TY - CONF AN - 01571128 AU - McIntosh, Andrew AU - Suratno, Basuki AU - Haley, Jack AU - Truong, Jessica AU - National Highway Traffic Safety Administration TI - Consumer Rating and Assessment of Safety Helmets for Motorcyclists PY - 2013 SP - 9p AB - Consumer focussed product safety evaluation programs can complement safety standards regimes and provide comparative safety performance information that influences purchasing decisions as well as driving improvements in safety performance. A Consumer Rating and Assessment of Safety Helmets (CRASH) program was developed for the Australian motorcycle helmet market. The objective of this paper is to report on the assessment and rating program and results for 2011-12 helmets. A protocol was developed to assess AS/NZS 1698 certified motorcycle helmets by crash protection and ergonomics. Dynamic crash protection tests included: 2.5 m and 0.8 m impact energy attenuation tests onto a flat anvil; 2.5 m impact energy attenuation test onto a kerb anvil; dynamic strength of the retention system; and dynamic stability. A rating system was developed using, for example, published head acceleration tolerance data with a maximum score given for the 2.5 m tests when the peak headform acceleration was ≤150g and none if > 250 g. Other dynamic tests were similarly rated. Usability tests included: in- helmet noise, drag forces and ventilation recorded in a wind tunnel on a KEMAR acoustic mannequin at 100 km/h; visor splash and fog resistance; and ease of use. In 2011-12 61 helmets were assessed, the lowest aggregate crash protection score was 21% for an open face helmet and the highest was 74% for a full-face helmet. The lowest aggregate usability score was 32% and the highest 75%. There was no correlation between crash and usability scores, although a few helmets scored highly in both areas. There was a correlation between scores for high and low energy tests onto the flat anvil (r=0.799). There was a negative non-significant correlation between helmet mass and average peak acceleration (g) for all three tests, r=-0.546, r=- 0.414 and r=-0.204, high energy flat anvil, low energy flat anvil and high energy kerb anvil, respectively. The “A” weighted equivalent sound pressure level (LeqA) was derived from wind tunnel tests. The minimum was 95 dB and the maximum 110 dB, with an average of 101 dB, demonstrating large differences in noise generation between helmets. For the eight 2011 CRASH helmets that had been assessed in the SHARP program, there was a modest correlation between the aggregate crash protection score and SHARP star rating (r=0.681). The testing identified differences between helmets largely specific to each test, inferring that each test examined a unique performance aspect. Where possible scores were based on published human tolerance data, including noise, or derived from other standards. In some cases, tolerance data were extrapolated to suit the range of results obtained from the helmet tests, because reference data were not available. An oblique impact test is being considered for inclusion in the CRASH program. The CRASH program provides motorcycle helmet performance and usability information that can assist motorcyclists in purchasing decisions. Further research and development is required to optimise the testing, scoring and rating system of the program, and the communication of 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 - Australia KW - Consumer Rating and Assessment of Safety Helmets (CRASH) KW - Consumers KW - Ergonomics KW - Impact tests KW - Motorcycle helmets KW - Motorcyclists KW - Product safety UR - http://www-esv.nhtsa.dot.gov/Proceedings/23/isv7/main.htm UR - https://trid.trb.org/view/1360511 ER - TY - CONF AN - 01571126 AU - Oh, Hyungjoon AU - Yoo, Hyukjin AU - Seo, Sangjin AU - Dongseok, Chun AU - Kim, Dongseok AU - Berger, Leigh AU - National Highway Traffic Safety Administration TI - A Study of Influence Factors of Head Restraints on Neck Injuries PY - 2013 SP - 6p AB - Neck Injuries, referred to in this paper as whiplash are among the most frequent injury among occupants in low speed rear end car collision. This paper analyzes the correlations between influence parameters of head restraints and whiplash injury criteria. In this paper, the authors used DFSS (Design for Six Sigma) method for design optimization of head restrains. Four control factors of head restraints have been selected by function matrix method. The effects of the control factors have been experimentally evaluated by using a sled pulse from 16kph relative velocity which is suggested by Korean New Car Assessment Program (KNCAP). Whiplash tests were repeated once in order to reduce the noise factors of dynamic assessments. By using DFSS, the correlation between control factors of head restraints and injury criteria has been comprehended. 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 - Deployable head restraints KW - Korean New Car Assessment Program (KNCAP) KW - Neck KW - Rear end crashes KW - Sled tests KW - Whiplash UR - http://www-esv.nhtsa.dot.gov/Proceedings/23/isv7/main.htm UR - https://trid.trb.org/view/1361026 ER - TY - CONF AN - 01571121 AU - Paine, Michael AU - Paine, David AU - Case, Michael AU - Haley, Jack AU - Newland, Craig AU - Worden, Stuart AU - National Highway Traffic Safety Administration TI - Trends with ANCAP Safety Ratings and Real-World Crash Performance for Vehicle Models in Australia PY - 2013 SP - 8p AB - Since 1995 the Australasian New Car Assessment Program (ANCAP) has conducted a 64km/h offset crash test. In 1999 the test and rating protocols were aligned with European New Car Assessment Programme (EuroNCAP). This produces a rating out of 5 stars for front occupant (driver and front passenger) protection. In a separate program the crashworthiness of used cars in real-world crashes has been analysed under the Used Car Safety Rating (UCSR) scheme. The ANCAP and UCSR ratings of more than 30 models on the Australian market can be tracked for more than a decade. This paper sets out the results of an analysis of these data and observations about the safety improvements to these models. In general an improvement of one ANCAP star rating for a model is associated with a 20 to 25% reduction in risk of serious injury to the driver. It is likely that improvements from 3 stars or less to 4 stars are mostly associated with improved structure and restraints in frontal crashes. Improvements from 4 to 5 stars are mostly likely associated with improved head protection in side crashes. It is only in the last few years that most popular models in Australia have reached a 5 star rating. Many of these vehicles are not yet covered by Used Car Safety Ratings because of the inherent delay in obtaining real-world crash data. It is therefore planned to repeat this analysis in 2014. 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 - Australasian New Car Assessment Program (ANCAP) KW - Crash data KW - Crash injuries KW - Crashworthiness KW - European New Car Assessment Program KW - Frontal crashes KW - Traffic crashes KW - Used cars KW - Vehicle safety UR - http://www-esv.nhtsa.dot.gov/Proceedings/23/isv7/main.htm UR - https://trid.trb.org/view/1360602 ER - TY - CONF AN - 01571120 AU - Rizzi, Matteo AU - Strandroth, Johan AU - Kullgren, Anders AU - Tingvall, Claes AU - Fildes, Brian AU - National Highway Traffic Safety Administration TI - Effectiveness of Antilock-Brakes (ABS) on Motorcycles in Reducing Crashes: A Multi-National Study PY - 2013 SP - 12p AB - This study set out to evaluate the effectiveness of Antilock-Brakes (ABS) on motorcycles in reducing real-life crashes. Since the European Parliament has voted a legislation to make ABS mandatory for all new motorcycles over 125cc from 2016, the fitment rate in the entire Europe is likely to increase in the years to come. Previous research, however, analyzed mostly large displacement motorcycles. Therefore the present study used police-reported crash data from Spain (2006-2009), Italy (2009) and Sweden (2003-2012) in an attempt to analyze a wide range of motorcycles, including scooters, and compare countries with different motorcycling habits. The statistical analysis used an induced exposure method. As shown in previous research, head-on crashes were the least ABS-affected crash type and were therefore used as non-sensitive to ABS in the calculations. The same motorcycle models, with and without ABS, were compared; the calculations were carried out for each country separately. Crashes involving only scooters were further analyzed. The effectiveness of motorcycle ABS in reducing injury crashes ranged from 24% in Italy to 29% in Spain and 34% in Sweden. The minimum effectiveness with 95% confidence limits was 12%, 20% and 16%, respectively. The reduction of severe and fatal crashes was even greater, at 34% and 42% in Spain and Sweden, respectively. The minimum effectiveness was 23%-24%. The overall reduction of crash involvement with ABS-equipped scooters (at least 250cc) in Italy and Spain was 27% and 22%, respectively. The minimum effectiveness was 12% in Italy and 2% in Spain. ABS on scooters with at least a 250cc engine was found to reduce the involvement in severe and fatal crashes by 31%, based on Spanish data only. At this stage, there are more than sufficient scientific-based proofs to support the implementation of ABS on all motorcycles, even light ones. However, further research should be aimed at understanding the injury mitigating effects of motorcycle ABS. 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 - Crash data KW - Crash severity KW - Fatalities KW - Italy KW - Motorcycles KW - Spain KW - Statistical analysis KW - Sweden UR - http://www-esv.nhtsa.dot.gov/Proceedings/23/isv7/main.htm UR - https://trid.trb.org/view/1360768 ER - TY - CONF AN - 01571119 AU - Uno, Hitoshi AU - Kageyama, Yusuke AU - Yamaguchi, Akira AU - Okabe, Tomosaburo AU - National Highway Traffic Safety Administration TI - Effectiveness Study of Crash Avoidance Technologies by Using Clustering and Self Organizing Map PY - 2013 SP - 8p AB - Implementation of appropriate safety measures, either from the viewpoint of a vehicle, individual or the infrastructure, it is an important issue to clearly understand the multi-dimension complicated real world accident scenarios. This study proposes a new method to easily capture and to extract the essence of such complicated multi-dimension mutual relationship by visualizing the results of accidents clustering by SOM (Self Organizing Map). The Fatality Analysis Reporting System (FARS) data from 2010 is used to generate a dataset comprised of 16,180 fatal passenger car drivers and 48 variables. The 16,180 fatal drivers were clustered using hierarchy cluster analysis method and mapped into a two- dimensional square with one dot representing one fatal driver using SOM. From the SOM assessment of the 16,180 fatal drivers, five clusters were created, and they are characterized as follows: Cluster 1 (Interstate highway accidents), Cluster 2 (Drunk speeding), Cluster 3 (Non speeding lane departure), Cluster 4 (Vehicle to vehicle) and Cluster 5 (Intersection). Three accident scenarios are created to study potential areas of fatal accidents reduction in the SOM map, and the accident scenarios are: [A] Skidding Straight, [B] Lane Departure N.H. (National Highway) and [C] Rear-end. The three accident scenarios mutually had coverage of totally 31% of all the fatal drivers, and the three accident scenarios had high coverage of Cluster 1 (Interstate highway accidents) and some coverage over Clusters 2, 3 & 4. ESC (Electronic Stability Control), LDW (Lane Departure Warning) and FCW (Forward Collision Warning) may be relevant to help reduce the number of fatal accidents in these three accident scenarios. The remaining areas that the three accident scenarios [A], [B] and [C] did not completely cover were the following accidents: (1) Young drunk speeding at curves; (2) Speeding on low speed limit roads; (3) Speeding with previous speeding convictions; (4) Drunk driving that are not speeding; (5) Distraction; (6) Elderly; and (7) Intersection. 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 avoidance systems KW - Crash causes KW - Crash data KW - Drunk driving KW - Fatalities KW - Fatality Analysis Reporting System KW - Intersections UR - http://www-esv.nhtsa.dot.gov/Proceedings/23/isv7/main.htm UR - https://trid.trb.org/view/1360856 ER - TY - CONF AN - 01571118 AU - Lee, Jeong Keun AU - Lee, Kang Wook AU - National Highway Traffic Safety Administration TI - Study on Effectiveness of Pre-Crash Active Seatbelt Using Real Time Controlled Simulation PY - 2013 SP - 5p AB - In recent years, products that make use of integrated safety that use the environmental data to optimize occupant restraints have been on the market. Pre-safe system in the integrated safety category is an adaptive and smart protection system that utilizes the occupant information and the monitoring information on the accident prediction. These pre-safe systems need the proper algorithm corresponding to the crash scenario for the crash unavoidable state. Due to the crash scenario categories for the real world accidents is quite various, the development of the algorithm and the occupant protection system to reduce the injury is quite complex and costly. For this reason, a development process for pre-safe related integrated safety systems demands new tools based on the biomechanics to help design and assessment. The virtual development and assessment process with a viewpoint on the efficiency of the restraint development has been developed. The real time controlled restraint system is adapted for support this process. The virtual development process with real time controlled restraint system offers an optimized guide line in terms of injury reduction over various crash scenarios. With this virtual development process, definition of the proper restraint characteristics and the algorithm for the various crash scenarios can be achieved more easily and fast. Based on the accident data analysis, there are a large number of crashes where the drivers did not put the brake. For this reason, the active safety technologies like brake assist system are being developed. Brake assist system also can make difference in occupant kinematics and injuries. The frontal impact occupant analysis model with pre-crash brake system was developed. Developed model had the braking stage that produces deceleration of 0.8g for 0.9 seconds. The significant change in the dummy posture was observed during pre-crash braking and this change led the increase of occupant injuries. In order to enhance occupant protection during pre-crash braking, pre-crash seat belt system was applied. The pre-crash seat belt system was modeled with MADYMO-SIMULINK Coupling model in order to control the webbing tension force of the pre-crash seat belt. Numerical simulations were performed with pre-crash seat belt of various tension force limits in the driver side New Car Assessment Program (NCAP) model. The increase of seat belt webbing tension force indicates that the occupant injury risk could be reduced due to the initial restraint effect. The chest acceleration, chest deflection and neck injury in the event of crash are basically functions of seat belt webbing tension prior to crash. The results showed the tendency of lower injury level with more retraction in certain dynamic conditions. But excessive retraction of seat belt may cause the upward trend in the chest deflection due to the initial deflection of chest generated by retraction. The effectiveness of this process is evaluated and the obtained restraint characteristics will be used as a basis to define the appropriate integrated safety features and the performance criteria. 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 data KW - Driver support systems KW - New Car Assessment Program KW - Occupant protection devices KW - Real time control KW - Restraint systems KW - Seat belts KW - Simulation UR - http://www-esv.nhtsa.dot.gov/Proceedings/23/isv7/main.htm UR - https://trid.trb.org/view/1361282 ER - TY - CONF AN - 01571116 AU - Battaglia, Salvatore AU - Kietlinski, Kajetan AU - Unger, Michiel AU - van der Made, Robin AU - Bours, Roy AU - National Highway Traffic Safety Administration TI - Occupant Behavior During a One-Lane Change Maneuver Resulting from Autonomous Emergency Steering PY - 2013 SP - 13p AB - The safety of vehicle occupants has evolved recently due to the market implementations of new sensing technologies that enables predicting and identifying hazardous road traffic situations and thus actively prevent or mitigate collisions. The obvious benefits of the active safety systems has also been recognized and acknowledged by the regulatory and consumer bodies responsible for transportation, and as a result, the new standards, regulations and public rewards are being introduced. The active safety systems can prevent or mitigate collisions by controlling the motion of the vehicles through autonomous actuation of either: braking, steering or both simultaneously. The autonomous control of the vehicle inevitably affects the motion of the travelling occupants with respect to the vehicle interior. Depending on the severity of the maneuver, the occupant motion may lead to non-optimal postures for the in-crash phase if the collision is unavoidable or may impair the capability of a driver to resume the control of a car after the autonomous evasive maneuver. These considerations create the direct need for developing the active systems together with passive systems with the ultimate objective to best protect the occupants. This paper presents a simulation methodology for developing new automotive safety systems in an integrative manner that ensures optimal exploitation of benefits of active and passive systems. It also presents the simulation results of the study into the occupant behavior during the emergency evasive maneuver. The investigation was performed using the combination of newly available simulation techniques for modelling the Advanced Driver Assistance Systems (PreScan software) and for modelling the real human behavior under low-g conditions (MADYMO software). The results obtained showed the severity of the out-of-position occupant postures created by the autonomous evasive system. It was also observed that the lateral acceleration, being the effect of the maneuver, may cause the driver to impact the b-pillar, and thus potentially impair the further driving capabilities. The study was performed based on the numerical simulations and some of the model components were not fully validated. Further investigations will follow and will be focused on additional validation of the method and its components and finally on quantitative assessment of the revealed problems. The presented methodology and its application for investigating the occupant behavior under low-g loading shows the relevance of developing the new safety systems in an integrative manner. The simulation methods and techniques will play significant role in the integrated safety systems development processes, allowing to test the conditions of high complexity in order to represent the real life scenarios and thus ensuring better 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 - Active safety systems KW - Behavior KW - Driver support systems KW - Drivers KW - Lane changing KW - MADYMO (Computer program) KW - Simulation KW - Steering UR - http://www-esv.nhtsa.dot.gov/Proceedings/23/isv7/main.htm UR - https://trid.trb.org/view/1360865 ER - TY - CONF AN - 01571111 AU - Choi, In Seong AU - Min, Kyong Chan AU - Cho, Seong Woo AU - Lee, Jae Wan AU - Kang, Byung Do AU - National Highway Traffic Safety Administration TI - An Overview on Establishing Safety Assessment Standard of Longitudinal Active Safety System in Korea PY - 2013 SP - 6p AB - Recently, each country’s political efforts and nongovernmental research have been continued world widely to induce development and propagation of driver assist active safety system. In case of Korea’s domestic situation, so far as technical development of the related systems is concerned, although it sounds like it’s too late compared to other countries (European, Japan and US), Korea is now concentrating energies to enlarge market penetration and correspond to international trend through a assessment standard establishment. As part of an this endeavor, a research was organized what is called ‘Development of Safety Assessment Technology of Advanced Safety Vehicle’ that is being carried out with 3-step approach (1st step : 2009~2012, 2nd step : 2012~2015, 3rd step : 2015~2018), and as the 1st step being closed, safety assessment requirement of a Commercial vehicle AEBS & LDWS including passenger vehicle ACC system was drawn, and the 2nd step is now being in progress. Presently, in its 2nd step, a study to establish safety standard for passenger vehicle AEBS & LKAS is being carried out and, after 2015, assessment standard for the related items will be drawn with keeping pace with international test standard and guideline e.g. New Car Assessment Program (NCAP) This study considered, in addition to the technical development and standardization procedure of advanced active safety system, how it will be reflected to Korea’s system, and such a political approach will lead domestic industries including customer to be interested with the active safety system and help the result to be utilized as an internal standard. 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 - Automobile industry KW - Autonomous intelligent cruise control KW - Driver support systems KW - Evaluation and assessment KW - Korea KW - Lane departure warning systems KW - Market share KW - New Car Assessment Program (Ncap) KW - Vehicle safety UR - http://www-esv.nhtsa.dot.gov/Proceedings/23/isv7/main.htm UR - https://trid.trb.org/view/1361322 ER - TY - CONF AN - 01571108 AU - Bozzini, Susie AU - Shipp, Cindy AU - Friedman, Donald AU - Dugay, Emelie AU - National Highway Traffic Safety Administration TI - An Examination and Comparison of Passenger Transport Bus Occupant Protection Regulations Across 5 Continents PY - 2013 SP - 15p AB - A research project was undertaken to understand, compare and contrast the government regulations for mid to large size (mostly greater than 16 passengers) transport busses. The continent countries examined included Australia, Europe, Canada, United States, South Africa, Brazil, Chile and Peru. The occupant protection regulations examined included the requirements for superstructure capabilities, seat and seat attachments, seat belts and seat belt anchorages. 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 - Brazil KW - Buses KW - Canada KW - Chile KW - Europe KW - Occupant protection devices KW - Peru KW - Regulations KW - Restraint systems KW - Seat belts KW - South Africa KW - United States UR - http://www-esv.nhtsa.dot.gov/Proceedings/23/isv7/main.htm UR - https://trid.trb.org/view/1360842 ER - TY - CONF AN - 01571107 AU - Svenson, Alrik L AU - Stevens, Scott AU - Guglielmi, John AU - National Highway Traffic Safety Administration TI - Evaluating Driver Acceptance of Heavy Truck Vehicle-To-Vehicle Safety Applications PY - 2013 SP - 14p AB - This paper describes the results of a study to determine the acceptance of drivers of vehicle-to- vehicle (V2V) safety applications in Class 8 heavy trucks. This study was conducted to provide some of the information and data needed to assess heavy truck V2V safety benefits. Driver Clinics were conducted in two locations in the U.S. to evaluate acceptance of the connected vehicle technology and safety applications by volunteers with Commercial Driver’s Licenses (CDL) who were previously unfamiliar with the technology. Two heavy truck tractors with integrated V2V Safety applications were developed and used for this study. The V2V safety applications tested included a Forward Collision Warning (FCW), Blind Spot/Lane Change Warning (BSW/LCW), Emergency Electronic Brake Lights (EEBL), and an Intersection Movement Assist (IMA). Warnings were presented to drivers in the form of a visual display mounted in the cab and also audio warnings. Driving scenarios were developed to demonstrate each V2V safety application. Drivers were recruited for this study from local trucking fleets, independent owner- operators, and respondents to advertisements both online and in local truck stops. After an initial briefing and practice drive time in the truck, participants completed a series of scenarios and were given in-vehicle questionnaires after each scenario and a final questionnaire at the end. Approximately half of the drivers were selected for in-depth interviews following the drive. In addition, the vehicles were instrumented with a data acquisition system (DAS) that collected engineering and video data from each drive. As V2V safety systems are further refined for all vehicle types, understanding the acceptance by commercial vehicle drivers of this new technology is important so that anticipated safety benefits for heavy trucks can be fully achieved. 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 - Commercial vehicles KW - Crash avoidance systems KW - Driver information systems KW - Driver support systems KW - Heavy duty trucks KW - Trucking safety KW - Vehicle safety KW - Vehicle to vehicle communications UR - http://www-esv.nhtsa.dot.gov/Proceedings/23/isv7/main.htm UR - https://trid.trb.org/view/1360788 ER - TY - CONF AN - 01571103 AU - Johannsen, Heiko AU - Müller, Gerd AU - National Highway Traffic Safety Administration TI - Accident and Injury Risks of Elderly Car Occupants PY - 2013 SP - 10p AB - The demographic change and the expected change in driving patterns of elderly require adoption of cars in larger scale to this group than it was the case in the past. This study focusses on the special situation of elderly as car driver (w.r.t. accident risk) and car occupant (w.r.t. injury risks). The main data sources for this study were accident studies from the literature (mainly Co-operative Crash Injury Study [CCIS] and German In-Depth Accident Study [GIDAS] focusing on frontal impacts with newer cars), German national accident data and general literature. Based on the findings from literature possibilities for adoption of cars for elderly drivers were developed. In addition to the accident situation additional needs of elderly w.r.t. car design and ergonomics were analysed. This analysis is also based on German national car registration statistics. Elderly car drivers have more often accidents in situations that are complex, e.g., crossings. In addition to that reaction time seems to cause additional risks. However, it needs to be stated that elderly are a very heterogenic group w.r.t. the ability to drive a car. Looking at the injury risks it is clear that elderly obtain more often severe injuries than younger occupants, e.g., the death rate in relation to the number of involved accidents is much higher. Looking at different body regions the main problem is associated to rip fractures. The impact speed is almost similar to this of younger drivers excluding very young drivers. Elderly car owners are using mainly three different groups of cars. The first group is composed of top seller cars; the second group are cars with a higher seating position that allows easier access into the car and suggests a better overview; finally premium cars are often registered for elderly. In order to improve car safety for elderly special conditioned driver assistance systems (e.g., crossing assistant) and smart restraint systems 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 - Aged drivers KW - Co-operative Crash Injury Study (United Kingdom) KW - Crash data KW - Crash injuries KW - Driver support systems KW - Frontal crashes KW - German In-Depth Accident Study KW - Germany KW - Reaction time KW - Restraint systems KW - Ribs KW - United Kingdom UR - http://www-esv.nhtsa.dot.gov/Proceedings/23/isv7/main.htm UR - https://trid.trb.org/view/1360399 ER - TY - CONF AN - 01571099 AU - Grzebieta, Raphael AU - McIntosh, Andrew AU - Mattos, Garrett AU - Simmons, Keith AU - Rechnitzer, George AU - Mongiardini, Mario AU - Dal Nevo, Ross AU - Jackson, Colin AU - National Highway Traffic Safety Administration TI - Implementation of the UNSW Jordan Rollover System at Sydney's Crashlab Test Facility PY - 2013 SP - 8p AB - This paper describes how the Jordan Rollover System (JRS) dynamic test rig was adapted for research use in the New South Wales State government’s Crashlab® crash test facility used for Australian New Car Assessment program (NCAP) and regulatory crash testing. Development and installation of the University of New South Wales (UNSW) JRS was funded by the Australian Federal Government’s Australian Research Council (ARC) and industry partners. It is one of three rigs now operating in the world: the original Center for Injury Research (CFIR) JRS, the Dynamic Rollover Test System (DRoTS) at the University of Virginia, and the UNSW JRS in Sydney. Construction of the UNSW JRS was the first phase of the much larger Dynamic Rollover Occupant Protection (DROP) research program which is funded by the ARC and industry partners, to establish which combination of crash severity, roll kinematics, biomechanical injury criteria, crash test dummy, and restraint systems, address the major proportion of fatalities and serious injuries occurring to seat belted and restrained occupants involved in rollover crashes. The design of the UNSW JRS focused on functionality for research purposes while at the same time ensuring operational flexibility within a regulatory and commercial crash test facility. Data sources used for the design phase included: rollover crash test results on a variety of vehicles carried out using the CFIR JRS; FMVSS 208 dolly rollover crash tests carried out by other researchers; rollover fatality crash data and in-depth crash reconstructions from Australian Coroners Information System (NCIS) and from the National Automotive Sampling System-Crashworthiness Data System (NASS-CDS). These data were used to determine what features were essential for using the UNSW JRS as a comprehensive research tool to explore different initial test conditions (roll rate, drop height, roll, pitch and yaw angle) that could possibly replicate real-world rollover crash conditions where serious injuries occurred. Features of the test rig design address issues concerning: roadbed decoupling; rig mobility; roadbed towing; lighting; timing synchronisation of the vehicle drop for a given roll rate and roll angle in terms of accuracy and repeatability; and recording data and sensors compatibility. Commissioning rollover crash tests of a small and medium passenger cars and a large four wheel drive vehicle were carried out to establish test rig functionality and identify issues concerning rig operation. Results from the commissioning tests are presented. It was concluded that the UNSW JRS can be adapted to a commercial or government crash test facility. A critical issue was vehicle impact synchronisation due to the complexity of decoupling roadbed movement from the roll propulsion. Another issue that continues is the ability of the rig to replicate real world crashes which may be significantly more severe than the test rig has to date been used and/or designed for. This is further discussed in the 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 - Australian New Car Assessment Program KW - Crash data KW - Crash injuries KW - Impact tests KW - Jordan Rollover System KW - Kinematics KW - National Automotive Sampling System - Crashworthiness Data System KW - New South Wales KW - Occupant protection devices KW - Restraint systems KW - Rollover crashes KW - Test facilities UR - http://www-esv.nhtsa.dot.gov/Proceedings/23/isv7/main.htm UR - https://trid.trb.org/view/1361280 ER - TY - CONF AN - 01571094 AU - Park, Chung-Kyu AU - Kan, Cing-Dao Steve AU - Hollowell, William Thomas AU - National Highway Traffic Safety Administration TI - Investigation of Opportunities for Light-Weighting a Body-on-frame Vehicle Using Advanced Plastics and Composites PY - 2013 SP - 15p AB - This paper investigates the opportunities for light-weighting a current body-on-frame type vehicle using advanced plastics and composites. In addition, the safety benefits of structural plastics and composites applications in future lighter vehicles are identified and evaluated by frontal impact simulations as part of implementing the plastics and composites intensive vehicle (PCIV) safety roadmap of the National Highway Traffic Safety Administration (NHTSA). The methodology of the study includes two steps: (1) developing a light-weight vehicle based on a current finite element (FE) vehicle using advanced plastics and composites, and (2) evaluating the crashworthiness of the light-weighted vehicle by frontal New Car Assessment Program (NCAP) test simulations. An FE model of a 2007 Chevrolet Silverado, which is a body-on-frame pickup truck, was selected as the baseline vehicle for light- weighting. By light-weighting components in the Silverado, the vehicle weight was reduced 19%. As a result, the content of plastics and composite in the light-weight vehicle becomes about 23.6% of the total weight of the light-weight vehicle. Frontal NCAP simulations of the light-weighted vehicle show that the light- weighted vehicles using advanced plastics and composites provide equivalent structural performance (intrusion and crash pulse) to the baseline vehicle in the full frontal impact condition. This study demonstrates that (1) using plastics and composites can reduce the vehicle weight efficiently; and (2) the Silverado, light-weighted using advanced plastics and composites, provides equivalent structural performance in the frontal impact condition as the baseline 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 - Chevrolet Silverado KW - Composite materials KW - Crashworthiness KW - Finite element method KW - Frontal crashes KW - Light vehicles KW - New Car Assessment Program (Ncap) KW - Plastics KW - Vehicle safety UR - http://www-esv.nhtsa.dot.gov/Proceedings/23/isv7/main.htm UR - https://trid.trb.org/view/1361017 ER - TY - CONF AN - 01571091 AU - Aparicio, Andrés AU - Bargalló, Jordi AU - Baurès, Sébastien AU - National Highway Traffic Safety Administration TI - Development of Test Tools for the Evaluation of Pedestrian Detection Systems PY - 2013 SP - 6p AB - Pedestrian detection systems are expected to provide a relevant impact in the decrease of vulnerable road user casualties and injuries. Currently, different safety functions are under development and some of them have reached the market. In order to promote the wide spread of these functions and to standardize as much as possible the performance requirements, consumer organizations are also working in the development of test and assessment protocols As a contribution to the current activities done by car manufacturers, research centers and consumer testing organizations, the research described in this paper will address some specific questions, including: (1) The development of a crashable representative pedestrian test target, in terms of sensor detection; (2) The definition of the walking movement characteristics of pedestrians and implementation of these characteristics in the test target; (3) The development of a complete test facility for pedestrian detection tests; (4) The validation of the test target as a test tool for pedestrian detection systems; (5) The evaluation of representative test scenarios for pedestrian detection systems; (6) The estimation of the benefits of using test targets with walking movement capabilities for the better pedestrian recognition As a result, the paper will present the developed pedestrian test target and further indications for the implementation of pedestrian detection tests. All these questions are currently a challenge for the definition of new test procedures in the field of pedestrian detection systems. The results of this paper will be useful for the current development of pedestrian detection systems and further development of test targets suitable for Advanced Driver Assistance Systems (ADAS) testing. 