technology in the field; Field test and validate inspection guidelines for the application of thermal imaging for bridge inspection; and Identify and overcome implementation barriers. The project will provide hand-held infrared cameras to participating state Departments of Transportation (project partners), train individuals from these states in camera use, and conduct field test of the technology. The reliability of the technology will be assessed and previously developed guidelines for field use will be evaluated through systematic field testing. Project partners will be provided training and hardware for testing within their existing bridge evaluation programs, to identify implementation challenges, evaluate the effectiveness of guidelines, and assess the utility of the technology for bridge condition assessment. A series of field tests that include field verification of results will be conducted by the project partners in cooperation with the research team. These field tests will seek to quantitatively evaluate and verify the capabilities and reliability of the technology under field conditions. These data will be used to validate and improve the guidelines and support practical implementations of the technology. The outcome of the research will be a new tool for improving bridge safety and identifying repair and maintenance needs.This report addresses the training phase of the project, during which states participating in the pooled fund were training in the underlying theories and procedures for implementing infrared thermography for the condition assessment of bridges. The primary technology developed under this portion of the study was the training modules and slides, which are included herein as an appendix to the report. KW - Concrete bridges KW - Condition surveys KW - Infrared imagery KW - Infrared thermography KW - Inspection KW - Nondestructive tests KW - Thermal imaging KW - Thermographs KW - Training UR - http://transportation.mst.edu/media/research/transportation/documents/R293%20Final%20Report%20-%20reduced.pdf UR - https://trid.trb.org/view/1321500 ER - TY - RPRT AN - 01530299 AU - Heres, David R AU - Salon, Deborah AU - Jack, Darby AU - Centro de Investigacion y Docencia Economicas AU - Columbia University AU - University of California, Davis AU - California Department of Transportation AU - Research and Innovative Technology Administration TI - Do Public Transit Investments Promote Urban Economic Development? Evidence from Bogotá, Colombia PY - 2013/02//Final Report SP - 31p AB - In this paper, the authors use a repeated cross-section labor market dataset to assess whether access to the TransMilenio Bus Rapid Transit (BRT) system in Bogotá, Colombia, affects the incomes of those who live in station area neighborhoods. Results indicate that the opening of the system was associated with increased income for those living near – but not immediately adjacent to – trunk line stations. This relationship is strongest in the lower and middle-income range. Two possible explanations for this result are that existing residents earn higher wages, or higher income workers relocate to the neighborhood. While available data do not allow the authors to distinguish clearly between these two causes, evidence suggests that much of the effect is likely due to relocation. The results stand in contrast to prior work, which has largely suggested that improvements in public transit will tend to reduce wages in station areas. KW - Bogota (Colombia) KW - Bus rapid transit KW - Bus terminals KW - Economic development KW - Income KW - Investments KW - Spatial analysis KW - TransMilenio UR - http://www.its.ucdavis.edu/wp-content/themes/ucdavis/pubs/download_pdf.php?id=1835 UR - https://trid.trb.org/view/1263020 ER - TY - RPRT AN - 01530293 AU - Tal, Gil AU - Nicholas, Michael A AU - Woodjack, Justin AU - Scrivano, Daniel AU - University of California, Davis AU - California Department of Transportation AU - Research and Innovative Technology Administration TI - Who Is Buying Electric Cars in California? Exploring Household and Vehicle Fleet Characteristics of New Plug-In Vehicle Owners PY - 2013/02//Final Report SP - 17p AB - This study explores the demographics and socioeconomic characteristics of 1,200 households who purchased a new plug-in vehicle in California during 2011-2012, part of the developing market for such vehicles. Most purchased the Nissan LEAF, a battery electric vehicle (BEV), while small portion purchased a Chevrolet Volt, a plug-in hybrid electric vehicle (PHEV), or a Tesla roadster, also a BEV. Data from the 2009 National household Travel Survey are used to compare the plug-in car buyer’s characteristics to the general population and new car buyers in California. The results of this study can be used to improve the modeling process of the potential demand for plug-in vehicles and the derived demand for charging. They also can help in evaluating the impact of policies to increase the demand for these vehicles. KW - California KW - Computer models KW - Demand KW - Demographics KW - Electric vehicles KW - Location KW - Motivation KW - Plug-in hybrid vehicles KW - Socioeconomic factors KW - Vehicle fleets UR - http://www.its.ucdavis.edu/wp-content/themes/ucdavis/pubs/download_pdf.php?id=1839 UR - https://trid.trb.org/view/1263023 ER - TY - RPRT AN - 01530283 AU - Circella, Giovanni AU - Johnston, Robert AU - Holguin, Andrew AU - Lehmer, Eric AU - Wang, Yang AU - McCoy, Michael AU - University of California, Davis AU - California Department of Transportation AU - Research and Innovative Technology Administration TI - Updating the PECAS Modeling Framework to Include Energy Use Data for Buildings PY - 2013/02//Final Report SP - 124p AB - This study investigates the consumption of electricity and natural gas for building operations for several categories of residential and non-residential buildings. The study updates the Production Exchange Consumption Allocation System (PECAS) land use modeling framework to include energy components. An energy database was assembled to study energy consumption in buildings. The authors conducted statistical analysis of utility data and estimated linear regression models to predict energy consumption in buildings. Results are validated using data from independent sources, including the California Residential Appliance Saturation Study (RASS) and the Commercial End-Use Survey (CEUS). Results are used to update PECAS and form part of the baseline study to estimate energy and greenhouse gas balances in an urban metabolism framework for the analysis of the environmental impacts of complex urban regions. The results also allow the total energy consumption and greenhouse gas emissions for residential and commercial building operations to be estimated through the application to the total residential and commercial building inventory in the region. These results are then useful for the evaluation of possible energy savings in buildings. KW - Dwellings KW - Energy conservation KW - Energy consumption KW - Industrial buildings KW - Land use models KW - PECAS (Computer model) KW - Sustainable development UR - http://www.its.ucdavis.edu/wp-content/themes/ucdavis/pubs/download_pdf.php?id=1851 UR - https://trid.trb.org/view/1263022 ER - TY - RPRT AN - 01529437 AU - Blower, Daniel AU - Matteson, Anne AU - University of Michigan, Ann Arbor AU - Federal Motor Carrier Safety Administration TI - Evaluation of 2010 New Jersey Crash Data Reported to the MCMIS Crash File PY - 2013/02 SP - 49p AB - This report is part of a series evaluating the data reported to the Motor Carrier Management Information System (MCMIS) Crash File undertaken by the Center for National Truck and Bus Statistics at the University of Michigan Transportation Research Institute. The earlier studies showed that reporting to the MCMIS Crash File was incomplete. This report examines the factors that are associated with reporting rates for the State of New Jersey. MCMIS Crash File records were matched to the New Jersey crash file to determine the nature and extent of underreporting. Overall, it is estimated that for 2010, 75.3% of reportable crash involvements were reported. Almost 90% fatal crash involvements were correctly reported. Reporting rates were lower for less severe collisions: 84.0% of injured/transported crashes and 72.3% of towed/disabled crashes were reported. Low reporting rates of crashes covered by local enforcement agencies were a primary factor in the overall reporting rate. The New Jersey Highway Patrol had the highest reporting rate. Rates were substantially lower for crashes covered by police departments. State police and municipal police departments covered virtually all reportable crashes. Missing data rates on records reported to the MCMIS crash file are low for most variables. Corresponding data elements in the MCMIS and New Jersey crash files were reasonably consistent, except for vehicle configuration and cargo body, though even there only roughly 3% to 4% of records differed. Improvements in training may address this issue. About 75 percent of records were submitted to the MCMIS file within 90 day post-crash period requirement. KW - Crash data KW - Crash rates KW - Crash reports KW - Crash severity KW - Evaluation KW - Motor Carrier Management Information System Crash File KW - New Jersey UR - http://deepblue.lib.umich.edu/bitstream/handle/2027.42/106390/102991.pdf?sequence=1 UR - https://trid.trb.org/view/1311229 ER - TY - RPRT AN - 01526324 AU - Hirsch, David G AU - Taylor, Emily AU - Rolf, Eric AU - Rodamer, Josh AU - Scheben, Vincent AU - Northern Kentucky University, Highland Heights AU - Federal Transit Administration TI - Application of Information Technology to Transportation Logistics and Security at Northern Kentucky University PY - 2013/02 SP - 84p AB - This research grant provided the opportunity to research and deploy beneficial transportation technologies to support transit needs. Working with the Transit Authority of Northern Kentucky (TANK), solutions were developed that can apply to transit agencies and emergency management across the country. As a result of this research, technologies were developed and deployed to Wi-Fi-enable buses, send video content to buses in transit, send riders service alerts via email and text, visualize the cost and environmental advantages of public transit, and provide location aware trip planning and other informational services via the Web, desktop gadgets, mobile apps, text messages, and kiosks. KW - Buses KW - Communication systems KW - Emergency management KW - Information dissemination KW - Information technology KW - Public transit KW - Technological innovations KW - Transit Authority of Northern Kentucky UR - http://www.fta.dot.gov/documents/FTA_Report_No._0036.pdf UR - https://trid.trb.org/view/1308237 ER - TY - RPRT AN - 01522381 AU - Schulz, Noah AU - Lee, Cynthia AU - MacDonald, John AU - Volpe National Transportation Systems Center AU - National Park Service TI - Montezuma Castle National Monument: Acoustical Monitoring 2010 PY - 2013/02//Final Report SP - 54p AB - During the summer of 2010 (July-August), the Volpe Center collected baseline acoustical data at Montezuma Castle National Monument (MOCA) at two sites deployed for approximately 30 days each. The baseline data collected during this period will help park managers and planners estimate the effects of future noise impacts and will help to inform future park planning objectives such as creating soundscape management plans, as well as the development of an Air Tour Management Plan (ATMP), which provides for the regulation of commercial air tours. The sound sources of concern at MOCA include developments near park boundaries, air tours, commercial and private aircraft activities, and requests for special use permits for noisy activities. This document summarizes the results of the noise measurement study. KW - Aircraft noise KW - Ambient noise KW - Montezuma Castle National Monument KW - National parks KW - Noise sources KW - Sound level UR - http://ntl.bts.gov/lib/51000/51100/51158/MOCA_AcousticalMonitoringReport_nrss.pdf UR - https://trid.trb.org/view/1303916 ER - TY - RPRT AN - 01505632 AU - Coulter, Zebulun C AU - Western Transportation Institute AU - American Traffic Safety Services Association AU - Federal Highway Administration TI - Safety Opportunities in High Friction Surfacing PY - 2013/02 SP - 32p AB - High Friction Surface Treatments (HFSTs) are pavement surface treatments that are composed of extremely hard, polish- and abrasion-resistant aggregates bonded to the pavement surface that greatly enhance the skid resistance and frictional characteristics of a road surface. HFSTs address three speed-related crash conditions: low friction, marginal friction (further reduced by weather), and friction values not compatible with approach speeds and geometrics. This document provides insights into the benefits and challenges involved in effectively installing HFSTs. This document is organized into five parts: Part one presents an overview of what HFSTs are, where they can be used, the different materials that are available, and other introductory materials. Part two presents case studies of successful applications of HFSTs made throughout the United States to address different crash issues. Part three presents more in-depth information on the aggregates, binders, and testing methods associated with HFSTs. Part four presents national and state contacts and useful website resources that may be consulted. Part five provides a glossary of terms, past research results related to the treatment, and a list of the references cited throughout the document. KW - Aggregates KW - Binders KW - Case studies KW - Friction KW - Friction course KW - Highway safety KW - Pavement design KW - Surface course (Pavements) KW - United States UR - http://www.dbiservices.com/sites/default/files/resources/ATSSA-HFST-LoRes.pdf UR - https://trid.trb.org/view/1286048 ER - TY - RPRT AN - 01497437 AU - Mokhtarian, Patricia L AU - Neufeld, Amanda J. AU - Dong, Zhi AU - Circella, Giovanni AU - University of California, Davis AU - Capitol Corridor Joint Powers Authority AU - California Department of Transportation AU - Research and Innovative Technology Administration TI - Did Free Wi-Fi Make a Difference to Amtrak’s Capitol Corridor Service? An Evaluation of the Impact on Riders and Ridership PY - 2013/02//Final Report SP - 83p AB - In November 2011, Amtrak launched free Wi-Fi service on all trains traveling the California Capitol Corridor route. Surveys of passengers found that wi-fi access has a positive impact on the expected travel frequency, especially for new riders. A discrete choice model was used to predict the choice to use the free wi-fi service; results identified demographic characteristics and other factors that indicate which passengers are more likely to use the service. Prior to installation, the Capitol Corridor Joint Powers Authority indicated that a 1-2% increase in ridership would justify the free wi-fi. That result appears to have been met and most likely exceeded. KW - Amtrak KW - California KW - Capitol Corridor Joint Powers Authority KW - IEEE 802.11 (Standard) KW - In transit passenger services KW - Railroad commuter service KW - Ridership KW - Wireless communication systems UR - http://www.its.ucdavis.edu/wp-content/themes/ucdavis/pubs/download_pdf.php?id=1845 UR - https://trid.trb.org/view/1262941 ER - TY - RPRT AN - 01496684 AU - Pierce, Linda M AU - McGovern, Ginger AU - Zimmerman, Kathryn A AU - Applied Pavement Technology, Incorporated AU - Federal Highway Administration TI - Practical Guide for Quality Management of Pavement Condition Data Collection PY - 2013/02//Final Report SP - 170p AB - An effective pavement management system depends on reliable, accurate, and complete information. Having quality pavement management data is directly linked to the ability of the pavement management system to contribute to the development of reasonable and reliable recommendations and decisions regarding an agency’s pavement network. Pavement condition data are one of the key components of a pavement management system. Pavement condition data are used to model pavement performance, to trigger various actions ranging from maintenance to rehabilitation to reconstruction, to evaluate program effectiveness, and to satisfy many other purposes. While there are many different methodologies used for assessing pavement condition, ranging from manual surveys to fully automated procedures, the need for quality data remains the same. Agencies take a number of steps to ensure and verify data quality, including calibration of the data collection equipment or the inspection teams, incorporating quality control sections that are reinspected to assess repeatability, and verifying reasonableness and completeness of the pavement condition survey. The ability to evaluate and determine the quality of pavement condition data is essential for establishing the accuracy and reliability of analyses made using pavement condition. The Federal Highway Administration (FHWA) sponsored the development of a Practical Guide on Quality Management (QM) Procedures for network-level pavement condition data. This Practical Guide provides information related to the development and implementation of a QM program, incorporating proven QM practices, and showcasing examples or case studies using pavement condition data from a variety of state departments of transportation. KW - Case studies KW - Data collection KW - Data quality KW - Pavement distress KW - Pavement management systems KW - Quality control KW - State departments of transportation UR - http://www.fhwa.dot.gov/pavement/management/qm/data_qm_guide.pdf UR - https://trid.trb.org/view/1265581 ER - TY - RPRT AN - 01495170 AU - Sohaney, Richard AU - Rasmussen, Robert O AU - Donavan, Paul AU - Rochat, Judith L AU - Research and Innovative Technology Administration AU - Transtec Group, Incorporated AU - Illingworth & Rodkin, Incorporated AU - National Park Service TI - Quieter Pavements Guidance Document PY - 2013/02//Final Report SP - 68p AB - This report provides guidance and better practice recommendations to the National Park Service for selecting pavement surfaces to minimize tire-pavement noise. The report contains an overview of common technologies and methods for quieter pavements, descriptions of research and quieter pavement specifications developed by several state agencies, and a directory of state agency noise and materials/pavement engineers. A brief introduction to some of the fundamentals of tire-pavement noise is included in an appendix. KW - National Park Service KW - Noise control KW - Pavements KW - Surface course (Pavements) KW - Tire/pavement noise KW - Traffic noise UR - http://ntl.bts.gov/lib/48000/48100/48194/NPS_QP_guidance_document_FINAL_NRTR_2013_05_16_nrss.pdf UR - https://trid.trb.org/view/1263015 ER - TY - RPRT AN - 01491686 AU - Shu, Xinggao AU - Davis, David AU - Akhtar, Muhammad AU - Transportation Technology Center, Incorporated AU - Federal Railroad Administration TI - Next Generation Foundations for Special Trackwork – Phase I PY - 2013/02 SP - 58p AB - This report reviews the dynamic load environment and failure modes of special trackwork frog foundations. Key measurements taken under a 39,000-pound wheel load traffic at the Facility for Accelerated Service Testing were used to develop and calibrate a vehicle-track model. Parametric studies show the following: (1) for new crossings without any track differential settlement, optimal foundation stiffness and damping could lower the current wheel-rail (W-R) impact by 30 percent, (2) for worn crossings, W-R impact increases significantly with foundation stiffness and damping; and (3) W-R impact increases with track differential settlement. On the basis of the modeling results, this report proposes preliminary design and maintenance guidelines for improving crossing performances. KW - Ballast (Railroads) KW - Design KW - Dynamic loads KW - Failure KW - Frogs (Railroads) KW - Guidelines KW - Maintenance of way KW - Next Generation Train KW - Parametric analysis KW - Rolling contact KW - Special trackwork UR - http://www.fra.dot.gov/eLib/details/L04322 UR - http://www.fra.dot.gov/Elib/Document/2931 UR - https://trid.trb.org/view/1258764 ER - TY - RPRT AN - 01491389 AU - Rakha, Hesham AU - Chen, Hao AU - Haghani, Ali AU - Sadabadi, Kaveh Farokhi AU - Virginia Polytechnic Institute and State University, Blacksburg AU - University of Maryland, College Park AU - Mid-Atlantic Universities Transportation Center AU - Research and Innovative Technology Administration TI - Assessment of Data Quality Needs for Use in Transportation Applications PY - 2013/02//Final Report SP - 123p AB - The objective of this project is to investigate data quality measures and how they are applied to travel time prediction. This project showcases a short‐term travel time prediction method that takes into account the data needs of real‐time applications. The objective of this research is to prepare and disseminate accurate short‐term (up to 15 minutes ahead) travel time predictions on major highway corridors in the state of Maryland using real‐time and archived Bluetooth travel time samples, probe-based INRIX data, and stationary sensor data pooled together in Regional Integrated Transportation Information System (RITIS). In addition the research effort also develops a medium-term travel time prediction algorithm using pattern recognition techniques. The algorithm is used to predict travel times between Richmond and Virginia Beach in the state of Virginia. Unlike previous studies that use travel time as the variable, the traffic state spatiotemporal evolution is used to predict traffic patterns. The approach uses traffic state data for the current day matched with a historical data set to identify similar traffic patterns and predict travel times into the future. The tasks of this study start from data collection and analysis. The raw INRIX data, including data from I-64 and I-264 between Richmond to Virginia Beach for the past three years, are used in this study. Several problems with the raw data are analyzed, including geographically inconsistent sections, irregular time intervals of data collection, and missing data. Subsequently, a travel database is constructed to obtain daily spatiotemporal traffic states in which traffic state information and dynamic travel times are included. A travel time prediction algorithm is developed using speed measurements and which fully utilizes the relationship between traffic state and travel time. INRIX data for the selected 37-mile freeway stretch (Newport News to Virginia Beach) are used to test the proposed algorithm. The testing results indicate that the proposed algorithm outperforms the other three methods including using instantaneous measurements, using a Kalman filter, and using the k-nearest-neighbor method. Moreover, the case study on the entire 95-mile freeway stretch from Richmond to Virginia Beach demonstrates the superiority of the proposed algorithm over the instantaneous approach that is currently used by Virginia Department of Transportation (VDOT). The proposed prediction method reduces the prediction error by approximately 50% compared to the current instantaneous method, especially at the shoulders of the peak periods. KW - Algorithms KW - Data quality KW - Forecasting KW - Highway corridors KW - Maryland KW - Traffic data KW - Travel time KW - Virginia UR - http://ntl.bts.gov/lib/47000/47800/47817/MAUTC-2011-01.pdf UR - https://trid.trb.org/view/1258432 ER - TY - RPRT AN - 01489301 AU - Owusu-Ababio, Samuel AU - Schmitt, Robert AU - University of Wisconsin, Platteville AU - Wisconsin Department of Transportation AU - Federal Highway Administration TI - Longitudinal Cracking in Widened Portland Cement Concrete Pavements PY - 2013/02//Final Report SP - 150p AB - The Wisconsin Department of Transportation constructed certain concrete pavements with lane widths greater than the standard 12 ft in order to reduce stress and deflection caused by vehicle tires running near the edge of the concrete slabs. Many of these pavements are approaching 20 years of service life and some are experiencing longitudinal cracking. Research was needed to determine whether the use of wider slabs made the pavement more susceptible to other forms of distress. This study investigated the occurrence of longitudinal cracking in doweled jointed plain concrete pavements (JPCP) to determine the maximum allowable pavement width as a function of pavement thickness in order to achieve optimal JCPC performance. A set of guidelines was developed for JPCP panel width usage. The researchers evaluated and statistically compared the performance of doweled JPCP having wider panels (14 and 15 ft wide) to the performance of concrete pavements with standard width panels (12 to 13 ft), while incorporating the interactive effects of other variables. The investigation was limited to doweled JPCP aged 25 years or less. A standard panel width of 14 ft with a width-to-thickness ratio in the range of 1.2 (12 in. thickness) to 1.5 (9.5 in. thickness) was found to minimize cracking severity and extent. KW - Concrete pavements KW - Longitudinal cracking KW - Pavement design KW - Service life KW - Thickness KW - Traffic lanes KW - Width KW - Wisconsin UR - http://wisdotresearch.wi.gov/wp-content/uploads/WisDOT-WHRP-project-0092-12-05-final-report.pdf UR - https://trid.trb.org/view/1257433 ER - TY - RPRT AN - 01487070 AU - Zhao, Fang AU - Gustafson, Thomas AU - Florida International University, Miami AU - Federal Transit Administration TI - Transportation Needs of Disadvantaged Populations: Where, When, and How? PY - 2013/02//Final Report SP - 91p AB - Transportation needs of disadvantaged populations (persons with disabilities, older adults, and the poor) are explored, and a methodology to address transit markets is examined to determine where, when, and how to provide for basic mobility needs assuming pedestrian and transit-accessible community development. Interrelated and innovative strategies are suggested that weave together suggestions for both the disadvantaged and those who would support a growing economy. Consequently, pathways for the whole population are envisioned. KW - Housing KW - Low income groups KW - Miami-Dade County (Florida) KW - Mobility KW - Public transit KW - Transit oriented development KW - Transportation disadvantaged persons UR - http://www.fta.dot.gov/documents/FTA_Report_No._0030.pdf UR - https://trid.trb.org/view/1254399 ER - TY - RPRT AN - 01487028 AU - Darrow, Margaret M AU - Daanen, Ronald P AU - Zottola, Jason T AU - Fortier, Daniel AU - de Grandpre, Isabelle AU - Veuille, Sabine AU - Sliger, Michel AU - Alaska University Transportation Center AU - Universite de Montreal AU - Transport Canada AU - Alaska Department of Transportation and Public Facilities AU - Federal Highway Administration AU - Research and Innovative Technology Administration TI - Impact of Groundwater Flow on Permafrost Degradation and Transportation Infrastructure Stability PY - 2013/02//Final Report SP - 141p AB - A warming climate has been identified as unequivocal by the Intergovernmental Panel on Climate Change with greater and faster temperature increase demonstrated at northern latitudes, and with an overall increase in precipitation. Analysis of field data collected throughout the arctic and subarctic corroborates with these findings, demonstrating an overall warming of permafrost temperatures. As indicated by thermal modeling, the stability of permafrost below roadway embankments is greatly affected by surface temperatures; thus, as climate warms, permafrost degradation represents a major issue for the design and maintenance of embankments. While the thermal stability of embankments in a warming climate has been investigated, the impact of groundwater and the effect of advective heat transfer on permafrost degradation below embankments has been overlooked. Recent studies indicate that groundwater flow along the permafrost table will cause permafrost degradation to occur one to several orders of magnitude faster than atmospheric warming alone. Thus, it is imperative for the long-term stability of infrastructure in permafrost regions for a better understanding of the complex interaction among groundwater, permafrost, and overlying embankments. The overall goal of this research is to develop a relationship among groundwater flow, permafrost degradation, and embankment stability. KW - Alaska KW - Climate change KW - Embankments KW - Groundwater KW - Permafrost KW - Thermal degradation UR - http://ine.uaf.edu/autc/files/2013/07/AUTC510015.Darrow.pdf UR - https://trid.trb.org/view/1256271 ER - TY - RPRT AN - 01484721 AU - Gambatese, John A AU - Zhang, Fan AU - Vahed, Ali Moghaddam AU - Oregon State University, Corvallis AU - Oregon Department of Transportation AU - Federal Highway Administration TI - Implementing Speed Reductions at Specific Interstate Work Zones from 65 MPH to 35 MPH PY - 2013/02 SP - 126p AB - Interstate preservation projects are commonly conducted at night and often require working in close proximity to ongoing traffic. Vehicle speed and speed variability in work zones is inextricably connected to the work zone design and the selected traffic control devices. To provide guidance on how to effectively and efficiently reduce traffic speeds, the Oregon Department of Transportation conducted a research study to investigate the impact of selected traffic control devices on vehicle speed within highway paving project work zones. The research centered around two case studies on multi-lane paving projects in Oregon. On each case study, the researchers implemented multiple traffic control devices (portable changeable message signs (PCMS), radar speed display, police officer presence, tubular markers and drums on both sides of travel lane) and evaluated their impact on vehicle speed, construction productivity, cost, and motorist and worker safety. A police officer parked on the site was found to effectively reduce traffic speeds and should be used if available and feasible. The research findings also suggest using a combination of temporary reduced speed limit signs, radar speed monitoring display, and PCMS on both trailers and rollers. Further research is needed to validate the research findings and better identify the advantages of one traffic control device over another. KW - Alternatives analysis KW - Case studies KW - Interstate highways KW - Oregon KW - Paving KW - Speed control KW - Speed limits KW - Traffic control devices KW - Work zone safety KW - Work zone traffic control UR - http://www.oregon.gov/ODOT/TD/TP_RES/ResearchReports/SPR-751_SpeedReduction-Appendices.pdf UR - http://www.oregon.gov/ODOT/TD/TP_RES/ResearchReports/SPR751_SpeedReductions.pdf UR - https://trid.trb.org/view/1253310 ER - TY - SER AN - 01483662 JO - Traffic Volume Trends PB - Federal Highway Administration TI - Traffic Volume Trends, February 2013 PY - 2013/02 SP - 10p AB - Traffic Volume Trends is a monthly report based on hourly traffic count data. These data, collected at approximately 4,000 continuous traffic counting locations nationwide, are used to determine the percent change in traffic for the current month compared to the same month in the previous year. This percent change is applied to the travel for the same month of the previous year to obtain an estimate of travel for the current month.Travel on all roads and streets changed by -1.4% (-3.1 billion vehicle miles) for February 2013 as compared with February 2012. Travel for the month is estimated to be 214.6 billion vehicle miles. Cumulative Travel for 2013 changed by -0.4% (-1.8 billion vehicle miles). The Cumulative estimate for the year is 441.6 billion vehicle miles of travel. KW - Highway travel KW - Traffic counting KW - Traffic data KW - Traffic volume KW - Trend (Statistics) KW - Vehicle miles of travel UR - http://www.fhwa.dot.gov/policyinformation/travel_monitoring/13febtvt/13febtvt.pdf UR - https://trid.trb.org/view/1252372 ER - TY - RPRT AN - 01480522 AU - Tatham, Chris AU - ETC Institute AU - Wisconsin Department of Transportation AU - Federal Highway Administration TI - WisDOT 2012 Statewide Customer Satisfaction Survey PY - 2013/02//Research Report SP - 164p AB - The purpose of this study was to develop and initiate a new customer satisfaction tool that would establish a set of baseline departmental performance measures and be sustainable for future use. ETC Institute completed a statewide customer survey for the Wisconsin Department of Transportation (WisDOT) during the Fall of 2012. The survey aimed to objectively assess WisDOT’s performance in order to identify opportunities to improve programs and services for Wisconsin residents. A six-page survey was administered by mail, phone and the Internet to a stratified-random sample of 1,860 households in the State of Wisconsin. The sample was stratified to ensure that at least 350 surveys were completed in each of the five geographic areas of the state. The results for each area have a 95% level of confidence with a precision of at least +/- 5.2%. The overall results for the stratified-random sample of 1,860 households have a 95% level of confidence with a precision of at least +/- 2.3%. The WisDOT areas studied were the Division of Motor Vehicles, the State Patrol, highway maintenance and operations, design and construction of highways, information services, and strategic priorities. Conclusions made, based on the survey results, were that the overall satisfaction with WisDOT is high; WisDOT is outperforming other departments of transportation; there are opportunities to improve the quality and frequency of communication with residents; WisDOT is moving in the right direction; and residents may support increased funding for transportation in Wisconsin. The research team also identified opportunities for improvement and made other recommendations for action. KW - Customer satisfaction KW - Households KW - Performance measurement KW - Quality of service KW - State government agencies KW - Surveys KW - Wisconsin UR - http://wisdotresearch.wi.gov/wp-content/uploads/WisDOT-Policy-Research-0092-12-10-final-report.pdf UR - https://trid.trb.org/view/1249372 ER - TY - RPRT AN - 01480520 AU - Higgins, Laura AU - Nelson, Alicia AU - Geiselbrecht, Tina AU - Ullman, Brooke AU - Texas A&M Transportation Institute AU - Wisconsin Department of Transportation AU - Federal Highway Administration TI - Understanding the Decision-making Process for Drivers Faced with Lane Restrictions or Closures on Wisconsin Highways PY - 2013/02 SP - 162p AB - The Wisconsin Department of Transportation (WisDOT) owns and operates a state highway network of 12,000 miles, which carries approximately 80 percent of vehicle miles traveled in the state. Construction, maintenance, weather and other events often lead to lane closures or restrictions, causing inconvenience to road users. WisDOT developed numerous strategies for identifying alternate routes that drivers can use when highway travel times are affected by planned or unplanned events. Despite these efforts, WisDOT has observed that many alternate routes are underused, even when those routes would save travelers significant travel time. The objective of this project was to examine the decision-making processes of Wisconsin drivers regarding route selection, including their decisions to use (or not use) an alternate route instead of the highway network. Factors that were examined included how and when drivers make initial decisions about a preferred route, for both familiar and unfamiliar trips; the factors that influence their decisions to divert or not divert from their usual (or current) route to an alternate route; and the information sources they would most likely consult for travel and route information. KW - Behavior KW - Decision making KW - Drivers KW - Lane closure KW - Route choice KW - Traffic diversion KW - Travel time KW - Wisconsin UR - http://wisdotresearch.wi.gov/wp-content/uploads/WisDOT-Policy-Research-0092-11-15-final-report.pdf UR - https://trid.trb.org/view/1249370 ER - TY - RPRT AN - 01478667 AU - Atkinson, Jennifer AU - Bauer, Jocelyn AU - Hunt, Kevin AU - Mullins, Keith AU - Myers, Matthew AU - Rensel, Eric AU - Swisher, Myron AU - Taylor, Robert AU - Science Applications International Corporation AU - Gannett Fleming, Incorporated AU - Federal Highway Administration TI - Designing for Transportation Management and Operations: A Primer PY - 2013/02 SP - 52p AB - This primer is focused on the collaborative and systematic consideration of management and operations during transportation project design and development. This is termed “designing for operations.” Effectively, designing for operations involves the development and application of design policies, procedures, and strategies that support transportation management and operations. The consideration of operations needs during the design process requires transportation design professionals to work closely with those with expertise in transportation operations, intelligent transportation and transportation technology, planning, transit, freight, traffic incident management, and other practitioners from multiple agencies to fully identify, prioritize, and incorporate operations needs into the infrastructure design. This primer introduces the concept for designing for operations and describes tools or institutional approaches to assist transportation agencies in considering operations in their design procedures as well as pointing out some specific design considerations for various operations strategies. KW - Design KW - Design standards KW - Highway traffic control KW - Infrastructure KW - Intelligent transportation systems KW - Management KW - Strategic planning KW - Transportation operations KW - Transportation planning UR - http://www.ops.fhwa.dot.gov/publications/fhwahop13013/fhwahop13013.pdf UR - https://trid.trb.org/view/1247400 ER - TY - RPRT AN - 01478341 AU - Dybing, Alan AU - Lee, EunSu AU - DeHaan, Christopher AU - Dharmadhikari, Nimish AU - Upper Great Plains Transportation Institute AU - Montana Department of Transportation AU - Federal Highway Administration TI - Impacts to Montana State Highways Due to Bakken Oil Development PY - 2013/02//Final Report SP - 94p AB - This study developed a detailed truck traffic forecasting model with specific attention to truck movements related to oil development in the Bakken formation in eastern Montana and western North Dakota. Oil forecast scenarios as specified by Montana Department of Transportation (MDT) were analyzed to assess the differences in impacts under differing development scenarios. Locations of input sources were identified through industry websites, Departments of Transportation, and other regulatory bodies. Routes between aggregate well locations and input and output sources were estimated utilizing ESRI Network Analyst©. A series of capacity constrained optimization models were used to select the least cost set of routes for oil distribution in the region, and results were aggregated to the highway segment level. Traffic data provided by MDT was used to calibrate and validate the traffic forecasting model. Traffic forecasting results are presented in shapefile format, which allows the user to retrieve segment specific forecasts and display changes in traffic volumes over the analysis period. KW - Freight transportation KW - Highway planning KW - Montana KW - Network analysis (Planning) KW - North Dakota KW - Oil production KW - Physical distribution KW - Routes and routing KW - State highways KW - Traffic forecasting KW - Truck traffic UR - http://www.mdt.mt.gov/other/research/external/docs/research_proj/oil_boom/final_report.pdf UR - https://trid.trb.org/view/1246869 ER - TY - RPRT AN - 01478337 AU - Smith, Terry AU - Garets, Steve AU - Cicchino, Jessica AU - National Highway Traffic Safety Administration AU - Dynamic Research, Incorporated TI - The Effect of Sight Distance Training on the Visual Scanning of Motorcycle Riders: A Preliminary Look PY - 2013/02//Final Report SP - 56p AB - Very little is known about the effect of motorcycle rider training on visual scanning and sight distance techniques in naturalistic riding situations. This study collected naturalistic data from a mix of novice and experienced motorcycle riders on a closed course and an open course. A custom data acquisition system was developed that monitored the motorcycle rider’s head motions, visual behavior, motorcycle speed, global positioning system (GPS) location, and motorcycle pitch, yaw, and roll. A portable eye tracker system actively tracked visual behavior and gaze movement of the motorcycle rider as he or she rode over a closed course and an open road course at two 6-month intervals. There were three groups of riders. One group of beginner riders had recently received their motorcycle endorsement and completed the Team Oregon Basic Rider Training course (beginner-trained). A second group of beginner riders had recently received their motorcycle endorsement but had not enrolled in any type of motorcycle rider training program (beginner-untrained). The third group consisted of experienced riders with a minimum of 5 years and 15,000 miles of riding experience (experienced). During test sessions 2 and 3 on the curved section of the open road course, the sight distance to stopping distance ratio for beginner-untrained riders fell below 1.0 more than twice as often as the other two groups. Sight distance to stopping distance ratio indicates that the distance necessary to stop was greater than the distance the rider was looking ahead. Beginner-untrained riders also scanned a larger area during the open road course than experienced riders. The preliminary findings suggest that there may be a relationship between training, experience, and visual behavior among motorcycle riders. It is feasible to collect naturalistic eye tracking data from motorcycle riders of varying experience levels using their own vehicles. Technical challenges of collecting data with this new technology are also discussed. KW - Automatic data collection systems KW - Data collection KW - Driver experience KW - Driver training KW - Eye movements KW - Motorcycle driving KW - Motorcyclists KW - Sight distance KW - Stopping distances UR - http://www.nhtsa.gov/staticfiles/nti/pdf/811689.pdf UR - https://trid.trb.org/view/1247032 ER - TY - RPRT AN - 01478327 AU - Anderson, Neil AU - Center for Transportation Infrastructure and Safety AU - Research and Innovative Technology Administration TI - Mapping Subsurface in Proximity to Newly-Developed Sinkhole along Roadway PY - 2013/02//Final Report SP - 14p AB - Missouri University of Science and Technology (MS&T) acquired electrical resistivity tomography profiles in immediate proximity to a newly-developed sinkhole in Nixa, Missouri. The sinkhole has closed a well-traveled municipal roadway and threatens proximal infrastructure. The intent of this investigation was to characterize the subsurface expression of the sinkhole so that appropriate mitigation efforts can be designed and implemented. KW - Electrical resistivity KW - Geotechnical engineering KW - Infrastructure KW - Missouri KW - Sinkholes KW - Subsoil KW - Tomography UR - http://transportation.mst.edu/media/research/transportation/documents/R262.pdf UR - https://trid.trb.org/view/1247035 ER - TY - RPRT AN - 01478303 AU - Chu, Xuehao AU - National Center for Transit Research AU - Florida Department of Transportation AU - Research and Innovative Technology Administration TI - Dynamic Delivery of the National Transit Database Sampling Manual PY - 2013/02//Final Report SP - 138p AB - This project improves the National Transit Database (NTD) Sampling Manual and develops an Internet-based, WordPress-powered interactive Web tool to deliver the new NTD Sampling Manual dynamically. The new manual adds guidance and a tool for transit agencies to develop sampling plans customized to their conditions but similar to those in Circular 2710.1A. Additionally, the manual adds requirements for a minimum sample size of 50 for all new NTD sampling plans and for the sample data to be used for developing new NTD sampling plans. The new manual is included in this report as an appendix. The Web tool can deliver the portion of the new manual relevant to the special circumstances of individual agencies that they specify through the user interface of this tool. Agencies can also use the tool to browse the manual in terms of its sections, subsections, and individual pairs of questions/answers. Agencies can search the new manual with keywords as well. The tool currently can be found at http://ntd.transitgis.org/ and is planned to be taken over by the official NTD website at http://www.ntdprogram.gov/ntdprogram/. In addition to an introduction and a conclusion section, this report covers the following three aspects of the research project: 1. Enhancements to the Sampling Manual – discusses both enhancements that were implemented and those not implemented because their shortcomings are expected to outweigh their potential benefits. 2. Alternative Content Management Systems – considers different content management systems for building the Internet-based interactive tool and selects WordPress as the final approach for this project. 3. Dynamic Delivery through WordPress – describes the different aspects of the implementation and the final Web tool for dynamic delivery of the new sampling manual and includes guides to use and update the tool. The enhancements to the manual help improve the reliability of NTD sampling plans and give transit agencies more options to identify the best sampling plans for their special circumstances. The Internet-based tool greatly condenses and simplifies the comprehensive full manual for many transit agencies and their special circumstances, particularly small- and mid-size agencies. KW - Content management KW - Manuals KW - National Transit Database KW - Public transit KW - Statistical sampling KW - Statistics KW - User interfaces (Computer science) KW - Websites (Information retrieval) UR - http://www.fdot.gov/research/Completed_Proj/Summary_PTO/FDOT-BDK85-977-28-rpt.pdf UR - http://www.nctr.usf.edu/wp-content/uploads/2013/03/77933.pdf UR - https://trid.trb.org/view/1246226 ER - TY - RPRT AN - 01478140 AU - Fell, James C AU - McKnight, A Scott AU - Auld-Owens, Amy AU - Pacific Institute for Research and Evaluation AU - National Highway Traffic Safety Administration TI - Increasing Impaired-Driving Enforcement Visibility: Six Case Studies PY - 2013/02//Final Report SP - 144p AB - Research has shown that an effective way to reduce impaired driving is to increase the perceived risk of being stopped and arrested by law enforcement if driving while impaired. One of the most successful strategies for doing this is the coupling of intense and highly visible enforcement with publicity about the enforcement campaign. The term “high-visibility enforcement” (HVE) is used to describe law enforcement efforts aimed at deterring unsafe driving behavior by increasing the public’s perception of being caught, arrested, and prosecuted. Two common enforcement strategies of HVE operations are sobriety checkpoints and saturation patrols. Checkpoints concentrate law enforcement officers at the roadside to identify impaired drivers passing through. Saturation patrols involve an increased number of officers patrolling a limited area where impaired driving is prevalent. Both use highly visible elements (such as a concentration of law enforcement officers, bright lights, signs, and marked patrol cars) to heighten their visual impact. Enforcement efforts must be supported by an equal amount of publicity and communications. Publicity regarding the operations also raises awareness, and the perception of increased likelihood of detection of impaired driving. Research has indicated that HVE operations that are well-publicized, conducted frequently, and have high visibility deter impaired driving. This report presents six case studies of HVE programs currently operating in the United States. Three operate at the county level—Anoka County, Minnesota; Charles County, Maryland; and Pasco County, Florida. One operates at the city level in Escondido, California. One operates in a region of a State (Southeast Wisconsin). One operates in six States (Delaware, Kentucky, North Carolina, Maryland, Virginia, and West Virginia) and the District of Columbia. Each case study includes discussion of the HVE program’s history, enforcement strategies, visibility elements, operation, resources, use of media, educational components, funding, support from political leaders and the community, barriers encountered, and strengths of the program. Some case studies include statistics on the HVE operations (e.g., number of checkpoints, number of officers per saturation patrol) and impaired-driving crashes, arrests, and/or convictions before and after the program began. The report is intended to provide information on impaired driving HVE programs for regional, State and local agencies considering incorporating HVE strategies into their efforts to curb impaired driving or to modify existing HVE programs. KW - California KW - Case studies KW - Delaware KW - Drunk driving KW - Florida KW - Highway safety KW - Impaired drivers KW - Kentucky KW - Law enforcement KW - Maryland KW - Minnesota KW - North Carolina KW - Saturation patrols (Police patrols) KW - Sobriety checkpoints KW - Virginia KW - Washington (District of Columbia) KW - West Virginia KW - Wisconsin UR - http://www.nhtsa.gov/staticfiles/nti/pdf/811716.pdf UR - https://trid.trb.org/view/1247234 ER - TY - RPRT AN - 01478096 AU - Scholz, Todd V AU - Samoo, Faisal AU - Oregon State University, Corvallis AU - Oregon Department of Transportation AU - Federal Highway Administration TI - Asphalt Binder Grade Selection and Ignition Oven Calibration Factors for HMAC with Recycled Asphalt Products PY - 2013/02//Final Report SP - 206p AB - This study investigated several characteristics of laboratory-fabricated and plant-produced hot-mix asphalt mixtures containing various proportions of RAP and RAS with the principal objectives of developing a procedure for selecting the virgin binder grade used in such mixtures as well as a procedure for determining ignition oven calibration factors for mixtures containing these materials. Other objectives included developing recommendations for procedures to effectively and efficiently recover asphalt binder from RAS, batch and mix reclaimed materials with virgin materials, and for quality control and quality assurance testing. The blending chart analysis procedure described in AASHTO PP 53 for selecting a virgin binder grade was selected as a starting point for evaluation purposes, but the attempt to validate the procedure was unsuccessful. Consequently, an alternate approach was recommended for further investigation. The Oregon Department of Transportation's (ODOT’s) current method for determining ignition oven calibration factors (TM 323) was evaluated using both laboratory-prepared and plant-produced mixtures. Findings from this evaluation provided strong evidence to suggest procedural changes to the current method are unnecessary. Further, modification of ODOT’s current independent assurance parameter for asphalt binder content is not justified at this time. However, changes to the language in the test method to include RAS are needed and recommendations for these are provided. Selection of procedures for extracting and recovering binder from RAS was accomplished through a literature search. Selection of procedures for QC and QA was accomplished in the same manner. However, detailed procedures for fabricating laboratory specimens containing RAS were not found. Consequently, taking into consideration existing procedures, new procedures were developed for batching and mixing specimens containing RAP, RAS, or combinations of RAP and RAS. The applicability of using of nuclear density gauges to determine in-place density of mixtures containing RAS was also evaluated. Assessment was based on variability of density measurements obtained from nuclear gauges and from pavement cores. Findings indicated no difference in the quality of measurements made on mixtures containing RAP and RAS versus those containing only RAP. KW - Binders KW - Calibration KW - Hot mix asphalt KW - Ignition KW - Nuclear density gages KW - Oregon KW - Quality assurance KW - Recycled materials UR - http://www.oregon.gov/ODOT/TD/TP_RES/ResearchReports/SPR713_FinalReport_Reduced.pdf UR - https://trid.trb.org/view/1246871 ER - TY - RPRT AN - 01478046 AU - Dixon, Karen K AU - Yi, Xiang AU - Brown, Lacy AU - Layton, Robert AU - Oregon State University, Corvallis AU - Oregon Transportation Research and Education Consortium AU - Oregon Department of Transportation AU - Federal Highway Administration TI - Developing an Oregon Access Management Best Practices Manual PY - 2013/02//Final Report SP - 97p AB - This report reviews an Oregon research effort to develop an Oregon Access Management Best Practices Manual. In particular, this research effort develops a resource to help transportation professionals quantify safety and operational effects of various access management strategies, provide measurable criteria to evaluate these access management techniques, and identify data collection practices necessary to successfully perform these assessments. It is the expectation that this manual can be used by engineers, decision makers, and educators to help the transportation community better understand the appropriate application of access management strategies and how to quantify benefits of the various access management options. This report includes a literature review of safety and operational benefits for a variety of access management configurations. Included in this benefits summary is in formation about perceived and measured economic impacts of access management even though they are not explicitly included in the companion manual. In addition, this report summarizes example data for access management through the use of case studies, and includes (in the appendix) a standalone proposed access management best practices manual. The case studies were used to test practicality of acquiring various data elements and are not directly reflected in the manual. KW - Access control (Transportation) KW - Best practices KW - Case studies KW - Highway operations KW - Highway safety KW - Literature reviews KW - Performance measurement UR - http://www.oregon.gov/ODOT/TD/TP_RES/ResearchReports/SPR655_AccessMgmtTHEONE.pdf UR - https://trid.trb.org/view/1247056 ER - TY - SER AN - 01477344 JO - TRAFFIC TECH PB - National Highway Traffic Safety Administration TI - The Effect of Sight Distance Training on the Visual Scanning of Motorcycle Riders: A Preliminary Look PY - 2013/02 IS - DOT HS 811 690 SP - 2p AB - The scanning skills of a vehicle operator represent a key parameter for hazard perception and effective vehicle operation. Overriding one’s sight distance, or not looking far enough ahead down the roadway, may not leave a motorcycle rider enough time to detect and respond to changes in the environment. This study used eye tracker technology to monitor where motorcycle riders were looking as they rode over an open road course and a closed course. The purpose of the project was to determine if visual behavior differs between beginner riders who have received training on sight distance, beginner riders who have not received training, and experienced riders. An additional objective was to develop the data acquisition system necessary to collect these data, and to demonstrate the feasibility of collecting eye-tracking data on the open road from riders with a variety of experience levels. KW - Data collection KW - Driver training KW - Eye fixations KW - Motorcycle driving KW - Motorcyclists KW - Sight distance KW - Traffic safety UR - http://www.nhtsa.gov/staticfiles/nti/pdf/811690.pdf UR - https://trid.trb.org/view/1246741 ER - TY - RPRT AN - 01477159 AU - Kubas, Andrew AU - Kayabas, Poyraz AU - Vachal, Kimberly AU - Berwick, Mark AU - Upper Great Plains Transportation Institute AU - North Dakota Department of Transportation AU - Federal Highway Administration TI - Rumble Strips in North Dakota: A Comparison of Road Segments, Safety, and Crash Patterns PY - 2013/02 SP - 49p AB - Rumble strips and rumble stripes are a recommended strategy for crash reduction. The North Dakota Department of Transportation initiated rumble strip use in the 1970’s and greatly expanded application of rumble stripes through a statewide initiative in recent years. This study of four intervention and two control road segments shows positive results with regard to crash incidence in before and after comparisons. The crash rates comparison considers crash severity, vehicle type, roadway factors, crash type, and contributing factors. A reduction in all crashes and crash severity, in terms of the most serious fatal crashes, is found in comparing crash rates per 100 million vehicle miles traveled (VMT) in times periods before and after the installation occurred. Note that on some road segments, confounding factors such as impaired driving, appear to be significant factors in the crash rates so the safety benefit attributable to the rumble strips/stripes cannot be easily assessed. In addition, results should be used with caution – especially those for fatal crashes – because of the limited number of observations. Future studies may produce more robust results as additional road segment and crash rate data can be incorporated. KW - Before and after studies KW - Crash analysis KW - Crash characteristics KW - Crash rates KW - Fatalities KW - Highway safety KW - North Dakota KW - Rumble strips UR - http://www.ugpti.org/pubs/pdf/DP263.pdf UR - https://trid.trb.org/view/1244738 ER - TY - RPRT AN - 01476973 AU - Greenwell, Nathan K AU - National Highway Traffic Safety Administration TI - Effectiveness of LED Stop Lamps for Reducing Rear-End Crashes: Analyses of State Crash Data PY - 2013/02//NHTSA Technical Report SP - 28p AB - The purpose of this report is to analyze the crash-reduction benefits of light-emitting diode (LED) stop lamps and LED center high-mounted stop lamps (CHMSL) using real-world crash data. Previous work on this subject included laboratory experiments that suggest LED lamps were more beneficial than incandescent lamps at preventing rear-impact collisions. National Highway Traffic Safety Administration (NHTSA) statistically compared the overall ratio of rear-impact crashes to a control group of frontal impacts before and after the switch to LED. Overall, the analysis does not support a firm conclusion about whether LED stop lamps and LED CHMSL are more effective than incandescent lamps. The main analysis shows a significant overall 3.6% reduction in rear-impact crashes with LED. On the other hand, a non-parametric analysis not only fails to show improvement in significantly more than half the models, but actually shows an increase in rear impacts with LED for 9 of the 17 make-models that switched to LED. It was just the favorable results for high-sales vehicles such as Honda Accord that pulled the overall result into the plus. Furthermore, and perhaps most important, none of these 17 make-models is a “clean” switch pair that shifted to LED without changing anything else. All of the switch pairs shifted to LED at the same time that they changed the rear-lighting configuration and/or redesigned the vehicle. Basically, the crash data probably won’t support a firm conclusion until there are more switch pairs, including some “clean” switch pairs. KW - Before and after studies KW - Crash rates KW - Incandescent lamps KW - Light emitting diodes KW - Nonparametric analysis KW - Rear end crashes KW - Rear lighting KW - Stop lamps KW - Vehicle lighting UR - http://www-nrd.nhtsa.dot.gov/Pubs/811712.pdf UR - https://trid.trb.org/view/1246593 ER - TY - RPRT AN - 01476698 AU - Kockelman, Kara AU - Fagnant, Dan AU - Nichols, Brice AU - Boyles, Steven AU - University of Texas, Austin AU - Texas Department of Transportation AU - Federal Highway Administration TI - User's Guide for PET: Project Evaluation Toolkit: A Sketch-Planning Toolkit for Evaluating Highway Transportation Projects, Version 2.0 PY - 2013/02//Version 2.0 SP - 162p AB - This document is a User’s Guide for the Project Evaluation Toolkit (PET). PET is a spreadsheet-based application that offer users a familiar and powerful data manipulation interface for evaluation of abstracted networks’ improvements and modifications. PET includes a travel demand estimation module implemented as a set of external C++ programs for destination, mode, time of day, and route choices, across multiple user classes. Other functional modules, including economic analysis, environmental impact evaluation, safety evaluation, sensitivity analysis, and budget allocation, are implemented in Microsoft Excel spreadsheets. PET can be used with or without its travel demand model (TDM) component. Users with existing TDM outputs can rely on PET’s back-end programming for estimates of traveler welfare, emissions, crashes, and travel-time reliability used to generate benefit-cost ratios, internal rates of return, and other metrics that characterize projects on any network, whether coarse or detailed, small or large. In other words, PET can play a vital role in almost any project evaluation setting. This user manual is broken into two main sections: Part 1, Using the Toolkit and Part 2, Understanding the Toolkit. Part 1 takes users through a step-by-step process showing how to load PET, develop scenarios, run the travel demand model, and understand the resulting outputs. Part 2 goes deeper into the background behind the methodologies used to develop the PET framework and many of the parameters. KW - Evaluation and assessment KW - Manuals KW - Methodology KW - Network analysis (Planning) KW - Performance measurement KW - Project management KW - Sketch planning KW - Texas KW - Travel demand UR - http://library.ctr.utexas.edu/ctr-publications/PETguide.pdf UR - https://trid.trb.org/view/1246495 ER - TY - RPRT AN - 01476697 AU - Rosandich, Ryan G AU - University of Minnesota, Duluth AU - University of Minnesota, Duluth AU - Intelligent Transportation Systems Institute AU - Research and Innovative Technology Administration TI - Improving the Safety and Efficiency of Roadway Maintenance Phase II: Developing a Vision Guidance System for the Robotic Roadway Message Painter PY - 2013/02//Final Report SP - 22p AB - Repainting existing roadway markings (turn arrows, STOP messages, railroad crossings, etc.) is an important task for transportation maintenance organizations. Minnesota Department of Transportation (MnDOT) estimates that over 75% of symbol and message painting is the repainting of existing markings. It would be extremely valuable for an automated painting system to have a vision guidance capability whereby an existing mark could be repainted accurately with little operator input. In this project a vision system was developed that is capable of identifying existing painted pavement markings and determining their dimensions, location, and orientation. Techniques were also developed whereby this information could be used to determine the location of the marking in the workspace of a painting robot to enable it to accurately repaint the marking. The vehicle-mounted robotic painter is still being built and tested, so final test results will not be available until the vision system can be completely integrated with the painter, and the two can be tested together. The accuracy of the projection produced using the techniques developed in this project would suggest that the final system will be capable of repainting pavement markings almost exactly where they appear on the roadway. Expected benefits of the deployment of a vision-guided robotic painting device include improved operator safety, improved productivity, and improved flexibility in roadway marking and repainting operations. Eventual users of a device using this technology could be city, county, state, and federal government agencies and private companies or contractors. KW - Highway maintenance KW - Machine vision KW - Painting KW - Road markings KW - Robotics KW - Robots UR - http://www.cts.umn.edu/Publications/ResearchReports/pdfdownload.pl?id=2240 UR - https://trid.trb.org/view/1246489 ER - TY - SER AN - 01476578 JO - TechBrief PB - Federal Highway Administration TI - Asphalt Mixture Performance Tester (AMPT) PY - 2013/02 SP - 16p AB - The Asphalt Mixture Performance Tester (AMPT) complements current asphalt mixture design procedures by providing engineering properties for mixture evaluation and pavement structural design. This Technical Brief summarizes the development of the AMPT and describes how the AMPT can be used in pavement structural design and mixture design. KW - Asphalt Mixture Performance Tester KW - Asphalt mixtures KW - Asphalt pavements KW - Mix design KW - Pavement design KW - Properties of materials UR - http://www.fhwa.dot.gov/pavement/asphalt/pubs/hif13005.pdf UR - https://trid.trb.org/view/1245663 ER - TY - RPRT AN - 01476433 AU - Kato, Ken AU - Schlossberg, Marc AU - Meacham, James AU - University of Oregon, Eugene AU - Oregon Transportation Research and Education Consortium AU - Research and Innovative Technology Administration TI - Development of Mobile Mapping Technology to Facilitate Dialogue between Transportation Agencies and the Public PY - 2013/02//Final Report SP - 18p AB - The purpose of this proposal was to develop enhancements in mobile application functionality as well as develop a model that facilitates a direct, two-way exchange of data between citizens and transportation authorities. The project demonstrated a process by which transportation authorities are now able to “push” quantitative data to public users and also instantly “pull/receive” qualitative assessments back. Data is exchanged live and dynamically. Application users can reference current spatial data and provide mobile feedback instantly at the moment of observation. Through the application, road authorities and decision makers have real-time access to collected data for analysis by planners and researchers. KW - Data collection KW - Data sharing KW - Geographic information systems KW - Mapping KW - Mobile telephones KW - Real time information KW - Transportation departments UR - http://otrec.us/main/document.php?doc_id=1244 UR - https://trid.trb.org/view/1246329 ER - TY - RPRT AN - 01476035 AU - Maritime Administration TI - Status of the U.S.-Flag Great Lakes Water Transportation Industry PY - 2013/02 SP - 148p AB - This study assesses the status of the U.S.-flag Great Lakes fleet, ports, and infrastructure and identifies and analyzes factors that will impact the future of the fleet. It concludes by identifying and evaluating options to revitalize U.S.-flag vessels on the Great Lakes in a manner that would generate net benefits for the Nation. The U.S.-flag Great Lakes shipping industry plays a vital role in supporting the economies of the States of the Great Lakes region and, because of the importance of this region to the national economy, the economic health of the Nation at large. The industry has, in fact, helped to define the Great Lakes regional economy, having developed in conjunction with the steel mills, manufacturing establishments, and power generation plants that rely on safe, reliable, and inexpensive waterborne transportation of raw materials. MARAD ’s motivation to conduct this study first emerged in 2009 when the U.S.-flag Great Lakes water transportation industry was encountering several challenging conditions, including extreme drops in Great Lakes waterborne cargoes caused by the recent economic downturn, uncertainty about Federal regulations on vessel air emissions and ballast water treatment, the existence of multiple and differing State standards for ballast water, and low water conditions on the Great Lakes that emphasized the need for port and channel dredging. Since 2009, there has been a moderate recovery in Great Lakes cargoes as well as resolution of much of the uncertainty regarding regulatory activities. Even so, this study identifies a broad range of issues that remain relevant to the current and future success of water transportation on the Great Lakes. As of 2012, U.S.-flag Great Lakes water transportation industry appears to be generally healthy, well suited to its transportation role, and able to finance necessary capital improvements within reason. As is the case with all industries, however, there are potential economic and regulatory events that could jeopardize its future health. Accordingly, this study looks carefully at the impacts of potential governmental actions on the industry, determining where actions may be helpful. It identifies potential benefits to both the public and the industry associated with actions to facilitate improvements to Great Lakes vessels and infrastructure. KW - Economic impacts KW - Evaluation and assessment KW - Federal government KW - Great Lakes KW - Great Lakes Region KW - Ports KW - Regulations KW - Ships KW - United States flag ships KW - Water transportation UR - http://www.marad.dot.gov/documents/US-Flag_Great_Lakes_Water_Transportation_Industry_Final_Report_2013.pdf UR - https://trid.trb.org/view/1245665 ER - TY - RPRT AN - 01475811 AU - Clifton, Kelly J AU - Muhs, Christopher AU - Morrissey, Sara AU - Morrissey, Tomas AU - Currans, Kristina AU - Ritter, Chloe AU - Portland State University AU - Oregon Transportation Research and Education Consortium AU - Research and Innovative Technology Administration TI - Examining Consumer Behavior and Travel Choices PY - 2013/02//Final Report SP - 74p AB - This study represents a first attempt to answer a few of the questions that have arisen concerning multimodal transportation investments and the impacts of mode shifts on the business community. This research aims to merge the long history of scholarly work that examines the impacts of the built environment on non-work travel with the relatively new interest in consumer spending by mode of travel. This empirical study of travel choices and consumer spending across 89 businesses in the Portland metropolitan area shows there are important differences between the amounts customers spend on average at various businesses by their mode of travel. However, these differences become less pronounced when we control for demographics of the customer and other attributes of the trip. This study of consumer spending and travel choices has some compelling findings that suggest some key spending and frequency differences by mode of travel that will likely invigorate the discussion of the economic impacts of these modes. Key findings are: 1) Bicyclists, pedestrians and transit riders are competitive consumers. When demographics and socioeconomics are controlled for, mode choice does not have a statistically significant impact on consumer spending at convenience stores, drinking establishments and restaurants. When trip frequency is accounted for, the average monthly expenditures by customer modes of travel reveal that bicyclists, transit users and pedestrians are competitive consumers and, for all businesses except supermarkets, spend more on average than those who drive. 