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 injuries KW - Driver support systems KW - Pedestrian detectors KW - Pedestrian movement KW - Pedestrian safety KW - Vulnerable road users UR - http://www-esv.nhtsa.dot.gov/Proceedings/23/isv7/main.htm UR - https://trid.trb.org/view/1361029 ER - TY - CONF AN - 01571087 AU - Malak, Arnauld AU - Poisson, Patrick AU - Touratier, David AU - National Highway Traffic Safety Administration TI - Evaluation of the AFL Advanced European Mobile Deformable Barrier for Side Impact Versus the ECE-R95 in Dynamic Load Cell Wall Test PY - 2013 SP - 11p AB - Many countries conducted side impact tests resulting in extensive safety measures for regulation. The IHRA conducted research activity in order to harmonized regulation worldwide, which was a challenging work. This had led to MDB improvements first and then to develop the deformable barrier representative for the EU-vehicle fleet so called Advanced European Mobile Deformable barrier AE-MDB. This work is a first evaluation of both MDB-R95 and AE-MDB side impact barriers in their standard dynamic Load cell Wall tests knowing that AE-MDB will be introduced to European New Car Assessment Programme (EuroNCAP) rating soon. 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 - Europe KW - European New Car Assessment Program KW - Impact tests KW - Occupant protection devices KW - Side crashes KW - Vehicle safety KW - Vehicle tests UR - http://www-esv.nhtsa.dot.gov/Proceedings/23/isv7/main.htm UR - https://trid.trb.org/view/1360520 ER - TY - CONF AN - 01571085 AU - Johnson, Nicholas S AU - Gabler, Hampton C AU - Sharma, Dinesh AU - National Highway Traffic Safety Administration TI - Preliminary Evaluation of NASS-CDS Side Crash Delta-V Estimates Using Event Data Recorders PY - 2013 SP - 8p AB - The severity of a planar crash is most commonly defined by the change in vehicle velocity, or delta-V (ΔV). In the National Automotive Sampling System – Crashworthiness Data System (NASS - CDS), ΔV is computed from post - crash vehicle damage using a CRASH3 – based computer program called WinSMASH. Prior studies have investigated the accuracy of NASS - CDS ΔV in real world frontal crashes. Those studies compared the WinSMASH ΔV estimates in NASS - CDS to the ΔV obtained from the crashed vehicles’ Event Data Recorders (EDRs). In those studies, the EDRs only measured/recorded ΔV in the longitudinal direction. Accordingly, the accuracy of WinSMASH ΔV in side crashes has been assessed only through comparison with controlled crash tests, not real world crashes. Many newer vehicles are now equipped with EDRs that record both longitudinal and lateral ΔV. The objective of this study is to use these newer ED Rs to compare WinSMASH ΔV estimations to EDR ΔV s for real - world side crashes in the NASS - CDS. This preliminary study examines 22 side impact crashes from the NASS - CDS. All truck vehicles were cars and all striking vehicles were either cars or light trucks and vans (LTVs). EDR measurements of side impact ΔV were used to evaluate the accuracy of WinSMASH ΔV estimates for these real world side crashes. WinSMASH systematically overestimated ΔV for the examined crashes. Overestimation for crashes involving cars struck by cars appeared greater than for those involving cars struck by LTVs. Observed s systematic ΔV error varied by the area of the vehicle which was impacted. 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 severity KW - Data recorders KW - Impact tests KW - Light trucks KW - National Automotive Sampling System - Crashworthiness Data System KW - Side crashes KW - WinSmash UR - http://www-esv.nhtsa.dot.gov/Proceedings/23/isv7/main.htm UR - https://trid.trb.org/view/1361776 ER - TY - CONF AN - 01571084 AU - Leimbach, Frank AU - Schmortte, Uwe AU - Kiebach, Helge AU - National Highway Traffic Safety Administration TI - Global Harmonisation of Test Procedures for Driver Assistance Systems PY - 2013 SP - 8p AB - In the past, the vehicle brake developed in leaps and bounds. The initial two-wheel brake was upgraded to the four-wheel brake, which was followed by the brake force booster. The introduction of the anti-lock braking system (ABS) was a significant step in the further development of the wheel. For the first time it was possible to control the braking power at each individual wheel. The new, advanced driver assistance systems (ADAS) enabled the vehicle brake to go into action without the driver having to do anything. These advanced driver assistance systems can analyse individual traffic situations and, in an emergency, apply the brakes automatically if the driver is not paying attention. This action can reduce speed and therefore mitigate the consequences of accidents. Ideally, there will not even be a collision, because the ADAS slows the speed of the vehicle down to zero. 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 - Crash avoidance systems KW - Driver support systems KW - Standardization KW - Test procedures KW - Traffic crashes UR - http://www-esv.nhtsa.dot.gov/Proceedings/23/isv7/main.htm UR - https://trid.trb.org/view/1361021 ER - TY - CONF AN - 01571081 AU - Yue, Neng AU - Shin, JaeHo AU - Panzer, Matthew B AU - Crandall, Jeff AU - Parent, Dan AU - National Highway Traffic Safety Administration TI - Updates of the Lower Extremity of THOR-NT 50th Finite Element Dummy to Mod-Kit Specification PY - 2013 SP - 14p AB - This manuscript describes updates made to the lower extremity (knee-thigh (KT) and leg) of the THOR-NT 50th percentile finite element (FE) dummy, based on the geometry and mechanical characteristics of the THOR Mod Kit (MK) revision. The geometry and mass of the FE KT region were updated to the same specifications as the THOR-MK design. The FE model knee-thigh compression and knee stretch responses were within the experimental test corridors and met the certification and biofidelity requirements of the THOR- MK. The model response from the knee pendulum impact test matched the dummy certification test data and was within the two first priority corridors of the knee slider certification requirements. An FE model of the molded shoe was developed using a three-dimensional scanning tool. The shoe model was validated using heel and ball-of-foot impact tests, and the simulated responses matched the experimental data. Three load cell modeling approaches were investigated and the locking joint method was the best approach considered for modeling load cells as rigid bodies. Model updates to the THOR lower extremity and associated instrumentation were integrated into the THOR-NT FE dummy. The updated THOR-NT FE dummy model with the Mod Kit specifications in the lower extremity has the potential of providing improved responses in the frontal sled simulation and other applications. 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 victim simulation KW - Dummies KW - Finite element method KW - Frontal crashes KW - Impact sleds KW - Impact tests KW - Lower extremities KW - Test device for Human Occupant Restraint (THOR) UR - http://www-esv.nhtsa.dot.gov/Proceedings/23/isv7/main.htm UR - https://trid.trb.org/view/1361082 ER - TY - CONF AN - 01570464 AU - Han, Byoungkee AU - Lee, Eundok AU - Shim, Jungsoo AU - Jung, Jaeho AU - National Highway Traffic Safety Administration TI - Evaluation of the Dynamic Rollover Characteristics of Trip-Over Vehicles Through Multi-Body Dynamics Simulation PY - 2013 SP - 7p AB - Despite the high fatality rate due to rollover, this topic little features as a focus of research, when compared to studies on frontal and side collisions. As repeatability issues with the test have meant that there is not yet an established standard for dynamic rollover system that evaluates the safety of rollover of vehicles, the Federal Motor Vehicle Safety Standard (FMVSS) 216a Static Roof Crash Resistance is currently applied. The objective of this paper is to simulate the behavior of crash-test dummies and the deformation of a vehicle body by numerical analysis considering not only bending and torsional modulus, but also the collapse characteristics of main members. One can find the effect of each member on the strength-to-weight ratio (SWR) of the vehicle at the static test (FMVSS 216a), and the effect of SWR on the maximum acceleration value of the head. The stiffness of the B-pillar is the main member for increasing the SWR value; next, the A-pillar and center cross member. In terms of the maximum acceleration value of the head, this value increases as the SWR of the vehicle rises. The authors conclude that there exists an appropriate modulus of members in order to decrease the maximum acceleration of the head, and, in particular, airbags need to sustain the pressure for about 3.5 sec in order to prevent the ejection of the crash-test 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 - Air bags KW - Dummies KW - Federal Motor Vehicle Safety Standards KW - FMVSS 216 KW - Head KW - Impact tests KW - Rollover crashes KW - Roof crush KW - Simulation KW - Strength-to-weight ratio KW - Trip-over accidents KW - Vehicle roofs UR - http://www-esv.nhtsa.dot.gov/Proceedings/23/isv7/main.htm UR - https://trid.trb.org/view/1361759 ER - TY - CONF AN - 01570463 AU - Thomas, Scott AU - Wiik, Richard AU - National Highway Traffic Safety Administration TI - Front Center Airbag Inflation Induced Injury Evaluations and Results PY - 2013 SP - 10p AB - General Motors LLC and the Takata Corporation have worked together to bring to production an industry first technology, called the Front Center Airbag, which is being implemented on General Motors’ 2013 Midsize Crossover Vehicles. The Front Center Airbag is an airbag that mounts to the inboard side of the driver front seat. It has a tubular cushion structure and it deploys between the front seating positions in far side impacts, near side impacts and rollovers, with the cushion positioning itself adjacent the driver occupant's head and torso. This new airbag technology, which is in a different location on the vehicle than other airbags and deploys in a different manner, needed a set of demonstration tests for assessing inflation induced injury potential. This paper discusses the test setup conditions and presents the test results. Occupants in surrounding seating positions were considered when developing the test approaches. Several of these were based on the Recommended Procedures For Evaluating Occupant Injury Risk From Deploying Side Airbags, prepared by the Side Airbag Out-of-Position Injury Technical Working Group in July 2003 for outboard mounted seat airbags. Additional evaluation modes were developed through a General Motors peer review process involving internal experts. Three driver arm interaction conditions were tested, along with a driver torso in close proximity to the airbag configuration. A passenger head on console condition and infants in rear facing child seats installed in the middle seating position of the second row were also evaluated. An example test of each approach is presented, with graphics of the test event at different points in time, and with the anthropomorphic test device’s maximum recorded injury values included. The results presented for inflation induced injury testing of the Front Center Airbag indicate that this technology can meet inflation induced injury goals for the range of conditions evaluated. This paper also includes a brief summary of the Front Center Airbag hardware design and in-position performance. A sister paper containing field data, a detailed hardware description, and a detailed in-position performance summary for far side impacts has been published at the 2013 SAE World Congress. 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 - Front center airbags KW - Performance tests KW - Technological innovations KW - Testing UR - http://www-esv.nhtsa.dot.gov/Proceedings/23/isv7/main.htm UR - https://trid.trb.org/view/1361941 ER - TY - CONF AN - 01570462 AU - Hayashi, Hideaki AU - Inomata, Ryo AU - Fujishiro, Ryo AU - Ouchi, Yusuke AU - Suzuki, Koji AU - Nanami, Takeshi AU - National Highway Traffic Safety Administration TI - Development of Pre-Crash Safety System with Pedestrian Collision Avoidance Assist PY - 2013 SP - 8p AB - A new pre-crash safety (PCS) system with pedestrian collision avoidance assist has been developed. This system is capable of detecting both vehicles and pedestrians, and helps the driver to avoid a collision by automatically braking the vehicle by up to 40 km/h, one of the highest rates of deceleration for a PCS system in the world. Pedestrian detection is enabled by a sensing system that combines millimeter wave radar and a stereo camera. This system is capable of stable object detection regardless of day or night. At night, the system uses near infrared projectors to enhance the detection performance of the camera. This paper describes the core technology for achieving this system, including brake control technology for decelerating the vehicle by up to 40 km/h to help avoid a collision, and recognition technology capable of detecting pedestrians walking quickly across a road. The collision avoidance brake control technology achieves higher and more accurate deceleration than conventional systems, and is robust against variations in brake effectiveness. These variations are suppressed by the control algorithm, which uses the distance to the object and the deceleration as feedback parameters. As a result, the target deceleration performance may be achieved even under certain conditions of brake effectiveness variation. In addition, the timing of braking start was designed not to interfere with collision avoidance operations performed by the driver. The deceleration and jerk (i.e., the deceleration gradient) were also determined considering the risk of the driver becoming dependent on or over-confident in the system. An effective recognition technology that helps to prevent a wider range of accidents should be capable of detecting pedestrians quickly crossing a road. To further this goal, the response of the position detection filter of the millimeter wave radar was enhanced, and new algorithms were developed for collision judgment as well as the fusion between the millimeter wave radar and stereo camera. These measures enable highly accurate collision judgment for pedestrians crossing a road. 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 - Automatic braking KW - Crash avoidance systems KW - Deceleration KW - Driver support systems KW - Pedestrians KW - Pre-crash systems UR - http://www-esv.nhtsa.dot.gov/Proceedings/23/isv7/main.htm UR - https://trid.trb.org/view/1362004 ER - TY - CONF AN - 01570461 AU - Tahan, Fadi AU - Cohen, Shai AU - Digges, Kennerly AU - Kan, Cing-Dao (Steve) AU - National Highway Traffic Safety Administration TI - Assessment of a Dynamic Test Device to Evaluate Vehicle Rollover Safety PY - 2013 SP - 10p AB - The objective of the Guided Rollover Propensity (GRP) test device is to subject vehicles and occupants to dynamic rollover accident conditions and to assess the performance of some of the active and the majority of the passive safety systems. The purpose of this study is to determine the characteristics of the rollovers produced by the GRP test device. This study uses computer models to evaluate the GRP device’s performance. The GRP device attempts to subject vehicles to repeatable initial conditions using a guided maneuver of a forward motion followed by a gradually increasing curvature sufficient to roll most vehicles. The decreasing radius of turn causes a gradual increase in lateral acceleration to a point where the vehicle rolls over. This motion is similar to a J-turn induced rollover with the exception of the increase of the turn curvature angle. The test vehicle is carried on a cart with a tripping edge to eliminate the possibility of the vehicle slipping off and to remove the influence of vehicle and road characteristics such as tire properties or road surface friction during rollover initiation. The cart follows a guided track. The vehicle is subjected to its own roll characteristics that define the dynamics and consequently the roof-to-ground contact. Finite element (FE) simulation results for different vehicles, subjected to GRP induced motion, show promising dynamic responses and rollover initiation consistency. The passive safety systems, such as roof structure and occupant containment systems (including airbag deployments), and vehicle mechanical systems, such as the vehicle suspension, were assessed under dynamic rollover loading. The dummies were subjected to rollover kinematics similar to a J-Turn and were used to assess injury protection and ejection mitigation during the dynamic rollover test. The study results indicate that the test device is practicable and offers reasonable rollover 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 - Crash injuries KW - Dummies KW - Ejection KW - Finite element method KW - Guided rollover propensity test devices KW - J turns KW - Passive restraint systems KW - Rollover crashes KW - Simulation KW - Suspension systems KW - Vehicle roofs KW - Vehicle tests UR - http://www-esv.nhtsa.dot.gov/Proceedings/23/isv7/main.htm UR - https://trid.trb.org/view/1361767 ER - TY - CONF AN - 01570460 AU - Toczyski, Jacek AU - Kerrigan, Jason R AU - Mohan, Pradeep AU - Crandall, Jeff R AU - National Highway Traffic Safety Administration TI - Design of a Deformable Vehicle Roof Structure for Rollover Crash Testing with a Test Buck PY - 2013 SP - 11p AB - The goal of this study was to determine the detailed design of a greenhouse structure (roof and pillars), such that when it is loaded in a static roof crush test the force-displacement response mimics that of a modern full-size crossover vehicle. This study was carried out using finite element analysis with the goal of identifying a specific design to be fabricated for use with a rollover test buck in dynamic rollover crash testing. A multi-tiered design approach was used consisting first of a simple beam element model, followed by a more complex model meshed with shell and solid elements. A truss-like structure consisting of steel tubing for the pillars, headers and roof rails, connected by steel bars (“plastic joints”) at the intersections was used for the initial design. Individual structure parameters (tubing cross-sections, wall thicknesses, material types, etc.) that did not affect the overall geometry were optimized in repeated simulations of a static roof crush test to ensure that the response of the buck roof matched the response defined by a strength-to-weight ratio of 4.0 for a 2268 kg vehicle. Additionally, different design solutions were examined, e.g. curving the B-pillar, adding a windshield or roof cross beams. The influence of the friction coefficient between the loading platen and the roof was also investigated. Model predictions were validated on component-level by comparing model behavior to three-point bending tests on the plastic joints. The resulting design, including curved B-pillars with additional stiffness elements, was then subjected to a dynamic rollover computer simulation to facilitate qualitative evaluation of the dynamic response in a rollover crash. Further modification of the design may be necessary to improve the response beyond the peak quasi-static test force, but full scale fabrication and testing will be performed first to examine actual response at these levels before implementing additional changes. 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 - Finite element method KW - Impact tests KW - Rollover crashes KW - Roof crush KW - Simulation KW - Vehicle design KW - Vehicle roofs KW - Vehicle safety UR - http://www-esv.nhtsa.dot.gov/Proceedings/23/isv7/main.htm UR - https://trid.trb.org/view/1361747 ER - TY - CONF AN - 01570459 AU - Grzebieta, Raphael AU - Bambach, Mike AU - McIntosh, Andrew AU - Mattos, Garrett AU - Simmons, Keith AU - Rechnitzer, George AU - Digges, Kennerly AU - National Highway Traffic Safety Administration TI - Replicating Real World Rollover Crash Injuries PY - 2013 SP - 9p AB - This paper details the injuries occurring in real world trip-over only rollover crashes, for seat belted and contained occupants, and assesses whether these injuries can be replicated using a Jordan Rollover System (JRS) crash test rig recently installed at Crashlab in Sydney. This research forms part of the Dynamic Rollover Occupant Protection (DROP) project funded by the Australian Research Council and industry collaborators to develop a dynamic rollover crash test protocol that can assess a vehicle’s rollover crashworthiness. Australian National Coroners Information System (NCIS) fatality data and US NASS-CDS serious injury data of seat belted occupants involved in single vehicle pure rollover crashes ranging over the period of 2000 to 2010, were investigated. AIS3+ head and thorax injuries and AIS2+ spinal injuries were analysed to determine rollover injury characteristics and to determine possible test conditions under which they occur. Publicly available dynamic rollover crash tests carried out by other researchers were also analysed to determine their capability of replicating these real world injuries. Serious head injuries (SHI), serious neck/spine injuries (SSI) and serious thorax injuries (STI) were found to be distributed in roughly equal proportions, most occurring independently of each other, indicating different injury causal mechanisms. A significant portion of these injuries occurred where there was minimal or no roof crush involvement. Investigations of other researcher’s crash test results show dynamic rollover crash test rigs, crash test protocols and anthropomorphic test devices (ATD) have not, in general, been able to replicate ATD loadings consistent with these real world injuries repeatedly in a manner similar to frontal or side impact crash test protocols. The dynamic test conditions, measurement systems (possible ATD) and criteria required to consistently replicate vehicle damage and a particular injury mode (SHI, STI and SSI) using the JRS are discussed. It was concluded that to date it appears that current test protocols are not capable of consistently replicating the injuries identified in real world rollover crashes. Addressing roof crush alone via quasi-static testing will not mitigate all real world rollover injuries in typical trip-over only rollover crashes. A more advanced dynamic rollover crash test protocol must be developed that is more representative of the real world crashes and be capable of consistently replicating SHI, STI and SSI. It may be possible using the JRS test rig albeit the rig may need to be modified to tolerate much heavier impacts and a suitable rollover ATD may need to be developed. Until such time that the real world injuries observed in strong roof vehicles can be replicated repeatedly in a realistic manner, research on the development of an appropriate crash test protocol and ATD will need to continue. 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 - Australia KW - Crash injuries KW - Crashworthiness KW - Head KW - Injury severity KW - Jordan Rollover System KW - Rollover crashes KW - Spinal column KW - Test protocols KW - Thorax KW - Vehicle safety UR - http://www-esv.nhtsa.dot.gov/Proceedings/23/isv7/main.htm UR - https://trid.trb.org/view/1361371 ER - TY - CONF AN - 01570458 AU - Belwadi, Aditya AU - Locey, Caitlin AU - Maltese, Matthew R AU - Arbogast, Kristy B AU - Hammond, Rachel AU - National Highway Traffic Safety Administration TI - Injury Risk for Children and Adolescents Involved in Rollover Crashes PY - 2013 SP - 12p AB - Rollover crashes account for more than 33% of all motor vehicle related fatalities and have the highest fatality risk at 1.37% in the U.S. There is increased awareness of the high fatality rate associated with this crash type, but there is very limited pediatric-specific data related to rollover crashes in the United States. Previous studies based on data almost twenty years old have revealed that nearly ten percent of all children involved in motor vehicle crashes are in rollover crashes, with the risk of fatality and injury for children in rollovers being nearly twice that of non-rollover crashes. Recent focus on rollover mitigation has resulted in implementation of countermeasures, making it important to evaluate rollover risk for child occupants with a more current data set. Thus, to provide a contemporary analysis of rollover crashes involving young people, the authors queried the National Automotive Sampling System’s Crashworthiness Data System (NASS-CDS) from 1998-2011. Rollover crashes for passenger vehicles of model year 1998 or newer with at least one restrained occupant between 0 and 19 years of age were included. Occupant frequency was examined with number of quarter turns, vehicle type, vehicle specific rollover event, rollover type and direction, airbag deployment and Electronic Stability Control availability. Further, occupant age, restraint type, seating position, occupant role, and proximity to the roll direction were analyzed. Univariate and multivariate logistic regression models of Maximum Abbreviated Injury Score (MAIS) 2+ and MAIS 3+ injury were built to establish the relationship between the key factors and the injury outcomes. The study cohort consisted of 1560 occupants weighted to represent 515,470 occupants. Results indicate that children restrained in forward facing child restraint systems (FFCRS) or booster seats were less likely to sustain an MAIS 2+ injury than lap/shoulder restrained occupants in a rollover crash. The abdomen was the most commonly injured body region at the AIS 2+ level while the head was most common at the AIS 3+ level, followed by the thorax and spine (for weighted data). However, for unweighted data, the head was the most commonly injured body region followed by the spine at the AIS 2+ level while the head was most common at the AIS 3+ level, followed by the thorax and upper extremities. The variations between the weighted and unweighted distributions points out some of the challenges with conducting child-specific analyses with NASS-CDS, as some cases have extremely high sample weights. Averages of 2.8-quarter turns were associated with an MAIS 2+ injury. Because there were limited cases with rollover mitigation technologies (electronic stability control and airbags), their protective benefits in rollover crashes could not be ascertained. 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 - Abdomen KW - Adolescents KW - Air bags KW - Booster seats KW - Children KW - Crash injuries KW - Electronic stability control KW - Fatalities KW - Forward facing restraint systems KW - Head KW - Logistic regression analysis KW - Maximum Abbreviated Injury Score KW - National Automotive Sampling System - Crashworthiness Data System KW - Rollover crashes KW - Seat belts KW - Spinal column KW - Thorax KW - United States KW - Upper extremities UR - http://www-esv.nhtsa.dot.gov/Proceedings/23/isv7/main.htm UR - https://trid.trb.org/view/1361774 ER - TY - CONF AN - 01570457 AU - Ryu, Sung Ung AU - Jin, Wook AU - Shin, Young Chul AU - Bae, Ki Soon AU - Lee, Kwang Bok AU - National Highway Traffic Safety Administration TI - Study of Optimal Body Structural Design for Coupe-Type Vehicles in Rollover Events PY - 2013 SP - 8p AB - Many types of car crashes can occur on the road. One of the most critical crash types that can happen in the real world is rollover. Unfortunately, analyzing the exact fundamental principle of a rollover incident is difficult and complex. Despite its rise in severity as a serious injury collision, there have been few attempts made to analyze rollover. A stronger vehicle structure corresponds to more efficient protection for the passengers. A two-door coupe or a central pillarless body vehicle can be subject to more severe conditions in the event of a rollover. Reinforcing the side and roof structure of the body is important to secure safety. This paper presents observations from many case studies and actual tests. Central to this paper is an experimental study on the load redistribution effect. A brief overview is given on analyzing roof crush test results, and the optimal structure is investigated in greater detail. 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 - Case studies KW - Rollover crashes KW - Roof crush KW - Two door cars KW - Vehicle design KW - Vehicle roofs KW - Vehicle safety KW - Vehicle tests UR - http://www-esv.nhtsa.dot.gov/Proceedings/23/isv7/main.htm UR - https://trid.trb.org/view/1361743 ER - TY - CONF AN - 01570456 AU - Sung, Sulyun AU - Noh, Dong-gyu AU - Park, Jongrok AU - National Highway Traffic Safety Administration TI - Development of Reliable V2V System Based on WAVE PY - 2013 SP - 6p AB - This paper proposes a dynamic congestion control algorithm for a reliable message transmission in vehicle-to-vehicle (V2V) communication environment based on IEEE 802.11p WAVE (Wireless Access in Vehicle Environment) technology. Each vehicle periodically exchanges its status information like a position, speed and brake control with other vehicles within a communication range. Without any control, each vehicle always uses the maximum transmitting power and data rate. From the authors' experiments, at heavy traffic flow, the higher transmitting power and the higher data rate make the wireless channel contentions and packet collisions more serious. In this paper, the authors propose the mean-based dynamic data rate control algorithm and the phase control using Epoch to mitigate the congestion. The performance evaluations in Qualnet confirm that the proposed algorithm achieves better communication performance than the existing solutions and is more robust to the hidden terminal problems. 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 - Data communications KW - Data rate control KW - IEEE 802.11 (Standard) KW - System reliability KW - Vehicle to vehicle communications UR - https://trid.trb.org/view/1362103 ER - TY - CONF AN - 01570455 AU - Kim, Taewung AU - Bollapragada, Varun AU - Kerrigan, Jason AU - Crandall, Jeff AU - Clauser, Mark AU - National Highway Traffic Safety Administration TI - Effects of Types of Vehicles and Maneuvers on Vehicle Kinematics During Steering-Induced Soil-Trip Rollovers PY - 2013 SP - 11p AB - Controlled rollover test methods have been developed where touchdown conditions of the vehicle are specified as test inputs. Rollover crash touchdown parameters can vary widely due to variations in road surface and topography, maneuvers, and vehicles. While vehicular accident reconstruction teams have performed steering induced rollover tests and reported on touchdown conditions in the literature, such kinematic parameters are only available for an extremely limited set of conditions and vehicles. Furthermore, information about the sensitivity of touchdown conditions to changes in vehicle and maneuvers is missing from the literature. Thus, the goals of this study were threefold: to develop and validate two vehicle models in ADAMS™, to use them to simulate common types of steering-induced soil-trip rollovers, and to evaluate how differences in maneuvers and vehicle type affect vehicle kinematics at touchdown. First, vehicle inertia measurement tests, suspension tests, tire tests, bushing tests, and driving tests, including double lane change, J-turn, and fishhook, were performed using a sedan and a pickup truck. Next, vehicle models for each vehicle were built and validated with the experimental data. A straight highway was modeled following road design guidelines and a soil-tire interaction model was implemented. Analysis of NASS-CDS cases showed that rollover accidents occurred as a result of the vehicle leaving the roadway and either attempting to drive back onto the road (corrective) or continuing to steer from the road (non-corrective). Then specific cases exemplifying the corrective and non-corrective maneuvers were reconstructed with the two vehicle models to determine baseline driver inputs. Lastly, 120 Monte Carlo simulations were performed to compare vehicle kinematics and touchdown conditions of the two types of vehicles and maneuvers. The two vehicle models showed good correlations with the static and dynamic test data. The median values of roll rates of the sedan were 290 deg/sec and 380 deg/sec in corrective and non-corrective maneuvers, respectively. The pickup truck showed lower roll rates in the same maneuvers (210 and 250 deg/sec, respectively). Touchdown roll angles were higher in the sedan (120 and 190 degrees) than in the pickup (103 and 104 degrees) and higher in the non-corrective maneuver for both vehicles. Vertical speeds at touchdown were about 2.6 m/s higher in the non-corrective maneuver than in the corrective maneuver. The vehicle models were validated with results from component tests, static tests, and dynamic tests but no steering-induced rollover test data were available to validate the vehicle models. Subsequent to this study, steering-induced rollover tests will be performed to validate the models further and the soil model will be validated by testing the soil at the test site. Despite these limitations, the methodology and results presented provide for the best available means to determine touchdown parameters for use in controlled rollover crash testing. The data presented show a substantial difference in touchdown conditions with respect to types of vehicles and maneuvers. Therefore, when a rollover test is performed, the test conditions should be carefully selected depending on types of vehicles or maneuvers to generate realistic outcome. 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 - Automobiles KW - Corrective actions (Driving) KW - Driving KW - Kinematics KW - Mathematical models KW - Monte Carlo method KW - Pickup trucks KW - Rollover crashes KW - Simulation KW - Soil-tripped rollovers KW - Test procedures KW - Validation UR - http://www-esv.nhtsa.dot.gov/Proceedings/23/isv7/main.htm UR - https://trid.trb.org/view/1361369 ER - TY - CONF AN - 01570454 AU - Billot, Olivier AU - Coulot, Mickael AU - Zeitouni, Richard AU - Adalian, Céline AU - Chauvel, Cyril AU - National Highway Traffic Safety Administration TI - Pole Impact Test: Study of the Two Current Candidates in Terms of Cost and Benefits for France PY - 2013 SP - 8p AB - Regulatory and consumerism discussions currently take place on the definition of a pole impact that could be representative of car accidents in order to better protect the occupants. Two main test protocols are in competition: the Federal Motor Vehicle Safety Standard (FMVSS) 214 one and the current European New Car Assessment Program (Euro NCAP) one. France, taking part of the discussion in WP29 Global Road Safety Partnership (GRSP), provided accident data as well as cost benefit study. To supply data for this debate, PSA Peugeot Citroën carried out physical tests on different car platforms with the two types of impact: pole test 75° 32 km/h, also called “oblique pole test” and pole test 90° 29 km/h. With the results of these tests, numerical models were improved to get correlated models. Then, the correlated models were used to define the optimized technical solutions needed on the 75°/32 km/h test to get back to the same intrusion level as the 90°/29 km/h. It is therefore possible to quantify the cost of this test if it becomes mandatory for Europe or for another country (e.g. China). In addition, accident data analysis assesses the possible benefits for the European roads. This paper presents these data as well as the detailed analysis made by PSA Peugeot Citroën to establish the additional cost (in terms of Euros but also of kilograms) if the discussion ends to the selection of the FMVSS 214 compared to the selection of the Euro NCAP test protocol. The overall conclusion is that there is no justification of such a test for Europe when comparing the costs with the benefits. 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 - Benefits KW - Costs KW - European New Car Assessment Program KW - Federal Motor Vehicle Safety Standards KW - FMVSS 214 KW - France KW - Global Road Safety Partnership KW - Impact tests KW - Poles (Supports) KW - PSA Peugeot Citroen S.A KW - Test protocols UR - http://www-esv.nhtsa.dot.gov/Proceedings/23/isv7/main.htm UR - https://trid.trb.org/view/1361875 ER - TY - CONF AN - 01570453 AU - Lim, Jaemoon AU - Chang, Hyungjin AU - Kim, Gyuhyun AU - Lee, Jaewan AU - National Highway Traffic Safety Administration TI - A Consideration on the AE-MDB for the Side Impact Test in KNCAP PY - 2013 SP - 5p AB - The data on car to car side impacts in Korea had increased every year from 67,105 cases in 2006 to 76,556 cases in 2011 by the Police Agency in Korea. In Korea, sales of mid-sized cars, large-sized cars and sport utility vehicles (SUVs) have increased since 2001. The ratio of vehicles over 1,400 kg represented 56% in 2010. The current test procedure for side impact in the Korean New Car Assessment Program (KNCAP) uses 950 kg moving deformable barrier (MDB). The current test method may not reflect the real world traffic conditions and vehicle populations in Korea. The study for improving the side impact test in KNCAP has been carried out. This study shows the test results of three sizes of vehicles (compact car, mid-sized car and large-sized car) using the current KNCAP MDB, 1,300 kg Advanced European Mobile Deformable Barrier (AE-MDB) and 1,500 kg AE-MDB. The ES-2 dummy is mounted on the driver’s and front passenger’s seat, and the SID-2 5th percentile female dummy is mounted on the rear left passenger’s seat. Adopting the side airbag and the curtain airbag, the injury values and the star ratings of cars did not show a big difference according to the size of cars. The dominant factor affecting the occupant safety when using the AE-MDB was pelvis injury of the dummy in the rear seat. The deformations of vehicle side structure showed big difference depending on using the current KNCAP MDB or AE-MDB. If the AE-MDB will be adopted in the KNCAP, the assessment method will be prepared for the enhancement of safety for the smaller occupant in rear seats. 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 - Korea KW - Korean New Car Assessment Program (KNCAP) KW - Mobile deformable barriers KW - Rear seat occupants KW - Side crashes KW - Vehicle size UR - http://www-esv.nhtsa.dot.gov/Proceedings/23/isv7/main.htm UR - https://trid.trb.org/view/1361884 ER - TY - CONF AN - 01570452 AU - Mattos, Garrett A AU - Grzebieta, Raphael H AU - Bambach, Mike R AU - McIntosh, Andrew S AU - National Highway Traffic Safety Administration TI - Passenger Vehicle Structural Response in a Dynamic Rollover Test PY - 2013 SP - 10p AB - The structural performance of a vehicle has been shown to be associated with the likelihood of sustaining serious injury in passenger vehicle rollover crashes. With increasing interest in implementing interior safety features, such as side curtain airbags, to mitigate injury during rollover it is important to understand the response of the vehicle structure onto which many of these devices are attached. Further, research is ongoing to determine the feasibility of using a dynamic rollover test device, such as the Jordan Rollover System (JRS), to accurately assess a vehicle’s ability to protect occupants in rollover crashes. This research requires an understanding of the performance of the tests performed on such a system. The objective of this paper is to investigate the response of the vehicle structure, as tested on the JRS, with specific focus on the relationship between the dynamic and residual roof intrusion. This paper will also investigate the kinematic response of the vehicle and how it is related to roof performance and test 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 - Dynamic tests KW - Jordan Rollover System KW - Kinematics KW - Rollover crashes KW - Structural response KW - Vehicle intrusion KW - Vehicle roofs KW - Vehicle safety UR - http://www-esv.nhtsa.dot.gov/Proceedings/23/isv7/main.htm UR - https://trid.trb.org/view/1361370 ER - TY - CONF AN - 01570451 AU - Eugensson, Anders AU - Brännström, Mattias AU - Frasher, Doug AU - Rothoff, Marcus AU - Solyom, Stefan AU - Robertsson, Alexander AU - National Highway Traffic Safety Administration TI - Environmental, Safety, Legal and Societal Implications of Autonomous Driving Systems PY - 2013 SP - 15p AB - The concept of autonomous driving opens up for many opportunities but, at the same time, raises concerns and issues for discussion that need to be analyzed and penetrated before a more broad roll-out of autonomously driven vehicles on public roads can be attempted. Among the obvious potential benefits for the society are improved fuel economy, enhanced safety and reduced congestion. There are, however, also potential benefits in offering mobility to the physically challenged, reduced need for infrastructure investments, more efficient use of the urban landscape and individual benefits with more efficient use of the time spent in the car. Driving in autonomous mode opens up for using the time for other useful occupations, e.g. working, relaxing, eating, etc. Many obstacles remain before autonomous driving can be a part of transportation on public roads. In Europe an intense debate is discussing the implications of the Vienna Convention, which governs the framework for the requirements on the driver, and the legality of not having the driver in control of the vehicle. In the US, activities within the states are opening up for autonomous driving testing on public roads under certain provisions, but there is an obvious risk of causing fragmentation by creating deviating requirements. Sorting out the liability issues will be one of the major challenges before autonomous driving on public roads can be a reality. Present national laws in some countries do require a person in form of the driver to be liable in the case of an incident or a crash. For higher levels of autonomous driving, liability needs to rest with the manufacturers or another entity not in the form of a person and should be reflected in national liability legislation. 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 - Benefits KW - Europe KW - Intelligent vehicles KW - Legal factors KW - Liability KW - Policy, legislation and regulation KW - United States KW - Vienna Convention UR - http://www-esv.nhtsa.dot.gov/Proceedings/23/isv7/main.htm UR - https://trid.trb.org/view/1362102 ER - TY - CONF AN - 01570450 AU - Kim, Bumjin AU - Kim, Hyunwoo AU - Park, Dongho AU - National Highway Traffic Safety Administration TI - Research on the AE-MDB CAE Analysis for the Improved EURO NCAP Side Impact Test Procedure PY - 2013 SP - 7p AB - According to the European New Car Assessment Program (EURO NCAP) side impact test procedures for 2015, the European Enhanced Vehicle Safety Committee (EEVC) Working Group 13 (WG13) has made a proposal for an improved side impact barrier: Advanced European Mobile Deformable Barrier (AE-MDB), which subjects test vehicles to more severe conditions compared to the current ECE R.95 MDB in many factors, including higher strength, increased weight and lengthened width. In this paper, development study of AE-MDB Finite Element (FE) model was performed preferentially in order to cope with the enhanced EURO NCAP side impact test procedures. In the second place, analysis and study for AE-MDB side impact were carried out to evaluate its crash severity for compact and midsize 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 - Compact automobiles KW - Crash severity KW - European New Car Assessment Program KW - Finite element method KW - Impact tests KW - Mathematical models KW - Midsize automobiles KW - Mobile deformable barriers KW - Side crashes KW - Test procedures UR - http://www-esv.nhtsa.dot.gov/Proceedings/23/isv7/main.htm UR - https://trid.trb.org/view/1361762 ER - TY - CONF AN - 01569650 AU - van Rooij, Lex AU - Pauwelussen, Jasper AU - Op den Camp, Olaf AU - Janssen, Robby AU - National Highway Traffic Safety Administration TI - Driver Head Displacement During (Automatic) Vehicle Braking Tests with Varying Levels of Distraction PY - 2013 AB - Vehicle occupant behavior in emergency driving conditions has a large effect on traffic safety. Distraction is estimated to be the cause of 15-20% of all crashes. Additionally, the posture of the occupants prior to the possibly unavoidable crash is known to have a large effect on the injury reducing performance of the restraint system. In this study it is investigated whether braking settings as well as driver distraction influence the kinematic response of an occupant during braking events, in order to improve the design of crash avoidance or crash and injury mitigation systems. A mid-size passenger vehicle was instrumented with an automatic brake actuator and a warning light, which could be operated by the test leader, seated on the passenger side. The motion of the driver’s head in six degrees of freedom was recorded via an eye-tracking system, as well as relevant vehicle parameters. A single professional test driver was used, which was driving on a large test track, allowing velocities up to 120 km/h and full braking with 50 km/h velocity reduction in both straights and curves. A total of 61 braking events were generated in a varied order in the following four categories: 1) driver-induced while being attentive, 2) automatic while being attentive, 3) driver-induced after a warning was provided while being distracted and 4) automatic while being distracted. Driver distraction was achieved by asking the driver to type a text message while operating the vehicle. From 61 braking tests with a single professional test driver, entrance speed, braking deceleration and jerk time histories as well as brake pedal force were plotted in combination with head motion. Head forward displacement varied between 37 and 128 mm, while head forward pitch (relative to vehicle) was in between 4 and 23 degrees. In attentive scenarios, head rearward displacement in anticipation of an oncoming braking event was observed up to 110 mm. Automatic braking for a distracted driver induces on average 123 mm of head forward displacement, which is 67 mm larger than for an attentive driver that applies the brakes himself. Automatic braking for an attentive driver induced substantially higher head motion, which indicates that posture control is dependent on anticipation on the braking pulse. This study is limited by the fact that tests were performed with one single, professional driver that was aware of the tests to be performed. Wider variation is expected with different drivers and no conclusions could be drawn on habituation. Furthermore, no accurate information is available on timing, such that no information regarding reaction time can be provided. Sensitivity of driver head kinematic response during emergency braking for various parameters was shown in fairly realistic driving conditions. This information is relevant for the design of safety systems that interface with the occupants, such as a motorized belt pretensioner and autonomous emergency braking systems. Obviously these data can also be used for the validation of human models that are used to support the design and functioning of these 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 - Automatic braking KW - Crash avoidance systems KW - Displacement (Movement) KW - Distraction KW - Head KW - Kinematics KW - Vehicle occupants UR - http://www-esv.nhtsa.dot.gov/Proceedings/23/isv7/main.htm UR - https://trid.trb.org/view/1361225 ER - TY - CONF AN - 01569649 AU - Han, Woo Joon AU - Han, Il Song AU - National Highway Traffic Safety Administration TI - Passenger/Pedestrian Analysis by Neuromorphic Visual Information Processing PY - 2013 SP - 8p AB - The physiological studies since the Hubel and Wiesel’s experimentation of cat’s visual cortex have confirmed the consensus about the brain’s intelligence of visual perception. A new way of enhancing the safety of vehicle is proposed by employing the neuromorphic VLSI (Very Large Scale Integration) or processing for mimicking the robust and natural intelligence of visual recognition, inspired by both the Hubel and Wiesel’s experimentation of visual cortex and the neurophysiological model of Hodgkin-Huxley formalism. The feasibility of neuromorphic system is demonstrated successfully for the robust recognition of human objects for the safety either in the car or on the road, evaluating the neuromorphic VLSI implementation based on the controlled CMOS (complementary metal-oxide-semiconductor) conductance for the bio-plausible performance. The neuromorphic visual information processing is developed for both applications of the driver/occupant analysis in the car and the human object detection on the road. The neuromorphic vision research was motivated by the status analysis of the human posture and safety apparatus for the innovation of the emergency rescue service dealing with the crash accidents, and extended its applications to the safety technology of assisting the vehicle drive by detecting nearby pedestrians or human objects. The overall performance is measured with the success rate over 90%, for both the pedestrian detection and the occupant monitoring, in day or night. The most of human object detections are based on the neuromorphic visual information processing using the still image from the video sensor, because of the limited sight condition. The appropriate use of orientation feature extraction and neural networks ensures the reliability of proposed neuromorphic visual information processing to perform well under various dynamic conditions, such as in the changing ambient light, in night time, or in wet weather which are inevitable for vehicles on the road. The detection of pedestrian or cyclist performs consistently in wide ranges of environment, evaluated in various times and places of Europe and Asia. The recognition of driver’s eye sight is proved as an added function within the framework of proposed neuromorphic system, to match the varying driver’s eye sight for controlling the eyeglassless 3D dashboard display. The same principle is applicable to detect any particular part or pose of human object, and the neuromorphic visual processing system can accommodate the enforced adaptation or learning as it mimics the natural brain. The neuromorphic coupled with neural networks, suggests it as the new feasible and robust device with the convergence of biological neural system and information technology, or as the cost effective and reliable device of vehicle’s safety enhancement by using the CMOS neuromorphic VLSI approach. 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 - CMOS devices KW - Crash avoidance systems KW - Driver support systems KW - Image processing KW - Neural networks KW - Neurobiology KW - Pedestrian-vehicle crashes KW - Pedestrians KW - Visual perception UR - http://www-esv.nhtsa.dot.gov/Proceedings/23/isv7/main.htm UR - https://trid.trb.org/view/1361360 ER - TY - CONF AN - 01569648 AU - Nadler, Eric AU - Traube, Eric AU - Lerner, Neil AU - Jenness, James AU - Brown, Timothy AU - Baldwin, Carryl AU - Chiang, Dean AU - Forkenbrock, Garrick AU - National Highway Traffic Safety Administration TI - Development of Crash Warning Interface Metrics (CWIM) PY - 2013 SP - 6p AB - Based on the findings of a recent field study, Nodine (2011) reported that 88% of forward collision warning (FCW) system alerts in that study were accurate when the lead vehicle was moving. Similarly, 86% of lane departure warning (LDW) alerts activated accurately when the vehicle departed its lane without signaling. However, safety benefits are only realized when the system is both accurate in identifying a crash imminent situation and when the warning presented to the driver elicits a timely and appropriate response (braking or steering). The National Highway Traffic Safety Administration (NHTSA) is conducting studies under the Crash Warning Interface Metrics (CWIM) program to develop valid and sensitive “distracted driver” protocols for the evaluation of the driver vehicle interfaces (DVIs) of FCW and LDW systems on test tracks and in driving simulators as well as examining potential safety-related effects of consistent DVIs for these warning systems. CWIM focuses on distracted drivers because distraction-affected crashes represent a substantial crash risk, including 9% of the fatal crashes and 18% of injury crashes that occurred in 2010 (NHTSA, 2012). The DVI consists of the displays of the warning system, including the warning itself and associated system status displays. Although controls and settings are available for some systems, their usability and effectiveness are outside of the scope of the CWIM program. In this paper, the authors review some of the prominent results and methodological issues encountered in studies conducted under the CWIM program and describe how they are addressed in the work that is currently underway. 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 - Collision warning systems KW - Distraction KW - Driver vehicle interfaces KW - Forward collision warning KW - Information display systems KW - Lane departure warning systems KW - Metrics (Quantitative assessment) KW - Warning systems UR - http://www-esv.nhtsa.dot.gov/Proceedings/23/isv7/main.htm UR - https://trid.trb.org/view/1361361 ER - TY - CONF AN - 01569647 AU - Källhammer, Jan-Erik AU - Toghyani, Hanieh AU - Smith, Kip AU - National Highway Traffic Safety Administration TI - A Technique for Evaluation of Pedestrian Warning Conditions with High Driver Acceptance PY - 2013 SP - 8p AB - This paper discusses a research method used to evaluate the design of the alerting logic of automotive active safety systems and presents an example of how this method can be used to support the design of pedestrian collision warning alerts. Three questions therefore arise: First, how can one collect a measure of the acceptability of an alert to a wide variety of situations? Second, how consistent is that measure across contrasting samples of drivers? Finally, how can one use the measure in designing alerting logic? The authors describe an empirical approach to quantifying the relative level with which drivers are likely to accept pedestrian alerts by a night vision system. The study had two parts: a field operational test (FOT) that gathered a set of 302 video clips of pedestrian alerts with a night-vision system, and a post-hoc or retrospective ratings experiment in which volunteers viewed the clips and rated the relative acceptability of the alerts. The authors document the consistency of these subjective ratings across groups of raters with different levels of experience with the system. This finding supports the argument that laboratory reviews of FOT data are likely to generalize across the population of drivers. The derived measure of acceptance was then used to investigate a range of contextual and quantitative factors likely to influence driver acceptance of alerts to pedestrians issued by a night vision active safety system. Least squares regression revealed that nominal characterization of pedestrian location and motion and two quantitative measures – minimum separation and time to closest approach - explain almost 70% of the variance in driver ratings and do not interact. The authors discuss the implications of this finding for the specification of the system’s alerting strategies. 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 - Acceptance KW - Active safety systems KW - Alert systems KW - Crash avoidance systems KW - Night vision devices KW - Pedestrian-vehicle crashes KW - Video data UR - http://www-esv.nhtsa.dot.gov/Proceedings/23/isv7/main.htm UR - https://trid.trb.org/view/1361223 ER - TY - CONF AN - 01569646 AU - Deng, Bing AU - Kiefer, Raymond AU - Zhang, Wende AU - National Highway Traffic Safety Administration TI - In City Traffic Evaluation of Various Crash Avoidance Features with Chinese Drivers PY - 2013 SP - 5p AB - This in-traffic study examined the performance and driver acceptance of various Crash Avoidance (CA) features with Chinese drivers on Shanghai urban, city roads. The test vehicle was a production 2011 Cadillac DTS equipped with Forward Collision Alert (FCA), Lane Departure Warning (LDW), Side Blind Zone Alert (SBZA), Front Park Assist (FPA), and Rear Park Assist (RPA) features. In addition, an “add on” camera-based FCA feature was installed on this test vehicle. Participants experienced the FPA and RPA features in a parking lot while approaching traffic cones, and then commenced a 25 km drive during normal traffic hours on urban roads. This drive included a variety of arterial, minor arterial, and branch roads. After this test drive, participants completed a series of questionnaires corresponding to each of the features they experienced. Overall, the RPA feature received generally more favorable ratings relative to the other features under these testing conditions. Furthermore, although undesirable false alarm activations associated with these features were observed, results generally indicated that the CA features evaluated appear promising in the China market. 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 avoidance systems KW - Driver support systems KW - Field studies KW - Parking KW - Performance tests KW - Shanghai (China) UR - http://www-esv.nhtsa.dot.gov/Proceedings/23/isv7/main.htm UR - https://trid.trb.org/view/1361222 ER - TY - CONF AN - 01569645 AU - Heinrich, Christian AU - National Highway Traffic Safety Administration TI - Fighting Driver Distraction - Worldwide Approaches PY - 2013 SP - 8p AB - Research on telematics applications started in the eighties. The experts realized already at that time the need for appropriate means to reduce driver distraction. The European project Prometheus was the starting point for standardization activities both on the national and international level. On this basis, guidelines have been developed in Europe, Japan and the US. A team of experts tasked by the European Commission developed the European Statement of Principles (ESoP) which was published in the year 2000 and revised in 2006. In Japan, the Japanese Automotive Manufacturers Association (JAMA) published their guideline in 1990 with revisions in 2000 and 2004. In US the Alliance of Automotive Manufacturers (AAM) developed a guideline which was published in 2003 and revised in 2006. Currently, the National Highway Traffic Safety Administration (NHTSA) in the US is also working on a guideline. The final document is not yet publicly available. All guidelines have similar goals and basic concepts to achieve the limitation of driver workload and to avoid risky behavior. The following are the most prominent: Mounting of displays and controls should not interfere with the primary driving task; Necessary information should be easily perceivable with short glances; Dialogs should have a clear structure that can be easily understood and that does not require time-critical input; and Complex operation or information should be disabled while driving. There are some differences between the regional guidelines. The main difference is the determination of the distraction potential. While the ESoP contains only a verbal description (visual information not related to driving that is likely to distract the driver significantly), the AAM guideline offers different objective methods including measurement of gaze behavior and driving performance. The JAMA guideline requires measurement of glance duration. All these guidelines are voluntary, but only a part of the industry is committed to the guidelines. The driver workload induced by a telematics system depends on many factors. Different stakeholders are responsible for these factors like car manufacturers, device manufacturers, application developer, radio stations and service provider. The guidelines deal differently with this topic. The ESoP addresses all relevant stakeholders but only the car manufacturers which are represented by the Association of European Car Manufacturers (ACEA) are committed to follow these guidelines. The AAM guideline addresses both OEM and nomadic devices but similar to Europe, only AAM members are committed. The JAMA guideline is binding only for JAMA members. As mentioned above the guidelines are regularly revised by the respective organizations. Up to now, these guidelines have now been applied for a decade. The number of accidents caused by distraction due to the use of vehicle integrated devices is still small despite the increased use of these systems. This shows the effectiveness of the guidelines. Further improvement is only possible on the basis of new scientific data. Naturalistic driving data are a promising approach. 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 - Distraction KW - Drivers KW - Europe KW - Guidelines KW - Japan KW - Research KW - United States UR - http://www-esv.nhtsa.dot.gov/Proceedings/23/isv7/main.htm UR - https://trid.trb.org/view/1361224 ER - TY - CONF AN - 01569644 AU - Kim, Jinkwon AU - Kim, Samyong AU - Jung, Hochoul AU - Lee, Byoung Joon AU - Chung, Euiyoon AU - National Highway Traffic Safety Administration TI - Driver's Drowsiness Warning System Based on Analyzing Driving Patterns and Facial Images PY - 2013 SP - 5p AB - Development of technologies to monitor the state of the driver is essential in order to provide appropriate services for various driving situations. For the last decade a variety of driver state monitoring techniques have been proposed from many studies. Driver state monitoring systems generally work based on driving patterns, driver’s video or physiological signals. Driver’s video or driving patterns are convenient to acquire, but to assess driver state accurately is difficult because these methods assess the driver state indirectly. On the other hand, the analysis based on driver's physiological signals can monitor the state of the driver directly, but the sensors are not adopted due to the sensor's low usability in vehicle environment. The proposed driver state monitoring system aims to assess driver’s drowsiness, fatigue, and distraction accurately while achieving high usability through analyzing the driving patterns and video of the driver together. The driver state monitoring system based on driving patterns is able to see the trend of driver state, but it is difficult to determine exactly when the driver is in a dangerous situation, like a microsleep. On the other hand, the video based driver state monitoring system makes it easy to determine the moment of falling asleep, but it needs an additional logic limiting the detection range to prevent increasing a wrong detection rate. The proposed logic finds drowsy driving sections by analyzing the driving patterns, and determines exact time when the alarm is triggered by analyzing the driver’s video. This configuration makes the proposed logic decide driver state with a high accuracy and provide an alarm within an appropriate time. This study is preliminary to validate a possibility of the proposed algorithm. The proposed driving pattern based algorithm was validated by comparing with the self-assessment and driver’s physiological signal. The facial image based algorithm achieves a high accuracy of detecting face direction and eye blink. 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 - Driver monitoring KW - Driving patterns KW - Drowsiness KW - Eye movements KW - Video KW - Warning systems UR - http://www-esv.nhtsa.dot.gov/Proceedings/23/isv7/main.htm UR - https://trid.trb.org/view/1361114 ER - TY - CONF AN - 01569643 AU - Shirakata, Tetsuro AU - Koike, Hiroyuki AU - Hirata, Yutaka AU - National Highway Traffic Safety Administration TI - Maintenance of High Arousal Level by Voluntary Driving Maneuver Using Sensory Feedback PY - 2013 SP - 8p AB - In order to prevent car driver sleepiness that may cause a serious accident, various stimuli have been proposed and tested to date. Although some of these stimuli have been proven effective, their effectiveness is limited and cannot be expected to last long enough. In this study the authors propose a new method to keep car drivers awake for a long period of time, and demonstrate its effectiveness by using driving simulation (DS). The proposed method lets the car driver perform a voluntary driving maneuver, which is lane-keep control with auditory or haptic feedback. In the DS, the subject was asked to drive on a straight road with a monotonous visual scene by following a car running in front at a constant speed. During the DS, recorded road noise was played back or the steering wheel was vibrated such that its intensity was altered in proportion to the amount of deviation from the center of the driving lane. This maneuver helps subjects keep to their driving lane without disturbing the focused attention required for safe driving. It was expected that the decrease of the road noise or the steering wheel vibration would work as a reward, while the increase would work as a disincentive. Pupil diameter, vestibulo-ocular reflex (VOR) and subjective sleepiness were monitored as measures of the subjects’ sleepiness. The authors demonstrate that the steering wheel vibration is effective. Namely, when the proposed voluntary maneuver stimulus was initiated just after subject’s sleepiness was predicted by using the physiological measure (VOR), the duration of the awake period was prolonged. This DS experiment employed only straight road driving, and lane-keep control should be more difficult on real roads. Thus actual driving situations require greater maneuvering that should result in greater effectiveness in maintaining a high arousal level. The authors conclude that to prolong the period of car driver’s high-level alertness, the proposed voluntary driving maneuver is significantly more effective than conventional passive sensory feedback stimuli alone. 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 - Alertness KW - Auditory warnings KW - Driver monitoring KW - Drivers KW - Drowsiness KW - Lane keeping KW - Steering wheels KW - Tactile perception KW - Tire/pavement noise KW - Vibration UR - http://www-esv.nhtsa.dot.gov/Proceedings/23/isv7/main.htm UR - https://trid.trb.org/view/1361091 ER - TY - CONF AN - 01569642 AU - Aust, Mikael Ljung AU - Dombrovskis, Sergejs AU - National Highway Traffic Safety Administration TI - Understanding and Improving Driver Compliance with Safety System Feedback PY - 2013 SP - 7p AB - Many crashes usually start with a driver inadvertently leaving the lane. These lane departures broadly fall into two categories. One is where kinematic control is lost, e.g. due to icy roads. The other, and the focus here, is when the vehicle in principle remains controllable, but where the driver for some reason temporarily does not exercise that control. Developing safety systems which detect and act on inadvertent lane departures due to, e.g. drowsiness and/or distraction, has a large safety potential. However, in addition to precise threat detection, successful implementation of such systems also requires an understanding of what motivates and controls the driver’s response to system feedback. While threat detection has advanced considerably in recent years, there has yet to emerge a common view on how to understand and improve driver compliance with system feedback in imminent lane departure situations. The objective of the paper is to formulate a theoretical framework for understanding how safety system feedback is received by the driver in different driving situations. The purpose is to enhance the understanding of what is required to achieve high levels of driver compliance in situations where systems indicate risk, for example of inadvertent lane departures. The framework is based on the dimensions of perceived threat relevance and opportunities for action. Essentially, when system feedback is received (e.g. a lane departure warning), the driver balances the perceived potential gravity of the situation against the effort required to abide by the system’s feedback. This aligns with a general human factors trend toward describing human behavior as a balancing act between goal desirability and energy expenditure. Application of the framework shows that if the driver associates an imminent lane departure with a low level of threat, correctional effort in response to system feedback will be minimal. To increase lane keeping precision under those circumstances, the vehicle must offer an opportunity for action that requires minimal driver effort to realize. Here, strategies like offering to turn on lane keeping aid as soon as lane keeping starts to degrade might be a way forward. If the driver on the other hand associates a lane departure with a high level of threat, any warning that manages to bring the driver’s attention back on the forward roadway will be sufficient. The exception is if the driver is incapable of comprehending or acting on the warning, in which case radical actions such as autonomously driving the vehicle to the next rest place might be necessary. To increase road safety, a deeper understanding of driver compliance is just as important as good threat detection. The issue of how to scientifically approach driver compliance needs to be a top priority in driver behavior analysis. The framework illustrates both the need for, and a viable approach to, a systematic view of how safety system feedback influences driver behavior in lane departure situations. While a step forward, much work remains before the principles governing driver compliance in potentially threatening situations are fully understood. 