2) The built environment matters: the authors support previous literature and find that residential and employment density, the proximity to rail transit, and the amount of automobile and bicycle parking are all important in explaining the use of non-automobile modes. In particular, provision of bike parking and bike corrals are significant predictors of bike mode share at the establishment level. Other findings lend more insight into the relationship between consumer behavior and travel choices. For the non-work destinations studied, the automobile remains the dominant mode of travel. Patrons are largely arriving by private vehicle to most of the destinations in this study, particularly to grocery stores where larger quantities of goods tend to be purchased. But, high non-automobile mode shares and short travel distances exist in areas of concentrated urban activity. In sum, this study provides some empirical evidence to answer the questions of business owners about how mode shifts might impact their market shares and revenues. More work is needed to better understand the implications of future changes and to provide a robust assessment of the returns on these investments and their economic impacts. KW - Automobile drivers KW - Consumer behavior KW - Cyclists KW - Economic impacts KW - Mode choice KW - Pedestrians KW - Portland (Oregon) KW - Transit riders UR - https://trid.trb.org/view/1244464 ER - TY - SER AN - 01475715 JO - Research Results PB - Federal Railroad Administration AU - Morgan, Richard AU - Withers, Jared AU - Transportation Technology Center, Incorporated AU - Federal Railroad Administration TI - Positive Train Control Test Bed Interoperability Upgrades PY - 2013/02 SP - 4p AB - Transportation Technology Center, Inc. (TTCI) upgraded the Positive Train Control (PTC) Test Bed to support additional PTC testing configurations under Federal Railroad Administration (FRA) Task Order 270. The scope of work provided additional PTC Control Points (CPs), expanded the number of PTC-capable signal blocks, and upgraded existing grade crossings. The following features were added: Two PTC switch CPs and associated signaling; Six 6,000-foot (~11/8-mile) signal blocks with 4-aspect block signaling that is PTC capable; Speed protection capability of 160 mph; and Software Upgrade. KW - Interoperability KW - Modernization KW - Positive train control KW - Railroad grade crossings KW - Railroad safety KW - Railroad signals KW - Software KW - Test beds UR - http://www.fra.dot.gov/Elib/Document/2877 UR - https://trid.trb.org/view/1244642 ER - TY - SER AN - 01475686 JO - Research Results PB - Federal Railroad Administration AU - Stuart, Cameron AU - Federal Railroad Administration TI - International Concrete Crosstie and Fastening System Survey PY - 2013/02 SP - 4p AB - The International Concrete Crosstie and Fastening System Survey assesses the international railway industry’s state of practice regarding concrete crossties and fastening system design, performance, and research needs. The Rail Transportation and Engineering Center (RailTEC) at the University of Illinois at Urbana-Champaign (UIUC) conducted the six-month long survey beginning September 2011. Participants included concrete crosstie and fastener experts around the world. The survey is part of a larger research program funded by the Federal Railroad Administration (FRA) to study crosstie and fastening systems and performance trends. The research objective is to improve the design and performance of concrete crossties and fastening systems for high-speed and mixed freight passenger service in the United States. The survey results provided useful insight into the potential causes and effects of various system failures. It also shed light on the research being conducted to mitigate these failure modes. KW - Concrete ties KW - Design KW - Evaluation and assessment KW - High speed rail KW - Performance measurement KW - Rail fasteners KW - State of the practice KW - Surveys UR - http://www.fra.dot.gov/Elib/Document/2878 UR - https://trid.trb.org/view/1244641 ER - TY - RPRT AN - 01475574 AU - Hamadeh, Abdul S AU - Intelligent Imaging Systems, Incorporated AU - New York State Energy Research and Development Authority AU - New York State Department of Transportation AU - Federal Highway Administration TI - Schodack Smart Roadside Inspection System PY - 2013/02//Final Report SP - 41p AB - Under an earlier NYSERDA Agreement (17420) Intelligent Imaging Systems (IIS) supported and installed Smart Roadside network software and integrated new "connected vehicle" roadside devices into the Schodack Smart Roadside system. The Smart Roadside Inspection System (SRIS) Enterprise software platform was integrated with the New York Department of Transportation's (NYSDOT) existing backend information systems including the New York State (NYS) Commercial Vehicle Information Exchange Window (CVIEW)and NYS Connected Vehicle/Connected Vehicle Infrastructure Integration (CVII) Program. The added roadside devices included an automated U.S. Department of Transportation (USDOT) Number reader (AUR), and an Overview Camera System (OVC) at the NYSDOT Schodack Commercial Vehicle (CV) electronic screening (e-screening) site. The initial existing NYSDOT inspection systems included weigh-in-motion (WIM), Automated License Plate Recognition (ALPR), 915 MHz North American Preclearance and Safety System (NORPASS) and 5.7 GHz dedicated short range communication (DCSR) as part of Automated Vehicle Identification (AVI) and legacy software components system. Under the NYSERDA Agreement, ISS added trailer/rear ALPR, vehicle Overheight Detection (OHD), and a Hazardous Material placecard reader (HAZMAT) to the existing suite of e-screening tools. Enforcement personnel, utilizing the automated mainline electronic screening system, are now automatically and in real-time identifying and providing notificationof vehicles. KW - Automatic license plate readers KW - Automatic vehicle identification KW - Connected vehicle technologies KW - Dedicated short range communications KW - New York (State) KW - Vehicle to infrastructure communications KW - Weigh in motion UR - https://www.dot.ny.gov/divisions/engineering/technical-services/trans-r-and-d-repository/C-10-19 Schodack Smart Roadside Inspection System Enhancement Final Report.pdf UR - https://trid.trb.org/view/1245472 ER - TY - RPRT AN - 01475284 AU - Clark, Kelton L AU - Hunter, James G AU - Bundy, Mark M AU - Kang, Dong Hee AU - Morgan State University AU - Maryland State Highway Administration AU - Morgan State University AU - Research and Innovative Technology Administration TI - Evaluation of Waste Concrete Road Materials for Use in Oyster Aquaculture PY - 2013/02//Final Report SP - 61p AB - The primary objective of this study was to determine the suitability of recycled concrete aggregate (RCA) from road projects as bottom conditioning material for on-bottom oyster aquaculture in the Chesapeake Bay. The testing was designed to (1) evaluate the impact on water chemistry from the introduction of RCA and (2) evaluate the effect of RCA on the survivorship and growth of oyster spat. The results of this project showed that using RCA as a base material for oyster reefs did not adversely affect oyster spat growth and survival, or the surrounding environment. KW - Aquatic life KW - Chemistry KW - Chesapeake Bay KW - Concrete aggregates KW - Environmental impacts KW - Recycled materials KW - Salvage KW - Wastes KW - Water UR - http://www.roads.maryland.gov/OPR_Research/MD-13-SP109B4E_Waste-Concrete-for-Oyster-Aquaculture_Report.pdf UR - http://ntl.bts.gov/lib/47000/47000/47014/MD-13-SP109B4E_Waste-Concrete-for-Oyster-Aquaculture_Report.pdf UR - https://trid.trb.org/view/1244061 ER - TY - RPRT AN - 01474164 AU - Joy, Richard AU - Jones, Mary Clara AU - Otter, Duane AU - Maal, Luis AU - Transportation Technology Center, Incorporated AU - Federal Railroad Administration TI - Characterization of Railroad Bridge Service Interruptions PY - 2013/02//Technical Report SP - 74p AB - The Federal Railroad Administration contracted Transportation Technology Center, Inc., to study bridge problems that cause accidents or service interruptions and to use this information to evaluate the need to develop bridge monitoring systems. Existing monitoring systems and other mitigation techniques were also considered. An analysis examining frequency and severity of the events estimates that the annual risk exposure from bridge defects is about $98 million excluding costs of resulting train delays. The largest contributors are scour, hydraulic problems, and strikes from marine and highway traffic. Another major contributor is damage from derailed trains, fires, failed structural members, and moveable bridge problems. A risk control matrix was developed to match potential problems with existing control measures and identify areas in which additional controls may be warranted. Results suggest that 1) protection systems are more effective than monitoring; 2) bridge inspection is an effective control for many potential losses; and 3) significant opportunity exists for defects to be detected by others working on the railway. This may indicate that training for recognition of bridge defects may be a cost-effective way of reducing losses from accidents and service interruptions. Additionally, track displacement detectors, tilt monitors, and midspan displacement monitors should be considered for investigation. KW - Bridge protection systems KW - Detectors KW - Protection against environmental damage KW - Railroad bridges KW - Railroad safety KW - Risk management KW - Service disruption KW - Structural health monitoring KW - Training UR - http://www.fra.dot.gov/Elib/Document/2924 UR - https://trid.trb.org/view/1244486 ER - TY - RPRT AN - 01474163 AU - Farritor, Shane AU - Fateh, Mahmood AU - University of Nebraska, Lincoln AU - Federal Railroad Administration TI - Measurement of Vertical Track Deflection from a Moving Rail Car PY - 2013/02//Technical Report SP - 136p AB - The University of Nebraska has been conducting research sponsored by the Federal Railroad Administration’s Office of Research and Development to develop a system that measures vertical track deflection/modulus from a moving rail car. Previous work has suggested the system can find critical maintenance problems not found by other inspection methods including standard track geometry. The University of Nebraska system uses cameras and lasers to measure a portion of the track deflection basin, and this measurement is used to estimate vertical rail deflection and/or track modulus. This report presents the measurement system along with development of the theory behind the measurement to support diagnosis of track conditions. The results of significant field testing are presented, including the results of a test designed to verify the accuracy of the measurement. A Finite Element Analysis of the measurement is presented along with several variations on closed form solution analysis, based on beam on elastic foundation as well as a discrete support model for rail. The University of Nebraska system has identified several critical maintenance problems not found by other inspection methods, and all previous studies indicate that measuring track deflection provides unique and valuable insight to track conditions that can improve inspection, maintenance, and safety. Finally, some guidelines are suggested for development of thresholds to guide data interpretation and track condition assessment, but more study and tests are needed to better define threshold criteria. KW - Deflection KW - Deflection tests KW - Field tests KW - Finite element method KW - Inspection cars KW - Maintenance of way KW - Measurement KW - Modulus KW - Railroad safety KW - Railroad tracks KW - Stiffness KW - Track geometry KW - Track modulus KW - Track stiffness KW - Vertical track support UR - http://www.fra.dot.gov/Elib/Document/2933 UR - https://trid.trb.org/view/1244484 ER - TY - RPRT AN - 01474162 AU - Gertler, Judith AU - DiFiore, Amanda AU - Raslear, Thomas AU - QinetiQ North America, Technology Solutions Group AU - Federal Railroad Administration TI - Fatigue Status of the U.S. Railroad Industry PY - 2013/02//Final Report SP - 82p AB - This report draws on the results of several prior studies, all conducted with similar methodology, to characterize the prevalence of employee fatigue in the U.S. railroad industry. Data from logbook surveys of signalmen, maintenance of way workers, dispatchers, and train and engine service employees were combined to examine the relationship between work schedules and sleep patterns. Railroaders make up for lack of sleep on workdays by sleeping longer on rest days. This strategy is used to a greater extent among by certain groups such as signalmen working four 10-hour days, first shift dispatchers, and train and engine service (T&E) workers on jobs with a fixed start time. T&E workers in passenger service with a split assignment have a shorter primary sleep period than those working straight through or working extra board assignments, but they have similar total daily sleep because they sleep during their interim release. Overall, U.S. railroad workers are more likely than U.S. working adults to get less than 7 hours of total sleep on workdays, but railroad workers average more total sleep when sleep on workdays and rest days are combined. According to the FAST software tool, the effectiveness (inverse of fatigue) for each group, based on logbook data for work and sleep, indicates that T&E workers and third shift dispatchers have the most fatigue exposure and passenger T&E workers have the least. Railroad workers in all groups had less fatigue exposure than those involved in human factors accidents. KW - Dispatchers KW - Employees KW - Fatigue (Physiological condition) KW - Hours of labor KW - Maintenance personnel KW - Railroad safety KW - Railroads KW - Shifts KW - Signalmen KW - Sleep disorders KW - Train crews KW - United States UR - http://www.fra.dot.gov/Elib/Document/2929 UR - https://trid.trb.org/view/1244481 ER - TY - RPRT AN - 01474161 AU - Shapiro, Jenna AU - Quinn, Jared AU - Barnes-Farrell, Janet L AU - University of Connecticut, Storrs AU - Volpe National Transportation Systems Center AU - Federal Railroad Administration TI - Rail Industry Job Analysis: Passenger Conductor PY - 2013/02//Draft Final Technical Report SP - 35p AB - This document describes the results of a job analysis that was conducted for the position of railroad Passenger Conductor. Key aspects of the position were identified, including main tasks and knowledge, skills, abilities, and other characteristics (KSAOs) required to perform the job successfully. The job analysis process is described in detail, including meeting agendas, survey questionnaires, and a finalized list of job tasks and KSAOs identified by subject matter experts (SMEs). Conclusions report the specific results of the job analysis, including information from SME focus group discussions regarding demands and strains of the job. Implications for training and development are also discussed. KW - Abilities KW - Conductors (Trains) KW - Focus groups KW - Job analysis KW - Job skills KW - Knowledge KW - Railroad safety KW - Safety-sensitive positions (Transportation) KW - Task analysis UR - http://www.fra.dot.gov/Elib/Document/2930 UR - http://ntl.bts.gov/lib/48000/48100/48182/TR_Rail_Industry_Job_Analysis_Passenger_Conductor_.pdf UR - https://trid.trb.org/view/1244482 ER - TY - RPRT AN - 01474160 AU - Amanna, Ashwin AU - Virginia Polytechnic Institute and State University, Blacksburg AU - Federal Railroad Administration TI - Railway Cognitive Radio to Enhance Safety, Security, and Performance of Positive Train Control PY - 2013/02//Final Report SP - 71p AB - Robust and interoperable wireless communications are vital to Positive Train Control (PTC). The railway industry has started adopting software-defined radios (SDRs) for packet-data transmission. SDR systems realize previously fixed components as reconfigurable software. This project developed a railway cognitive radio (Rail-CR) which implements Artificial Intelligence (AI) decisionmaking in concert with an SDR to adapt to changing wireless conditions and learn from past experience. Objectives of the project included developing a concept of operations for wireless link adaptation based on use-case scenarios for packet radio systems, designing and implementing a decisionmaking architecture on an SDR, designing strategies for radio environment observations, defining operational objectives and performance metrics, and designing and exercising a test plan to demonstrate performance under varying conditions. The decisionmaking architecture of the Rail-CR begins with observations of the wireless environment and performance metrics. The architecture enables adaptation to new situations and the capability to learn from past decisions. The Rail-CR was tested under a variety of interference conditions designed to simulate real-world experiences. Results show that a radio operating with no-cognition was unable to mitigate interference conditions causing either significantly high errors or a loss of connectivity. The Cognitive Engine (CE) successfully overcame the interference by changing configurable parameters. KW - Cognitive radio networks KW - Data communications KW - Positive train control KW - Radio equipment KW - Railroad safety KW - Software defined radio technology KW - Train operations KW - Wireless communication systems UR - http://www.fra.dot.gov/Elib/Document/2932 UR - https://trid.trb.org/view/1244483 ER - TY - RPRT AN - 01473863 AU - Arambula, Edith AU - Estakhri, Cindy K AU - Martin, Amy Epps AU - Trevino, Manuel AU - Smit, Andre de Fortier AU - Prozzi, Jorge AU - Texas A&M Transportation Institute AU - Texas Department of Transportation AU - Federal Highway Administration TI - Performance and Cost Effectiveness of Permeable Friction Course (PFC) Pavements PY - 2013/02//Technical Report SP - 254p AB - In this project, the research team evaluated the performance of Permeable Friction Courses (PFC) over time and compared it against other types of wearing surface pavement layers. Several pavement sections including Asphalt Rubber (AR) PFCs, Performance Graded (PG) PFCs, and dense-graded Hot Mix Asphalt (HMA) were monitored over a four-year period. Non-destructive on-site measurements included noise, drainability, texture, friction, and skid. The change of these variables with time as well as the influence of traffic, binder/mixture type, aggregate classification, and climatic region was evaluated. Accident data were also gathered and analyzed on a more comprehensive number of pavement sections across Texas. All of this information was compiled in database format. In addition, when performance issues were identified, field cores were acquired for forensic evaluation. Results from the multiyear performance data analysis and previous research were used to produce guidelines and recommendations to improve the design, construction, and maintenance of PFCs. Performance of PFCs over time was adequate. Therefore, the continued use of PFCs in Texas is encouraged. PFCs had lower overall noise levels when compared to dense-graded HMA, and AR-PFCs were quieter than PG-PFCs. With regard to drainability, the water flow values had a tendency to increase early in the life of the pavement and remain relatively constant afterward. PG-PFCs showed better drainability as compared to AR-PFCs. The amount of rainfall helped assure the continued drainability of PFCs, especially in warm climates. Texture for PFCs remained practically unchanged over time. Both AR- and PG-PFCs had superior texture and skid vs. dense-graded HMA pavements. With regard to friction and skid, sections with aggregates classified as SAC-B per the Surface Aggregate Classification (SAC) system had statistically significantly lower values as compared to those pavement employing either SAC-A or SAC-A/B aggregates. The accident data indicated that PFCs reduce the number of accidents, injuries, and fatalities on roads in Texas. KW - Asphalt rubber KW - Crash data KW - Drainage KW - Friction course KW - Hot mix asphalt KW - Nondestructive tests KW - Pavement performance KW - Permeability KW - Skid resistance KW - Surface course (Pavements) KW - Texas KW - Tire/pavement noise UR - http://tti.tamu.edu/documents/0-5836-2.pdf UR - https://trid.trb.org/view/1244238 ER - TY - RPRT AN - 01472847 AU - Fries, Robert H AU - Tunna, Lucy AU - Anankitpaiboon, Satima AU - Maal, Luis AU - Transportation Technology Center, Incorporated AU - Federal Railroad Administration TI - 800,000-Pound Quasi-Static End Load Test of Crash Energy Management Equipped Car, Test 2 PY - 2013/02 SP - 37pp AB - This report summarizes compressive end-load Test 2 on Budd Pioneer Car 244. The quasi-static compressive end-load test at 800,000 pounds was conducted on January 19, 2011. The test vehicle has been modified to include a crash energy management system and has been assessed in full-scale tests six times previously. Test 2 results indicate Car 244 is suitable for an additional test. KW - Crash energy management KW - Equipment tests KW - Load tests KW - Prototype tests KW - Quasi-static tests KW - Railroad cars UR - http://www.fra.dot.gov/Elib/Document/2876 UR - https://trid.trb.org/view/1243417 ER - TY - RPRT AN - 01478713 AU - Hess, Daniel B AU - Conley, Brian W AU - Farrell, Christina M AU - University at Buffalo AU - University Transportation Research Center AU - Research and Innovative Technology Administration TI - Resource Coordination for Multi-Modal Evacuation Planning PY - 2013/01/31/Final Report SP - 160p AB - This research project seeks to increase knowledge about coordinating effective multi-modal evacuation for disasters. It does so by identifying, evaluating, and assessing current transportation management approaches for multi-modal evacuation planning. The research increases equity by identifying strategies for evacuation of all residents, including carless residents during a disaster. The research also seeks to address the challenges of effectively incorporating multi-modalism into local emergency plans by enhancing transportation resource coordination through exploration of the feasibility of a new concept—a Transportation Reserve Corps (TRC). A TRC seeks to integrate planning for households without automobiles, multi-modal evacuation, and coordinated volunteerism with disaster preparedness, response and recovery. KW - Coordination KW - Disaster preparedness KW - Disasters and emergency operations KW - Emergency transportation KW - Evacuation KW - Multimodal transportation KW - Resource utilization KW - Volunteers UR - http://www.utrc2.org/sites/default/files/pubs/Final-Report-multi-modal%20coordination_0.pdf UR - https://trid.trb.org/view/1247737 ER - TY - RPRT AN - 01476582 AU - Department of Transportation AU - Federal Aviation Administration TI - FAA and Industry Are Advancing the Airline Safety Act, but Challenges Remain To Achieve Its Full Measure PY - 2013/01/31 SP - 25p AB - The February 12, 2009, crash of Colgan Air flight 3407 highlighted the need for improvements in pilot training, hiring and qualification programs, and ensuring consistent safety standards between carriers. Congress and the Federal Aviation Administration (FAA) took swift action following the crash to address these issues, culminating in the August 2010 passage of the Airline Safety and FAA Extension Act (the Act). Effectively implementing the Act’s requirements is key to improving safety in commercial airline travel by raising standards in pilot training and performance, as well as advancing voluntary programs that yield critical safety information. The Ranking Members of the House Committee on Transportation and Infrastructure and its Subcommittee on Aviation, joined by the Chairmen and the Ranking Members of the Senate Committee on Commerce, Science, and Transportation and its Aviation Subcommittee, requested that the U.S. Department of Transportation Office of Inspector General (OIG) conduct a review of FAA and industry’s efforts to enhance safety in response to the Colgan accident. Accordingly, OIG's objectives were to (1) examine FAA and industry progress in implementing elements of the Act and (2) identify any challenges to completing these actions. Briefly, results indicate that while FAA has implemented many elements of the Act, the Agency and industry have not yet achieved the full measure of the Act’s intended safety enhancements. FAA has made considerable and important progress advancing voluntary safety programs, improving pilot rest requirements, and establishing better processes for managing safety risks. However, FAA has not provided sufficient management attention or assistance to smaller carriers for meeting new safety standards, or followed through on its commitment to help these carriers with safety program development and support. FAA faces significant challenges to fully implement the Act, such as meeting timelines for rulemaking efforts while balancing competing interests of stakeholders involved with controversial safety measures. For example, FAA is experiencing lengthy delays and considerable industry opposition in issuing and finalizing rules that will enhance pilot qualification standards, revise crew training requirements, and establish mentoring and professionalism programs. Further, while FAA is on target with the initial development phase of a new, centralized electronic pilot records database, it remains uncertain when it will be implemented and what level of information it will contain. KW - Airline pilots KW - Airline Safety and Federal Aviation Administration Extension Act of 2010 KW - Aviation safety KW - Civil aviation KW - Flight training KW - Implementation KW - Training programs KW - U.S. Federal Aviation Administration UR - http://www.oig.dot.gov/sites/dot/files/Safety%20Act%202010%20Report%5E1-31-13.pdf UR - https://trid.trb.org/view/1246173 ER - TY - RPRT AN - 01555374 AU - Federal Aviation Administration TI - NextGen Environmental Management System Framework and Collaboration: Pilot Study Summary Report Dallas/Fort Worth International Airport (DFW) PY - 2013/01/28 SP - 14p AB - The Next Generation Air Transportation System (NextGen) Environmental Management System (EMS) Framework and Collaboration Pilot Study aims to foster collaboration between the Federal Aviation Administration (FAA) and aviation’s principal stakeholders. It aims to further define their role in NextGen EMS Framework and Collaboration and identify opportunities to address environmental challenges associated with each aspect. The objective of this pilot study is to evaluate which environmental challenges have the potential to constrain the mobility of the aviation system and the possible effects of future technology and operational changes. Through a 10-step technical approach, data were collected and analyzed to establish baselines for air quality, climate, energy, and noise. Future scenarios were calculated for each aspect to identify environmental issues that could constrain NextGen implementation. The scenarios were based on forecast data and the assumption that no NextGen technologies and operations are incorporated. Several new technology and operational concepts were evaluated to determine those that could mitigate the environmental impacts. For the Dallas/Fort Worth International Airport (DFW) Pilot Study, 2009-2010 was chosen as the base year for the future scenarios. KW - Air quality KW - Airports KW - Climate KW - Dallas-Fort Worth International Airport KW - Energy consumption KW - Environmental impacts KW - Environmental Management Systems (EMS) KW - Forecasting KW - Next Generation Air Transportation System KW - Noise KW - Pilot studies UR - http://www.faa.gov/about/office_org/headquarters_offices/apl/research/environmental_policy/media/NextGen_Environmental_Report.pdf UR - https://trid.trb.org/view/1344284 ER - TY - RPRT AN - 01478009 AU - Solaimanian, Mansour AU - Pennsylvania State University, University Park AU - Mid-Atlantic Universities Transportation Center AU - Research and Innovative Technology Administration TI - Evaluating Resistance of Hot Mix Asphalt to Reflective Cracking Using Geocomposites PY - 2013/01/28/Final Report SP - 36p AB - The Pennsylvania Department of Transportation (PennDOT) has sponsored a project with Penn State to evaluate new or existing products to ensure satisfactory application and performance of these products. PennDOT Publication 447 contains those products that are approved for application in lower-volume local roads. The objective of this effort was to review and evaluate a specific product listed in Publication 447 under specification MS-0360-0019, Bituminous Fiber Reinforced Stress Absorbing Membrane Interlayer (SAMI). The work toward evaluation of this product included three parts: a literature review, site visits, and an assessment of current specification under Publication 447. Evidence to date indicates satisfactory performance of this material and it is recommended that SAMI remain in PennDOT Publication 447. Emphasis should be placed on sealing cracks wider than ¼ inch before application of SAMI. Field evaluation indicates that wide cracks, if not properly sealed, do migrate to the surface regardless of SAMI application. KW - Bituminous binders KW - Fiber reinforced materials KW - Geocomposites KW - Geosynthetics KW - Hot mix asphalt KW - Low volume roads KW - Overlays (Pavements) KW - Pavement interlayers KW - Pavement performance KW - Performance tests KW - Reflection cracking KW - Resistance (Mechanics) KW - Stress absorbing membrane interlayers UR - http://www.mautc.psu.edu/docs/PSU-2008-04.pdf UR - https://trid.trb.org/view/1247326 ER - TY - RPRT AN - 01619076 AU - Ma, Z John AU - Clarke, David AU - University of Tennessee, Knoxville AU - University of Tennessee, Knoxville AU - National University Rail Center (NURail) AU - Office of the Assistant Secretary for Research and Technology TI - Assessment of Existing Railroad Bridges to Accommodate a Higher Speed Considering Chinese Practices PY - 2013/01/25 SP - 98p AB - Currently, rail systems in the U.S. are designed to support heavy freight train traffic. As High-Speed Rail (HSR) becomes a more vital asset to the nation’s infrastructure, there are many elements of the existing rail network that need to be tailored to address safety concerns as well as the maintenance of way of dual purpose assets that service both HSR passenger traffic and shared revenue service lines. However, development of incremental HSR lines in the U.S. poses a number of new challenges related to existing railroad bridges. On the other hand, China has gone through similar upgrades and accumulated many experiences. The objectives of this study are (1) to conduct a scanning tour of China; (2) to evaluate the Chinese railroad bridge system and the issues identified in China when their railroad speed was increased six different times; and (3) to identify the most significant technologies for possible implementation in the United States in order to accommodate a higher speed for the nation’s shared rail corridors. The research team conducted a scanning tour of China, and met with government agencies, academia, and private sector organizations in China. Experiences and lessons learnt in the speed-upgrade for existing railways in China are summarized in this report based on the interviews and on-site investigations. KW - China KW - Evaluation and assessment KW - Freight transportation KW - High speed rail KW - Implementation KW - Passenger transportation KW - Railroad bridges KW - Technological innovations KW - Transportation corridors KW - United States UR - http://ntl.bts.gov/lib/60000/60200/60285/NURail2012-UTK-R01_Final_Report_-_Existing_RR_bridges_to_accommodate_higher_speed_Chinese_Practices.pdf UR - https://trid.trb.org/view/1436211 ER - TY - RPRT AN - 01613793 AU - Federal Highway Administration TI - Horizontal Curves Virtual Peer Exchange PY - 2013/01/24 SP - 14p AB - This report provides a summary of a peer-to-peer videoconference sponsored by the Federal Highway Administration (FHWA) Office of Safety held January 24, 2013. The videoconference was the second in a series of roadway departure-focused peer exchanges sponsored by the Office of Safety as a follow-up to face-to-face peer exchanges held with roadway departure Focus States in 2008 and 2009. The Office of Safety selected ten States — Alabama, Florida, Indiana, Louisiana, Missouri, Oklahoma, South Carolina, Tennessee, Texas, and West Virginia — to participate in this virtual peer exchange. The selected States were chosen based on the number and percentage of fatal crashes on horizontal curves, as well as geographic location. The peer exchange provided opportunities for participants to share their experiences on a range of topics including: (1) Selecting implementation strategies and countermeasures/treatments to reduce roadway departures on horizontal curves; (2) Using data to determine which curves to address; (3) Prioritizing and funding projects; and (4) Addressing challenges encountered in implementing safety programs and countermeasures. The event also allowed stakeholders to learn from peers who demonstrated innovative approaches to safety on horizontal curves, including edge line striping and high friction surface treatments (HFST). Peer presentations were made by the Missouri Department of Transportation (MoDOT), the Louisiana Local Transportation Assistance Program (LA LTAP), and the West Virginia Department of Transportation (WV DOT). Sixty-six participants representing Departments of Transportation (DOT), Local Transportation Assistance Programs (LTAP), and FHWA Division Offices attended the virtual peer exchange. KW - Countermeasures KW - Data analysis KW - Financing KW - Friction course KW - Highway curves KW - Highway safety KW - Implementation KW - Louisiana Local Transportation Assistance Program KW - Missouri Department of Transportation KW - Peer exchange KW - Ran off road crashes KW - Safety programs KW - State departments of transportation KW - Strategic planning KW - Striping KW - West Virginia Department of Transportation UR - http://ntl.bts.gov/lib/59000/59400/59495/horizcurves_Jan2013.pdf UR - https://trid.trb.org/view/1425510 ER - TY - RPRT AN - 01476229 AU - Schrum, Kevin D AU - Lechtenberg, Karla A AU - Bielenberg, Robert W AU - Rosenbaugh, Scott K AU - Faller, Ronald K AU - Reid, John D AU - Sicking, Dean L AU - University of Nebraska, Lincoln AU - Nebraska Department of Roads AU - Federal Highway Administration TI - Safety Performance Evaluation of the Non-Blocked Midwest Guardrail System (MGS) PY - 2013/01/24/Final Report SP - 250p AB - The roadway width required to install a guardrail system with a 12-in. (305-mm) blockout is not always available. In response, proprietary non-blocked W-beam guardrail systems were developed and successfully crash tested. However, the use of proprietary systems requires the State Departments of Transportation to maintain inventory of specialized components. Therefore, a non-proprietary, non-blocked W-beam guardrail system was developed. The Midwest Guardrail System (MGS), with a 31-in. (787-mm) nominal top rail height, was chosen for modification due to its exceptional redirective capacity. For this research, the 12-in. (305-mm) blockout was removed, and a 12-in. (305- mm) long section of 12-gauge (2.66-mm) W-beam guardrail was utilized as a backup plate at rail-to-post connections. This design was successfully tested using a small car (test no. 3-10) and a pickup truck (test no. 3-11) according to the testing standards established in the Manual for Assessing Safety Hardware (MASH). As a result, the non-blocked MGS was recommended for use when roadway width was a limiting parameter. If width is not restricted, it is still recommended to use a 12-in. (305-mm) blockout as designated in the design drawings of the standard MGS. KW - AASHTO Manual for Assessing Safety Hardware KW - Acceptance tests KW - Guardrails KW - Highway safety KW - Impact tests KW - Midwest Guardrail System KW - Performance measurement UR - http://www.transportation.nebraska.gov/mat-n-tests/pdfs-docs/ARLinks/TPF5-193Suppl33FinalReport.pdf UR - https://trid.trb.org/view/1245934 ER - TY - RPRT AN - 01472538 AU - Zangui, Mahmood AU - Zhou, Yian AU - Yin, Yafeng AU - Chen, Shigang AU - Center for Multimodal Solutions for Congestion Mitigation AU - Research and Innovative Technology Administration TI - Privacy-Preserving Methods to Retrieve Origin-Destination Information from Connected Vehicles PY - 2013/01/23/Final Report SP - 50p AB - This report investigates technical approaches to address privacy concerns associated with two innovative applications enabled by connected vehicle systems, i.e., origin-destination (OD) flow measurement and differentiated congestion pricing. The former is to retrieve the OD information from connected vehicles while the latter charges congestion tolls with respect to travel characteristics of connected vehicles, e.g., origins, destinations or paths that they traverse between their origins and destinations. Since both applications require tracking vehicles, they may violate the “anonymity by design” principle adopted by connected vehicle systems. For OD flow measurement, a novel measurement scheme is developed to collect aggregate OD flow data without compromising motorists’ privacy. For differentiated congestion pricing, an incentive program is designed to encourage motorists to voluntarily reveal their private information and create a win-win situation for both motorists and the society. KW - Congestion pricing KW - Connected vehicle technologies KW - Data collection KW - Intelligent vehicles KW - Origin and destination KW - Privacy KW - Vehicle to infrastructure communications UR - http://cms.ce.ufl.edu/research/yin_final_report_2011-009.pdf UR - http://ntl.bts.gov/lib/46000/46800/46877/yin_final_report_2011-009.pdf UR - https://trid.trb.org/view/1239480 ER - TY - RPRT AN - 01476337 AU - Swanson, John AU - Hampton, Benjamin AU - Metropolitan Washington Council of Governments AU - Brookings Institution AU - Federal Highway Administration TI - What Do People Think About Congestion Pricing?: A Deliberative Dialogue with Residents of Metropolitan Washington PY - 2013/01/18/Final Report SP - 68p AB - A deliberative forum is a public engagement event in which people come together to learn and talk about a problem, and explore potential solutions. More than 300 participants who were broadly representative of the region’s population came together in five forums, two in Virginia, two in Maryland, and one in the District of Columbia, that each lasted four and a half hours. Presentations provided information on the current and projected state of transportation funding and congestion, and three scenarios for congestion pricing: variably priced lanes on all interstates, as well as some other major roadways; ™variable, per-mile pricing using vehicle-based global positioning systems systems; and priced zones – drivers pay a fee to enter or drive within a designated area. This study provided the following conclusions: people are skeptical of pricing as a comprehensive solution to regional transportation problems, but may support specific proposals if they see direct benefits in their daily lives; people are much more concerned about government overreach and perceived incompetence than they are about “Lexus Lanes;” people are more likely to support more obvious solutions—such as increasing gas taxes—than more radical approaches like congestion pricing; and people want to know that congestion pricing is part of a wider strategic vision. KW - Congestion pricing KW - Public opinion KW - Traffic congestion KW - Washington Metropolitan Area UR - http://www.mwcog.org/uploads/committee-documents/ZV1cWFZb20130117170347.pdf UR - https://trid.trb.org/view/1244639 ER - TY - RPRT AN - 01537409 AU - Richardson, David N AU - Lusher, Steven M AU - Center for Transportation Infrastructure and Safety/NUTC program AU - Research and Innovative Technology Administration TI - The Guayule Plant: A Renewable, Domestic Source of Binder Materials for Flexible Pavement Mixtures PY - 2013/01/16/Final Report SP - 46p AB - The guayule (pronounced 'why-YOU-lee') plant grows in arid and semi-arid regions (e.g. the southwestern U.S.) and is a source of natural rubber. It was cultivated and processed during the World War II rubber shortage and is currently being processed primarily for the manufacture of hypo-allergenic latex (e.g. medical gloves, personal hygiene products). Depending on the process, many materials can be extracted from guayule. However, there are three basic products: rubber, resin, and bagasse. The rubber and resin (biopolymers) are of particular interest as they could prove to be renewable binder materials for flexible pavement mixtures. Limited preliminary testing showed that the resin could potentially be used as a recycling agent (viscosity modifier) when designing flexible pavement mixtures with a high percentage of reclaimed asphalt pavement (RAP), a small percentage of processed roofing shingles, and some virgin aggregate. The concept is to design a flexible pavement mixture produced with little to no virgin petroleum-based material. Due to the rising price of crude oil, flexible pavement costs have increased significantly. In regard to the concept, the potential impact on highway construction could be lower costs. A thorough experimental program is necessary to assess the limits of the use of the guayule rubber and resin in the context of this concept. Additionally, the guayule processing industry could benefit through the opening of another market for its products. Maybe more importantly, national security could be enhanced by decreasing the dependence on foreign oil. KW - Asphalt mixtures KW - Binders KW - Cost effectiveness KW - Guayule plant KW - Mix design KW - Natural resins KW - Natural rubber KW - Reclaimed asphalt pavements KW - Viscosity modifying admixtures UR - http://transportation.mst.edu/media/research/transportation/documents/R253%20Final%20Report.pdf UR - https://trid.trb.org/view/1322316 ER - TY - RPRT AN - 01473175 AU - Nelson, Edward AU - Petchenik, Jordan AU - University of Wisconsin, Madison AU - Wisconsin Department of Transportation AU - Federal Highway Administration TI - Results of Focus Group Assessments of Transportation Financing Options PY - 2013/01/15/Research Report SP - 86p AB - The Wisconsin Commission on Transportation Finance and Policy was created in the 2011-2013 biennial state budget to identify and evaluate transportation finance options to address needs into the future. As part of its scope, the Commission needed to collect public input and evaluate perceptions that could relate to both the concept and implementation of certain revenue options. The intent of the research is to provide a structured and objective method to obtain public assessment of alternative financing mechanisms to support the state’s public transportation network. The focus groups provide a complement to other public input measures being used by the Commission. The work has been specifically approved by the commission and will play a key part in the group's analysis of future finance options. During the summer of 2012, at the request of the Department of Transportation (DOT), researchers with the University of Wisconsin Survey Center (UWSC) conducted four focus groups on matters related to transportation in Wisconsin. Specifically, the groups explored motorists’ assessment of highway pavement and congestion conditions, their preferred future scenario of transportation in Wisconsin, and their willingness to pay to support that future scenario. The groups provided a setting in which a cross section of the state’s motorists could respond to a series of questions relating to transportation in the state. This report summarizes the results of those groups. KW - Financing KW - Focus groups KW - Pavements KW - Revenues KW - Traffic congestion KW - Willingness to pay KW - Wisconsin UR - http://wisdotresearch.wi.gov/wp-content/uploads/WisDOT-Policy-Project-0092-12-14-final-report.pdf UR - https://trid.trb.org/view/1239132 ER - TY - RPRT AN - 01560080 AU - Pindilli, Emily J AU - Glassman, Jonathan L AU - Freckleton, Derek R AU - Booz Allen Hamilton AU - Department of Transportation AU - Federal Highway Administration TI - Road Weather Connected Vehicle Applications: Benefit-Cost Analysis Interim Report PY - 2013/01/11/Interim Report SP - 78p AB - The Road Weather Management Program (RWMP) is currently engaged in a project to evaluate the potential benefits of road weather connected vehicle applications. Of particular interest are the potential improvements in safety, reductions in travel time, improved travel reliability, reductions to environmental impacts related to road treatment, and other possible benefits. The project includes the development of road weather connected vehicle applications concept of operations and benefit-cost analysis (BCA) of those applications. The concept of operations was completed and is documented in a companion report entitled “Concept of Operations for Road Weather Connected Vehicle Applications”. The BCA was conducted in two phases; Phase I focused on evaluating safety benefits and Phase II evaluates the additional benefits including mobility, reductions in environmental impacts, and reductions in operational costs. KW - Benefit cost analysis KW - Environmental impacts KW - Mobile communication systems KW - Mobility KW - Operational costs KW - Road Weather Management Program UR - http://ntl.bts.gov/lib/54000/54400/54480/Road_Weather_Connected_Vehicle_Applications_Benefit-508-v8.pdf UR - https://trid.trb.org/view/1344668 ER - TY - RPRT AN - 01551379 AU - Miller, Kevin AU - Bouattoura, Fariel AU - Seymour, Ed AU - Poe, Chris AU - Roberts, Ed AU - Olyai, Koorosh AU - Dallas Area Rapid Transit AU - Federal Highway Administration AU - Research and Innovative Technology Administration AU - Federal Transit Administration TI - Training Plan: Dallas Integrated Corridor Management (ICM) Demonstration Project PY - 2013/01/11/Final Report SP - 23p AB - The Dallas Area Rapid Transit (DART) is leading the US 75 Integrated Corridor Management (ICM) Demonstration Project for the Dallas region. Coordinated corridor operations and management is predicated on being able to share transportation information on highways, arterials, transit, weather, and incidents. The ICM system will utilize the existing Texas Department of Transportation (TxDOT) Center-to-Center standards based communication infrastructure, and will provide direct connections to agencies not on the Center-to-Center network, via a web-based interface known as SmartNET. The ICM system uses SmartNET as the main graphical user interfaces for the ICM Stakeholders to create, edit, and view events in the corridor and region, view current conditions of field devices and congestion on the roadway network, and coordinate responses to incidents within the corridor. This Training Plan covers the policy, process, and technology training requested by the users and maintainers of the system for the Dallas ICM project. KW - Communication systems KW - Dallas (Texas) KW - Graphical user interfaces KW - Information dissemination KW - Integrated corridor management KW - Software KW - Training KW - Transportation corridors UR - http://ntl.bts.gov/lib/54000/54100/54132/Dallas_ICM_Training_Plan_v3_3_Final.pdf UR - https://trid.trb.org/view/1340046 ER - TY - RPRT AN - 01472544 AU - Lin, Zhibin AU - Fakhairfar, Mostafa AU - Wu, Chenglin AU - Chen, Genda AU - Bevans, Wesley AU - Gunasekaran, Arun Vijay Kumar AU - Sedighsarvestani, Sahra AU - Center for Transportation Infrastructure and Safety AU - Federal Highway Administration AU - Research and Innovative Technology Administration TI - Design, Construction and Load Testing of the Pat Daly Road Bridge in Washington County, MO, with Internal Glass Fiber Reinforced Polymers Reinforcement PY - 2013/01/10/Final Report SP - 210p AB - The overarching goal of this project is to deploy and assess an innovative corrosion-free bridge construction technology for long-term performance of new and existing bridges. The research objective of this project is to conduct a comprehensive study (instrumentation, construction, both laboratory and field evaluation) of a rapidly constructed and durable, three-span bridge with cast-in-place cladding steel reinforced concrete substructure and precast concrete decks/girders reinforced with glass fiber reinforced polymers (GFRP). The bridge has one conventional concrete-girder span, one conventional steel-girder span, and one innovative concrete box-girder span. The conventional concrete and steel girders were used to demonstrate the effective use of corrosion-free bridge decks in deck replacement projects and, as benchmarks, to demonstrate the pros and cons of the innovative concrete box girders. The bridge was instrumented with embedded strain gauges to monitor the strains at critical locations during load testing. The collected data will allow the understanding of load distribution in various GFRP bars of the innovative concrete box girders and bridge deck slabs. Specifically, a full-scale concrete box girder and a full-scale concrete slab with internal GFRP reinforcement were tested in the Highbay Structures Laboratory at Missouri University of Science and Technology to ensure that the test bridge components behaved as designed prior to the field construction. Furthermore, in-situ load tests of the completed bridge were conducted to demonstrate the load capacity and behavior of individual components and the bridge as a system. The field validated technology will have a longlasting value for future deck replacement projects of existing bridges and new constructions. It will provide a viable alternative to conventional bridge systems/materials for the improvement of our Nation’s deteriorating infrastructure. KW - Box girders KW - Bridge construction KW - Bridge decks KW - Bridge design KW - Concrete bridges KW - Glass fiber reinforced plastics KW - Load tests KW - Precast concrete KW - Strength of materials KW - Washington County (Missouri) UR - http://transportation.mst.edu/media/research/transportation/documents/R275%20Final%20Report.pdf UR - https://trid.trb.org/view/1243481 ER - TY - RPRT AN - 01516186 AU - Havlicek, Joseph P AU - Barnes, Ronald D AU - University of Oklahoma, Norman AU - Oklahoma Transportation Center AU - Research and Innovative Technology Administration TI - GPS Location Data Enhancement in Electronic Traffic Records PY - 2013/01/06/Final Report SP - 57p AB - In this project the authors developed a new GPS-based Geographical Information Exchange Framework (GIEF) to improve the correctness and accuracy of location data reported on electronic police forms in Oklahoma. A second major goal was to provide a base level of automatic vehicle location (AVL) technology to the Oklahoma Highway Patrol (OHP) to improve operational efficiency and inter-agency asset coordination and to enhance police officer safety. The GIEF was successfully developed and integrated with the existing statewide electronic police forms system and was deployed to a select group of OHP Troopers for beta testing. The beta tests demonstrated that high quality position data were acquired from GPS receivers in the field during actual police operations, were used to populate electronic crash reports and citations, and were automatically transmitted to the main Department of Public Safety (DPS) data warehouse and to the statewide court system. High resolution position data were also acquired on a continuous basis for all of the beta test police vehicles and were stored in a new secure data base created for this project. These data were used to demonstrate real-time AVL functionality that will be evaluated by the OHP to determine how it can best be used in the future to improve police operations and officer safety. The enhanced position data provided by this project will be important to a wide range of traffic safety stakeholders for planning and assessing highway improvement projects, highway safety projects, and law enforcement activities directly in terms of public safety impact. The GIEF is fully upwards compatible with the new PARIS system scheduled for deployment in 2013. KW - Automatic vehicle location KW - Data quality KW - Global Positioning System KW - Law enforcement KW - Police operations KW - Real time information KW - Safety KW - Traffic data UR - http://www.oktc.org/otc/files/finalReports/OTCREOS11.1-27-F.pdf UR - https://trid.trb.org/view/1300094 ER - TY - RPRT AN - 01470382 AU - National Transportation Safety Board TI - Aircraft Accident Brief: Omega Aerial Refueling Services flight crashed on takeoff from runway 21, Point Mugu Naval Air Station, CA, May 18, 2011 PY - 2013/01/02 SP - 17p AB - On May 18, 2011, about 1727 Pacific daylight time, a modified Boeing 707, registration N707AR, operating as Omega Aerial Refueling Services (Omega) flight 70 crashed on takeoff from runway 21 at Point Mugu Naval Air Station, California (KNTD). The airplane collided with a marsh area to the left side beyond the departure end of the runway and was substantially damaged by post-impact fire. The three flight crew members sustained minor injuries. The flight was conducted under the provisions of a contract between Omega and the US Naval Air Systems Command (NAVAIR) to provide aerial refueling of Navy F/A-18s in offshore warning area airspace. According to the Federal Aviation Administration (FAA), Omega, and the US Navy, the airplane was operating as a nonmilitary public aircraft under the provisions of 49 United States Code Sections 40102 and 40125. The National Transportation Safety Board determines that the probable cause of this accident was the failure of a midspar fitting, which was susceptible to fatigue cracking and should have been replaced with a newer more fatigue-resistant version of the fitting as required by an airworthiness directive. Also causal was an erroneous maintenance entry made by a previous aircraft owner, which incorrectly reflected that the newer fitting had been installed. KW - Air transportation crashes KW - Crash analysis KW - Crash causes KW - Crash characteristics KW - Crash investigation KW - Refueling UR - http://www.ntsb.gov/investigations/AccidentReports/Reports/AAB1301.pdf UR - https://trid.trb.org/view/1238018 ER - TY - ABST AN - 01577878 TI - Conversion of Eastern Redcedar to Butanol using a Novel Biocatalytic Process AB - No summary provided. KW - Alcohol fuels KW - Biomass fuels KW - Catalysis KW - Energy conversion KW - Trees UR - https://trid.trb.org/view/1371183 ER - TY - ABST AN - 01577866 TI - Developing a Cost-Effective Technology for Conditioning Biomass-Generated Syngas with In-Situ Bed of Biochar-Based Catalysts AB - No summary provided. KW - Biomass KW - Catalysts KW - Cost effectiveness KW - Gases KW - Synthesis (Chemistry) UR - https://trid.trb.org/view/1371109 ER - TY - ABST AN - 01576082 TI - Improving Conversion of Syngas to Biofuels via Direct Monitoring and Control of CO/H2 in Bioreactors AB - No summary provided. KW - Biomass fuels KW - Carbon monoxide KW - Energy conversion KW - Fuel gas KW - Hydrogen fuels KW - Synthesis (Chemistry) UR - https://trid.trb.org/view/1370155 ER - TY - ABST AN - 01575943 TI - Multi-Scale Fouling Characterization of Fermented/Hydrolyzed Sweet Sorghum AB - No summary provided. KW - Fermentation KW - Fouling (Naval architecture) KW - Grasses KW - Hydrolysis UR - https://trid.trb.org/view/1368966 ER - TY - ABST AN - 01575903 TI - Simultaneous Starch and Cellulose Hydrolysis for Whole Stalk Processing of Sweet Sorghum AB - No summary provided. KW - Biomass KW - Cellulose KW - Grasses KW - Hydrolysis KW - Processing (Materials) UR - https://trid.trb.org/view/1368827 ER - TY - RPRT AN - 01594686 AU - Kociolek, Angela AU - Western Transportation Institute AU - Central Federal Lands Highway Division AU - Federal Highway Administration TI - Unpaved Road Chemical Treatments State of the Practice Survey PY - 2013/01//Final Report SP - 57p AB - This report documents survey results regarding the state of the practice of using chemical treatments on unpaved roads. It provides insights into road manager choices and challenges and is useful supplementary reading to the accompanying Unpaved Road Dust Management, A Successful Practitioner’s Handbook by Jones et al. (2013). Roughly 80% of the survey respondents used chemical treatments for six or more years. Ninety eight percent (98%) of those indicated it was to control (fugitive road) dust, in part, to comply with federal regulations, for human and livestock health, in response to public complaints, or as a courtesy to the public. Other top reasons were to reduce maintenance costs and extend grader maintenance intervals. The most common treatment method was spray-on surface application with the top three chemical treatments being magnesium chloride, calcium chloride, and lignin sulfonate, respectively. KW - Chemicals KW - Dust control KW - Highway maintenance KW - State of the practice KW - Surveys KW - Unpaved roads UR - http://flh.fhwa.dot.gov/innovation/td/materials/DustSurvey/documents/UnpavedRoadChemicalTreatmentsStateOfThePracticeSurvey.pdf UR - https://trid.trb.org/view/1401964 ER - TY - RPRT AN - 01587396 AU - Hallenbeck, Mark E AU - Le, Tom AU - Washington State Transportation Center AU - Washington State Department of Transportation AU - Federal Highway Administration TI - Congestion Survey PY - 2013/01//Research Report SP - 22p AB - The Washington State Department of Transportation (WSDOT) recently installed sensors on I-5 and SR 512 that greatly improved the amount and quality of traffic congestion data available in and around Tacoma and Olympia. This report examines the public’s use of WSDOT’s traveler information services providing that enhanced information to the public. It reports the results of an Internet survey that obtained the opinions of individuals who seek information on WSDOT’s traveler information website. The survey results indicated that respondents find considerable value in the traffic congestion information WSDOT provides and believe that the Department should continue to expend funding on roadway traveler information. The report also describes the range of mechanisms survey respondents used to obtain freeway congestion information and describes the ways that individuals put that information to use once they have obtained it. KW - Data collection KW - Olympia (Washington) KW - Public opinion KW - Surveys KW - Tacoma (Washington) KW - Traffic congestion KW - Traveler information and communication systems KW - Washington State Department of Transportation UR - http://www.wsdot.wa.gov/research/reports/fullreports/794.1.pdf UR - https://trid.trb.org/view/1395636 ER - TY - RPRT AN - 01580344 AU - Bhajandas, Amar AU - Mallela, Jagannath AU - Applied Research Associates, Incorporated AU - Federal Highway Administration TI - Rhode Island Demonstration Project: Replacement of Frenchtown Brook Bridge No. 435 PY - 2013/01//Final Report SP - 56p AB - As part of a national initiative sponsored by the Federal Highway Administration (FHWA) under the Highways for LIFE program, the Rhode Island Department of Transportation (RIDOT) was awarded a $620,000 grant to demonstrate the use of proven, innovative accelerated bridge construction technologies to deliver this $1.9 million project in substantially less time than conventional construction. This report details the replacement of the 57-year old Frenchtown Brook Bridge featuring prefabricated superstructure, substructure, and foundation systems. The new bridge was completely prefabricated offsite and installed in place—a first in Rhode Island. The accelerated construction approach and innovations in this project increased safety, enhanced quality, and allowed the contractor to replace the bridge during a 33-day road closure instead of the 6 months required under traditional construction methods. Use of prefabricated bridge systems and innovative materials increased the initial bridge construction cost compared to traditional construction by $47,000. However, a comprehensive economic analysis including user costs shows that the project saved road users about $2 million (or about 45 percent of the total project costs for conventional construction). The experience gained on this successful project will help RIDOT implement these innovations more routinely on future projects. Encouraged by the success of this project, RIDOT announced that it will evaluate all future bridge projects to determine if they can be built using accelerated bridge construction techniques. KW - Bridge construction KW - Bridge replacement KW - Cost effectiveness KW - Demonstration projects KW - Economic analysis KW - Highways for LIFE KW - Prefabricated bridges KW - Rhode Island KW - Technological innovations UR - http://www.fhwa.dot.gov/hfl/summary/pdf_2/RI_Frenchtown_Brook_Bridge_Final.pdf UR - https://trid.trb.org/view/1372996 ER - TY - RPRT AN - 01579615 AU - Altobello, Michael AU - Thurber, Michael AU - Lefler, Nancy AU - McGee, Hugh AU - Delucia, Barbara Hilger AU - Vanasse Hangen Brustlin, Incorporated AU - Data Nexus, Incorporated AU - Federal Highway Administration TI - Development of a Structure for a MIRE Management Information System PY - 2013/01//Final Report SP - 57p AB - Safety data are the key to making sound decisions on the design and operation of roadways. Integrating quality roadway and traffic data with crash data helps agencies make better decisions and more effective use of limited funds to improve safety. The Federal Highway Administration (FHWA) developed the Model Inventory of Roadway Elements (MIRE) as a listing and data dictionary of the roadway and traffic data elements critical to safety management. A critical step toward acceptance and implementation of MIRE is the conversion of MIRE, which is now a listing of variables, into a management information system (MIS). FHWA has undertaken the MIRE MIS project to assist States in developing and integrating the MIRE into an MIS structure that will provide greater utility in the management and use of MIRE data. This report provides an overview of the MIRE MIS effort which involved developing a conceptual structure of a MIRE MIS, developing a prototype based on the conceptual structure, testing the prototype using data from one Lead Agency Program State, and identifying the lessons learned and implications for further development and implementation. KW - Data collection KW - Data sharing KW - Highway safety KW - Implementation KW - Information systems KW - Model Inventory of Roadway Elements KW - Safety management UR - http://safety.fhwa.dot.gov/rsdp/downloads/mire_mis_finalstructurerpt022013.pdf UR - https://trid.trb.org/view/1371765 ER - TY - RPRT AN - 01546181 AU - Kipp, Wendy AU - Sanborn, Devon AU - Vermont Agency of Transportation AU - Federal Highway Administration TI - An Evaluation of Brifen Wire Rope Safety Fence PY - 2013/01//Final Report SP - 18p AB - Three-strand cable barriers were first developed in the 1960s and found to have several desirable characteristics as compared to other roadside barriers such as guard rail. Brifen Wire Rope Safety Fence is a four strand woven wire rope intended to prevent vehicles from veering off a road. This experimental feature is manufactured by Brifen USA Inc. and adheres to National Cooperative Highway Research Program (NCHRP) 350 test level three. This designation implies that the product can withstand the impact of a vehicle traveling at 60 mph. The purpose of this investigation was to evaluate the woven rope system in comparison to a more widely used three wire rope cable barrier. Comparatively, the four stand woven wire rope is marketed to provide enhanced levels of safety while providing substantial reductions in installation, maintenance and repair costs. The Brifen system required an increased level of effort during initial installation when compared with a standard three-cable wire rope fence. The resulting system appeared to be stronger, with less deflection in the cable along its entire length. The initial installation encountered no difficulties, as observed by Construction, Operations or Research staff. Through site observations conducted by Materials and Research personnel it appears that the safety fence is performing considerably well, however the posts under torque is causing concern of how well the fence will continue to work when vehicles make contact with it. The excluder caps, post caps, and locator pegs should be replaced with a more durable material due to excessive cracking and breaking. This fence might not be an ideal choice for Vermont due to the inclement weather and the involved tasks of repairing the fence after accidents. Operations have claimed that the repair process is quite extensive. KW - Alternatives analysis KW - Barriers (Roads) KW - Durability KW - Evaluation KW - Field studies KW - Highway safety KW - Installation KW - Vermont KW - Wire rope UR - http://vtransplanning.vermont.gov/sites/aot_program_development/files/documents/materialsandresearch/completedprojects/2013%20-%2006%20An%20Evaluation%20of%20Brifen%20Wire%20Rope%20Safety%20Fence.pdf UR - https://trid.trb.org/view/1331985 ER - TY - RPRT AN - 01542850 AU - Adams-Price, Carolyn E AU - Mississippi State University, Mississippi State AU - National Center for Intermodal Transportation for Economic Competitiveness AU - Research and Innovative Technology Administration TI - Aging in Place: Intermodal Transportation and Options for Meeting the Unmet Transportation Needs of Nonmetropolitan Older Adults PY - 2013/01 SP - 43p AB - Most older adults today depend on driving their own automobiles as their sole mode of transportation, and are reluctant to give up driving. This is problematic because some older adults, especially the oldest old, have deficits that make driving dangerous. For this study, a nationwide random sample of approximately 1200 older adults was surveyed on their driving and riding habits, their trip planning behavior, and their perceptions of five types of possible transportation alternatives communities might set up for older adults (volunteer drivers, point-to-point shuttle buses, senior center-based buses, prepaid taxis, and coordinated bus/train systems to distant medical centers). Results indicated that most older adults drive their own vehicles, and do so on a very regular basis. Most report that they would be devastated if they had to give up driving. Not only do they drive in their own communities, but a sizable proportion frequently drives more than 20 miles from home. Despite frequently driving away from home, most older adults reported that they were uncomfortable driving in unfamiliar cities. Among this sample, which included metropolitan and non-metropolitan older adults, most said that they did not currently use public transportation to get around. Most also said that they would not use any of the transportation alternatives as long as they still drove. However, respondents did say that they were likely to use three of the five alternatives if they could NOT drive. The prepaid taxi alternative was the least popular overall, although it was particularly unpopular among non-metropolitan respondents. Not surprisingly, bus/train systems to distant medical centers were perceived more positively by non-metropolitan residents than by metropolitan residents. Finally, recommendations were made for community governments or organizations that wish to institute elderly transportation alternatives. Acceptable transportation options should be reasonably priced, but not free. Community groups may have to do a great deal of education and marketing to get older adults to accept transportation alternatives, even occasionally. However, if older adults can be convinced to use alternative transportation on occasion, even if they still drive, it might make driving cessation easier and less debilitating for older adults. KW - Aged KW - Aged drivers KW - Alternatives analysis KW - Driving KW - Intermodal transportation KW - Public transit KW - Recommendations KW - Rural areas KW - Surveys KW - Travel behavior KW - Urban areas UR - http://www.ncitec.msstate.edu/wp-content/uploads/2012-01FR.pdf UR - https://trid.trb.org/view/1328530 ER - TY - RPRT AN - 01530304 AU - Nicholas, Michael A AU - Tal, Gil AU - Woodjack, Justin AU - University of California, Davis AU - California Department of Transportation AU - Research and Innovative Technology Administration TI - California Statewide Charging Assessment Model for Plug-in Electric Vehicles: Learning from Statewide Travel Surveys PY - 2013/01//Working Paper SP - 24p AB - Electric vehicle travel and charging was simulated using gasoline vehicle travel information from approximately 15,000 households in the CalTrans 2001 California Statewide Travel Survey. Ranges of 60, 80, and 100 miles were simulated to investigate the travel that could not be completed with home charging alone. Different types of chargers including workplace level 1 and level 2 chargers, level 2 public chargers, and DC quick chargers were then posited to determine the effect of each charging type on electric vehicle miles traveled (eVMT). If all statewide vehicle were 80 mile range battery electric vehicle (BEVs) and began the day with a full charge, 71% of miles (95% of home-based tours) are possible with home charging alone. Travel that requires some charging accounts for a corresponding 29% of miles (5% of tours). Workplace charging can enable about 7% more eVMT, public level 2 at stops greater than 1.5 hours could provide an additional 4% of eVMT, and quick charging could provide an additional 12% of eVMT. 6% of eVMT (0.6% of tours) would be difficult to complete in an 80 mile range BEV. 200 DC fast locations could provide an initial network to serve most Californians with the number of chargers growing past 200 to handle congestion at charging areas. Scenarios for plug-in hybrid electric vehicles (PHEVs) show that for a 30 mile range PHEV, 61% of miles could be completed with home charging alone. KW - Battery chargers KW - California KW - Electric vehicles KW - Plug-in hybrid vehicles KW - Travel demand KW - Travel surveys UR - http://www.its.ucdavis.edu/wp-content/themes/ucdavis/pubs/download_pdf.php?id=1832 UR - https://trid.trb.org/view/1263024 ER - TY - RPRT AN - 01526271 AU - Volpe National Transportation Systems Center AU - Federal Highway Administration TI - CAPTool User Guide: Using CAPTool to Implement the “Costing Asset Protection: An All-Hazards Guide for Transportation Agencies (CAPTA)” Methodology PY - 2013/01 SP - 93p AB - The Costing Asset Protection for Transportation Agencies (CAPTA) methodology is an approach that agencies can use to analyze threats and hazards relevant to critical multimodal transportation infrastructure assets. Transportation agencies are constantly faced with events like crashes, extreme weather, vandalism, and criminal activities. CAPTA gives agencies a capital planning and budgeting tool to use as a strategic point of departure for informing resource allocation decisions. The purpose of this guide is to help agencies: (1) become familiar with CAPTA Methodology; (2) learn how to use CAPTool to implement the CAPTA Methodology; (3) understand CAPTool results, and how to use those results in capital budget and decision making; and (4) acquire more detailed information about CAPTA and other analysis tools and planning methodologies that enhance asset safety and security. KW - Asset management KW - Budgeting KW - Capital investments KW - Decision support systems KW - Hazard mitigation KW - Multimodal transportation KW - Resource allocation KW - Safety and security KW - Spreadsheets KW - Transportation departments UR - http://ntl.bts.gov/lib/51000/51600/51601/captool_users_guide.pdf UR - https://trid.trb.org/view/1310514 ER - TY - RPRT AN - 01522341 AU - Lee, Cynthia AU - Schulz, Noah AU - MacDonald, John AU - Volpe National Transportation Systems Center AU - National Park Service AU - National Park Service TI - Petroglyph National Monument: Acoustical Monitoring 2010 PY - 2013/01//Final Report SP - 54p AB - During the summer of 2010 (August – September), the Volpe Center collected baseline acoustical data at Petroglyph National Monument (PETR) at two sites deployed for approximately 30 days each. The baseline