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 - Driver support systems KW - Drivers KW - Human factors KW - Lane departure warning systems UR - http://www-esv.nhtsa.dot.gov/Proceedings/23/isv7/main.htm UR - https://trid.trb.org/view/1361362 ER - TY - CONF AN - 01569641 AU - Otte, Dietmar AU - Jänsch, Michael AU - Pund, Bernd AU - Duntsch, Katja AU - National Highway Traffic Safety Administration TI - Accident Causation Factor Analysis of Traffic Accidents on the Example of Elderly Car Drivers Using the Causation Analysis Tool ACAS PY - 2013 SP - 10p AB - The need of in-depth accident causation data in accident research is becoming more and more important. The German In-Depth Accident Study (GIDAS) is well qualified to deliver adequate data to conduct an investigation on this field, based also on identifying the causes of accidents. This led to the development and implementation of a special tool called ACAS (Accident Causation Analysis System) for the collection of such causation data adopting the GIDAS methodology. Using this system, for each accident participant one or more of five hypotheses of human cause factors are formed along the basic human functions active when managing a situation in traffic. These hypotheses are subsequently specified by appropriate verification criteria. To facilitate the analysis of accident causes, the information collected with ACAS is recorded in a structured code of digits. With the help of structured questionnaires for on-scene investigation used for interviews of accident participants, it is possible to easily identify human failures and categorize these in the ACAS structure. Internal analysis of the herewith coded accident causation information has proven that with this system it is possible to find causes of traffic accidents with enough details to identify differences of psychological performances categorized by the basic human functions in the situation or the emergence of the accident. Past studies on identifying typical accident scenarios of elderly traffic participants have shown that it is difficult to find typical circumstances and features of accidents caused by the elderly, based on classic accident research data. With the present study a first step in this direction is done by analyzing the causation coding of accidents with personal damages of n=817 non-elderly car drivers (aged 25-64) with failures of one of the five human causation categories and to n=169 elderly car drivers aged 65 and over (total of 986 for both age groups). The focus of this study lies on identifying the special causes of elderly traffic participants and analyzing the psychological effects which lead to failures in the situation of the accident event. The results of the causation analysis display that with elderly traffic participants the human failures are mostly about perception problems and difficulties with the execution of a desired action. The study also revealed that the causation category of an accident has an influence on the accident severity (injury outcome). This is an important factor which has to be kept in mind when looking for countermeasures to decrease severe injuries or fatalities. The knowledge about the human failures is an essential part e.g. for the development of driver assistance 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 - Accident Causation Analysis System (ACAS) KW - Aged drivers KW - Crash causes KW - Crash severity KW - Data collection KW - Driver support systems KW - German In-Depth Accident Study KW - Human factors KW - On the scene crash investigation KW - Psychological aspects KW - Traffic crashes UR - http://www-esv.nhtsa.dot.gov/Proceedings/23/isv7/main.htm UR - https://trid.trb.org/view/1361368 ER - TY - CONF AN - 01569580 AU - Eggers, Andre AU - Schwedhelm, Holger AU - Zander, Oliver AU - Izquierdo, Roberto Cordero AU - Polanco, Jesus Angel Garcia AU - Paralikas, John AU - Georgoulias, Konstantinos AU - Chryssolouris, George AU - Seibert, Dominic AU - Jacob, Christophe AU - National Highway Traffic Safety Administration TI - Virtual Testing Based Type Approval Procedures for the Assessment of Pedestrian Protection Developed Within the EU-Project IMVITER PY - 2013 AB - For a number of EU regulatory acts Virtual Testing (VT) is already allowed for type approval (see Commission Regulation No. 371/2010 of 16 April 2010 amending the Framework Directive 2007/46/EC). However, only a very general procedure on how to apply VT for type approval is provided. Technical details for specific regulatory acts are not given yet. The main objective of the European project IMVITER (IMplementation of VIrtual TEsting in Safety Regulations) was to promote the implementation of VT in safety regulations. When proposing VT procedures the new regulation was taken into account, in particular, addressing open issues. Special attention was paid to pedestrian protection as pilot cases. A key aspect for VT implementation is to demonstrate that the employed simulation models are reliable. This paper describes how the Verification and Validation (V&V) method defined by the American Society of Mechanical Engineers was adapted for pedestrian protection VT based assessment. For the certification of headform impactors an extensive study was performed at two laboratories to assess the variability in calibration tests and equivalent results from a set of simulation models. Based on these results a methodology is defined for certification of headform impactor simulation models. A similar study was also performed with one vehicle in the type approval test setup. Its bonnet was highly instrumented and subjected to 45 impacts in five different positions at two laboratories in order to obtain an estimation of the variability in the physical tests. An equivalent study was performed using stochastic simulation with a metamodel fed with observed variability in impact conditions of physical headforms. An estimation of the test method uncertainty was obtained and used in the definition of a validation corridor for simulation models. Validation metric and criteria were defined in cooperation with the ISO TC22 SC10 and SC12 WG4 "Virtual Testing". A complete validation procedure including different test setups, physical magnitudes and evaluation criteria is provided. A detailed procedural flowchart is developed for VT implementation in EC Regulation No 78/2009 based on a so called “Hybrid VT” approach, which combines real hardware based head impact tests and simulations. This detailed flowchart is shown and explained within this paper. Another important point within the virtual testing based procedures is the documentation of relevant information resulting from the verification and validation process of the numerical models used. For this purpose report templates were developed within the project. The proposed procedure fixes minimum V&V requirements for numerical models to be confidently used within the type-approval process. It is not intended to be a thorough guide on how to build such reliable models. Different modeling methodologies are therefore possible, according to particular OEM know-how. These requirements respond to a balance amongst the type-approval stakeholders interests. A cost-benefit analysis, which was also performed within the IMVITER project, supports this approach, showing the conditions in which VT implementation is beneficial. Based on the experience gained in the project and the background of the experts involved an outlook is given as a roadmap of VT implementation, identifying the most important milestones to be reached along the way to a future vehicle type approval procedure supported by VT. The results presented in this paper show an important step addressing open questions and fostering the future acceptance of virtual testing in pedestrian protection type approval procedures. 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 - European Commission KW - Head KW - Headform impactors KW - Hoods KW - Impact tests KW - Pedestrian safety KW - Regulations KW - Simulation KW - Validation KW - Virtual testing UR - http://www-esv.nhtsa.dot.gov/Proceedings/23/isv7/main.htm UR - https://trid.trb.org/view/1361045 ER - TY - CONF AN - 01569579 AU - Yun, Yong-Won AU - Lee, Jae-Wan AU - Kim, Gyu-Hyun AU - Park, Gyung-Jin AU - National Highway Traffic Safety Administration TI - Pedestrian Protection Test and Results: Utilization for Regulations in Korea PY - 2013 SP - 7p AB - High death rates occur due to the frequency of vehicle to pedestrian traffic accidents. Governments throughout the world are attempting to improve the safety features of the vehicle by modifying vehicle safety standards and new car safety assessment programs. This paper introduces the pedestrian protection assessment methods that have been used in the Korea New Car Assessment Program since 2007. Assessment results obtained from 54 models, tested over five years (2008 – 2012), are examined and analyzed. This research found that the pedestrian protection features of vehicles have improved gradually but are still unsatisfactory. Therefore, much improvement is needed. In the past, car manufacturers installed pedestrian protection airbags or active hood systems to enhance the pedestrian protection features. Currently, research is being carried out to develop assessment techniques of active pedestrian protection features. Meanwhile, research is being carried out to develop the Flexible Pedestrian Legform Impactor (Flex-PLI) to satisfy Phase 2 of the Global Technical Regulations (GTR). 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 - Global Technical Regulation KW - Korean New Car Assessment Program (KNCAP) KW - Legform impactors KW - Pedestrian safety KW - Pedestrian-vehicle crashes KW - Regulations KW - South Korea KW - Vehicle design UR - http://www-esv.nhtsa.dot.gov/Proceedings/23/isv7/main.htm UR - https://trid.trb.org/view/1361080 ER - TY - CONF AN - 01569578 AU - Takahashi, Hiroyuki AU - Miyazaki, Hiroshi AU - Narita, Sohtaro AU - Shamoto, Takehisa AU - Mase, Yusuke AU - National Highway Traffic Safety Administration TI - Development of Pop-Up Hood System for Pedestrian Protection PY - 2013 SP - 6p AB - Pop-up hood systems have been developed as a pedestrian protection technology for vehicles that have a narrow space between the inside surface of the hood and the rigid parts in the engine compartment. The aim of these systems is to help reduce the head injury criterion (HIC) by lifting up the hood and creating a greater distance to the rigid parts in the engine compartment. However, various issues have yet to be resolved in the adoption of these systems. The first category of issues is sensing-related, such as the method of distinguishing between collisions with pedestrians and roadside objects, and ensuring stable detection regardless of the location of the collision at the front of the vehicle. The second category is actuator-related, particularly the method of keeping the hood held up while ensuring that the impact energy of the collision with the head is absorbed. This paper describes the development of a pressure chamber type sensing system and push-rod type actuator that were designed to address these issues. 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 - Actuators KW - Crash injuries KW - Crash sensors KW - Head KW - Head Injury Criterion KW - Pedestrian-vehicle crashes KW - Pop-up hoods KW - Vehicle design UR - http://www-esv.nhtsa.dot.gov/Proceedings/23/isv7/main.htm UR - https://trid.trb.org/view/1360940 ER - TY - CONF AN - 01569577 AU - Eckert, Alfred AU - Hohm, Andree AU - Lueke, Stefan AU - National Highway Traffic Safety Administration TI - An Integrated ADAS Solution for Pedestrian Collision Avoidance PY - 2013 SP - 8p AB - Accident statistics indicate that pedestrians constitute a large share of vehicle-related fatalities worldwide. Due to continuing trends towards urbanization, this proportion can be expected to further increase. Advances in passive safety have already proven their effectiveness, but since injuries cannot be completely avoided at higher collision speeds a preferred solution is the complete avoidance of collisions. In this paper, the authors introduce an active safety approach for preventing collisions with pedestrians that integrates advanced perception systems and executes emergency braking and steering maneuvers. The functional concept and system architecture are introduced, followed by the design of the actuation setup. Finally, the results of extensive driving tests are given for validation. As part of the validation strategy, a testing facility has been constructed that comprises a horizontal truss with a pedestrian dummy suspended beneath it. This pedestrian dummy can be moved laterally to simulate pedestrian motion. The presented system architecture includes abstract levels for sensorics, perception refinement, situation analysis and actuation. The functionality is realized using a stereo camera and radar, both of which are high-performance, state-of-the-art automotive sensors currently in series production. The stereo camera integrates a pedestrian classification algorithm, and together the sensors provide extensive knowledge about the available maneuvering space. The sensor data are combined into a hybrid environment representation with two separate entities for moving objects and static structures. This representation can be used as a basis for the situation analysis logic, determining if an emergency braking or steering maneuver is necessary. Two actuators are used to facilitate maneuver execution: an electric power steering (EPS) system and an innovative brake system specifically designed for a fast and precise electronic actuation. One algorithm implemented for handling pedestrian scenarios is the pedestrian motion prediction. In these cases, commonly-used models for vehicle motion are no longer valid, so a motion prediction algorithm has been developed that specifically considers pedestrian behavior. The result, as demonstrated in relevant scenarios, is a significant decrease in false-positive system reactions. In this paper, possibilities for how an emergency situation can evolve with respect to available maneuvering space and last point to brake or steer are extensively discussed and examined through driving tests. An additional challenge is the handling of scenarios where a pedestrian assumes a more generic appearance, such as a person using a wheelchair or pushing a stroller. A holistic system for avoiding pedestrian accidents has been designed, implemented and extensively tested. The results quantitatively show the benefits in terms of the detection performance of the environmental sensors and the sophisticated environment model, including information about the available maneuvering space. Classification and prediction algorithms have been implemented that take into account the characteristics of pedestrian behavior to determine the desired system reactions. Since all sensors and actuators are currently in or near series production, the presented approach demonstrates how pedestrian safety can be greatly enhanced in the near 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 - Algorithms KW - Crash avoidance systems KW - Driver support systems KW - Pedestrian safety KW - Pedestrian-vehicle crashes KW - System architecture KW - System design KW - Validation UR - http://www-esv.nhtsa.dot.gov/Proceedings/23/isv7/main.htm UR - https://trid.trb.org/view/1361019 ER - TY - CONF AN - 01569576 AU - Beck, Ben AU - Bilston, Lynne AU - Kazzi, Mark AU - Brown, Julie AU - National Highway Traffic Safety Administration TI - Injury Mechanisms in Rear Seated Children Aged 9-17 Years and the Implications for Assessing Rear Seat Protection in Crash Tests PY - 2013 SP - 7p AB - This study examines injury mechanisms among rear seated restrained child occupants between 9 and 17 years of age using in-depth crash investigation. It was intended to determine whether current crash assessment protocols could be improved to better represent non-booster seat using children in the rear seat of cars. Rear seat occupants aged older than 9 years were recruited from 6 major New South Wales (NSW) trauma and paediatric hospitals. A detailed review of injury mechanisms, crash and restraint factors and injury outcome was conducted. The case series consists of 20 occupants aged 9-17 years, 14 were in frontal impacts, 5 in side impact and 1 rear impact. Three occupants used a lap only belt and the remainder used lap sash belts. Thoracolumbar spine, chest and abdominal injuries were the most common injuries in frontal crashes. Head and pelvic injuries featured in side impacts. A neck injury was present in a rear impact case. Thoracolumbar spine injuries were associated with lumbar flexion in combination with submarining; and with axial compression, caused by excessive chest loads. Abdominal and chest injury was associated with belt loading. In side impact, contact with intruding structures was the primary mechanism of injury. Although this case series is not representative of all rear seated children in crashes, the high proportion of thoracolumbar spine and abdominal injuries observed indicates a need for greater focus on preventing these injuries in older children using the rear seat. During vehicle crash testing, the inclusion of lumbar spine injury measures in dummies would allow for a greater understanding of the effectiveness of safety technologies in the rear seat, as would validated measures of abdominal injury. Dummy measurements in front seat assessment focus on head, neck, chest and femur loads. While protecting these regions is important for all occupants, this study has demonstrated other body regions that require assessment when addressing rear seat occupant protection. Further the majority of injuries in this case series would not be captured using existing front seat dummy protocols. The results indicate different injury sources for rear occupants than reported for front occupants. Simply extending existing front seat assessment protocols to the rear seat may not adequately assess injury risk for older children in the rear seat. 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 - Case studies KW - Children KW - Crash injuries KW - Head KW - Lap belts KW - Lap-shoulder belts KW - Neck KW - New South Wales KW - Pelvis KW - Rear seat occupants KW - Seat belts KW - Spinal column KW - Thorax UR - http://www-esv.nhtsa.dot.gov/Proceedings/23/isv7/main.htm UR - https://trid.trb.org/view/1361081 ER - TY - CONF AN - 01569575 AU - Hamacher, Michael AU - Eckstein, Lutz AU - Kühn, Matthias AU - Hummel, Thomas AU - National Highway Traffic Safety Administration TI - Integrated Pedestrian Safety Assessment Procedure PY - 2013 SP - 11p AB - Structural improvements at the vehicle front are state of the art in the field of pedestrian safety today and offer a basic passive protection. Meanwhile advanced safety systems have entered the market. Deployable systems, like the active bonnet or the windscreen airbag, further enhance the passive protection of passenger vehicles while systems of active safety such as autonomous emergency braking (AEB) are able to mitigate or even avoid an accident due to a reduction in collision speed. However, an integrated assessment of active and passive pedestrian safety is a current challenge. A procedure to assess and compare the safety potential as well as the effectiveness of active and passive safety measures on one scale was presented at the last ESV conference (paper 11-0057) and has been further enhanced since then. In addition, an existing external test protocol for advanced forward-looking pedestrian safety systems has been implemented into the assessment procedure, which enables a vehicle-model-specific evaluation of active safety systems for children and adults. An important characteristic of the assessment procedure is its modular design, combining structural characteristics of a vehicle front with accident kinematics and accident research data. The procedure uses the results of the Euro NCAP pedestrian protection tests of the car to be assessed and adapts the Head Injury Criterion (HIC) values to the real accident kinematics derived from numerical simulations. Kinematics parameters are the head impact velocity, impact angle and impact probability. The assessment procedure finally provides index values for children and adults, which indicate the risk for an AIS3+ head injury due to the primary impact depending on the collision speed. A first update to the procedure, which is already prepared for the Euro NCAP-GRID, has been made with respect to the pedestrian size distributions used to determine the impact probabilities for the particular wrap-around-distance zones of the vehicle front. Both distributions, i.e. for children and adults, are now based on current GIDAS data and establish a direct link to the actual accident situation. Further changes have been carried out regarding the weighting and adaptation of the Euro NCAP values, resulting in a new correlation between head impact velocity and HIC. At last the index calculation itself has been revised by the use of a more convenient injury risk curve. For active pedestrian safety systems the reduction in collision speed achieved within the particular test scenarios specified in the external test protocol forms the main assessment criterion. A methodology has been developed, which implements those test results according to their relevance into the assessment procedure and enables the calculation of a corresponding index value. A case example describing an AEB system equipped with a warning function has been defined in order to demonstrate the methodology. Index values are calculated for six real passenger car fronts, all representing different vehicle classes. Beside the basic vehicle, an active bonnet, a windscreen airbag and the generic AEB system are each assessed. The corresponding index values reveal, which pedestrian safety systems are most effective for the different vehicle classes as well as pedestrian 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 - Active safety systems KW - Air bags KW - Automatic braking KW - Crash injuries KW - European New Car Assessment Program KW - Head KW - Head Injury Criterion KW - Hoods KW - Kinematics KW - Passive safety KW - Pedestrian safety KW - Pedestrian-vehicle crashes KW - Speed KW - Vehicle front end UR - http://www-esv.nhtsa.dot.gov/Proceedings/23/isv7/main.htm UR - https://trid.trb.org/view/1360944 ER - TY - CONF AN - 01569574 AU - Lesire, Philippe AU - Krishnakumar, Reakka AU - Chevalier, Marie-Christine AU - Johannsen, Heiko AU - Müller, Gerd AU - Longton, Alejandro AU - Kirk, Alan AU - National Highway Traffic Safety Administration TI - Safety Benefits of the New ECE Regulation for the Homologation of CRS - An Estimation by the EC CASPER Project Consortium PY - 2013 SP - 15p AB - The Global Road Safety Partnership (GRSP) informal group on child restraint systems (CRS) finalised phase 1 of a new regulation for the homologation of CRS . This regulation is the subject of several discussions concerning the safety benefits and the advantages and disadvantages that certain specific points may bring. However, these discussions are sometimes not based on scientific facts and do not consider the whole package but only single items. Based on the experience of the Child Advanced Safety Project for European Roads (CASPER) partners in the fields of human behaviour, accident analysis, test procedures and biomechanics in the area of child safety, a consideration of the safety benefits of phase 1 of the new regulation and recommendations for phase 2 will be given. 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 Advanced Safety Project for European Roads (CASPER) KW - Child restraint systems KW - Global Road Safety Partnership KW - Regulations KW - Safety benefits KW - United Nations Economic Commission for Europe UR - http://www-esv.nhtsa.dot.gov/Proceedings/23/isv7/main.htm UR - https://trid.trb.org/view/1361084 ER - TY - CONF AN - 01569573 AU - Mathews, Emily A AU - Balasubramanian, Sriram AU - Seacrist, Thomas AU - Maltese, Matthew R AU - Arbogast, Kristy B AU - Kent, Richard W AU - Forman, Jason AU - Higuchi, Kazuo AU - Tanji, Hiromasa AU - National Highway Traffic Safety Administration TI - Comparison of Pediatric and Young Adult Far-Side Head Kinematics in Low-Speed Lateral and Oblique Impacts PY - 2013 SP - 14p AB - The importance of head injuries to restrained far seat occupants has been previously documented. Control of the kinematics leading to these injuries can likely be achieved by improved torso lateral restraint. In adults, seat belt pre-tensioning reduced lateral head displacement by approximately 200 mm in far-side impacts. Children, however, may demonstrate greater lateral movement as previous studies have shown greater spine flexibility in the pediatric population relative to adults. The objective of this study was to investigate pediatric and young adult far-side head kinematics in low-speed lateral and oblique impacts and explore the effect of pre-tensioning. Thirty male human volunteers, ages 9-14 years (n=20) and 18-30 years (n=10), were tested on a low-speed, sub-injurious crash sled at either 60° or 90°. The safety envelope of the crash pulse was defined by an amusement park bumper car impact. The acceleration pulse was provided by a custom-designed hydro-pneumatically-driven sled system composed of a cart on a set of low friction rails (max pulse: 1.91 g; rise time: 53.8 ms; pulse duration: 146.5 ms). Each subject was restrained by a custom-fit automotive three-point belt system with an electromechanical motorized seat belt retractor (EMSR). The EMSR activated 200 ms prior to initiation of the crash pulse and provided a pre-tensioning load of approximately 300N, with a rise time to peak load of 100 ms. The restraint system was designed such that the EMSR could be active or inactive. Photo-reflective targets were attached to a tight-fitting head piece on each subject and adhered to skeletal landmarks on the spine, shoulders, sternum, and legs as well as along the shoulder belt. A 3-D near-infrared target tracking system quantified the position of the targets throughout the event. Subjects participated in a set of 8 randomized trials, four with EMSR activation and four without EMSR activation. Maximum head and spine excursions were measured. EMSR activation significantly reduced the magnitude of head and spine kinematics. With EMSR activation, lateral head excursion decreased by an average of 96 mm and 114 mm, and T1 excursions were reduced by an average of 105 mm and 106 mm for oblique and lateral impacts, respectively. Although EMSR activation to reduce seat belt slack is primarily indicated as a frontal impact countermeasure, these data demonstrate its efficacy in reducing head excursion in far-side impacts. Low-speed human volunteer tests provide insight into occupant motion at these impact angles in the presence of active musculature. These results are useful for the development of rear seat countermeasures. 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 - Children KW - Crash injuries KW - Head KW - Kinematics KW - Low speed collisions KW - Oblique impacts KW - Seat belt pretensioners KW - Seat belts KW - Side crashes KW - Spinal column KW - Young adults UR - http://www-esv.nhtsa.dot.gov/Proceedings/23/isv7/main.htm UR - https://trid.trb.org/view/1361050 ER - TY - CONF AN - 01569572 AU - Jakobsson, Lotta AU - Broberg, Thomas AU - Karlsson, Henrik AU - Fredriksson, Anders AU - Gråberg, Niklas AU - Gullander, Christina AU - Lindman, Magdalena AU - National Highway Traffic Safety Administration TI - Pedestrian Airbag Technology – A Production System PY - 2013 SP - 7p AB - Pedestrians in conflict with passenger cars represent an important portion of all road user fatalities. This paper presents the world-first pedestrian airbag technology offered in a production vehicle, being one way of addressing pedestrian protection, focusing on trying to help further cushion the impact for a pedestrian and also enable a sleek styling of the vehicle in question. A description of the technology is provided as well as examples of tests for evaluating technical performance, head impact characteristics and overall technology performance. Sensors in the bumper provide input to the pedestrian airbag control unit that determines if the system should be activated. The hood hinges are released and the pedestrian airbag deploys helping both to elevate the hood itself as well as helping to cushion a potential impact. The lift height is controlled and limited. Numerous tests of the components and the system performed in various situations, including different weather conditions, verified the technical performance and validated the complete chain of events from detection of a pedestrian leg to the final state of deployment. Using head impactor tests, the head impact protection capabilities showed overall good performance. Impact towards the pedestrian airbag reduces the acceleration level as compared to without the airbag. Overall performance of the complete technology, including head impact timing, airbag coverage and overall occupant kinematics was verified using a pedestrian prototype crash test dummy and four different pedestrian finite element (FE) human models. The pedestrian airbag technology as being one possible solution to cushion an impact helps to protect pedestrians in certain situations when struck by the vehicles front end with a consequent impact to the hood and the area around the windscreen wiper recess and A-pillar. 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 - Head KW - Hoods KW - Human models KW - Impact tests 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/1361087 ER - TY - CONF AN - 01569571 AU - Johannsen, Heiko AU - Beillas, Philippe AU - Lesire, Philippe AU - National Highway Traffic Safety Administration TI - Analysis of the Performance of Different Architectures of Forward Facing CRS with Integral Restraint System PY - 2013 SP - 15p AB - The use of an appropriate Child Restraint Systems (CRS) is mandatory in Europe for children up to at least 135 cm. CRS are currently homologated according to the regulation ECE R44. A draft for a new ECE Regulation has been proposed. According to ECE R44, children with a weight between 9 and 18 kg shall use a CRS with integral restraint system, which are normally forward facing. Two architectures fulfilling the integral restraint system requirements can be found on the European market: 5-point-harness systems and shield systems. In principle the same systems can be homologated according to the future regulation. While shield systems were very popular in the beginning of the CRS epoch, they disappeared in the end of the 1990s. Today they are subject of a revival. Although a considerable number of shield systems are offered in the market today and it is estimated that they have today a market share of 10% of the CRS group in question, they are seldom observed in field data, i.e. accident data and misuse studies, and biomechanical studies on the topic are limited. The aim of this study was to analyse the performance of shield and harness systems in dummy tests, to analyse the limited accident data available and discuss the possible impact on future child safety. While shield systems are advertised to protect the neck better than 5-point harness systems, this is overall not supported by the test results, especially for neck moments which appear to be higher with shield systems for most of the tests. However, for the long duration ADAC pulse shield systems show clearly lower neck loadings. Based on the observed injuries, it is questionable whether or not the Q dummy neck instrumentation is sufficient to fully understand the injury mechanisms. Mainly small children in forward facing CRS are suffering from neck injuries. These are mainly represented by Q1 and Q1.5. These dummies only offer upper neck load cells, which is in principle compliant with the injury pattern observed for this age group. However, lower neck injuries are appearing to be more of an issue for shield systems. Dummy readings are also considerably higher for thorax and abdomen for shield systems than 5-point-harness systems. Based on the limited accident data available, this seems associated with more frequent injury to these regions with shields. The head excursion, an important factor for head injuries, is lower for shield systems than for 5-point-harness systems in dummy tests. Overall, the results from the current study do not clearly indicate a benefit of shields for the head and neck. However, they raise questions about possible risks to the thorax and the abdomen. 