data collected during this period will help park managers and planners estimate the effects of future noise impacts and will help to inform future park planning objectives such as creating soundscape management plans, as well as the development of an Air Tour Management Plan (ATMP), which provides for the regulation of commercial air tours. The sound sources of concern at PETR include developments near park boundaries, air tours, commercial and private aircraft activities, and requests for special use permits for noisy activities. This document summarizes the results of the noise measurement study. KW - Aircraft noise KW - Ambient noise KW - National parks KW - Noise sources KW - Petroglyph National Monument KW - Sound level UR - http://ntl.bts.gov/lib/51000/51100/51160/PETR_AcousticalMonitoringReport_nrss.pdf UR - https://trid.trb.org/view/1306381 ER - TY - RPRT AN - 01522244 AU - Lee, Cynthia AU - Schulz, Noah AU - MacDonald, John AU - Volpe National Transportation Systems Center AU - National Park Service AU - National Park Service TI - Pecos National Historical Park: Acoustical Monitoring 2010 PY - 2013/01//Final Report SP - 64p AB - During the summer of 2010 (August – September), the Volpe Center collected baseline acoustical data at Pecos National Historical Park (PECO) at four sites deployed for approximately 30 days each. The baseline data collected during this period will help park managers and planners estimate the effects of future noise impacts and will help to inform future park planning objectives such as creating soundscape management plans, as well as the development of an Air Tour Management Plan (ATMP), which provides for the regulation of commercial air tours. The sound sources of concern at PECO include developments near park boundaries, air tours, commercial and private aircraft activities, and requests for special use permits for noisy activities. This document summarizes the results of the noise measurement study. KW - Aircraft noise KW - Ambient noise KW - National parks KW - Noise sources KW - Pecos National Historical Park KW - Sound level UR - http://ntl.bts.gov/lib/51000/51100/51159/PECO_AcousticalMonitoringReport_nrss.pdf UR - https://trid.trb.org/view/1306380 ER - TY - RPRT AN - 01503973 AU - King, Ryan E AU - Federal Aviation Administration AU - Federal Aviation Administration TI - Research on Bird-Detecting Radar PY - 2013/01//Interim Report SP - 17p AB - The Federal Aviation Administration (FAA) initiated the Bird Radar Research Program in the 1990s when prototype systems for detecting birds at airfields were being introduced. Studies that focused on the performance of commercially available bird radar detection systems began in 2005. For nearly two decades, the FAA Airport Technology Research and Development Branch has directed research on an extensive and varied list of radar technologies. This interim report summarizes the Bird Radar Research Program to date and describes future planned bird radar research activities. Bird radars have demonstrated valuable functionalities that support various end users in the aviation community. Currently, the primary role of bird radar is a tool to support wildlife hazard assessments at airports and control of hazardous wildlife at or near airport property. However, implementation and application of bird radar detection systems is continually evolving amidst accelerated technological improvements, systems integration, and robust data analysis capabilities. Bird radar manufacturers continue to develop improved equipment that can provide higher-fidelity data on target location, speed, and mass amounting to a potential role in civil air traffic control. The FAA Bird Radar Research Program is expected to continue for a number of years with a focus on extending bird radar’s role to support air traffic control on a local level and augmenting bird radar with other longer-range radar assets to provide coverage on a regional, and perhaps even a national, scale. KW - Aviation safety KW - Birds KW - Radar KW - Radar air traffic control KW - Research UR - http://www.airporttech.tc.faa.gov/DesktopModules/FlexNews/DownloadHandler.ashx?id=42ca7396-a1d6-4829-b5a6-b383a89643c8&f=TC-13-3.pdf UR - https://trid.trb.org/view/1286165 ER - TY - RPRT AN - 01502071 AU - Capitol Region Council of Governments AU - Clough Harbour & Associates LLP AU - Connecticut Department of Transportation AU - Federal Highway Administration TI - Route 6 Hop River Corridor Transportation Study PY - 2013/01//Final Report SP - 241p AB - The Route 6 Hop River Corridor Transportation Study was undertaken by the Capitol Region Council of Governments (CRCOG) in cooperation with the towns of Bolton, Coventry, Andover and Columbia; the Windham Region Council of Governments; and the Connecticut Department of Transportation (CTDOT). The study and its recommendations were developed by a study team composed of CRCOG staff, members of the Regional Economic Development Council (REDC), and CRCOG’s technical consultant, Clough Harbour & Associates. The study corridor included approximately 11 miles of US Route 6 and 2 miles of Route 66 East located between Notch Road in Bolton and the Willimantic River at the Columbia-Windham town line. The study evaluated existing and future conditions in this corridor relative to vehicular and multimodal safety, mobility, and accessibility. The result of the study is a comprehensive set of recommendations and an implementation plan that will support the long-term viability of the corridor as a regional transportation link and economic growth opportunity. KW - Accessibility KW - Connecticut KW - Highway safety KW - Highways KW - Implementation KW - Mobility KW - Multimodal transportation KW - Recommendations KW - Transportation corridors KW - Transportation planning KW - Transportation safety UR - http://www.ct.gov/dot/lib/dot/documents/dpolicy/rt6hoprcorridor/route6_finalreport_january2013.pdf UR - https://trid.trb.org/view/1279466 ER - TY - RPRT AN - 01496727 AU - Wagner, Laura AU - University of North Carolina, Chapel Hill AU - Federal Highway Administration TI - Using Health Impact Assessments to Evaluate Bicycle and Pedestrian Plans PY - 2013/01 SP - 18p AB - Where we live, work, and play influences health, as well as how we travel to those places. Transportation agencies are responsible for ensuring safe access to travel options, including walking and bicycling, for people of all ages and abilities. For a number of reasons, including chronic disease rates and changing demographics, there is growing interest across the country to better explore the links between health and transportation. New approaches are emerging that can assist transportation agencies during the transportation planning process to make more informed decisions. One such approach involves the use of Health Impact Assessments (HIA), which can improve decision-making and protect and enhance health and health equity. KW - Assessments KW - Bicycle travel KW - Case studies KW - Decision making KW - Health KW - Impact studies KW - Pedestrian areas KW - Public health KW - Transportation planning UR - http://www.pedbikeinfo.org/cms/downloads/WhitePaper_HIA_PBIC.pdf UR - https://trid.trb.org/view/1264718 ER - TY - RPRT AN - 01493865 AU - Cerato, Amy B AU - Horne, Karen AU - University of Oklahoma, Norman AU - Oklahoma Transportation Center AU - Research and Innovative Technology Administration TI - Graduate Student Recruiting into Critical Transportation Infrastructure Areas of Interest PY - 2013/01//Final Report SP - 38p AB - This report presents the results of a three-year, intensive recruiting and mentoring program in the University of Oklahoma’s (OU) College of Engineering (CoE). Highly qualified and diverse graduate students were sought to pursue degrees in transportation related engineering fields, spanning the disciplines of Civil Engineering, Computer Science, Electrical and Computer Engineering, Industrial Engineering and Mechanical Engineering. The purpose of the project was to explore innovative ways in which to recruit, educate, retain and mentor the next generation of transportation engineers to fill both Oklahoma’s and the United State’s critical need for qualified engineers to help our aging infrastructure. The graduate students recruited to these programs became Oklahoma Transportation Center (OkTC) Fellows, gaining significant experience in transportation research and industry. All OkTC Fellows were gainfully employed in the transportation industry after graduation or currently pursuing advanced degrees. KW - Education KW - Graduate students KW - Graduate study KW - Oklahoma KW - Recruiting KW - Research projects KW - Transportation careers KW - Transportation engineers UR - http://www.oktc.org/otc/files/finalReports/OTCREOS9.1-13-F.pdf UR - https://trid.trb.org/view/1262838 ER - TY - RPRT AN - 01493344 AU - Zhang, Zhanmin AU - Walton, C Michael AU - Machemehl, Randy B AU - Bhat, Chandra AU - Gao, Lu AU - Porras-Alvarado, Juan Diego AU - Stone, Cody AU - Teran, Adriana A AU - Peters, Diniece AU - University of Texas, Austin AU - Texas Department of Transportation AU - Federal Highway Administration TI - An Integrated Approach to Managing the Finance, Maintenance, and Operation of Transportation Systems PY - 2013/01//Technical Report SP - 54p AB - With the continued increase of demand on Texas highways, the consumption rate of the roads will accelerate due to the constrained funding for maintenance. Highways represent a multi-billion dollar investment in the transportation system. Given the extent of the Texas highway network, ports, and the border it shares with Mexico, the state of the roads can affect the nation’s economy if they are not properly maintained. Yet various studies have indicated that insufficient revenue is available to pay for the maintenance and rehabilitation (M&R) work required to keep the overall condition of the state-maintained highway system at the current target condition level. Texas Department of Transportation (TxDOT) must develop new and innovative ways to ensure that highways fulfill their role in helping Texas maintain its economic competitiveness with a safe, reliable, and economical highway transportation system. To address these funding issues, this report proposes an integrated approach based on a tiered system of roadways in which the finance, maintenance, and operation of the system are considered simultaneously. KW - Case studies KW - Congestion pricing KW - Fees KW - Financing KW - Highways KW - Level of service KW - Maintenance KW - Managed lanes KW - Texas KW - Tolls KW - Transportation system management UR - http://library.ctr.utexas.edu/ctr-publications/6-0701-1.pdf UR - https://trid.trb.org/view/1261359 ER - TY - RPRT AN - 01493193 AU - Atalah, Alan AU - Brown, Sandria AU - Bowling Green State University AU - Ohio Department of Transportation AU - Federal Highway Administration TI - Development of a Standard Specification for Horizontal Directional Drilling PY - 2013/01//Final Report SP - 52p AB - Horizontal Directional Drilling (HDD) has become one of the fastest-growing trenchless technology construction methods for the installation of underground pipelines and conduits. According to the board of directors of the Ohio Horizontal Directional Drilling Association (OHDDA), there are many HDD specifications employed in Ohio, and these specifications vary significantly in their content and requirements. Consequently, inferior products may have been installed, unnecessary risks may have been taken, and the competition among contractors may have been compromised. Therefore, a HDD specification that provides for high quality installations, allocates risks appropriately, and ensures correct design and installation of product pipes without damaging the roadway is needed. The proposed draft was based on comparison of more than 12 existing HDD specifications with the HDD Good Practice Guidelines and the collective input from professional partners representing the interest of the various entities involved in a typical HDD project. The research team along with the professional partners proposed draft specification for pressurized applications with pipe diameters in the range of 4 inches (10 cm) to 24 inches (60 cm). Installations outside this range of pipe sizes and gravity installations are beyond the scope of the specification. The implementation plan for the draft specification includes ODOT review to ensure it does not conflict with other ODOT specifications, ODOT evaluation of the proposed specification through use on an actual project, feedback from the larger interest groups across the state of Ohio, and update as needed. KW - Construction management KW - Drilling KW - Horizontal directional drilling KW - Ohio KW - Pipe laying KW - Public utilities KW - Quality control KW - Specifications KW - Trenchless technology KW - Underground structures UR - http://www.dot.state.oh.us/Divisions/Planning/SPR/Research/reportsandplans/Reports/2013/Construction/134628_FR.pdf UR - https://trid.trb.org/view/1260431 ER - TY - RPRT AN - 01488309 AU - Tumbali, Gerry AU - Hilkert, Scott AU - Regional Transportation Authority AU - Clarity Partners, LLC AU - Federal Transit Administration TI - Multi-Modal Trip Planning System: Northeastern Illinois Regional Transportation Authority PY - 2013/01//Final Report SP - 52p AB - This report evaluates the Multi-Modal Trip Planner System (MMTPS) implemented by the Northeastern Illinois Regional Transportation Authority (RTA) against the specific functional objectives enumerated by the Federal Transit Administration (FTA) in its Request for Proposals (RFP). The report considers a qualitative examination of how each function was implemented and also looks at user satisfaction and perception of individual features. KW - Costs KW - Illinois KW - Implementation KW - Multimodal transportation KW - Public transit KW - Regional Transportation Authority (Illinois) KW - Ridership KW - Traveler information and communication systems KW - U.S. Federal Transit Administration UR - http://www.fta.dot.gov/documents/FTA_Report_No._0033.pdf UR - https://trid.trb.org/view/1257244 ER - TY - RPRT AN - 01486876 AU - Cross, Stephen A AU - Shitta, Helal AU - Workie, Alem AU - Inestroza, Martha Castellon AU - Oklahoma State University, Stillwater AU - Oklahoma Department of Transportation AU - Federal Highway Administration TI - QC/QA Testing Differences Between Hot Mix Asphalt (HMA) and Warm Mix Asphalt (WMA) PY - 2013/01//Final Report SP - 71p AB - WMA represents a group of technologies which allow a reduction in temperatures at which asphalt mixtures are produced and placed on the road. ODOT Materials Division has conducted preliminary inquiries into QC/QA testing for WMA. Some respondents indicate that WMA can be tested exactly the same as hot mix asphalt (HMA) with the same results. Other data show that lab-molded and other volumetric properties are significantly different for WMA. The objectives of this study were to develop testing protocols for WMA additives and foamed WMA for mix design and QC/QA procedures. Cold feed belt samples and plant produced samples of mix were obtained and mixed with WMA additives. Mixtures were tested for lab molded voids, maximum specific gravity, moisture sensitivity and resistance to permanent deformation. The effects of reheating the WMA samples on the above mix properties were also evaluated. Recommendations are made for mix design and QC/QA procedures for WMA technologies. KW - Asphalt mixtures KW - Asphalt tests KW - Hot mix asphalt KW - Mix design KW - Quality assurance KW - Rutting KW - Warm mix paving mixtures UR - https://trid.trb.org/view/1253081 ER - TY - SER AN - 01483667 JO - Traffic Volume Trends PB - Federal Highway Administration TI - Traffic Volume Trends, March 2013 PY - 2013/01 SP - 10p AB - Traffic Volume Trends is a monthly report based on hourly traffic count data. These data, collected at approximately 4,000 continuous traffic counting locations nationwide, are used to determine the percent change in traffic for the current month compared to the same month in the previous year. This percent change is applied to the travel for the same month of the previous year to obtain an estimate of travel for the current month. Travel on all roads and streets changed by -1.5% (-3.7 billion vehicle miles) for March 2013 as compared with March 2012. Travel for the month is estimated to be 248.8 billion vehicle miles. Cumulative Travel for 2013 changed by -0.8% (-5.6 billion vehicle miles). The Cumulative estimate for the year is 690.3 billion vehicle miles of travel. KW - Highway travel KW - Traffic counting KW - Traffic data KW - Traffic volume KW - Trend (Statistics) KW - Vehicle miles of travel UR - http://www.fhwa.dot.gov/policyinformation/travel_monitoring/13martvt/13martvt.pdf UR - https://trid.trb.org/view/1252399 ER - TY - SER AN - 01482789 JO - Traffic Volume Trends PB - Federal Highway Administration TI - Traffic Volume Trends, January 2013 PY - 2013/01 SP - 10p AB - Traffic Volume Trends is a monthly report based on hourly traffic count data. These data, collected at approximately 4,000 continuous traffic counting locations nationwide, are used to determine the percent change in traffic for the current month compared to the same month in the previous year. This percent change is applied to the travel for the same month of the previous year to obtain an estimate of travel for the current month. Travel on all roads and streets changed by +0.5% (1.2 billion vehicle miles) for January 2013 as compared with January 2012. Travel for the month is estimated to be 226.9 billion vehicle miles. Cumulative Travel for 2013 changed by +0.5% (1.2 billion vehicle miles). The Cumulative estimate for the year is 226.9 billion vehicle miles of travel. KW - Highway travel KW - Traffic counting KW - Traffic data KW - Traffic volume KW - Trend (Statistics) KW - Vehicle miles of travel UR - http://www.fhwa.dot.gov/policyinformation/travel_monitoring/13jantvt/13jantvt.pdf UR - https://trid.trb.org/view/1251325 ER - TY - RPRT AN - 01482769 AU - Tran, Nam H AU - Heitzman, Michael AU - Brown, E Ray AU - Watson, Donald AU - Withee, Jeffrey AU - National Center for Asphalt Technology AU - Federal Highway Administration TI - National Pooled‐Fund Workshop on Asphalt Mixture Performance Tester: Summary Report PY - 2013/01 SP - 25p AB - This report summarizes the presentations and round table discussions held at a national pooled-fund workshop on Asphalt Mixture Performance Tester (AMPT) implementation. The workshop was held on September 11-12, 2012 in Atlanta, Georgia. Participants discussed their experience with AMPT, equipment and test procedure strategies, and application of the test results. KW - Asphalt Mixture Performance Tester KW - Asphalt mixtures KW - Asphalt pavements KW - Implementation KW - Mix design KW - Test procedures KW - Workshops UR - http://www.ncat.us/files/reports/2013/rep13-01.pdf UR - https://trid.trb.org/view/1250362 ER - TY - RPRT AN - 01481569 AU - Willemsen, Peter AU - University of Minnesota, Duluth AU - Intelligent Transportation Systems Institute AU - Research and Innovative Technology Administration TI - Snow Rendering for Interactive Snowplow Simulation - Supporting Safety in Snowplow Design PY - 2013/01//Final Report SP - 41p AB - During a snowfall, following a snowplow can be extremely dangerous. This danger comes from the human visual system’s inability to accurately perceive the speed and motion of the snowplow, often resulting in rear-end collisions. For this project, the researchers' goal is to use their understanding of how the human visual system processes optical motion under the conditions created by blowing snow to create a simulation framework that could be used to test emergency lighting configurations that reduce rear-end collisions with snowplows. Reaction times for detecting the motion of the snowplow will be measured empirically for a variety of color set-ups on a simulated snowplow that slows down while driving on a virtual road with curves and hills. Current efforts have implemented a blowing snow model that will eventually be integrated into a real-time driving simulation environment. Concurrently, a simulated driving environment has been developed that will serve as the basis for testing the effects of color and lighting alternatives on snowplows. In initial pilot experiments, the simulated driving environment has been effective at testing subject reaction times for following a snowplow through high luminance contrast (normal daylight driving) and low luminance contrast (daylight fog) conditions. The results of this work will move the researchers closer to determining optimal color and lighting configurations on actual snowplows. KW - Color KW - Driving simulators KW - Reaction time KW - Rear end crashes KW - Rear lighting KW - Snow KW - Snowfall KW - Snowplows KW - Vehicle lighting KW - Visibility KW - Visual perception UR - http://www.its.umn.edu/Publications/ResearchReports/pdfdownload.pl?id=2216 UR - https://trid.trb.org/view/1250499 ER - TY - RPRT AN - 01481521 AU - Mizuta, Arianne AU - Swindler, Kathleen AU - Jacobson, Les AU - Kuciemba, Steve AU - Parsons Brinckerhoff AU - Federal Highway Administration TI - Impacts of Technology Advancements on Transportation Management Center Operations PY - 2013/01//Final Report SP - 152p AB - This report provides guidance to TMCs and transportation management agencies on how to better position themselves operationally in anticipation of future technology changes and advancements. Eight top trends of TMC operations are identified, including those that come from both within and outside the transportation community. Individual strategies – 80 in total – are presented to assist TMC managers with addressing the trends. The strategy descriptions include successful practice examples and key references as applicable. Recognizing the potential difficulties in successfully implementing individual strategies, the report also presents tools for building a framework for the technology and mindset developments. KW - Best practices KW - Highway operations KW - Highway traffic control KW - Strategic planning KW - Technological innovations KW - Traffic control centers KW - Trend (Statistics) UR - http://www.ops.fhwa.dot.gov/publications/fhwahop13008/fhwahop13008.pdf UR - https://trid.trb.org/view/1246868 ER - TY - RPRT AN - 01481254 AU - Rall, Jaime AU - Wheet, Alice AU - National Conference of State Legislatures AU - Federal Transit Administration AU - Department of Labor TI - A Mission to Serve: State Activities to Help Military Veterans Access Transportation SN - 9781580246811 PY - 2013/01 SP - 80p AB - There are over 23 million military veterans in the United States. This report focuses on individual state activities to provide veterans with transportation options. The data in this report is based on a 2012 survey of state departments of transportation, legislatures, veterans affairs departments, transit agencies, and nonprofit organizations. The report begins with an overview of veterans' travel needs and current federal, regional, local and private attempts to meet those needs. Topics include: coordinating funding, involving veterans in transportation planning, exemptions from travel-related fees, and lessons learned. Each state is profiled and includes data on funding and legislation. Three case studies provide a detailed look at Oregon, Texas, and Wisconsin. KW - Accessibility KW - Case studies KW - Financing KW - Legislation KW - Military personnel KW - Mobility KW - Transportation disadvantaged persons KW - Transportation planning KW - United States KW - Veterans UR - http://www.ncsl.org/documents/transportation/NCSL_Mission_to_Serve_Veterans_Transportation_Report.pdf UR - https://trid.trb.org/view/1246175 ER - TY - RPRT AN - 01480517 AU - Tabatabai, Habib AU - Titi, Hani AU - Lee, Chin-Wei AU - Qamhia, Issam AU - Fella, Guillermo Puerta AU - University of Wisconsin, Milwaukee AU - Wisconsin Department of Transportation AU - Federal Highway Administration TI - Investigation of Testing Methods to Determine Long-Term Durability of Wisconsin Aggregates PY - 2013/01//Final Report SP - 104p AB - Approximately 10 to 11 million tons of aggregates are utilized in transportation infrastructure projects in Wisconsin annually. The quality of aggregates has a tremendous influence on the performance and durability of roadways and bridges. In this Phase II research study, detailed statistical analyses were performed on over 1,000 sets of historical aggregate test results and the experimental results from the Phase I study. Test results from other states were analyzed as well. Aggregate tests were performed on 12 known marginal or poor Wisconsin aggregates to specifically address test performance of such aggregates. Selected aggregates were scanned using X-ray computed tomography to assess the effects of freeze-thaw and sodium sulfate exposure on the internal void system. The results of multi-parameter logistic regression analyses show that the pass/fail outcomes of the Micro-Deval test can be predicted when LA abrasion, absorption, and sodium sulfate soundness test results are known. The unconfined freeze-thaw test outcomes cannot be predicted from results of other tests (not correlated). Therefore, the unconfined freeze-thaw test should be part of any test protocol as it measures an aggregate characteristic that cannot be obtained from other tests. The percentiles associated with any proposed acceptance threshold limits for various aggregate tests should be determined using the statistical data provided. KW - Abrasion tests KW - Aggregates KW - Freeze thaw durability KW - Micro-Deval KW - Regression analysis KW - Sodium sulfate KW - Statistical analysis KW - Test procedures KW - Wisconsin UR - http://wisdotresearch.wi.gov/wp-content/uploads/WisDOT-WHRP-project-0092-10-08-final-report.pdf UR - https://trid.trb.org/view/1249188 ER - TY - RPRT AN - 01478649 AU - Federal Highway Administration TI - Alkali-Aggregate Reactivity (AAR) Workshops for Engineers and Practitioners: Reference Manual PY - 2013/01 SP - 108p AB - Funding for the Federal Highway Administration (FHWA) Alkali-Silica Reactivity (ASR) Development and Deployment Program was provided under SAFETEA-LU. A related Conference Report provides additional guidance stating that “project and programs related to ASR should...assist states in inventorying existing structures for ASR.” Throughout the program, the FHWA has been leading a national effort to further the development and deployment of techniques which can prevent and mitigate ASR. In closing of the ASR Development and Deployment Program, workshops are being delivered to effectively transfer the deliverables of the Program and provide State Department of Transportation (DOT) engineers and practitioners with the information and tools necessary to address ASR in their states. This document serves as the Reference Guide for the FHWA workshops on Alkali-Aggregate Reactivity (AAR). Unexpected or premature concrete deterioration due to alkali-silica reactivity (ASR) is a widespread problem worldwide. Routine site inspections performed on a regular basis may permit identification of the problem; however, ASR in concrete cannot generally be diagnosed without detailed site investigations. Such investigations would include determination of the distribution and severity of the various defects affecting the concrete structure, as well as laboratory testing (petrography) of samples collected from the affected concrete structures. For critical structures such as large dams and fair to large size highway bridges, detailed investigations including a more extensive sampling program might be necessary to quantify the current condition of the concrete, and to evaluate the potential for future deterioration (prognosis). Such investigations can involve a detailed sampling program for further testing in the laboratory and in-situ monitoring of the progress of expansion/deterioration. The results of the above processes of investigation will then be analyzed to propose appropriate management actions to be taken for each of the particular applications. KW - Alkali aggregate reactions KW - Concrete structures KW - Dams KW - Deterioration KW - Expansion KW - Highway bridges KW - Manuals KW - Safe, Accountable, Flexible, Efficient Transportation Equity Act: A Legacy for Users KW - State departments of transportation KW - Workshops UR - http://ntl.bts.gov/lib/46000/46900/46947/Alkali-aggregate_reactivity__AAR__workshops_for_engineers_and_practitioners.pdf UR - https://trid.trb.org/view/1247617 ER - TY - RPRT AN - 01478567 AU - Cleary, Douglas B AU - Rowan University AU - New Jersey Department of Transportation AU - Federal Highway Administration TI - Recycled Concrete Aggregate in Portland Cement Concrete PY - 2013/01//Final Report SP - 100p AB - Aggregates can be produced by crushing hydraulic cement concrete and are known as recycled concrete aggregates (RCA). This report provides results from a New Jersey Department of Transportation study to identify barriers to the use of RCA in new Portland cement concrete and to provide a recommendation as to whether this material should be permitted on Department of Transportation projects. The report includes a review of previous studies of RCA, a summary of the experiences of other transportation agencies with the material, and summary of the additional laboratory and field trials performed as a part of this study. A recommendation is made to allow RCA to be used in non-structural roadway applications. Recommended specifications are provided. KW - Concrete aggregates KW - Field tests KW - Laboratory tests KW - Literature reviews KW - New Jersey KW - Portland cement concrete KW - Recommendations KW - Recycled materials UR - http://ntl.bts.gov/lib/46000/46800/46892/Final_RCAReport.pdf UR - https://trid.trb.org/view/1247589 ER - TY - RPRT AN - 01478271 AU - McKnight, A Scott AU - Billheimer, John W AU - Tippetts, Scott AU - Pacific Institute for Research and Evaluation AU - National Highway Traffic Safety Administration TI - An Examination of Washington State’s Vehicle Impoundment Law For Motorcycle Endorsements PY - 2013/01//Final Report SP - 64p AB - In July 2007, Washington State modified its vehicle code to expressly allow law enforcement officers to impound motorcycles of motorcyclists operating without a proper motorcycle endorsement on their licenses. The objective for this study was to examine the effects of this law regarding implementation issues, rider and law enforcement awareness of the law, the degree to which the law is being enforced, whether endorsements and/or rider safety training increased, and the effect of the law on crashes. The impoundment law has not caused any unforeseen problems for State and local law enforcement agencies charged with enforcing the law. Results indicate that most law enforcement officers and many riders are aware of the law. It appears that relatively few motorcycles are being impounded, and the number of citations issued for unendorsed riding has not changed. Findings related to endorsements, training, and crashes are somewhat inconclusive. Although some results suggest the law may have had a positive effect on endorsement and training rates, other results do not. No significant influence of the law on crash rates was found. Results from time-series analyses of endorsement, training, and crashes may have been affected by economic or other confounding factors. KW - Driver licenses KW - Driver training KW - Motorcycle crashes KW - Motorcycle impoundment KW - Motorcyclists KW - State laws KW - Traffic law enforcement KW - Washington (State) UR - http://www.nhtsa.gov/staticfiles/nti/pdf/811696.pdf UR - https://trid.trb.org/view/1247271 ER - TY - RPRT AN - 01478260 AU - Schneider, William H AU - Stakleff, Brandon AU - Maistros, Alex AU - University of Akron AU - Ohio Department of Transportation AU - Federal Highway Administration TI - Examination of Factors Associated in Motorcycle Crashes in Work Zones PY - 2013/01//Final Report SP - 148p AB - This paper analyzes the factors associated with motorcycle crashes in work zones. This analysis was completed through the collection and inspection of three types of data: 1) practices used throughout the country on this topic; 2) crash reports and the construction documents pertaining to these crashes; and 3) a survey of the motorcycling community. The state of the practice was studied over the implementations in use throughout the United States. The crash related information was obtained through the Ohio Department of Transportation and the Ohio Department of Public Safety. The survey data were obtained through survey participants attending twenty-four events throughout the state of Ohio. These events were located in areas of concern identified through a hot spot analysis. The crash related information and the survey results were inspected and analyzed through the use of a mixed logit model. Recommendations for both rider and roadway based implementations are suggested from the analysis of the crash related documents and the surveys. KW - Countermeasures KW - Crash characteristics KW - Crash reports KW - High risk locations KW - Logits KW - Motorcycle crashes KW - Ohio KW - State of the practice KW - Surveys KW - United States KW - Work zones UR - http://worldcat.org/oclc/838600170/viewonline UR - https://trid.trb.org/view/1246591 ER - TY - RPRT AN - 01478248 AU - Williams, R Chris AU - Shaidur, R AU - Iowa State University, Ames AU - Oregon Department of Transportation AU - Federal Highway Administration TI - Mechanistic-Empirical Pavement Design Guide Calibration for Pavement Rehabilitation PY - 2013/01//Final Report SP - 169p AB - The Oregon Department of Transportation (ODOT) is in the process of implementing the recently introduced AASHTO Mechanistic-Empirical Pavement Design Guide (MEPDG) for new pavement sections. The majority of pavement work conducted by ODOT involves rehabilitation of existing pavements. Hot mix asphalt (HMA) overlays are preferred for both flexible and rigid pavements. However, HMA overlays are susceptible to fatigue cracking (alligator and longitudinal cracking), rutting, and thermal cracking. This study conducted work to calibrate the design process for rehabilitation of existing pavement structures. Forty-four pavement sections throughout Oregon were included. A detailed comparison of predictive and measured distresses was made using MEPDG soft ware Darwin M-E (Version 1.1). It was found that Darwin M-E predictive distresses did not accurately reflect measured distresses, calling for a local calibration of performance prediction models. Darwin M-E over predicted total rutting compared to the measured total rutting and most of the rutting predicted by Darwin M-E occurs in the subgrade. For alligator (bottom-up) and thermal cracking, Darwin M-E underestimated the amount of cracking considerably as compared to in-field measurements. A high amount of variability between predicted and measured values was observed for longitudinal (top-down) cracking. The performance (punch-out) model was also assessed for continuously reinforced concrete pavement (CRCP) using Darwin M-E's default (nationally calibrated) coefficients. Four distress prediction models (rutting, alligator, longitudinal, and thermal cracking) of the HMA overlays were calibrated for Oregon conditions. It was found that the locally calibrated models for rutting, alligator, and longitudinal cracking provided better predictions with lower bias and standard error than the nationally (default) calibrated models. However, there was a high degree of variability between the predicted and measured distresses, especially for longitudinal and transverse cracking, even after the calibration. It is believed that there is a significant lack-of-fit modeling error for the occurrence of longitudinal cracks. The Darwin M-E calibrated models of rutting and alligator cracking can be implemented, however, it is recommended that additional sites be established and included in the future calibration efforts to improve the accuracy of the prediction models. KW - Calibration KW - Continuously reinforced concrete pavements KW - Cracking of concrete pavements KW - Hot mix asphalt KW - Mechanistic-Empirical Pavement Design Guide KW - Oregon KW - Overlays (Pavements) KW - Pavement design KW - Pavement distress KW - Rutting UR - http://www.oregon.gov/ODOT/TD/TP_RES/ResearchReports/spr718_mechempiricalpvmtdesign.pdf UR - https://trid.trb.org/view/1246872 ER - TY - RPRT AN - 01477341 AU - Russell, Eugene R AU - Landman, E Dean AU - Godavarthy, Ranjit AU - Kansas State University Transportation Center AU - Kansas Department of Transportation AU - Research and Innovative Technology Administration TI - Accommodating Oversize/Overweight Vehicles at Roundabouts PY - 2013/01//Final Report SP - 240p AB - Safety and traffic operational benefits of roundabouts for the typical vehicle fleet (automobiles and small trucks) have been well documented. Although roundabouts have been in widespread use in other countries for many years, their general use in the United States began only in the recent past. 1990 is generally accepted as the year the first modern roundabouts were built in the United States (US), but their use is growing. Roundabouts can offer several advantages over signalized and stop-controlled intersection alternatives, including better overall safety performance, lower delays, shorter queues, better management of speed, and opportunities for community enhancement features. However, potential use of roundabouts with all their benefits may be greatly diminished if they cannot accommodate oversize/overweight vehicles (OSOW). Accommodating OSOW at roundabouts is the central issue and the need for this research. Note that the acronym OSOW has been used in this report as a universal term, generally understood to mean a permitted vehicle. OSOWs impact pavement structure, roadway geometrics, and traffic operations. These issues are discussed in the report. OSOWs are a reality for American industry and often critical for certain industries. A better understanding and sharing of current practices is essential for states that permit such movement, and the industry which must rely on state highways and a permit to deliver large loads. Thus, the main objectives of this report are to compile current practice and research by various states and countries related to the effects OSOW have on roundabout location, design, and accommodation. Second, the research will attempt to fill in information gaps with respect to roundabout design and operations for this class of vehicles. A literature review uncovered no published reports on OSOW accommodation per se; however, much information on the advantages of having designated truck and OSOW networks is analyzed and reported. The authors make an argument that states should consider conducting a study to develop a freight network, which includes segments where OSOW need to be accommodated, in accordance with state and federal commerce laws and policies and the state’s economy. The study should include determining all motor vehicles whose size and turning movements are critical to developing routes on which all segments will accommodate these vehicle. To obtain information on the state-of-the–art of OSOW accommodation, the authors turned to personal contacts, unpublished material, case studies and surveys. Examples of accommodating OSOW in general, and various turning movements, found in the literature, surveys, and personal contacts are provided in the report as examples of ideas and concepts that could be considered, and possibly adapted to the needs of a specific site. From all surveys and contacts made during the course of this investigation, based on the most mentioned concern, the authors conclude that vertical ground clearance in general, and curbs in particular, are a major problem for large trucks and OSOW and definitely need to be mitigated whenever OSOW need to be accommodated. The authors conclude that ground clearance is an issue that has not been given as much attention as it deserves and must be addressed. The authors further conclude that three inches should be considered as a maximum height of splitter islands, truck aprons and curbs. Many other issues uncovered by the surveys are presented and discussed in the report. Numerous ideas are presented and design strategies are illustrated. The authors primary conclusion from conducting great numbers of vehicle path simulations is that, given the knowledge of what OSOW need to be accommodated, and their turning characteristics, any knowledgeable designer can do it, provided that right of way is available. It is up to the state to determine the economic benefits or dis-benefits of doing so. A final section of the report presents guidelines developed by Wisconsin DOT to check and avoid low, ground clearance vehicles (“low boys”) from scraping bottom while traversing roundabouts (“hang ups”), believed to be one of the first such studies in the USA. The authors present over three pages of other conclusions and recommendations, based on the literature reviewed, four surveys, examples of OSOW accommodation obtained from personal contacts, numerous OSOW simulations on various roundabout scenarios, the seven OSOW check vehicles used, and the low ground clearance concern that was the number one reported concern of the trucking industry. KW - Curbs KW - Geometric design KW - Ground clearance (Vehicles) KW - Highway design KW - Highway operations KW - Oversize loads KW - Oversize vehicles KW - Overweight loads KW - Roundabouts KW - Traffic islands KW - United States UR - http://idmweb.ksdot.org/PublicLib/publicDoc.asp?ID=003826789 UR - https://trid.trb.org/view/1246702 ER - TY - SER AN - 01477340 JO - TRAFFIC TECH PB - National Highway Traffic Safety Administration TI - An Examination of Washington State’s Vehicle Impoundment Law for Motorcycle Endorsements PY - 2013/01 IS - DOT HS 811 698 SP - 2p AB - In July 2007, Washington State modified its vehicle code to clarify that its existing impoundment law for unlicensed drivers also applies to operators without specially endorsed licenses, including motorcycle riders, and expressly allows law enforcement officers to impound the motorcycles of unendorsed operators. To understand the effect of this law on motorcycle riders in Washington, the goals of this project were to examine: any issues associated with the implementation of the law; awareness of the law; enforcement of the law, in terms of prevalence of impoundment and citations issued under the law; effects of the law on endorsements; effects of the law on riders taking safety training; and effects of the law on crashes. Results from this study were somewhat inconclusive and difficult to interpret. The law appears to have not caused unexpected problems for law enforcement, but it also appears that not many motorcycles have been impounded. It is unclear why the number of riders receiving endorsements through safety training tests and through licensing station tests increased, but that the total number of endorsement tests taken and the number of new endorsements did not increase. It is similarly unclear why there was a shift towards a larger proportion of riders becoming endorsed through safety training. Previous wait times for safety training classes have reportedly been eliminated, which could explain this change. Washington’s impoundment law was implemented soon before the national economic downturn, which may have obscured effects of the law. When controlling for the economic effects on crashes and endorsements, the economic factors account for most of the change. It is therefore very difficult to understand changes in crashes and endorsements that might have occurred due to the law. KW - Driver licensing KW - Driver training KW - Highway safety KW - Motorcycle crashes KW - Motorcycle impoundment KW - Motorcyclists KW - State laws KW - Traffic law enforcement KW - Vehicle impoundment KW - Washington (State) UR - http://www.nhtsa.gov/staticfiles/nti/pdf/811698.pdf UR - https://trid.trb.org/view/1246740 ER - TY - RPRT AN - 01477165 AU - Milburn, Ashlea Bennett AU - Rainwater, Chase AU - Boudhoum, Othman AU - Young, Sean AU - Mack Blackwell National Rural Transportation Center AU - Research and Innovative Technology Administration TI - Models for Disaster Relief Shelter Location and Supply Routing PY - 2013/01//Final Report SP - 53p AB - This project focuses on the development of a natural disaster response planning model that determines where to locate points of distribution for relief supplies after a disaster occurs. Advance planning (selecting locations for points of distribution prior to the disaster) is complicated by the expectation that buildings and transportation infrastructure in the impact zone may experience damage. For example, highway bridges in affected areas are predicted to be non-functional after an earthquake. The response planning model developed in this project specifies how points of distribution should be chosen once the specific disaster scenario, and the damage caused, is known. The model relies on real-time information regarding actual damage to transportation infrastructure and locations of persons in need of assistance. Response time is critical in saving lives after a disaster, so an approximate solution approach is developed to obtain good solutions quickly. A case study motivated by a New Madrid Seismic Zone (NMSZ) catastrophic event is used to test the model. The case study region includes nineteen counties in Northeastern Arkansas that are most likely to sustain damage in such a scenario. Given a constraint on the total budget available to open and operate points of distribution, it is demonstrated that solutions obtained using the optimal offline approach are able to serve an average of 81% of total demand across test instances considered in a computational study. Solutions obtained using the approximate online approach are able to serve an average of 63% of total demand. A number of assumptions had to be made when populating the case study with data. The solutions presented here are intended simply to illustrate the model and solution approach. The quality of conclusions that can be based on the model and solutions will increase as higher-quality data becomes available for populating the model. KW - Arkansas KW - Case studies KW - Disaster preparedness KW - Disaster relief KW - Emergency response time KW - New Madrid Seismic Zone KW - Real time information KW - Shelters UR - http://www.arkansastrc.com/MBTC%20REPORTS/MBTC%203028.pdf UR - http://ntl.bts.gov/lib/47000/47100/47185/MBTC_DOT_3028.pdf UR - https://trid.trb.org/view/1246217 ER - TY - RPRT AN - 01477126 AU - Wilmot, Chester G AU - Gudishala, Ravindra AU - Louisiana State University, Baton Rouge AU - Louisiana Transportation Research Center AU - Federal Highway Administration TI - Development of a Time-Dependent Hurricane Evacuation Model for the New Orleans Area PY - 2013/01//Final Report SP - 182p AB - Revealed preference is the traditional method to collect hurricane evacuation behavior data. However, revealed preference surveys, as they are currently administered, have the disadvantage that they are unable to collect time-sensitive and policy-sensitive data needed to test evacuation policies. Since time-sensitive and policy-sensitive data is necessary for effective evacuation demand modeling and no methods currently exist to collect such data, this study reports on the development and testing of a candidate procedure to address this need. The procedure involves using the stated choice approach to data collection adapted to collect dynamic information and enhance the realism of each scenario by presenting it in audio-visual form on a DVD. Nine hypothetical storms were presented in audio-visual form through a series of time-dependent scenarios to a random sample of respondents in the New Orleans metropolitan area. The new method was evaluated by collecting data using both new and traditional methods and comparing their cost and their ability to produce good evacuation models. In the new method, survey respondents watched animations of storm scenarios and stated how they believed they would behave in each time interval as t he storm approached, while in the traditional method they reported on their actual behavior during Hurricane Gustav, which made landfall near New Orleans in 2008. Results indicate that the new stated-choice method is easy to use and effective in collecting time-dependent and policy-sensitive data but costs 25 percent more than the traditional method. The new method appears to have the potential of evolving into a survey instrument that can be used by researchers and practitioners working in hurricane evacuation modeling. KW - Behavior KW - Data collection KW - Evacuation KW - Hurricane Gustav, 2008 KW - Hurricanes KW - New Orleans (Louisiana) KW - Revealed preferences KW - Stated choice UR - http://www.ltrc.lsu.edu/pdf/2013/fr_494.pdf UR - https://trid.trb.org/view/1246733 ER - TY - RPRT AN - 01476969 AU - Kappes, Lenci AU - Berry, Mike AU - Stephens, Jerry AU - Western Transportation Institute AU - Montana Department of Transportation AU - Federal Highway Administration AU - Research and Innovative Technology Administration TI - Performance of Steel Pipe Pile-to-Concrete Cap Connections Subject to Seismic or High Transverse Loading: Phase III Confirmation of Connection Performance PY - 2013/01//Final Report SP - 148p AB - The efficacy of a new procedure developed by the Montana Department of Transportation (MDT) to design concrete filled steel tube (CFT) pile to concrete pile cap connections was investigated in this project. A series of CFT piles embedded in a concrete pile cap is a desirable system to support small to mid-span bridges. Traditional methods for designing the connection between the CFT piles and pile cap often lead to congested and complex reinforcing schemes, and this complexity can limit the use of this support system. MDT has developed a simple design method for this connection utilizing a new reinforcing scheme that greatly simplifies the design and construction of this connection. The new reinforcing scheme includes U-shaped reinforcing bars that encircle the embedded CFT piles within the cap that counteract the moment related demands introduced by the embedded pile under lateral load events. The efficacy of the MDT design method implementing the new reinforcing scheme, which was developed from previous research and testing completed by Montana State University, is evaluated in this research. In particular, this report presents the details and results of tests on six half-size connections designed to exercise various design parameters in the MDT design guide. In these tests four primary limit states were observed: (1) formation of a plastic hinge in the concrete-filled steel tube, (2) crushing of the concrete surrounding the embedded pile, (3) yielding of the longitudinal reinforcement, and (4) splitting failure of the concrete cap. The MDT design methodology addresses all of these limit states fairly accurately. Some possible improvements to MDT’s methodology suggested by the test results are presented and discussed. KW - Bridge design KW - Bridge piers KW - Design methods KW - Load tests KW - Montana Department of Transportation KW - Pile caps KW - Piles (Supports) KW - Steel pipe KW - Structural connection KW - Ultimate load design UR - http://www.mdt.mt.gov/other/research/external/docs/research_proj/seismic/phaseiii/final_report_jan13.pdf UR - https://trid.trb.org/view/1246594 ER - TY - RPRT AN - 01476699 AU - Skaggs, Valerie AU - Norris, Ann AU - Johnson, Robert AU - Federal Aviation Administration AU - Federal Aviation Administration TI - 2011 Aerospace Medical Certification Statistical Handbook PY - 2013/01//Final Report SP - 44p AB - The annual Aerospace Medical Certification Statistical Handbook reports descriptive characteristics of all active United States civil aviation airmen and the aviation medical examiners (AMEs) that perform the required medical examinations. The 2011 annual handbook documents the most recent and most widely relevant data on active civil aviation airmen and AMEs. Medical certification records from 2006-2011 were selected from the Document Imaging Workflow System (DIWS), which is the FAA medical certification database. All medical data were abstracted from the most recent medical examinations with the exception of medical conditions which were historical and current. Only those with a non-expired medical certificate remained in the dataset. AME records were selected from the Aviation Medical Examiner Information System (AMEIS). The current status of each AME was determined for each year of the study period from 2009-2011, retaining only those with an active status. Airman variables include age, issued and effective medical classes, height, weight, body mass index, gender, select medical conditions, special issuances, and FAA region of residence. AME variables include AME type, age, gender, medical specialty, pilot license status, senior examiner status, and region. Results: As of December 31, 2011, there were 594,912 medically certified airmen age 16 and older, and 32.0%, 21.8%, and 46.2% were issued a Class 1, Class 2, and Class 3 medical certificate, respectively. Across all medical classes, the average age was 42.7 years, and 93.4% of the airmen were male. The mean BMI for both females and males was 24.2 and 27.2, respectively. Seven percent of issued certificates required a special issuance. The most commonly reported medical condition was hypertension with medication at 11.1%. AMEs: Of the 3,474 active AMEs, 94.2% were civilian, 2.2% federal, and 3.6% military. Nearly 50% reported their medical specialty as family practice. Their average age was 59.9 years; the majority (52.2%) did not hold a pilot license, and 81.8% were male. This report contains widely requested data on the active U.S. civil airman population. This report is updated annually and is used by the aerospace community, including Federal Aviation Administration leadership, aerospace researchers, advocacy groups, legislative staff, and the general public. KW - Air pilots KW - Aviation medicine KW - Certification KW - Demographics KW - Medical personnel KW - Medical records KW - Physicians KW - Statistics UR - http://www.faa.gov/data_research/research/med_humanfacs/oamtechreports/2010s/media/201302.pdf UR - https://trid.trb.org/view/1244735 ER - TY - RPRT AN - 01476694 AU - Collins, William E AU - Wayda, Michael E AU - CNI Aviation, LLC AU - Federal Aviation Administration AU - Federal Aviation Administration TI - Index to FAA Office of Aerospace Medicine Reports: 1961 Through 2012 PY - 2013/01//Final Report SP - 101p AB - An index to Federal Aviation Administration Office of Aerospace Medicine Reports (1964-2012) and Civil Aeromedical Institute Reports (1961-1963) is presented for those engaged in aviation medicine and related activities. The index lists all FAA aerospace medicine technical reports published from 1961 through 2012: chronologically, alphabetically by author, and alphabetically by subject. KW - Aviation medicine KW - Civil Aerospace Medical Institute KW - Diseases and medical conditions KW - Human factors KW - Indexes (Information management) KW - Office of Aerospace Medicine KW - Research reports UR - http://www.faa.gov/data_research/research/med_humanfacs/oamtechreports/2010s/media/201301.pdf UR - https://trid.trb.org/view/1244734 ER - TY - RPRT AN - 01476344 AU - Kockelman, Kara AU - Chen, T Donna AU - Larsen, Katie AU - Nichols, Brice AU - University of Texas, Austin AU - Texas Department of Transportation AU - Federal Highway Administration TI - The Economics of Transportation Systems: A Reference for Practitioners PY - 2013/01 SP - 310p AB - This reference is designed to introduce transportation practitioners to the underlying economic realities of their profession. Ultimately, good engineering judgment, which is vital to defensible and optimal decision-making, relies in large part on good economic judgment. Chapters include: Costs and Benefits of Transportation; Pricing of Transportation Services; Regulation and Competition; Movement, Transportation, and Location; Investment and Financing; Project Evaluation; Economic Impact Analysis of Transportation Investments and Policies; Econometrics for Data Analysis; Data Sets; and Case Studies. KW - Benefit cost analysis KW - Case studies KW - Econometrics KW - Economic impacts KW - Economics KW - Financing KW - Manuals KW - Pricing KW - Regulation KW - Transportation UR - http://library.ctr.utexas.edu/ctr-publications/0-6628-P2.zip UR - http://www.utexas.edu/research/ctr/pdf_reports/0_6628_P1.pdf UR - https://trid.trb.org/view/1244235 ER - TY - SER AN - 01476286 JO - Civil Engineering Studies, Illinois Center for Transportation Series PB - University of Illinois, Urbana-Champaign AU - Lodes, Michael AU - Benekohal, Rahim F AU - Federal Highway Administration AU - Illinois Department of Transportation TI - Safety Benefits of Implementing Adaptive Signal Control Technology: Survey Results PY - 2013/01 SP - 49p AB - The safety benefits and costs associated with implementing adaptive signal control technology (ASCT) were evaluated in this study. A user-friendly online survey was distributed to 62 agencies that had implemented ASCT in the United States. Twenty-two agencies responded to the survey, providing information about the system type, detection type, and cost of ASCT implementation. These agencies were from city governments (47%), state governments (29%), and county governments (24%). They represented both a wide range of ASCT implementation rates (from 1 to 700 intersections) and five of the most popular ASCT systems. There was a range of ASCT costs for different systems and detection types used with the system. The average cost per intersection to the agencies that responded was $38,223 when cost data from all agencies were included, but it was $28,725 when the cost data from agencies with the lowest and highest figures were excluded. Detailed volume and geometry data were provided by the respondents for six specific intersections. Crash data were provided for three of these six intersections. Each of the three intersections exhibited a crash reduction, but the sample size was too small for statistical testing. The observed ASCT cost per intersection per annual crash reduction was computed for the three intersections, and it ranged from $5,444 to $37,500. The scope of this study was very limited; thus, only very limited conclusions could be drawn. The limited data seem to indicate that there are safety benefits for implementing ASCT. It is recommended that a controlled experiment of ASCT implementation in Illinois be conducted to determine benefit–cost ratios and compute a crash modification factor (CMF). KW - Adaptive control KW - Benefit cost analysis KW - Costs KW - Crash rates KW - Highway safety KW - Surveys KW - Traffic signal control systems KW - United States UR - http://hdl.handle.net/2142/45786 UR - https://trid.trb.org/view/1245348 ER - TY - RPRT AN - 01476281 AU - Pickrell, Timothy M AU - Ye, Tony Jianqiang AU - National Highway Traffic Safety Administration TI - Occupant Restraint Use in 2011: Results From the National Occupant Protection Use Survey Controlled Intersection Study PY - 2013/01//NHTSA Technical Report SP - 29p AB - This report presents results from the 2011 National Occupant Protection Use Survey (NOPUS) Controlled Intersection Study. NOPUS is the only nationwide probability-based occupant restraint use survey. The National Center for Statistics and Analysis of the National Highway Traffic Safety Administration conducts this survey annually. The 2011 NOPUS found that restraint use for all children from birth to 7 years old increased significantly from 89% in 2010 to 91% in 2011. Significant increases in child restraint use in 2011 occurred among children traveling in vans and sport-utility vehicles, in the Northeast, and during weekends. Among occupants 8 and older, seat belt use in front seats continued to be lower among 16- to 24-year-olds than other age groups. Seat belt use in rear seats stood at 74% in 2011. KW - Age groups KW - Child restraint systems KW - Demographics KW - Front seat occupants KW - National Occupant Protection Use Survey (NOPUS) KW - Rear seat occupants KW - Regional analysis KW - Seat belts KW - Trend (Statistics) UR - http://www-nrd.nhtsa.dot.gov/Pubs/811697.pdf UR - https://trid.trb.org/view/1245346 ER - TY - RPRT AN - 01476050 AU - Holec, Eric AU - Somasundaram, Guruprasad AU - Papanikolopoulos, Nikolaos AU - Morellas, Vassilios AU - University of Minnesota, Minneapolis AU - Intelligent Transportation Systems Institute AU - Research and Innovative Technology Administration TI - Monitoring the Use of HOV and HOT Lanes PY - 2013/01//Final Report SP - 26p AB - This report presents the formulation and implementation of an automated computer vision and machine learning based system for estimation of the occupancy of passenger vehicles in high-occupancy vehicles and high-occupancy toll (HOV/HOT) lanes. The authors employ a multi-modal approach involving near-infrared images and high-resolution color video images in conjunction with strong maximum margin based classifiers such as support vector machines. The authors attempt to maximize the information that can be extracted from these two types of images by computing different features. Then, the authors build classifiers for each type of feature which are compared to determine the best feature for each imaging method. Based on the performance of the classifiers the authors critique the efficacy of the individual approaches as the costs involved are significantly different. KW - High occupancy toll lanes KW - High occupancy vehicles KW - Infrared detectors KW - Monitoring KW - Passenger vehicles KW - Traffic counting UR - http://www.cts.umn.edu/Publications/ResearchReports/pdfdownload.pl?id=2230 UR - https://trid.trb.org/view/1245878 ER - TY - RPRT AN - 01476049 AU - Davis, Gary A AU - Chatterjee, Indrajit AU - University of Minnesota, Minneapolis AU - Intelligent Transportation Systems Institute AU - Research and Innovative Technology Administration TI - Using Detailed Signal and Detector Data to Investigate Intersection Crash Causation PY - 2013/01//Final Report SP - 47p AB - Traffic crashes may not always result in severe or fatal injuries, but they can still have nontrivial impacts on system performance, particularly during heavy traffic conditions. One way toward reducing the frequency of such incidents is to first identify the necessary circumstances that resulted in the collision. However, road crashes, particularly intersection related crashes, are complex phenomenon and often result from different combinations of causal factors. Recently, methods for recording high-resolution arterial traffic data have been developed, and it is important for traffic safety engineers to explore such high-resolution data to understand the causes of crashes. In this research one such integrated event based system, known as SMART SIGNAL, which collects and stores detailed loop detector and signal activity, was used to identify the events leading to a crash or a potential crash and illuminate the mechanisms by which traffic conditions and driver decisions interact to produce those events. Two specific event types, a signal violation crash and vehicle pedestrian crash, were evaluated. For the signal violation crash study, SMART SIGNAL data were used to identify the incident and the vehicles involved in the crash. It was then shown how high-resolution data could support a traditional reconstruction of this crash. For vehicle pedestrian interactions, detector and signal activity data were used to predict pedestrian crash risk in the absence of clearance interval at three signalized intersections. A simulation-based method was used to first estimate crash probabilities, and then a counterfactual approach to calculate the probability of the absence of the all-red phase as a necessary condition for the occurrence of the crash provided an alternate estimate of crash-reduction factors for the all-red phase. KW - Clearance interval (Traffic signal cycle) KW - Crashes KW - Injuries KW - Loop detectors KW - Pedestrians KW - Signalized intersections KW - Traffic data KW - Traffic safety UR - http://www.cts.umn.edu/Publications/ResearchReports/pdfdownload.pl?id=2234 UR - https://trid.trb.org/view/1245877 ER - TY - RPRT AN - 01475840 AU - Fulmer, Steven J AU - Kowalsky, Mervyn J AU - Nau, James M AU - Alaska University Transportation Center AU - North Carolina State University, Raleigh AU - Alaska Department of Transportation and Public Facilities AU - Federal Highway Administration AU - Research and Innovative Technology Administration TI - Seismic Performance of Steel Pipe Pile to Cap Beam Moment Resisting Connections PY - 2013/01//Final Report SP - 680p AB - This research, a joint effort between Alaska University Transportation Center and North Carolina State University, is a continuation of an ongoing project that investigated bridge and marine structure design practices, aiming to identify improved connection design approaches to produce the necessary ductility and energy absorbing capacities required for satisfactory designs in Alaska. Through earlier testing, researchers not only proved what methods were inadequate (such as the current practice of fillet-welding the cap beam to the pile as well as an alternative welding methods) but also confirmed that a new method of using a plastic hinge-relocating concept was more successful. This method utilized a round steel column capital in which the top portion welded to the cap beam is thicker than the bottom thinner portion welded to the pile. The approach successfully reduced the inelastic demands of the cap beam weld, and forced the inelastic action to occur in the pile itself. Current research includes optimizing the new design to improve displacement capacity and ductility in bridge and marine structure design, as well as investigating additional connection designs proposed by Alaska Department of Transportation & Public Facilities engineers. The research will result in a series of design recommendations consistent with the various levels of seismicity found within Alaska. The primary benefit will be the improved design and performance of steel bridges and marine structures containing similar connections. KW - Alaska KW - Ductility KW - Earthquake resistant design KW - Finite element method KW - Marine structures KW - Pile caps KW - Piles (Supports) KW - Steel bridges KW - Steel pipe KW - Structural connection KW - Structural tests UR - http://ine.uaf.edu/autc/files/2013/02/410001.Kowlasky.FINAL_.pdf UR - https://trid.trb.org/view/1244075 ER - TY - RPRT AN - 01475517 AU - Booth, Justin S AU - GoBike Buffalo AU - New York State Energy Research and Development Authority AU - Federal Highway Administration TI - Buffalo Complete Streets PY - 2013/01//Final Report SP - 35p AB - Buffalo, New York formally adopted a local Complete Streets ordinance in 2008; however, implementation has yet to become institutionalized. Buffalo’s Complete Streets Coalition, a multi-sector partnership was convened to implement a Summit and Neighborhood Outreach Campaign to educate citizens and policy-makers in order to re-orient transportation planning and programs to improve community quality of life, enhance environmental performance, and increase transportation and housing choices while lowering costs and supporting economic vitality. KW - Buffalo (New York) KW - Complete streets KW - Economic development KW - Environmental policy KW - Housing KW - Quality of life KW - Transportation planning UR - https://www.dot.ny.gov/divisions/engineering/technical-services/trans-r-and-d-repository/C-11-08_BuffaloComplete%20Streets_Final%20Report.pdf UR - https://trid.trb.org/view/1245473 ER - TY - RPRT AN - 01475486 AU - Kent, Joshua D AU - Louisiana State University, Baton Rouge AU - Louisiana Department of Transportation and Development AU - Federal Highway Administration TI - Quantifying the Key Factors that Create Road Flooding PY - 2013/01//Final Report SP - 80p AB - Road flooding is a serious operational hazard in the low-lying areas of southern Louisiana. This hazard is especially acute for the region’s emergency evacuation routes, which must be accessible by coastal residents who plan evacuations ahead of an approaching hurricane. Numerous factors contribute to road flooding during a hurricane. These include road elevations, tidal ranges, winds, storm surge, and storm speed and direction. To enhance the situational awareness and mitigation of these inundation hazards for emergency and operational managers, a decision support tool was developed as a proof-of-concept for identifying the flood hazards of specific road segments vulnerable to hurricane flooding. Additional research was performed to analyze the risks of these hazards to civilian and military vehicles. Geographic information systems (GIS) software is used to estimate and display storm surge inundation over road surfaces that have flooded in the past. The data utilized for this project included road surface elevations (in feet, NAVD88) of previously flooded, state-maintained highways provided by the Louisiana Department of Transportation & Development (LADOTD), storm surge estimates (in feet, NAVD88) published by the National Weather Service (NWS), and the locations of tide and water gauges maintained by the U.S. Geological Survey (USGS) and the NWS. Attributes depicting worse case hurricane storm surge scenarios were subtracted from road elevations to estimate the water depth over a road surface. Inundation estimates and nearby gauge data were synthesized and accessible using a map interface. Finally, this report includes a summary of research that analyzed the flood risk associated with vehicle type. The analysis addresses the relationship between flood characteristics (e.g., flowing versus standing water and wind driven water) and the configuration of both civilian and military vehicles (e.g., size, weight, and ground clearance). KW - Decision support systems KW - Evacuation KW - Floods KW - Geographic information systems KW - Hurricanes KW - Louisiana KW - Storm surges KW - Tides UR - http://www.ltrc.lsu.edu/pdf/2013/fr_497.pdf UR - https://trid.trb.org/view/1244649 ER - TY - RPRT AN - 01475455 AU - Abu-Farsakh, Murad Y AU - Chen, Qiming AU - Haque, Md Nafiul AU - Louisiana Transportation Research Center AU - Louisiana Department of Transportation and Development AU - Federal Highway Administration TI - Calibration of Resistance Factors for Drilled Shafts for the New FHWA Design Method PY - 2013/01//Final Report SP - 124p AB - The Load and Resistance Factor Design (LRFD) calibration of deep foundation in Louisiana was first completed for driven piles (LTRC Final Report 449) in May 2009 and then for drilled shafts using 1999 Federal Highway Administration (FHWA) design method (O’Neill and Reese method) (LTRC Final Report 470) in September 2010. As a continuing effort to implement the LRFD design methodology for deep foundations in Louisiana, this report will present the reliability-based analyses for the calibration of the resistance factor for LRFD design of axially loaded drilled shafts using Brown et al. method (2010 FHWA design method). Twenty-six drilled shaft tests collected from previous research (LTRC Final Report 449) and eight new drilled shaft tests were selected for statistical reliability analysis; the predictions of total, side, and tip resistance versus settlement behavior of drilled shafts were established from soil borings using both 1999 FHWA design method (Brown et al. method) and 2010 FHWA design method (O’Neill and Reese method). The measured drilled shaft axial nominal resistance was determined from