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 - Child restraint systems KW - Crash injuries KW - Dummies KW - Europe KW - Harness type (Child restraint systems) KW - Head KW - Impact tests KW - Neck KW - Regulations KW - Shield systems (Child restraint systems) KW - Thorax UR - http://www-esv.nhtsa.dot.gov/Proceedings/23/isv7/main.htm UR - https://trid.trb.org/view/1360924 ER - TY - CONF AN - 01569570 AU - Tanaka, Yoshinori AU - Hosokawa, Naruyuki AU - Yamaguchi, Daisuke AU - Matsui, Yasuhiro AU - National Highway Traffic Safety Administration TI - Research of CRS Side Impact Test Procedures Using an Acceleration Type Sled System PY - 2013 SP - 14p AB - Accident data show that the injury risks to children seated in child restraint systems (CRSs) are higher in side collisions than those in any other types of collisions. Accordingly, the National Highway Traffic Safety Administration (NHTSA) reported about CRS side impact test methods. In WG29/GRSP, the ISOFIX type CRS new regulation was accepted at the 2011 December Global Road Safety Partnership (GRSP). Adding side impact sled test is one of the topics for a new regulation. In Europe, the deceleration type sled system is most commonly available, and consequently most studies regarding CRS side impact tests are done by the deceleration type sled system. But the National Traffic Safety and Environment Laboratory (NTSEL), the type approval test department in Japan, has an acceleration type sled system, so it is necessary to confirm that the CRS side impact test procedure of new regulation can be tested by the acceleration type sled test system. In this present research, NTSEL conducted CRS side impact sled test series for evaluating the CRS side impact test procedure by using an acceleration type sled system. The test methods using this acceleration type sled system are almost same as those published in NHTSA’s 2009 ESV technical paper. The tests series the authors conducted are as follows: (1) The authors conducted tests to confirm that the test conditions of new regulation can be satisfied by an acceleration type sled system; (2) The authors conducted tests to confirm that the severities of the CRS side impact test used by the deceleration sled and the acceleration sled are similar or not; and (3) The authors conducted tests to confirm whether there are any problems with the specified CRS side impact test procedures or not. Findings are as follows: (1) The CRS side impact test conditions specified by the new regulation were defined to be the relative velocity and the intrusion between the door and seat. The authors confirmed that the tests using an acceleration type sled system could satisfy the relative velocity corridor and intrusion as proposed in new regulation. (2) Test data measured by the deceleration type sled systems from European test laboratories were obtained in order to compare the severities between the different types of sled systems. The authors then compared the 2 different CRSs' test data. As for the dummy injury measures, the coefficients of variation were less than 10% with the exception of that for the neck. As a result, the severities of the CRS side impact tests conducted using a deceleration sled and an acceleration sled were determined to be similar. (3) The authors confirmed the main test parameters which determine dummy injury measures to evaluate whether test conditions of the new regulation were specific enough or not for evaluating the CRS performance. So the authors conducted tests under 2 different conditions which both satisfy the test conditions of new regulation (i.e., the relative velocity and intrusion between the door and seat), and the authors collected the different dummy injury measures. These test data indicated that additional conditions are needed for the CRS side impact test procedure of the new regulation to make the conditions the same in various tests. The authors studied the parameters which influenced the dummy injury measures. The authors confirmed that the relative velocity between the door and dummy had a large influence on the dummy injury measures. Therefore, the authors propose to add the door velocity condition to the CRS side impact 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 - Crash injuries KW - Dummies KW - Impact tests KW - Japan KW - National Traffic Safety and Environment Laboratory (Japan) KW - Relative velocity KW - Side crashes KW - Sled tests KW - Vehicle intrusion UR - http://www-esv.nhtsa.dot.gov/Proceedings/23/isv7/main.htm UR - https://trid.trb.org/view/1361023 ER - TY - CONF AN - 01569569 AU - Ando, Kenichi AU - Tanaka, Nobuhisa AU - National Highway Traffic Safety Administration TI - An Evaluation Protocol for Collision Avoidance and Mitigation Systems and Its Application to Safety Simulation PY - 2013 SP - 7p AB - After a decade of reductions in passenger fatalities by improving vehicle crash safety, pedestrians now account for the majority of traffic accident fatalities in Japan. Collision Avoidance and Mitigation Systems (CAMS) are intended to monitor objects ahead including pedestrians, issue a warning to the driver upon detecting an object, and activate automatic brakes. CAMS are promising technologies for reducing pedestrian and motor vehicle accidents. However, there are currently no standardized test methods for evaluating their safety performance and they have been slow to spread in the market. This study proposes a protocol for evaluating the performance of CAMS, and estimates their effect on reducing pedestrian fatalities and injuries. The authors used two test vehicles with CAMS having different sensing systems. To investigate the collision avoidance performance of CAMS, a test vehicle was driven toward a pedestrian dummy which was set up on a test course, and the collision avoidance situations were recorded. Among various test conditions, daytime, dry road surface, side-facing pedestrian, black clothing (pedestrian), and center position (of the vehicle) were selected as standard test conditions. In evaluating the performance of CAMS, the authors used the criterion of whether or not a collision with the pedestrian dummy was avoided without any operation by the driver. The results showed substantial variability in collision and avoidance even under the same standard conditions. In order to include the uncertainty of the collision avoidance results, the authors assumed collisions to be probabilistic events. By applying a logistic regression model with “p” as the probability of pedestrian dummy collision and vehicle speed “x” as an explanatory variable when using CAMS under the standard conditions, the authors defined collision probability “p(x)” as the performance of CAMS. p(x) clearly shows the differences in performance between two vehicles tested. The authors analyzed factors contributing to the differences in performance. As the two main functions of CAMS are to detect pedestrians and to apply the automatic brakes, the authors used the warning timing as a measurement of the detection function, and the braking timing as a measurement of the automatic brake function. An analysis of the difference in collision avoidance performance between the two vehicle models showed that the timing of automatic brake activation is the cause of the difference. It was also found that in order to increase the collision avoidance probability, it is more effective to activate the automatic brake based on CAMS’ judgment, rather than to wait for the driver to respond to a warning. In the traffic fatality and injury data, the authors estimated the fatality reduction effect of CAMS by applying the defined accident avoidance probability of CAMS. Due to the performance of CAMS, the effect on reducing pedestrian fatalities is larger at low and medium speeds. CAMS also have a more significant effect on reducing severe injuries because the rate of severe injuries is higher at low and medium speeds where the CAMS collision avoidance probability is higher. 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 - Crash injuries KW - Injury severity KW - Japan KW - Pedestrian-vehicle crashes KW - Performance tests KW - Speed KW - Test protocols UR - http://www-esv.nhtsa.dot.gov/Proceedings/23/isv7/main.htm UR - https://trid.trb.org/view/1360942 ER - TY - CONF AN - 01569568 AU - Croatto, Sandy AU - Masuda, Mitsutoshi AU - National Highway Traffic Safety Administration TI - Q10 and HIII-10 YO in Frontal Impact: Sensitivity to Restraint Systems PY - 2013 SP - 8p AB - Euro NCAP is planning to use a 6 and a 10 year-old anthropomorphic test device (ATD) in rear seats for frontal and side impact assessments. A candidate for the 10 year-old ATD is the in-development Q10. This paper compares the sensitivity of Q10 and HIII-10 year-old (HIII) ATDs to pretensioner and force-limiter equipped 3-point belts, and to high back booster child restraint systems (CRS). Q10 and HIII were placed on the rear bench of a compact vehicle body-in-white. Sled tests were performed with a compact car 64 kph ODB acceleration pulse under 4 different test situations: 1) No pretensioner/no force limiter seatbelt & no CRS; 2) With pretensioner/force limiter seatbelt & no CRS; 3) No pretensioner/no force limiter seatbelt & with CRS; 4) With pretensioner/force limiter seatbelt & with CRS Both ATDs were equipped with standard instrumentation in the head, neck and chest. Q10 was additionally instrumented with abdomen pressure sensors. Using a CRS resulted for both ATDs in a reduction of head acceleration 3 msec and an increase of head longitudinal displacement compared to without CRS. Video analysis suggests that additional stroke originates from seatbelt moving out from the CRS belt guide. Without CRS, pretensioner/force-limiter seatbelt usage resulted for both ATDs, in a reduction of head acceleration 3 msec and head forward displacement. For both ATDs, usage of CRS increased the chest deflection (average: Q10=+45%, HIII=+10%). HIII responded to pretensioner/force-limiter with a decrease of chest deflection (average -10%), irrespectively of CRS use. Notably Q10 without CRS experienced chest deflection increase (+28%) when using pretensioner/force-limiter seatbelt, possibly due to a smaller shoulder belt migration towards the neck. For Q10 dummy, usage of CRS significantly reduced the left abdomen pressure (-27% for no pretensioner/no force limiter seatbelt, -52% for pretensioner/force limiter one) by preventing the lap belt migration towards the abdomen. Reported results are based on sled tests. Neither pitch nor yaw are represented despite being showed as potentially relevant for ATD kinematics [Deguchi et al., 2012]. In line with the results of the present study, belt migration to abdomen and neck have been reported for HIII 10 year-old to be less common when using CRS and chest deflection was reported to be higher when using a CRS [Tylko and Bussières, 2012]. In this study, differences in the chest deflection sensitivity to restraint systems were observed between Q10 and HIII dummies. Those differences presumably originate from the difference of behaviour of the shoulder belt on the dummies’ chest. It was also observed for both dummies that the chest deflection was decreasing when the lap belt was sliding up towards the abdomen. At this point, given the limited scope of this study, it cannot be concluded whether these belt sliding phenomena represent human characteristics or if it is a dummy artefact. Further investigation is needed. Based on this study herein, the authors recommend using the abdomen pressure sensor when assessing restraint system performance as it seems to be able to identify differences in the phenomenon of lap belt migration. 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 - Child restraint systems KW - Dummies KW - Frontal crashes KW - Impact tests KW - Sled tests UR - http://www-esv.nhtsa.dot.gov/Proceedings/23/isv7/main.htm UR - https://trid.trb.org/view/1361034 ER - TY - CONF AN - 01569491 AU - Yoganandan, Narayan AU - Pintar, Frank A AU - Humm, John R AU - Rudd, Rodney W AU - Ridella, Stephen A AU - National Highway Traffic Safety Administration TI - Biofidelity of Force Responses of Different Types of Human Surrogates in Oblique Side Impacts PY - 2013 SP - 8p AB - In order to determine the biofidelity responses of anthropomorphic test devices, also called dummies, used in crashworthiness studies and develop injury criteria for trauma assessment devices, studies using post mortem human subjects (PMHS) are often necessary. From the perspective of side impacts, many studies are available on these issues when the applied load vector is pure lateral. Injuries, injury metrics, and injury criteria have been advanced for the current ES-2re device using matched-pair tests. Similar studies are needed for oblique loading as this mode is recognized in modern vehicle environments as an important vector for inducing trauma. Thus, the present study was designed to compare differences in the design of load-walls between different types of pure lateral tests, review literature to determine the need to conduct oblique side impact sled tests and present a detailed methodology to gather region-specific data (such as force-time curves) which can be used to accurately evaluate the local responses of PMHS and dummies, ES-2re and WorldSID. The consolidated graphs overlaying PMHS and the two dummy responses serve as a first step in the assessment of dummy biofidelity. 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 - Cadavers KW - Crash injuries KW - Dummies KW - Dummy biofidelity KW - Oblique impacts KW - Side crashes KW - Sled tests UR - http://www-esv.nhtsa.dot.gov/Proceedings/23/isv7/main.htm UR - https://trid.trb.org/view/1360917 ER - TY - CONF AN - 01569490 AU - Yaguchi, Masayuki AU - Ono, Koshiro AU - Masuda, Mitsutoshi AU - Fukushima, Tatsuya AU - National Highway Traffic Safety Administration TI - Sensitivity to Different Seating Positions of THOR-NT and Hybrid III in Sled Testing PY - 2013 SP - 10p AB - In this study, the sensitivity to different seating positions of the THOR-NT and the Hybrid III in sled testing was evaluated. In the tests, the THOR-NT or the Hybrid III was installed on the driver seat of a vehicle body fixed on the sled, and a frontal impact of 15.6 m/s (56 km/h) was given to the sled. Dummy installation was subject to Federal Motor Vehicle Safety Standard (FMVSS) 208 and University of Michigan Transportation Research Institute (UMTRI) seating procedures. Furthermore, based on the FMVSS 208 procedure, the seat slide was adjusted forward 30 mm (MP-30). In testing of the three seating positions of the THOR-NT, different responses in the head acceleration were shown. The head accelerations in FMVSS 208 and UMTRI exhibited a sharp high wave of about 110 ms, but that in the MP-30 did not exhibit such a wave. Applying the dummy injury values to provisional injury assessment reference values (IARVs) for THOR used in the research of the National Highway Traffic Safety Administration (NHTSA), kinematic rotational brain injury criterion (BRIC) of the MP-30 was lower than FMVSS 208 and UMTRI. For the acetabulum force, it was large, in the order of the UMTRI, FMVSS 208, and MP-30. For inversion/eversion of the right ankle of the accelerator pedal side, it showed large angles, in the order of the FMVSS 208, MP-30, and UMTRI. Other injury values of the ankles showed large angles, in the order of the UMTRI, FMVSS 208, and MP-30. The difference in the responses to the different seating positions was mainly observed in the head acceleration and lower extremity force responses for both the THOR-NT and the Hybrid III. However, comparing responses of the THOR-NT and the Hybrid III with the same conditions, the upper body of the THOR-NT moved forward more, compared to the Hybrid III, and the torsion about the z-axis was also larger than the Hybrid III. As a result, the head acceleration of the THOR-NT and the Hybrid III exhibited different responses. 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 - Ankle KW - Brain KW - Crash injuries KW - Dummies KW - FMVSS 208 KW - Frontal crashes KW - Head KW - Lower extremities KW - Seating position KW - Sled tests KW - Upper body UR - http://www-esv.nhtsa.dot.gov/Proceedings/23/isv7/main.htm UR - https://trid.trb.org/view/1360666 ER - TY - CONF AN - 01569489 AU - Rhule, Heather AU - Donnelly, Bruce AU - Moorhouse, Kevin AU - Kang, Yun Seok AU - National Highway Traffic Safety Administration TI - A Methodology for Generating Objective Targets for Quantitatively Assessing the Biofidelity of Crash Test Dummies PY - 2013 SP - 14p AB - A set of analysis tools and a procedure are presented for generating objective biofidelity targets derived from post-mortem human subject (PMHS) test response data and quantitatively assessing the biofidelity of crash test dummies. Using response time history data from PMHS tests (Maltese et al., 2002), this paper presents a methodology for creating PMHS response targets that have a statistical basis and then using those targets for quantitative evaluation of crash dummy biofidelity. The first step in the methodology is to normalize the response data to remove variation associated with anthropometric differences and match the size of the dummy to be assessed (e.g., 50th percentile male). After the data are normalized the phase differences are minimized for all responses using the cross-correlation functions and the Lagrange Multiplier technique. The resulting phase-adjusted set of time histories can be averaged, point by point, to obtain a “typical” response. The average phase shift is utilized to locate the mean PMHS response in time. The typical response, or mean curve, can then be bracketed with plus and minus one standard deviation curves resulting in a biofidelity target specification for a dummy response. A single average standard deviation value is used to encompass the mean curve rather than using the point by point standard deviation values, which eliminates “necking” at crossing points. To quantitatively determine the quality of the dummy biofidelity, each dummy response is evaluated for biofidelity in terms of shape and magnitude (SM) and phase (P). First, phase differences between the dummy and mean PMHS response are minimized by using the cross-correlation function to find the phase shift, or lag, that minimizes the squared difference between the two curves. Then the difference between the phase-minimized dummy response and the target mean is measured using a cumulative variance ratio (DCV/CCV) to describe the response shape and magnitude biofidelity. In addition, the dummy phase response biofidelity is assessed utilizing a ratio of the minimizing lag (dummy phase shift) divided by a standard acceptable lag. The acceptable lag is found by shifting the PMHS mean curve in time with respect to itself and determining the lag between the shifted and unshifted PMHS mean curves that results in a DCV/CCV equal to 1.0. The values for shape and magnitude biofidelity (SM) and phase biofidelity (P) are combined using a root mean square (RMS) methodology (the resultant or orthogonal vector addition) to provide a sense of the total biofidelity quality of each channel time history. The RMS values for each response measurement are averaged for each test condition to obtain the test condition rank; the test condition ranks are averaged to obtain the body region rank; and the body region ranks are averaged to obtain the External or Internal Biofidelity Rank; the External and Internal Biofidelity Ranks are then averaged to obtain the Overall Biofidelity Rank. Results consist of example PMHS biofidelity targets for lateral sled impact tests and two side impact dummies are ranked using this revised BioRank 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 - Cadavers KW - Dummies KW - Dummy biofidelity KW - Evaluation and assessment KW - Impact tests KW - Test data UR - http://www-esv.nhtsa.dot.gov/Proceedings/23/isv7/main.htm UR - https://trid.trb.org/view/1360914 ER - TY - CONF AN - 01569488 AU - Desbats, Romain AU - Compigne, Sabine AU - Mottola, Ernesto AU - Masuda, Mitsutoshi AU - National Highway Traffic Safety Administration TI - Validation of Finite-Element Model of THOR-NT Lower Abdomen PY - 2013 SP - 14p AB - THOR is expected to be the next regulatory frontal impact crash test dummy. It brings substantial biofidelity improvements and additional measurement capabilities compared to the current Hybrid III dummy. However, THOR-NT lower abdomen biofidelity was reported as limited. To improve it, numerical modelling would allow the evaluation of several design solutions but would need a validated THOR Finite Element (FE) model. Under the National Highway Traffic Safety Administration (NHTSA) initiative, a THOR FE model was developed and made publicly available. The current study aimed at validating the lower abdomen of the THOR-NT version 1.0 FE model issued in 2011. Impactor and seat belt tests performed on THOR-NT according to published Post Mortem Human Subject test set-ups were simulated using LS-DYNA FE code. Limitations of the current material model used for the abdomen foam block were highlighted and additional material characterization was performed to take into account foam compression rate sensitivity. Abdomen model response was improved for rigid-bar load type, whereas validation under seat belt tests suggested that additional investigations should be carried out including the validation of the pelvis flesh model. 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 - Dummies KW - Dummy biofidelity KW - Finite element method KW - Frontal crashes KW - Impact tests KW - LS-DYNA (Computer program) KW - Seat belts KW - Simulation KW - Validation UR - http://www-esv.nhtsa.dot.gov/Proceedings/23/isv7/main.htm UR - https://trid.trb.org/view/1360449 ER - TY - CONF AN - 01569487 AU - Carroll, Jolyon AU - Goodacre, Oliver AU - Hynd, David AU - Petitjean, Audrey AU - National Highway Traffic Safety Administration TI - Testing of the WorldSID-5F to Support Injury Risk Function Development and Assessment of Other Performance Issues PY - 2013 SP - 16p AB - Global Technical Regulation Informal Groups have directed a WorldSID Technical Evaluation Group to document the performance of the WorldSID-50M (50th percentile male) and 5F (5th percentile female). This research contributes to the evaluation of the WorldSID-5F. It documents pendulum and sled tests carried out to aid both the biofidelity assessment by the WorldSID Informal Group and injury risk development by ISO/TC22/SC12 Working Group 6 (WG6). Issues concerning contacts between the pelvis bone and lumbar-sacral components, and interaction between the pelvis flesh and lowest rib, were also investigated. The WorldSID-5F test programme consisted of 26 sled and 51 pendulum tests, in a variety of impact configurations, matching the biofidelity and injury risk test requirements specified by ISO. The WorldSID-5F generally performed as expected. The dummy biofidelity was shown to be outside of several ISO targets. However, this performance has been demonstrated previously with the Revision 1 release of the dummy and may still represent an improvement over other, currently available, side impact dummies. Dummy handling was found to be good at typical vehicle test severities. Test-to-test use of the dummy was straightforward; however, durability is predicted to be a problem when trying to achieve the high test severities needed in the development of injury risk functions. Contacts were detected between the pubic symphysis and anterior-inferior corner of the sacral load cell mounting and between the iliac wing and the lumbar spine mounting bracket. These contacts occurred in sled and pendulum tests at severity levels substantially below those specified for many of the biofidelity and injury risk tests. In the pendulum test programme contacts were also detected between the shoulder and the neck bracket. Such a contact provides an uninstrumented load path. 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 - 5th percentile female KW - Crash severity KW - Dummies KW - Dummy biofidelity KW - Durability KW - Evaluation and assessment KW - Pendulum tests KW - Sled tests UR - http://www-esv.nhtsa.dot.gov/Proceedings/23/isv7/main.htm UR - https://trid.trb.org/view/1360912 ER - TY - CONF AN - 01569486 AU - Lemmen, Paul AU - Been, Bernard AU - Carroll, Jolyon AU - Hynd, David AU - Davidsson, Johan AU - Martinez, Luis AU - García, Antonio AU - Vezin, Philippe AU - Eggers, Andre AU - National Highway Traffic Safety Administration TI - An Advanced Thorax-Shoulder Design for the THOR Dummy PY - 2013 SP - 15p AB - Thoracic injuries are one of the main causes of fatally and severely injured casualties in car crashes. Advances in restraint system technology and airbags may be needed to address this problem; however, the crash test dummies available today for studying these injuries have limitations that prevent them from being able to demonstrate the benefits of such innovations. THORAX-FP7 was a collaborative medium scale project under the European Seventh Framework. It focused on the mitigation and prevention of thoracic injuries through an improved understanding of the thoracic injury mechanisms and the implementation of this understanding in an updated design for the thorax-shoulder complex of the THOR dummy. The updated dummy should enable the design and evaluation of advanced restraint systems for a wide variety (gender, age and size) of car occupants. The hardware development involved five steps: 1) Identification of the dominant thoracic injury types from field data, 2) Specification of biomechanical requirements, 3) Identification of injury parameters and necessary instrumentation, 4) Dummy hardware development and 5) Evaluation of the demonstrator dummy. The activities resulted in the definition of new biofidelity and instrumentation requirements for an updated thorax-shoulder complex. Prototype versions were realized and implemented in three THOR dummies for biomechanical evaluation testing. This paper documents the hardware developments and biomechanical evaluation testing carried out. 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 - Biophysics KW - Crash injuries KW - Dummies KW - Dummy biofidelity KW - Impact tests KW - Prototypes KW - Restraint systems KW - Shoulder KW - Thorax UR - http://www-esv.nhtsa.dot.gov/Proceedings/23/isv7/main.htm UR - https://trid.trb.org/view/1360662 ER - TY - CONF AN - 01569485 AU - Humm, John R AU - Yoganandan, Narayan AU - Pintar, Frank A AU - Rudd, Rodney W AU - National Highway Traffic Safety Administration TI - Influence of Pelvis Flesh on Abdomen Deflections in the WorldSID in Side Impact Sled Tests PY - 2013 SP - 7p AB - The ES-2re has limited abilities to output measures such as abdominal deflections which may be used to predict region-specific injuries. The WorldSID is being increasingly used in full-scale crash tests and sled experiments because of its ability to extract biomechanical metrics such as abdominal deflections in lateral impacts. Concerns have been raised by researchers around the world regarding the issue of the pelvis flesh interference in allowing the abdominal rib to deflect in side impacts and underestimate the local deflection/injury. The present study was conducted using a WorldSID 50th percentile male dummy to determine the influence of the flesh in constraining the abdomen rib kinetics. A standard and modified pelvis was tested on a side impact buck with a 50 mm abdomen offset at 3, 4, and 5 m/s. The jacket, struck side arm, and rib padding were removed. Of specific study focus, deflections from the second abdomen rib are discussed. Increasing velocities produced increasing forces and deflections. Force and deflection responses were uni-modal and repeatable under both seating conditions and both types of pelvises. Peak deflections were not significantly different between the standard and modified dummies in the reclined seat configuration. This was independent of velocity. In the upright configuration, peak abdomen deflections were slightly greater at 3 and 4 m/s, and the trend was reversed at 5 m/s. Only two extreme seat configurations were chosen as a range of dummy pelvis angles in motor vehicles. A comparison with earlier tests was difficult due to numerous differences in test methodologies. These findings indicate that the standard WorldSID pelvis may be used without pelvic flesh-rib interaction inhibiting abdomen kinetics and that modification of the pelvis flesh is not necessary at this time. 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 - Dummies KW - Impact tests KW - Pelvis KW - Side crashes KW - Sled tests UR - http://www-esv.nhtsa.dot.gov/Proceedings/23/isv7/main.htm UR - https://trid.trb.org/view/1360919 ER - TY - CONF AN - 01569484 AU - DeRosia, John J AU - Pintar, Frank A AU - Halloway, Dale E AU - Meyer, Mark A AU - Yoganandan, Narayan AU - National Highway Traffic Safety Administration TI - Seat Pan Loading Differences Using a New Test Apparatus PY - 2013 SP - 6p AB - Despite decreases in mortality and overall injury in the last 15 years, in that same time lower thoracic and upper lumbar spine fractures have not decreased, and there is growing evidence that these fractures are actually increasing in frontal impact collisions. Due to the usual upward inclination of passenger seats and structural features added to optimize frontal impact performance, there is a question as to how much the construction of the seat pan might contribute to the incidence of thoraco-lumbar fractures. A seat testing apparatus was designed and evaluated to determine the static stiffness of any vehicle seat when it was loaded in a forward direction. The device used an appropriately pre-weighted seat form to load the vehicle seat and moved the seat form forward relative to the seat cushion. As the seat loading device interacted with the seat, horizontal and vertical forces were generated by the increasing load due to the inclination of the seat and the under cushion structure. While paired same model seats exhibited similar loading patterns and values, there was a variable response from different model seats. Of the five different models tested, maximum vertical loadings varied from 1082 N to 5655 N. After disassembly, structural differences were found between the tested seat models that could account for the difference in seat reaction loads. The device proved that the differences in stiffness between seat models could be evaluated in a nondestructive and timely manner. 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 - Design KW - Fractures (Anatomy) KW - Frontal crashes KW - Seats KW - Spinal column KW - Testing KW - Testing equipment KW - Thorax UR - http://www-esv.nhtsa.dot.gov/Proceedings/23/isv7/main.htm UR - https://trid.trb.org/view/1360903 ER - TY - CONF AN - 01569483 AU - Dibb, Alan T AU - Cutcliffe, Hattie C AU - Luck, Jason F AU - Cox, Courtney A AU - Myers, Barry S AU - Bass, Cameron R AU - Nightingale, Roger W AU - Arbogast, Kristy B AU - Seacrist, Thomas AU - National Highway Traffic Safety Administration TI - Pediatric Head and Neck Dynamics in Frontal Impact: Analysis of Important Mechanical Factors and Proposed Neck Performance Corridors for Six and Ten Year Old ATDs PY - 2013 SP - 18p AB - Traumatic injuries are the leading cause of death of children aged one to nineteen in the United States. These unintentional injuries are principally caused by motor vehicle collisions, with the head being the primary region injured. The neck, though not commonly injured, governs head kinematics and influences head impact location and velocity. Vehicle design improvements necessary to reduce or prevent these injuries are evaluated using anthropomorphic testing devices (ATDs). The head and neck properties of the current pediatric ATDs were established by scaling adult properties using the size differences between adults and children. Due to the paucity and limitations of pediatric head and neck biomechanical research, computational models are the only available methods that combine all existing biomechanical data to produce injury-relevant biofidelity specifications for pediatric ATDs. The purpose of this study is to provide the first frontal impact biofidelity corridors for neck flexion response of six and ten year olds using computational models incorporating pediatric cadaveric data. These corridors are compared with response of the Hybrid III (HIII) ATD necks and the Mertz flexion corridors. The authors' six and ten year old head and neck multibody models used pediatric biomechanical properties obtained from pediatric cadaveric and radiological studies. The computations included the effect of passive and active musculature, and were validated with data including 3 g dynamic frontal impact responses using pediatric volunteer tests. Because ATD pendulum tests are used to calibrate HIII neck bending stiffness, the authors simulated these tests to compare the pediatric model and HIII ATD neck bending stiffness, and to compare the model flexion bending responses with the Mertz scaled neck flexion corridors. Additionally, pediatric response corridors for both pendulum calibration tests and high speed (15 g) frontal impacts were estimated through uncertainty analyses on primary model variables. For the frontal impacts, adult boundary conditions and muscle activations, validated against 15 g volunteer tests, were applied to the pediatric models. Response corridors for each loading scenario were calculated from the average ± standard deviation response over 650 simulations. The authors found that the models were less stiff in dynamic anterioposterior bending than the pediatric ATDs, as the secant stiffness of the six and ten year old models was 53% and 67% less than that of the HIII ATDs. At higher rotation angles the ATDs exhibited nonlinear stiffening while the models demonstrated nonlinear softening. Consequently, the models did not remain within the Mertz scaled flexion bending corridors, especially for rotations above 60 degrees of flexion. The more compliant model necks suggest an increased potential for head impact via larger head excursions. In contrast with the Mertz corridors, no interactions between the head and chest were modeled in these simulations since the loading conditions used (pendulum calibration testing) do not include chin-on-chest contact. The pediatric anterioposterior bending corridors developed in this study are extensible to any frontal loading condition through calculation and sensitivity analysis. The authors' corridors are the first based on pediatric cadaveric data and provide the basis for future, more biofidelic designs of six and ten year old ATD necks. 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 - Biophysics KW - Cadavers KW - Children KW - Crash injuries KW - Dummies KW - Dummy biofidelity KW - Fatalities KW - Frontal crashes KW - Head KW - Neck UR - http://www-esv.nhtsa.dot.gov/Proceedings/23/isv7/main.htm UR - https://trid.trb.org/view/1360668 ER - TY - CONF AN - 01569482 AU - Parent, Daniel P AU - Craig, Matthew AU - Ridella, Stephen A AU - McFadden, Joseph D AU - National Highway Traffic Safety Administration TI - Thoracic Biofidelity Assessment of the THOR Mod Kit ATD PY - 2013 SP - 15p AB - During the upgrade of the 50th percentile male THOR anthropomorphic test device (ATD) from the Alpha level to the NT level, the low-speed Kroell hub impact corridor was selected as the design requirement for blunt thoracic impact response. Although this requirement was reiterated during the development of the THOR Mod Kit, it has been documented that the response of the thorax does not meet the design requirement. There were three objectives to this study: first, to quantify the thoracic biofidelity of frontal impact ATDs; second, to demonstrate that the Mod Kit design level of the THOR ATD meets the intended the low-speed blunt thoracic impact biomechanical response requirement; and third, to evaluate the influence of the SD-3 shoulder design on the performance of the THOR ATD in blunt thoracic impact. Data were collected from low-speed (4.3 meters per second) blunt thoracic impact tests of several variations of 50th percentile male ATDs: Hybrid III, THOR-NT, THOR Mod Kit, and THOR Metric. The latter two THOR variations were tested both with and without an updated shoulder (“SD-3”) used in the European Union’s THORAX project demonstrator. The thoracic force-deflection responses were qualitatively compared to the existing low-speed thoracic impact response corridors: the Kroell corridor, based on internal deflection, and the Lebarbé corridor, based on external deflection. The THOR-NT and THOR Mod Kit responses showed force levels similar to the biomechanical response requirements, but deflections lower than desired. The repeatability array carried out on one THOR Mod Kit ATD showed no notable variations in force or deflection. Quantitative comparison of the ATD impact response to the biofidelity corridors was carried out using a biofidelity ranking system, which was used to demonstrate that the response of the THOR ATDs are not differentiable from the human subjects used to develop the corridors. The low-speed blunt thoracic impact response requirement for the THOR Mod Kit design level was met both qualitatively and quantitatively. The installation of the SD-3 shoulder influenced the resulting biofidelity ranking system results, but did not change the order of ranking of either the THOR Mod Kit or the THOR Metric ATDs. This study is limited by the volume, quality, and specificity of the post mortem human surrogates (PMHS) 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 - 50th percentile dummy KW - Anthropomorphic test devices KW - Biophysics KW - Dummies KW - Dummy biofidelity KW - Frontal crashes KW - Impact tests KW - Shoulder KW - Thorax UR - http://www-esv.nhtsa.dot.gov/Proceedings/23/isv7/main.htm UR - https://trid.trb.org/view/1360663 ER - TY - CONF AN - 01569481 AU - Shaw, Greg AU - Lessley, David AU - Ash, Joe AU - Crandall, Jeff AU - Parent, Dan AU - National Highway Traffic Safety Administration TI - Response Comparison for the Hybrid III, THOR Mod Kit with SD-3 Shoulder, and PMHS in a Simulated Frontal Crash PY - 2013 SP - 19p AB - This study evaluated the kinematic and chest deflection responses of a THOR Mod Kit dummy with the Chalmers/Humanetics SD-3 shoulder and the 50th percentile Hybrid III (H3) in the frontal impact 40 km/h 14 g Gold Standard 1 (GS1) test condition. THOR and H3 biofidelity were evaluated by comparing dummy response to the response of 8 post mortem human surrogates (PMHS) in prior GS1 tests. The subject was restrained by a three-point lap and shoulder belt in a right-front passenger configuration. Pelvis and lower extremity movements were restricted using a rigid knee bolster and footrest which were adjusted to be in contact with the knees and feet of each subject at the time of impact. The THOR SD-3 shoulder sustained no damage during the course of the nine test series. In general, THOR peak x-axis chest deflection values for the anterior measurement sites were closer to those of the PMHS than the H3. However, the deflection response of neither dummy approached that of the PMHS relative to the motion of the anterior ribcage away from the spine. The THOR SD-3 exhibited a PMHS-like deflection sensitivity to belt position, a characteristic reported for the H3 (Horsch et al 1991). The PMHS rearward motion of the loaded shoulder may result in increased chest deflection, while the forward motion of the THOR SD-3 may limit chest deflection. The H3 loaded shoulder motion was likely limited by the stiff H3 shoulder design and lack of range of motion. Because the shoulder interaction with the belt is a determinant of chest deflection, further study of the THOR SD-3 shoulder belt interaction is suggested. Similarly a comprehensive study of spinal kinematics with focus on spinal rotations that may substantially influence interaction between the ribcage and the shoulder belt is also warranted. 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 - 3-Point belts KW - Cadavers KW - Dummies KW - Dummy biofidelity KW - Frontal crashes KW - Impact tests KW - Kinematics KW - Seat belts KW - Shoulder KW - Thorax UR - http://www-esv.nhtsa.dot.gov/Proceedings/23/isv7/main.htm UR - https://trid.trb.org/view/1360451 ER - TY - CONF AN - 01569480 AU - Lemmen, Paul AU - Waagmeester, Kees AU - Burleigh, Mark AU - Lakshminarayana, Apoorva AU - Korschdon, Karl AU - Visvikis, Costandinos AU - Carroll, Jolyon AU - Hynd, David AU - Pitcher, Mark AU - National Highway Traffic Safety Administration TI - Development of the Q10 10 Year-Old Child Crash Test Dummy PY - 2013 SP - 15p AB - In Europe, the law requires children up to 12 years or up to 150 (or 135) centimetres to be restrained in a child restraint system (CRS) when travelling in cars. The European Commission (EC) FP7 project EPOCh developed test procedures and tools for impact tests for CRSs designed to protect older and larger children in vehicle collisions. The EPOCh project involved the Transportation Research Laboratory (TRL), Humanetics, IDIADA, DOREL and the University of Surrey. One of the main EPOCh deliverables was the development of a prototype 10-year-old Q dummy. This paper reports on the development and assessment of the Q10 dummy within the EPOCh project, as well as the subsequent refinement and evaluation of the dummy based on third party testing. 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 - Dummies KW - Europe KW - Impact tests KW - Prototypes UR - http://www-esv.nhtsa.dot.gov/Proceedings/23/isv7/main.htm UR - https://trid.trb.org/view/1360906 ER - TY - CONF AN - 01569320 AU - Moore, Matthew AU - Zuby, David AU - National Highway Traffic Safety Administration TI - Collision Avoidance Features: Initial Results PY - 2013 SP - 8p AB - Analysis examined how individual collision avoidance features affected losses under a variety of insurance coverages for vehicle damage and injuries. Five automakers supplied identification numbers of vehicles that had each feature, allowing a comparison of the insurance records for those vehicles that included the optional feature with the same models without the feature. Coverage and loss data were supplied by insurers representing over 80 percent of the U.S. private passenger vehicle insurance market. Regression analysis was used to quantify the effect of each vehicle feature while controlling for the other features and covariates, including driver age and gender, garaging state, and collision deductible. Claim frequency was modeled using a Poisson distribution. Claim severity was modeled using a Gamma distribution. Estimates for overall losses were derived from the frequency and severity models. Forward collision avoidance systems, particularly those that can brake autonomously, along with adaptive headlights, showed the biggest claim reductions. Other systems, such as blind spot detection and park assist, did not show consistent effects on crash patterns across different manufacturers. Lane departure warning systems were associated with increased claim rates; however, the 95% confidence intervals were large, indicating the results are uncertain. Forward collision avoidance systems with autonomous braking showed 10-14 percent reductions in the frequency of claims to repair damage that the studied vehicles caused to other vehicles; adaptive headlights showed reductions of as much as 10 percent in the same types of claims. Consistent with this finding, injury liability claims also were reduced. Both systems were associated with more modest reductions in the frequency of claims to repair studied vehicles. Forward collision avoidance systems without autonomous braking also reduced claims for damage and injuries but to a lesser extent. In conclusion, insurance data show that some collision avoidance technologies are preventing crashes and 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 - Adaptive headlights KW - Crash avoidance systems KW - Crash injuries KW - Driver support systems KW - Gamma distributions KW - Insurance claims KW - Loss and damage claims KW - Poisson distributions KW - Regression analysis UR - http://www-esv.nhtsa.dot.gov/Proceedings/23/isv7/main.htm UR - https://trid.trb.org/view/1359984 ER - TY - CONF AN - 01569319 AU - Fildes, Brian AU - Keall, Michael AU - Thomas, Pete AU - Parkkari, Kalle AU - Pennisi, Lucia AU - Tingvall, Claes AU - National Highway Traffic Safety Administration TI - MUNDS: A New Approach to Evaluating Safety Technologies PY - 2013 SP - 8p AB - Real-world evaluations of the safety benefits of new integrated safety technologies are hampered by the lack of sufficient data to assess early reliable benefits. To address this, a new approach was developed using a case-control, meta-analysis of coordinated national police data from Australia, Finland, Italy, New Zealand, Sweden and the UK, in assessing the benefits of Electronic Stability Control (ESC). The results showed that single-vehicle injury crash reductions varied between 21% and 54%, dependent on the speed zone of the crash and the road condition (significantly more effective in wet/icy road conditions than dry roads). For injury crashes involving more than one vehicle, ESC was twice as effective preventing crashes in high speed than lower speed zones. The findings using this new approach were consistent with those published by various equivalent individual studies, bearing in mind their wider international scope in terms of driving conditions and vehicle fleets studied. It was concluded that this new approach using a “prospective” meta-analysis method has the potential to expedite the process of evaluating emerging vehicle safety technologies that would otherwise be subject to much greater delays before sufficient evidence could be collected. 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 - Databases KW - Electronic stability control KW - Evaluation and assessment KW - Finland KW - Italy KW - Meta-analysis KW - New Zealand KW - Real world data KW - Safety benefits KW - Sweden KW - Technological innovations KW - United Kingdom KW - Vehicle safety UR - http://www-esv.nhtsa.dot.gov/Proceedings/23/isv7/main.htm UR - https://trid.trb.org/view/1360197 ER - TY - CONF AN - 01569318 AU - Bours, Roy AU - Rauf, Komal AU - Kietlinski, Kajetan AU - National Highway Traffic Safety Administration TI - A Method for Developing AEB Systems Based on Integration of Virtual and Experimental Tools PY - 2013 SP - 8p AB - This paper proposes an enhanced methodology for autonomous emergency braking (AEB) system development combining road testing, in-door laboratory testing, hardware-in-loop testing and simulations. The application of the modeling part of methodology is demonstrated using an original equipment manufacturer (OEM) vehicle system. The physical AEB system is subjected to the AEB City and AEB Inter Urban test series as proposed by Euro NCAP. The test series are executed in a laboratory environment. Simulation models are generated and validated against the experimental data from these test series. System sensitivity is evaluated using a parameter variation study and validated simulation models. 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 - Development KW - European New Car Assessment Program KW - Hardware in the loop simulation KW - Laboratory tests KW - Road tests UR - http://www-esv.nhtsa.dot.gov/Proceedings/23/isv7/main.htm UR - https://trid.trb.org/view/1360405 ER - TY - CONF AN - 01569317 AU - Schram, Richard AU - Williams, Aled AU - van Ratingen, Michiel AU - National Highway Traffic Safety Administration TI - Implementation of Autonomous Emergency Braking (AEB), the Next Step in Euro NCAP's Safety Assessment PY - 2013 SP - 6p AB - Euro NCAP has released its updated rating scheme for 2013-2016 that outlines, amongst other technologies, the implementation of Autonomous Emergency Braking (AEB) technologies within the overall rating scheme. Three types of AEB technologies will be included in the rating scheme, starting with low speed car-to-car AEB City and higher speed car-to-car AEB Inter-Urban in 2014, followed two years later by AEB Pedestrian. In 2011 the Primary Safety Technical Working Group (PNCAP TWG) started working on AEB protocols, where Euro NCAP members have contributed to the development of the Test and Assessment protocols. They have been developed in a relatively short time, by finding the commonalities and discussing the differences between different initiatives from industry, insurers and others that were the main source of input to the working group. Recently, both AEB City and AEB Inter-Urban protocols were finalized. The test protocol details a series of tests, following an incremental speed approach for systems with AEB and Forward Collision Warning (FCW) functionality, and specifies in detail the target vehicle to ensure the highest level of reproducibility and repeatability. The assessment protocols identify the scoring principle and relative weight of each scenario for inclusion in the overall rating scheme. This paper describes both protocols. 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 - European New Car Assessment Program KW - Implementation KW - Ratings KW - Test protocols UR - http://www-esv.nhtsa.dot.gov/Proceedings/23/isv7/main.htm UR - https://trid.trb.org/view/1360196 ER - TY - CONF AN - 01569316 AU - Wisch, Marcus AU - Seiniger, Patrick AU - Edwards, Mervyn AU - Schaller, Thomas AU - Pla, Mònica AU - Aparicio, Andrés AU - Geronimi, Stéphane AU - Lubbe, Nils AU - National Highway Traffic Safety Administration TI - European Project AsPeCSS - Interim Result: Development of Test Scenarios Based on Identified Accident Scenarios PY - 2013 SP - 15p AB - Within this paper different European accident data sources were used to investigate the causations and backgrounds of road traffic accidents with pedestrians. Analyses of high level national data and in-depth accident data from Germany and Great Britain were used to confirm and refine preliminary accident scenarios identified from other sources using a literature review. General observations made included that a high proportion of killed or seriously injured pedestrian casualties impacted by cars were in ‘dark’ light conditions. Seven accident scenarios were identified (each divided into ‘daylight’ and ‘dark’ light conditions) which included the majority of the car front-to-pedestrian crash configurations. Test scenarios were developed using the identified accident scenarios and relevant parameters. Hypothetical parameters were derived to describe the performance of pedestrian pre-crash systems based on the assumption that these systems are designed to avoid false positives as a very high priority, i.e. at virtually all costs. As result, three ‘Base Test Scenarios’ were selected to be developed in detail in the AsPeCSS (Assessment methodologies for forward looking integrated Pedestrian and further extension to Cyclist Safety Systems) project. However, further Enhanced Test Scenarios may be needed to address environmental factors such as darkness if it is determined that system performance is sensitive to these factors. Finally, weighting factors for the accident scenarios for Europe (EU-27) were developed by averaging and extrapolation of the available data. This paper represents interim results of Work Package 1 within the AsPeCSS 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 causes KW - Crash scenarios KW - Driver support systems KW - European Union countries KW - Germany KW - Pedestrian-vehicle crashes KW - Pre-crash systems KW - United Kingdom UR - http://www-esv.nhtsa.dot.gov/Proceedings/23/isv7/main.htm UR - https://trid.trb.org/view/1360233 ER - TY - CONF AN - 01569315 AU - Tanaka, Shinya AU - Khiat, Abdelaziz AU - Suzuki, Akira AU - Shimomura, Noriko AU - Furushou, Hiroyuki AU - National Highway Traffic Safety Administration TI - An Investigation of Suitable Timing for a Vision-Based Rearward Approaching Vehicle Notification System PY - 2013 SP - 8p AB - Systems for detecting and notifying drivers of vehicles in adjacent lanes have attracted considerable interest as a means of reducing driver workload which tends to increase when changing lanes. This paper presents the results of a study that investigated the relationship between the timing for issuing a notification about a vehicle detected in an adjacent lane and the related effect on drivers’ trust in the system. The purpose of this study is to improve the perceived effect and value of such notification systems. Subjective evaluations were conducted using an experimental vehicle and a vehicle detection method employing a rear-mounted camera. Based on the evaluation results obtained, an investigation was made of a suitable timing for a system that notifies drivers about a rearward approaching vehicle when changing lanes. 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 - Driver support systems KW - Lane changing KW - Rearview cameras KW - Vision based sensing systems KW - Warning timing UR - http://www-esv.nhtsa.dot.gov/Proceedings/23/isv7/main.htm UR - https://trid.trb.org/view/1360441 ER - TY - CONF AN - 01569314 AU - Hulshof, Wesley AU - Knight, Iain AU - Edwards, Alix AU - Avery, Matthew AU - Grover, Colin AU - National Highway Traffic Safety Administration TI - Autonomous Emergency Braking Test Results PY - 2013 SP - 13p AB - Autonomous Emergency Braking (AEB) systems are becoming increasingly available on new vehicles as either standard fit or as an optional extra. AEB systems use sensors around the vehicle to detect potential collisions and warn or even intervene on behalf of the driver to prevent or mitigate the collision. A group of Insurance funded Research Centres, the AEB Group, authored a series of test procedures based on real world scenarios with the aim of introducing performance tests of these new technologies. Test procedures measure and rate system performance relevant to real world accidents and drive development of AEB systems. 11 different passenger car models from 2012 equipped with second generation AEB systems were tested to the AEB procedures. System performance is rated based on the quantitative response to incrementally more demanding scenarios and differences have been found in the efficacy of systems both in terms or sensor type and implementation. Assessment of system performance provides consumer groups and insurers with a clear indication of which systems may provide the greatest real world benefits. 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 - Performance tests KW - Sensors KW - Test procedures UR - http://www-esv.nhtsa.dot.gov/Proceedings/23/isv7/main.htm UR - https://trid.trb.org/view/1360229 ER - TY - CONF AN - 01569313 AU - Chauvel, Cyril AU - Page, Yves AU - Fildes, Brian AU - Lahausse, Julie AU - National Highway Traffic Safety Administration TI - Automatic Emergency Braking for Pedestrians: Effective Target Population and Expected Safety Benefits PY - 2013 SP - 9p AB - Automatic Emergency Brake (AEB) for pedestrians is a technology that automatically applies braking force to a vehicle when forward detection sensors determine that a collision with a pedestrian is imminent, thereby assisting in avoiding the collision altogether, or if it is unavoidable, reducing the impact speed of the crash and subsequently the risk of fatal/severe injury to pedestrians. The driver might be first notified about the danger by a tone or a visual warning or by an haptic feedback in the brake. If the driver does not act and if the impact is considered as inevitable, an automatic braking is applied. Notification step can also be skipped and the system brakes when the imminent collision is detected. Braking strategies vary across systems in terms of operating speeds range, adjusting the level of the braking force and the time when impact is considered inevitable. The value of deceleration is generally limited to 0.6 g. The aim of this study is two-fold: (1) Examine in which particular crash situations this kind of system is relevant. In France, pedestrian crashes account for 15% of injury crashes. However, there are a few considerations that might dramatically reduce this a priori aggregated target population: Performance of sensors varies across models and suppliers. A small range of different in-vehicle enhanced braking systems are currently available that involve differing activation processes and functionality, and are likely to provide varying benefits in terms of fewer crashes and mitigation of vehicle/pedestrian fatalities and serious injuries; and (2) Propose an evaluation of the expected safety benefits of such systems. A detailed analysis of pedestrian crashes was carried out with the help of European in-depth crash data as well as police reports. Results show that, pedestrian crashes happen more often in cities, in the daytime, whereas the pedestrian crosses the street. Expected effectiveness of AEB for pedestrians, if 100% of the fleet is fitted with a perfect system that never fails, would be a reduction of 15.3% of fatal pedestrian crashes and 38.2% seriously injured pedestrian crashes each year. These would amount to 1.3% and 3.8% of all fatal and serious injury crashes respectively that occur annually in France. 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 - Crash injuries KW - Fatalities KW - France KW - Pedestrian safety KW - Pedestrian-vehicle crashes KW - Safety benefits UR - http://www-esv.nhtsa.dot.gov/Proceedings/23/isv7/main.htm UR - https://trid.trb.org/view/1360157 ER - TY - CONF AN - 01569312 AU - Sakurai, Toshiaki AU - Matsui, Yasuhiro AU - National Highway Traffic Safety Administration TI - Verification of Proposed Driver Alcohol Detection Methodology of Electrodermal Activity Using Electroencephalograms and Patch Tests PY - 2013 SP - 8p AB - This paper describes the verification of alcohol detection methodology that measures changes in electrodermal activity (EDA) using electroencephalograms and conductive patch tests. The authors tested the methodology using a direct current potential method. First, it was revealed that the direct current potential method could detect alcohol in 70% of human subjects by analyzing absolute values of data waves or through a post-processing method. Second, mice that do not sweat were tested to observe the changes in EDA values before and after they were injected with alcohol because EDA might be affected by sweat in humans. Third, to clarify the local mechanism of EDA, fluctuations in ion concentration distribution were analyzed using artificial cells. The results indicate that EDA changed significantly before and after drinking alcohol, with no effects from sweat; EDA could be measured before and after alcohol intake; and EDA data were available for human skin covered with durable materials. Changes in EDA have been considered to be caused by differences in ion concentrations during transport across the cell membrane, but the authors' experiments using artificial cells revealed that ion concentration was not changed locally by alcohol concentration. It is concluded that drinking alcohol does not cause changes in alcohol concentration by ion transport in the local cell membrane, but has some effect on the transmission system between human cells. However, this requires consideration of alcohol resistance in the human body. This study clarifies the transmission system between human cells by measuring changes in electroencephalograms before and after drinking alcohol using an electroencephalograph (EEG), and verifies the relationship between EDA and the presence or absence of alcohol resistance by performing a patch test. Changes were observed in the frequency of EEGs before and after drinking alcohol, which suggests that changes in EEGs would have some effect on the transmission system between human cells and cause changes in EDA. In addition, considering the relationship between the patch test and EDA, differences in EDA were small in cases where volunteers were likely to have alcohol resistance, while they were large in cases where volunteers were likely to have no alcohol resistance. Further studies are expected to develop effective driver alcohol detection systems with cost advantages. 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 - Drunk drivers KW - Electrodermal activity KW - Electroencephalography KW - Impaired drivers KW - In vehicle sensors UR - http://www-esv.nhtsa.dot.gov/Proceedings/23/isv7/main.htm UR - https://trid.trb.org/view/1360222 ER - TY - CONF AN - 01569311 AU - Anderson, Robert AU - Doecke, Samuel AU - Mackenzie, James AU - Ponte, Giulio AU - National Highway Traffic Safety Administration TI - Potential Benefits of Autonomous Emergency Braking Based on In-Depth Crash Reconstruction and Simulation PY - 2013 SP - 10p AB - The objective of this study was to estimate the potential effectiveness of Autonomous Emergency Braking (AEB) systems using simulation of crashes drawn from Australian in-depth crash data. 104 crashes that occurred within 100 km of Adelaide, South Australia, were used to assess the potential effect of AEB systems. The crashes had been investigated at the scene, reconstructed to determine collision speeds, and in this study they were analyzed using simulation to estimate how collision speeds and injury risks would have been modified by each of several AEB systems considered. Crash types considered were rear-end, pedestrian, head-on, right angle, right turn and a proportion of hit-fixed-object crashes. Other crash types were thought to be less responsive to the effects of AEB and were not considered. The variation in AEB systems were described using several parameters: the range of the forward-looking zone, the angle or width of the forward-looking zone, the processing time for the system to respond to the road user or object in its path (latency), the time-to-collision (TTC) at which the system would intervene, and the strength of the intervention (the level of braking). The AEB simulation used information from the trajectory of vehicles in the 104 crash reconstructions to estimate what difference each system would have made to the collision speed in each case and for each AEB system considered. Injury risk curves were used to estimate changes in fatal and injury crash risk in each case. The reductions in risk were weighted according to the rate of crash involvement of vehicles, based on the patterns of crashes in New South Wales for years 1999-2009. The overall reductions in risk produced by the various AEB systems were substantial. Systems were predicted to reduce fatal crashes by 20-25% and injury crashes by 25-35%. Note that these estimates rely on assumptions about universal operability and reliability of 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 - Australia KW - Automatic braking KW - Crash injuries KW - Crash reconstruction KW - Crash types KW - Fatalities KW - Risk reduction KW - Safety benefits KW - Simulation UR - http://www-esv.nhtsa.dot.gov/Proceedings/23/isv7/main.htm UR - https://trid.trb.org/view/1360194 ER - TY - CONF AN - 01569310 AU - Bastien, Christophe AU - Blundell, Michael AU - Neal-Sturgess, Clive AU - Hoffmann, Joerg AU - Diederich, Alexander AU - van der Made, Robin AU - Freisinger, Michael AU - National Highway Traffic Safety Administration TI - Safety Assessment of Autonomous Emergency Braking Systems on Unbelted Occupants Using a Fully Active Human Model PY - 2013 SP - 12p AB - This paper assesses the safety benefits of a typical Autonomous Emergency Braking System (AEBS) followed by a subsequent 25 mph rigid wall impact using a 50th percentile active human model including full muscle activity behaviour. Occupant kinematics as a function of various postures and states of awareness are investigated to determine the degree of out-of-position and their respective chest, neck and head injuries. The study concludes that the Madymo Active Human Model is suited to model active safety scenarios and that the generated kinematics and injuries provided are plausible. The study has established that, within the active safety scenario investigated, the occupant's kinematics depend on the seat friction coefficient, arms' kinematics and the level of awareness. Overall, it has been observed that for a reflex delayed response of less than 120 ms that chest, neck and head injuries values for gripping the steering wheel with 2 hands were comparable for a given value of seat friction. Alternatively, occupants with 1 hand on the steering wheel (holding a mobile phone for example) were out of the airbag deployment zone after 1.1 s of extreme braking regardless of their state of awareness and seat friction value. 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 - 50th percentile dummy KW - Automatic braking KW - Crash injuries KW - Head KW - Impact tests KW - Kinematics KW - MADYMO (Computer program) KW - Neck KW - Thorax KW - Unbelted dummies UR - http://www-esv.nhtsa.dot.gov/Proceedings/23/isv7/main.htm UR - https://trid.trb.org/view/1360437 ER - TY - CONF AN - 01569309 AU - Thomson, Robert AU - Sandin, Jesper AU - Bagdadi, Omar AU - Hjort, Mattias AU - Augusto, Bruno AU - Andersson, Håkan AU - National Highway Traffic Safety Administration TI - EDR Pre-Crash Data: Potential for Applications in Active Safety Testing PY - 2013 SP - 8p AB - Passive safety testing has been based on accident research where objective physical evidence can be compiled and analysed when establishing technical test requirements. Active safety tests pose new challenges because objective data are more difficult to obtain. Until pre-crash variables became available in Event Data Recorders (EDR), the only sources of pre-crash vehicle motions were tire marks or witness statements. Both data sources have limitations since they may not always be available and require interpretation by the analyst. The pre-crash EDR data variables provide an objective source of data to active safety test development. However, the suitability of the data has not been thoroughly investigated in the published literature. The review of existing data shows that the variables identified in the new EDR requirement in Federal Motor Vehicle Safety Standard (FMVSS) 563 are useful but incomplete for a comprehensive analysis of vehicle dynamics manoeuvres prior to a crash. In particular, the absence of vehicle yaw rate reduces the positioning accuracy of the vehicle in reconstructions. The objective data in the limited cases were used to compile the frequency of pre-crash braking and steering, and when possible, the magnitude of these driver inputs. Active Safety test development will benefit with more EDR analysis but the older data that do not conform to Part 563 have limited application. 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 reconstruction KW - Event data recorders KW - Federal Motor Vehicle Safety Standards KW - Pre-crash data KW - Steering KW - Vehicle safety KW - Vehicle tests KW - Yaw UR - http://www-esv.nhtsa.dot.gov/Proceedings/23/isv7/main.htm UR - https://trid.trb.org/view/1359995 ER - TY - CONF AN - 01569308 AU - Chien, Stanley AU - Dong, Libo AU - Yi, Qiang AU - Chen, Yaobin AU - Sherony, Rini AU - Takahashi, Hiroyuki AU - National Highway Traffic Safety Administration TI - Joint Motion Pattern of Limb Moving Mannequins for Active Safety Vehicle Tests PY - 2013 SP - 10p AB - Pre-Collision Systems (PCS) for pedestrian crash avoidance have been equipped on certain high-end passenger vehicles. At present, there is not a common evaluation standard to compare the performances of PCS for pedestrian collision avoidance. The Transportation Active Safety Institute (TASI) at Indiana University-Purdue University-Indianapolis has been studying the establishment of such a standard with support from Toyota Motor Corporation. One task surrounding the development of such a standard is the creation of mannequins that move like real pedestrians. To make a mannequin move like a human being, it should have joints at the hip, knee, shoulder and elbow and be able to plan the joint motion trajectories. The mannequins need to have standing, walking or running gestures during PCS evaluation. A cost-effective source of gaiting information is from papers published in the medical field. These papers reported the joint angle measurements of hundreds of human subjects in all age spans. However, most of the results in these papers were based on gender, age, and heuristic motion speeds. They are not directly usable in mannequin motion planning. This paper aggregates and converts the measured gaiting parameters from many publications into functions of walking/running speed for easier mannequin joint trajectory planning. Specifically, the authors have successfully extracted and aggregated the measured data of hundreds of subjects reported from many medical gaiting and running publications, and presented them as functions of walking speed. The functions include step size, step frequency, maximum hip flexion, maximum hip extension, maximum knee flexion at stance, maximum knee flexion at swing, and their corresponding occurrence time as the percentage time in a step cycle. The result of this study enables the joint trajectory planning for the mannequin to be used at walking and running speeds. 