either the Osterberg cell (O-cell) test or the conventional top-down static load test. For the 30 drilled shafts that were tested using O-cells, the tip and side resistances were deduced separately from test results. Statistical analyses were performed to compare the predicted total , tip, and side drilled shaft nominal axial resistance with the corresponding measured nominal resistance. Results of this showed that the 2010 FHWA design method overestimates the total drilled shaft resistance by an average of two percent, while the 1999 FHWA design method underestimates the total drilled shaft resistance by an average of 21 percent. The Monte Carlo simulation method was selected to perform the LRFD calibration of resistance factors of drilled shaft under strength I limit state. The total resistance factors obtained at different reliability index (β) were determined and compared with those available in literature. KW - Boreholes KW - Calibration KW - Design KW - Foundations KW - Load and resistance factor design KW - Louisiana KW - Piles (Supports) KW - Settlement (Structures) UR - http://www.ltrc.lsu.edu/pdf/2013/fr_495.pdf UR - https://trid.trb.org/view/1244650 ER - TY - RPRT AN - 01475267 AU - Anderson, Keith W AU - Uhlmeyer, Jeff S AU - Russell, Mark AU - Simonson, Chad AU - Littleton, Kevin AU - McKernan, Dan AU - Weston, Jim AU - Washington State Department of Transportation AU - Federal Highway Administration TI - Polyester Polymer Concrete Overlay PY - 2013/01//Special Project Post-Construction Report SP - 73p AB - Polyester polymer concrete (PPC) was used in a trial application on a section of pavement that suffers from extensive studded tire wear. The purpose of the trial section is to determine if PPC is a possible repair strategy for this type of pavement damage. The PPC was applied in three methods; (1) as a 1 inch thick inlay of the entire lane that was diamond ground to remove all rutting from studded tire wear, (2) as an inlay of just the wheel paths that were diamond ground, and (3) as a feathered overlay of the existing pavement which had no diamond grinding to remove rutting. The test sections will be monitored for a minimum of five years to determine the performance of the PPC with particular emphasis on its ability to resist studded tire wear. KW - Overlays (Pavements) KW - Pavement maintenance KW - Polyester resins KW - Polymer concrete KW - Repairing KW - Ruts (Pavements) KW - Studded tires UR - http://www.wsdot.wa.gov/research/reports/fullreports/797.1.pdf UR - https://trid.trb.org/view/1245478 ER - TY - RPRT AN - 01475242 AU - Anderson, Keith W AU - Berends, Terry AU - Russell, Mark AU - Uhlmeyer, Jeff S AU - Weston, Jim AU - Simonson, Chad AU - Damatio, Chris AU - Trinh, Hien AU - Washington State Department of Transportation AU - Federal Highway Administration TI - Pavement Edge Treatment PY - 2013/01//Experimental Feature Report; Post-Construction Report SP - 50p AB - Four projects were built over two construction seasons using special devices attached to the paving machine that produces a 30º slope on the outside pavement edge instead of the near vertical drop-off common with conventional paving equipment. This pavement edge treatment allows vehicles that leave the roadway a gentler slope to navigate when remounting the pavement. The projects used four types of devices; (1) the TransTech Shoulder Wedge MakerTM, (2) the Advant-EdgeTM, (3) the Carlson Safety Edge End Gate, and (4) a contractor built device. All of the devices were able to produce a finished pavement slope that was close to the 30º angle recommended by FHWA. The projects will be monitored for five years to measure the functional performance of the edge treatment and possible reductions in collisions caused by drivers trying to re-enter the roadway after losing control and running off the road. KW - Edge drop-offs KW - Pavement edge KW - Pavers KW - Paving KW - Road shoulders KW - Slopes UR - http://www.wsdot.wa.gov/research/reports/fullreports/798.1.pdf UR - http://ntl.bts.gov/lib/46000/46900/46963/798.1.pdf UR - https://trid.trb.org/view/1245477 ER - TY - SER AN - 01474172 JO - TechBrief PB - Federal Highway Administration AU - Graybeal, Ben TI - Material Characterization of Field-Cast Connection Grouts PY - 2013/01 SP - 6p AB - Prefabricated bridge element and system (PBES) construction concepts frequently rely on field-cast grouts to complete the connections between discrete precast concrete elements. A variety of grouts are available, each with unique performance attributes. The objective of this research is to evaluate the performance of a representative sample of grouts in terms of relevant material properties. This study both reports on the performance of eight specific grouts and provides general insight into the performance of five different types of grout. Although many of these grouts could be used in a post-tensioned connection system, the tests completed herein investigated the performance of the grouts in a non-post-tensioned condition. KW - Bridge members KW - Evaluation and assessment KW - Grout KW - Precast concrete KW - Properties of materials KW - Structural connection UR - http://www.fhwa.dot.gov/publications/research/infrastructure/structures/bridge/13042/13042.pdf UR - https://trid.trb.org/view/1244627 ER - TY - RPRT AN - 01473858 AU - Weissmann, Angela Jannini AU - Weissmann, Jose AU - Kunisetty, Jaya Lakshmi AU - Warner, Jeffery AU - Park, Eun Sug AU - Sunkari, Srinivasa AU - Protopapas, Annie AU - Venglar, Steven AU - University of Texas, San Antonio AU - Texas A&M Transportation Institute AU - Texas Department of Transportation AU - Federal Highway Administration TI - Integrated Prioritization Method for Active and Passive Highway-Rail Crossings PY - 2013/01//Technical Report SP - 266p AB - This two-year research project developed a prioritization system for highway-rail at-grade crossings that addressed the following major concerns: (1) warrants to identify low-volume, passive crossings with risk factors; (2) a broader priority index that considers more variables than the original index; (3) warranting thresholds that remain valid with changes in data; and (4) a prioritization methodology capable of properly prioritizing the warranted passive crossings over high-volumes active crossings. The prioritization system combines a revised priority index based on a newly developed crash prediction equation, warrants for active warning devices at passive crossings, and a passive crossing prioritization index based on Utility Theory principles. The warranting threshold are defined in terms of cumulative percentiles rather than fixed numbers to ensure reliability as data changes. The warrants and prioritization indices were integrated into a systematic prioritization methodology capable of a generating priority list that assigns top priorities to crossings with risk factors in spite of low volumes. The deliverables will facilitate highway-rail crossing management in Texas and ensure proper consideration of low-volume crossings when applying funding mechanisms such as Section 130 funds. KW - Crash risk forecasting KW - Financing KW - Grade crossing protection systems KW - Passive crossings KW - Railroad grade crossings KW - Texas KW - Warrants (Traffic control devices) UR - http://tti.tamu.edu/documents/0-6642-1.pdf UR - https://trid.trb.org/view/1244237 ER - TY - RPRT AN - 01472591 AU - Zhu, Charles AU - Nigro, Nick AU - Center for Climate and Energy Solutions AU - Washington State Department of Transportation AU - Federal Highway Administration TI - Plug-in Electric Vehicle Action Tool PY - 2013/01//Research Report SP - 60p AB - To share information and best practices on Plug-in Electric Vehicle (EV) deployment and define the role of state departments of transportation (DOTs), the Washington State Department of Transportation initiated a Federal Highways Administration transportation pooled fund study, TPF-5(250) on strategies and best practices to support PEV and charging infrastructure commercialization. Representatives from seven other state transportation departments (Arizona, California, Georgia, North Carolina, Ohio, Oregon, and Wisconsin), Federal Highways Administration, and various other local and states entities (Siskiyou County, Oregon Governor’s Office, City of Raleigh, and California Energy Commission) participated in two workshops in Berkeley, California and Raleigh, North Carolina in March and June 2012, respectively. The Plug-in Electric Vehicle Action Tool is the synthesis of the workshops as well as previous research conducted by the Center for Climate and Energy Solutions (C2ES). The purpose of the Action Tool is to help state DOTs determine their goals for PEV deployment and to chart out a path for reaching those goals. The Action Tool is also a resource for learning about PEVs and best practices from other state agencies. Although state DOTs are the primary audience, many of the suggested actions and resources in the tool are applicable to other public entities such as local governments and other state agencies. KW - Best practices KW - Electric vehicle charging KW - Electric vehicles KW - Plug-in hybrid vehicles KW - State departments of transportation KW - Workshops UR - http://www.wsdot.wa.gov/research/reports/fullreports/801.1.pdf UR - https://trid.trb.org/view/1243264 ER - TY - RPRT AN - 01472553 AU - Zhou, Debao AU - University of Minnesota, Duluth AU - Intelligent Transportation Systems Institute AU - Research and Innovative Technology Administration TI - Thermal Image-Based Deer Detection to Reduce Accidents Due to Deer-Vehicle Collisions PY - 2013/01//Final Report SP - 67p AB - Deer-vehicle collision (DVC) is one of the most serious traffic issues in the Unite States. To reduce DVCs, this research developed a system using a contour-based histogram of oriented gradients algorithm (CNT-HOG) to identify deer through the processing of images taken by thermographic cameras. The system is capable of detecting deer in low visibility. Two motors are applied to enlarge the detection range and make the system capable of tracking deer by providing two degrees of freedom. The main assumption in the CNT-HOG algorithm is that the deer are brighter than their background in a thermo image. The brighter areas are defined as the regions of interest, or ROIs. ROIs were identified based on the contours of brighter areas. HOG features were then collected and certain detection frameworks were applied to the image portions in the ROIs instead of the whole image. In the detection framework, a Linear Support Vector Machine classifier was applied to achieve identification. The system has been tested in various scenarios, such as a zoo and roadways in different weather conditions. The influence of the visible percentage of a deer body and the posture of a deer on detection accuracy has been measured. The results of the applications on roadside have shown that this system can achieve high detection accuracy (up to 100%) with fast computation speed (10 Hz). Achieving such a goal will help to decrease the occurrence of DVCs on roadsides. KW - Accuracy KW - Algorithms KW - Crash avoidance systems KW - Crashes KW - Deer KW - Detection and identification systems KW - Thermal imagery KW - Wildlife UR - http://www.cts.umn.edu/Publications/ResearchReports/pdfdownload.pl?id=2224 UR - https://trid.trb.org/view/1243817 ER - TY - RPRT AN - 01472549 AU - Wei, Chia AU - Becic, Ensar AU - Edwards, Christopher AU - Manser, Michael AU - University of Minnesota, Minneapolis AU - Intelligent Transportation Systems Institute AU - Research and Innovative Technology Administration TI - Bus Driver Intersection Task Analysis: Investigation of Bus-Pedestrian Crashes PY - 2013/01//Final Report SP - 57p AB - The current report includes two specific research efforts. The primary objective of the first research effort was to conduct a task analysis of a left-turn maneuver by a bus driver. The goal of this task analysis was to provide insight into the cognitive and perceptual processes that bus drivers complete while performing a left-turn maneuver. An additional goal of the first research effort included the development of potential countermeasures that could help reduce the frequency of bus-pedestrian collisions. The interviews conducted as part of the task analysis revealed that drivers engage in a large number of subtasks and cognitive/perceptual processes when completing a left-turn maneuver. We proposed two potential interventions for the reduction of bus-pedestrian collisions. One of the proposed interventions was designed to aid a driver in detection of pedestrians at a crosswalk. The second intervention was designed to remove a need to perform a particular attention-demanding subtask to reduce the cognitive and perceptual load that drivers experience during this maneuver. The second research effort was designed as a pilot simulator study in which we examined the potential effectiveness of proposed interventions. The second study uncovered unanticipated findings (i.e., high rate of collisions with pedestrians) that may be due to the nature of the simulator studies – lack of real-world consequences. The results of the pilot study provided sufficient data for further examination of different support tools for the reduction of the fatalities between left-turning buses, and also uncovered potential relationship between work-related stress and the impact on driving performance. KW - Bus crashes KW - Bus drivers KW - Cognition KW - Countermeasures KW - Driver experience KW - Left turns KW - Pedestrian-vehicle crashes KW - Pedestrians KW - Perception KW - Task analysis UR - http://www.cts.umn.edu/Publications/ResearchReports/pdfdownload.pl?id=2218 UR - https://trid.trb.org/view/1243811 ER - TY - RPRT AN - 01472517 AU - Alexander, Lee AU - Rajamani, Rajesh AU - University of Minnesota, Twin Cities AU - Intelligent Transportation Systems Institute AU - Research and Innovative Technology Administration TI - Friction Measurement System for Hennepin County PY - 2013/01//Technical Report SP - 10p AB - A friction measurement system was developed for Hennepin County and installed on a snowplow in their winter road maintenance fleet. The major components of the developed system were a special instrumented wheel, a pneumatic pressure-controlled cylinder, force-measurement load cell and accelerometers, and a data processing micro-processor and LCD display. The project plan initially included interfacing the friction measurement system with an applicator and automatic control of the applicator on detection of a low tire-road friction coefficient on the road. However, due to concerns from Hennepin County about interfacing with the applicator electronics and its potential influence on normal operation of the Force America applicator, the friction coefficient was estimated in real-time and just displayed for the snowplow operator. It was not used for real-time control of the applicator. The stand-alone hardware developed in this project is being used as a platform for development and installation of friction measurement systems on two snowplows in Polk County during the 2012-2013 winter. The Polk County installation is being funded by the Minnesota Local Road Research Board. KW - Friction KW - Hennepin County (Minnesota) KW - Real time information KW - Snow and ice control KW - Snowplows KW - Winter maintenance UR - http://www.cts.umn.edu/Publications/ResearchReports/pdfdownload.pl?id=2220 UR - https://trid.trb.org/view/1243815 ER - TY - RPRT AN - 01472496 AU - Gebre-Egziabher, Demoz AU - Mokhtarzadeh, Hamid AU - University of Minnesota, Twin Cities AU - Intelligent Transportation Systems Institute AU - Research and Innovative Technology Administration TI - Analysis of Single Frequency, Carrier Phase Based GPS Positioning Performance and Sensor Aiding Requirements PY - 2013/01//Final Report SP - 50p AB - The work described in this report outlines the design and testing of a low-cost, single frequency, carrier phase positioning system. Furthermore, aiding sensor accuracy requirements are analyzed to improve the robustness of the carrier phase system after emerging from signal outages. The applications of interest are ones with safety-of-life implications such as driver assist systems. KW - Ambiguity resolution KW - Global Positioning System KW - Information processing KW - Integer programming KW - Sensors UR - http://www.cts.umn.edu/Publications/ResearchReports/pdfdownload.pl?id=2212 UR - https://trid.trb.org/view/1243814 ER - TY - JOUR AN - 01470911 JO - Public Roads PB - Federal Highway Administration AU - Yang, C Y David AU - Shurbutt, Jim AU - Philips, Brian TI - Why Drivers Do What They Do PY - 2013/01 VL - 76 IS - 4 SP - pp 14-19 AB - This article describes the facilities and activities of the Federal Highway Administration's (FHWA) Human Factors Laboratory. The laboratory helps FHWA and its partners examine strategies for enhancing the operation and safety of the Nation's highways. The laboratory conducts research to further understanding of the needs and limitations of transportation users. The laboratory’s work can help engineers design roadways to minimize human errors and enhance the safety of the traveling public. Research on user characteristics can lead to improvements in roadway design, construction, and maintenance that will enable the transportation system to operate more efficiently and safely. One of the research tools employed at the Human Factors Laboratory is a state-of-the-art driving simulator that is used for a variety of behavioral studies. In partnership with the National Highway Traffic Safety Administration, the Human Factors Laboratory also recently upgraded its MiniSim, a part-task simulator. The MiniSim is useful for evaluating driver performance in simple environments to answer specific questions or to conduct preliminary research. Another tool in use at the Human Factors Laboratory is a field research vehicle outfitted with equipment to record GPS position, vehicle speed, and vehicle acceleration. The vehicle also is equipped with a state-of-the-art eye-tracking system. Another facility at the Human Factors Laboratory is known informally as the sign lab and consists of a 60-inch (152-cm) light-emitting diode/liquid crystal display high-definition television connected to a computer control center. The sign lab enables researchers to present traffic signs to participants in a controlled environment for determining the maximum distance at which participants can recognize and comprehend signs. The Human Factors Laboratory at FHWA has used its facilities and equipment to conduct research to improve the transportation industry's understanding of fundamental aspects of the ways drivers perceive, process, and respond to the roadway environment, with the ultimate goal of advancing safer roadway designs. The lab also evaluates specific roadway and highway design elements for their suitability for various kinds of drivers and other roadway users. KW - Drivers KW - Driving simulators KW - Human factors KW - Instrumented vehicles KW - Laboratories KW - Research KW - U.S. Federal Highway Administration UR - http://www.fhwa.dot.gov/publications/publicroads/13janfeb/03.cfm UR - https://trid.trb.org/view/1239026 ER - TY - JOUR AN - 01470909 JO - Public Roads PB - Federal Highway Administration AU - Hecox, Doug TI - An Eight-Lane, Four-Bore Hole in One PY - 2013/01 VL - 76 IS - 4 SP - pp 10-13 AB - The California Department of Transportation (Caltrans) is expanding a main thoroughfare that carries State Route (S.R.) 24 through the hills between Alameda and Contra Costa Counties. The new tunnel bore will expand the existing Caldecott Tunnel from three bores to four and from six lanes to eight. The fourth bore is the first new open passage since the Caldecott Tunnel's third bore opened in 1964, and its rapid, innovative construction methods represent a new milestone in tunneling technology in the United States. The $402 million Caldecott Fourth Bore Project is a partnership among the Federal Highway Administration, Caltrans, the Metropolitan Transportation Commission, the Contra Costa Transportation Authority, and the Alameda County Transportation Commission. The project will relieve congestion and provide motorists with two dedicated tunnels and four lanes for each direction of traffic. The fourth bore will include numerous design improvements, such as cross-passages to act as safety exits and a waterproof lining. Large roadheaders were used to bore the 3,248-foot (990-meter)-long hole through the mountain. The roadheaders each have a long, extendable arm and a barrel-shaped, high-velocity rotating cutting head with hardened steel teeth that grind into the rock. These machines performed the jobs of hundreds of tunnel workers faster and more safely. To do the work as expeditiously as possible, tunneling occurred simultaneously from the Oakland and Orinda sides. The area's sedimentary geology challenged progress, but with the assistance of the roadheaders, workers could dig forward using a sequential excavation process in which the length of each excavated section was determined based on the surrounding geology. Once a section had been excavated, work crews applied shotcrete onto the freshly excavated walls and installed rock dowels around the perimeter of the excavation to provide support. Then they placed an arch-shaped steel lattice to retain the tunnel's shape and applied another coating of shotcrete before boring the next section. This sequential excavation enabled workers to advance anywhere from 3 to 13 feet per day, depending on the hardness of the rock. When the fourth bore is completed in late 2013, it, like the Caldecott Tunnel's first two bores, will rank among the Nation's premier examples of highway engineering. KW - Caldecott Tunnel KW - California KW - Case studies KW - Construction management KW - Tunneling KW - Tunneling machines KW - Vehicular tunnels UR - http://www.fhwa.dot.gov/publications/publicroads/13janfeb/02.cfm UR - https://trid.trb.org/view/1239025 ER - TY - JOUR AN - 01470904 JO - Public Roads PB - Federal Highway Administration AU - Jensen, Gary TI - America's Byways Pay Off in Authentic Experiences, But How About Dollars? PY - 2013/01 VL - 76 IS - 4 SP - pp 28-35 AB - America's Byways is an umbrella term for marketing the collection of distinct and diverse roads designated by the U.S. Secretary of Transportation as All-American Roads or National Scenic Byways. There are currently 150 America's Byways in 46 States. Many federal land management agencies, States and Indian tribes also designate routes as byways. In general, all of these routes are intended to create unique travel experiences and enhance local quality of life through preserving, protecting, interpreting, and promoting the intrinsic qualities of designated byways. However, these agencies often face the daunting task of proving the worth of these byways to elected leaders and citizens. A variety of tools and methodologies are available to States and communities looking for quantitative performance measures to analyze the financial impacts and economic benefits of byways in relation to other economic factors. These tools include the America's Byways Resource Center's Byways Economic Impact Tool, a spreadsheet-based program. Because this tool uses data available from existing sources, it offers a simple alternative to conducting costly field research to collect and assess data on the economic costs and benefits of byways. In 2012, the America's Byways Resource Center used its new economic impact tool to conduct a project to measure the economic impact of various byways. Case studies using the economic impact tool suggest that some byways can generate over $1 billion in total business sales, thousands of jobs and increases of over $100 million in earnings. Although the America's Byways Resource Center closed in June 2012, the National Association of Development Organizations has agreed to provide a long-term home for the economic impact tool. KW - America's Byways KW - Benefit cost analysis KW - Case studies KW - Economic analysis KW - Economic impacts KW - Scenic highways KW - Spreadsheets UR - http://www.fhwa.dot.gov/publications/publicroads/13janfeb/05.cfm UR - https://trid.trb.org/view/1239028 ER - TY - JOUR AN - 01470902 JO - Public Roads PB - Federal Highway Administration AU - Bartoy, Kevin M TI - From Milepost to Milestone: Innovative Mitigation PY - 2013/01 VL - 76 IS - 4 SP - pp 20-27 AB - Since the 1950s, the Alaskan Way Viaduct has served as a bypass for motorists traveling on State Route (S.R.) 99 through Seattle. A 2001 earthquake caused the viaduct to settle as much as 5.5 inches (12.7 cm) in some areas, which led transportation officials to plan an replacement for the aging structure. The chosen solution, a tunnel, would place the highway beneath the city, reopening the waterfront area for other uses, but bringing major construction activities to Seattle's Pioneer Square-Skid Road Historic District. Historic preservationists, community advocates, and business owners feared that having a major construction project on the edge of a nationally designated historic district would drive away tourists and customers visiting businesses in Seattle's first neighborhood. To mitigate potential adverse effects on the neighborhood, as part of a Section 106 memorandum of agreement, the Federal Highway Administration and the Washington State Department of Transportation committed to opening an information center in the heart of the neighborhood. According to the agreement, the goal of the center is to draw visitors to Pioneer Square during construction and educate them about the past, present, and future of the neighborhood, highlighting the area's unique historical and archaeological features as well as engineering aspects of the Alaskan Way Viaduct Replacement project. The center's name, Milepost 31, refers to the milepost on S.R. 99 where the tunnel will begin to travel under Pioneer Square and, thus, where the neighborhood's future meets its past. This article summarizes both the tunnel construction project and the development of the Milepost 31 information center. KW - Case studies KW - Construction projects KW - Historic sites KW - Museums KW - Public information programs KW - Seattle (Washington) KW - Tourism KW - Vehicular tunnels UR - http://www.fhwa.dot.gov/publications/publicroads/13janfeb/04.cfm UR - https://trid.trb.org/view/1239027 ER - TY - JOUR AN - 01470896 JO - Public Roads PB - Federal Highway Administration AU - Andersen, Carl TI - Linking Drivers and Roads PY - 2013/01 VL - 76 IS - 4 SP - pp 2-9 AB - With the advent of modern, instrumented vehicles and roadside electronics, the use of innovative techniques to assist motorists in making intelligent decisions based on real-time road conditions is now possible. Applications that use data from connected vehicles and roadside infrastructure offer the promise, not only of major improvements in highway safety and mobility, but also the reduction of the environmental impacts of highway travel. The United States Department of Transportation (USDOT) is working to establish the necessary platforms to support the development and growth of applications and data. The intent is to start with the development of a small suite of applications that ideally will spawn a broader range of ideas in the marketplace and facilitate a more robust and dynamic connected vehicle environment. For more than a decade, USDOT has worked toward a nationwide wireless system of connected vehicles and smart infrastructure. This article discusses the technology and potential benefits that could be obtained from the integration of infrastructure and vehicle data. Three safety applications that are being developed as part of the United States Department of Transportation’s vehicle-to-infrastructure (V2I) program are described in detail: red light violation warnings, curve speed warnings and STOP sign gap assistance. Some V2I mobility applications are also briefly summarized. In August 2012, USDOT launched a test of connected vehicle technology in a multimodal operating environment. Using approximately 3,000 cars, trucks, and buses (and some infrastructure) equipped with wireless communications devices, this model deployment is creating a highly concentrated environment of vehicles talking to each other and to infrastructure as a means to evaluate how the system works in the real world and to quantify the probable benefits of a connected vehicle environment. Ultimately, the data from USDOT's model deployment and State-run test sites will help the National Highway Traffic Safety Administration make a decision on the future of connected vehicle technology. This decision could lead to a revolutionary transformation of the Nation's transportation system. KW - Deployment KW - Field tests KW - Highway operations KW - Highway safety KW - Intelligent transportation systems KW - Technological innovations KW - U.S. Department of Transportation KW - Vehicle to infrastructure communications KW - Vehicle to vehicle communications KW - Wireless communication systems UR - http://www.fhwa.dot.gov/publications/publicroads/13janfeb/01.cfm UR - https://trid.trb.org/view/1239024 ER - TY - RPRT AN - 01470631 AU - Meeks, Corey AU - Folliard, Kevin AU - University of Texas, Austin AU - Texas Department of Transportation AU - Federal Highway Administration TI - ConcreteWorks Implementation: Final Report PY - 2013/01//Final Report SP - 203p AB - Under TxDOT Project 0-4563, researchers at The University of Texas at Austin developed an innovative software package known as ConcreteWorks, which gives laboratory technicians, engineers, inspectors, and contractors a tool that combines concrete design, analysis, and performance prediction to improve and guide TxDOT to better designs. Although ConcreteWorks has been very well received at the national and international levels, it has not yet been implemented into standard TxDOT practice. Through a combination of training and implementation support, the goal of this project will be to spur the implementation of ConcreteWorks within TxDOT. KW - Admixtures KW - Concrete KW - Concrete tests KW - Implementation KW - Mix design KW - Performance measurement KW - Software UR - http://www.utexas.edu/research/ctr/pdf_reports/5_4563_01_1.pdf UR - https://trid.trb.org/view/1238484 ER - TY - RPRT AN - 01470630 AU - Research and Innovative Technology Administration TI - Pocket Guide to Transportation 2013 PY - 2013/01 SP - 62p AB - This booklet provides a statistical guide on the state of transportation in the United States. Covering highway, air, rail, maritime, urban transit and pipeline, the contents include transportation topics such as transportation system and equipment; safety and security; system use and livable communities; economic competitiveness; and environmental sustainability. A glossary of terms is provided. KW - Economic indicators KW - Environmental impacts KW - Quality of life KW - Security KW - Statistics KW - Sustainable transportation KW - Transportation safety KW - United States KW - Utilization UR - http://www.rita.dot.gov/bts/publications/pocket_guide_to_transportation/2013 UR - http://www.rita.dot.gov/bts/sites/rita.dot.gov.bts/files/pocket_guide_2013.pdf UR - http://ntl.bts.gov/lib/46000/46800/46806/pocket_guide_2013.pdf UR - https://trid.trb.org/view/1238493 ER - TY - RPRT AN - 01470627 AU - Guarino, Jenny AU - Research and Innovative Technology Administration TI - Survey Reveals Public Open to Ban on Hand-Held Cell Phone Use and Texting PY - 2013/01//Special Report SP - 5p AB - A study performed by the Bureau of Transportation Statistics (BTS) reveals that the public is open to a ban on hand-held cell phone use while driving. The study is based on data from 2009’s Omnibus Household Survey (OHS), which is administered by BTS to a national sample of approximately 1,000 households. The OHS assesses the public’s satisfaction with the U.S. transportation system. In October 2009, the survey examined public perceptions1 of several activities related to distracted driving, including cell phone use. Analysis of the study showed: 1) 96 percent thought that text messaging using a cell phone, smart phone, or similar device should not be permitted while driving; 2) 80 percent thought that drivers should not be allowed to talk on a hand-held cell phone while driving; and 3) nearly three-quarters of the public (72 percent) thought that more controls on new cars should be mounted on the steering wheel. KW - Attitudes KW - Cellular telephones KW - Distraction KW - Driving KW - Handheld devices KW - Highway safety KW - Public opinion KW - Surveys KW - Text messaging UR - http://www.rita.dot.gov/bts/sites/rita.dot.gov.bts/files/special_report_january_2013_0.pdf UR - http://ntl.bts.gov/lib/46000/46800/46809/special_report_january_2013_0.pdf UR - https://trid.trb.org/view/1238494 ER - TY - RPRT AN - 01470625 AU - Schaefer, Vernon R AU - Maher, Ali AU - Hooks, John M AU - Foden, Andrew AU - Rutgers University, Piscataway AU - Federal Highway Administration TI - Summary Report on the FHWA LTBP Workshop to Identify Bridge Substructure Performance Issues: March 4–6, 2010, in Orlando, FL PY - 2013/01//Final Report SP - 90p AB - The Long-Term Bridge Performance (LTBP) program was created to identify, collect, and analyze research-quality data on the most critical aspects of bridge performance. To complete a thorough investigation of bridge performance issues, the Federal Highway Administration (FHWA) sponsored the “FHWA Workshop to Identify Bridge Substructure Performance Issues” in Orlando, FL, from March 4 to 6, 2010. The workshop included participants from FHWA, State transportation departments, academia, industry, and consultants. The workshop had three focal points: (1) identify bridge performance issues impacted by geotechnical factors, (2) identify data needs and data gaps related to the geotechnical performance issues, and (3) identify tools, technology development, and monitoring to address the data needs and data gaps. This report describes the results and recommendations of the workshop and presents them in the larger perspective of designing and implementing the LTBP program. KW - Bridge substructures KW - Bridges KW - Data quality KW - Geotechnical engineering KW - Needs assessment KW - Performance measurement UR - http://www.fhwa.dot.gov/publications/research/infrastructure/structures/ltbp/11037/11037.pdf UR - http://ntl.bts.gov/lib/46000/46700/46783/11037.pdf UR - https://trid.trb.org/view/1238487 ER - TY - RPRT AN - 01470573 AU - Yeh, Michelle AU - Raslear, Thomas AU - Multer, Jordan AU - Federal Railroad Administration TI - Understanding Driver Behavior at Grade Crossings through Signal Detection Theory PY - 2013/01 SP - 63p AB - This report uses signal detection theory (SDT) to model motorists’ strategies at grade crossings in order to understand the factors that influence such decisions and to establish a framework for evaluating the impact of proposed countermeasures. This report is intended to update and expand the original analysis conducted by Raslear (1996), which examined the effectiveness of grade crossing warning devices and determined whether their effectiveness was due to variations in the signal-to-noise ratio (sensitivity), bias to stop, or a combination of these two components of signal detection theory. This report documents the results of four empirical and theoretical tests of the SDT model to understand how different warning devices and countermeasures influenced drivers’ decisions at grade crossings in the 21 years from 1986 (as reported by Raslear) to 2007 (the most current year available when this effort began). In the first analysis, the authors compare accident data from 2007 with that from 1986 and describe the necessary adjustments to their assumptions in setting up the model. In the second analysis, the authors apply this revised framework to a more detailed historical analysis of driver at grade crossings. The third analysis describes the authors' test of the robustness of the SDT model and their application of SDT to predict the effect of proposed countermeasures and safety factors. The fourth analysis was based on a theoretical model to test the predictive abilities of the SDT framework through performance by an ideal observer. While the previous analyses examine the empirical changes in sensitivity and bias over time and with changes in the grade crossing environment, the analysis of the ideal observer posits theoretical mechanisms for those changes and compares theoretical outcomes with actual outcomes. KW - Behavior KW - Compliance KW - Crash data KW - Decision making KW - Detection and identification systems KW - Drivers KW - Mathematical models KW - Railroad grade crossings KW - Railroad safety KW - Railroad traffic control devices KW - Signal detection theory UR - http://www.fra.dot.gov/Elib/Document/2797 UR - http://ntl.bts.gov/lib/46000/46700/46744/TR_Understanding_Driver_Behavior_Grade_Crossing_Signal_Detection_Theory.pdf UR - https://trid.trb.org/view/1238496 ER - TY - RPRT AN - 01470016 AU - Nazzal, Munir D AU - Qtaish, Lana Abu AU - Ohio University, Athens AU - Ohio Department of Transportation AU - Federal Highway Administration TI - The Use of Atomic Force Microscopy to Evaluate Warm Mix Asphalt PY - 2013/01//Final Report SP - 108p AB - The main objective of this study was to use the Atomic Force Microscopy (AFM) to examine the moisture susceptibility and healing characteristics of Warm Mix Asphalt (WMA) and compare it with those of conventional Hot Mix Asphalt (HMA). To this end, different AFM techniques such as the tapping mode imaging and force spectroscopy experiments were conducted on two types of asphalt binders produced using various WMA technologies as well as a conventional HMA. The considered WMA technologies included: Advera, Evotherm M1, Sasobit, and foamed WMA. Dynamic Shear Rheometer (DSR) tests were conducted on the evaluated binders, and AASHTO T283 test was performed on mixtures prepared using those binders. The results of the AFM imaging showed that while the Sasobit additive has reduced the dimensions of the so called ‘bee-like’ structures within the neat and polymer modified asphalt binders, the other WMA technologies did not have any significant effect on these structures. In addition, the Sasobit resulted in increasing the relative stiffness of dispersed domains containing the ‘bee-like’ structure in comparison with the flat asphalt matrix for both types of binders, which explained the higher shear modulus values obtained in the DSR test for binders with this WMA additive. The results of the AFM force spectroscopy experiments indicated that all WMA technologies resulted in increasing the nano-scale adhesive forces for both types of asphalt binders prior to moisture conditioning. Advera and foamed WMA had the highest improvement to these forces, while the Sasobit had the least. This might be the cause for the lower indirect tensile strength value that was obtained for the Sasobit mixtures in comparison to other WMA mixtures. The AFM results also showed that the adhesive forces were significantly reduced due to moisture conditioning of the control and WMA 64-22 binders. However, the control and Evotherm WMA binders exhibited the least reduction, while the Advera WMA binder had the highest decrease, which may have contributed to reducing the tensile strength ratio values of the Advera 64-22 mixture. The Sasobit and Advera was also found to reduce the nano-scale cohesive forces within the considered asphalt binders upon moisture conditioning, indicating that it might adversely affect the cohesive bonds within the asphalt binder. The results of the AFM force spectroscopy experiments also suggested that the AASHTO T283 test results primarily depend on the adhesive forces between the aggregate and the binder. The AFM healing experiments indicated that all WMA technologies except the Sasobit resulted in improving the micro-crack closure rate in both types of asphalt binders considered in this study. In addition, only the Sasobit resulted in significant decrease in the cohesive bonding energy; indicating that it might adversely affect the intrinsic healing of the considered asphalt binders. On the contrary, the other WMA technologies improved the –OH cohesive bonding energy and did not significantly influence the –COOH cohesive bonding energy for both asphalt binders. Finally, the results of this study indicated that the AFM is a viable device to study the moisture damage and healing phenomena in asphalt materials. KW - Asphalt mixtures KW - Atomic force microscopy KW - Bituminous binders KW - Healing (Materials) KW - Microscopy KW - Microstructure KW - Moisture content KW - Rheometers KW - Warm mix paving mixtures UR - http://worldcat.org/arcviewer/7/OHI/2013/01/24/H1359045909012/viewer/file1.pdf UR - http://ntl.bts.gov/lib/46000/46700/46768/134626_FR.pdf UR - https://trid.trb.org/view/1237882 ER - TY - RPRT AN - 01469963 AU - Federal Highway Administration TI - EAR Program Research Results PY - 2013/01 SP - 10p AB - The Exploratory Advanced Research (EAR) Program addresses the need for longer term, higher risk research with the potential for long-term improvements to transportation systems - improvements in planning, building, renewing, and operating safe, congestion-free, and environmentally sound transportation facilities. The EAR Program seeks to leverage advances in science and engineering that could lead to breakthroughs for critical current and emerging issues in highway transportation. The results of EAR Program funded projects may include new fundamental insights and how they can be applied in highway transportation; new research methods, models, or data that can accelerate applied research; or new system concepts or prototypes, including laboratory testing and possibly limited field testing. The program does not fund projects through commercialization or deployment. Rather, results must be taken up by the research community, with the support of other funding sources. Through six solicitations, the EAR Program has awarded 50 projects (37 of which are ongoing as of September 2012) involving both government and academic researchers. These projects represent the investment of $43 million in Federal Highway Administration funds and leverage $17 million in matching funds. Additional projects will be funded in 2013. The following pages contain summary descriptions of the results of several recently completed research investigations. KW - Exploratory Advanced Research Program KW - Government funding KW - Highways KW - Long range planning KW - Research projects UR - http://www.fhwa.dot.gov/advancedresearch/pubs/13032/13032.pdf UR - https://trid.trb.org/view/1236763 ER - TY - RPRT AN - 01622403 AU - Granato, Gregory E AU - U.S. Geological Survey AU - Federal Highway Administration TI - Stochastic Empirical Loading and Dilution Model (SELDM) Version 1.0.0 PY - 2013 SP - 124p AB - The Stochastic Empirical Loading and Dilution Model (SELDM) is designed to transform complex scientific data into meaningful information about the risk of adverse effects of runoff on receiving waters, the potential need for mitigation measures, and the potential effectiveness of such management measures for reducing these risks. The U.S. Geological Survey developed SELDM in cooperation with the Federal Highway Administration to help develop planning-level estimates of event mean concentrations, flows, and loads in stormwater from a site of interest and from an upstream basin. Planning-level estimates are defined as the results of analyses used to evaluate alternative management measures; planning-level estimates are recognized to include substantial uncertainties (commonly orders of magnitude). SELDM uses information about a highway site, the associated receiving-water basin, precipitation events, stormflow, water quality, and the performance of mitigation measures to produce a stochastic population of runoff-quality variables. SELDM provides input statistics for precipitation, prestorm flow, runoff coefficients, and concentrations of selected water-quality constituents from National datasets. Input statistics may be selected on the basis of the latitude, longitude, and physical characteristics of the site of interest and the upstream basin. The user also may derive and input statistics for each variable that are specific to a given site of interest or a given area. SELDM is a stochastic model because it uses Monte Carlo methods to produce the random combinations of input variable values needed to generate the stochastic population of values for each component variable. SELDM calculates the dilution of runoff in the receiving waters and the resulting downstream event mean concentrations and annual average lake concentrations. Results are ranked, and plotting positions are calculated, to indicate the level of risk of adverse effects caused by runoff concentrations, flows, and loads on receiving waters by storm and by year. Unlike deterministic hydrologic models, SELDM is not calibrated by changing values of input variables to match a historical record of values. Instead, input values for SELDM are based on site characteristics and representative statistics for each hydrologic variable. Thus, SELDM is an empirical model based on data and statistics rather than theoretical physiochemical equations. SELDM is a lumped parameter model because the highway site, the upstream basin, and the lake basin each are represented as a single homogeneous unit. Each of these source areas is represented by average basin properties, and results from SELDM are calculated as point estimates for the site of interest. Use of the lumped parameter approach facilitates rapid specification of model parameters to develop planning-level estimates with available data. The approach allows for parsimony in the required inputs to and outputs from the model and flexibility in the use of the model. For example, SELDM can be used to model runoff from various land covers or land uses by using the highway-site definition as long as representative water quality and impervious-fraction data are available. KW - Concentration (Chemistry) KW - Dilution KW - Environmental risk assessment KW - Highways KW - Monte Carlo method KW - Runoff KW - Stochastic processes KW - Water quality management UR - https://pubs.er.usgs.gov/publication/tm4C3 UR - https://trid.trb.org/view/1442032 ER - TY - RPRT AN - 01593946 AU - Research and Innovative Technology Administration TI - National Transportation Atlas Databases 2013 PY - 2013 AB - The National Transportation Atlas Databases 2013 (NTAD2013) is a set of nationwide geographic databases of transportation facilities, transportation networks, and associated infrastructure. These datasets include spatial information for transportation modal networks and intermodal terminals, as well as the related attribute information for these features. Metadata documentation, as prescribed by the International Organization of Standards, is also provided for each database. The data support research, analysis, and decision-making across all modes of transportation. They are most useful at the national level, but have major applications at regional, State, and local scales throughout the transportation community. All data included here are in shapefile format. KW - Databases KW - Geographic information systems KW - Infrastructure KW - Intermodal terminals KW - Metadata KW - Spatial analysis KW - Transportation modes KW - Transportation, hydraulic and utility facilities UR - http://www.rita.dot.gov/bts/sites/rita.dot.gov.bts/files/publications/national_transportation_atlas_database/2013/index.html UR - http://ntl.bts.gov/lib/56000/56600/56699/NTAD_2013.zip UR - https://trid.trb.org/view/1400283 ER - TY - ABST AN - 01592627 TI - Refine Non-Destructive Testing to Improve Nurse Tank Safety, Phase III AB - The objective of this project is to refine the non-destructive metallurgical testing method and protocol for detecting cracks in nurse tanks used to support guidelines (via a rulemaking) for when to require repair or order a nurse tank out-of-service, and to examine possible relationship of crack initiation and propagation to thickness of the steel used to fabricate the tank. Results are to support a National Transportation Safety Board (NTSB) recommended rulemaking by the Pipeline and Hazardous Materials Safety Administration (PHMSA) to address non-destructive testing of nurse tanks. Pressurized nurse tanks are used as the containers to provide the anhydrous ammonia for injection as a nitrogen fertilizer into the soil of fields for crops needing such a fertilizer. Tank failure reports indicate the greatest challenges to maintaining tank integrity are stress corrosion cracking (SCC) that tend to initiate around unannealed welds, and locally created high stress areas caused by tank damage incurred during service. An unknown number of tanks manufactured in the 1950s through the 1970s that are still in use today were manufactured with higher strength steel, which is more prone to SCC. Then, beginning in 1999 with the new American Society of Mechanical Engineers (ASME) standards, nurse tanks started being manufactured with thinner steel, the welds are not annealed to relieve the very high residual stresses in the welded joints where SCCs could initiate and then propagate, and more recently manufacturers have begun using the thinnest possible steel stock meeting the ASME thickness requirement, which when fabricated has locations that do not meet the minimum thickness requirement. Refine the recommendations for non-destructive testing of nurse tanks to enable PHMSA to undertake the rulemaking recommended by NTSB. Revisit previously measured tanks to better determine the rate of propagation of the detected cracks over time, and the initiation of new ones. Refine the recommended testing protocol developed under Phases I and II, and make a refined estimate of crack propagation rate. KW - Corrosion KW - Cracking KW - Fertilizers KW - Improvements KW - Nondestructive tests KW - Safety KW - Safety factors KW - Tanks (Containers) UR - www.fmcsa.dot.gov UR - https://trid.trb.org/view/1400229 ER - TY - RPRT AN - 01590523 AU - Federal Highway Administration TI - Highway Statistics 2013 PY - 2013 SP - v.p. AB - This publication brings together an annual series of selected statistical tabulations relating to highway transportation in twelve major areas: (1) Bridges; (2) Highway Infrastructure; (3) Highway Travel; (4) Travelers (or System Users); (5) Vehicles; (6) Motor Fuel; (7) Revenue; (8) Debt Obligation for Highways; (9) Apportionments, Obligations, and Expenditures; (10) Conditions and Safety; (11) Performance Indicators; and (12) International. The data collected and published in the annual Highway Statistics is used by all levels of government and the public to assess the performance of the Nation's highway transportation system as well as identify future highway system options. Data are used for assessing highway system performance under FHWA's strategic planning and performance reporting process developed in accordance with requirements of the Government Performance and Results Act (GPRA) and for apportioning Federal-aid highway funds under Federal legislation. The information is used by FHWA to develop and implement legislation and by State and Federal transportation officials to adequately plan, design, and administer effective, safe, and efficient transportation systems. The data collected are essential to FHWA and Congress in evaluating effectiveness of the Federal-aid highway program providing a wide variety of related data that provide a representative cross section of the highway assets of the Nation. KW - Bridges KW - Debt KW - Drivers KW - Expenditures KW - Highway safety KW - Infrastructure KW - International KW - Motor fuels KW - Performance KW - Revenues KW - Statistics KW - Tables (Data) KW - Trend (Statistics) KW - United States KW - Vehicle miles of travel KW - Vehicles UR - https://www.fhwa.dot.gov/policyinformation/statistics/2013/ UR - https://trid.trb.org/view/1394936 ER - TY - CONF AN - 01571451 AU - Deguchi, Takashi AU - Tatsu, Kaoru AU - Saeki, Hidetsugu AU - Okabe, Tomosaburo AU - National Highway Traffic Safety Administration TI - Design Sensitivity Study of Passenger Airbag Shape to Meet Head Restraint Performance for Different Occupant Size in Frontal Impact PY - 2013 SP - 7p AB - Range of restraint performance needs to cover different occupant restraint conditions and occupant size in accordance to government regulation and New Car Assessment Programme (NCAP) tests. It should be effective in real-world safety also. There are several ways to accomplish the required safety performance. For example, adaptive system of airbag and belt load- limiter could be adjusted (i) depending on the occupant size, sensed by weight sensor and (ii) due to change in restraint condition, when buckle latch switch is introduced. The present study focused on the sensitivity of the airbag shape on occupant head restraint performance and investigated the possibility to meet the required level of restraint performance by manipulating only the airbag shape with the help of airbag stiffness performance diagram. In conclusion, to achieve the near optimum head restraint performance, by introducing S-shape in vertical direction at the center of the airbag instead of a Flat-shape airbag, the airbag stiffness can be tuned to meet performance requirements of two different size dummies AM50 and AF05 simultaneously. U1 - 23rd International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationSeoul,Korea, South StartDate:20130527 EndDate:20130530 Sponsors:National Highway Traffic Safety Administration KW - Air bags KW - Frontal crashes KW - Head KW - New Car Assessment Program (Ncap) KW - Occupant protection devices KW - Restraint systems KW - Shape UR - http://www-esv.nhtsa.dot.gov/Proceedings/23/isv7/main.htm UR - https://trid.trb.org/view/1360446 ER - TY - CONF AN - 01571448 AU - del Pozo de Dios, Eduardo AU - Alba, Juan José AU - Cisneros, Oscar AU - Avalle, Massimiliano AU - Scattina, Alessandro AU - Esnaola, Aritz AU - Pochettino, Giorgio AU - National Highway Traffic Safety Administration TI - Optimizing Vehicle Structure Architectures for Light Trucks PY - 2013 SP - 10p AB - Electric Vehicles (EVs) have experienced an incredible fast evolution. In the last few years almost every car manufacturer has presented its own EV prototype or fully functional vehicle and developing dedicated vehicles instead of the classical “General Purpose” concept is becoming more common. Most Electric Light Trucks existing already in the market still adopt the classic powertrain lay-out used in thermal engine vehicles. The European Commission (EC) co-funded OPTIBODY project is developing new modular structure architecture for a European L7e category vehicle focused on safety improvement and exploring the capabilities of modularity applied to safety and reparability. The OPTIBODY vehicle has been designed using a modular structure architecture composed of a chassis, a cabin and several add-ons. The cabin will provide improved levels of comfort, protection and ergonomics to the user and the add-ons will provide protection in case of frontal, side and rear impact, including also crash compatibility and interaction with vulnerable road users. Europe, United States, Canada, Japan and Australia were targeted for the initial analysis of the electric light vehicle worldwide situation to achieve the objectives of the project. The current light trucks fleet, accidentology and the requirements to be fulfilled by the vehicles were analyzed in the previous regions. The chassis, the cabin and the add-ons have been designed using new light materials and a modular concept to improve self and partner protection safety. The thermal engine has been removed and substituted by electrical in-wheels engines, and the extra space has been use to improve frontal impact and vulnerable road users protection. The requirements for certification of both L7e and low-speed vehicle categories in Europe and North America are very low in terms of safety and there is no mandatory crash test to evaluate neither pedestrian protection nor impact performance. OPTIBODY project has proposed frontal, side, rear and pedestrian impact tests and they have been use as targets to design the OPTIBODY vehicle to improve self and partner protection. Frontal crash test simulations showed an improvement in the cabin integrity and self and partner protection, as well as an improved pedestrian protection due to the extra space available, the use of new materials and the design of the add-on. The OPTIBODY vehicle adhered to the US commitment of Part 581 Zone, improving the crash compatibility of the vehicle. The use of modular architectures and new materials also improved the reparability of the vehicle. The OPTIBODY project is developing a new modular architecture for L7e vehicles that will provide an improvement in self and partner protection and reparability. Modularity has been only considered in this vehicle category and its applicability to other categories should be considered. L7e vehicles in Europe and low speed vehicles in the US have very poor safety requirements for certification. The OPTIBODY project is a good opportunity to show a great improvement in self and partner protection for L7e vehicles and also to explore how electric vehicles can improve the current levels of safety and the benefits of applying modularity to safety and reparability fields. U1 - 23rd International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationSeoul,Korea, South StartDate:20130527 EndDate:20130530 Sponsors:National Highway Traffic Safety Administration KW - Australia KW - Canada KW - Crashworthiness KW - Electric vehicles KW - Europe KW - Impact tests KW - Japan KW - Light trucks KW - Simulation KW - United States KW - Vehicle design KW - Vehicle safety UR - http://www-esv.nhtsa.dot.gov/Proceedings/23/isv7/main.htm UR - https://trid.trb.org/view/1360499 ER - TY - CONF AN - 01571444 AU - Jeong, Eunbi AU - Oh, Cheol AU - Lee, Jaewan AU - National Highway Traffic Safety Administration TI - Development of Methodology for Estimating Safety Benefits of Automatic Crash Notification Systems PY - 2013 SP - 8p AB - The automatic crash notification system (ACNS) is a well-known technology with promising potential to reduce the crash response time (CRT) of emergency medical services. Reducing CRT will contribute to saving the lives of and alleviating the severity of injuries for crash victims. To fully operate the ACNS, it is important to quantify the safety benefits, which is fundamental for justifying public investment. This study proposed a methodology for quantifying the effectiveness of the ACNS and applied the methodology to the Korean freeway system. The proposed methodology consists of three steps. Fist, a statistical model was developed to predict injury severity using ordered logistic regression. Second, the amount of reduced CRT that would result from the ACNS was estimated. The effectiveness of the ACNS, which are defined as the number of reduced fatalities and severe injuries, were derived after considering the market penetration rate (MPR). When the proposed methodology is applied to 2010 freeway crash data, the result that fatalities are reduced by 11.8-18.1% when there is a 100% MPR. The outcomes of this study support decision making for public investments and for establishing relevant traffic safety policies. U1 - 23rd International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationSeoul,Korea, South StartDate:20130527 EndDate:20130530 Sponsors:National Highway Traffic Safety Administration KW - Automatic crash notification KW - Crash data KW - Crash severity KW - Emergency response time KW - Fatalities KW - Korea KW - Logistic regression analysis KW - Methodology KW - Traffic crashes UR - http://www-esv.nhtsa.dot.gov/Proceedings/23/isv7/main.htm UR - https://trid.trb.org/view/1361777 ER - TY - CONF AN - 01571441 AU - Gierczycka-Zbrozek, Donata AU - Cronin, Duane AU - Lockhart, Phil AU - Watson, Brock AU - National Highway Traffic Safety Administration TI - Occupant and Vehicle Response for Offset Pole Crash Scenarios PY - 2013 SP - 5p AB - Vehicle impacts with fixed roadside structures, such as poles, constitute a significant portion of road fatalities in North America. The purpose of this study was to evaluate occupant response in pole crash scenarios for varying offsets, and to compare the current occupant-based metrics with vehicle-based. A Hybrid III anthropometric test device (ATD) was integrated with a mid-size sedan equipped with seatbelts and airbag. Impacts with deformable and rigid poles were investigated. The predicted response was higher for the rigid pole, and varied significantly with offset from the vehicle centreline. U1 - 23rd International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationSeoul,Korea, South StartDate:20130527 EndDate:20130530 Sponsors:National Highway Traffic Safety Administration KW - Air bags KW - Dummies KW - Fatalities KW - North America KW - Occupant protection devices KW - Poles (Supports) KW - Roadside structures KW - Seat belts KW - Traffic crashes UR - http://www-esv.nhtsa.dot.gov/Proceedings/23/isv7/main.htm UR - https://trid.trb.org/view/1361014 ER - TY - CONF AN - 01571437 AU - Eigen, Ana Maria AU - Digges, Kennerly AU - National Highway Traffic Safety Administration TI - Safety Changes in the US Vehicle Fleet by Vehicle Model Year PY - 2013 SP - 7p AB - National Automotive Sampling System Crashworthiness Data System (NASS/CDS)1995-2009 was the basis for evaluating safety changes in the vehicle fleet with model year. The analysis shows that the mean AIS 3+ HARM for belted drivers in 1996-2009 model year vehicles had decreased injuries in side and frontal crashes. Head injuries were the most reduced body region in frontal crashes, decreased by 40%; however, there was an increase in lower extremity injuries. Chest injuries were most reduced in side crashes, decreased by 25%. For rollovers, reduction in injuries for all body regions were observed in 2000 to 2009 model years compared to models up to five years earlier. For the most recent model years, a larger fraction of the AIS 3+ HARM occurred in severe rollover (more than 7 quarter-turns). U1 - 23rd International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationSeoul,Korea, South StartDate:20130527 EndDate:20130530 Sponsors:National Highway Traffic Safety Administration KW - Abbreviated Injury Scale KW - Crash injuries KW - Frontal crashes KW - Head KW - National Automotive Sampling System - Crashworthiness Data System KW - Rollover crashes KW - Side crashes KW - Thorax KW - Vehicle fleets UR - http://www-esv.nhtsa.dot.gov/Proceedings/23/isv7/main.htm UR - https://trid.trb.org/view/1360848 ER - TY - CONF AN - 01571436 AU - Won, Eugene AU - Kim, Jinwon AU - Kang, Sung-gi AU - Kim, Dongseok AU - National Highway Traffic Safety Administration TI - A Comparative Study between GMLAN Speed and GPS Reported Vehicle Speed by Vehicle Maneuver PY - 2013 SP - 9p AB - Some GM (General Motors) vehicles are using a GMLAN (General Motors Local Area Network) communication protocol for control and diagnostics. The airbag control module uses vehicle speed information from the GMLAN to record the vehicle speed as pre-crash information. In order to use the vehicle speed information for crash reconstruction purposes, it helps to be able to understand the accuracy of the data. The actual vehicle speed is not expected to be the same as the GMLAN indicated speed in some situations like a spin or if there is hard braking. This paper compares the actual vehicle speed and vehicle speed information during specific vehicle maneuvers. Actual vehicle speed is calculated from a GPS sensor, while GMLAN vehicle speed is calculated from transmission output sensor by the Engine control module (ECM). Vehicle maneuvers defined as Mode #1, Mode #2, Mode #3. The Mode #1 maneuver simulates wheel lock-up and skidding during Hard-braking at a specific speed. The Mode #2 maneuver simulates a 90 degree turn using a J-turn maneuver at a specific speed. The Mode #3 maneuver simulates a 180 degree turn using a spin type of maneuver at a specific speed. The study then compares the GMLAN speed and GPS speed to see what speed difference exists between them. The results of this paper are applicable to GM vehicles only. This paper catalogs the performance and limitations of two vehicles as useful reference for crash reconstructions where there is a need to understand the speed indicated in the pre-crash section of the SDM data. U1 - 23rd International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationSeoul,Korea, South StartDate:20130527 EndDate:20130530 Sponsors:National Highway Traffic Safety Administration KW - Crash reconstruction KW - Engine Control Module (ECM) KW - General Motors automobiles KW - Global Positioning System KW - Local area networks KW - Precrash phase KW - Skidding KW - Speed KW - Traffic simulation UR - https://trid.trb.org/view/1361768 ER - TY - CONF AN - 01571434 AU - Ishida, Katsutoshi AU - Watanabe, Norihiro AU - Inomata, Hiroyuki AU - National Highway Traffic Safety Administration TI - Progress and Future of JNCAP PY - 2013 SP - 5p AB - In 2011, the Japan New Car Assessment Program (JNCAP) started a new test on motor vehicle performance in pedestrian leg protection ahead of the introduction of government legislation. The Agency also started testing the performance of electric vehicles and hybrid electric vehicles in protecting occupants from high voltage electric shocks after collision. Furthermore, the Agency improved its seat belt reminder evaluation from simply publishing whether or not the vehicle has reminders to include a five-point rating of each reminder based on the effect of visual/audio alarms on the use of seat belts. Thanks to improvements in automotive safety, the number of traffic deaths has been decreasing. In 2008, however, the number of pedestrians killed in traffic accidents exceeded the number of deaths among vehicle occupants for the first time, and has continued to do so. Recognizing that the protection of pedestrians in traffic accidents had become as important as that of vehicle occupants, JNCAP launched in 2011 a new overall safety performance evaluation aimed at protecting not only vehicle occupants but also pedestrians. On the other hand, merely improving the collision safety performance of motor vehicles is not sufficient to substantially reduce deaths and injuries in traffic accidents. It is vital to promote the spread of motor vehicles with equipment and performance that can avoid accidents in the first place, by conducting evaluations of motor vehicles with preventive safety technologies as part of the new car assessment. In 2012, NASVA drew up a plan setting out milestones for the introduction of evaluations of preventive safety technologies and is now carrying out related research. U1 - 23rd International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationSeoul,Korea, South StartDate:20130527 EndDate:20130530 Sponsors:National Highway Traffic Safety Administration KW - Crash injuries KW - Electric vehicles KW - Fatalities KW - Hybrid vehicles KW - Japan New Car Assessment Program (JNCAP) KW - Pedestrian safety KW - Pedestrian-vehicle crashes KW - Traffic crashes KW - Vehicle safety UR - http://www-esv.nhtsa.dot.gov/Proceedings/23/isv7/main.htm UR - https://trid.trb.org/view/1360604 ER - TY - CONF AN - 01571430 AU - Gibbons, Ronald B AU - Meyer, Jason AU - Rau, Paul S AU - Price, Markus L AU - National Highway Traffic Safety Administration TI - Impact of Correlated Color Temperature of Headlamps on Visibility PY - 2013 SP - 11p AB - The purpose of this project was to provide an initial investigation into the effects of different light source correlated color temperatures (CCT) on detection and color recognition of roadway objects and pedestrians. This project included an investigation of both the light source spectrum from the overhead lighting spectrums as well as correlated color temperature from vehicle headlamps. The detection of pedestrians and small objects along the roadway edge was measured on the Virginia Smart Road. Here the objects were located at specific points along the roadway and participant drivers performed a detection task. The point of first detection was recorded and the detection distance calculated. The objects appeared under high-pressure sodium (HPS) and light-emitting diode (LED) overhead lighting systems, as well as headlamps filtered to resemble LED and the amber overhead HPS sources. The primary results from this investigation indicate that: 1) There is not a significant difference in terms of pedestrian detection and targets located immediately alongside the roadway between the correlated color temperature of the vehicle headlamps within the range selected ; 2) Overhead lighting is a significant factor in the detection and color recognition of pedestrian clothing, but results indicate that it is the intensity – not necessarily the color – of the lighting that makes it a significant factor; The tasks considered in this investigation were primarily foveal, meaning that pedestrians were within the line of sight of the driver. However, most spectral impact is expected to be in the periphery of the visual field. Part of this investigation considered the extent to which peripheral vision plays a role in object detection for a driver. Further investigation using a more extensive peripheral detection component is required to more fully explore the impact of the light source to the periphery. As light sources transition to new technologies, light source spectrum is becoming a significant safety aspect of the roadway environment. The impact of the correlated color temperature of the headlamp is not significant in the foveal detection of pedestrians and objects within the range investigated. Further investigation of the peripheral impact of these light sources on pedestrian and driver safety is ongoing. U1 - 23rd International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationSeoul,Korea, South StartDate:20130527 EndDate:20130530 Sponsors:National Highway Traffic Safety Administration KW - Headlamps KW - Light emitting diodes KW - Night visibility KW - Pedestrian detectors KW - Pedestrian safety KW - Street lighting KW - Virginia UR - http://www-esv.nhtsa.dot.gov/Proceedings/23/isv7/main.htm UR - https://trid.trb.org/view/1361092 ER - TY - CONF AN - 01571425 AU - Komeno, Fumihito AU - Koide, Teruhiko AU - Miyagawa, Toshihito AU - Saito, Takuhiro AU - Sukegawa, Yoshihiro AU - Ito, Daisuke AU - Asaoka, Michihisa AU - Yamada, Hiroaki AU - National Highway Traffic Safety Administration TI - Crash Sled Test Based Evaluation of a Precrash Seatbelt and an Airbag to Enhance Protection of Small Drivers in Vehicles Equipped with Autonomous Emergency Braking Systems PY - 2013 SP - 8p AB - The Autonomous Emergency Braking (AEB) systems are rapidly spreading among current vehicles. In addition to the evident benefits associated with the reduction of impact speed, the AEB produces changes in the driver's posture due to inertia. Such changes need to be considered in the design process of restraint systems to optimize the protection of different occupants under all possible scenarios derived from the application of the AEB. The objective of this study is to quantify, in terms of potential reduction of injury indicators at frontal crash scenarios, two new techniques based features: 1) In-positioning function of a motorized pre-crash seatbelt (PSB) that pulls the webbing into the retractor during a pre-impact braking, 2) Enhanced interaction of an airbag with out-of-position occupants by means of a widely deployment airbag. A series of crash sled tests were conducted with a sled system that produces controlled pre-impact braking and frontal crashes. Modified 50th percentile male and 5th percentile female Hybrid III dummies were used in order to reproduce more accurately human upper body's ability to flex forward under pre-impact braking conditions. The modifications were done at the abdomen-lumbar region and were validated against low speed sled tests with volunteers. The dummies were placed on the sled system and restrained with either a conventional seatbelt or a PSB, in combination with either a normal airbag or a widely deployment airbag. The pre-crash sled was accelerated to a speed of 64 km/h followed by a 0.8 g deceleration, prior to collision against a barrier at a speed of 48 km/h. Less upper body forward motion during pre-impact braking was observed for the dummies with PSBs, compared to those with conventional seatbelts. This confirmed that the PSB was effective in restraining dummy's posture, thus leading to a proper restraint by the airbag and decreased injury values at the head-neck region. These observations were more pronounced for the 5th percentile female Hybrid III dummy. In addition, the widely deployment airbag contributed to the reduction of injury values. U1 - 23rd International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationSeoul,Korea, South StartDate:20130527 EndDate:20130530 Sponsors:National Highway Traffic Safety Administration KW - Air bags KW - Automatic braking KW - Automatic seat belts KW - Crash injuries KW - Dummies KW - Posture KW - Restraint systems KW - Sled tests UR - http://www-esv.nhtsa.dot.gov/Proceedings/23/isv7/main.htm UR - https://trid.trb.org/view/1360438 ER - TY - CONF AN - 01571422 AU - Kildare, Shaun AU - Digges, Kennerly AU - National Highway Traffic Safety Administration TI - Characteristics of Crashes with Multiple Frontal Impacts PY - 2013 SP - 15p AB - Data from the National Automotive Sampling System – Crashworthiness Data System (NASS CDS) were analyzed to determine the characteristics of multiple- frontal impact crashes with the objective of identifying opportunities for employing safety systems. Multiple impacts initiated by a frontal impact accounted for about 24% of the population of seriously injured (MAIS 3+) drivers in recent model passenger vehicles. Multiple frontal impacts alone accounted for 10% of the seriously injured driver population. Lane departure and roadway departure were the most frequent pre-crash events. The proportion of kinetic energy remaining after the first impact was identified as a possible predictor of the likelihood of multiple impacts. U1 - 23rd International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationSeoul,Korea, South StartDate:20130527 EndDate:20130530 Sponsors:National Highway Traffic Safety Administration KW - Active safety systems KW - Crash characteristics KW - Crash injuries KW - Frontal crashes KW - Lane departures KW - National Automotive Sampling System - Crashworthiness Data System KW - Ran off road crashes UR - http://www-esv.nhtsa.dot.gov/Proceedings/23/isv7/main.htm UR - https://trid.trb.org/view/1360435 ER - TY - CONF AN - 01571421 AU - McIntosh, Andrew AU - Grzebieta, Raphael AU - National Highway Traffic Safety Administration TI - Motorcycle Helmet Standards – Harmonisation and Specialisation? PY - 2013 SP - 10p AB - There are a number of major motorcycle helmet standards, e.g. AS/NZS 1698, DOT, JIS T 8133, Snell M2010 and UN/ECE 22. With international trade agreements, on-line purchasing, and motorcycling growth there is a need to assess whether there is scope for harmonising motorcycle helmet standards as well as specialising standards for specific environments. This paper will compare and contrast standards requirements and consider opportunities for improvements and international harmonisation. A desktop review of standards, motorcycle helmet and relevant biomechanical literature was undertaken. The results of impact performance tests on 31 helmets that met at least AS/NZS 1698 and combinations of other standards were assessed by standard certification. Tests included 2.5m flat and hazard anvil impacts with an International Organization for Standardization (ISO) “M” headform. Peak headform acceleration was measured. Results from oblique impact tests on motorcycle helmets were evaluated in terms of identifying the benefits of such a test. The test rig consisted of a Hybrid III head and neck falling on guided rails onto the top of a powered striker plate. Tests were conducted up to a drop height of 1.5 m and a horizontal speed of 35 km/h. Linear and angular headform acceleration were evaluated. There are many commonalities between each standard, but there are subtle to substantial differences also. All standards have tests of acceleration management, retention system strength and stability. No standard has a true oblique impact test and chin bar assessment is varied. There are no studies that compare the performance of helmets in real world crashes by standard certification. There were few significant differences in helmet performance in lab tests by standard certification, particularly when only full-face helmets were included in the analysis. There was an overall correlation (Pearson Correlation = 0.60 (p<0.01)) between helmet mass and impact performance. Average maximum linear and angular headform accelerations for four helmets in oblique impact tests were 150g (SD=30) and 9.5rad/s² (SD=3.3), respectively. Motorcycle helmets have been shown to reduce the risk of death by 42% and head injury by 69%. Mild traumatic brain injury appears to be the prevalent form of injury suffered by helmeted motorcyclists. Although there are differences between each standard, some potentially would make at best only a marginal difference in a crash. Some, such as Snell M2010 appear to be associated with heavier helmets. Oblique helmet testing can identify performance differences between helmets that are related to injury mechanisms not assessed directly by current standards. The climate and road environment are issues that need to be considered and might lead to helmet specialisation as found in JIS T 8133. In other words, operators of low powered motorcycles in hot and humid climates might have a helmet certified to a different part of a common standard compared to operators of high powered motorcycles ridden at speed on major roads. Also critical to the motorcyclists is the incorporation of a quality control system including batch testing. These issues indicate opportunities exist for harmonisation, specialisation and improvement in motorcycle helmet standards that will benefit motorcyclists, government, trade and road safety groups. U1 - 23rd International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationSeoul,Korea, South StartDate:20130527 EndDate:20130530 Sponsors:National Highway Traffic Safety Administration KW - Acceleration (Mechanics) KW - Certification KW - Crash injuries KW - Impact tests KW - Motorcycle helmets KW - Standards KW - Traumatic brain injuries UR - http://www-esv.nhtsa.dot.gov/Proceedings/23/isv7/main.htm UR - https://trid.trb.org/view/1360733 ER - TY - CONF AN - 01571419 AU - Furas, Alejandro AU - Sandner, Volker AU - National Highway Traffic Safety Administration TI - The Pilot Phases of Latin NCAP: How Far Is the Market from Improvement? PY - 2013 SP - 5p AB - Since 2010 Latin New Car Assessment Program (NCAP) has been testing the most popular models in Latin America. It was demonstrated that Latin America's best selling models are 20 years behind Europe, United States (US), Japan, Australia in terms of vehicles safety. How far is the market in Latin America from an improvement in the best selling models’ safety?. 27 different models were tested since 2010 in Latin NCAP phases 1, 2 and 3. The results obtained during the test as well as the inspections supplied the data for the discussion of results. The most basic equipped versions, which are the ones selected by Latin NCAP, showed that the absence of airbags exposed the passenger dummies to serious injuries. The structural performance of the passengers’ compartment was weak to poor in the best selling models of Latin America. Latin NCAP also tested cars that looked exactly like the European models but their structure showed a poorer performance in the crash test. In the case of the Child Occupant the main reasons for the low star rating were incompatibility of CRS-vehicle seat and seatbelts, poor labelling and poor dynamics in several cases. The results are limited to the tested models. But considering the annual sales volume of 250.000 units of the best selling model in the region, the coverage of the results in terms of drivers and their families reached is considerably important. Considering the poor structural performance, and also the old platforms being used to produce popular cars in Latin America, the Industry will have to bring to the market new or improved platforms, with better performance in occupants’ protection. This should come as the governments make the local regulations tougher, but Latin NCAP is already helping to bring changes faster. U1 - 23rd International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationSeoul,Korea, South StartDate:20130527 EndDate:20130530 Sponsors:National Highway Traffic Safety Administration KW - Air bags KW - Automobile industry KW - Crash injuries KW - Impact tests KW - Latin America KW - Latin New Car Assessment Program KW - Regulations KW - Vehicle occupants KW - Vehicle safety KW - Vehicle tests UR - http://www-esv.nhtsa.dot.gov/Proceedings/23/isv7/main.htm UR - https://trid.trb.org/view/1360617 ER - TY - CONF AN - 01571417 AU - Paine, David AU - Paine, Michael AU - Wall, John AU - Faulks, Ian AU - National Highway Traffic Safety Administration TI - Development of an Assessment Protocol for After-Market Speed Limit Advisory Devices PY - 2013 SP - 8p AB - Advisory Intelligent Speed Assist (ISA) systems are those that integrate data about vehicle location with information about the speed limit of the current section of road and direction of travel, and which will alert the driver if the speed limit is exceeded. The authors examine the potential of after-market portable navigation devices (e.g., smartphones and portable satellite navigation devices) to inform drivers about posted speed limits and to assist them to travel within the speed limits. Data sources include ISA effectiveness studies, manufacturer's product specifications, Global Navigation Satellite System (GNSS) signal and device positioning theory, information related to performance characteristics and method of operation of GNSS signal emulators, digital speed limit maps provided with ISA-related software and human factors research associated with in-vehicle alerts. At the time of the research project there were no standards or assessment protocols directly relevant to assessing after-market ISA devices therefore a draft assessment protocol was developed. It was found that it is feasible to assess and rate the performance of after-market ISA devices in an objective and repeatable manner. It is estimated that the better performing devices could reduce fatal and serious crashes by around 19% assuming widespread fleet penetration. An analysis of various implementations scenarios shows that a modest uptake in advisory ISA enabled PNDs is required to break even on implementation costs. U1 - 23rd International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationSeoul,Korea, South StartDate:20130527 EndDate:20130530 Sponsors:National Highway Traffic Safety Administration KW - After market KW - Automatic vehicle location KW - Automobile navigation systems KW - Global Navigation Satellite System KW - Intelligent speed adaptation KW - Intelligent vehicles KW - Portable equipment KW - Smartphones KW - Speed limits UR - http://www-esv.nhtsa.dot.gov/Proceedings/23/isv7/main.htm UR - https://trid.trb.org/view/1361044 ER - TY - CONF AN - 01571416 AU - Mynatt, Mark AU - Radja, Greg AU - National Highway Traffic Safety Administration TI - Precrash Data Collection in NHTSA’s Crash Databases PY - 2013 SP - 11p AB - The National Highway Traffic Safety Administration (NHTSA) has been gathering precrash information in its nationally representative crash data collection programs since the early 1980’s. The various precrash elements, which describe the actions of a vehicle and driver leading up to a crash, will be a key source of data as focus on crash avoidance countermeasures and intelligent transportation systems increase in the automotive safety community. The purpose of this paper is to describe the evolution of precrash coding in NHTSA’s crash databases and briefly explain the methodology that provides the basis for these elements. Additionally, the paper will offer an overview of the precrash detail available and differing data collection techniques used in the National Automotive Sampling System (NASS) General Estimates System (NASS-GES), the NASS Crashworthiness Data System (NASS-CDS), and the National Motor Vehicle Crash Causation Survey (NMVCCS). A set of crashes common to all three nationally representative programs will be examined, comparing the precrash element coding and discussing limitations to consider when using data from each of the programs. U1 - 23rd International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationSeoul,Korea, South StartDate:20130527 EndDate:20130530 Sponsors:National Highway Traffic Safety Administration KW - Countermeasures KW - Crash causes KW - Crash data KW - Data collection KW - General Estimates System KW - Intelligent transportation systems KW - National Automotive Sampling System - Crashworthiness Data System KW - National Motor Vehicle Crash Causation Survey KW - Precrash phase KW - Traffic crashes KW - U.S. National Highway Traffic Safety Administration UR - http://www-esv.nhtsa.dot.gov/Proceedings/23/isv7/main.htm UR - https://trid.trb.org/view/1361764 ER - TY - CONF AN - 01571409 AU - Kim, Dongseok AU - Lee, Mansu AU - Kim, Jeasu AU - Han, Jaenyung AU - Park, Jaewon AU - Yu, Sangha AU - National Highway Traffic Safety Administration TI - A Study of Dummy Kinematic and Restraint System for IIHS Small Overlap Frontal PY - 2013 SP - 6p AB - The IIHS (Insurance Institute for Highway Safety) introduced the small overlap frontal crash test in 2012. The small overlap frontal crash performance is evaluated in terms of injury assessment, structural assessment, and restraint and dummy kinematics. The test involves limited horizontal structural engagement at the corner. The small overlap condition is designed such that longitudinal structural members of vehicle have less interaction than during the IIHS’ moderate overlap frontal test. Dummy kinematics can be affected if the structure does not absorb the crash impact energy or the driver airbag is not in position to provide restraint to the head. In the IIHS Status Report newsletter (Issue 47, No. 6 August 14, 2012) the IIHS’ small overlap test results showed that most of the injury assessments were similar to that of the IIHS’ moderate offset crash tests. However, vehicle structure and dummy kinematics were more severe in the small overlap as compared to the IIHS’ moderate offset crash test. This study provides restraint system development guidance for dummy head protection in the IIHS’ small overlap crash condition. U1 - 23rd International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationSeoul,Korea, South StartDate:20130527 EndDate:20130530 Sponsors:National Highway Traffic Safety Administration KW - Air bags KW - Crash injuries KW - Dummies KW - Impact tests KW - Insurance Institute for Highway Safety KW - Kinematics KW - Restraint systems UR - http://www-esv.nhtsa.dot.gov/Proceedings/23/isv7/main.htm UR - https://trid.trb.org/view/1360512 ER - TY - CONF AN - 01571405 AU - Choi, Hyung Yun AU - Lee, Inhyeok AU - Lee, June Soo AU - Kim, Young Man AU - Kim, Hyunjin AU - National Highway Traffic Safety Administration TI - A Study on Mechanical Characteristics of Lithium-Polymer Pouch Cell Battery for Electric Vehicle PY - 2013 SP - 10p AB - In order to characterize deformation and failure behaviors of Lithium-Polymer pouch cell battery and its components, various mechanical tests were performed. Uniaxial tensile properties of electrodes, separator, and pouch cover were obtained from coupon tests. Effects of temperature and strain rate on the mechanical behavior were also investigated. The three-point bending tests with and without pouch vacuum were performed to quantify the stiffening effect due to the pouching vacuum as well as quantifying the bending rigidity and failure load of the pouch cell. Static and dynamic pin drop tests were also carried out to investigate the failure mode and impact energy threshold for the perforation. The vibration responses, i.e., natural frequencies of pouch cell were obtained from impact hammer and shaker excitation tests. A finite element model of pouch cell using shell and membrane elements was also constructed. The same number of stacking layers in separator/electrode assembly was represented in the model. The solid state electrolyte that occupies very tiny volume between layers in the pouch was modeled by tied option of which the normal and shear moduli were calibrated from the three-point bending simulation. U1 - 23rd International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationSeoul,Korea, South StartDate:20130527 EndDate:20130530 Sponsors:National Highway Traffic Safety Administration KW - Battery electrodes KW - Electric vehicles KW - Finite element method KW - Lithium batteries KW - Mechanics KW - Temperature KW - Vibration UR - https://trid.trb.org/view/1360455 ER - TY - CONF AN - 01571402 AU - Beuse, Nathaniel AU - Harper, Clarke AU - Shain, Kellen AU - National Highway Traffic Safety Administration TI - A Comparison of Vehicle Alert Modalities' Time-To-Collsion Warnings Triggered by the Vehicle's Controller Area Network System PY - 2013 SP - 8p AB - Currently, the time-to-collision (TTC) is determined as the time when external instrumentation measures a data flag from the Controller Area Network (CAN) signal or at the time an alert modality can be used to evaluate the performance of a vehicle’s Forward Collision Warning (FCW) system for the National Highway Traffic Safety Administration's (NHTSA's) New Car Assessment Program (NCAP). Many vehicle manufacturers assess FCW performance using the digital signal from the CAN to determine the onset of a warning which can then be used to determine compliance with TTC timing requirements listed in NHTSA’s performance test procedure provided at www.regulations.gov in docket number NHTSA-2006-26555-0128. NHTSA has observed that the onset of an FCW alert can be substantially delayed when compared to the activation time of the CAN signal. The purpose of this paper is to compare the timing of the CAN signal to the actual visual and audial alerts obtained during the same trial, to determine the extent of these differences, and how they vary by vehicle manufacturer. The CAN signal and two alert modalities (visual and sound) for seven vehicles were collected by Dynamic Research, Inc., and the subsequent TTCs were calculated using the test procedures and equations established by the agency. Data from the seven vehicles were analyzed for three separate test configurations. Initial analysis did not separate the vehicles by manufacturer; however, upon noticing a linear trend between the CAN signal and visual alerts, the data was grouped by manufacturer for further analysis. A strong linear relationship (R²>0.8) was discovered between visual and CAN signal warnings, which correlates to a constant amount of delay between the CAN and visual alerts for all seven (7) vehicles as well as the audial and CAN signal warnings for four (4) of the seven (7) test vehicles. For the remainder of the vehicles, an inconsistent delay was exhibited within models. The audial–CAN relationship was not discovered until vehicle data was separated by manufacturer. Vehicles that exhibited a constant delay from when the CAN data flag was issued to when the visual or the audial alert was measured were more likely to pass the TTC requirements. Certain models had visual and audial alert modalities occur after the minimum safe TTC has passed. As a result, this paper will also attempt to conjecture potential reasons for the differences delay in the FCW alert modalities timing compared to that of the CAN data flag. U1 - 23rd International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationSeoul,Korea, South StartDate:20130527 EndDate:20130530 Sponsors:National Highway Traffic Safety Administration KW - Controller Area Network (Computer network) KW - Crash avoidance systems KW - Fatalities KW - Frontal crashes KW - Intelligent vehicles KW - New Car Assessment Program (Ncap) KW - Test procedures KW - Time to collision KW - Traffic crashes KW - U.S. National Highway Traffic Safety Administration UR - http://www-esv.nhtsa.dot.gov/Proceedings/23/isv7/main.htm UR - https://trid.trb.org/view/1361020 ER - TY - CONF AN - 01571395 AU - Min, Junyong AU - Bae, Hanil AU - Bae, Jinho AU - National Highway Traffic Safety Administration TI - Development of Driver Airbag LRD Technology Using the Single Stage Inflator PY - 2013 SP - 7p AB - North America crash regulations established regulations that require airbags mounted in 1994, and began to emphasize the need for a secondary safety device. But over time, the pressure due to the strong airbag fatalities had been occurring. So, airbag supplier and car maker had developed 30% reduction de-powered airbags compared with full- power airbag. But, An adequacy of airbag pressure in infants on the front seat and for unbelted small women had been discussed by National Highway Traffic Safety Administration (NHTSA). Finally NHTSA released the FMVSS208 Advanced airbag regulation for out of position small female driver, unbelted small occupant and infants on the front seat. To satisfy the Advanced airbag regulations, car makers have applied dual-stage inflator airbag, driver seat track position sensor and occupant detection and classification sensor for passenger. Especially for static deployment fatalities about out- of-positioned driver, dual stage inflator must have been applied to driver airbag. The research and development method satisfying the FMVSS208 advanced airbag regulation with single stage inflator driver airbag will be discussed in this paper. The various and detailed inflator performance requirement, driver airbag design method (cover tear line, cushion folding and proper initial cushion deployment shape) and layout (parts around the status of the airbag mounted on the steering wheel for the driver's seat and minimum requirement between STRG WHL and other parts) will be addressed focusing on Completed the development of the case in this paper. U1 - 23rd International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationSeoul,Korea, South StartDate:20130527 EndDate:20130530 Sponsors:National Highway Traffic Safety Administration KW - Air bags KW - Children KW - Federal Motor Vehicle Safety Standards KW - Females KW - Front seat occupants KW - Infants KW - North America KW - Regulations KW - Seat belts KW - U.S. National Highway Traffic Safety Administration UR - http://www-esv.nhtsa.dot.gov/Proceedings/23/isv7/main.htm UR - https://trid.trb.org/view/1361283 ER - TY - CONF AN - 01571392 AU - LeBlanc, David J AU - Gilbert, Mark AU - Stachowski, Steve AU - Blower, Daniel AU - Flannagan, Carol A AU - Karamihas, Steve AU - Buller, William T AU - Sherony, Rini AU - National Highway Traffic Safety Administration TI - Advanced Surrogate Target Development for Evaluating Pre-Collision Systems PY - 2013 SP - 7p AB - This paper presents the requirements, design, and resulting performance of a new surrogate target for evaluating pre-collision systems (PCS) that include crash imminent braking and dynamic brake support. The design addresses several criteria for rear-end crash scenarios, including three critical and conflicting criteria: enabling high relative impact speed, maintaining a radar signature that is representative of real vehicles, and minimizing expenses and complexity of fabrication and usage. Test scenarios for evaluating PCS are developed using analyses of United States (US) crash data sets, including General Estimates Systems and the Crashworthiness Data System (including its electronic data recording data). Test procedures were developed, leveraging previous work in this area. Surrogate target design requirements were developed, notably new requirements for “impactability,” or the ability to be struck repeatedly without damage or safety risks, and 77 GHz radar scattering characteristics. Robustness to higher impact speeds allow testing in severe crash scenarios. Radar characteristics were addressed using a new data set generated using instrumentation-grade radar to scan the rear ends of 25 actual vehicles at numerous angles. The radar scan data was used to create a recommended set of scattering elements to be applied to a radar- neutral structure. A novel approach to the structure was used, emphasizing low cost, weight, resilience, and, safety in higher speed impacts. This approach is intended to present a radar- representative vehicle target to the PCS under test, while allowing the target to be fabricated easily and inexpensively. The target is intended for PCS development as well as formal testing. Work continues to refine the target’s signature for vision- and LIDAR-based systems, and an instrumentation system is being fitted to test PCS vehicles in extended use. This work is significant for its contribution to surrogate target work in the emerging area of PCS with crash-imminent braking and dynamic brake support systems. Higher impact speeds and improved radar signatures will improve the correlation between pre-crash system performance in the real world and the outcome of performance testing on the track. Simpler and lower-cost targets allow wider use and perhaps better PCS designs. U1 - 23rd International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationSeoul,Korea, South StartDate:20130527 EndDate:20130530 Sponsors:National Highway Traffic Safety Administration KW - Automatic braking KW - Crash avoidance systems KW - Crashworthiness KW - Dummies KW - Impact tests KW - Rear end crashes KW - Test procedures KW - Traffic crashes KW - United States UR - http://www-esv.nhtsa.dot.gov/Proceedings/23/isv7/main.htm UR - https://trid.trb.org/view/1361024 ER - TY - CONF AN - 01571391 AU - Bhosale, Prashant V AU - National Highway Traffic Safety Administration TI - Exploratory Study on the Suitability of an Airbag for an Indian Motorcycle Using Finite Element Computer Simulations of Rigid Wall Barrier Test PY - 2013 SP - 16p AB - Airbag’s feasibility for the large touring motorcycles in mitigating severe injuries or avoiding fatality to the rider in a fatal crash has been established. However, airbag’s suitability is not yet established for the smaller motorcycles which are used in India and other South Asian Countries; as means of transport rather than amateur riding. The current study is a first of its kind to address an issue of safety of Indian motorcyclists in a fatal crash by airbag. Study was aimed at finding appropriate: triggering time of airbag inflation process, backing surface, location and orientation of airbag module, and size of the airbag; in restraining effectively and absorbing maximum kinetic energy of the rider in the primary fatal impact with the rigid wall barrier. The study undertaken was the great challenge in the developing country such as India where there is no facility to conduct an actual barrier test on a motorcycle with a dummy installed with all the instrumentations. It is also extremely difficult to get the data and design details of every object used in the actual crash tests conducted elsewhere in the world. As per ISO 13232 standards, rigid wall barrier test simulations of motorcycle with airbag and rider were performed to arrive onto any conclusions. A Finite Element (FE) model of a representative Indian motorcycle of 100cc was developed which behaved realistically in the barrier test simulation. The developed realistic models of folded airbag, MATD neck and helmet were used. MATD neck was integrated into the available ATD model. All the FE models of the components were integrated to have a complete system to conduct barrier test simulations in 90 degree and 45 degree angles of impact. Simulations were performed using nonlinear FE software Pamcrash™. It was found that the sensor time should be lowest possible for triggering airbag inflation process due to smaller space available with the motorcycle. A need of a backing surface was felt for properly restraining the rider by airbag. Different alternate arrangements were studied to find out proper location and orientation of the airbag module in the motorcycle. Effect of different sizes of airbag was studied in absorbing the kinetic energy of the rider during the crash. The study found out appropriate triggering time, backing surface, location and orientation of airbag module and airbag size in effectively restraining and absorbing maximum kinetic energy of the rider in the fatal crash. The scope of the study was the primary impact, where the rider’s head impacts into the rigid wall barrier in the fatal crash. The study has not considered following: a scenario of fall of a rider on the ground, angular impact sensitivity analysis, presence of a pillion rider, and full scale crash tests mentioned in ISO 13232 standards. At the end of this study it can be said that the broader research question of suitability of the airbag in Indian motorcycle in mitigating injuries to the rider in the fatal crash is answered in affirmative. U1 - 23rd International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationSeoul,Korea, South StartDate:20130527 EndDate:20130530 Sponsors:National Highway Traffic Safety Administration KW - Air bags KW - Crash injuries KW - Finite element method KW - Impact tests KW - India KW - Kinetic energy KW - Motorcycles KW - Simulation UR - http://www-esv.nhtsa.dot.gov/Proceedings/23/isv7/main.htm UR - https://trid.trb.org/view/1360773 ER - TY - CONF AN - 01571387 AU - Rudd, Rodney W AU - National Highway Traffic Safety Administration TI - Characteristics of Injuries in Fatally Injured Restrained Occupants in Frontal Crashes PY - 2013 SP - 19p AB - Frontal crashes have been studied extensively and have been the target of many regulatory and motor vehicle safety-enhancement efforts. While fatalities in frontal crashes, and in crashes in general, have decreased over time, there is still interest in understanding the issues that lead to these continued fatalities. This study is an extension of a prior effort that involved in-depth reviews of frontal crash fatality cases, but is conducted from an injury perspective. Occupants who were involved in frontal crashes and restrained by a seat belt and deployed frontal air bag of late-model vehicles were selected from the National Automotive Sampling System - Crashworhtiness Data System and Crash Injury Research and Engineering Network databases. The cases were individually reviewed, and key factors that contributed to the fatal nature of the crash were identified based on coded data elements and other evidence in the case. Cause of death information was further analyzed along with the coded injury causation data and occupant time-to-death. U1 - 23rd International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationSeoul,Korea, South StartDate:20130527 EndDate:20130530 Sponsors:National Highway Traffic Safety Administration KW - Crash causes KW - Crash injuries KW - Crashworthiness KW - Fatalities KW - Frontal crashes KW - National Automotive Sampling System - Crashworthiness Data System KW - Restraint systems UR - http://www-esv.nhtsa.dot.gov/Proceedings/23/isv7/main.htm UR - https://trid.trb.org/view/1360861 ER - TY - CONF AN - 01571386 AU - Digges, Kennerly AU - Dalmotas, Dainius AU - Prasad, Priya AU - National Highway Traffic Safety Administration TI - An NCAP Star Rating System for Older Occupants PY - 2013 SP - 11p AB - The objective of the paper was to apply to the New Car Assessment Program (NCAP) star rating system injury risk functions that are more representative of the injury tolerance of older occupants. The National Automotive Sampling System (NASS) 1998-2008 data for front outboard occupants in NCAP like frontal crashes protected by air bags and safety belts was analyzed to determine injury risks by body region and occupant age groupings. The injury rates for NCAP like crashes were calculated for each applicable body region. Alternative injury risk functions were applied to 302 NCAP tests of vehicles model year 1988- 2006. NCAP injury rates were calculated and compared with NASS data. The comparison was used to select injury risk functions to be applied to 2011 NCAP tests. Selected risk functions from the literature that produced injury rates in NCAP tests like those in NCAP like crashes were substituted for NCAP 2011 chest and neck injury risk functions. When applied to the 2011 NCAP tests there was a general downward shift in the star ratings awarded to the driver. However, the number of passengers with 5 star ratings more than doubled. For both drivers and passengers there were vehicles that advanced from 4 stars to 5 stars. The application of this alternative rating system would produce added incentives for safety designs that more correctly prioritize the reduction of injuries most harmful to older occupants. U1 - 23rd International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationSeoul,Korea, South StartDate:20130527 EndDate:20130530 Sponsors:National Highway Traffic Safety Administration KW - Aged KW - Air bags KW - Crash injuries KW - Frontal crashes KW - Impact tests KW - National Automotive Sampling System KW - Neck KW - New Car Assessment Program (Ncap) KW - Seat belts KW - Thorax UR - http://www-esv.nhtsa.dot.gov/Proceedings/23/isv7/main.htm UR - https://trid.trb.org/view/1360508 ER - TY - CONF AN - 01571381 AU - Javier, Francisco AU - Ayuso, Páez AU - Arturo, Furones Crespo AU - National Highway Traffic Safety Administration TI - Evaluation Method of the Effectiveness of Active Safety Technologies in Light Goods Vehicles Based on Real World Accidents Reconstruction PY - 2013 SP - 8p AB - There are limited data in Europe on light goods vehicles (LGVs) crashes. The project IMPROVER shows that the country of the EU-25 with the highest number of fatalities in accidents involving LGVs is Spain (2002). The aim of this paper is the evaluation of the accident reduction which could be achieved by incorporating active safety technologies to LGVs involved in crashes, based on a reconstruction evaluation method. The methodology is based on a retrospective analysis of the accident technical reports from the Spanish Traffic Directorate (DGT). It comprises 254 fatal accidents with LGVs involved, occurred in rural roads during 2009 and 2010. This information has been analysed to identify the most significant stages (independent variables) during the pre-crash phase based on the HFF method. Afterwards a classification tree has been created using those independent variables and their interactions to describe and quantify their influences on LGV accidents. Accidents have been analyzed and evaluated considering the assumed effect of each specific active safety system proposed – Antilock Brake System (ABS), Brake Assist System (BAS) and Electronic Stability Programme (ESP). Every case has been simulated using the PC-Crash® software. Two crash situations have been modelled: the first one is a reconstruction of the real accident and the second one is a simulation in which the operation of the active systems is emulated modifying the collision parameters and its potential consequences. This study makes the identification of critical parameters easier and it simplifies the development of practical solutions by quantifying their potential impact on future actions to improve LGVs safety. Reconstructions of these accidents were performed using software techniques to estimate multiple parameters from the collision, the pre- and post- impact phases. The gathered information has been used for the evaluation of the effectiveness of the ABS, BAS and ESP. The performance of these systems has been simulated in reconstructions, so it is possible to assess their capacity for the avoidance of the analysed accidents. The implementation of active safety technologies in all new vehicles will lead to achieve reductions in LGVs-involved accidents or to decrease their severity. In order to assess the safety performance of these vehicles it is necessary to be able to identify these vehicles data relating to accident involvement, vehicle registration and vehicle usage. It would improve any future evaluations of LGVs safety performance or help to monitor the effects of any policy decisions. For many years numerous studies have conducted to estimate the effectiveness of safety systems for vehicles. However, the most of these ones has been focused on passenger cars and clear gaps were detected in the case of specific studies on LGVs. Although the performance of active safety technologies explains basically their behaviour in test conditions, they are not enough to assess their success in each real world scenario. A full forecast of their potential is only possible by modelling the driver-vehicle-system-environment. The reconstruction of real world accidents is the core tool of the proposed method. U1 - 23rd International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationSeoul,Korea, South StartDate:20130527 EndDate:20130530 Sponsors:National Highway Traffic Safety Administration KW - Active safety systems KW - Antilock brake systems KW - Automatic braking KW - Crash reconstruction KW - Europe KW - Light trucks KW - Pc-crash (Computer program) KW - Simulation KW - Truck crashes KW - Vehicle safety UR - http://www-esv.nhtsa.dot.gov/Proceedings/23/isv7/main.htm UR - https://trid.trb.org/view/1361765 ER - TY - CONF AN - 01571380 AU - Kusano, Kristofer D AU - Gabler, Hampton C AU - National Highway Traffic Safety Administration TI - Pre-Crash Scenarios for Determining Target Populations of Active Safety Systems PY - 2013 SP - 11p AB - The objective of active safety systems is to prevent or mitigate collisions. A critical component in the design of active safety systems is to identify the target population for a proposed system. The target population for an active safety system is that set of crashes that a proposed system could prevent or mitigate. Target crashes have scenarios in which the sensors and algorithms would likely activate. For example, the rear-end crash scenario, where the front of one vehicle contacts another vehicle traveling in the same direction and in the same lane as the striking vehicle, is one scenario in which Forward Collision Warning (FCW) would be most effective in mitigating or preventing. This paper presents novel pre-crash scenarios based upon coded variables from National Highway Traffic Safety Administration's (NHTSA’s) nationally representative crash databases. Using three databases the scenarios developed in this study can be used to quantify the number of police reported crashes, seriously injured occupants, and fatalities that are applicable to proposed systems. In this paper, we use the pre-crash scenarios to identify the target populations for FCW, Lane Departure Warning (LDW), and Vehicle-to-Vehicle (V2V) or Vehicle-to-Infrastructure (V2I) systems. This study found that these three systems could potentially mitigate or prevent 59% of both seriously injured occupants and fatalities. U1 - 23rd International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationSeoul,Korea, South StartDate:20130527 EndDate:20130530 Sponsors:National Highway Traffic Safety Administration KW - Active safety systems KW - Crash avoidance systems KW - Crash data KW - Crash injuries KW - Fatalities KW - Precrash phase KW - Rear end crashes KW - U.S. National Highway Traffic Safety Administration KW - Vehicle to infrastructure communications KW - Vehicle to vehicle communications UR - http://www-esv.nhtsa.dot.gov/Proceedings/23/isv7/main.htm UR - https://trid.trb.org/view/1361769 ER - TY - CONF AN - 01571379 AU - Worden, Stuart AU - Uprichard, Davey AU - Prince, Rachel AU - National Highway Traffic Safety Administration TI - Vehicle Safety Without Regulation - A Non-Regulatory Approach to Improving Vehicle Safety in New Zealand PY - 2013 SP - 9p AB - Consumer information has become the primary means of improving the safety of New Zealand’s light vehicle fleet in recent years. With the rapid pace of vehicle technology improvements, and the difficulties associated with introducing new legislation in this area, there are potentially greater benefits to be had from implementing a sound non- regulatory approach than are possible from regulation alone. The primary objectives of New Zealand’s non- regulatory approach are to improve the safety of vehicles entering the fleet by increasing consumer demand for vehicles with high safety ratings, and also to influence the composition of the existing fleet through reduced demand for less-safe used vehicles. In order to effectively bring this about, it is recognised that there is a need to disseminate credible and relevant safety information through a wide range of different channels. At the heart of the New Zealand approach is a website (www.rightcar.govt.nz) and an associated individual-vehicle-level database of safety ratings and specification data. This provides opportunities to extend the reach of safety information to a level where it is effectively unmissable by the vehicle buyer. This paper presents a case study of the processes and systems that have enabled the New Zealand (NZ) Transport Agency to put in place a consumer-driven programme for positively influencing the composition of the vehicle fleet. It describes how safety data is gathered from a diverse range of sources, how that data is collated and presented to vehicle buyers, and also the consumer education and information activities that support this programme. U1 - 23rd International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationSeoul,Korea, South StartDate:20130527 EndDate:20130530 Sponsors:National Highway Traffic Safety Administration KW - Consumers KW - Databases KW - Demand KW - New Zealand KW - Technological innovations KW - Vehicle safety KW - Websites (Information retrieval) UR - http://www-esv.nhtsa.dot.gov/Proceedings/23/isv7/main.htm UR - https://trid.trb.org/view/1360509 ER - TY - CONF AN - 01571378 AU - Schram, Richard AU - Williams, Aled AU - van Ratingen, Michiel AU - Strandroth, Johan AU - Lie, Anders AU - Paine, Michael AU - National Highway Traffic Safety Administration TI - New NCAP Test and Assessment Protocols for Speed Assistance Systems, a First in Many Way PY - 2013 SP - 9p AB - Exceeding the speed limit is a factor in the causation and severity of many road accidents. Speed limits are intended to assure safe operation of the road network by keeping traffic speeds to no more than the maximum that is appropriate for a given traffic environment. The speed of traffic also influences the flow of densely trafficked roads. Voluntary speed assistance systems (SAS) are a means to support adherence to speed limits, by warning and/or effectively limiting the speed of the vehicle. The only technical requirements giving guidance for elements of such devices are laid down in UN/ECE Regulation 89, which is not mandatory in Europe. Those specifications are rather outdated and do not specifically apply to passenger cars. Since 2009, European New Car Assessment Programme (EuroNCAP) has rewarded manually set speed limitation devices (SLD) which meet the basic requirements of UN/ECE R89 but have additional functionality with regards to warning and set-at-speed. In the meantime more advanced speed assistance systems have been introduced onto the market which are able to inform the driver of the current speed limit based on digital maps and/or camera based traffic sign recognition. Intelligent speed assistance (ISA) systems are expected to improve and will be more readily acceptable to the public. Hence, Euro New Car Assessment Programme (NCAP) has extended the SLD protocol to include the evaluation of the latest generation of intelligent speed assistance systems. The work of Euro NCAP is soundly based on a synthesis of previous research findings regarding speed assistance systems, including Carsten et al., Oei and Polak, Biding and Lind and others. Functional requirements for the Speed Limit Information Function (SLIF), Manual Speed and Intelligent Speed Assistance systems (MSA and ISA) have been derived using input from various stakeholders. Recent experiences with Euro NCAP’s SLD assessment have been included. Besides functional requirements, a set of agreed driving manoeuvres has been defined, in particular to verify the driver-set limitation function. The draft procedures have been evaluated in a workshop with several commercially available and prototype systems. Test and assessment protocols have been developed that contain specifications for different types of Speed Assistance Systems (SAS), SLIF up to full ISA systems where the SLIF is coupled with the warning and speed limitation function. Points are available for all elements of SAS with additional points awarded to systems where the speed information is directly linked to the warning and speed limitation function. The requirements specified in the developed protocols are not design restrictive, to allow the vehicle manufacturer to develop the systems to their best knowledge and experience. It is foreseen that, after a couple of years, Euro NCAP will tighten the requirements based on best practice. As more and more countries are introducing more strict speed managements systems the consumer demand for reliable and efficient SAS is expected to increase. U1 - 23rd International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationSeoul,Korea, South StartDate:20130527 EndDate:20130530 Sponsors:National Highway Traffic Safety Administration KW - Active safety systems KW - Crash severity KW - Europe KW - European New Car Assessment Program KW - Intelligent speed adaptation KW - Intelligent transportation systems KW - Speed limits KW - Traffic speed KW - Vehicle electronics UR - http://www-esv.nhtsa.dot.gov/Proceedings/23/isv7/main.htm UR - https://trid.trb.org/view/1360514 ER - TY - CONF AN - 01571376 AU - Lee, Taeyoung AU - Yi, Kyongsu AU - Lee, Chanky AU - Lee, Jaewan AU - National Highway Traffic Safety Administration TI - Impact Assessment of Enhanced Longitudinal Safety by Advanced Cruise Control System PY - 2013 SP - 7p AB - This paper presents an impact assessment of enhanced safety by Advanced Cruise Control (ACC) systems. The objective of the authors study is to assess the enhancement of the driving safety between with and without the ACC system. For the impact assessment of the ACC system, the system performance test data as well as the usual driving data should be used to assess direct and indirect safety impacts. Therefore the proposed methodologies were developed by using the collected data from the Field Operational Test (FOT) and the evaluation scenario based test for conducting the safety impact assessment of the ACC system. First, five (5) vehicles equipped with ACC system will take part in the field operational test so that the authors can make the FOT database. By using the collected database, changes of crash risk between with and without ACC system are used to quantify the impact of the ACC system. Second, to make up for the missed the FOT data, test scenario based ACC performance test was conducted. From the scenario based test, system’s physical performance in the specific driving situations can be evaluated. Finally, impact assessment of the ACC system can be obtained by combining FOT based analysis and scenario based test results. By using the proposed assessment methods, the impact assessment with respect to impacts on safety by the ACC system can be assessed scientifically. U1 - 23rd International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationSeoul,Korea, South StartDate:20130527 EndDate:20130530 Sponsors:National Highway Traffic Safety Administration KW - Autonomous intelligent cruise control KW - Crash risk forecasting KW - Field tests KW - Highway safety KW - Instrumented vehicles KW - Vehicle safety UR - http://www-esv.nhtsa.dot.gov/Proceedings/23/isv7/main.htm UR - https://trid.trb.org/view/1360849 ER - TY - CONF AN - 01571373 AU - Bendjellal, Farid AU - National Highway Traffic Safety Administration TI - The New EU I-Size Regulation – Key Elements of the Side Impact Test Procedure PY - 2013 SP - 5p AB - The Informal Group of UN GRSP (Working Party on Passive Safety, World Forum for Harmonization of Vehicle Regulations, UN Economic Commission for Europe) has developed a new standard for approving child restraint systems in Europe, called I-Size regulation. Key objectives for developing this regulation were (1) reducing misuse rate through promoting ISOFIX restraint and (2) enhancing compatibility between cars and child restraint systems and 3/introducing a side impact test procedure. The latter is the focus of this paper. The aim of the procedure is to reproduce – with an intruding door concept – the door relative velocity between the door and the struck vehicle. The objective of this study is to investigate the key features of this test procedure. U1 - 23rd International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationSeoul,Korea, South StartDate:20130527 EndDate:20130530 Sponsors:National Highway Traffic Safety Administration KW - Child restraint systems KW - Europe KW - Impact tests KW - Regulations KW - Side crashes KW - Test procedures KW - Vehicle design UR - http://www-esv.nhtsa.dot.gov/Proceedings/23/isv7/main.htm UR - https://trid.trb.org/view/1361099 ER - TY - CONF AN - 01571371 AU - Pastor, Claus AU - National Highway Traffic Safety Administration TI - Correlation Between Pedestrian Injury Severity in Real-Life Crashes and Euro NCAP Pedestrian Test Results PY - 2013 SP - 9p AB - In Germany the number of casualties in passenger car to pedestrian crashes has been reduced by a considerable amount of 40% as regards fatalities and 25% with regard to seriously injured pedestrians since the year 2001. Similar trends can be seen in other European countries. The reasons for that positive development are still under investigation. As infrastructural or behavioral changes do in general take a longer time to be effective in real world, explanations related to improved active and passive safety of passenger vehicles can be more relevant in providing answers for this trend. The effect of passive pedestrian protection – specified by the European New Car Assessment Programme (EuroNCAP) pedestrian test result – is of particular interest and has already been analyzed by several authors. However, the number of vehicles with some valid Euro NCAP pedestrian score (post 2002 rating) was quite limited in most of those studies. To overcome this problem of small datasets German National Accident Records have been taken to investigate a similar objective but now based on a much bigger dataset. The paper uses German National Accident Records from the years 2009 to 2011. In total 65.140 records of pedestrian to passenger car crashes have been available. Considering crash parameters like accident location (rural / urban areas) etc., 27.143 of those crashes have been classified to be relevant for the analysis of passive pedestrian safety. In those 27.143 records 7.576 Euro NCAP rated vehicles (post 2002 rating) have been identified. In addition it was possible to identify vehicles which comply with pedestrian protection legislation (2003/102/EG) where phase 1 came into force in October 2005. A significant correlation between Euro NCAP pedestrian score and injury outcome in real-life car to pedestrian crashes was found. Comparing a vehicle scoring 5 points and a vehicle scoring 22 points, pedestrians’ conditional probability of getting fatally injured is reduced by 35% (from 0.58% to 0.37%) for the later one. At the same time the probability of serious injuries can be reduced by 16% (from 27.4% to 22.9%). No significant injury reducing effect, associated with the introduction of pedestrian protection legislation (phase 1) was detected. Considerable effects have also been identified comparing diesel and gasoline cars. Higher engine displacements are associated with a lower injury risk for pedestrians. The most relevant parameter has been “time of accident”, whereas pedestrians face a more than 2 times higher probability to be fatally injured during night and darkness as compared to daytime conditions. U1 - 23rd International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationSeoul,Korea, South StartDate:20130527 EndDate:20130530 Sponsors:National Highway Traffic Safety Administration KW - Active safety systems KW - Crash injuries KW - Crash locations KW - European New Car Assessment Program KW - Fatalities KW - Germany KW - Injury severity KW - Pedestrian safety KW - Pedestrian-vehicle crashes UR - http://www-esv.nhtsa.dot.gov/Proceedings/23/isv7/main.htm UR - https://trid.trb.org/view/1360518 ER - TY - CONF AN - 01571370 AU - Singh, Jai AU - National Highway Traffic Safety Administration TI - Laplace Domain Analysis of the Collinear Vehicle-To-Vehicle Collision Under Linear Force-Deflection Constraints Coupled with Net Externally Applied Loads PY - 2013 SP - 15p AB - The focus of the subject study was on the development of the closed-form solutions for displacement, velocity and acceleration, based upon the utilization of the Laplace transform, experienced by each collision partner involved in a collinear collision under the constraints of linearity in the force-deflection response during closure and separation and while subject to any number of net externally applied loads for which an analytic Laplace transform was determinable. Starting from the basic expression of Newton’s Second Law, the coupled equations of motion were developed in standard matrix-vector form by the introduction of the definitions of structural deflections in terms of the displacements of the center of mass of each collision partners and the massless common collision interface. The solution for the equations of motion was determined by applying the Laplace Transform and determining the solution for the dynamic stiffness matrix and transfer function by means of an Eigendecomposition. The closed-form analytic for the Laplace domain displacement was readily amenable to the inverse Laplace Transform and thereby provided a closed-form analytic solution for displacement in the time domain. The first and second time derivatives of this solution provided the closed form solution for velocity and acceleration, respectively. The reduced forms of each of these three equations, addressing the specific limits of the achievement of common velocity at the terminus of closure and the achievement of zero acceleration due to the collision force at the terminus of separation, were then developed. The use of the residue theorem, instead of a partial fraction expansion, for the evaluation of the transfer function, coupled with the reduction in the complexity of the general problem secondary to both the complex conjugate nature of the solutions for the Eigenvalue problem and the reduction of the same to only complex roots for the solution to the characteristic polynomial of the dynamic stiffness matrix for the undamped problem, revealed a solution set comprised of a rigid body mode and a solution based upon the circular frequency of the effective system mass and stiffness. Depending on the nature of the net externally applied forces, the solution for the time of terminus of closure could be determined from basic trigonometric relationships or from equating the velocities of the collision partners in the Laplace domain, solving for the Laplace variable and then performing an inverse Laplace transform to obtain the solution in the time domain. The terminus of the separation could be solved for in a similar manner through the use of the acceleration of either collision partner. U1 - 23rd International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationSeoul,Korea, South StartDate:20130527 EndDate:20130530 Sponsors:National Highway Traffic Safety Administration KW - Crashes KW - Deflection KW - Eigenvalues KW - Laplace transforms KW - Newton's equations of motion KW - Stiffness KW - Time domain analysis UR - http://www-esv.nhtsa.dot.gov/Proceedings/23/isv7/main.htm UR - https://trid.trb.org/view/1361771 ER - TY - CONF AN - 01571369 AU - Hannawald, Lars AU - Marschner, Mario AU - Liers, Henrik AU - National Highway Traffic Safety Administration TI - The Usage of Smartphones for Recording Accidents and Incidents from the Critical Situation Up to the Post-Crash Phase PY - 2013 SP - 5p AB - Smartphones are becoming more and more popular not only for younger people. Contrary to traditional mobile phones they are mostly equipped with sensors for acceleration and yaw rates, global positioning system (GPS) modules as well as cameras in high definition resolution. Additionally they have high-performance processors that enable the execution of CPU-intensive tools directly on the phone. The wide distribution of these smartphones enables researchers to get high numbers of users for such studies. The paper shows and demonstrates a software app for smartphones that is able to record different driving situations up to crashes. Therefore all relevant parameters from the sensors, camera and GPS device are saved for a given duration if the event was triggered. The complete configuration is independently adjustable to the relevant driver and all events were sent automatically to the research institute for a further process. Direct after the event, interviews with the driver can be done and important data regarding the event itself are documented. The presentation shows the methodology and gives a demonstration of the working progress as well as first results and examples of the current study. In the discussion the advantages of this method will be discussed and compared with the disadvantages. U1 - 23rd International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationSeoul,Korea, South StartDate:20130527 EndDate:20130530 Sponsors:National Highway Traffic Safety Administration KW - Behavior KW - Crash data KW - Global Positioning System KW - Sensors KW - Smartphones KW - Video KW - Yaw UR - http://www-esv.nhtsa.dot.gov/Proceedings/23/isv7/main.htm UR - https://trid.trb.org/view/1360852 ER - TY - CONF AN - 01571366 AU - Niebuhr, Tobias AU - Kreiss, Jens-Peter AU - Achmus, Stefanie AU - National Highway Traffic Safety Administration TI - GIDAS-Aided Quantification of the Effectiveness of Traffic Safety Measures in EU 27 PY - 2013 SP - 11p AB - The paper describes a sound methodology, which leads to a German In-Depth Accident Study (GIDAS)-aided quantification of the effectiveness of traffic safety measures for passenger vehicles for countries in European Union (EU 27). Even based on rather limited accident information from national statistics and under the assumption that comparable accidents in different countries lead to comparable accident outcomes, the described procedure allows defining so-called weighting factors. By weighting each single accident of GIDAS a modified GIDAS database can be established which imitates the accident situation in the region or country of interest to some extend. The main ingredients of the proposal are a proper clustering of European countries according to their accident occurrence and a statistical procedure (Iterated Proportional Fitting) which allows the prediction of the common distribution (high dimensional) of accident data of the region or country of interest based on available lower dimensional marginal distributions (even one-dimensional). Since the effectiveness of safety systems reliably can be predicted on the detailed GIDAS accident database our procedure allows a prediction of the effectiveness of such systems for other regions or countries. The method is confirmed by real accident data examples, which shed light on the strengths and weaknesses of the proposed procedure. U1 - 23rd International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationSeoul,Korea, South StartDate:20130527 EndDate:20130530 Sponsors:National Highway Traffic Safety Administration KW - Crash analysis KW - Crash data KW - Driver support systems KW - Europe KW - German In-Depth Accident Study KW - Statistical analysis KW - Traffic safety UR - http://www-esv.nhtsa.dot.gov/Proceedings/23/isv7/main.htm UR - https://trid.trb.org/view/1361027 ER - TY - CONF AN - 01571363 AU - Hollmotz, Lars AU - National Highway Traffic Safety Administration TI - Safety of Lithium Ion Batteries in Vehicles -- State of the Art, Risks and Trends PY - 2013 SP - 8p AB - The safety of lithium ion batteries in vehicles is a priority of the automotive industry. The focus of the development activities are the reduction of the risks and the improvement of the safety concepts and systems. In the last few years some incidents and accidents have taken place; a short overview about the state of the art of lithium ion battery technology on cell and battery level with focus on safety features, the risks, the statistical relevance and occurred incidents or accidents will be given. An overview about dangerous events (worldwide) with lithium ion batteries for vehicles will be given (for cars as well as for test facilities); this overview is limited to data that is publicly available. A statistical significance based on this data will be shown; it includes the total number of vehicles in the relevant markets and an outlook for the future. In conclusion, the absolute number of safety relevant events is low because of the low number of electric and hybrid vehicles on the market. The absolute risk is low as well. The risk of safety- related incidents per electric or hybrid vehicle is much higher. Ultimately it depends on the used trigger; if vehicle accidents are seen as the trigger for battery incidents, the risk is low. Using a bottom-up safety assessment approach in which the estimated risks for the cell, module, and battery are described, and the hazard levels and risk levels for their use in vehicles are determined will give an excellent overview. A description of additional and possibly future relevant safety features like changes in cell chemistry (additives, improved separators or flame retardant electrolytes) will be included. Furthermore, an assessment of these additional relevant safety features will be given. This main finding of this assessment is that the safety level of a lithium ion battery depends mainly on the cell chemistry and its capacity. The use of additives can improve the safety, but will lead to lower capacity and performance and result in higher prices. Other additional features won’t have any impact regarding battery safety. From this it is possible to define requirements for the safety of vehicles regarding: package, crash behaviour, and functional safety. The current safety level of electric and hybrid vehicles (concepts and characteristics) will be shown and discussed. Finally information about new technology and trends for lithium batteries will be given, including information about relevant safety characteristics. This study is limited to lithium ion batteries used in electric and hybrid vehicles. U1 - 23rd International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationSeoul,Korea, South StartDate:20130527 EndDate:20130530 Sponsors:National Highway Traffic Safety Administration KW - Crashes KW - Electric vehicles KW - Hybrid vehicles KW - Lithium batteries KW - State of the art KW - Vehicle safety UR - http://www-esv.nhtsa.dot.gov/Proceedings/23/isv7/main.htm UR - https://trid.trb.org/view/1360506 ER - TY - CONF AN - 01571361 AU - Lim, Jongsoo AU - Park, Sungbin AU - Lee, Jaewoo AU - Kim, Dongseok AU - National Highway Traffic Safety Administration TI - A Study on Energy Absorption Characteristic and Head Injury Performance According to the Characteristic of Countermeasure and Space Between Interior and Body Structures PY - 2013 SP - 5p AB - It is important to adopt proper countermeasure strategies, i.e. energy absorbers (EA), in order to meet the Upper Interior Head Impact requirements of FMVSS201 S6.2 (FMVSS201U) which assesses head injury by impacting a Free Motion Headform (FMH) to upper interior parts. The understanding of the energy absorbing characteristic for each kind of countermeasures is a stepping stone to optimize the head injury performance. This paper reviews general features of foam and plastic types of countermeasures with respect to raw material and manufacturing process, and highlights merits and demerits from the point of view of design flexibility. Energy absorbing characteristics based on static component crush testing are considered and these characteristics are also compared quantitatively by investigating energy absorbing efficiency of the countermeasures. Lastly, sensitivity analysis is conducted to study the relationship between the space and head injury performance according to types of energy absorbers using finite element analysis (FEA). U1 - 23rd International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationSeoul,Korea, South StartDate:20130527 EndDate:20130530 Sponsors:National Highway Traffic Safety Administration KW - Countermeasures KW - Crash injuries KW - Energy absorbing materials KW - Finite element method KW - Head KW - Impact tests KW - Sensitivity analysis KW - Vehicle design UR - http://www-esv.nhtsa.dot.gov/Proceedings/23/isv7/main.htm UR - https://trid.trb.org/view/1361107 ER - TY - CONF AN - 01571355 AU - Johannsen, Heiko AU - Müller, Gerd AU - National Highway Traffic Safety Administration TI - Effects of Low Noise Emissions of Electrical Vehicles for Pedestrian Accident Risks PY - 2013 SP - 8p AB - Following the political discussion of global warming and the political objective to support green mobility, in particular electric mobility, there is a substantial discussion whether or not electrical vehicles are dangerous for pedestrians based on their low noise level. This paper aims at answering the question regarding the specific injury risk resulting from electrical vehicles. The study is based on two pillars. On the one hand there is the analysis of published accident data regarding the impact velocity dependent injury risk of pedestrians. On the other hand noise emissions of the same car with electrical propulsion system, gasoline propulsion system and diesel propulsion system in constant speed and acceleration are acquired. Car noise emissions are caused by the propulsion system but also by the tyres and aerodynamic effects. The study shows that significant differences in noise emissions only exist in high acceleration phases and low speed conditions. Based on the accident data analysis both situations do not appear to be important with respect to severe injuries (low speed) and accident risk (high acceleration). In total it is estimated that the number of killed or seriously injured pedestrians will not change with the largely introduction of electrical vehicles. Accident s that are felt not to be dangerous may occur more often with silent propulsions systems. U1 - 23rd International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationSeoul,Korea, South StartDate:20130527 EndDate:20130530 Sponsors:National Highway Traffic Safety Administration KW - Crash data KW - Crash injuries KW - Electric vehicles KW - Noise KW - Pedestrian-vehicle crashes KW - Propulsion KW - Tires UR - http://www-esv.nhtsa.dot.gov/Proceedings/23/isv7/main.htm UR - https://trid.trb.org/view/1360500 ER - TY - CONF AN - 01571353 AU - del Pozo de Dios, Eduardo AU - Ferrer, Adrià AU - Hill, Julian AU - Fagerlind, Helen AU - Giustiniani, Gabriele AU - Persia, Luca AU - National Highway Traffic Safety Administration TI - Towards a Global and Harmonized Database for In-Depth Accident Investigation in Europe: The Dacota Project PY - 2013 SP - 9p AB - The aim with this paper is to describe the procedure for the development of a common methodology for research accident investigation and identifying and training new research teams across Europe. In-depth accident investigation has a great potential to provide researchers, car manufacturers and road administrations with valuable information on how and why accidents and injuries occur. The data can be used to determine the issues where efforts must be focused when research studies are conducted, crash protection countermeasures are designed and policy decisions are taken. Existing European databases are mainly focused on regional or specific stakeholder interests due to the lack of an international network, and there are significant differences in the information collected and how the database variables are coded. This lack of harmonisation precludes any detailed global analysis on the whole European Union (EU) accident situation.The EU co-funded the DaCoTA project - inspired by previous projects like SafetyNet and TRACE – intended to establish a Pan-European In-depth Accident Investigation Network and to create a European database that could include in-depth accident investigation cases from all the European countries. Built on earlier pilot investigations conducted by previous projects, and following consultation with the range of stakeholders, an in-depth accident investigation system has been developed to standardise and harmonise the data to be collected during the investigations. Based on the new methodology, accident investigation teams from across Europe have been trained to systematically produce high quality research data. A comprehensive, secure, web-based database has been created to centralise the information collected and to analyse the results from the cases. To ensure the harmonisation of the data collected, a pilot study and subsequent data quality reviews were performed. The DaCoTA project has developed a harmonised in-depth accident investigation methodology, openly available in an online manual. From 19 European countries, 22 organisations were trained in the DaCoTA accident investigation methodology. The web based database includes over 1,500 variables related to the road, vehicle, road-user, accident reconstruction and injury analysis. Over 450 of these variables are considered as essential “core variables”. In total, 99 on-scene and retrospective cases have been collected by 18 accident investigation teams using the standard methodology and these have been uploaded to the database for further analysis. Good relationships have been established between the network teams and their local authorities, including the police and hospitals. In some countries, efforts to obtain the necessary permissions to gain access to the accident scenes and to acquire sensitive medical or forensic data is continued. The DaCoTA project has developed the Pan-European in-depth accident investigation methodology, including a network of investigating teams, providing a viable means for the systematic collection of harmonised in-depth accident data for use by researchers, road and vehicle safety related industries and policy makers. U1 - 23rd International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationSeoul,Korea, South StartDate:20130527 EndDate:20130530 Sponsors:National Highway Traffic Safety Administration KW - Crash data KW - Crash injuries KW - Crash investigation KW - Crash reconstruction KW - Data quality KW - Databases KW - Europe KW - Standardization UR - http://www-esv.nhtsa.dot.gov/Proceedings/23/isv7/main.htm UR - https://trid.trb.org/view/1361763 