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 - Driver support systems KW - Dummies KW - Evaluation KW - Pedestrian-vehicle crashes KW - Pedestrians KW - Running (Pedestrians) KW - Walking UR - http://www-esv.nhtsa.dot.gov/Proceedings/23/isv7/main.htm UR - https://trid.trb.org/view/1360447 ER - TY - CONF AN - 01569307 AU - Yuasa, Hitoshi AU - Nakanishi, Masashi AU - Mochida, Tsutomu AU - Yamada, Naoyuki AU - Nakai, Makoto AU - National Highway Traffic Safety Administration TI - Research into Evaluation Method for Pedestrian Pre-Collision System PY - 2013 SP - 9p AB - Researchers in Japan, Europe, and the United States of America are investigating ways to help reduce pedestrian accidents. Methods of how to evaluate the pre-collision systems (PCS) for pedestrians are being considered with the goal of global dissemination and enhancement of the performance. This paper analyzes accident and near-miss incident data and proposes evaluation conditions for a pedestrian PCS. The development of a test apparatus for assessing the performance of the pedestrian PCS under the proposed evaluation conditions is also described. First, accident data were analyzed to determine the evaluation scenario. The frequency of each combination of vehicle and pedestrian behavior in pedestrian accidents was investigated. According to the analysis results, the most frequent accident scenario was a pedestrian crossing a road while a vehicle goes straight ahead. This scenario was selected for the evaluation. After collating the accident data in terms of pedestrian age, the research focused on two accident patterns: one involving elderly pedestrians and one involving children. The accident scenario evaluation conditions include the position lateral to the vehicle at which the pedestrian appears, the walking direction, vehicle speed, and the like. These specific conditions were set by analyzing pedestrian accident data and near-miss incident data. For accidents involving elderly pedestrians, two evaluation conditions were set: crossing from the left during daytime and crossing from the right at night. For children, the evaluation conditions featured a child emerging suddenly from behind a parked vehicle. Next, a pedestrian dummy capable of evaluating the PCS based on these conditions was developed. The pedestrian dummy must be compatible with the use of automotive millimeter wave radar or cameras by the PCS under the evaluation conditions. For a PCS that uses millimeter wave radar, a pedestrian dummy will be required to have low reflection intensity, a capability to reflect radar waves from the entire body, and a walking motion. For a PCS that uses cameras, a dummy must be capable of simulating a human body with both arm and leg movement. To achieve these requirements, the skeletons of the pedestrian dummy were manufactured from vinyl chloride pipes. The reflection intensity was adjusted by winding a metal tape around the entire body of the dummy. A walking mechanism which moves both the arms and the legs was provided from above the pedestrian dummy. The developed dummy successfully simulated a pedestrian by achieving a reflection intensity which is virtually identical to an actual pedestrian, and a highly realistic walking motion. Furthermore, the test apparatus was developed to assess the PCS under the proposed evaluation 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 - Aged KW - Children KW - Crash data KW - Driver support systems KW - Dummies KW - Evaluation KW - Incident data KW - Pedestrian-vehicle crashes UR - http://www-esv.nhtsa.dot.gov/Proceedings/23/isv7/main.htm UR - https://trid.trb.org/view/1360445 ER - TY - CONF AN - 01569306 AU - Brown, Timothy AU - Lee, John AU - Schwarz, Chris AU - Fiorentino, Dary AU - McDonald, Anthony AU - Traube, Eric AU - Nadler, Eric AU - National Highway Traffic Safety Administration TI - Detection of Driver Impairment from Drowsiness PY - 2013 SP - 11p AB - Drowsy driving is a significant contributor to death and injury crashes on our nation’s highways accounting for more than 80000 crashes and 850 fatalities per year. Recent research using data from the 100-car study found that drowsy driving contributed to 22% to 24% of crashes and near-crashes observed. This paper describes an approach that detects impairment from drowsiness in real time using inexpensive vehicle-based sensors to detect drowsiness-related changes in drivers’ behavior. Data were collected on the National Advanced Driving Simulator from 72 volunteer drivers. Three age groups (21-34, 38-51, and 55-68 years of age) drove through representative situations on three types of roadways (urban, freeway, and rural) at three times of day (9 am-1 pm, 10 pm-2 am, and 2 am – 4 am) representing different levels of drowsiness. Driving data indicated that a complex relationship exists wherein driving performance improves with low levels of drowsiness in the early night session before degrading in the late night session. This study demonstrates the feasibility of detecting drowsiness with vehicle-based sensors. Results show that alcohol and drowsiness impairment do not allow for a single algorithm to detect both types of impairment; however a single algorithm approach with different training data for the different types of impairment may be successful. To detect impairment due to either alcohol or drowsiness, a more complex approach is necessary where separate algorithms are combined to work with each other. These results suggest promise in a vehicle-based approach to detecting and differentiating multiple types of impairment. 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 - Age groups KW - Algorithms KW - Data collection KW - Drowsiness KW - Freeways KW - Impaired drivers KW - In vehicle sensors KW - National Advanced Driving Simulator KW - Periods of the day KW - Rural highways KW - Urban highways UR - http://www-esv.nhtsa.dot.gov/Proceedings/23/isv7/main.htm UR - https://trid.trb.org/view/1360213 ER - TY - CONF AN - 01569305 AU - Schittenhelm, Helmut AU - National Highway Traffic Safety Administration TI - Advanced Brake Assist – Real World Effectiveness of Current Implementations and Next Generation Enlargements by Mercedes-Benz PY - 2013 SP - 14p AB - The conventional Brake Assist System (BAS) was developed by Mercedes-Benz and became standard equipment of all Mercedes-Benz passenger cars in 1997. In its further development it was supplemented by radar sensors and adaptive brake assist functions to address rear-end collisions. Advanced Brake Assistance Systems were introduced by Mercedes-Benz in the S-Class model 221 in the year 2005 (adaptive brake assist) and completed in 2006 (autonomous partial braking), 2009 (autonomous full braking) and 2011 (expansion of the limits of the functions). After several years of proving itself in real world accidents situations it is time to compare the prognosis of its real-world effectiveness in avoiding or mitigating the severity of rear-end collisions with the real-world results as well as discussing the expected effectiveness of the enlargements of the advanced brake assist systems to new accident situations. The paper compares the former prognosis of real-world effectiveness of the systems in avoiding rear-end collisions or mitigating their severity with results of the latest analysis based on actual crash data, Field Operational Test (FOT), insurance data and others. It will be proved that the prognosis was confirmed or exceeded in some cases. A method for a lifetime analysis will be proposed. Advanced technologies in environmental sensing, situational perception and new actuators that allow individual situation-based interventions in braking, in steering or in controlling the chassis characteristics offer new options for the enhancement of automotive 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 - Brake assist system KW - Collision mitigation KW - Driver support systems KW - Mercedes-Benz KW - Next generation design KW - Real world data KW - Rear end crashes UR - http://www-esv.nhtsa.dot.gov/Proceedings/23/isv7/main.htm UR - https://trid.trb.org/view/1359987 ER - TY - CONF AN - 01569304 AU - Weitzel, Alexander AU - Winner, Hermann AU - National Highway Traffic Safety Administration TI - Controllability Assessment for Unintended Reactions of Active Safety Systems PY - 2013 SP - 15p AB - ISO 26262 requires a controllability assessment for the hazard and risk analysis of automotive E/E systems. Depending on the verifiable controllability, a function may be limited in terms of its intervention options and intensity. For Active Safety Systems this limits their accident-avoidance/-mitigation potential. An analysis of the applicability of ISO 26262 for these systems reveals that it does not address unintended reactions due to incorrect situational analysis of a surrounding perception system, even if the situation for the driver is similar to some of the failure modes. Additionally, the result of the risk assessment depends on the situations chosen. As numerous factors define a driving situation, the possible detailing of these factors is unlimited. Detailing decreases the rate of occurrence of single situations and thereby lowers the required overall safety level. Hence, a method is needed that allows a systematic, verifiable derivation of test situations, including traceability of the detailing. Based on this, for an objective controllability assessment with limited test effort, the minimal sufficient set of relevant scenarios for testing has to be identified. These scenarios need to have a high probability and impact on controllability. Both factors have to be quantified and evaluated. Based on the analysis of a controllability situation, a strategy is developed to assess the relevance of situations. To quantify the change of uncontrollability in real testing, an objective assessment criterion has to be designed. As a start, the method is applied to emergency braking functions in longitudinal traffic. The approach begins with the base case and categorizes the factors of a controllability situation. These are weighted with a relevance factor derived from the probability and the controllability. The factor for controllability depends on an assumed or measured increase of uncontrollability caused by the specific situational parameter. By increasing the detailing level, the overall relevance factor for the parameter is derived, to be used on the next less-detailed level. The assessment criterion for uncontrollability is based on the remaining distance to the point where a crash is unavoidable, the “Point-of-No-Return” (PoNR), and the braking deceleration by the driver. Depending on the driver’s braking force, the PoNR is postponed until the crash will no longer occur. To prove the feasibility of the assessment method, a decelerating leading-vehicle situation is defined. Different deceleration strategies with and without switch-off are used. After initial simulation, the situation is implemented in a real test setup and experiments with naïve drivers are conducted. The results of the objective and subjective evaluation are analyzed and discussed. The methodology allows the systematic identification of the minimum set of test scenarios for controllability assessment of Active Safety Systems. It quantifies the relevance of influencing factors and in combination with the controllability criterion, can reduce the test effort and increase transferability. The methodology enhances the controllability assessment according to ISO 26262 to support a systematic choice of controllability test scenarios for Active Safety Systems. A more reliable controllability assessment allows the limits of these systems to be enhanced, increasing the overall traffic 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 - Active safety systems KW - Automotive engineering KW - Controllability KW - Evaluation and assessment KW - International Standards Organization KW - ISO 26262 KW - Test scenarios UR - http://www-esv.nhtsa.dot.gov/Proceedings/23/isv7/main.htm UR - https://trid.trb.org/view/1360434 ER - TY - CONF AN - 01569303 AU - Kim, Beomjun AU - Yi, Kyongsu AU - Jeong, Changhyun AU - Kim, Jinyong AU - National Highway Traffic Safety Administration TI - Probabilistic and Holistic Vehicle States Prediction with Enhanced Driver Model and Application to Smart Cruise Control Systems PY - 2013 SP - 10p AB - This paper presents a probabilistic vehicle states prediction algorithm by using multi-sensor fusion. The system inputs come in two main varieties: 1) vehicle sensor signal, such as steering angle, longitudinal velocity, longitudinal acceleration and yaw rate and 2) vision sensor signal, such as curvature, slope and distance to lane mark. From these inputs, the algorithm presents the time series prediction of future vehicle states and the corresponding covariance matrixes for the pre-defined future time horizon. The probabilistic states prediction algorithm consists of two sequential parts. The first part is the estimation part which contains a vehicle filter which estimates current vehicle states and a road filter which approximates the road geometry. The second part is prediction part which consists of a path following model generating future desired yaw rate which acts as a virtual measurement and a vehicle predictor which predicts future vehicle states by maximum likelihood filtering method. The proposed algorithm has been investigated via test data based closed loop simulation with Smart Cruise Control (SCC) system. Compared to two kinds of existing path prediction methods, a fixed yaw rate assumption based method and a lane keeping assumption based method, it has been shown that the states prediction performance can be significantly enhanced by the proposed prediction algorithm. And this enhancement of prediction performance led to capabilities improvement of driver assistance functions of SCC by providing accurate predictions about the future driving environment. 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 - Autonomous intelligent cruise control KW - Data fusion KW - Driving environments KW - Mathematical prediction KW - Multi-sensor system UR - http://www-esv.nhtsa.dot.gov/Proceedings/23/isv7/main.htm UR - https://trid.trb.org/view/1360439 ER - TY - CONF AN - 01569302 AU - Infantes, Eduard AU - Schaub, Swen AU - Kramer, Simon AU - Langner, Tobias AU - Eggers, Andre AU - Caspar, Marie Estelle AU - Unselt, Thomas AU - Lemmen, Paul AU - National Highway Traffic Safety Administration TI - Evaluation of Occupant Protection During the Crash Phase Considering Pre-Crash Safety Systems – Results from the EC-Funded Project ASSESS PY - 2013 SP - 11p AB - Since integrated safety systems combine active and passive safety elements in one safety system, it is necessary to define new procedures to evaluate vehicle safety from the overall system point of view. The main goal of the ASSESS project is to develop harmonized and standardized assessment procedures for collision mitigation and avoidance systems. In ASSESS, procedures are developed for: driver behaviour evaluation, pre-crash system performance evaluation, crash performance evaluation, socio-economic assessment. This paper will concentrate on the activities related to the crash evaluation. The objective is to perform simulations, sled tests and crash tests in order to understand the influence of the activation of the pre-crash systems on the occupants’ injuries during the crash phase. When a traffic accident is unavoidable, pre-crash systems work on various safety devices in order to improve the vehicle occupants’ protection. Braking assistance and adaptive restraint systems are the main pre-crash systems whose effect on the occupants’ protection will be described in this paper. The results will be a description of the effect of the activation of the pre-crash systems on the crash phase. Additionally, a set of recommendations for future methodology developments will be delivered. Furthermore, a first approach to the study of the effect of the pre-crash systems activation on the occupants’ protection when the impact is unavoidable will be presented. This effect will be quantified using the biomechanical values obtained from the simulation and testing activities and their related injury risks. Simulation and testing activities will consider the following scenarios: (1) No activation of any pre-crash system; and (2) Activation of one or a combination of several pre-crash systems. In this way, differences in the results obtained from different scenarios will show the effect of each pre-crash system separately during the crash phase. The set of activities developed in this research project is limited by the fact that with the given resources only a limited number of vehicle models could be investigated. In addition, there are also limitations related to the injury risk curves and the passive safety tools currently on the market. The paper will present a complete analysis of the effect of pre-crash systems during the crash phase when the impact is unavoidable. Details, limitations and first application experience based on a few examples will be discussed. Currently, there is not any regulation, assessment program, or other similar official procedure able to assess pre-crash systems during the crash phase. This project comprises phases of traffic accidents which have been historically analysed separately, and aims to evaluate them taking into account their interrelationship. ASSESS is one of the first European projects which deals in depth with the concept of integrated safety, defining methodologies to analyse vehicle safety from a global point of view. 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 - Adaptive restraint systems KW - Biophysics KW - Brake assist system KW - Crash avoidance systems KW - Crash injuries KW - European ASSESS project KW - Impact tests KW - Occupant protection KW - Pre-crash systems KW - Simulation KW - Sled tests KW - Vehicle safety UR - http://www-esv.nhtsa.dot.gov/Proceedings/23/isv7/main.htm UR - https://trid.trb.org/view/1360034 ER - TY - CONF AN - 01569229 AU - Lukaszewicz, Dirk AU - National Highway Traffic Safety Administration TI - Design Drivers for Enhanced Crash Performance of Automotive CFRP Structures PY - 2013 SP - 6p AB - Crashworthiness using innovative materials, such as carbon-fiber reinforced composites (CFRP) requires a new understanding of the material response to crash events. Composite fracture differs from existing plastic deformation in metallic structures. Vehicle design using composites requires a detailed understanding of the microstructural material features with respect to a given fracture behavior, as well as updated vehicle concepts and architectures to account for this inherent difference of CFRP to metallic structures. To design composites for energy absorption all factors need to be known and understood. This study was focused on providing an overview of the most relevant material parameters. Current challenges with respect to CFRP vehicle design are discussed and particular attention is devoted to energy absorbing composite structures. The work presented here is a preliminary approach to managing the complexity of composite development including both geometrical and microstructural design. Composite materials offer benefits in energy absorbing structures and are one way of further reducing the weight of a body-in-white while also maintaining safety levels. However, such weight savings can only be achieved with a purposeful composite design. The work presented herein will highlight innovative aspects of crashworthiness with respect to composite materials. 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 - Automobiles KW - Carbon fibers KW - Composite materials KW - Crashworthiness KW - Energy absorption KW - Fiber composites KW - Fiber reinforced plastics KW - Microstructure KW - Vehicle design UR - http://www-esv.nhtsa.dot.gov/Proceedings/23/isv7/main.htm UR - https://trid.trb.org/view/1359908 ER - TY - CONF AN - 01569228 AU - Butala, Kapil AU - Gotwals, David AU - Tangirala, Ravi AU - Shanks, Kurt AU - National Highway Traffic Safety Administration TI - Occupant Behavior in Small Front Overlap Event – A Parametric Study PY - 2013 SP - 6p AB - Frontal crash tests have always been at the forefront of vehicle safety evaluation. However, the full frontal testing and 40% oblique testing that is included in the National Highway Traffic Safety Administration (NHTSA) and the Insurance Institute for Highway Safety (IIHS) rating system does not represent some of the severe crashes recorded in the field. NHTSA and IIHS have been investigating frontal oblique impacts with narrow, offset objects to increase the coverage of replicating real world crashes with controlled testing procedures. The objective of this paper is to study and understand the effect of vehicle structural performance on the occupant kinematics and related injury during small front overlap crashes. As occupant kinematics and injuries are directly influenced by structural response of the vehicle, this paper focuses on effect of various structural responses with corresponding intrusions and rotations. It also investigates effectiveness of the restraint system to reduce the occupant injuries. MADYMO software was used to create a small front overlap environment. A driver occupant was represented by 50th percentile Hybrid III dummy model. All the intruding parts (floor, dash, hinge pillar, IP, steering column, A-pillar, door, door trim) were represented by planes and hyper-ellipsoids. Time based intrusions were extracted from the small front overlap test data and applied to all intruding parts. Seat belt system, driver airbag, side airbag and curtain airbag were modeled as part of restraint system. Longitudinal (X) and lateral (Y) structural responses were applied to the MADYMO dummy. A parametric study was then designed to understand the effect of various vehicle structural responses, restraint system deployment timing, seat belt load limiters and steering wheel lateral and vertical movements on occupant kinematics and 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 - Air bags KW - Crash injuries KW - Curtain air bags KW - Frontal crashes KW - Hybrid III dummy KW - Impact tests KW - Kinematics KW - MADYMO (Computer program) KW - Narrow object impacts KW - Oblique impacts KW - Seat belts KW - Side air bags KW - Structural response KW - Vehicle intrusion KW - Vehicle occupants UR - http://www-esv.nhtsa.dot.gov/Proceedings/23/isv7/main.htm UR - https://trid.trb.org/view/1359904 ER - TY - CONF AN - 01569227 AU - Picquet, Christophe AU - Zeitouni, Richard AU - Adalian, Céline AU - National Highway Traffic Safety Administration TI - Parametric Study Using the OLC and Spüll to Qualify the Severity of the Full-Width Rigid Test and Design an Improved Front-End PY - 2013 SP - 11p AB - Self-protection of car occupant is a crucial topic all over the world. Restraint systems have to be designed to protect various sizes of occupants involved in several types of crash and therefore several types of crash pulses. Considering the additional constraints applied on the car design these days (CO₂ emission and therefore mass reduction, or reduction of front overhang) improvements and optimisation on the car structure are needed to better control the pulse. Otherwise, if the pulse is too severe, it will be difficult to design adequate restraint systems. PSA Peugeot Citroën launched a large programme with physical crash tests and modelling on the full-width rigid barrier test. This was applied to several types of cars and car architecture (small family, large family cars). The 8 x 16 (128) load cell wall was used in each crash test to get a lot of measurements essential for the correlation of the numerical models. The physical crash tests permitted to identify the contribution of each load path on Occupant Load Criterion (OLC) and spüll (pulse severity). The load paths analysed are the subframe, the side members, the engine, and the upper structure of the body. These tests were used to create correlated numerical model of each car size or architecture. Then, correlated crash simulations were used to carry out a parametric study via changing the impact speed, mass, subframe stiffness, longitudinals stiffness, engine size and position. This parametric study helped in defining the major contributors for each car size or architecture. As expected, the influence of car mass and test velocity were highlighted to have a similar equivalent consequence on the severity of the crash (OLC and Spüll severity) whatever the car size or architecture. But for other parameters such as subframe stiffness, longitudinals stiffness, engine size and position, it was surprising to see that their influence is not as high as expected. One last surprising result is to see that front end internal components have a low influence on the pulse severity with respect to the stiffness of the components in charge of transferring the load from the front end to the cockpit and subframe. 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 - Impact speed KW - Impact tests KW - Parametric analysis KW - PSA Peugeot Citroen S.A KW - Restraint systems KW - Rigid barrier tests KW - Vehicle design KW - Vehicle front end KW - Vehicle weight UR - http://www-esv.nhtsa.dot.gov/Proceedings/23/isv7/main.htm UR - https://trid.trb.org/view/1359938 ER - TY - CONF AN - 01569226 AU - Ferenczi, Izabella AU - Kerscher, Stefan AU - Möller, Frank AU - National Highway Traffic Safety Administration TI - Energy Dissipation and Structural Integrity in Frontal Impact PY - 2013 SP - 5p AB - Currently, vehicle structures for series production mainly consist of metals. Lightweight structures are becoming increasingly important to ensure vehicles utilizing alternative electric drives are competitive. This is one of the driving forces behind the use of CFRP (Carbon-Fiber-Reinforced Plastics) in vehicle structures at BMW. However, in crash impact events, the material behavior of CFRP in terms of energy dissipation may be different compared to that of ductile materials such as steel. Notwithstanding, the potentially high specific mechanical properties of lightweight materials like CFRP make these appealing for applications in vehicle structures. In order to take advantage of the specific material properties in frontal impact applications a new approach to energy dissipation whilst maintaining structural integrity is required. The primary objective in passive safety is to ensure the protection of the car occupants, who are enclosed by the passenger compartment. In order to protect the occupants from potential injury in the case of a crash, the passenger compartment must meet highly demanding requirements. To this end, the front structure is divided into separate energy dissipation zones. Each zone has different requirements with regard to residual load capacity and integrity, both of which increase in proportion to the proximity to the occupant cell. This use of effective energy management ensures the structural integrity of the occupant cell is maintained. 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 - Carbon fibers KW - Dissipation KW - Fiber reinforced plastics KW - Frontal crashes KW - Mechanical properties KW - Occupant protection KW - Properties of materials KW - Structural integrity UR - http://www-esv.nhtsa.dot.gov/Proceedings/23/isv7/main.htm UR - https://trid.trb.org/view/1359909 ER - TY - CONF AN - 01569225 AU - Delannoy, Pascal AU - Lepretre, Jean Philippe AU - National Highway Traffic Safety Administration TI - How to Obtain Equivalent Occupant Protection Levels in Vehicle Independently of Vehicle Mass and Size? PY - 2013 SP - 10p AB - Recent accident studies show and confirm that occupant injury severity in frontal car to car accident depends on vehicle mass and size. Despite the introduction of the Frontal Impact regulation ECE R94, the aggressivity rates of heavy vehicles in front to front accidents are mostly unchanged or worse in some countries. A difference between cars which comply with R94 compared to all ages of cars has been observed. This phenomenon has a direct influence on injury rates of light cars compared to heavy ones. However, this situation is not a ’fait accompli’ and can be solved by changing front end force and compartment strength difference amongst cars mainly responsible for this situation. This paper evaluates and explains why the current frontal impact test using deformable element did not solve this problem and shows its impact on accident data. It proposes also some different approaches of possible improvements in test protocol and car design for solving this main passive safety issue. Slight modifications will allow light cars to reach the same level of protection as heavy cars in frontal impact accident. Possible reductions in severe injuries and fatalities are forecast based on the slight modifications to the test protocol. This will allow rates of serious injury and fatalities in light cars to more closely match those in heavy cars. The influence of vehicle mass on injury severity rate cannot be completely eliminated. However, the effects could be reduced. The same severity rate for vehicles of different mass and size will remain an unreachable goal. However, reducing and harmonizing impact severity rates among vehicles in a regulatory test is one of the first priorities to reduce the number of accident victims. 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 - Fatalities KW - Frontal crashes KW - Injury severity KW - Test protocols KW - Vehicle aggressiveness KW - Vehicle design KW - Vehicle front end KW - Vehicle size KW - Vehicle weight UR - http://www-esv.nhtsa.dot.gov/Proceedings/23/isv7/main.htm UR - https://trid.trb.org/view/1359903 ER - TY - CONF AN - 01569224 AU - Barbat, Saeed AU - Fu, Yan AU - Zhan, Zhenfei AU - Yang, Ren-Jye AU - Gehre, Christian AU - National Highway Traffic Safety Administration TI - Objective Rating Metric for Dynamic Systems PY - 2013 SP - 10p AB - Computer Aided Engineering (CAE) has become a vital tool for product development in the automotive industry. Various computer programs and models are developed to simulate vehicle crashworthiness, dynamic, and fuel efficiency. To maximize the effectiveness and the use of these models, the validity and predictive capabilities of these models need to be assessed quantitatively. For a successful implementation of CAE models as an integrated part of the current vehicle development process, it is necessary to develop an objective metric that has the desirable metric properties to quantify the discrepancy between physical tests and simulation results. However, one of the key difficulties for model validation of dynamic systems is that most of the responses are functional responses, such as time history curves. This calls for the development of an objective metric that can evaluate the differences of the time history as well as the key features, such as phase shift, magnitude, and slope between test and CAE curves. In this paper, four state-of-the-art objective rating metrics are investigated. Multiple dynamic system examples for both tests and CAE models are used to show their advantages and limitations. Further enhancements are proposed to improve the robustness of these metrics. A new combined objective rating metric is developed to standardize the calculation of the correlation between two time history signals of dynamic systems. Multiple vehicle safety case studies are used to demonstrate the effectiveness and usefulness of the proposed metric for future ISO Technical Specification and Standard for the TC22/SC10/SC12/WG4 “Virtual Testing” Working Group. 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 - Case studies KW - Computer aided design KW - Crashworthiness KW - Dynamic systems KW - Mathematical models KW - Metrics (Quantitative assessment) KW - Time history KW - Virtual testing UR - http://www-esv.nhtsa.dot.gov/Proceedings/23/isv7/main.htm UR - https://trid.trb.org/view/1359944 ER - TY - CONF AN - 01569223 AU - Jakobsson, Lotta AU - Kling, Anders AU - Lindman, Magdalena AU - Wågström, Linus AU - Axelson, Anders AU - Broberg, Thomas AU - McInally, Graeme AU - National Highway Traffic Safety Administration TI - Severe Partial Overlap Crashes – A Methodology Representative of Car to Car Real World Frontal Crash Situations PY - 2013 SP - 9p AB - Frontal crashes can occur in numerous ways, including differences in degree of overlap, impact speed and angle of interaction. This poses special challenges with respect to structural design as well as occupant protection. Traditionally, regulatory and consumer information crash testing procedures mostly focus on full frontal overlap and 40% overlap. In the real world, small overlap crashes where load paths of less than 30% of the vehicle’s width and crashes with no front longitudinal members engagement are shown to represent an important share of frontal crashes resulting in occupant injuries. Thus it is essential to understand which impact configuration would capture the important characteristics of small overlap crashes, yet be representative for a variety of car-to-car frontal impact scenarios, providing a complement to standardized frontal impact testing. Based on real world crash data, important car-to-car frontal impact scenarios are identified and mechanisms studied. Full scale crash tests and finite element crash simulations are performed in order to evaluate different car to car configurations, forming the basis for studying structural load paths, focusing on structural design and occupant protection. A crash test method, addressing 25% overlap against a fixed rigid barrier with a radius of 150 mm is found representative for a variety of car-to-car frontal impact scenarios, reflects mechanisms in real world crash situations and is a good complement to conventional frontal impact test methods. These findings support the findings by Planath et al. (1993), regarding Severe Partial Overlap Collision (SPOC), with 25% overlap against a fixed rigid barrier with velocities up to 64 km/h. 