ER - TY - CONF AN - 01571352 AU - Rangarajan, Nagarajan AU - DeRosia, John AU - Humm, John AU - Thomas, Danny AU - Cox, John AU - National Highway Traffic Safety Administration TI - An Improved Method to Calculate Pediatric Skull Fracture Threshold PY - 2013 SP - 8p AB - There is a need to better understand the threshold for pediatric skull fracture. Historically, drop tests of cadaver heads have been used to estimate thresholds. However, societal and ethical considerations prevent tests with child cadavers. Therefore, researchers have attempted to estimate the threshold by scaling adult tolerance data. Recent work suggests that mass and material scaling of adult tolerance data is insufficient to develop robust estimates of pediatric skull fracture tolerance. Researchers have also attempted to develop finite element models to estimate skull fracture tolerance. These models require that both geometry and material properties of the skull and brain be known, but, while detailed geometry is known, lack of experimental material test data prevents development of reliable finite element models. This paper describes development of a method to estimate skull fracture tolerance using fall data collected in emergency room. The method depends on the observation that width of force versus time pulse recorded in head drop tests onto a given surface does not vary with height of fall or the mass of head. This observation is supported by analyzing data from adult cadaver head drop tests onto 50mm thick 90 Shore D, and 40 Shore D rubber pads. Next, data from neonatal head drop tests are used to estimate pulse width when an infant head is dropped onto a steel plate. This pulse width is used together with child fall data collected at the Children’s Hospital, Milwaukee to estimate forces needed to cause a simple linear fracture in an infant head. This paper describes the procedures used to obtain anthropometric data and fall data such as height of fall and type of surface that the head contacted. This physics based method can be used to analyse child fall data relatively easily to obtain robust estimates of child skull fracture. U1 - 23rd International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationSeoul,Korea, South StartDate:20130527 EndDate:20130530 Sponsors:National Highway Traffic Safety Administration KW - Child restraint systems KW - Children KW - Crash injuries KW - Falls KW - Finite element method KW - Helmets KW - Skull fractures UR - http://www-esv.nhtsa.dot.gov/Proceedings/23/isv7/main.htm UR - https://trid.trb.org/view/1361079 ER - TY - CONF AN - 01571351 AU - Shin, Hashik AU - Yoo, Byoungjoo AU - National Highway Traffic Safety Administration TI - Stamping Effect Application for Crash CAE Procedure with QUIKSTAMP PY - 2013 SP - 4p AB - For having well-correlated crash computer-aided engineering (CAE) model, considering the thinning and the work hardening effect on CAE model is important to close to the physical BIW. QUIKSTAMP was used for considering the stamping effect in an early stage with short time instead of the conventional (incremental) approach. With considering the stamping effect, it is needed to predict the panel tearing behavior and the spot weld failure during impact. U1 - 23rd International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationSeoul,Korea, South StartDate:20130527 EndDate:20130530 Sponsors:National Highway Traffic Safety Administration KW - Computer aided design KW - Crash analysis KW - Crashworthiness KW - Impact tests KW - Stamping KW - Strain hardening KW - Vehicle design UR - http://www-esv.nhtsa.dot.gov/Proceedings/23/isv7/main.htm UR - https://trid.trb.org/view/1360922 ER - TY - CONF AN - 01571348 AU - Deng, Bing AU - Wang, Hongyan AU - Chen, Junyi AU - Wang, Xuesong AU - Chen, Xiaohong AU - National Highway Traffic Safety Administration TI - Traffic Accidents in Shanghai - General Statistics and In-Depth Analysis PY - 2013 SP - 4p AB - In China, traffic accident data is published annually by the Traffic Management Research Institute of the Ministry of Public Security. Accidents without casualties are usually not included. To gain a complete understanding and reliable insight of Shanghai traffic accidents, the project team collected the original accidents records on 192 Shanghai roads between 1-1-2009 and 12-31-2009. The overall traffic accident statistics, the temporal distributions, and the spatial distributions of crashes, crash modes, and crash severity were analysed for different road categories, including freeways, classified highways, urban expressways, and surface roads. In-depth accident cases were obtained from Shanghai United Road Traffic Safety Scientific Research Center, a research consortium conducting accident investigation in Shanghai. Each case was reconstructed using PC-Crash. The impact speed was estimated and studied for different crash modes. U1 - 23rd International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationSeoul,Korea, South StartDate:20130527 EndDate:20130530 Sponsors:National Highway Traffic Safety Administration KW - Crash data KW - Crash reconstruction KW - Crash records KW - Crash severity KW - Pc-crash (Computer program) KW - Shanghai (China) KW - Statistical analysis KW - Traffic safety UR - http://www-esv.nhtsa.dot.gov/Proceedings/23/isv7/main.htm UR - https://trid.trb.org/view/1361772 ER - TY - CONF AN - 01571345 AU - Lemmen, Paul AU - Stoll, Johan AU - Bergelt, Udo AU - Seiniger, Patrick AU - Wisch, Marcus AU - Bartels, Oliver AU - Schubert, Eugen AU - Kunert, Martin AU - Knight, Iain AU - Brookes, David AU - Ranovona, Maminirina AU - Okawa, Tatsuhiro AU - Domsch, Christian AU - Schaller, Thomas AU - National Highway Traffic Safety Administration TI - Evaluation of Pedestrian Targets Used in AEB Testing: A Report from Harmonistion Platform 2 Dealing with Test Equipment PY - 2013 SP - 15p AB - It is well known that most accidents with pedestrians are caused by the driver not being alert or misinterpreting the situation. For that reason advanced forward looking safety systems have a high potential to improve safety for this group of vulnerable road users. Active pedestrian protection systems combine reduction of impact speed by driver warning and/or autonomous braking with deployment of protective devices shortly before the imminent impact. According to the (European New Car Assessment Programme EuroNCAP) roadmap the Autonomous Emergency Braking system tests for Pedestrians Protection will be set in force from 2016 onwards. Various projects and organisations in Europe are developing performance tests and assessment procedures as accompanying measures to the EuroNCAP initiative. To provide synthesised input to EuroNCAP so-called Harmonisation Platforms (HP’s) have been established. Their main goal is to foster exchange of information on key subjects, thereby generating a clear overview of similarities and differences on the approaches chosen and, on that basis, recommend on future test procedures. In this paper activities of the Harmonisation Platform 2 on the development of Test Equipment are presented. For the testing targets that mimic humans different sensing technologies are required. A first set of specifications for pedestrian targets and the propulsion systems as collected by Harmonisation Platform 2 are presented together with a first evaluation for a number of available tools. U1 - 23rd International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationSeoul,Korea, South StartDate:20130527 EndDate:20130530 Sponsors:National Highway Traffic Safety Administration KW - Active safety systems KW - Automatic braking KW - Distraction KW - European New Car Assessment Program KW - Intelligent vehicles KW - Pedestrian-vehicle crashes KW - Standardization KW - Test procedures KW - Vehicle tests UR - http://www-esv.nhtsa.dot.gov/Proceedings/23/isv7/main.htm UR - https://trid.trb.org/view/1361018 ER - TY - CONF AN - 01571342 AU - Kim, Young Seok AU - Fischer, Kurt AU - Nayef, Eyad AU - Choi, Hyeong Ho AU - National Highway Traffic Safety Administration TI - Single Stage Driver Airbag Module Development for Out-Of-Position PY - 2013 SP - 10p AB - A driver airbag module has been developed with single stage inflator in an attempt to determine the 05th% ATD measured dummy injury response (“MDIR”) in out-of-position scenarios (two National Highway Traffic Safety Administration [NHTSA] positions). Through computer simulations, dynamic MDIRs for in-position 05th%ile and 50th%ile dummies were evaluated as well. It typically takes many design iterations to finalize a driver side module configuration to meet FMVSS208 regulatory conditions. Some typical parameters are tear seam cover design, cushion folding pattern and inflator output. In this paper, a Taguchi design of experiments was used to evaluate the influence of module design parameters. A MDIR comparison between a proposed new driver airbag module with a single stage inflator and a baseline module with a dual stage inflator was made not only for out-of- position tests, but also in-position crash simulations. Currently in the United States (US) market, a majority of driver airbag modules use dual stage inflators to meet the injury assessment reference value (“IARV”) criteria set by federal regulation. This driver airbag module with single stage inflator will give car manufacturers an option to eliminate the seat track position sensor and to reduce the number of wire harnesses which are required to connect the dual stage inflator. An additional benefit would be a simplified airbag control unit involving both algorithm and hardware. This simplification should be accomplished while providing comparable MDIR for both in-position and out-of-position scenarios over a baseline module with a dual stage inflator. U1 - 23rd International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationSeoul,Korea, South StartDate:20130527 EndDate:20130530 Sponsors:National Highway Traffic Safety Administration KW - Air bags KW - Crash victim simulation KW - Dummies KW - Injury Assessment Reference Values KW - Occupant protection devices KW - Restraint systems KW - Vehicle safety UR - http://www-esv.nhtsa.dot.gov/Proceedings/23/isv7/main.htm UR - https://trid.trb.org/view/1360450 ER - TY - CONF AN - 01571340 AU - Friedman, Donald AU - Jimenez, Josh A AU - Paver, Jacqueline AU - National Highway Traffic Safety Administration TI - Predicting a Vehicle’s Dynamic Rollover Injury Potential from Static Measurements PY - 2013 SP - 7p AB - The purpose of this research was to demonstrate a methodology for deriving a real world dynamic rollover injury potential rating system from static measurements. The methodology consists of an evaluation of vehicle strength to weight ratio (SWR), roof structure elasticity from static testing, major radius, minor radius, and major radius extension to predict residual roof crush. In addition to providing a hypothesis for evaluating the vehicles the major radius extension (MRE) will be looked at to provide insight for correcting existing anomalous static SWR measurements. These parameters are important because a 43 nation Global New Car Assessment program (NCAP) has been established to rate vehicles in all crash modes. Rollover performance is to be rated by SWR. Global NCAP will be responsible for reducing the 1,200,000 vehicle fatalities per year of which 25% can be rollovers when comparing rollover fatality proportionality to U.S vehicle fatality statistics. Based on our rollover research of the past 12 years structural and occupant protection countermeasures can be used to significantly counter those fatalities. Disseminating the dynamic injury performance provides a world-wide opportunity to save many tens of thousands of lives annually. Jordan Rollover System (JRS) vehicle rollover dynamic testing apparatus has identified a significant number of vehicles which meet the most rigorous static roof strength criteria, but fail to provide occupant protection from injury risk. Manufacturers can reduce the injury risk within size class by minimizing geometry effects and the likelihood of a high pitch rollover. While large, tall, heavy vehicles are protective in frontal and side impact accidents they are very high injury risk vehicles in rollovers for the very same reasons. This paper provides a prediction method for assessing dynamic injury probability from static test data and measurements. U1 - 23rd International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationSeoul,Korea, South StartDate:20130527 EndDate:20130530 Sponsors:National Highway Traffic Safety Administration KW - Countermeasures KW - Crash injuries KW - Fatalities KW - Jordan Rollover System KW - New Car Assessment Program KW - Occupant protection devices KW - Rollover crashes KW - Vehicle dynamics UR - http://www-esv.nhtsa.dot.gov/Proceedings/23/isv7/main.htm UR - https://trid.trb.org/view/1361318 ER - TY - CONF AN - 01571339 AU - Yi, Qiang AU - Chien, Stanley AU - Brink, Jason AU - Chen, Yaobin AU - Sherony, Rini AU - Takahashi, Hiroyuki AU - National Highway Traffic Safety Administration TI - Development of Equipment to Evaluate Pre-Collision Systems for Pedestrians PY - 2013 SP - 8p AB - Pre-Collision Systems (PCS) for avoidance/mitigation of pedestrian crashes have begun to be equipped on certain high-end passenger vehicles. At present, there is no common evaluation standard to evaluate and compare the performances of different PCS for pedestrian collision avoidance. The Transportation Active Safety Institute (TASI) at Indiana University-Purdue University-Indianapolis has been studying the establishment of such an evaluation standard with the support from Toyota Motor Corporation. To create a test environment for conducting PCS tests with pedestrians, common relative motion patterns of pedestrians and vehicles before crashes were identified. These motion patterns further define the requirements of the test equipment for PCS testing. The mannequin manipulation equipment was designed to provide sufficient motion range so that the mannequin motion can replicate pedestrian walking and running at the representative speeds. Various mannequin manipulation structures were considered and evaluated to ensure the safety and portability of the equipment and to minimize PCS sensing interference. Due to the potentially short intersection time period between the mannequin and vehicle in most test scenarios, the motions of the vehicle and the mannequin need to be precisely coordinated by a computer and must be based on sensor triggers. The final PCS test equipment design consists of a central computer, a mannequin with moving limbs, a crane system that can move the mannequin across or along the road, and infrared based start/stop sensors. Accurate data recording and the synchronization of mannequin motion and vehicle motion are based on the atomic clock in the Global Positioning System (GPS). This paper describes the design and development of the equipment for coordinating the relative motion of the mannequin and the test vehicle. U1 - 23rd International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationSeoul,Korea, South StartDate:20130527 EndDate:20130530 Sponsors:National Highway Traffic Safety Administration KW - Crash avoidance systems KW - Dummies KW - Global Positioning System KW - Pedestrian movement KW - Pedestrian safety KW - Pedestrian-vehicle crashes KW - Portable equipment KW - Toyota automobile UR - http://www-esv.nhtsa.dot.gov/Proceedings/23/isv7/main.htm UR - https://trid.trb.org/view/1361022 ER - TY - CONF AN - 01571337 AU - Whitman, Gary R AU - Hart, Arlie V AU - Sicher, Larry AU - Benda, Brian AU - D’Aulerio, Louis A AU - National Highway Traffic Safety Administration TI - Minimizing the Risk of Lap/Shoulder Belted Children Submarining the Lap Belt in Frontal Crashes PY - 2013 SP - 12p AB - The objective of the study presented by this paper was to determine whether belt-positioning-booster (BPB) seats incorporate seat bottom design features, identified by previous research, to minimize the risk of submarining. The booster seats were evaluated through inspection and testing. The geometry of the BPB’s seat bottom was measured and recorded. The comparative restraining ability of the BPB’s seat bottom ramp was tested. The compressibility of the BPB while seated on a vehicle seat was tested. The compressibility of the BPB alone was also tested using the test specified in the Canadian and Australian/New Zealand standards. The inspection and load testing of various BPBs, as reported in this paper, reveals that BPB seat bottom designs vary significantly. Some BPBs incorporate significant seat ramp geometry and have very little compressibility. Others have no seat ramp at all and have very high compressibility. It is critical that BPB manufacturers understand the importance of anti- submarining seat bottom ramps and low compressibility of the seating surface, and incorporate these features into all BPBs. To ensure this and do so in a manner that is consistently compatible with vehicle seats and seat belts, the authors recommend that National Highway Traffic Safety Administration (NHTSA) develop and incorporate requirements into Federal Motor Vehicle Safety Standards (FMVSS) 213 specifying the BPB’s seating surface geometry and compressibility characteristics, including the seating surface compressibility requirement specified in the Canadian and Australian/New Zealand standards. In lieu of such requirements, the manufacturers of BPBs and automobiles must work together to ensure that the BPB component integrates properly with the seats and seat belt systems at all automobile occupant positions that can be used by a child to ensure that submarining is prevented. U1 - 23rd International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationSeoul,Korea, South StartDate:20130527 EndDate:20130530 Sponsors:National Highway Traffic Safety Administration KW - Australia KW - Booster seats KW - Canada KW - Child restraint systems KW - Children KW - Federal Motor Vehicle Safety Standards KW - Frontal crashes KW - Load tests KW - New Zealand KW - Seat belts KW - Standards KW - Submarining KW - U.S. National Highway Traffic Safety Administration UR - http://www-esv.nhtsa.dot.gov/Proceedings/23/isv7/main.htm UR - https://trid.trb.org/view/1361085 ER - TY - CONF AN - 01571333 AU - Meredith, Lauren AU - Brown, Julie AU - Ivers, Rebecca AU - de Rome, Liz AU - National Highway Traffic Safety Administration TI - Distribution and Type of Damage to Clothing Worn by Motorcyclists: Validation of the Principals of EN13595 PY - 2013 SP - 13p AB - While the use of protective clothing has been shown to reduce the risk of injury for motorcycle riders, not all protective clothing performs the same in crashes. A European standard for motorcycle protective clothing (EN13595) was released in 2002. Riders that use clothing approved to this Standard should expect good protection. This standard specifies four zones in motorcycle clothing with different levels of protective qualities and four different test methods for assessing abrasion, burst, cut and tear damage resistance. High frequency impact areas are labelled zone 1 and include the elbows, knees, hips and shoulders. Zone 4 has the lowest expected frequency of impact. This project examined damage location and type in clothing worn by riders following a crash to establish the distribution of impact points and validate the principals indicated in EN13595. Data from 117 crashed motorcycle riders collected during crash investigation were examined. This data included medical data and clothing inspections, and contained 576 cases of clothing damage. To ensure the impact point distribution included all possible contact locations, an additional 433 distinct injury locations were examined where injury had occurred but no damage was observed or no clothing was present at that location. Descriptive techniques were used in the analysis. The majority of damage occurred in areas covering the extremities or pelvic girdle (93%) with most occurring on the wrists and hands (18%) and the ankles and feet (18%). Clothing regions covering the shoulder (10%), forearm (10%), elbow (9%), thigh (7%), lower leg (6%) and pelvic-hip (5%) were also frequently damaged. Other body regions contributed only 8% of damage seen. Analysis of the injury where no damage occurred demonstrated a similar distribution of impact. The most common types of clothing damage were abrasion, accounting for 69% and torn material which accounted for 26% of all damage. Further, the majority of material abrasion and tearing occurred in regions corresponding to zone 1, followed by zone 2, 3 and then 4. There were very few instances (3%) of burst and cut damage. The results are in agreement with the general concept of the zoning used in the European standard. However, these results indicate that minor adjustments may be warranted. In particular, the number of impacts to the forearm and lower leg suggest that these regions might be better protected by considering the whole regions as Zone 1 or 2 rather than the multiple regions as currently indicated in the Standard. However the subjective nature of determining the zone in which damage (and/or injury) occurred limits these findings and any others that attempt to validate the zone principals using real world data. Further validation requires consideration of the severity of impact at different zones. This work confirms the validity of the principals of EN13595 but indicates room for modification, and will be of interest to those developing regulatory and consumer assessment protocols for motorcycle protective clothing. U1 - 23rd International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationSeoul,Korea, South StartDate:20130527 EndDate:20130530 Sponsors:National Highway Traffic Safety Administration KW - Anthropometry KW - Crash data KW - Crash injuries KW - Crash investigation KW - Europe KW - Motorcyclists KW - Protective clothing UR - http://www-esv.nhtsa.dot.gov/Proceedings/23/isv7/main.htm UR - https://trid.trb.org/view/1360774 ER - TY - CONF AN - 01571332 AU - Lemmen, Paul AU - Gupta, Amit AU - Lakshminarayana, Apoorva AU - Carlsson, Anna AU - Svensson, Mats AU - Schmitt, Kai-Uwe AU - Levallois, Ines AU - Linder, Astrid AU - Tomasch, Ernst AU - National Highway Traffic Safety Administration TI - Seat Optimization Considering Reduction of Neck Injuries for Female and Male Occupants – Applications of the EvaRID Model and a Scaled Down BioRID PY - 2013 SP - 15p AB - Neck injury due to low severity vehicle crashes is of worldwide concern and the injury risk is greater for females than males. However, whiplash protection systems have shown to be more beneficial for males than females. Hence there is a need for improved tools to address female protection. One objective of the European 7th Framework, project ADSEAT was to develop a finite element model of a rear impact dummy representing females for application in seat optimization studies along with the BioRID II. In support of this injury risks for females were studied revealing target size for the dummy model. Related anthropometric data were derived from literature and dynamic volunteer tests comprising females performed to set biofidelity targets. On this basis a finite element model representing females was developed and relevant injury criteria and thresholds identified. For the latter use was made of a prototype loading device consisting of a modified BioRID dummy that better matches the female anthropometry. This paper article documents the development of the female whiplash dummy model called EvaRID (Eva female, RID – Rear Impact Dummy) and its application to a series of production seats. The loading device BioRID50F and initial test results are also presented herein. U1 - 23rd International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationSeoul,Korea, South StartDate:20130527 EndDate:20130530 Sponsors:National Highway Traffic Safety Administration KW - Crash injuries KW - Females KW - Finite element method KW - Neck KW - Occupant protection devices KW - Rear end crashes KW - Seats KW - Whiplash UR - http://www-esv.nhtsa.dot.gov/Proceedings/23/isv7/main.htm UR - https://trid.trb.org/view/1361083 ER - TY - CONF AN - 01571330 AU - Helm, Manfred AU - Rathmann, Sven AU - Weigand, Philipp AU - National Highway Traffic Safety Administration TI - Seat Design Differences as a Result of the Variety of Global Whiplash Test Procedures PY - 2013 SP - 4p AB - Whiplash injuries still are a major vehicle safety issue. Even though the medical community has still not agreed on the question of whether whiplash is a low severity physical injury or merely a physical complaint, the development of testing-procedures were delayed due to the high economic costs. In years past, the procedure development to test for whiplash performance was mainly driven by insurance institutes. Later it was adopted by several national and regional New Car Assessment Program (NCAP) Programs and other complete car evaluation programs before finally being adopted by national legislation. Meanwhile, the automotive industry developed different measures to improve seat safety. This paper summarizes the technical solutions for seats with good whiplash performance that manufacturers have in their cars today. It also describes in particular the differences that can be derived from differences in testing procedures. The market-specific differences between these solutions directly tie back to different national and regional rating procedures. Starting with the IIWPG–initiative, a significant number of different test criteria and procedures have been developed. By now, most of these criteria and procedures have been integrated in complete car safety ratings. Additionally, the test equipment necessary to evaluate whiplash performance has been developed in parallel with the procedures. This brings up three major influences in procedure definition. First, the definition of criteria from the correlation of robust dummy behavior in specific seats to the data accumulated about the performance of the same seats in accidents. Second, the derivation of criteria from biomechanical injury mechanism while assuming a dummy with sufficient biofidelity. Third the accumulation of measurable dummy-performances to a cumulative low-level force on the dummy’s spine. As a result of these different evaluation development processes, the different testing procedures deliver extreme rating differences for the same seat. Thus, the common goal of increasing whiplash performance for human passengers lead to different evaluation schemes and even contradictory criteria being used. At present there are test criteria that have to be actively declined to achieve an increased over all rating according to a different testing procedure. Regarding these conceptual procedure differences, the actual test procedures focus on different results. As a result of these different testing procedures, vehicle manufacturers optimized their seat design based on different criteria. It is important to note that local tests have the strongest effect on design details and optimization differences. Accordingly, many North American seat designs focus mainly on the reduction of head to head-restraint contact time in the test environment. In the meantime, Asian seat designs focus on neck-force minimization during the tests of head to head-restraint contact while the European manufacturers’ seat designs focus on robustness with respect to differences in the test pulses. The common agreed-upon goal has to be one single testing procedure that correlates with accident data and can be reproduced with existing test- equipment. U1 - 23rd International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationSeoul,Korea, South StartDate:20130527 EndDate:20130530 Sponsors:National Highway Traffic Safety Administration KW - Asia KW - Crash injuries KW - Dummies KW - New Car Assessment Program (Ncap) KW - North America KW - Seats KW - Test procedures KW - Vehicle safety KW - Whiplash UR - http://www-esv.nhtsa.dot.gov/Proceedings/23/isv7/main.htm UR - https://trid.trb.org/view/1361319 ER - TY - CONF AN - 01571329 AU - Zander, Oliver AU - Gehring, Dirk-Uwe AU - Leßmann, Peter AU - National Highway Traffic Safety Administration TI - Improved Safety of Bicyclists in the Event of a Collision with Motor Vehicles and During Single Accidents PY - 2013 SP - 11p AB - Recent accident statistics from the German national database state bicyclists being the second endangered group of vulnerable road users besides pedestrians. With 399 fatalities, more than 14.000 seriously injured and more than 61.000 slightly injured persons on german roads in the year 2011, the group of bicyclists is ranked second of all road user groups (Statistisches Bundesamt, 2012). While the overall bicycle helmet usage frequency in Germany is very low, evidence is given that its usage leads to a significant reduction of severe head injuries. After an estimation of the benefit of bicycle helm t usage as well as an appropriate test procedure for bicyclists, this paper describes two different approaches for the improvement of bicyclist safety. While the first one is focusing on the assessment o f the vehicle based protection potential for bicyclists, the second one is concentrating on the safety assessment of bicycle helmets. Within the first part of the study the possible revision of the existing pedestrian testing protocols is being examined, using in depth accident data, full scale simulation and hardware testing. Within the second part of the study, the results of tests according to supplemental test procedures for the safety assessment of bicycle helmets developed by the German Federal Highway Research Institute (BASt) are presented. An additional full scale test performed at reduced impact speed proves that measures of active vehicle safety as e.g. braking before the collision event d o not necessarily always lead to a reduction of injury severity. U1 - 23rd International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationSeoul,Korea, South StartDate:20130527 EndDate:20130530 Sponsors:National Highway Traffic Safety Administration KW - Bicycle crashes KW - Bicycle helmets KW - Crash data KW - Crash injuries KW - Cyclists KW - Fatalities KW - German Federal Highway Research Institute KW - Germany KW - Simulation KW - Vulnerable road users UR - http://www-esv.nhtsa.dot.gov/Proceedings/23/isv7/main.htm UR - https://trid.trb.org/view/1361088 ER - TY - CONF AN - 01571327 AU - Sandner, Volker AU - National Highway Traffic Safety Administration TI - Development of a Test Target for AEB Systems PY - 2013 SP - 7p AB - Rear-end collisions are one of the most frequent crashes in Europe. Common causes include momentary inattention, inadequate speed or inadequate distance. Rear-end impacts are among the most common types of road accidents involving injury e.g. Germany with an approx. 15% share in the total number of accidents involving injuries. Accident data shows that the rear end collisions with 65% and more overlap is most common. To test the effectiveness of advanced emergency braking systems and show up their performance to the consumer, a new test setup and assessment has to be developed. Based on the data of different accident research programs the most common rear end accidents are in a right angular with an overlap of more than 2/3 of the vehicle width. Impact scenarios could fixed to three situations, collision with stand still objects, with stopping objects and with objects of a lower driving speed. Impact speed up to 50kph and more could be seen in the accident data analyses. Taking into account the findings of the accident research, a test equipment needed to be developed to allow to test all kind of Autonomous Emergency Braking (AEB) systems in a longitudinal situation, simulating driving, slowing down and stationary condition. On the other hand a system has to be designed to show the consumer the effectiveness of different systems and therefore a target which must be able to strike has to be developed. A balloon car was the best solution for these requirements. In a fist stage the balloon target needed to be developed in a way that nearly all AEB systems could detect it to assess different systems and show the consumer the performance of this new technology. In a second phase the target needed to be improved in a more realistic way according a vehicle rear end, which would make it less easier to detect, but still taking into account the different information of the variable sensors such as radar, lidar, camera or PMD. In addition to the test target also a propulsion system is needed, which should not be recognized by the test vehicle, but allowing testing all the scenarios mentioned before. A ladder frame based system was designed which could be town by a vehicle in front of the target, while the target was place on a movable platform on this ladder frame. Stationary impacts as well as decelerating scenarios up to 6m/s² must be realized with this device. U1 - 23rd International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationSeoul,Korea, South StartDate:20130527 EndDate:20130530 Sponsors:National Highway Traffic Safety Administration KW - Automated vehicle control KW - Automatic braking KW - Crash injuries KW - Distraction KW - Driving simulators KW - Europe KW - In vehicle sensors KW - Rear end crashes UR - http://www-esv.nhtsa.dot.gov/Proceedings/23/isv7/main.htm UR - https://trid.trb.org/view/1360603 ER - TY - CONF AN - 01571325 AU - Seo, Sangwook AU - Sim, Doohyeok AU - Min, Jinkyu AU - National Highway Traffic Safety Administration TI - A Study of Side Structure Optimization of the SUV for New Side NCAP Tests PY - 2013 SP - 14p AB - NCAP (New Car Assessment Program) Test will be revised from 2015. For this paper, two types of side impact test have implemented. One was Korea NCAP Side MDB test and the other was Euro NCAP Side Pole Test. Korea NCAP Side MDB test have done two times with old (R95 MDB) and new (AE-MDB) version. And Euro NCAP Side Pole test also have done two times with (90 degree side pole test) and new (75 degree oblique side pole test). Thus total amount of test was four times. In case of the side MDB test of Korea NCAP, R95 MDB test and AE-MDB test were compared. And in case of the side pole test of Euro NCAP, 90 degree side pole test and 75 degree oblique test were compared. From the test data and CAE result, structure deformation and dummy injury (ES-2 and SID-2) characteristic were somewhat different by test mode of each. Therefore, the purpose of this paper is to reduce dummy injury data by optimization of structure and stiffness and apply new project. U1 - 23rd International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationSeoul,Korea, South StartDate:20130527 EndDate:20130530 Sponsors:National Highway Traffic Safety Administration KW - Crash injuries KW - Crashworthiness KW - Deformation KW - Impact tests KW - Korean New Car Assessment Program (KNCAP) KW - Side crashes KW - Sport utility vehicles KW - Vehicle tests UR - http://www-esv.nhtsa.dot.gov/Proceedings/23/isv7/main.htm UR - https://trid.trb.org/view/1361317 ER - TY - CONF AN - 01571321 AU - Donovan, Ceri AU - Davies, Huw AU - Fung, Gerry AU - National Highway Traffic Safety Administration TI - Electric Vehicles - Review of Type-Approval Legislation and the Identification and Prioritisation of Potential Risks PY - 2013 SP - 14p AB - The introduction of electric vehicles provides opportunities for new mobility solutions. The extent to which these opportunities are realised depends on the accompanying regulatory framework. Current regulatory frameworks have developed around the internal combustion engine (ICE) and in response to observed problems - an example being the initial development of the Federal Motor Vehicle Safety Standards (FMVSS). For e-mobility, these frameworks need to be revisited and adapted for the new mobility paradigm. The problem faced by regulators is the accelerated pace of technology change is incompatible with the pace of regulatory development. Although the problems associated with the move to e-mobility are understood, the issue has been how to ensure that the transition to a regulatory framework is conducive to the introduction and continuing innovation in the e-mobility sector whilst avoiding technology lock-in. The approach taken here is to develop and trial a methodology that looks to prioritise the problems and to enable the regulator to focus on development of regulation in parallel to the uptake of e-mobility. The proposed approach consists of three phases. These are: a thematic analysis - to provide a measure of e-mobility development; a functional system breakdown - to identify the areas in which regulation is challenged; and a failure mode effect analysis - to prioritise the development of regulation in those areas in which are found to be deficient. This work is ongoing and as such only the methodology is described in this paper with the use of exemplars. The work is part of the ENEVATE project, which is a JTS INTERREG IVB funded project. U1 - 23rd International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationSeoul,Korea, South StartDate:20130527 EndDate:20130530 Sponsors:National Highway Traffic Safety Administration KW - Electric vehicles KW - Federal Motor Vehicle Safety Standards KW - Internal combustion engines KW - Mobility KW - Policy, legislation and regulation KW - Pollutants KW - Technological innovations UR - http://www-esv.nhtsa.dot.gov/Proceedings/23/isv7/main.htm UR - https://trid.trb.org/view/1360454 ER - TY - CONF AN - 01571316 AU - Kuniyuki, Hiroshi AU - National Highway Traffic Safety Administration TI - Similarities and Differences Between Japan and the U.S. Distribution of Factors Influencing Injuries in Frontal Collisions Using Field Accident Data PY - 2013 SP - 11p AB - Traffic accident analysis using accident database can indicate important causes and useful countermeasures. Japan has an in-depth accident investigation database: Institute for Traffic Accident Research and Data Analysis (ITARDA) Micro Data; however, the number of investigated accidents is limited. On the contrary, the National Automotive Sampling System/Crashworthiness Data System (NASS/CDS) in the U.S. is the largest and many researchers utilize it. In this study, research questions are clarified by studying similarities and differences between Japan and the U.S. distribution of factors influencing occupant injuries in frontal collisions using these databases, and presenting new utilization of the NASS/CDS for accident analysis. Accident types compared are head-on collisions and frontal single-vehicle collisions occurred in 2000-2009. Appropriate eleven variables on occupant injuries in frontal collisions are selected, and Mahalanobis distance (MD) of discriminant analysis shows the similarities for each accident database. In this analysis, the variables are classified into four groups: injury prediction factors, vehicles factors, occupant factors, and injury outcome factors; furthermore, the multidimensional distribution is compared using these groups. In results, the NASS/CDS data has similar distribution of MD to the ITARDA Micro Data in the injury prediction factors such as delta-V, seat belt use, multiple impact, occupant age etc.; however, conditions which include vehicle factor such as vehicle curb weight, and occupant factors such as occupant height have different distribution. Therefore, the NASS/CDS is useful for statistical analysis such as injury prediction for Japan; however, it cannot be utilized as it is for small vehicles crashes, or short statured occupants because of the differences in vehicle factors and occupant factors. It is necessary to consider these differences in case of using these factors. Furthermore, new weighting method for the NASS/CDS using the MD can create closer weighted database to traffic accidents in Japan. This method needs further improvements; however, it is useful in Japan for analyses using the NASS/CDS. U1 - 23rd International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationSeoul,Korea, South StartDate:20130527 EndDate:20130530 Sponsors:National Highway Traffic Safety Administration KW - Crash data KW - Crash injuries KW - Fatalities KW - Frontal crashes KW - Japan KW - National Automotive Sampling System - Crashworthiness Data System KW - Seat belt use KW - Statistical analysis KW - Traffic crashes KW - United States KW - Vehicle safety UR - http://www-esv.nhtsa.dot.gov/Proceedings/23/isv7/main.htm UR - https://trid.trb.org/view/1361766 ER - TY - CONF AN - 01571315 AU - Yun, Yong-Won AU - Choi, Jung-Sun AU - Park, Gyung-Jin AU - National Highway Traffic Safety Administration TI - Optimization of an Automobile Curtain Airbag Using Design of Experiments PY - 2013 SP - 8p AB - A side collision of an automobile poses a higher risk of injury compared to those of a frontal collision. Therefore governments and insurance companies establish and implement new safety standards in order to ensure the safety of the occupants throughout the world. Most of the suggested standards aim to reduce the Head Injury Criterion (HIC). Widely used side airbag systems, including the curtain airbag, are known to be the most effective means to reduce HIC, but designing a curtain airbag is a very difficult task due to the non-linear characteristics of HIC and the airbag deployment mechanism. These difficulties cause an airbag engineer to choose design variables more cautiously and seek more effective design methods. This paper introduces the curtain airbag design procedure which uses current optimization methods in order to reduce the HIC risks of the occupants. First of all, it defines various elements of the curtain airbag as design variables, performs a computer-based analysis based on the Analysis of Variance (ANOVA) technique, and then selects and defines design variables important to the head injury criterion. These defined variables and the Orthogonal Array (OA) test to reduce the head injury criterion were used. The Response Surface Method (RSM) was used as an approximation method. The results were reviewed and compared in order to find a design solution to minimize the head injury criterion. These test results will give effective design methods for curtain airbag engineers. U1 - 23rd International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationSeoul,Korea, South StartDate:20130527 EndDate:20130530 Sponsors:National Highway Traffic Safety Administration KW - Analysis of variance KW - Head Injury Criterion KW - Optimization KW - Side air bags KW - Side crashes KW - Standards KW - Vehicle design UR - http://www-esv.nhtsa.dot.gov/Proceedings/23/isv7/main.htm UR - https://trid.trb.org/view/1361285 ER - TY - CONF AN - 01571310 AU - Digges, Kennerly AU - Tahan, Fadi AU - Grzebieta, Raphael AU - Bambach, Michael AU - Mattos, Garrett AU - McIntosh, Andrew AU - National Highway Traffic Safety Administration TI - Crash Damage Patterns Associated with Chest Injuries in Far-Side Rollovers PY - 2013 SP - 7p AB - The National Automotive Sampling System/Crashworthiness Data System (NASS/CDS) formed the initial basis for investigating the vehicle damage patterns associated with serious chest injuries suffered by belted occupants in far-side rollovers. MAIS 3 or 4 lung contusions were the most frequent severe chest injury. Unilateral left and right lung contusions and bilateral lung contusions were all observed in the population of injured occupants. The lung injury sources most frequently designated by the NASS investigators were the side interior and the shoulder belt. The crash tests and simulations indicated that ground impact with a lateral component produced roof and front fender damage patterns like those observed in cases with chest injuries. The observed damage patterns suggested the following as possible sources of injury causing environments for belted drivers: (1) lateral loading the roof pillars and left front fender during the third and possibly the seventh quarter-turn, and (2) rebound loading induced by the suspension system during the fourth or eight quarter- turn. Other mechanisms may also be possible in complex rollovers. U1 - 23rd International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationSeoul,Korea, South StartDate:20130527 EndDate:20130530 Sponsors:National Highway Traffic Safety Administration KW - Crash injuries KW - Crash victim simulation KW - Impact tests KW - National Automotive Sampling System - Crashworthiness Data System KW - Occupant protection devices KW - Rollover crashes KW - Shoulder harnesses KW - Thorax UR - http://www-esv.nhtsa.dot.gov/Proceedings/23/isv7/main.htm UR - https://trid.trb.org/view/1361275 ER - TY - CONF AN - 01571309 AU - Mäurer, Hans Jürgen AU - von Glasner, Florian AU - Niewöhner, Walter AU - National Highway Traffic Safety Administration TI - Safety of Vehicles Over the Whole Lifetime PY - 2013 SP - 7p AB - The NCAP (New Car Assessment Program) initiatives and most media reports are focussing on new cars. The roads paint a different picture. The average age of passenger cars is e.g. in Germany about 8 years. Only one third of all cars in Europe have an age of 5 years or less. Little is known about the safety level of cars used for several years. Wear of safety relevant components, more and more rarely inspections, an increasing number of non original spare parts. These few examples make clear that the new cars’ safety level cannot be kept over the years. The decrease in safety leads to increasing risks – the risk of causing an accident due to technical problems like reduced braking power and the risk for the occupants in an accident due to problems like not working airbags. But how can such problems be solved or at least be minimised? Which starting points are most promising to achieve the best benefit for society and road safety? According the European harmonization regulation 2010/48/EG every passenger car has to be tested along its lifetime in service after registration and type approval. DEKRA is doing more than 20 Mio vehicle inspections every year in Europe as well as in other countries outside Europe. The over all results have been evaluated out of these test reports. Additional results of a special project named SafetyCheck are used to learn more about the technical status of cars of young (inexperienced) drivers. SafetyCheck is a free of charge offer for an inspection of safety relevant components for young drivers. The third pillar of the study is the DEKRA “technical defects” database (TD) based on in depth investigations. The database contains information of more than 10,000 vehicles involved in accidents caused or influenced by technical defects within the last 10 years. The combination of the three sources periodical technical inspection (PTI), TD and SafetyCheck is a unique combination to illustrate the influence of the vehicle age against the road safety. The safety degradation over lifetime is obvious and significant even starting with the 5th year in service and drastically after 7 years. The SafetyCheck initiative confirms the PTI results showing major problems of young drivers’ cars. There are also indications that some problems of older cars are related to ADAS like ESC. The analysis of the TD database is also confirming the results of the PTI. One striking component mentioned in all three data sets is the braking system. The final consequence might be an advanced program especially focused on cars with high mileage and on older cars. This program should also include an education of the society to show the need of qualified service to retain the implemented safety level. Besides a high safety level of new cars the preservation of the safety during the vehicles’ lifetime is an important goal. Results of inspections can thus be used to further improve new car testing methods to minimise life time safety losses. U1 - 23rd International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationSeoul,Korea, South StartDate:20130527 EndDate:20130530 Sponsors:National Highway Traffic Safety Administration KW - Defects KW - Europe KW - Germany KW - Highway safety KW - New Car Assessment Program (Ncap) KW - Service life KW - Teenage drivers KW - Vehicle safety UR - http://www-esv.nhtsa.dot.gov/Proceedings/23/isv7/main.htm UR - https://trid.trb.org/view/1361316 ER - TY - CONF AN - 01571308 AU - Mueller, Ingo AU - Sohr, Steffen AU - National Highway Traffic Safety Administration TI - Study of Second Seat Row Occupant Protection in Frontal Vehicle Crashes and Potential Restraint System Countermeasures PY - 2013 SP - 8p AB - Legal requirements regarding the qualification of the second seat row restraint system with anthropomorphic test devices (ATDs) currently do not exist. Consumer tests with respect to mass production rear occupant protection systems are already being planned or even executed and the results are or will be publicly available. However, there are various factors that make it difficult to apply the strategies applied for first row occupants to second row occupants. Also, there are differences regarding seat deformation and applied decelerations relative to the first row occupants. The purpose of this study is to evaluate the effectiveness of various restraint system components for second seat row occupants. Sled tests with different occupant sizes have been conducted and analyzed in the second seat row. Based on these tests, a numerical simulation model has been built and correlated for various crash modes. Investigations were conducted that evaluate the relevant restraint parameters and their impact on the occupant protection performance for second seat row occupants. Restraint components have been modified in order to determine their potential to enable a premium rating under the current consumer test protocols for second row occupants. A reduction of the external loads applied to the ATD due to the use of pyrotechnic seat belt pretensioners and seat belt load limiters has been shown. Low force levels result in increased displacement of the occupant’s head and thorax and therefore increases the risk of occupant contact to the vehicle interior components. The potential of controlling the head kinematics with the seat belt alone without the addition of other restraint components is limited. A conventional 3-point seat belt seems to be insufficient to secure premium ratings for future consumer test programs. Additional inflatable devices like an airbelt allow a further reduction of the occupant loads with comparable or even reduced occupant displacement. Adaptive seat belt components with selectable force levels are recommended since this technology allows a reasonable trade-off between reduced occupant loads and controlled occupant displacement for various occupant sizes. Additional influencing factors for the occupant loads have been identified, including: the mechanical and geometrical properties of the seat ramp, and the timing and intensity of the vehicle pitch. U1 - 23rd International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationSeoul,Korea, South StartDate:20130527 EndDate:20130530 Sponsors:National Highway Traffic Safety Administration KW - Anthropomorphic test devices KW - Countermeasures KW - Dummies KW - Frontal crashes KW - Kinematics KW - Rear seat occupants KW - Seat belts KW - Sled tests UR - http://www-esv.nhtsa.dot.gov/Proceedings/23/isv7/main.htm UR - https://trid.trb.org/view/1360614 ER - TY - CONF AN - 01571307 AU - Youn, Younghan AU - Lee, Eun-Dok AU - Kim, Dae-up AU - National Highway Traffic Safety Administration TI - A Comparison Study of Two Side Impact Dummies Based on the Probability of Injury Risk Curves PY - 2013 SP - 7p AB - In recent years, WorldSID dummy has been continuously developed and investigated to better represent biofidelic ATD as well as a device for replacement of the current existing ES-2 side impact dummy. In Korea, the side impact type traffic accident is one of the major sever accidents in terms of numbers of accidents and fatality. Since 2003, 50kph 90 degree side crash test has been initiated as a safety standard with ES-1 at the first stage and also same time 55 kph impact speed test has been conducted as a part of Korea New Car Assessment Program (KNCAP) program. Currently only ES-2 is accepted as a regulatory tool for vehicle certification and KNCAP. In spite of the introduction of side impact regulation and New Car Assessment Program (NCAP) test procedures for the protection in lateral collisions during the last 10 years, injuries in this accident type still constitute a significant category of road traffic injuries. The fatality from side impact accidents has not been successfully decreased as expected. The head injury is major sources of fatality in side impact crash accidents in Korea. In 2009, for further enhancing the protection of side collision, the perpendicular 29 kph pole side impact test with ES-2 dummy has been introduced as an optional test in KNCAP. The main objective of the optional pole side impact test was to promote installation of side curtain airbag in the vehicle fleet as a standard option. In this study, injury outcome from WorldSID and ES-2 were evaluated with the two different types of vehicle sizes, small and medium size vehicles crash tests. Also, the computer simulations were performed. In this simulation matrix, impact speeds (50 kph, 55 kph), MDB types (MDB and AE-MDB) were considered as variables. In fact, WorldSID 50th male dummy's injury risk criteria limits are not finalized yet. Only the injury criteria categories have been just defined in the informal meeting as head injury criteria (HIC36), shoulder performance criteria (shoulder force: Fy), thorax performance criteria (thorax rib deflection), abdominal performance criteria (abdominal rib deflection and T12 resultant acceleration) and pelvis performance criteria (peak pubic symphysis force) Also the injury criteria and dimension of body structures between ES-2 and WorldSID cannot match each other. In this study, in steads of direct comparison between two dummy's performances, the percentages of injury risk probability were compared with each individual body parts. ES-2 shows higher thoracic rib deflection compared with WorldSID for compact size vehicle. But mid-size case, two dummy's injury risk probability are same levels. The abdomen injuries from two dummies were similar but WorldSID showed lower pelvic injuries. In this study, only 2 different types of vehicles were tested with ES-2 and WorldSID. A small amount of rib deflection from the WorldSID may due to the upper body rotation during the impacts. From this study, the injury patterns are similar between two dummies. However, the probability of injury risk in the thoracic body was not higher than the ES-2 for small size vehicle. U1 - 23rd International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationSeoul,Korea, South StartDate:20130527 EndDate:20130530 Sponsors:National Highway Traffic Safety Administration KW - Crash injuries KW - Crash severity KW - Dummies KW - Fatalities KW - Head Injury Criterion KW - Korea KW - Korean New Car Assessment Program (KNCAP) KW - Side air bags KW - Side crashes UR - http://www-esv.nhtsa.dot.gov/Proceedings/23/isv7/main.htm UR - https://trid.trb.org/view/1361111 ER - TY - CONF AN - 01571304 AU - Kobayashi, Yuki AU - Makabe, Takumi AU - National Highway Traffic Safety Administration TI - Crash Detection Method for Motorcycle Airbag System with Sensors on the Front Fork PY - 2013 SP - 8p AB - Honda’s previous motorcycle airbag system employs a crash detection method to deploy the airbag according to signals the system receives from four accelerometers where two of them installed on each of the front suspension fork legs. However, the system can be used only on models with larger vehicle sizes due to larger area required for the installation of the four sensors. This paper describes the development of a method to overcome the space limitations of the prior method. In developed method, the crash detection can be carried out by only two sensors where one of them installed on each front suspension fork leg. This makes it possible to apply an airbag system to other motorcycle models as well. In this developed method, the threshold value, which is used for crash discrimination, is processed as a function of longitudinal displacement of the front suspension. At each time step in the discrimination execution processes, the deceleration value is compared with the threshold processed as described above. Through the analysis using spectrogram, it was revealed that the accelerometer outputs, when traveling on rough roads, shows inusoidal oscillation waves derived from the natural oscillation of the system composed of the front wheel and the suspensions. Consequently, waveforms of the longitudinal deceleration and the displacement, where the displacement is calculated by the second order integration of the deceleration, show the opposite phase to each other. On the other hand, in a frontal impact, the output of the accelerometer is generally expressed by the approximation of a half sine wave. Accordingly, the displacement from a frontal impact shows a monotonic increase. Utilizing these characteristics, a two-sensor crash detection method has been developed. The developed method was evaluated using data measured in various tests, including full-scale impact tests and rough roads tests, using large touring motorcycles and large scooters. U1 - 23rd International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationSeoul,Korea, South StartDate:20130527 EndDate:20130530 Sponsors:National Highway Traffic Safety Administration KW - Air bags KW - Crash sensors KW - Honda R&D KW - Impact tests KW - Motorcycles KW - Suspension systems KW - Waveform analysis UR - http://www-esv.nhtsa.dot.gov/Proceedings/23/isv7/main.htm UR - https://trid.trb.org/view/1360732 ER - TY - CONF AN - 01571301 AU - Choi, Dongseok AU - Lee, Kwangbum AU - Ryu, Kihyeon AU - Kwon, Haeboung AU - Lee, Jonghyun AU - National Highway Traffic Safety Administration TI - Application of System Power Concept on Hybrid Electric Vehicles and Electric Vehicles PY - 2013 SP - 6p AB - The concept of system power for motor vehicles becomes necessary because multi energy converters and higher efficiency drivetrain are being adapted in advanced motor vehicles for the energy savings and the precise emission controls. This concept is very important in hybrid vehicles due to two different energy converters such as an internal combustion engine and an electric motor. This concept is also applicable to electric vehicles for the efficiency of energy transfer from energy sources to vehicle wheels. The system power is measured on the powertrain test bed at the state of whole vehicle. It is possible to measure the wheel torque precisely by the direct connection between the power absorber and the end of drivetrain without tires. Two different test methods were developed for the measurement of system power. One is the acceleration at full load under road load (i.e., Method I); the other is the acceleration at full load under the constant vehicle speed (i.e., Method II). Three hybrid electric vehicles (HEVs) and two electric vehicles (EVs) were tested using the developed test methods. The different types of drivetrain such as an automatic transmission (AT), a continuously variable transmission (CVT) and reduction gear (RG) were equipped in the test vehicles respectively. Engine speed, coolant temperature, and SOC condition were very important factors for this test in order to produce the maximum power. Method I was much better one for the measurement of system power despite of transient characteristics. The analysis of standard deviation was used for the determination of transient system power at the specific vehicle speed. The criterion for this analysis is the standard deviation of one value, which means that each power value is within +/- two percent of averaged power value. By measuring system power at the constant vehicle speed, it is shown that the transient power by method I could be maintained during at least 30s. The repeatability of method I was within +/- 5 percent. It is found that this concept and method are applicable and reasonable for the power test of HEVs and EVs. U1 - 23rd International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationSeoul,Korea, South StartDate:20130527 EndDate:20130530 Sponsors:National Highway Traffic Safety Administration KW - Electric vehicles KW - Energy conversion KW - Internal combustion engines KW - Motors KW - Power trains KW - Transmissions UR - http://www-esv.nhtsa.dot.gov/Proceedings/23/isv7/main.htm UR - https://trid.trb.org/view/1360473 ER - TY - CONF AN - 01571298 AU - Jung, Hyuk AU - Kim, Kyungsam AU - Lee, Kwangbum AU - Kwon, Haeboung AU - National Highway Traffic Safety Administration TI - A Study on Fire Resistance Test Procedure for Traction Battery PY - 2013 SP - 10p AB - Market share of electrically propelled vehicle are increasing due to high oil prices and environmental concerns. These electrically propelled vehicles demand to ensure high safety of electric energy storage system, high voltage system and mechanical structure which is equivalent to existing internal combustion engine (ICE) vehicle. Due to these social demands, global organizations like United Nations/Economic Commission for Europe (UN/ECE) and International Organization for Standardization (ISO) are under discussion to make the safety test specification of Lithium- battery, one of rechargeable energy storage systems. KATRI also have researched and developed KMVSS which is for electrically propelled vehicles since 2006, and seven traction battery safety tests have been issued and conducted since 2009. Fire resistance test is to confirm whether traction battery could withstand the intended fire for 2 minutes which is minimum time for evacuating driver and passengers from burning car. This test is considered one of important traction battery safety tests. In this study, current KMVSS traction battery fire resistance test, draft of ECE R-100 RESS fire resistance test in outside and draft of GTR/SGS- test procedure for hydrogen storage fire test were comparatively analyzed. Subsequently, this study proposed new fire resistance test procedure for traction battery with verification. U1 - 23rd International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationSeoul,Korea, South StartDate:20130527 EndDate:20130530 Sponsors:National Highway Traffic Safety Administration KW - Electric vehicles KW - Fire resistance KW - Hydrogen storage KW - Lithium batteries KW - Test procedures KW - Traction KW - Vehicle safety UR - http://www-esv.nhtsa.dot.gov/Proceedings/23/isv7/main.htm UR - https://trid.trb.org/view/1360497 ER - TY - CONF AN - 01571297 AU - Cerdan, Daniel AU - Zeitouni, Richard AU - Adalian, Céline AU - National Highway Traffic Safety Administration TI - Frontal Impact Protection: Application of an Upgraded Chest Injury Criterion the Equivalent Deflection (DEQ) PY - 2013 SP - 12p AB - The equivalent deflexion (Deq) is a new criterion foreseen to be used in European New Car Assessment Programme (EuroNCAP) to better assess the chest protection in frontal impact. It has the particularity to discriminate the contribution of two parameters on chest deflexion: (1) contribution of the seat-belt (with a small surface of load application, which is damageable for the occupant); (2) contribution of the airbag (with a larger surface of load application, which is more acceptable for the occupant). Such a criterion will help car manufacturers to design adequate restraint systems with an appropriate combination of airbag and seat-belt to better protect the vulnerable occupants. To better understand this new criterion, PSA Peugeot Citroën launched a study to quantify the performances of its current vehicle platforms with respect to the Deq. Physical tests were analysed on different car platforms with several restraint systems characteristics. Each time, the Hybrid III rodpot and the shoulder belt load were recorded and analysed. This analysis shows that the sensitivity and reproducibility of the Deq measurements are equivalent than the Rodpot ones. Because the Deq criterion needs the chest deflexion measured on the Hybrid III rodpot and the shoulder belt load, there are some questions raised by other researchers about sensitivity of Deq and about the pertinence of Deq with respect to Rodpot. This question is investigated for a nominal restraint system as proposed in Peugeot and Citroën cars. This was done via Design of Experiments made with HIII 50th and HIII 5thmodels respectively in ODB 64 km/h and Full-width rigid test 50 km/h. The outcome is that for good restraint systems already built to be protective (load limitation less than 5kN), Deq would prevent to use combination of relative high load limitation with very soft airbags, contrary to Rodpot. But this study is just at its initial phase because of time constraints, because not all the biomechanical criteria were analysed (eg. neck load and moments) and because only one vehicle was investigated. Therefore, the authors would suggest carrying out the same analysis for restraint solutions widely different than the authors. U1 - 23rd International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationSeoul,Korea, South StartDate:20130527 EndDate:20130530 Sponsors:National Highway Traffic Safety Administration KW - Air bags KW - Dummies KW - European New Car Assessment Program KW - Frontal crashes KW - Occupant protection devices KW - Restraint systems KW - Seat belts KW - Thorax KW - Vehicle safety UR - http://www-esv.nhtsa.dot.gov/Proceedings/23/isv7/main.htm UR - https://trid.trb.org/view/1360453 ER - TY - CONF AN - 01571293 AU - Deng, Bing AU - Li, Jiaqi AU - Yang, Yin AU - Dong, Xiaofei AU - Zhu, Xichan AU - Ma, Zhixiong AU - Wang, J T AU - National Highway Traffic Safety Administration TI - Near-Crash Scenario in China Based on Shanghai Driving Data PY - 2013 SP - 4p AB - In 1995, there were 1.4 million automobiles in China. In 2010, the number of automobiles reached 18.27 million, including 9.576 million passenger vehicles. With such rapidly growing capacity, traffic safety is becoming increasingly important. In 2010, there were 3,906,173 accidents, 65,225 fatalities, and 254,075 injuries reported by the Chinese official statistics. Crash scenario typologies have been widely used in support of identifying crash intervention opportunities, setting research priorities and direction in safety technology development, and evaluating the effectiveness of selected crash countermeasure systems. The objective of this study is to collect data and to develop a list of representative near-crash scenarios. The developed frequency distribution of typical near-crash scenario can help identifying intervention technology development opportunities for collision avoidance. U1 - 23rd International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationSeoul,Korea, South StartDate:20130527 EndDate:20130530 Sponsors:National Highway Traffic Safety Administration KW - Crash avoidance systems KW - Crash data KW - Crash injuries KW - Fatalities KW - Near accidents KW - Shanghai (China) KW - Technological innovations KW - Traffic crashes UR - http://www-esv.nhtsa.dot.gov/Proceedings/23/isv7/main.htm UR - https://trid.trb.org/view/1361773 ER - TY - CONF AN - 01571292 AU - Park, Haekwon AU - Kim, Jaehyun AU - Choi, Junggeun AU - Kim, Changsoo AU - National Highway Traffic Safety Administration TI - The Development of Two Panel Tucked Shape Passenger Airbag PY - 2013 SP - 6p AB - Nowadays the most rising issues in the airbag industry are production costs and assemblability. Many car makers are considering applying low cost passenger airbags to their vehicle. In this paper, the inverse 'Ω' shape two panel passenger airbag was suggested to have cost competitiveness and good safety performance. The Sewing pattern that makes inverse 'Ω' shape, increases cushion depth and protects passengers more safely. This paper will introduce the advantages of the developed two panel passenger airbag and describe the superiorities of its performance through dynamic test results. U1 - 23rd International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationSeoul,Korea, South StartDate:20130527 EndDate:20130530 Sponsors:National Highway Traffic Safety Administration KW - Air bags KW - Automobile industry KW - Costs KW - Occupant protection devices KW - Production KW - Restraint systems KW - Shape UR - http://www-esv.nhtsa.dot.gov/Proceedings/23/isv7/main.htm UR - https://trid.trb.org/view/1360448 ER - TY - CONF AN - 01571291 AU - del Pozo de Dios, Eduardo AU - Lázaro, Ignacio AU - Delannoy, Pascal AU - Thomson, Robert AU - Versmissen, Ton AU - van Nunen, Ellen AU - National Highway Traffic Safety Administration TI - Development of a Structural Interaction Assessment Criteria Using Progressive Deformable Barrier Data PY - 2013 SP - 13p AB - Structural interaction has been one of the critical issues for improved frontal impact protection. An evaluation procedure for structural interaction has been difficult to develop using objective test data procedures. While previous research with the PDB barrier has been promising based on subjective evaluations, an objective assessment criteria has been elusive. Part of the European Union (EU) project FIMCAR focused on the development of an assessment procedure to assess important frontal impact characteristics like load spreading. Test and simulation data from vehicle impacts with the PDB or MPDB were collected for different vehicle models, spanning a range of vehicle masses and vehicle classes. Available car-to-car crash tests were also collected for reference. The main information analyzed w.r.t. the assessment of load spreading was the deformation pattern of the PDB barrier after a test. These deformation plots were reviewed and subjectively assessed by experts. The subjective assessments were used to develop key characteristics that should be detected by a numerical assessment of the three-dimensional (3D) data. These subjective assessments were then compared to different objective (numerical) assessments for the barriers to ensure correlation of the results and then validated with available car-car data. Assessment of the influence of assessment area and scanning resolution were also performed. The deformation profiles could be grouped into three main groups where the horizontal and vertical load spreading distinguished vehicles with good or poor performance. The main focus was the development of an assessment of the horizontal load spreading between the longitudinals. A metric based on the slope or gradient, of barrier deformations in the lateral or vehicle Y axis proved to be the best candidate. A horizontal assessment area based on 60% of the overall vehicle width and a vertical area between 330 and 580mm from ground was used. The 99%ile value for the Digital Derivative in Y (DDY) with a threshold value of 3.5 could discriminate between vehicle with an even (homogeneous) deformation pattern or a vehicle with localized structures. The candidate for an (M)PDB metric that assesses horizontal load spreading provides an objective method to assess structural interaction. The assessment has been validated for the vehicles that can be clearly grouped into a good or poor performance category. There are a number of vehicles that are in a borderline area that require further evaluation. The cases where vehicle-to- vehicle crash data is available have validated the performance of those vehicles. Further validation using field data and car-to-car test or simulation results can finalize the metric development. The paper addresses a central issue for frontal impact performance. While structural alignment and occupant compartment stability issues can be addressed by adding the FWDB test procedure as proposed by the FIMCAR project to the current ODB procedure, there is no test procedure available that reliably assesses horizontal load spreading. The proposed DDY metric for the PDB test procedure allows the front structure for vehicles to be assessed and be updated to also assess vertical load spreading. U1 - 23rd International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationSeoul,Korea, South StartDate:20130527 EndDate:20130530 Sponsors:National Highway Traffic Safety Administration KW - Crash data KW - European Union KW - Frontal crashes KW - Impact tests KW - Occupant protection devices KW - Simulation KW - Vehicle safety UR - http://www-esv.nhtsa.dot.gov/Proceedings/23/isv7/main.htm UR - https://trid.trb.org/view/1360915 ER - TY - CONF AN - 01571290 AU - Merz, Uwe AU - Schöneburg, R AU - Fehring, Michael AU - Bachmann, Roland AU - Heinrich, Till AU - National Highway Traffic Safety Administration TI - PRE-SAFE Impulse - Early Interacting Occupant Restraint System PY - 2013 SP - 8p AB - The safety level in modern vehicles is extremely high. Restraint systems that are currently used, consisting of the classic seat belt and airbag system, feature a mature level of optimization. In the investigation examined here, the authors shall leave behind the "classic" restraint system approach and discuss the question as to whether and how occupant restraint could be initiated in a hazardous situation even before the seat belt and airbag system responds. Could the valuable milliseconds between the start of the crash and the response of the occupant restraint system be used for dissipating energy? The purpose of this investigation is to design a system for early occupant impact protection that reduces the forces to which occupants are subjected during a crash. The focus is on frontal collisions. By inputting energy in a targeted manner, occupants are already restrained at the point in ti me when vehicle deceleration has still had only minor or no effects on the occupants. Methods for inputting energy as well as implementing this are examined. Furthermore, the paper describes the differences in occupant kinematics caused by the system and highlights the potential this technology holds for reducing the forces to which occupants are subjected. Based on the results of the preliminary investigation, the predevelopment of an approach for implementing an early occupant impact protection system that is fit for production is described. At the end of the paper, the authors present this system, with all the advantages it holds, as well as an outlook with regard to the potentials still to be exploited. U1 - 23rd International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationSeoul,Korea, South StartDate:20130527 EndDate:20130530 Sponsors:National Highway Traffic Safety Administration KW - Air bags KW - Dissipation KW - Frontal crashes KW - Kinematics KW - Occupant protection devices KW - Restraint systems KW - Seat belts UR - http://www-esv.nhtsa.dot.gov/Proceedings/23/isv7/main.htm UR - https://trid.trb.org/view/1360452 ER - TY - CONF AN - 01571288 AU - Moorhouse, Kevin AU - National Highway Traffic Safety Administration TI - An Improved Normalization Methodology for Developing Mean Human Response Curves PY - 2013 SP - 11p AB - Mean human response curves and associated biomechanical response targets are commonly developed from Post-Mortem Human Subject (PMHS) test data to guide the design of anthropomorphic test devices (ATDs) by providing “target” biomechanical responses to impact. Since differences in anthropometry and physical characteristics within a group of PMHS can result in widely varying response data, the first step in developing target biomechanical responses is typically to normalize the responses to a certain “standard” anthropometry representing the ATD to be designed or evaluated. The normalization procedure should adjust the response data to account for the variation in anthropometry and physical characteristics, and thus should collapse the group of curves closer to a single response so that a mean response can be more accurately established that represents the human response of the “standard” anthropometry selected. Several methods for normalizing PMHS test data can be found in the literature, but there is no consensus as to which is the most effective. In this study, the two most common existing normalization techniques, as well as some newly developed methodologies, were evaluated by applying them to both a side impact PMHS sled test data set, and a lateral and oblique pendulum side impact PMHS data set. The efficacy of the normalization techniques were assessed for each group of common signals by calculating the average percent coefficient of variation (%CV) for time-history curves, and an analogous measure for force-deflection curves (%CV ellipse). Both of these measures provide a quantifiable assessment of the similitude of the group of curves (i.e., the normalization technique resulting in the lowest average %CV value or %CV ellipse value most effectively collapses the curves). The normalization technique found to consistently perform the best is a newly developed extension of impulse momentum- based normalization in which the stiffness ratio was determined from effective stiffness values calculated from the test data, rather than using characteristic lengths. Utilization of an improved normalization methodology in the development of mean human response curves should prove useful in more accurately characterizing the target human response to aid in the design of more biofidelic dummies. U1 - 23rd International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationSeoul,Korea, South StartDate:20130527 EndDate:20130530 Sponsors:National Highway Traffic Safety Administration KW - Anthropometry KW - Biophysics KW - Coefficient of variation KW - Crash data KW - Dummies KW - Impact tests KW - Mean (Statistics) UR - http://www-esv.nhtsa.dot.gov/Proceedings/23/isv7/main.htm UR - https://trid.trb.org/view/1360862 ER - TY - CONF AN - 01571287 AU - Lim, Jaemoon AU - Lee, Dongjun AU - Kim, Gyuhyun AU - Lee, Jaewan AU - National Highway Traffic Safety Administration TI - A Consideration on the Overall Rating for the Crash Test Performance in KNCAP PY - 2013 SP - 8p AB - The Korean New Car Assessment Program (KNCAP) has been carried out by the Korean Ministry of Land, Transportation and Maritime Affairs (MLTM) since 1999 in order to encourage that the auto makers shall launch the safer cars into the domestic market. Various test methods were amended in the KNCAP since 2003. Now, the test procedures in the KNCAP are consisted of 8 fields. It was difficult for consumers to understand the KNCAP results because of various test methods. The crash safety in the KNCAP consists of the full frontal impact, the offset frontal impact, the side impact, the pole side impact and the whiplash test. The overall rating on the crash safety in KNCAP is to inform test results easily to consumers. Each crash test result is converted into scores. The overall rating system is classified into 5 grades depending on the distribution of scores. From 2010 to 2012, the KNCAP evaluated the occupant protection performance of 34 vehicles from domestic and foreign auto makers. The overall ratings on the crash safety of 34 vehicles were listed and discussed. U1 - 23rd International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationSeoul,Korea, South StartDate:20130527 EndDate:20130530 Sponsors:National Highway Traffic Safety Administration KW - Frontal crashes KW - Impact tests KW - Korean New Car Assessment Program (KNCAP) KW - Ratings KW - Side crashes KW - Test procedures KW - Vehicle safety KW - Vehicle tests UR - http://www-esv.nhtsa.dot.gov/Proceedings/23/isv7/main.htm UR - https://trid.trb.org/view/1360616 ER - TY - CONF AN - 01571285 AU - Jang, Raeick AU - Lee, Myeongkill AU - Lee, Hyobae AU - National Highway Traffic Safety Administration TI - Study of Neck Injury Evaluation and Improvement Method for US NCAP 5% Dummy PY - 2013 SP - 5p AB - the National Highway Safety Administration (NHTSA) has carried out a lot of New United States New Car Assessment Program (US-NCAP) tests became effective from MY2011. Injury probability of New US NCAP test is more severe than previous NCAP test. The Hybrid III 5th %ile dummy in front passenger position is used instead of 50th %ile dummy. 5th %ile dummy gets lower points than 50th %ile dummy in many tests. One of the main cause is Nij. Especially neck extension moment value is main factor to improve Nij. US NCAP frontal test data was reviewed to know tendency of neck extension moment value. The object of the study is to find out how neck moves and neck extension moment occur. Furthermore,CAE test with new concept of passenger airbag is conducted to improve extension moment based on analysis result. New concept of passenger airbag has two main vent holes that can be closed to retain inner pressure of airbag. Retaining inner pressure of airbag can decrease relative motion between head and neck to improve Nij. U1 - 23rd International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationSeoul,Korea, South StartDate:20130527 EndDate:20130530 Sponsors:National Highway Traffic Safety Administration KW - Air bags KW - Crash data KW - Crash injuries KW - Dummies KW - Front seat occupants KW - Neck motion range KW - New Car Assessment Program (Ncap) UR - http://www-esv.nhtsa.dot.gov/Proceedings/23/isv7/main.htm UR - https://trid.trb.org/view/1360866 ER - TY - CONF AN - 01571281 AU - Kim, Dongjun AU - Sul, Jaehoon AU - National Highway Traffic Safety Administration TI - Analysis of Pedestrian Accidents Based on the In-Vehicle Real Accident Videos PY - 2013 SP - 12p AB - For last several years, the number of pedestrian fatalities due to traffic accident is over 2,000 in Korea. The portion of pedestrian fatalities in total traffic fatalities reached about 40%. In this reason, it is important to introduce effective and aggressive policies which can reduce pedestrian traffic accidents. To do this, it is necessary to understand of actual situation and characteristics of pedestrian accidents. In this study, it is assessed that potential of in-vehicle real accident videos which can be used to analysis of pedestrian accidents. In-vehicle real accident videos used in this study contain real situation about collision. In this study, the authors used the in-vehicle real accident videos recorded by car black-box in taxis. In-vehicle blackboxes (dashboard cameras) which recorded accident situation were installed in taxis in Incheon city. Therefore, analyzed accident videos are about car-pedestrian traffic accidents between taxis and pedestrians. Total 252 car-pedestrian accidents or car-bicycle accidents videos in 2010 were used. All videos contain the situation of accidents about between taxis and pedestrian or bicycle. 25 accidents videos are about children, 202 videos are about adults, and 25 videos are about elderly people. In-vehicle real accident videos have a potential to explain several characteristics of accident such as violations of driver or pedestrian, car speed, causes of poor visibility of a car driver, and so on. Furthermore, the eye direction of pedestrians could be checked using accident videos. As a result of analysis, the ratio of pedestrians who looked taxi before collision is only 29%. It has decreased with higher car speed, bad weather conditions, car violation speed limit. Average duration between sudden appearance of pedestrian and collision is only 2.6 seconds. The authors thought that this duration is not enough time to dodge collision when considering drivers PIEV time. Duration has been decreased when taxi have darkness, high car speed, poor visibility. Car-pedestrian accidents are very dangerous because collided pedestrian could be serious injury or fatality. However, it is not easy to understand the exact situation when car-pedestrian collision was occurred. In this study, in-vehicle real accident videos which recorded situation of collision are used. Accident videos have important information about collision time of accident. Through this study, the authors can find that In-vehicle real accident videos have potential to analyze of pedestrian accidents. Using accident videos, many characteristics of traffic accident can be explained. Nevertheless, it should be pointed that accident videos are not enough to analysis various cases of accident. Since in-vehicle dashboard cameras installed in vehicles are increasing, more accident videos will be archived in the future. U1 - 23rd International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationSeoul,Korea, South StartDate:20130527 EndDate:20130530 Sponsors:National Highway Traffic Safety Administration KW - Automotive computers KW - Crash injuries KW - Fatalities KW - Instrument panels KW - Korea KW - Pedestrian-vehicle crashes KW - Taxicabs KW - Video cameras UR - http://www-esv.nhtsa.dot.gov/Proceedings/23/isv7/main.htm UR - https://trid.trb.org/view/1360855 ER - TY - CONF AN - 01571278 AU - Chen, Rong AU - Gabler, Hampton C AU - National Highway Traffic Safety Administration TI - Incidence and Risk of Direct Steering Wheel Impact in Vehicles Equipped with Advanced Airbags PY - 2013 SP - 12p AB - Despite the widespread availability of airbags and a belt use rate of over 85%, U.S. drivers involved in crashes continue to be at risk of serious thoracic injury. One hypothesis is that this risk may be due to the lack of airbag deployment or the airbag ‘bottoming-out’ in some cases. The objective of this study is to determine the incidence and thoracic injury risk of direct steering wheel contact due to airbag “bottoming-out”. The analysis is based upon cases extracted from the National Automotive Sampling System Crashworthiness Data System (NASS/CDS) database for case years 1997-2011. The NASS/CDS data set was restricted to vehicles of model year 1998 and later. The approach was to compare the frontal crash performance of sled-certified airbags, sometimes called depowered airbags, with advanced airbags involved in frontal crashes. NASS/CDS steering wheel deformation measurements were used to identify cases in which thoracic injuries may have been caused due to steering wheel impact and deformation. The distributions of injuries for all cases were determined by body region and injury severity. These distributions were used to compare and contrast injury outcomes for cases with frontal airbag deployment for both belted and unbelted drivers. Among frontal crash cases with belted drivers, observable steering wheel deformation occurred in less than 4% of all cases, but accounted for 29% of all MAIS3+ belted drivers and 28% of belted drivers with serious thoracic injuries (AIS3+). Similarly, observable steering wheel deformation occurred in approximately 13% of all cases with unbelted drivers involved in frontal crashes, but accounted for 58% of MAIS3+ unbelted drivers and 66% of unbelted drivers with serious (AIS3+) thoracic injuries. U1 - 23rd International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationSeoul,Korea, South StartDate:20130527 EndDate:20130530 Sponsors:National Highway Traffic Safety Administration KW - Abbreviated Injury Scale KW - Air bags KW - Crash injury research KW - Frontal crashes KW - National Automotive Sampling System - Crashworthiness Data System KW - Seat belt use KW - Steering wheels KW - Thorax KW - United States UR - http://www-esv.nhtsa.dot.gov/Proceedings/23/isv7/main.htm UR - https://trid.trb.org/view/1360433 ER - TY - CONF AN - 01571272 AU - Du, Eliza Yingzi AU - Yang, Kai AU - Jiang, Feng AU - Jiang, Pingge AU - Tian, Renran AU - Luzetski, Michele AU - Chen, Yaobin AU - Sherony, Rini AU - Takahashi, Hiroyuki AU - National Highway Traffic Safety Administration TI - Pedestrian Behavior Analysis Using Naturalistic Driving Data in USA PY - 2013 SP - 10p AB - The research objective of this work was to understand pedestrians’ behavior and interaction with vehicles during pre-crash scenarios that provides critical information on how to improve pedestrian safety. In this study, the authors recruited 110 cars and their drivers in the greater Indianapolis area for a one year naturalistic driving study starting in March 2012. The drivers were selected based on their geographic, demographic, and driving route representativeness. The authors used off-the-shelf vehicle black boxes for data recording, which are installed at the front windshield behind the rear-view mirrors. It records high-resolution forward-view videos (recording driving views outside of front windshield), global positioning system (GPS) information, and G-sensor information. The authors developed category-based multi-stage pedestrian detection and behavior analysis tools to efficiently process this large scale driving dataset. To ensure the accuracy, the authors incorporated the human-in-loop process to verify the automatic pedestrian detection results. For each pedestrian event, the authors generate a 5-second video to further study potential conflicts between pedestrians and vehicle. For each detected potential conflict event, the authors generate a 15-second video to analyze pedestrian behavior. The authors conduct in-depth analysis of pedestrian behavior in regular and near-miss scenarios using the naturalistic data. The authors observed pedestrian and vehicle interaction videos and studied what scenarios might be more dangerous and could more likely to result in potential conflicts. The authors observed: 1) Children alone as pedestrians is an elevated risk; 2) three or more adults may be more likely to result in potential conflicts with vehicles than one or two adults; 3) parking lots, communities, school areas, shopping malls, etc. could have more potential conflicts than regular urban/rural driving environments; 4) when pedestrian is crossing road, there is much higher potential conflict than pedestrian walking along/against traffic; 5) There is an elevated risk for pedestrians walking in road (where vehicles can drive by); 6) when pedestrians are jogging, it is much more likely to have potential conflict than walking or standing.; and 7) it is more likely to have potential conflict at cross walk and junction than other road types. Furthermore, the authors estimated the pedestrian appearance points of all potential conflict events and time to collision (TTC). Most potential conflict events have a TTC value ranging from 1 second to 6 seconds, with the range of 2 seconds to 4 seconds being associated with highest percentages of all the cases. The mean value of TTC is 3.84 seconds with standard deviation of 1.74 seconds. To date, the authors have collected about 65TB of driving data with about 1.1 million miles. The authors have processed about 50% of the data. The authors are continuously working on the data collection and processing. There could be some changes in our observation results after including all data. But the existing analysis is based on a quite large-scale data and would provide a good estimation. U1 - 23rd International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationSeoul,Korea, South StartDate:20130527 EndDate:20130530 Sponsors:National Highway Traffic Safety Administration KW - Behavior KW - Crash data KW - Global Positioning System KW - Indianapolis (Indiana) KW - Pedestrian movement KW - Pedestrian safety KW - Pedestrian-vehicle crashes KW - Risk analysis UR - http://www-esv.nhtsa.dot.gov/Proceedings/23/isv7/main.htm UR - https://trid.trb.org/view/1360851 ER - TY - CONF AN - 01571271 AU - Hutchinson, T P AU - Anderson, R W G AU - Searson, D J AU - National Highway Traffic Safety Administration TI - An Equation for Generalizing from Impact Test Performance to Real-World Crashes PY - 2013 SP - 5p AB - Instrumented headforms are projected at the fronts of cars to assess pedestrian safety. Better information would be obtained from these and other types of impact tests if performance over the range of expected impact conditions in the field were taken into account. That is, some means is needed to convert from performance in tightly-specified test conditions to what happens in the real-world. Pedestrian impact safety performance of a car is affected by speed, head mass, and the distribution of impact locations over the front of the car. The effects are complicated because bottoming out may occur, that is, the hood or other surface structure may fail to absorb sufficient energy to prevent contact with much stiffer structures beneath it. In turn, the locations are affected by the geometry of the car, the impact speed, and the pedestrian’s stature. The relative frequencies of different speeds, masses, and so on are important inputs to the calculation of an average. The principal result is a theory. This has three steps. The first is to convert the test quantity (e.g., HIC, the Head Injury Criterion) observed in test conditions to what would be observed if (for example) speed or mass were different. The second is to convert the test quantity to something that can be meaningfully averaged --- for example, average dollar cost of HIC or the probability of death corresponding to a given HIC. The third is to obtain the average cost, or average probability of death, by integration over the quantities that vary from crash to crash: speed, head mass, stature, and impact location. The theory that is developed may be used to calculate, for example, the changes that result if test performance is improved, or the probabilities of different conditions change. With appropriate modification, the theory is applicable to many other forms of testing also. The chief limitation is that good information is required on such things as the dependence of HIC on speed and mass, the dependence of cost on HIC, and the relative frequencies of speeds, masses, and so on. Such information is difficult to obtain. Better representation of the effect of impact conditions on severity is required if a test regime is to provide appropriate incentives for improvement in vehicle design. This paper identifies what information is needed, and shows how it can be used to estimate average real-world performance starting from what is observed in an impact test. U1 - 23rd International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationSeoul,Korea, South StartDate:20130527 EndDate:20130530 Sponsors:National Highway Traffic Safety Administration KW - Crash severity KW - Frontal crashes KW - Head Injury Criterion KW - Headforms KW - Hoods KW - Impact tests KW - Pedestrian safety KW - Pedestrian-vehicle crashes KW - Speed UR - http://www-esv.nhtsa.dot.gov/Proceedings/23/isv7/main.htm UR - https://trid.trb.org/view/1361089 ER - TY - CONF AN - 01571269 AU - Youn, Younghan AU - National Highway Traffic Safety Administration TI - The Protections of the Elderly Vehicle Occupants: Need Lower Belt Loadings PY - 2013 SP - 7p AB - With continuously efforts of improving vehicle safety adopting the emerging new technologies, reduction of traffic fatality has been dramatically improved. Also the rule making bodies in globally have been contributed significantly to protect vehicle occupants and pedestrians with global harmonization activities more enhanced safety regulations and requirements. However, until recent a few years, the protections of vulnerable vehicle occupants, such as elderly drivers or passengers were not focused in the main stream of vehicle safety issues. In globally, most of developed countries are either aged or aging societies. The fatality of elderly occupants (65 years old or more) rapidly increased in Korea. In 2010, while the fatality rate (per 1,000 accidents) for all age group was 24.3 deaths, but elderly vehicle occupant fatality ratio was 43.3. The major sources of elderly occupant fatality were come from the thoracic injuries. In this paper, the average size of Korean elderly morphemic figure was investigated and developed the Koran elderly anthropometric models to assess kinematics of occupants and injury mechanism. Based on the existing injury risk curves, the injury risk curves of Korean elderly occupant and Korean elderly version of Hybrid III were developed. With scale methods, their injury risks were converted to the standard Hybrid III injury measurements. With the developed injury risk curves, the probability of AIS 3+ injury of 50%, 20%, and 5% for 45 years old adult male (50th percentile) case, the rib deflections are 91.6mm, 73.28mm and 50.38 mm, respectively. For the Korean elderly case, the rib deflections are 77mm, 59.4mm and 37.4 mm, respectively. As the results, the current Hybrid III structure especially thoracic body is not good enough to assess the elderly thoracic injury. The other additional requirements, such as limiting seat belt forces were recommended. The main sources of fatality or sever injury for elderly in vehicle occupants are from thoracic injuries due to aging effects of rib cage structures. Since the current Hybrid III's thoracic structure are stiffer than a human body, the more stringent rib deflection injury criteria may result the higher belt loading to the elderly rib cage. U1 - 23rd International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationSeoul,Korea, South StartDate:20130527 EndDate:20130530 Sponsors:National Highway Traffic Safety Administration KW - Abbreviated Injury Score KW - Aged drivers KW - Crash injuries KW - Fatalities KW - Kinematics KW - Korea KW - Occupant protection devices KW - Ribs KW - Seat belts KW - Vehicle safety UR - http://www-esv.nhtsa.dot.gov/Proceedings/23/isv7/main.htm UR - https://trid.trb.org/view/1361286 ER - TY - CONF AN - 01571268 AU - Ahn, Jang Ho AU - Choi, Hyung Yun AU - Lee, Joon Soo AU - Bae, Dong Gwan AU - National Highway Traffic Safety Administration TI - Welding Characteristics and Modeling of Lithium-Polymer Battery for Electric Vehicle PY - 2013 SP - 5p AB - The fatigue life is a major issue of weld joints due to a severe thermal exposure during the welding process. Welded joints experience highly localized heating and cooling from welding processes. As a result, the material properties around the welding joints can be in significant variations after welding. The prediction of fatigue life and crack propagation in welding parts of pouch cell type lithium polymer battery is the main objectives of this study. The series spot welding and laser welding processes between different electrode materials (Cu and Al) were virtually processed using a finite element method and validated against the metallography of welding specimen. U1 - 23rd International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationSeoul,Korea, South StartDate:20130527 EndDate:20130530 Sponsors:National Highway Traffic Safety Administration KW - Battery electrodes KW - Cracking KW - Electric vehicles KW - Fatigue (Mechanics) KW - Finite element method KW - Lithium batteries KW - Properties of materials KW - Weld strength UR - http://www-esv.nhtsa.dot.gov/Proceedings/23/isv7/main.htm UR - https://trid.trb.org/view/1360468 ER - TY - CONF AN - 01571264 AU - Stein, Mathias AU - Johannsen, Heiko AU - Thomson, Robert AU - National Highway Traffic Safety Administration TI - FIMCAR – Influence of SEAS on Frontal Impact Compatibility PY - 2013 SP - 17p AB - The aim of the FIMCAR project (Frontal Impact Compatibility and Assessment Research; co-funded by the European Commission within the 7th Framework Programme) was to develop and validate a frontal impact assessment approach that considers self and partner protection. Regarding the results of the FIMCAR accident analysis, one major issue of frontal impact compatibility is structural interaction. Not all car types have the potential to align their Primary Energy Absorbing Structures (PEAS) with the common interaction zone proposed by FIMCAR. Some cars use Secondary Energy Absorbing Structures (SEAS) to interact with external structures and thereby improve the structural interaction. There is a challenge to evaluate the different structural concepts, and in particular SEAS, in the possible variations of potential impact combinations. The main objective of this study is the identification of characteristics of appropriate SEAS. Therefore this paper will give an overview about the investigations done within FICMAR to analyse parameters which improve the car-to-car crash performance. As part of the analysis physical test data as well as simulation results were used to study the interaction of the front end structures. Within FIMCAR 10 car-to-car tests were conducted. The main outcome was that the alignment of the PEAS of both crash partners is crucial for the structural interaction. Furthermore the crash test showed that misaligned vehicles perform better if they are equipped with appropriate SEAS than vehicles without a lower load path. These investigations were supported by numerical simulations. Within the FIMCAR project, amongst others, FEM vehicle models called Parametric Car Models (PCMs) were used for the assessment of car structures. For this study they were supplemented by the detailed FEM models provided by NCAC. For the SEAS analysis the PCMs were used to create several geometrical modifications. Due to the simplified design of the models the influence of the crash performance could be correlated well to the design of the SEAS. The analysis of the simulations identified 3 geometrical parameters of the SEAS that had a positive influence in a car-to-car crash. The first parameter is the longitudinal position of the SEAS. A position of about 230mm behind the bumper beam (or further forward) improved the crash performance of both collision partners. The second parameter is the vertical connection between SEAS and PEAS. A robust connection located about 250mm behind the bumper beam was able to activate the penetrating structures of the striking vehicle and therefore to improve the structural interaction. The third geometrical parameter that was identified is the height of the cross section of the cross beam of the SEAS. An increase of the height by 50% to 60mm showed that the SEAS was able to support the penetrating structures better than the small SEAS. According to the capabilities of assessment procedures to assess appropriate SEAS the OverRide Barrier (ORB), test configuration as well as the full width assessment metrics developed within FIMCAR were checked. The ORB test was not able to discriminate between appropriate and inappropriate SEAS. Regarding the full width test the Full Width Rigid Barrier (FWRB) configuration was not able to detect and assess the SEAS structures mainly due to the very short assessment interval, too. In contrast the Full Width Deformable Barrier (FWDB) was able to detect and correctly assess the SEAS that improved car-to-car crash performance due to their longer assessment period. U1 - 23rd International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationSeoul,Korea, South StartDate:20130527 EndDate:20130530 Sponsors:National Highway Traffic Safety Administration KW - Crash analysis KW - Energy absorption KW - Finite element method KW - Frontal crashes KW - Impact tests KW - Secondary energy absorbing structure (SEAS) KW - Simulation UR - http://www-esv.nhtsa.dot.gov/Proceedings/23/isv7/main.htm UR - https://trid.trb.org/view/1361013 ER - TY - CONF AN - 01571262 AU - Kuehn, Matthias AU - Hummel, Thomas AU - Bende, Jenoe AU - National Highway Traffic Safety Administration TI - Small-Overlap Frontal Impacts Involving Passenger Cars in Germany PY - 2013 SP - 10p AB - Small-overlap frontal impacts involving passenger cars have again become a topic of discussion among specialists, and more recently among the public at large. The publication of relevant test results by the Insurance Institute for Highway Safety (IIHS) has triggered questions with respect to the relevance of these collisions to accident situations and with respect to the conclusions that can be drawn and any measures to be implemented. And yet this type of collision is not something that is unknown. On the contrary, among experts, it has been a matter for discussion for decades. One will, for instance, find information and the findings from investigations at the National Highway Traffic Safety Administration (NHTSA), Steyr-Daimler-Puch and Autoliv. In Germany also, the question of how relevant small- overlap frontal impact collisions are and what the consequences of this type of collision are is currently being raised. In an attempt to clarify this, the UDV (German Insurers Accident Research) has carried out a comprehensive set of analyses using its accident database (UDB). The UDB contains a representative sample of all damage claims in Germany (all types of road users) and currently covers more than 5,000 third-party motor insurance claims from the years 2002 through 2009. All the accidents in this database involve personal injury and damage costs of €15,000 or more. The objective of the current data analysis was to place small-overlap frontal impacts in the context of all collisions involving passenger cars and to derive the characteristics of such collisions on the basis of detailed accident parameters. In addition, the patterns of injury were analyzed and compared with those resulting from other collision scenarios. The findings described in this paper are based on the retrospective analysis of 3,242 accidents involving passenger cars. 60% of these accidents (n=1,930) were frontal impacts and 15% (n=485) involved at least one passenger car with a small overlap at the front of the car. The present paper provides evidence of the relevance of small-overlap frontal impacts to the accident situation in Germany and, in the opinion of the authors, justifies efforts to implement counter- measures. In this context, active systems should also play a greater role in the future. U1 - 23rd International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationSeoul,Korea, South StartDate:20130527 EndDate:20130530 Sponsors:National Highway Traffic Safety Administration KW - Crash characteristics KW - Crash data KW - Crash injuries KW - Frontal crashes KW - Germany KW - Overlap crashes KW - Passenger cars UR - http://www-esv.nhtsa.dot.gov/Proceedings/23/isv7/main.htm UR - https://trid.trb.org/view/1360918 ER - TY - CONF AN - 01571260 AU - Zander, Oliver AU - Pastor, Claus AU - Leßmann, Peter AU - Gehring, Dirk-Uwe AU - National Highway Traffic Safety Administration TI - Towards a World-Wide Harmonized Pedestrian Legform to Vehicle Bumper Test Procedure PY - 2013 SP - 16p AB - A biofidelic flexible pedestrian legform impactor (FlexPLI) has been developed from the year 2000 onwards and evaluated by a technical evaluation group (Flex-TEG) of UN-ECE GRSP. A recently established UN-ECE GRSP Informal Group on GTR9 Phase 2 is aiming at introducing the FlexPLI within world-wide regulations on pedestrian safety (Phase 2 of GTR No. 9 as well as the new UN regulation 127 on pedestrian safety) as a test tool for the assessment of lower extremity injuries in lateral vehicle-to-pedestrian accidents. Besides, the FlexPLI has already been introduced within Japan New Car Assessment Program (JNCAP) and is on the European New Car Assessment Programme (EuroNCAP) roadmap for 2014. Despite of the biofidelic properties in the knee and tibia sections, several open issues related to the FlexPLI, like the estimation of the cost benefit, the feasibility of vehicle compliance with the threshold values, the robustness of the impactor and of the test results, the comparability between prototype and production level and the finalization of certification corridors still needed to be solved. Furthermore, discussions with stakeholders about a harmonized lower legform to bumper test area are still going on. This paper describes several studies carried out by the Federal Highway Research Institute (BASt) regarding the benefit due to the introduction of the FlexPLI within legislation for type approval, the robustness of test results, the establishment of new assembly certification corridors and a proposal for a harmonized legform to bumper test area. Furthermore, a report on vehicle tests that previously had been carried out with three prototype legforms and were now being repeated using legforms with serial production status, is given. Finally, the paper gives a status report on the ongoing simulation and testing activities with respect to the development and evaluation of an improved test procedure with upper body mass for assessing pedestrian femur injuries. U1 - 23rd International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationSeoul,Korea, South StartDate:20130527 EndDate:20130530 Sponsors:National Highway Traffic Safety Administration KW - Benefit cost analysis KW - Bumpers KW - Crash injuries KW - Crash victim simulation KW - European New Car Assessment Program KW - German Federal Highway Research Institute KW - Japan New Car Assessment Program (JNCAP) KW - Lower extremities KW - Pedestrian safety KW - Pedestrian-vehicle crashes KW - Vehicle tests UR - http://www-esv.nhtsa.dot.gov/Proceedings/23/isv7/main.htm UR - https://trid.trb.org/view/1361086 ER - TY - CONF AN - 01571259 AU - Richardson, Shane AU - Orton, Tia AU - Sandvik, Andreas AU - Jones, Chris AU - Josevski, Nikola AU - Pok, Wei Pei (Tandy) AU - National Highway Traffic Safety Administration TI - Simulation of Quad Bike (ATV) Rollovers Using PC-Crash to Evaluate Alternative Safety System PY - 2013 SP - 15p AB - From 2001 to 2012, over 160 Australians have died in quad bike (ATV) incidents. Annually in the United States (US) there will be at least 700 fatalities from quad bike related incidents. The options which have been considered to protect riders in the event of a quad bike rollover are: 1) Personal protective equipment; 2) Active riding; 3) Crush Protection Devices (CPD); 4) Roll Over Protective Structure (ROPS) without restraint; and 5) ROPS with restraint. The Institute for Safety Compensation and Recovery Research identified: “...serious issues with the simulation methods used and the nature of incidents tested to predict the effect of crush protection devices on Quad bike roll over injuries and fatalities”. PC-Crash is a commercially available collision simulation tool, which can output simulated forces of a simulated riders body parts. A PC-Crash model of a motorcycle and rider was adapted to create an exemplar Original Equipment Manufacturer (OEM) quad bike and quad bike with CPD. 18 riderless quad bike rollover tests (7 OEM quad bikes and 11 quad bikes with CPD) were used to validate the PC-Crash models of OEM quad bike and quad bike with CPD. In a serious or fatal quad bike rollover, injuries could result from impact or crush to either the torso, neck, head or combination. Entrapment, specifically of the torso, can result in traumatic or mechanical asphyxia. 400 simulations (4 x 100) were used to comparatively evaluate impact and crush injuries of quad bike riders. The rollover simulations identified that the rider of: OEM quad bike and unrestrained rider, quad bike with CPD and unrestrained rider, quad bike with ROPS and unrestrained rider and quad bike with ROPS and restrained rider could be traumatically or mechanically asphyxiated 32, 17, 0 and 0 times respectively. Four real world fatal rollover crashes were simulated which further illustrated the positive effect of CPD and ROPS. Where there is an identifiable risk of serious or fatal injury from quad bike rollover, consideration should be given to fitting either: CPD, ROPS or ROPS with rider restraint; to mitigate the potential for serious and/or fatal injury due to torso impact, crush or entrapment during a quad bike rollover. U1 - 23rd International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationSeoul,Korea, South StartDate:20130527 EndDate:20130530 Sponsors:National Highway Traffic Safety Administration KW - All terrain vehicles KW - Australia KW - Crash injuries KW - Crash victim simulation KW - Motorcycle crashes KW - Pc-crash (Computer program) KW - Restraint systems KW - Rollover crashes KW - United States UR - http://www-esv.nhtsa.dot.gov/Proceedings/23/isv7/main.htm UR - https://trid.trb.org/view/1361760 ER - TY - CONF AN - 01571257 AU - Ogawa, Shigeru AU - Chen, Qiang AU - Kawaguchi, Kenji AU - Narikawa, Takahiro AU - Yoshimura, Mie AU - Lihua, Song AU - National Highway Traffic Safety Administration TI - Effect of Visibility and Pedestrian Protection Performance on Pedestrian Accidents PY - 2013 SP - 15p AB - The pedestrian accident is an important accident type that should be studied to reduce the number of accidents worldwide. The factors in pedestrian accidents should be quantitatively clarified in order to get clues to reduce the number of pedestrian accidents. In an effort to address this issue, two vehicle related areas: visibility around A-pillar and pedestrian head protection performance, were analyzed to clarify their influences on the number of pedestrian accidents with the fatality or the injured for each vehicle model in this study. Macro accident data based on the police data from the year of 2008 through 2011 was compiled by ITARDA (Institute for Traffic Accident Research and Data Analysis) in Japan for around 24,000 pedestrian accidents on 39 vehicle models. The number of pedestrian accidents with fatal/serious/minor injury per 10,000 registered vehicles for each vehicle model was utilized as objective variables to determine the probability of the accidents. The relationships between each of the vehicle-related factors described above and the objective variables were carefully scrutinized with use of scatter charts, correlation analyses and multiple regression analyses. It was successfully clarified that the pedestrian accident would be more likely to occur when the angle of hindrance due to A-pillar is larger. It was also captured that the larger horizontal angle of view through the windshield would reduce the occurrence of pedestrian accident. Furthermore, it was clarified that the influence of visibility on the occurrence of pedestrian accident was different among the straight going maneuver, the right-turn maneuver, etc. It was possible to predict the number of fatality or injured in the pedestrian accidents to a certain degree of probability, with use of the combination of visibility indices. In addition, it was clearly captured that the better pedestrian head protection score in the Japan New Car Assessment Program (JNCAP) test would lead to the decrease in the number of pedestrian accidents with the fatality or the injured.Furthermore, the combination of visibility indices and pedestrian head protection score in the JNCAP test successfully provided much better prediction of the number of fatality or injured in the pedestrian accidents. In other words, it was clarified that the optimization of parameters in visibility indices and pedestrian head protection could lead to the decrease in the number of pedestrian accident. The effects of the pedestrian head protection score in the JNCAP test on the number of pedestrian accidents with the fatality or the injured were elaborately scrutinized from the viewpoint of danger-cognitive velocity and vehicle maneuver, i.e., straight-going, right-turn and left-turn. The results demonstrated that the pedestrian head protection score in the JNCAP test is highly correlated with the pedestrian accident especially in the case of pedestrian’s being impacted by vehicle body not a tire nor road, and furthermore in the straight going maneuver at over 40km/h of danger-cognitive velocity. In-depth accident analysis with data of ITARDA and CIDAS (China In-depth Accident Study) was conducted in Japan and China. The result showed that JNCAP would be effective especially in the crash velocity range of 31-50km/h, which accounts for as much as 40% of total 115 occurred in five major cities in China. U1 - 23rd International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationSeoul,Korea, South StartDate:20130527 EndDate:20130530 Sponsors:National Highway Traffic Safety Administration KW - China KW - Crash analysis KW - Crash data KW - Crash injuries KW - Fatalities KW - Japan KW - Japan New Car Assessment Program (JNCAP) KW - Pedestrian safety KW - Pedestrian-vehicle crashes KW - Regression analysis KW - Visibility UR - http://www-esv.nhtsa.dot.gov/Proceedings/23/isv7/main.htm UR - https://trid.trb.org/view/1361097 ER - TY - CONF AN - 01571248 AU - Unselt, Thomas AU - Schöneburg, Rodolfo AU - Waldherr, Dennis AU - National Highway Traffic Safety Administration TI - Structural Performance: Challenges Within the Area of Tension Between Safety, Lightweight and Economics PY - 2013 SP - 4p AB - Structural safety still plays a significant role in the development and optimization of vehicle safety. This fact is reflected by the increase of rating and mandatory requirements like the revised Federal Motor Vehicle Safety Standards (FMVSS) 208 and recently introduced small overlap test protocols. Related safety measures could lead to a major conflict when it comes to weight issues with impact on fuel efficiency and costs. To resolve this challenging conflict as far as possible, targeted measures such as innovative technical solutions and intelligent development methods are required. This paper will present an innovative vehicle safety and structure concept as well as balancing measures by the example of the new Mercedes- Benz SL roadster. The SL integrates an all- aluminum body and is the first mass-production Mercedes employing this type of design. Making the entire bodyshell from aluminum reduces the weight of the cell by 24 percent. Viewed across the entire life cycle (including the manufacturing phase), the new bodyshell concept of the SL reduces CO₂ emissions by 15 percent over the predecessor model. This innovative structure concept gives rise to a lightweight occupant cell with pronounced structural rigidity for high structural performance. It facilitates a light yet stable cell compound for a highly rigid occupant cell. This concept leads for example to good results in frontal small overlap tests without any additional measures. The crash test program for the development of the bodyshell was effectively supplemented with targeted simulations based on CAE methods. Therefore existing CAE methods had to be augmented to accommodate the lightweight construction of the new SL. Among the structural safety the SL has a wide portfolio of safety measures with respect to the Mercedes Benz integrated safety concept. U1 - 23rd International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationSeoul,Korea, South StartDate:20130527 EndDate:20130530 Sponsors:National Highway Traffic Safety Administration KW - Chassis KW - Federal Motor Vehicle Safety Standards KW - Fuel consumption KW - Impact tests KW - Mercedes-Benz automobile KW - Pollutants KW - Vehicle safety KW - Vehicle weight UR - http://www-esv.nhtsa.dot.gov/Proceedings/23/isv7/main.htm UR - https://trid.trb.org/view/1360923 ER - TY - CONF AN - 01571246 AU - Zecha, Stephan AU - Jürgens, Gunnar AU - Quittenbaum, Peter AU - National Highway Traffic Safety Administration TI - Innovative Test Methods and Facilities for Predictive Pedestrian Protection PY - 2013 SP - 8p AB - The development of new forward looking sensor generations has created new possibilities in enhancing vehicle safety. The capabilities of forward looking sensors have been systematically extended from the recognition of well defined objects such as road signs to the identification and classification of other vehicles. New generations of forward looking sensors are now also able to detect pedestrians in different road traffic conditions. Using these new sensors the car can be equipped with predictive protections systems. In predictive protection systems the sensor provides information on objects such as pedestrians to the vehicle, so that the vehicle can react by warning the driver, reducing speed or even braking or steering. Predictive pedestrian protection systems can thereby help to further improve the level of vehicle safety on the roads, especially with regards to vulnerable road users. During the development of the related sensors and vehicle functions such as advanced autonomous emergency brake systems (AEB) it is key to have appropriate testing tools which help to validate the sensors and the safety functions of the vehicle. Different working groups especially in Europe have focused on the definition of system testing of AEB systems. Test scenarios have been derived from accident statistics and general design rules for the testing methods, test rigs and test methods have been established. Continental has developed a testing environment which allows a qualified testing of different predictive pedestrian protection systems. Based on a description of relevant test scenarios this paper refers to the tool chain required for testing of these protection systems. This testing environment consists of the following main elements: (1) Position reference system based on sophisticated transponder technology; (2) Pedestrian Target Device (PTD) for a precise conduction of pedestrian tests with high repetition rate; (3) Drive robot systems for precise vehicle path control. The paper discusses the usability of the described tool chain with regards to relevant test scenarios. A special focus is put on a new transponder based technology for the localization of vehicles and test objects. This technology has been developed by Continental as a result of the German research initiative Ko-TAG and applies a trilateration technique between transponders in the infrastructure and transponders attached to the moving objects to measure the precise position. Being less bulky than conventional localization systems, the transponder based localization can provide a localization quality which is similar to sophisticated differential global positioning system (DGPS) systems. Moreover, due to its independence from satellite signals it can be applied on any test track and any test scenario, independent from the local signal quality of nearby satellites. U1 - 23rd International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationSeoul,Korea, South StartDate:20130527 EndDate:20130530 Sponsors:National Highway Traffic Safety Administration KW - Automatic braking KW - Driver support systems KW - Germany KW - Global Positioning System KW - Pedestrian safety KW - Sensors KW - Technological innovations KW - Test procedures KW - Vehicle safety UR - http://www-esv.nhtsa.dot.gov/Proceedings/23/isv7/main.htm UR - https://trid.trb.org/view/1361035 ER - TY - CONF AN - 01571239 AU - Paver, Jacqueline G AU - Friedman, Donald AU - Jimenez, Josh A AU - National Highway Traffic Safety Administration TI - Correlating Human and Flexible Dummy Head-Neck Injury Performance PY - 2013 SP - 7p AB - The Center for Injury Research (CfIR) has developed methods to derive and correlate rollover dummy head-neck injury with National Automotive Sampling System/Crash Injury Research (NASS/CIREN) data. In this paper, these methods are applied to other accident modes. Specifically, the authors investigated the application of the dummy rollover head-neck modifications, as well as structural injury risk, IARV, momentum exchange injury measures and criteria to frontal, offset and small overlap frontal and side impact testing. Recently, the National Highway Traffic Safety Administration (NHTSA) has implemented a comprehensive series of component regulations (FMVSS 126, FMVSS 216, FMVSS 226) which, in combination, are intended to drastically reduce the number of crashes and occupant injury and fatalities in rollovers and other modes. However, the stiffness of the dummy neck and the disparity between Injury Assessment Reference Value (IARV) and momentum exchange injury measures were not addressed. The authors opine that injury and fatality rates are high because of poor dummy-to-human stiffness and substantially underestimated IARV injury criteria compared to consensus momentum exchange injury measures. IIHS 40% offset and small overlap frontal and side impact tests were studied to observe the trajectory of the Hybrid III dummy head with production neck and evaluate injury measures. Then, the effect of substituting the production neck with the more flexible rollover neck was investigated. Estimates were made of the dummy head excursion, proximity of the head to vehicle structures at maximum excursion, the likelihood and severity of vehicle structure contact, and injury measures. Results indicate that, while the flexible neck in a rollover increases head excursion by 3 inches when contacted at 7 mph, the frontal and side impact tests described here result in head contact with vehicle structures and exceed the rollover-developed Abbreviated Injury Scale (AIS) ≥3 momentum exchange injury criteria of the integrated bending moment (IBM) and single and double integration product of head resultant acceleration (HRA). U1 - 23rd International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationSeoul,Korea, South StartDate:20130527 EndDate:20130530 Sponsors:National Highway Traffic Safety Administration KW - Crash injuries KW - Dummies KW - Fatalities KW - Federal Motor Vehicle Safety Standards KW - Head KW - Impact tests KW - National Automotive Sampling System KW - Neck KW - Rollover crashes KW - U.S. National Highway Traffic Safety Administration UR - http://www-esv.nhtsa.dot.gov/Proceedings/23/isv7/main.htm UR - https://trid.trb.org/view/1360860 ER - TY - CONF AN - 01571237 AU - Brown, Julie AU - Coxon, Kristy AU - Fong, Cameron AU - Clarke, Elizabeth AU - Keay, Lisa AU - National Highway Traffic Safety Administration TI - Seat Belt Wearing Characteristics of Drivers Aged 75 Years and Older PY - 2013 SP - 6p AB - Elderly motor vehicle occupants are over represented among serious occupant casualty numbers, and the most common region of the elderly occupant’s body injured in crashes is the chest. Chest injuries carry a significantly higher risk of death among elderly than younger occupants. While three point seat belts are effective in reducing the risk of death and injury in crashes in the general population, the seat belt is often cited as a source of chest injury among elderly occupants. Little is known about the seat belt wearing characteristics of older drivers. This study aims to describe seat belt wearing patterns among drivers aged 75 years and older by examining quality of seat belt use in terms of correctness and fit. Driver’s aged 75 years and older were interviewed and observed in their vehicles. Demographic, vehicle, and seat belt wearing data were collected during interview. Seat belt information included self- reported frequency of use and response to questions about positioning of seat belts, ease of use and comfort. Seat belt fit was assessed visually. Sash belt fit was judged ‘good’ if it passed over the mid portion of the shoulder. ‘Poor’ sash belt fit included belts positioned off the shoulder, across the tip of the shoulder or in contact with the neck. Lap belt fit was judged ‘good’ if the belt passed low over the abdomen with at least the bottom edge of the webbing in contact with the upper thigh. Participant height, weight and seated height were also recorded. A sample of 380 participants is being sought. To date, data has been collected for 115 participants and data collection continues. Preliminary data indicates high rates of self-reported seat belt use, with only one participant reporting occasional non- use. However 22% indicate that they regularly re- position the sash portion of the seat belt. This is despite 92% reporting that wearing a seat belt is comfortable. In the authors sample, 44% reported having vehicles that allowed sash height adjustment, 30 were unsure if their vehicle had this feature, and only 70% who had this feature, had ever used it. Visual observation of belt fit revealed good sash and lap belt fit in 30% of participants. Sash belt fit was good in 69% of participants, with 28% positioned off or across the tip of the shoulder, and 5% in contact with the neck. The lap belt was too high in 43% of occupants. Poor lap belt positioning was significantly associated with greater body mass index (BMI), but there was no association between sash belt fit and BMI or stature. U1 - 23rd International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationSeoul,Korea, South StartDate:20130527 EndDate:20130530 Sponsors:National Highway Traffic Safety Administration KW - Aged drivers KW - Crash injuries KW - Data collection KW - Seat belt use KW - Thorax KW - Three point restraint systems UR - http://www-esv.nhtsa.dot.gov/Proceedings/23/isv7/main.htm UR - https://trid.trb.org/view/1361284 ER - TY - CONF AN - 01571235 AU - Richardson, Shane AU - Sandvik, Andreas AU - Jones, Chris AU - Josevski, Nikola AU - Pok, Wei Pei (Tandy) AU - Orton, Tia AU - National Highway Traffic Safety Administration TI - The Comparative Testing of a Single and Double Ride Height Control Valve Suspension Control Systems PY - 2013 SP - 11p AB - The pneumatic control system on heavy vehicle air- bag suspension systems, typically designed in the United States of America (and other parts of the world), have one or two ride height control valves and a relatively complex pneumatic supply piping. BASE have developed a control system using two ride height control valves and simplified pneumatic piping. Handling and ride testing were conducted on: a petrol tanker (prime mover and trailer) fully loaded, half loaded and empty; and a concrete agitator fully loaded and empty with both the Original Equipment Manufacturer (OEM) and BASE suspension control systems. The suspension control systems, test method and results are detailed. On-road testing using two concrete agitators operating over the same route was also evaluated using Global Positioning System (GPS), accelerometer and video. The presented results show improvements in ride and handling with the BASE pneumatic air-bag suspension control system. U1 - 23rd International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationSeoul,Korea, South StartDate:20130527 EndDate:20130530 Sponsors:National Highway Traffic Safety Administration KW - Air bags KW - Global Positioning System KW - Heavy vehicles KW - Pneumatic equipment KW - Suspension systems KW - Test procedures KW - United States UR - http://www-esv.nhtsa.dot.gov/Proceedings/23/isv7/main.htm UR - https://trid.trb.org/view/1361761 ER - TY - CONF AN - 01571233 AU - Whitman, Gary R AU - Hart, Arlie V AU - Sicher, Larry AU - Benda, Brian AU - D’Aulerio, Louis A AU - National Highway Traffic Safety Administration TI - Rear-Facing Child Safety Seat Performance in Frontal NCAP Level Crashes PY - 2013 SP - 14p AB - The objective of this paper was to study the performance of Rear-Facing Child Safety Seats (RFCSS) when installed in the center- rear occupant position of vehicles involved in New Car Assessment Program (NCAP) severity level frontal crashes. The authors conducted a series of simulated frontal crash tests using a horizontal accelerator. U1 - 23rd International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationSeoul,Korea, South StartDate:20130527 EndDate:20130530 Sponsors:National Highway Traffic Safety Administration KW - Child restraint systems KW - Children KW - Frontal crashes KW - New Car Assessment Program (Ncap) KW - Occupant protection devices KW - Rear facing restraint systems KW - Rear seat occupants UR - http://www-esv.nhtsa.dot.gov/Proceedings/23/isv7/main.htm UR - https://trid.trb.org/view/1361077 ER - TY - CONF AN - 01571232 AU - Ydenius, Anders AU - Stigson, Helena AU - Kullgren, Anders AU - Sunnevång, Cecilia AU - National Highway Traffic Safety Administration TI - Accuracy of Folksam Electronic Crash Recorder (ECR) In Frontal and Side Impact Crashes PY - 2013 SP - 12p AB - Estimation of crash severity from crash recorders is important in the evaluations of vehicle crashworthiness. The number of cars fitted with on-board crash recorders is in creasing. The majority of these recorders are integrated with airbag sensors that usually have limitations regarding e.g. recording time and sampling rate. The aim with this study was to evaluate the accuracy of an Electronic Crash Recorder (ECR) compared to laboratory accelerometers. The ECR records car body acceleration during a crash event. The ECR is part of a large accident data collection system where 10,000 units per year are installed in various car models in Sweden. The ECR has the possibility to record acceleration in longitudinal and lateral impacts and also in multiple events. The ECR also meet requirements like recording data 30 ms prior to pulse start (tₒ) and recording time up to 500 ms with 1 kHz sampling rate. The focus was to evaluate the accuracy in a wide range of impact speeds and with different pulse shapes. A series of 12 sled tests were conducted with delta-V between 12.3 and 73.5 km/h. In each test the sled was fitted with 10 ECRs as well as a laboratory accelerometer. Five ECRs were fitted in the longitudinal direction and five in the lateral. In total 120 ECR recordings were evaluated. Acceleration data were filtered according to CFC60 as defined in SAE J211. Change of velocity, mean and peak accelerations were derived from the filtered acceleration. No systematic error was found regarding delta-V. The systematic error of mean acceleration in the longitudinal direction was 0.4 g (3.5%). For all tests the standard deviation for delta-V in the longitudinal direction was 0.8 km/h (1.9%). The corresponding value for the lateral direction was 1.4 km/h (3.9%). The standard deviation for mean acceleration was 0.2 g (1.7%) in the longitudinal direction and 0.4 g (3.0%) in the lateral direction. In general no major differences in standard deviation between low and high speed crash tests were found. Overall the evaluation of the ECR showed that a low cost accelerometer device gives accuracy close to a laboratory accelerometer. U1 - 23rd International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationSeoul,Korea, South StartDate:20130527 EndDate:20130530 Sponsors:National Highway Traffic Safety Administration KW - Crash data KW - Crashworthiness KW - Event data recorders KW - Frontal crashes KW - Impact tests KW - In vehicle sensors KW - Side crashes UR - http://www-esv.nhtsa.dot.gov/Proceedings/23/isv7/main.htm UR - https://trid.trb.org/view/1360853 ER - TY - CONF AN - 01571231 AU - Han, Gu AU - Lee, Kyehyeok AU - Lee, Junho AU - Seok, Juyup AU - Snyder, David AU - Seo, Kwanho AU - Kim, Dongseok AU - National Highway Traffic Safety Administration TI - A Study on the Severity of the Proposed Korean NCAP AE-MDB Side Impact Test PY - 2013 SP - 9p AB - Since 2003, the Korean NCAP(New Car Assessment Program) has included side impact tests. In these tests, a 950 kg moving barrier is collided into the driver side of the test vehicle at 55kph, in a direction perpendicular to the longitudinal center line of the test vehicle. The Korean NCAP has recently investigated using the AE-MDB (Advanced European Mobile Deformable Barrier) in their testing to better represent the population of the vehicles on the road in Korea. It is necessary to improve. side moving deformable barrier characteristics to reflect real world side collisions. The purpose of this study is to evaluate and compare the severity of the proposed Korean NCAP AE-MDB test at both 1300 kg and 1500 kg, relative to the current 950 kg. barrier test. Large-size, mid-size and small-size cars were tested. U1 - 23rd International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationSeoul,Korea, South StartDate:20130527 EndDate:20130530 Sponsors:National Highway Traffic Safety Administration KW - Center lines KW - Crash severity KW - Impact tests KW - Korea KW - Korean New Car Assessment Program (KNCAP) KW - Side crashes KW - Temporary barriers KW - Test vehicles UR - http://www-esv.nhtsa.dot.gov/Proceedings/23/isv7/main.htm UR - https://trid.trb.org/view/1361106 ER - TY - CONF AN - 01571229 AU - Kiebach, Helge AU - National Highway Traffic Safety Administration TI - Impact of Driver Assistance Systems on Safety and Repair PY - 2013 SP - 6p AB - Driver assistance systems, such as autonomous pre-crash braking systems can reduce the impact velocity (particularly the impact energy) or can even avoid the crash completely. Thus, by reducing the impact speed in order to decrease the number of serious accidents, the subsequent repair costs of the crashed vehicle can also be lowered. However, the testing and assessment of new cars still involves using tests which do not take into account the significant additional potential of integrated safety measures. In order to investigate the differences during crashes as a consequence of altered kinetic energy at the vehicle front, KTI teamed up with DEKRA and BMW to carry out joint crash tests with the latest BMW 5 series vehicles. The vehicles involved braked automatically from 64 km/h initial test velocity down to different impact speeds. The paper will describe and discuss some relevant details and results of the crash tests regarding passenger safety and repair costs. U1 - 23rd International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationSeoul,Korea, South StartDate:20130527 EndDate:20130530 Sponsors:National Highway Traffic Safety Administration KW - Automatic braking KW - BMW Automobile KW - Crash avoidance systems KW - Crash severity KW - Driver support systems KW - Impact speed KW - Impact tests KW - Kinetics UR - http://www-esv.nhtsa.dot.gov/Proceedings/23/isv7/main.htm UR - https://trid.trb.org/view/1361015 ER - TY - CONF AN - 01571222 AU - Ida, Hitoshi AU - Aoki, Masashi AU - Asaoka, Michihisa AU - Mizuno, Koji AU - Hitosugi, Masahito AU - National Highway Traffic Safety Administration TI - Analysis of Abdominal Injuries in Obese and Nonobese Restrained Occupants PY - 2013 SP - 7p AB - This study clarified the effect of body physique to abdominal injury distribution in terms of frontal passengers at frontal collision using National Automotive Sampling System/Crashworthiness Data System (NASS/CDS) database with medical knowledge and engineering analysis. Present research based on the real-world accident data showed that distribution and severity of abdominal injuries of the restrained front seat occupants in frontal collisions was reflected by the body physique. Obese occupants tend to suffer from the injuries of middle-lower abdomen owing to the seatbelt compression. From the reconstruction of the occupants’ kinematics, severity of abdominal injuries largely depended on the pelvic displacement in both obese and nonobese occupants. Therefore, to decrease the severity of abdominal injuries, knee airbag is one of considered proper devices as restraint systems for controlling pelvic displacement. The result of frontal collision simulation with human model THUMS with various body physiques clearly shows that the mechanism and the effects of reduction of abdominal injuries. U1 - 23rd International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationSeoul,Korea, South StartDate:20130527 EndDate:20130530 Sponsors:National Highway Traffic Safety Administration KW - Abdomen KW - Crash data KW - Crash injuries KW - Kinematics KW - National Automotive Sampling System - Crashworthiness Data System KW - Obesity KW - Occupant protection devices UR - http://www-esv.nhtsa.dot.gov/Proceedings/23/isv7/main.htm UR - https://trid.trb.org/view/1360864 ER - TY - CONF AN - 01571220 AU - Benmimoun, Mohamed AU - Zlocki, Adrian AU - Eckstein, Lutz AU - National Highway Traffic Safety Administration TI - Behavioral Changes and User Acceptance of Adaptive Cruise Control (ACC) and Forward Collision Warning (FCW): Key Findings Within an European Naturalistic Field Operational Test PY - 2013 SP - 6p AB - In the euroFOT project multiple Advanced Driver Assistance Systems (ADAS) were tested within a large-scale Field Operational Test (FOT) in Europe. Main objective of the project was the impact assessment of different ADAS on safety, traffic efficiency, environment, driver behaviour and user-acceptance in real life situations with normal drivers. The needed data was gathered by means of instrumented vehicles. Altogether, about 1000 vehicles from different manufacturers and with different advanced driver assistance systems took part in the FOT. The Institute of Automotive Engineering (ika) of the RWTH Aachen University analysed the effects of Adaptive Cruise Control (ACC) usage in combination with Forward Collision Warning (FCW) under normal driving conditions of 100 passenger cars. The results of the data analysis show positive effects on traffic safety and fuel consumption. In terms of traffic safety a reduction in number of incidents, harsh braking and critical time-headways were determined. These reductions can be attributed to changed distance behaviour of the drivers. U1 - 23rd International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationSeoul,Korea, South StartDate:20130527 EndDate:20130530 Sponsors:National Highway Traffic Safety Administration KW - Autonomous intelligent cruise control KW - Behavior KW - Crash avoidance systems KW - Driver support systems KW - Drivers KW - Europe KW - Instrumented vehicles UR - http://www-esv.nhtsa.dot.gov/Proceedings/23/isv7/main.htm UR - https://trid.trb.org/view/1360845 ER - TY - CONF AN - 01571219 AU - Khim, Jeongkeun AU - Son, Changkyu AU - Kim, Jeongmin AU - Jeon, Huijeong AU - Ha, Jungbum AU - Seo, Kwanho AU - Kim, Dongseok AU - National Highway Traffic Safety Administration TI - A Study of the Relationship Between Seatbelt System and Occupant Injury in Rear Seat Based on EuroNCAP Frontal Impact PY - 2013 SP - 7p AB - Front-row occupant protection in frontal crashes has benefited from restraint system development and vehicle crashworthiness improvements which have been driven partly by manufacturers’ efforts to improve vehicle scores in consumer metric tests. Until recently, occupants in the rear seat have not been considered in most consumer metric tests. As a result, a rear occupant evaluation has been introduced in Europe as a part of the European New Car Assessment Programme (EuroNCAP). Occupant protection performance in the rear seat needs to be evaluated in order to perform well in this newly introduced market requirement. This study investigates the potential benefits of seat belt pretensioners and load limiters in the rear seat for the new EuroNCAP condition. A series of sled tests were conducted following the new EuroNCAP protocol for a 50 km/h full width rigid barrier test. A Hybrid III 5th percentile female (AF5) dummy was seated in the rear seat of a sled buck representative of a small- sized vehicle. A mathematical simulation study of rear seat restraint parameters was first performed to assess chest deflection, head excursion trend and neck injury using different belt load limiters and pretensioning stroke with the Hybrid III 5th percentile female dummy. The results suggest that the belt pretensioner and load-limiter studied here may improve performance to rear seat occupants in the EuroNCAP condition, although more study is needed to evaluate these restraints in other crash scenarios. This study is limited to the Hybrid III 5th percentile female (AF5) dummy in this load case. Restraint performance for larger and smaller occupants also needs to be considered. U1 - 23rd International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationSeoul,Korea, South StartDate:20130527 EndDate:20130530 Sponsors:National Highway Traffic Safety Administration KW - Crash injuries KW - Crashworthiness KW - Dummies KW - European New Car Assessment Program KW - Rear seat occupants KW - Seat belts KW - Sled tests KW - Thorax UR - http://www-esv.nhtsa.dot.gov/Proceedings/23/isv7/main.htm UR - https://trid.trb.org/view/1360440 ER - TY - CONF AN - 01571217 AU - Cha, Joon Geun AU - Chul Hon, Bae AU - Han, Byoung Kee AU - National Highway Traffic Safety Administration TI - Experimental Study for the Possibility of Using of External Inversion Crash Box on Sloped Crash Barrier PY - 2013 SP - 6p AB - A new crash box system in the vehicle frontal crash is considering by energy absorbing of the pre-inverted pipe, which is a useful compression force based on the external inversion phenomenon. As a result of the application of the pre-inverted pipe, this paper describes the benefits of the uniform energy absorbing and the space utilization of the crash box systems with 3 thicknesses of pipes during the frontal collision. U1 - 23rd International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationSeoul,Korea, South StartDate:20130527 EndDate:20130530 Sponsors:National Highway Traffic Safety Administration KW - Compression tests KW - Crash box KW - Energy absorption KW - Frontal crashes KW - Pipe KW - Thickness UR - http://www-esv.nhtsa.dot.gov/Proceedings/23/isv7/main.htm UR - https://trid.trb.org/view/1361016 ER - TY - CONF AN - 01571216 AU - Rodarius, Carmen AU - de Hair, Stefanie AU - Mottola, Ernesto AU - Schaub, Swen AU - National Highway Traffic Safety Administration TI - Pedestrian Kinematics – a Detailed Study from the AsPeCSS Project PY - 2013 SP - 13p AB - This study aims at providing insight on pedestrian kinematics during vehicle impact for the following variables: pedestrian size, position and posture as well as vehicle related variables like shape, speed and pre-crash braking. It is part of the work conducted within work package 3 “Injury assessment: data for construction of injury risk curves” of the European project “Assessment methodologies for forward looking Integrated Pedestrian and further extension to Cyclists Safety Systems” (AsPeCSS). The results of this subtask are used within the project to adapt current testing procedures towards more realistic approaches based on changes introduced into accident circumstances by todays smarter car designs. First, a trend study was carried out using simplified vehicle models based on “Advanced PROtection SYStems” (APROSYS) work in MADYMO using the MADYMO ellipsoid human body models. In a second step, different detailed finite element (FE) and multi body (MB) vehicle models of recent cars were investigated using MADYMO and the MADYMO facet pedestrian model as well as LS-Dyna and the “Total Human Model for Safety” (THUMS) human body models. Approximately 1700 different simulations were done to study the general effect on head impact speed, angle and wrap around distance (WAD) when varying input parameters like vehicle shape and speed but also pedestrian size, postures and orientations towards the car. The second study confirmed the trends found with the simplified car models and provided more detailed information on the head and upper leg impact conditions. Moreover, some general effects introduced by simplified models were evaluated and corrected using the results of the detailed vehicle studies. Additional parameter variations as pitching and braking of the car for different initial speeds or lateral impact position provide a complete picture of pedestrian impact kinematics. It was found, that not only vehicle speed and pedestrian size determined how and where the head of the pedestrian hits the car but also differences in posture or vehicle pitching due to pre-crash braking are influencing the kinematics, the impact conditions as well as the potential injury risk significantly. A running child can hence for example hit a car differently than a walking one. Also, significant differences were found depending on whether the head impact occurs on a bonnet top or the windscreen area. Combining all three simulation studies the influence of active safety systems on the pedestrian kinematics during car to pedestrian impacts has been estimated. The combined use of generic and actual car models leads to results that are valid for the current and future vehicle fleet. Information on pedestrian kinematics is needed to propose updates to current pedestrian regulations and consumer tests in line with the development of integrated safety systems. U1 - 23rd International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationSeoul,Korea, South StartDate:20130527 EndDate:20130530 Sponsors:National Highway Traffic Safety Administration KW - Active safety systems KW - Europe KW - Finite element method KW - Human body mass KW - Human body size KW - Kinetics KW - MADYMO (Computer program) KW - Pedestrian-vehicle crashes KW - Speed KW - Vehicle design UR - http://www-esv.nhtsa.dot.gov/Proceedings/23/isv7/main.htm UR - https://trid.trb.org/view/1361094 ER - TY - CONF AN - 01571215 AU - Truong, Jessica AU - Cockfield, Samantha AU - National Highway Traffic Safety Administration TI - TAC SafeCar Project – Demonstration of New and Emerging Vehicle Safety Technologies PY - 2013 SP - 5p AB - The vital role of vehicle safety, one of the main pillars of the Safe System approach, in combating road trauma is well recognised. The Transport Accident Commission (TAC) has undertaken a number of campaigns and projects to increase public awareness and demand for safer vehicles and vehicle safety technologies. One project that the TAC is involved in, is the research, development and demonstration of new vehicle technologies via the SafeCar Project. This project is a demonstration of new and emerging technologies that have promising road safety potential. The technologies selected for demonstration target some of the key issues associated with road trauma such as speed and fatigue. The technologies currently installed include Driver Drowsiness Detection, Lane Departure Warning, Intelligent Speed Assist, Seatbelt Interlock, Top Speed Limiter and Daytime Running Lights. The aim of the project is to further develop, demonstrate and promote these technologies to the community and key decision makers. This paper will discuss the rationale in selecting these technologies for demonstration and the communication strategy for the project. U1 - 23rd International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationSeoul,Korea, South StartDate:20130527 EndDate:20130530 Sponsors:National Highway Traffic Safety Administration KW - Drowsiness KW - Fatigue (Physiological condition) KW - Intelligent speed adaptation KW - Intelligent vehicles KW - Lane departure warning systems KW - SafeCar KW - Technological innovations KW - Traffic crashes KW - Transport Accident Commission KW - Vehicle safety UR - http://www-esv.nhtsa.dot.gov/Proceedings/23/isv7/main.htm UR - https://trid.trb.org/view/1361321 ER - TY - CONF AN - 01571214 AU - Bálint, András AU - National Highway Traffic Safety Administration TI - Mathematical Analysis of Braking in Rear-End Crash Scenarios PY - 2013 SP - 4p AB - Recently, a test-based assessment method for forward-looking crash avoidance and mitigation systems (pre-crash systems) was developed within the European Union (EU) project ASSESS. In this method, injury outcome is correlated with the change of velocity (Delta-V) during the crash and the effect of the pre-crash system on this quantity is investigated. Delta-V may be related to relative impact speed (i.e., the speed difference between the vehicles at the moment of collision) by certain assumptions. It is therefore a central question in the ASSESS assessment method to determine the relative impact speed in all rear-end test scenarios in the test protocol. This is most challenging in the scenario when the vehicle under test (striking vehicle) is approaching a braking lead vehicle. In this paper, the corresponding question is addressed in a much more general setting. In particular, instead of the fixed values used in the test protocol for the ASSESS method, all possible values for the initial speeds and decelerations of the vehicles and the initial headway of the lead vehicle are considered in the important case when the two vehicles have equal initial speeds and decelerations. The question addressed here is the following: given arbitrary values of all these parameters, is it possible to determine the speed difference between the two vehicles at the time of collision from the impact speed of the vehicle under test using mathematically rigorous methods? The results show that under simplifying assumptions, the relative impact speed may be expressed as a function of the impact speed of the vehicle under test. The set of valid test results is characterized for all possible parameter values together with the requirements on how early braking needs to be performed in order to avoid the crash. Possible generalizations of the method (including the feasibility of removing some of the theoretical assumptions) are also discussed. The results may be of use in the design of future test protocols for radar-based braking systems as well as in the development of such systems. U1 - 23rd International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationSeoul,Korea, South StartDate:20130527 EndDate:20130530 Sponsors:National Highway Traffic Safety Administration KW - Braking KW - Crash avoidance systems KW - Driver support systems KW - Headways KW - Impact tests KW - Mathematical analysis KW - Rear end crashes UR - http://www-esv.nhtsa.dot.gov/Proceedings/23/isv7/main.htm UR - https://trid.trb.org/view/1361028 ER - TY - CONF AN - 01571213 AU - Wu, Jingshu AU - McHenry, Stephen AU - Quandt, Jeffrey AU - National Highway Traffic Safety Administration TI - An Application of Weibull Analysis to Determine Failure Rates in Automotive Components PY - 2013 SP - 6p AB - This paper focuses on the automotive component failure rate detection using Weibull analysis and other survival analysis techniques. Detailed attention is paid to three areas: 1) overall failure rates are described statistically first, and data cleaning and definitions of ‘failed’ and ‘censored’ data within the research time or warranty period are made; 2) Kaplan-Meier life curves and Log-rank tests are used to compare the component reliability over time and explore risks factor related to the component failure; 3) Weibull regressions, with two and three parameters, are applied to fit real-world reliability data from different test conditions, and to predict the automotive component failure trend over future time. The analysis results agree well with real-world test data, and provide reasonable prediction of future failure trends. U1 - 23rd International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationSeoul,Korea, South StartDate:20130527 EndDate:20130530 Sponsors:National Highway Traffic Safety Administration KW - Failure KW - Reliability KW - Risk analysis KW - Vehicle components KW - Vehicle safety KW - Weibull distributions UR - http://www-esv.nhtsa.dot.gov/Proceedings/23/isv7/main.htm UR - https://trid.trb.org/view/1361770 ER - TY - CONF AN - 01571205 AU - Lee, Hong Guk AU - Yoo, Song Min AU - National Highway Traffic Safety Administration TI - Evaluation of the Vision Based Blind Spot Detection System Misjudgment Performance Based on Roadway Curvature PY - 2013 SP - 7p AB - Even though state of the art technologies in assisting drivers to prevent accident or to minimize damages are currently adopted in most vehicles, few methodologies have been proposed in terms of evaluating the effectiveness and performance of those systems being operated in local roadway environment. Those assistance systems would warn drivers' lack of awareness or carelessness through proper warning signal but fault or misjudgment in detecting an incidence often discourage customers and drive them away from relying on relevant systems. The blind spot detection (BSD) system has been designed to warn drivers when adjacent vehicles are out of driver visible sight with close proximity. At a certain curvature lane, even though a vehicle follows preceding one in the same lane, it would be located in the warning zone and might provoke an alarm. A study objective is to evaluate the characteristics of BSD system in various curvature roads. The roadway design standard with flat surface eliminating the effect from elevation is used in introducing curvature road. The vision based BSD system with lane width of 3.5m, lane radius of curvature as 110 and 125m is used. The BSD system detection criteria are applied referring to ISO 17387. The possibilities of system's misjudgment are based on the proportion of current lane area detected by the system within the detection range. The assessment of the area is found from analytical analysis or Monte Carlo method based on the geometry. The BSD system performance is found to be characterized by lateral and longitudinal detection range, roadway width and curvature. The results show that the possibility of misjudgment increases as the curvature decreases. As the longitudinal detection range increases, erroneous measurement increases gradually and reaches sudden leap. The misjudgment trend with respect to lateral detection range shows similar variation. The other parameters affecting the system performance might be current and following vehicle orientation, location, lane width, vehicle speed with different inter vehicle gap. Further study is encouraged. Various calculation methods would be proposed for the assessment of overlapped area composed of lines and arc. Since the combination of geometrical disposition and operating condition would require detailed classification of cases for assessment purposes, more thorough studies are required. Different roadway design like clothoid curve would require complex evaluation method other than simple analytical approach. A vision base BSD system might cause malfunction and deteriorate the credibility that the driver assistance system has been accumulating. As for the misjudgment of system, similar analogy can be applied to different type of BSD system like radar based one. Studied results can be used to enhance the system reliability by adjusting the lateral and longitudinal detection range. Proper test procedures considering roadway design criteria and vehicle condition can be proposed for evaluating BSD system performance. U1 - 23rd International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationSeoul,Korea, South StartDate:20130527 EndDate:20130530 Sponsors:National Highway Traffic Safety Administration KW - Blind spots KW - Crash avoidance systems KW - Detectors KW - Driver support systems KW - Gap acceptance KW - Highway curves KW - Highway design KW - Monte Carlo method KW - Technological innovations UR - http://www-esv.nhtsa.dot.gov/Proceedings/23/isv7/main.htm UR - https://trid.trb.org/view/1361031 ER - TY - CONF AN - 01571202 AU - Kim, Hee Seok AU - Hong, Seok Joon AU - Yeom, Kun Chul AU - Cho, Seong Soo AU - Unger, Michiel AU - National Highway Traffic Safety Administration TI - Sensitivity and Load Path Analysis for the H-III in Frontal Impact PY - 2013 SP - 9p AB - The main objective of the paper is to develop an analysis method of the mechanisms that controls the behavior of the H-III neck, thorax, and lower extremity injuries in a United States New Car Assessment Program (USNCAP) and European New Car Assessment Programme (Euro-NCAP) frontal impact. The analysis method will be utilized within the engineering design of safety systems to obtain optimal injury values. For this research were conducted in five (5) steps. Step 1. Load path analysis based on numerical simulations, crash tests and 6 sled tests of various conditions with extended instrumentation (ex. Angular rate sensors, Rib-Eye). The numerical models were validated with the sled test data, to allow analysis of the load path mechanisms. Step 2. Sensitivity analysis of the safety system and dummy sub-systems with validated models. The sub- system simulation study was conducted in detail for finding out physics of the load paths mechanism and the sensitivity of the injury value characteristics. Step 3. It was going to a systematic approach to injury mechanism through the kinematics. Then, relations between kinematic and physical load paths were characterized. Step 4. Details analyze the effects on each part for various pulse and safety restraint components. Then it will be showed effectiveness guidelines of various safety restraint components. Step 5. Four sled test for confirmation. Finally, the study resulted in identification of the mechanisms that mainly affect neck, thorax and lower extremities injury values. Based on the mechanism analysis, design guidelines could be help to safety system design of the target performance. U1 - 23rd International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationSeoul,Korea, South StartDate:20130527 EndDate:20130530 Sponsors:National Highway Traffic Safety Administration KW - Crash injuries KW - Dummies KW - European New Car Assessment Program KW - Frontal crashes KW - Impact tests KW - New Car Assessment Program KW - Sensitivity analysis KW - Sled tests UR - http://www-esv.nhtsa.dot.gov/Proceedings/23/isv7/main.htm UR - https://trid.trb.org/view/1360863 ER - TY - CONF AN - 01571196 AU - Berg, Alexander AU - Rücker, Peter AU - Niewöhner, Walter AU - Steinmetz, Gregor AU - National Highway Traffic Safety Administration TI - Status of the Secondary Safety of Coaches – Updated Statistics, Current Standards and Additional Technical Measures PY - 2013 SP - 15p AB - Although integrated safety has become more important, secondary (passive) safety is still relevant in ensuring that the consequences of the crashes which always happen on the roads are as low as possible. This is particularly true for coaches that may be occupied by many passengers. Attention has also to be paid to the safety of driver and tour guide sitting in foremost position of the compartment. To give an overview of the accident situation, results of updated statistical analyses are displayed for Europe and (in a more detailed form) for Germany. Combined with the results of in-depth studies it can be seen that rollover and frontal impacts are still the most relevant scenarios encountered in severe bus/coach accidents. Regarding rollover, the superstructure design of new coaches has to be improved to meet the requirements of the revised ECE-R 66-02. This is illustrated by an example. On a voluntary basis, few original equipment manufacturers (OEMs) have improved the structure of the front end in relation to frontal impacts by using pendulum tests and full-scale crash tests in combination with advanced numerical simulation techniques. As a result, a new safety system called Front Collision Guard was developed and implemented in the latest series of Setra and Mercedes-Benz coaches. For best safety performance in all kinds of accidents occupants should buckle up in their seats. Seats and restraint systems used in coaches have to meet the requirements of ECE-R 14 and ECE-R 80. To address this, updated results of a literature review and examples of seats and restraint systems used in modern coaches show the state of the art. The article gives a short but complete updated overview of the most relevant aspects of the secondary (passive) safety of coaches. The main part describes the design and evaluation of the performance of the Front Collision Guard which may bring the secondary (passive) safety of coaches to a new level. U1 - 23rd International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationSeoul,Korea, South StartDate:20130527 EndDate:20130530 Sponsors:National Highway Traffic Safety Administration KW - Buses KW - Europe KW - Frontal crashes KW - Germany KW - Impact tests KW - Mercedes-Benz KW - Passive restraint systems KW - Restraint systems KW - Rollover crashes KW - Setra buses KW - Standards KW - Statistical analysis UR - http://www-esv.nhtsa.dot.gov/Proceedings/23/isv7/main.htm UR - https://trid.trb.org/view/1360791 ER - TY - CONF AN - 01571193 AU - Ellway, J D AU - van Ratingen, M AU - Versmissen, T AU - van Montfort, S AU - Langner, T AU - Dobberstein, J AU - Goutas, P AU - Gay, P AU - Malak, A AU - Denker, C AU - Hallack, J AU - Odanaka, K AU - Ogihara, T AU - National Highway Traffic Safety Administration TI - The Advanced European Mobile Deformable Barrier Specification for Use in Euro NCAP Side Impact Testing PY - 2013 SP - 31p AB - Past European collaborative research involving government bodies, vehicle manufacturers and test laboratories has resulted in a prototype barrier face called the Advanced European Mobile Deformable Barrier (AE-MDB) for use in a new side impact test procedure. This procedure offers a better representation of the current accident situation and, in particular the barrier concept is a better reflection of front-end stiffness seen in today’s passenger car fleet compared to that of the current legislative barrier face. Based on the preliminary performance corridors of the prototype AE-MDB, a refined AE-MDB specification has been developed. A programme of barrier to load cell wall testing was undertaken to complete and standardise the AE-MDB specification. Barrier faces were supplied by the four leading manufacturers to demonstrate that the specification could be met by all. This paper includes background, specification and proof of compliance. U1 - 23rd International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationSeoul,Korea, South StartDate:20130527 EndDate:20130530 Sponsors:National Highway Traffic Safety Administration KW - Crashes KW - Europe KW - European New Car Assessment Program KW - Impact tests KW - Load cells KW - Side crashes KW - Specifications KW - Temporary barriers UR - http://www-esv.nhtsa.dot.gov/Proceedings/23/isv7/main.htm UR - https://trid.trb.org/view/1361279 ER - TY - CONF AN - 01571190 AU - Acar, B Serpil AU - Weekes, Alix M AU - National Highway Traffic Safety Administration TI - Seatbelt Positioning During Pregnancy PY - 2013 SP - 6p AB - The objective of this study is to investigate correct seat belt use rates in pregnancy. A structured questionnaire study was centered at the antenatal clinic in Luton and Dunstable Hospital NHS Trust together with Loughborough University in the United Kingdom (UK). In addition further responses received via the Internet. Questionnaire responses from the UK were from pregnant women into their 6 to 40+ of pregnancy. Through the website further responses were also received from North America. The women were asked about their use of seat belts and specifically how the shoulder and lap portions of the 3-point seatbelt were positioned. Women were also asked about their experiences about using airbags and head restraints whilst pregnant. The responses about seatbelt use in pregnancy were analysed and the main safety concerns are found to be low levels of correct seatbelt positioning. Seatbelt use in pregnancy is high in the UK, however less than 13% of the seatbelt users had correctly positioned both portions of the belt. The rate of seatbelt and correct seat belt use in the North American countries is lower than UK. The research will be extended and a world-wide study will be conducted through collaboration with researchers and motor manufacturers globally to investigate the needs and requirements of pregnant occupants as passengers and drivers. U1 - 23rd International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationSeoul,Korea, South StartDate:20130527 EndDate:20130530 Sponsors:National Highway Traffic Safety Administration KW - Automobile industry KW - North America KW - Occupant protection devices KW - Positioning KW - Pregnant women KW - Questionnaires KW - Restraint systems KW - Seat belt use KW - United Kingdom UR - http://www-esv.nhtsa.dot.gov/Proceedings/23/isv7/main.htm UR - https://trid.trb.org/view/1360431 ER - TY - CONF AN - 01571188 AU - Rieth, Peter E AU - Eckert, Alfred AU - Remfrey, James AU - National Highway Traffic Safety Administration TI - Safety ADAS - Pacemaker for Automated Driving PY - 2013 SP - 3p AB - Automated driving is no longer blue sky thinking but progressively becoming a reality. The various levels of automation build on the ongoing enhancement of Advanced Driver Assistance Systems (ADAS) that ease the load (physically and mentally) on the driver in specific use cases. At assistance level, the driver is still obliged to permanently monitor the behavior of the vehicle. Driver Assistance Systems help in handling situations where cognitive or physical responses are overtaxed, be it at the stability level of driving, with Anti-lock Brake System (ABS) or Electronic Stability Control (ESC), or at the guidance level, through “Safety ADAS” functions such as Emergency Brake Assist (EBA) or Emergency Steer Assist (ESA). At automation levels longitudinal and lateral guidance tasks are increasingly being taken over completely, with the significant change of the driver’s role with regard to relieving monitoring obligation, consequently a shift of liability from the driver to the system/vehicle manufacturer. The following paper provides an overview of the current state of knowledge of the various levels of automation from driver assisted vehicle operation to highly automated driving. U1 - 23rd International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationSeoul,Korea, South StartDate:20130527 EndDate:20130530 Sponsors:National Highway Traffic Safety Administration KW - Antilock brake systems KW - Automatic braking KW - Driver support systems KW - Electronic stability control KW - Human machine systems KW - Intelligent vehicles KW - Vehicle operations UR - http://www-esv.nhtsa.dot.gov/Proceedings/23/isv7/main.htm UR - https://trid.trb.org/view/1361025 ER - TY - CONF AN - 01571184 AU - Kim, Dongsun AU - Kim, Hongryeol AU - Jin, Xuefeng AU - National Highway Traffic Safety Administration TI - Electronic Stability Test Through a FCEV Simulation Model Development PY - 2013 SP - 6p AB - In this paper, the authors propose assessment methodology of Electrical Stability for hydrogen fuel cell vehicle (HFCV) and EV (Electronic Vehicle) through a Simulation Model Development. The purpose of the simulation is to simulate the situations where insulation failure leads to leakage current and voltage rise. The allowance of the symptoms in the view of human safety also can be assessed through the simulation. Through the simulation, high voltage system of the HFCV and EV can assessed considering electrical accidents. The assessment of the high voltage system of HFCV and EV is achieved through the simulation. And also the authors can supplement high voltage system design by the results of the simulation. U1 - 23rd International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationSeoul,Korea, South StartDate:20130527 EndDate:20130530 Sponsors:National Highway Traffic Safety Administration KW - Crashes KW - Electric vehicles KW - Fuel cells KW - High voltage KW - Hydrogen fueled vehicles KW - Leakage KW - Simulation UR - http://www-esv.nhtsa.dot.gov/Proceedings/23/isv7/main.htm UR - https://trid.trb.org/view/1361307 ER - TY - CONF AN - 01571181 AU - Hong, Seong Woo AU - Park, Wonpil AU - Hong, Seungjun AU - National Highway Traffic Safety Administration TI - Thoracic Injury Characteristics of Elderly Drivers in Real World Car Accidents PY - 2013 SP - 9p AB - Recent research has indicated that elderly occupants are more vulnerable than other age groups in motor vehicle crashes while the elderly population has significantly grown worldwide. Based on the comprehensive claim data (2000-2008) from an automobile insurance company in South Korea, the survey showed that elderly drivers (65+) suffer thoracic injuries more compared to the other age groups. To show the significance of the age effect, this study investigates injuries among the different age groups involved in frontal, side and rear collisions based on real world crash data. Real world crash analysis was statistically performed to analyze the elderly driver's accident pattern, and injury types in a variety of impact crashes. The result shows the thoracic injury risk of the elderly group is 2.6 times higher than that of the middle age group (24-54) in frontal crashes, 2.7 times in side crashes, and 4.8 times in rear crashes. In-depth study was conducted to compare the degree of injuries in detail between elderly drivers and non-elderly drivers. The medical records showed that elderly drivers have higher possibility of the thoracic injury. Diagnosis shows that most of thoracic injuries were caused by rib fractures. It has been demonstrated elderly drivers are likely to suffer more injuries at a chest region compared to the middle-aged group. Finally, thoracic injury analysis of two cases was done using CT images of injured elderly drivers. Using the reconstruction software, three-dimensional (3D) model was built to analyze injury characteristics accurately. This model provided the detailed trace on rib fractures and showed the cause of injuries were safety devices such as seat belt and airbag. This research calls attention to the need for design improvement to make vehicles more protective for older drivers in car-to-car frontal crashes. U1 - 23rd International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationSeoul,Korea, South StartDate:20130527 EndDate:20130530 Sponsors:National Highway Traffic Safety Administration KW - Aged drivers KW - Air bags KW - Crash data KW - Crash injuries KW - Frontal crashes KW - Ribs KW - Seat belts KW - South Korea KW - Thorax UR - http://www-esv.nhtsa.dot.gov/Proceedings/23/isv7/main.htm UR - https://trid.trb.org/view/1360398 ER - TY - CONF AN - 01571180 AU - Kim, Sung-Bum AU - Kang, Jin-ju AU - An, Jae-sung AU - Bae, Joong-ho AU - Lee, Jong-Hyun AU - National Highway Traffic Safety Administration TI - A Study of Electro-Magnatic Compatibility about Electric Vehicle's Charging Mode PY - 2013 SP - 9p AB - Eco-friendly car market, which involves hybrid car, electric vehicle, plug-in electric vehicle, hydrogen fueled cell vehicle is expected to be extended locally and abroad amid the high price of petroleum and the enhancement of regulations on environments. Electric vehicles (EV), called Zero Emission Vehicles (ZEV) are perceived as an alternative by using the battery due to all kinds of regulations on cars. In order to avoid problems with electromagnetic interference, Extensive Electromagnetic Compatibility (EMC) and componenets of vehicles are being developed. As the electric cars are the ones that need recharging after driving, it may cause social problems when electromagnetic waves are over-generated while battery is being recharged at home or work places. So the electric cars need to be evaluated by two methods. One is driving mode with no charging on the power grid which is the existing test method from old times. The other is the RESS in charging mode coupled to the power grid. Recently various researches are discussing about battery recharging methods of electric cars. However, according to vehicle’s manufacture, the charging type and the position of inlet in vehicle are quite expensive. Real experiments of several electric vehicles were conducted in EMC chamber in KATRI lab. This study shows the differences in the test results of two different methods (driving & charging mode) and provides proper test setup according to the location of inlet. U1 - 23rd International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationSeoul,Korea, South StartDate:20130527 EndDate:20130530 Sponsors:National Highway Traffic Safety Administration KW - Electric vehicle charging KW - Electric vehicles KW - Electromagnetic compatibility KW - Electromagnetic interference KW - Vehicle safety KW - Zero emission vehicles UR - http://www-esv.nhtsa.dot.gov/Proceedings/23/isv7/main.htm UR - https://trid.trb.org/view/1360470 ER - TY - CONF AN - 01571177 AU - Ito, Daisuke AU - Ejima, Susumu AU - Sukegawa, Yoshihiro AU - Antona, Jacobo AU - Ito, Hisao AU - Komeno, Fumihito AU - National Highway Traffic Safety Administration TI - Assessment of a Pre-Crash Seatbelt Technology in Frontal Impacts by Using a New Crash Test Sled System with Controllable Pre-Impact Braking PY - 2013 SP - 9p AB - The objective of this study is to develop a new method and tools required for the evaluation of the potential benefits of pre-impact safety restraint systems. A pre-crash sled system that can reproduce controlled pre-impact braking in combination with a variety of crash pulses was built. The sled can be customized from existing vehicles to examine a variety of restraint systems. In addition, a previously validated 50th percentile male Hybrid III dummy with a modified lumbar was employed to reconstruct realistic driver’s posture changes at the pre-impact braking phase. In order to evaluate the potential benefits of a pre-crash seatbelt (PSB), the modified dummy was placed on the sled with a standard seating posture and restrained by either a conventional seatbelt (SB) or a PSB controlled by a motor in the retractor. The sled system was then programmed to reach a steady speed of 64 km/h, followed by a 0.8 g deceleration and 0.8 seconds of duration, just before colliding against the barrier at the speed of 48 km/h. Increased forward travelling of the upper body at the pre-impact braking phase with the SB was measured in comparison to the PSB case. In the PSB case, full airbag deployment occurred before body-to-airbag contact, allowing the airbag in coordination with the belt to mitigate the neck loading optimally and to reduce a 15% of chest acceleration. In the SB case, body-to-airbag contact occurred before its complete deployment, causing increased neck forces and moments as well as chest acceleration. In contrast, equivalent chest deflections for both types of seatbelts were measured. In this research, a new pre-crash sled system with the potential to evaluate pre-crash safety restraint systems was developed. Crash tests with dummies were conducted in order to examine the effectiveness of a PSB. By controlling the posture change during an emergency braking, the reduction of neck and chest injury risk in front impacts was achieved. This confirms the potential of a PSB to enhance occupant protection. U1 - 23rd International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationSeoul,Korea, South StartDate:20130527 EndDate:20130530 Sponsors:National Highway Traffic Safety Administration KW - Air bags KW - Braking KW - Dummies KW - Posture KW - Restraint systems KW - Seat belts KW - Sled tests UR - http://www-esv.nhtsa.dot.gov/Proceedings/23/isv7/main.htm UR - https://trid.trb.org/view/1360436 ER - TY - CONF AN - 01571176 AU - Eckstein, Lutz AU - Zlocki, Adrian AU - National Highway Traffic Safety Administration TI - Safety Potential of ADAS – Combined Methods for an Effective Evaluation PY - 2013 SP - 7p AB - This paper addresses the research question, how the depending criteria effectiveness, acceptance, controllability and functional safety of advanced driver assistance systems (ADAS) can be evaluated and considered already during the vehicle development process starting at a very early stage. On the basis of a systematic overview and classification on safety evaluation methods an Advanced Driver Assistance Systems (ADAS) development and evaluation process is introduced, in which system, vehicle, driver and the traffic environment are either represented virtually or experimentally. This evaluation concept, called “circuit of critical driving situations” provides a methodological connection of the mutual dependencies between system effectiveness, acceptance, controllability and functional safety. The necessary interaction of competences and scientific disciplines is described, in order to implement this approach, namely vehicle technology, psychology and functional safety. U1 - 23rd International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationSeoul,Korea, South StartDate:20130527 EndDate:20130530 Sponsors:National Highway Traffic Safety Administration KW - Automatic braking KW - Autonomous intelligent cruise control KW - Driver support systems KW - Evaluation and assessment KW - Fatalities KW - Traffic crashes KW - Vehicle safety KW - Vulnerable road users UR - http://www-esv.nhtsa.dot.gov/Proceedings/23/isv7/main.htm UR - https://trid.trb.org/view/1361047 ER - TY - CONF AN - 01571174 AU - Erbsmehl, Christian T AU - National Highway Traffic Safety Administration TI - A Method to Estimate Deformation Energy Levels of Battery and Fuel Cell Systems Depending on Their Location by Using Real Accident Data (GIDAS) PY - 2013 SP - 9p AB - Due to an increasing number of hybrid and electric vehicles in traffic the safety of battery packages as well as of fuel cells becomes more and more interesting. It is another reason to develop appropriate safety ideas to protect all traffic participants and rescue teams of possible threats. In order to reach high safety levels for possible accidents very hard cases protect the high voltage systems or fuel cells in cars. To meet the future safety requirements those housings are subject to various safety tests. To point out some key requirements for the testing procedures the approach of the FaSeA study has to be continued with the focus on energy levels depending on the installation location of batteries or fuel cells. The aim of this publication is the design and development of a well defined 3-dimensional deformation energy model, which can be used to specify the testing requirements for future battery and fuel cell development or testing. The model is designed on the basis of the German-In- Depth-Accident-Study (GIDAS) database, which contains about 20.000 deformed cars including the crash energies as a result of a detailed reconstruction of every single accident. These deformations are then used to form a 3- dimensional-deformation-frequency-model using a similar method like the FaSeA project. After designing this deformation frequency model all deformations and crash energies of the reconstruction are being merged in the energy model. As a last step the energy model will be used to explain some example fuel cells or batteries regarding their installation location. The paper will provide a better understanding for the development and the design of battery packages or fuel cells. It will also explain a method for specifying battery package and fuel cell test requirements depending on the vehicle type and the installation location. U1 - 23rd International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationSeoul,Korea, South StartDate:20130527 EndDate:20130530 Sponsors:National Highway Traffic Safety Administration KW - Crash data KW - Crash reconstruction KW - Electric batteries KW - Electric vehicles KW - Fuel cells KW - German In-Depth Accident Study KW - Hybrid vehicles KW - Location KW - Vehicle design UR - http://www-esv.nhtsa.dot.gov/Proceedings/23/isv7/main.htm UR - https://trid.trb.org/view/1360507 ER - TY - CONF AN - 01571172 AU - Adolph, Thorsten AU - Damm, Richard AU - Kanjuparambil, Nimoy AU - Langer, Ulrich AU - Meyna, Arno AU - Huster, Daniel AU - National Highway Traffic Safety Administration TI - Development and Validation of a Reference Vehicle for Future Research in Passive Safety PY - 2013 SP - 6p AB - The objective was to develop and validate a crash trolley (reference vehicle) equipped with a compartment and a full restraint system for driver and front seat passenger which can be used in full scale crash testing. Furthermore, the crash trolley should have a suspension to show rotation and nick effects similar to real vehicles. Within the development phase the reference vehicle was build based on a European family car. Special attention was needed to provide appropriate strength to the trolley and its suspension. The reference vehicle is equipped with a restraint system consisting of airbags, pedals, seats, dashboard, and windscreen. On the front of the vehicle different crash barriers can be installed to provide miscellaneous deceleration pulses. For the validation phase a series of low and high speed crash tests with HIII dummies were conducted and compared with full scale tests. For the comparison deceleration pulse, dummy numbers and vehicle movement were analyzed. Validation tests with velocities up to 60 km/h showed promising results. The compartment and the suspension systems stayed stable. Rotation effects were comparable with full scale car crash tests. The airbags and seat belt system worked reasonable. The acceleration pulse compared to an European New Car Assessment Programme (EuroNCAP) test had a similar characteristic but was in general slightly lower. After the successful validation the reference vehicle is already in use in different studies in the field of vehicle safety research at BASt. U1 - 23rd International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationSeoul,Korea, South StartDate:20130527 EndDate:20130530 Sponsors:National Highway Traffic Safety Administration KW - Dummies KW - European New Car Assessment Program KW - Front seat occupants KW - Impact tests KW - Occupant protection devices KW - Restraint systems KW - Validation KW - Vehicle safety UR - http://www-esv.nhtsa.dot.gov/Proceedings/23/isv7/main.htm UR - https://trid.trb.org/view/1361012 ER - TY - CONF AN - 01571159 AU - Katagiri, Maika AU - Miyazak, Yusuke AU - Pramudita, Jonas AU - Ujihashi, Sadayuki AU - National Highway Traffic Safety Administration TI - Development of Occupant Injury Prediction Algorithms for Advanced Automatic Collision Notification by Numerical Crash Reconstructions PY - 2013 SP - 8p AB - Prediction of injured body regions and injury severity from available accident data can lead to more appropriate and hastier emergency care in automotive accidents. The existing prediction method was based on statistical analysis of a massive amount of real-world accident data. However, numerical crash simulations were also considered to provide a virtual injury database in a relatively short time. Therefore, the purpose of this study was to develop and to evaluate a new method to obtain injury prediction algorithm by utilizing virtual database of numerous computer simulation results. Occupant and cabin were modeled as multi-bodies. The occupant models have geometries of typical Japanese adult males. The cabin model consists of safety restraint systems and interior panels. Acceleration and intrusion of the door panels during side impact were delivered to the occupant in the simulations. Hundreds of crash simulations were performed where crash parameters were changed systematically. The injury prediction algorithms were developed by logistic regression analysis of the database constructed from the results of the simulations. The algorithms correctly predicted more than half of the head, thorax, and thigh injuries in 48 accidents. However, this study neglected cabin deformation in frontal crash, break of door-window, as well as occupant’s age and gender, which may affect on the occupant responses and injury severities. These limitations might be the cause of the miss predictions of injury severity in the simulations. In this study, possibility of developing injury prediction algorithms by using numerical crash reconstructions was presented as a different approach from existing method that used real-world accident data. For more accurate predictions, improvement of the simulation models and consideration of occupant characteristics are required. U1 - 23rd International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationSeoul,Korea, South StartDate:20130527 EndDate:20130530 Sponsors:National Highway Traffic Safety Administration KW - Algorithms KW - Crash data KW - Crash injuries KW - Crash reconstruction KW - Crash severity KW - Logistic regression analysis KW - Restraint systems KW - Simulation UR - http://www-esv.nhtsa.dot.gov/Proceedings/23/isv7/main.htm UR - https://trid.trb.org/view/1361775 ER - TY - CONF AN - 01571156 AU - Mousel, Thierry AU - National Highway Traffic Safety Administration TI - Seat Belt Reminder Incentives in NCAP Programs: A Success Story PY - 2013 SP - 7p AB - Wearing a seatbelt is considered the most important factor in preventing serious or fatal occupant injuries in a vehicle crash. In order to remind occupants to buckle up, intelligent seat belt reminder (SBR) systems were developed in Sweden in the early 1990s. Since then, many studies have proven that SBR systems are highly effective in raising seat belt wearing rates. About 80% of unbelted drivers will buckle up when reminded to do so. However, in the late 1990s, very few vehicle models offered SBRs. In order to encourage vehicle manufacturers to install SBR systems, Euro NCAP introduced SBR bonus points into its rating scheme in 2002. In subsequent years, the number of Euro NCAP-tested vehicles that were equipped with SBR systems increased significantly. 2011 was the first year where all of the 51 cars tested were equipped with an SBR system on both front seats. In addition, 50% of the assessed vehicles also had a rear seat SBR system (buckle status monitoring only). The Australia New Car Assessment Program (NCAP) rating program adopted a similar approach to Euro NCAP, and implemented the same seat belt reminder protocol into its rating scheme. Other NCAP programs have also introduced their own SBR incentives: China NCAP (2006) and Japan NCAP (2011). ASEAN NCAP, Korea NCAP and Latin NCAP will follow with SBR incentives, starting with the 2013 ratings. A historical review of the effectiveness of SBR incentives in the NCAP programs that have offered them for a couple of years (Europe, Australia, China) shows a clear trend: the number of vehicles equipped with SBR systems is increasing significantly. In the vehicles tested in 2012 by Australia NCAP, a driver SBR was installed in 98%, a front passenger SBR in 90% and a rear seat SBR in 43%. For China NCAP-assessed vehicles, the SBR installation rates until mid 2012 reached 96% for the driver and 84% for the front passenger seat. For the NCAP regions that have only recently introduced SBR incentives, or those planning on doing so in the near future, a similar trend can be expected. Although NCAP programs do not test all new vehicle types on the market, an increasing number of SBRs in NCAP-tested vehicles also has an impact on the SBR equipment of all vehicles sold in a specific region. When looking at all new vehicles sold in Europe (EU25) in 2009, only about 15% of the cars did not have any SBR equipment at all. 21.5% only had a driver SBR, 46.5% had an SBR on both front seats and 17% had a rear seat SBR system, in addition to the front seats. The continuously high SBR equipment rates in Euro NCAP-tested vehicle types will obviously have a positive impact on the market penetration of SBR, contributing to the reduction in road traffic fatalities by increasing seat belt wearing rates. U1 - 23rd International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationSeoul,Korea, South StartDate:20130527 EndDate:20130530 Sponsors:National Highway Traffic Safety Administration KW - Asia KW - Australia KW - China KW - Fatalities KW - Japan KW - Korea KW - Latin America KW - New Car Assessment Program (Ncap) KW - Occupant protection devices KW - Seat belt reminders KW - Seat belt use KW - Three point restraint systems KW - Traffic crashes KW - Vehicle tests UR - http://www-esv.nhtsa.dot.gov/Proceedings/23/isv7/main.htm UR - https://trid.trb.org/view/1361320 ER - TY - CONF AN - 01571155 AU - Gail, Jost AU - Dülsen, Steffen AU - Hofmann-Böllinghaus, Anja AU - National Highway Traffic Safety Administration TI - Fire Safety of Buses - Research Action for Improving Vehicle Regulations PY - 2013 SP - 10p AB - Although the bus belongs to the safest traffic means, single accidents can be particularly severe and concern many passengers. Especially in case of fires a high number of injured and killed persons can be the outcome. Fire safety of buses therefore is of high importance. With the increase of synthetic and plastic materials as a material for the interior equipment of buses and coaches because of their good mechanical properties combined with low weight, the question arises whether the safety level has decreased in case of a fire during the last years - also compared to other means of transport. Because of the combustible plastics and their ability to release a high amount of heat the main fire load in buses is no longer the fuel but the plastic materials which are also often easy to ignite. Besides the flammability of the equipments, the production of smoke, the smoke development and propagation and its toxicity for the people as well as the testing methods and limit values are of interest. For those reasons research projects were initiated on behalf of the German Federal Highway Research Institute. At the one hand the fire behavior of coach interiors was examined in general focusing on fire propagation as well as fire detection and signalling. As result, recommendations with regard to early fire detection systems for the engine compartments and on-board extinguishing equipment were elaborated. At the other hand research is carried out to examine heat release, smoke, smoke propagation and its toxicity due to burning bus interior materials. The paper describes which effective and economically reasonable fire safety requirements for interiors of buses would improve the current situation. Proposals for amendments of current requirements are recommended including the specification of appropriate limit values. In particular, it is taken into consideration which reasonable fire safety standards from other transport sectors, especially the rail sector, should be transferred to buses. U1 - 23rd International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationSeoul,Korea, South StartDate:20130527 EndDate:20130530 Sponsors:National Highway Traffic Safety Administration KW - Buses KW - Crash injuries KW - Fire detection systems KW - German Federal Highway Research Institute KW - Heat KW - Plastics KW - Single vehicle crashes KW - Vehicle fires UR - http://www-esv.nhtsa.dot.gov/Proceedings/23/isv7/main.htm UR - https://trid.trb.org/view/1360843 ER - TY - CONF AN - 01571147 AU - Friedman, Donald AU - Paver, Jacqueline G AU - Jimenez, Josh J AU - National Highway Traffic Safety Administration TI - Electronic Crash, Defect and Causation Analyses PY - 2013 SP - 4p AB - Since about 1990, all motor vehicles are equipped with Collision Data Recorder s (CDR). These devices initially provided impact and status data, as well as deployment commands for occupant protection systems. More recently, vehicles are equipped with drive-by-wire systems with electronically-aided driver controls derived from more than 40 control modules interconnected by communication networks. A vast amount of additional data is collected and stored by these control modules. Diagnostic Trouble Codes (DTCs) identify, describe and store events, faults, limitations exceeded and corrective actions made by each control module. The functioning of a control module, access, and storage location codes are defined in its Product Definition Description (PDD) manual. Several case studies are presented to demonstrate the effects of control module algorithms, events, faults and actions. A complete case study identified a defect and proved that defect was the proximate cause of the injury and death. Surprisingly, these modules can seize control of a drive-by-wire vehicle and actually cause loss of control, resulting in a crash and injury ranging in severity from minor to fatal. U1 - 23rd International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationSeoul,Korea, South StartDate:20130527 EndDate:20130530 Sponsors:National Highway Traffic Safety Administration KW - Algorithms KW - Crash avoidance systems KW - Crash causes KW - Data recorders KW - Defects KW - Occupant protection devices KW - Vehicle electronics UR - http://www-esv.nhtsa.dot.gov/Proceedings/23/isv7/main.htm UR - https://trid.trb.org/view/1361281 ER - TY - CONF AN - 01571144 AU - Lee, John AU - Moeckli, Jane AU - Brown, Timothy AU - Roberts, Shannon AU - Victor, Trent AU - Marshall, Dawn AU - Schwarz, Chris AU - Nadler, Eric AU - National Highway Traffic Safety Administration TI - Detection of Driver Distraction Using Vision-Based Algorithms PY - 2013 SP - 10p AB - The risk of drivers engaging in distracting activities is increasing as in-vehicle technology and carried-in devices become increasingly common and complicated. Consequently, distraction and inattention contribute to crash risk and are likely to have an increasing influence on driving safety. Analysis of police-reported crash data from 2008 showed that distractions contributed to an estimated 5,870 fatalities and 515,000 injuries. This paper assesses the extent to which vision-based algorithms can detect different types of driver distraction under different driving conditions. Data were collected on the National Advanced Driving Simulator from 32 volunteer drivers between the ages of 25 and 50. Participants drove through representative situations on three types of roadways (urban, freeway, and rural) twice: once with and once without distraction tasks. The order of the drives was counterbalanced. The three distraction tasks included a reaching task, a visual-manual task and a cognitive task which were repeated eight times throughout the drive. Four different vision-based algorithms were evaluated. All of them performed significantly better than chance (random) performance . There was little difference between the approaches for the visual-manual bug task which required the most eyes-off- road time. The algorithm that estimated level of distraction by combining percent of glances to the road and long glances away from the road performed best for the arrows task, and was also the only algorithm that detected cognitive impairment. Differences across road types were also observed. Trade-offs exist between ensuring distraction detection and avoiding false alarms that complicate determining the most promising algorithm for detecting distraction. The differences in the algorithms’ abilities across evaluation criteria, road type, and distraction task type demonstrate critical trade-offs in capabilities that need to be considered. Depending on how feedback is presented to drivers, high false alarm rates may undermine drivers’ acceptance of the system. The study shows the importance of designing and testing algorithms with a variety of challenges to assess performance across a range of representative road and task types. U1 - 23rd International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationSeoul,Korea, South StartDate:20130527 EndDate:20130530 Sponsors:National Highway Traffic Safety Administration KW - Algorithms KW - Crash injuries KW - Crash reports KW - Crash risk forecasting KW - Distraction KW - Driving simulators KW - Fatalities KW - National Advanced Driving Simulator KW - Traffic crashes UR - http://www-esv.nhtsa.dot.gov/Proceedings/23/isv7/main.htm UR - https://trid.trb.org/view/1361033 ER - TY - CONF AN - 01571142 AU - Lesire, Philippe AU - Johannsen, Heiko AU - Willinger, Rémy AU - Longton, Alejandro AU - Kirk, Alan AU - Beillas, Philippe AU - Fiorentino, Anita AU - National Highway Traffic Safety Administration TI - Child Advanced Safety Project for European Roads (CASPER), Better Knowledge and Better Tools to Improve the Real Protection of Children in Cars PY - 2013 SP - 15p AB - This paper is a synthesis of the results obtained in the different parts of the European Commission (EC) Child Advanced Safety Project for European Roads (CASPER) project and considers sociological approaches, technical works, and field and accident data. From parent's behaviour and wishes that show cultural differences, to human modelling works, this project widely covers the topic of child safety in cars. The CASPER project has brought a significant amount of field data that have been useful for a better understanding of the situation and used as basis for all the other tasks of the project. Consequent steps forward have been made in the development and improvement of tools usable for the approval of Child Restraint Systems (CRS) and in this aim a large collaboration with the GRSP Informal Group on CRS took place. Results have been presented and discussed in workshops with main participants and stakeholders of the child safety area. U1 - 23rd International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationSeoul,Korea, South StartDate:20130527 EndDate:20130530 Sponsors:National Highway Traffic Safety Administration KW - Behavior KW - Child Advanced Safety Project for European Roads (CASPER) KW - Child restraint systems KW - Children KW - Crash data KW - Occupant kinetics KW - Vehicle safety UR - http://www-esv.nhtsa.dot.gov/Proceedings/23/isv7/main.htm UR - https://trid.trb.org/view/1361100 ER - TY - CONF AN - 01571141 AU - Barbat, Saeed AU - LI, Xiaowei AU - Prasad, Priya AU - National Highway Traffic Safety Administration TI - Bumper and Grille Airbags Concept for Improved Vehicle Compatibility in Side Impact: Phase I PY - 2013 SP - 14p AB - Fundamental physics and numerous field studies have clearly shown a higher injury and fatality risk for occupants in smaller and lighter vehicles when colliding with a heavier, taller and a higher one. The consensus is that the significant parameters influencing compatibility in front-to- side crashes are geometric interaction, vehicle stiffness, and vehicle mass. The objective of this research is developing a concept of deployable bumper and grille airbags for improved vehicle compatibility in side impact. The external airbags, activated by signals from pre-crash sensors, may help mitigate the effect of weight, geometry and stiffness differences and reduce side intrusions. However, a highly reliable pre-crash sensing system is required to enable the reliable deployment, which is currently not technologically feasible. Analytical and numerical methods and hardware tests were used to help develop the deployable external airbags concept. A simplified spring- mass model was initially developed to set the target for bumper and grille airbags parameters. Finite Element (FE) models of the inflatable structure (bumper airbag) were developed and exercised. Several iterations were executed to help develop the airbags and guide efficient test plans. The concept development was executed and validated in two phases. This paper covers “Phase I” only, which consists of extensive analytical, simulation and test iterations to achieve the inflatable structural system design for integrity and performance on component, subsystem and VIA sled testing levels. Examples of Phase I tasks were: Fabric Material testing and evaluation for ultimate strength and module of elasticity properties; Sewn versus bonded airbag construction technique; Airbag vent types; Overall bumper and grille inflatables and canister design and fabrication; and VIA sled testing to evaluate inflatable design, integrity and performance. For the initial assessment of the inflatable system, a 48 kph perpendicular side impact of an SUV-type impactor against a stationary passenger car equipped with a US-SID-H3 crash dummy mounted on the sled was executed. Test results in terms of the airbags initial parameters, Head Injury Criteria (HIC), Thoracic Trauma Index (TTI), and Pelvic acceleration for the SID- H3 dummy, with bumper and grille airbags, were compared to those of baseline test results with no external airbags. This Phase 1 of the study was deemed successful in achieving the initial design parameters of the airbags, their integrity and their deployment and successfully staged the research for Phase II. The Phase II research investigated the concept of the inflatables and pre-crash sensing development, and was beyond the scope of this paper. U1 - 23rd International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationSeoul,Korea, South StartDate:20130527 EndDate:20130530 Sponsors:National Highway Traffic Safety Administration KW - Air bags KW - Bumpers KW - Crash sensors KW - Finite element method KW - Head Injury Criterion KW - Side crashes KW - Vehicle design UR - http://www-esv.nhtsa.dot.gov/Proceedings/23/isv7/main.htm UR - https://trid.trb.org/view/1361102 ER - TY - CONF AN - 01571139 AU - McIntosh, Andrew AU - Lindner, Helen AU - Suratno, Basuki AU - National Highway Traffic Safety Administration TI - Child Restraints for Children with Additional Needs PY - 2013 SP - 8p AB - Transporting children with additional needs is challenging because of the range of physical and cognitive impairments, anthropometry, occupant safety, regulations and usability. Not only does the child restraint system (CRS) need to protect the child in a crash but the carer must also be able to assist the child in and out of the seat. In Australia CRS, except those for children with additional needs, must meet AS/NZS 1754. Unlike, European and United States of American (USA) standards, AS/NZS 1754 has a dynamic side impact test. The objective of the paper is to report on the results of dynamic impact tests conducted on a range of CRS for children with additional needs and identify opportunities for improving the crash performance. A secondary objective was to assess the strength requirements of the top tether anchorage point. Nine CRS models designed for children with additional needs were tested in front and side dynamic impact tests at the New South Wales (NSW) Roads and Maritime Services Crashlab. The tests were conducted according to AS/NZS 1754 specifications. The CRS models were not subjected to full certification or compliance tests. A rebound sled was used and the CRS models were tested with a 36 kg, P10 series Anthropomorphic Test Device (ATD). The frontal impact sled pulse was Δ v = 49 km/h with acceleration 24-34 g and side impact was Δ v = 32 km/h with acceleration 14-20 g. Head and chest resultant acceleration were measured as well as seatbelt and tether forces. CRS models performed relatively well in frontal impacts: peak resultant head accelerations were less than 150 g. In side impacts the average peak headform acceleration across all models was 272 g and the average peak chest acceleration was 178 g, largely because of the lack of ATD restraint and side wings. Those impacts were severe and if they occurred in a real crash would lead to significant head, brain and chest injury. In one test the estimated upper anchorage reached over 10 kN, which is greater than the anchorage strength requirement. There were some breakages or failures of seat and belt components in the tests. Alternative systems to a tether strap for mounting the seat were found to be successful. CRS for children with additional needs performed well in frontal impacts, which reflects the certification of these models to either USA or European standards. The ATD head invariably struck the door panel in the side impact test. The results identified that the CRS models can accommodate and function in frontal tests with the 36 kg crash test dummy, or child, but their performance for heavier occupants is unknown. Further testing with heavier ATDs and a variety of seated postures would be informative. Suitably biofidelic ATDs and child specific injury assessment reference values are study limitations. Dynamic testing of the CRS models was informative in terms of both policy and practice. Improving impact performance and occupant safety is a demanding proposition when the operational context of these systems is considered. U1 - 23rd International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationSeoul,Korea, South StartDate:20130527 EndDate:20130530 Sponsors:National Highway Traffic Safety Administration KW - Australia KW - Child restraint systems KW - Children KW - Crashworthiness KW - Europe KW - Impact tests KW - Persons with disabilities KW - Seat belts KW - United States UR - http://www-esv.nhtsa.dot.gov/Proceedings/23/isv7/main.htm UR - https://trid.trb.org/view/1360443 ER - TY - CONF AN - 01571135 AU - Rechnitzer, George AU - Grzebieta, Raphael H AU - McIntosh, Andrew S AU - Simmons, Keith AU - National Highway Traffic Safety Administration TI - Reducing All-Terrain Vehicles (ATVs) Injuries and Deaths - A Way Ahead PY - 2013 SP - 9p AB - The use of all terrain vehicles (ATV’s) both recreationally and in the workplace (particularly on farms in Australia), continue to be major contributors to fatal and serious injuries both in the United States (US) and Australia. This paper firstly presents the findings from the authors’ 2003 study into ATV safety and potential countermeasures [1], and secondly, some 10 years later, leads into the current major test program being undertaken for the WorkCover Authority of NSW on ATV (Quad Bikes and Side by Side Vehicles) stability and crashworthiness at UNSW. The 2003 study was carried out at the request of the Victorian WorkCover Authority and the State Coroner to provide a review of previous research relating to ATV fatalities and serious injuries and to examine the feasibility of fitting effective occupant protection systems, particularly regarding rollover. While current prevention strategies continue to focus on lower order risk controls such as rider training and administrative controls, the authors consider that the very successful passenger vehicle New Car Assessment Program (NCAP) type test and rating program could also be applied to improve ATV safety. U1 - 23rd International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationSeoul,Korea, South StartDate:20130527 EndDate:20130530 Sponsors:National Highway Traffic Safety Administration KW - All terrain vehicles KW - Australia KW - Crash injuries KW - Fatalities KW - New Car Assessment Program KW - Occupant protection devices KW - Rollover crashes KW - United States KW - Vehicle safety UR - http://www-esv.nhtsa.dot.gov/Proceedings/23/isv7/main.htm UR - https://trid.trb.org/view/1361108 ER - TY - CONF AN - 01571134 AU - Whyte, Tom AU - Gibson, Tom AU - Milthorpe, Bruce AU - Stanford, Guy AU - National Highway Traffic Safety Administration TI - Head Injury and Effective Motorcycle Helmets PY - 2013 SP - 10p AB - The wearing of a motorcycle helmet certified to an appropriate standard has been the most significant step in reducing fatal and serious injury among motorcyclists worldwide. Motorcycle helmets have been shown to be at least 50% effective in reducing fatal head injury in motorcycle crashes. Most motorcycle helmet standard requirements have remained substantially the same for 40 years, while over the same period the understanding of causes of injury to the brain has been rapidly improving. Current international motorcycle helmet standards are based around a translational acceleration energy attenuation test. Reconstruction of crash involved motorcycle helmet damage in the COST 327 study demonstrated that the AIS 2+ head injuries in helmeted head impacts are more likely to be due to indirect (or head motion induced) rather than direct impact. Occupants of crashed vehicles have also been observed by Gennarelli to have a shift in the type of brain injury treated in the emergency room. This shift has been related to improvements in vehicle safety, especially the use of airbag technology. The improved protection for vehicle occupants in crashes due to airbag controlled head impacts has led to a decreasing incidence of focal (direct) brain injury accompanied by a relative increase in diffuse (indirect) brain injury. In sporting head injury, King et al. have shown that football and bicycle helmets built to the current test requirements reduce translation acceleration of the head but do not necessarily reduce the rotational acceleration of the head of the wearer in an impact. These recent advances in the knowledge of the effects and causes of traumatic brain injury (TBI) have yet to be carried over to motorcycle helmet standards. The crash characteristics and injuries to the head sustained by helmeted motorcyclists were examined by reference to data from motorcycle crash studies including: (1) COST 327, which reconstructed the helmet impact for n=226 motorcyclists with AIS 2+ head injuries; (2) MAIDS which investigated n=921 injurious European motorcycle crashes; and, (3) Gibson and Thai, which examined the helmets and injuries of n=175 riders in fatal motorcycle crashes in Australia. The crash data regarding the head injury sustained in helmeted head impacts in motorcycle crashes suggests areas available to improve current motorcycle helmet effectiveness and motorcycle helmet standard test methodologies in reducing brain injury. This study defines some of these areas where motorcycle helmet effectiveness in preventing brain injury can be improved, including: (1) Changes to helmet test methodology to include biofidelic rotational as well as translational head motion effects to be measured; (2) Development of accepted test requirements to mitigate rotational brain injury, with initial emphasis on reducing traumatic brain injury TBI; and, (3) Improved facial impact protection, without increasing neck injury risk. U1 - 23rd International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationSeoul,Korea, South StartDate:20130527 EndDate:20130530 Sponsors:National Highway Traffic Safety Administration KW - Abbreviated Injury Score KW - Australia KW - Crash injuries KW - Crash reconstruction KW - Europe KW - Motorcycle crashes KW - Motorcycle helmets KW - Traumatic brain injuries UR - http://www-esv.nhtsa.dot.gov/Proceedings/23/isv7/main.htm UR - https://trid.trb.org/view/1360730 ER - TY - CONF AN - 01571131 AU - Fitzharris, Michael AU - National Highway Traffic Safety Administration TI - Electronic Stability Control, Side Airbags and Side Impact Crashes: 100% Cure or a Case of Realigning Safety Priorities PY - 2013 SP - 12p AB - Side impact crashes remain a key road safety priority. Electronic stability control (ESC) has been shown to be a life-saving technology and was heavily promoted as having significant benefits in reducing rollover crashes and run-off-road crashes in particular. Similarly, side impact airbags (SAB) offer considerable promise in reducing the number of people killed and seriously injured in side impact crashes. The paper has two aims: (1) to estimate the likely crash reduction benefits and financial savings in terms of ESC in reducing pole side impact crashes in Victoria, and (2) to assess the need for, and type of, road safety countermeasures required to address the persisting side impact crash problem. In doing so, the role of side airbags was assessed, and a case for the pole side impact Global Technical Regulation (GTR) examined. Using historical crash data from Victoria, vehicle ownership rates, actuarial determinations of crash risk and future population projections, future crash rates were determined. It was projected that in the period 2016 to 2045, a total of 1088 passenger car and sport utility vehicles (SUV) occupants were predicted to be killed and 8661 seriously injured due to pole side impact crashes. Given a range of evidence on the effectiveness of ESC, side impact airbags and the proposed new Pole Side Impact global Technical Regulation, the combined crash reduction benefit was established. Given stated implementation scenarios and associated assumptions, the combined benefit of ESC, SAB and the proposed PSI GTR was a 50% reduction in the number of occupants killed and seriously injured in narrow object side impact crashes. Conversely, half of all projected fatalities and serious injuries still occur, translating to the likely deaths of 547 occupants and serious injuries sustained by 4145 occupants. It is clear then that ESC and side airbags are highly effective however other crash prevention and injury mitigation countermeasures are required to address the remaining crash problem. Adoption of a broader view of side impact safety countermeasures, including improved infrastructure and safer road user behavior, is essential. U1 - 23rd International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationSeoul,Korea, South StartDate:20130527 EndDate:20130530 Sponsors:National Highway Traffic Safety Administration KW - Air bags KW - Countermeasures KW - Electronic stability control KW - Fatalities KW - Ran off road crashes KW - Rollover crashes KW - Side crashes KW - Victoria (Australia) UR - http://www-esv.nhtsa.dot.gov/Proceedings/23/isv7/main.htm UR - https://trid.trb.org/view/1360858 ER -