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 - Finite element method KW - Frontal crashes KW - Impact tests KW - Occupant protection KW - Overlap crashes KW - Simulation KW - Vehicle design UR - http://www-esv.nhtsa.dot.gov/Proceedings/23/isv7/main.htm UR - https://trid.trb.org/view/1359907 ER - TY - CONF AN - 01569222 AU - Saunders, James AU - Parent, Dan AU - National Highway Traffic Safety Administration TI - Assessment of an Oblique Moving Deformable Barrier Test Procedure PY - 2013 SP - 16p AB - In September 2009 the National Highway Traffic Safety Administration (NHTSA) published a report that investigated the incidence of fatalities to belted non-ejected occupants in frontal crashes involving late-model vehicles. The report concluded that after exceedingly severe crashes, the largest number of fatalities occurred in crashes involving poor structural engagement between the vehicle and its collision partner, such as corner impacts, oblique crashes, or impacts with narrow objects. In response to these findings, NHTSA began researching a test procedure intended to mitigate the risk of injuries and fatalities related to motor vehicle crashes involving poor structural engagement. This research demonstrated that an offset impact between a “research” moving deformable barrier (RMDB) and a stationary vehicle at a 15 degree angle can reproduce vehicle crush, occupant kinematics, and risk of injury seen in vehicle-to-vehicle crashes. It was also demonstrated that injury risk related to poor structural engagement has not been entirely mitigated in the current fleet, as newly-designed vehicles are still prone to large intrusions and potential injuries to the head, chest, knee/thigh/hip, and lower extremity. The current study adds additional oblique RMDB-to-vehicle crash tests with high sales volumes vehicles in order to capture a larger portion of the current and future fleet for further analysis. These additional tests bolster the utility of the existing database of oblique RMDB-to-vehicle crash tests with a THOR 50th percentile male occupant in the driver’s seat. 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 - 50th percentile dummy KW - Crash injuries KW - Dummies KW - Fatalities KW - Frontal crashes KW - Impact tests KW - Oblique moving deformable barrier test KW - Test procedures KW - Vehicle intrusion UR - http://www-esv.nhtsa.dot.gov/Proceedings/23/isv7/main.htm UR - https://trid.trb.org/view/1359922 ER - TY - CONF AN - 01569221 AU - Mizuno, Koji AU - Arai, Yuji AU - Hosokawa, Naruyuki AU - Hollowell, William AU - National Highway Traffic Safety Administration TI - The Crashworthiness of Minicars in Frontal Impact Tests PY - 2013 SP - 11p AB - In Japan, the number of minicars is increasing due to market demands resulting from environmental and economic concerns, and constitutes 32% of the registrations among passenger cars (2012). The safety of the minicar for various crashes is a technological challenge due to its small size and mass. In this paper, the crashworthiness of minicars was investigated and the issues that should be addressed are discussed. The crash pulse, deformation, and dummy responses of minicars were examined for various frontal impact tests: full-width rigid barrier (FWRB), offset deformable barrier (ODB), full-width deformable barrier (FWDB), and car-to-car tests. In the FWRB tests, the car accelerations were high and large crash loadings were applied to the occupants. The dummy injury measures were less than injury thresholds because of the high performance of occupant restraint systems: the early and timely restraint system. In the FWDB tests, the deformation mode was relatively comparable to that in the car-to-car tests, and dummy injury measures were higher than those in the FWRB tests. An analysis using a simple spring-mass model indicated that a later restraint trigger time in the FWDB test led to high injury measures of the occupants. In the ODB tests, the passenger compartment was intact for all of the tested minicars. Since the car acceleration in the ODB test was lower than that in the FWRB tests, all of the injury measures of the driver dummy in the ODB tests were smaller than those in the FWRB tests except for the tibia index. In the car-to-car tests, though the minicar has a single-load path, the structural interaction was acceptable since the engine was located forward in the vehicle and interacted with structures of the other car. The passenger compartments of the minicars were intact and injury measures were lower than the injury thresholds until the loading on the vehicles reached the NCAP crash severity level. The crashworthiness of Japanese minicars could be representative of the safety of future mini electric 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 - Crash injuries KW - Crashworthiness KW - Dummies KW - Frontal crashes KW - Impact tests KW - Japan KW - Miniature automobiles UR - http://www-esv.nhtsa.dot.gov/Proceedings/23/isv7/main.htm UR - https://trid.trb.org/view/1359906 ER - TY - CONF AN - 01569220 AU - Mueller, Becky C AU - Sherwood, Christopher P AU - Nolan, Joseph P AU - Zuby, David S AU - National Highway Traffic Safety Administration TI - Repeatability of IIHS Small Overlap Frontal Crash Tests PY - 2013 SP - 12p AB - This paper examines the repeatability of the Insurance Institute for Highway Safety’s small overlap frontal crash test, based on repeated tests of six midsize vehicle models. Vehicle accelerations, structural measures, restraint system performance, dummy kinematics, and dummy injury measures were compared. Vehicle longitudinal acceleration pulses were similar in repeated tests of the same vehicle. The test-to-test differences of the least repeatable vehicle structural intrusion measurement targets ranged from 4 to 8 cm, with the vehicle models having higher levels of structural intrusion showing the most variation. Restraint system deployments were not always repeatable because many vehicle restraint systems were not yet tuned for this crash mode. In vehicles where restraint systems performed consistently, similar dummy kinematics was observed. Head, neck, chest, leg, and foot injury measures were similar in repeated tests for these vehicles. In the vehicle where the restraint system did not perform consistently, different dummy kinematics was observed. This resulted in large variations in femur, knee, and tibia injury measures. None of these vehicles would have received different component or overall ratings whether the ratings were based on the results from the original or repeat test. The largest variations observed in this study were unimportant to the overall assessment of the vehicle, as measures from either test would promote the same design changes. Higher levels of variability likely reflect the fact that many of the vehicle structures and restraint systems were not specifically designed for this load case. Repeatability can be expected to improve as vehicles are redesigned to take the small overlap crash into account. 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 - Frontal crashes KW - Impact tests KW - Kinematics KW - Midsize automobiles KW - Overlap crashes KW - Repeatability KW - Restraint systems KW - Vehicle intrusion UR - http://www-esv.nhtsa.dot.gov/Proceedings/23/isv7/main.htm UR - https://trid.trb.org/view/1359949 ER - TY - CONF AN - 01569219 AU - Kim, Dae-Young AU - Kim, Youngwan AU - Nguyen, Ngoc-Trung AU - Kim, Heon Young AU - Choi, Hyung Yun AU - National Highway Traffic Safety Administration TI - Advanced FE Modeling of Vehicle Interior Structures to Enhance the Prediction for Crash Induced Injury Risk of the Occupant PY - 2013 SP - 8p AB - Vehicle occupant’s contact with the interior structure is the second collision at a crash event following the vehicle collision to foreign objects. Vehicle interior structure such as door trim, arm rest, instrumental panel, knee bolster, pillar trim, roof trim, and seat pad are made of various kinds of plastics and foams. The deformation and failure of these materials largely affect the kinematics and injury risks of the occupant. The major effort on virtual simulations of car crashworthiness has been focused on the precise modeling of load carrying primary metallic structures and crash dummies until now. The objective of this study is to advance the numerical modeling scheme of vehicle interior materials for their mechanical behaviors to simulate more realistic response of dummy kinematics and its associated injury risks. Plastic materials exhibit softening, dilatational, pressure dependent and anisotropic characteristics which should be considered during the modeling process as vehicle interior parts. In this paper, pros and cons of various material types in a crash code were comparatively analyzed. Both conventional modeling method for the steel material and Phenomenological model in LS-DYNA were respectively used to simulate plastic materials. Few coupon tests were conducted to identify basic material data for the Phenomenological model. Seating occupant is basically supported by the car seat and their interactions during the crash event affect the kinematics of occupant. The dynamic force-indentation characteristics of low density urethane foam at seat cushion and back are newly analyzed by measuring the exhalant airflow at impact test of pre-strained seat foams with trimming cover. A constitutive equation taking this airflow through the trimming into account is under development and to be built in the existing material library of crash code. 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 - Finite element method KW - Foams KW - Impact tests KW - Injury risk prediction KW - Kinematics KW - Mathematical models KW - Plastics KW - Vehicle interiors KW - Vehicle occupants UR - http://www-esv.nhtsa.dot.gov/Proceedings/23/isv7/main.htm UR - https://trid.trb.org/view/1359905 ER - TY - CONF AN - 01569161 AU - Iwamoto, Masami AU - Nakahira, Yuko AU - Kimpara, Hideyuki AU - Min, Kyuengbo AU - National Highway Traffic Safety Administration TI - Development of a Finite Element Model of 5th Percentile Female with Multiple Muscles and Its Application to Investigation on Impact Responses of Elderly Females PY - 2013 SP - 15p AB - The rates of fatality and injured persons of elderly people are gradually increasing in automotive accidents in Japan. In particular, elderly female occupants are most susceptible to injuries, especially on thorax and head-neck regions, based on previous studies using automotive accident data. This study developed a finite element (FE) model of 5th percentile female (AF05) with multiple muscles, and applied it to investigation on the injury mechanisms of elderly female occupants. Individual muscle models of whole body with passive and active properties were integrated with an AF05 FE model that the authors developed previously. Material properties of skeletal parts with low strength of elderly people and smaller physiological cross-sectional area (PCSA) of each muscle of elderly females were obtained from the literature and commercially available image data, and were inputted to the model. Smaller PCSA of each muscle in elderly females would generate less muscular forces than younger males while less stiff bone properties of elderly females would generate more bone fractures than younger males. The developed elderly AF05 model without muscle activation was firstly validated against some cadaver test data on frontal impacts for the thorax and abdomen, and head-neck responses during a low-speed rear-end collision, and were compared with young adult 50th percentile male (AM50) model with multiple muscles that the authors developed previously. The simulation results of the elderly AF05 model generally showed good agreement with test data. The elderly AF05 model was secondly used for investigation on effect of muscle activation to thoracic deformation in frontal impact situations with belt and hub loadings, and head-neck response in a low-speed rear impact situation. In the simulations on the thoracic deformation, a bracing condition was assumed and an activation level of 20% was assumed for all muscles in the trunk. Simulation results showed that the maximum thoracic deflections of the elderly AF05 model without muscle activation were two times and three times larger than those of young adult AM50 model with muscle activation in belt and hub loadings, respectively. From comparison between the elderly AF05 model and the young adult AM50 model, lower strength of bones and smaller PSCA of each muscle in the elderly AF05 model could increase thoracic deflection. In the simulation on the head-neck response, activation level of each muscle during a low-speed rear impact was estimated using a controller of multiple muscles with reinforcement learning (RL) that the authors developed previously. Simulation results showed that the maximum head angular velocity of the elderly AF05 model was larger than that of the young adult AM50 model, especially in considering muscle activation. The elderly AF05 could not prevent the head from rotating rearward due to their weak muscular forces. Although the elderly AF05 model has some limitations on lack of experimental data for validations and estimation of muscle activation, it has the potential for better understanding of injury mechanisms of elderly female 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 - 5th percentile female KW - Aged KW - Crash injury research KW - Females KW - Finite element method KW - Head KW - Japan KW - Mathematical models KW - Muscles KW - Neck KW - Thorax UR - http://www-esv.nhtsa.dot.gov/Proceedings/23/isv7/main.htm UR - https://trid.trb.org/view/1359541 ER - TY - CONF AN - 01569160 AU - Trosseille, Xavier AU - Song, Eric AU - Petitjean, Audrey AU - National Highway Traffic Safety Administration TI - Chest Injury Criterion: An Update of the Equivalent Deflection (Deq) PY - 2013 SP - 13p AB - The rodpot chest deflection measured on the HIII dummy does not discriminate the contributions of the belt and the airbag in crashes. The risks associated to the deflection being different for these two kinds of devices, the assessment of the risk with the rodpot deflection is erroneous for combined restraining systems. Combined restraints known to be efficient in protecting the thorax are consequently penalized. In 2003, the equivalent deflection (Deq) criterion based on the HIII rodpot deflection and the shoulder belt force and applicable to belt, airbag as well as combined restraints was proposed. It has since been evaluated and reviewed by users providing some requests for improvements such as the sensitivity to changes in the pelvic restraint. The objective of this study was to update the Deq criterion to address as much as possible the feedback from the users and better predict chest injuries. New data from HIII 50th percentile tests performed under conditions more representative of the loading encountered with current restraints were collected from the literature. It allowed to better define the relationship between the shoulder load and the deflection caused by the belt. The Deq formulation was updated in order to increase its sensitivity, particularly to airbag loading. Additional paired dummy and PMHS (Post-Mortem Human Subject) tests allowed increasing the size of the sample used to validate the principle of the Deq criterion. The validation of the new formulation was also conducted through simulations with human and HIII models. Then, the biomechanical data were reprocessed with currently recommended statistical methods (based on survival analysis) to build a thoracic injury risk curve for the HIII 50th dummy. Finally, a thoracic injury risk curve was provided for the HIII 5th female. This paper provides the set of data (dummy, PMHS and numerical simulations) used to define and validate the criterion, as well as the equations of the thoracic injury risk curves as a function of the Deq resulting from their processing. The feedback from the users as well as the related improvements of the criterion are presented. The effect of the rodpot deflection and the upper shoulder belt force on the Deq is described. The aim of the Deq criterion is to improve the thoracic protection in frontal crash in the short term, therefore using the currently used HIII dummy. As such, this criterion enhances the prediction of the risk associated with combined restraints compared to the HIII rodpot deflection. However, it does not fully compensate the error introduced by the use of the rodpot deflection. 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 - 50th percentile dummy KW - 5th percentile female KW - Air bags KW - Crash injuries KW - Equivalent deflection KW - Frontal crashes KW - Seat belts KW - Thorax UR - http://www-esv.nhtsa.dot.gov/Proceedings/23/isv7/main.htm UR - https://trid.trb.org/view/1359669 ER - TY - CONF AN - 01569159 AU - Acar, B Serpil AU - Meric, Moustafa AU - Acar, Memis AU - National Highway Traffic Safety Administration TI - Effect of Including a Fetus in the Uterus of Pregnant Women Occupant Model in Crash Test Simulations PY - 2013 SP - 5p AB - Motor vehicle accidents are the largest single cause of accidental death and the leading cause of traumatic injuries for the pregnant occupant and her fetus. Computational pregnant occupant modelling has a role to play in the investigation of the risk of fetal injuries and mortality in crash test simulations. Effective investigation depends on realistic representation of pregnant occupant and her fetus in a virtual environment. However, known pregnant occupant models normally do not include a fetus in the uterus. ‘Expecting’, the first computational model of a pregnant occupant with a fetus, is used in the current research. The model has a detailed multi-body representation of the fetus as well as a finite element uterus and placenta. In this paper, the effect of including the fetus in the uterus of the pregnant occupant model is investigated using ‘Expecting’ in crash test simulations. Previously, drop test simulations with and without a fetus showed that, the presence of a fetus in the uterus suggests higher risks to the fetus. Using the pregnant occupant model, ‘Expecting’, with and without a fetus, provides more realistic simulations to explore the role of including a fetus in the uterus. Five frontal impact speeds, 15, 20, 25, 30 and 35 kph with varying levels of restraint system including ‘seatbelt and airbag’ (i.e. fully restrained), ‘seatbelt only’, ‘airbag only’ and ‘no restraint’ are used in the simulations. Maximum strains developed in the uteroplacental interface with and without a fetus are compared. The effect of including a fetus in the pregnant occupant model is 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 - Computational models KW - Fetus KW - Frontal crashes KW - Impact speed KW - Impact tests KW - Pregnant women KW - Restraint systems KW - Simulation KW - Uteroplacental interface UR - http://www-esv.nhtsa.dot.gov/Proceedings/23/isv7/main.htm UR - https://trid.trb.org/view/1359516 ER - TY - CONF AN - 01569158 AU - Pal, Chinmoy AU - Tomosaburo, Okabe AU - Muthukumar, Muthanandam AU - Narayanan, Satheesh AU - National Highway Traffic Safety Administration TI - Human FE Model to Estimate Head Contact Time for Pedestrian Protection PY - 2013 SP - 9p AB - Principal Component Analysis (PCA) based statistical analysis of NASS-PCDS (National Automotive Sampling System – Pedestrian Crash Data Study) database clearly shows that post-impact pedestrian kinematics is complex and depends on various factors, such as impact speed, height of the pedestrian, front-end profile of the striking vehicle and pedestrian posture, etc. The findings from the NASS-PCDS study were also confirmed and verified with the help of numerical simulations that were performed using two modified Japan Automobile Manufacturers Association (JAMA) human finite element (FE) models. An adult model (male, 175 cm and 72 kg) and a properly scaled child model (6 years old, 120 cm and 24.5 kg) were effectively utilized to investigate the post-crash kinematics in different conditions. The focus of this study is to investigate those factors that determine the post-crash pedestrian kinematics of children and small adults related to the head impact time (HIT) as specified in Euro-NCAP pedestrian protocol. 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 - Children KW - European New Car Assessment Program KW - Head KW - Kinematics KW - National Automotive Sampling System KW - Pedestrian-vehicle crashes KW - Principal Component Analysis KW - Small adults KW - Time to contact UR - http://www-esv.nhtsa.dot.gov/Proceedings/23/isv7/main.htm UR - https://trid.trb.org/view/1359528 ER - TY - CONF AN - 01569157 AU - Zhang, Ning AU - Zhao, Jay AU - National Highway Traffic Safety Administration TI - Study of Compression-Related Lumbar Spine Fracture Criteria Using a Full Body FE Human Model PY - 2013 SP - 12p AB - A detailed lumbar spine finite element (FE) component model (including vertebrae, inter-vertebral discs, all ligaments and facet joints of T12-L5) was built per the Global Human Body Model Consortium (GHBMC) CAD data. The lumbar model was correlated with the Post-Mortem Human Subject (PMHS) lumbar spine tests under flexion, compression and anterior shear loading modes in the physiological ranges (Belwadi, 2008), and was validated with the tests of PMHS functional spine units (FSU) of three adjunct vertebrae in fracture loading conditions (Belwadi, 2008). The lumbar model was integrated into the Takata in-house 50th percentile full human body model. The full body model was validated with the Wayne State University (WSU) PMHS vertical sled tests under +Gz loading in the range of 6G to 10G (Prasad, 1973). Good agreements were found between the test results and the FE model. At the lumbar component levels, stiffness and failure loads along with failure modes were correlated. At the full body level, the seat pan load cell forces, intra-vertebral body force, and the tissue level strains along superior-inferior direction at the anterior vertebral shells were correlated. Using the validated human model, impactor tests were simulated for a mid-sized human male lying on a table in a vertically sitting posture impacted with a 44kg impactor of 300mm X 300mm size onto the buttocks and thigh area at multiple impact speeds from 5.8 m/s to 15 m/s. The simulation results showed that the threshold impactor speeds (or energies) at which the human lumbar vertebrae fractures at the L1 level occurred were in the range of 8.92-10.6 m/s (or 1750-2475 J impact energy), varying with the fracture type and the test set up conditions. Physical lab impactor tests in the same test setup configuration were run for the H3 50th percentile dummy at multiple impact speeds in the range of 5.8 m/s-7.5 m/s. The test data showed that the dummy lumbar load Fz reached 14.5 KN at the 7.5 m/s 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 - Compression KW - Dummies KW - Finite element method KW - Fractures (Anatomy) KW - Human models KW - Impact speed KW - Impact tests KW - Loads KW - Spinal column UR - http://www-esv.nhtsa.dot.gov/Proceedings/23/isv7/main.htm UR - https://trid.trb.org/view/1359652 ER - TY - CONF AN - 01569156 AU - Kent, Richard AU - Forman, Jason AU - Lessley, David AU - Arbogast, Kristy AU - Higuchi, Kazuo AU - National Highway Traffic Safety Administration TI - A Parametric Study of Far-Side Restraint Mechanics PY - 2013 SP - 9p AB - The goal of this study was to quantify the belt-torso interaction and whole-body kinematics in far-side lateral impacts and how they depend on shoulder-belt geometry, arm position, and belt pre-tensioning. A series of repeated 90-deg far-side impacts on three post-mortem human subjects was performed. A 3-d motion capture system measured skeletal kinematics. Arm position (Down, Slightly Up, Fully Up), D-ring location (Forward, Back, Intermediate), pre-tensioning (Yes, No), and impact severity (8g, 18g) were varied. Maximum lateral head excursion was found to be slightly sensitive to arm position and highly sensitive to D-ring location, pre-tensioning, and impact severity. An interaction between D-ring location and pre-tensioning was found, with the maximum pre-tensioning effect occurring at the Intermediate D-ring position. Limitations of this study include the use of repeated impacts and consideration of a single impact angle. 60-degree far-side oblique impacts are underway to assess the robustness of the conclusions drawn here. 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 - Arm position KW - Cadavers KW - Crash severity KW - D-ring KW - Impact tests KW - Kinematics KW - Seat belt pretensioners KW - Side crashes KW - Three point restraint systems UR - http://www-esv.nhtsa.dot.gov/Proceedings/23/isv7/main.htm UR - https://trid.trb.org/view/1359512 ER - TY - CONF AN - 01569155 AU - Bostrom, Ola AU - Motozawa, Yasuki AU - Oda, Shinsuke AU - Ito, Yuichi AU - Mroz, Krystoffer AU - National Highway Traffic Safety Administration TI - Mechanism of Reducing Thoracic Deflections and Rib Strains Using Supplemental Shoulder Belts During Frontal Impacts PY - 2013 SP - 5p AB - With an aging population with increased needs of mobility, special attention to the safety of senior car occupants is becoming more important. As seniors in fatal crashes primarily die of chest injuries there is need of understanding how to reduce the risk of rib fractures. Recently new types of belts have been introduced on the market including inflatable and supplemental. It has been suggested, one key to protect more ribs in frontal impacts is by optimizing the force distribution. In this study the role of kinematics or more specifically the orientation of the torso in relation to the belt loading, is evaluated. The aim of this paper was to further understand the protection role of a supplementary belt. The hypothesis was that the upper body rotation, the twisting of the torso is critical in saving ribs. The authors conducted simulated frontal tests in three configurations by using a human finite element (FE) model (THUMS) representative of an American 50 percentile male adult. The three configurations were a reference 4 kN three point belt and a driver airbag, an added 1 kN two point shoulder belt restraining the shoulder not restrained by the three point belt (the single) and two added 0.5 kN two point belts restraining each shoulder (the double). The authors compared the kinematics of the upper torso with the chest deflections and rib strains. Adding a 1 kN belt load, single or double, resulted in reduced chest deflection and excursion as well as rib strain. The single belt as opposed to the double reduced the upper body rotation considerably. The greatest chest deflection reductions were found at the lower part of the chest for the single belt and at the upper for the double. As a conclusion, the kinematics of the occupant may contribute to the loading on the chest. The paper is relevant for understanding how to optimize belt systems for minimal occupant loading and excursion. 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 - Crash injuries KW - Force distribution KW - Fractures (Anatomy) KW - Frontal crashes KW - Kinematics KW - Ribs KW - Seat belts KW - Shoulder harnesses KW - Supplemental shoulder belts KW - Thorax UR - http://www-esv.nhtsa.dot.gov/Proceedings/23/isv7/main.htm UR - https://trid.trb.org/view/1359671 ER - TY - CONF AN - 01569154 AU - Meijer, Riske AU - Elrofai, Hala AU - Broos, Jeroen AU - van Hassel, Edwin AU - National Highway Traffic Safety Administration TI - Evaluation of an Active Multi-Body Human Model for Braking and Frontal Crash Events PY - 2013 SP - 12p AB - Active safety systems that start to act moments before the crash might be capable of anticipating the occupant’s position, either by correcting it, or by taking the out-of-position into account. For the development and evaluation of such active safety systems, recently a run-time efficient multi-directional computer human model that can simulate active as well as passive human behaviour has been developed. The objective of this study was to evaluate this so-called active human model for simulations of braking followed by a frontal crash. Simulations of published post mortem human subject (PMHS) blunt frontal impact tests on the head, thorax, and abdomen showed that the model is capable of predicting the PMHS peak responses within 20% deviation from the PMHS response corridors. Here, the active behaviour was switched off. Simulations of published 1 g to 15 g full-body frontal impact tests with belted volunteers showed that the model is capable of predicting the volunteer peak responses within 20% deviation from the volunteer response corridors. Here, values for the unknown parameters reaction time and level of bracing in the neck (co-contraction of neck muscles) were assumed. Also, simulations with the active human model in a car interior to which high severity impacts were applied (pulses from Euro-NCAP car-barrier frontal impact tests), with and without preceding braking as well as with active behaviour switched on and switched off were performed. The results of these simulations showed that the model is robust and sensitive to effects of braking and active behaviour, and the effects of braking on the injury values are dominant over the effects of the active behaviour itself. However, the active behaviour is indispensable for correct simulation of the human pre-crash kinematics. From this study it was concluded that the current active human model is capable of simulating realistic human full-body kinematics as well as realistic injury values for the head and the thorax in one single simulation of braking followed by a frontal crash. As such, the current active human model can be used for evaluating the effectiveness of active safety systems in frontal 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 - Braking KW - Frontal crashes KW - Head KW - Human models KW - Kinematics KW - Out of position (Vehicle occupants) KW - Pre-impact behavior KW - Simulation KW - Thorax UR - http://www-esv.nhtsa.dot.gov/Proceedings/23/isv7/main.htm UR - https://trid.trb.org/view/1359648 ER - TY - RPRT AN - 01539722 AU - Research and Innovative Technology Administration TI - State Transportation Statistics 2013 PY - 2013 SP - 146p AB - The Bureau of Transportation Statistics (BTS), a part of the U.S. Department of Transportation’s (USDOT) Research and Innovative Technology Administration (RITA), presents State Transportation Statistics 2013, a statistical profile of transportation in the 50 states and the District of Columbia. This is the eleventh annual edition of the State Transportation Statistics, and a companion document to the National Transportation Statistics (NTS), which is updated quarterly on the BTS website. Like the previous editions, this document presents transportation information from RITA/BTS, other federal government agencies, and other national sources. A picture of the states’ transportation infrastructure, freight movement and passenger travel, system safety, vehicles, transportation related economy and finance, energy usage and the environment is presented in tables covering the 50 states and the District of Columbia. Tables have been updated with the most recently available data. Included in this State Transportation Statistics 2013 report is a brief description of the data sources used and a glossary of terms. Also contained in this publication is a summary table that displays the approximate timing of future data releases and contact information for each state’s department of transportation. KW - Air pollution KW - Economics KW - Energy consumption KW - Finance KW - Freight transportation KW - Infrastructure KW - Passenger transportation KW - Registrations KW - States KW - Statistics KW - Tables (Data) KW - Transportation safety KW - United States KW - Vehicle miles of travel UR - http://www.rita.dot.gov/bts/sites/rita.dot.gov.bts/files/STS_2013_C.pdf UR - https://trid.trb.org/view/1324878 ER - TY - RPRT AN - 01535722 AU - Jones, Wesley AU - Farnam, Yaghoob AU - Imbrock, Paul AU - Spiro, Jeffrey AU - Villani, Chiara AU - Golias, Mike AU - Olek, Jan AU - Weiss, W Jason AU - Purdue University AU - Indiana Department of Transportation AU - Federal Highway Administration TI - An Overview of Joint Deterioration in Concrete Pavement: Mechanisms, Solution Properties and Sealers PY - 2013 SP - 69p AB - Concrete pavements represent a large portion of the transportation infrastructure. While the vast majority of concrete pavements provide excellent long-term performance, a portion of these pavements have recently shown premature joint deterioration. Substantial interest has developed in understanding why premature joint deterioration is being observed in jointed portland cement concrete pavements (PCCP). While some have attributed this damage to insufficient air void systems, poor mixture design, or chemical reaction between the salt and the paste, it is the hypothesis of this work that a component of this damage can be attributed to fluid absorption at the joints. This report begins by discussing the importance of the level of concrete saturation on freeze-thaw damage. Second, this report describes the influence of deicing salt solutions on drying and wetting of concrete. Third, the report describes some observations from field studies. Fourth, the report discusses soy methyl esters polystyrene blends (SME-PS) as a potential method to extend the service life of concrete pavements by limiting the ingress of salt solutions. The report also discusses field application of the SME-PS blends for field investigation. Finally, the report discusses the development of a test to assess chloride solution ingress during temperature cycling. The aim of this work is to provide background on some aspects that can lead to joint deterioration and to provide the pavement community alternatives on how sealers and deicers may be able to be used more efficiently to reduce joint damage. KW - Absorption KW - Concrete pavements KW - Deicing chemicals KW - Deterioration KW - Field studies KW - Freeze thaw durability KW - Pavement distress KW - Pavement joints KW - Polystyrene KW - Portland cement concrete KW - Sealing compounds UR - http://dx.doi.org/10.5703/1288284315339 UR - http://ntl.bts.gov/lib/52000/52400/52459/An_Overview_of_Joint_Deterioration_in_Concrete_Pavement-_Mechanis.pdf UR - https://trid.trb.org/view/1317896 ER - TY - RPRT AN - 01532328 AU - Federal Aviation Administration TI - The Business Case for the Next Generation Air Transportation System: FY 2013 PY - 2013 SP - 29p AB - This report presents the Federal Aviation Administration's (FAA’s) business case for the Next Generation Air Transportation System (NextGen). NextGen is a wide-ranging transformation of the air transportation system, including air traffic management technologies and procedures; airport infrastructure improvements; and environmental, safety and security-related enhancements. The business case considers only the air traffic management aspects of NextGen, as the costs of these improvements are most directly borne by the FAA and system users. It considers the shortfalls in the current system that new technologies can help to alleviate, and the costs and benefits of doing so. The business case report considers the improvements described in the NextGen Mid-Term Concept of Operations, most of which are planned for deployment between now and the year 2020. Implementing and maintaining them is expected to cost the FAA and aircraft operators $39 billion through the year 2030. During that period, these improvements are expected to generate $182 billion in total benefits. Applying a 7 percent discount rate, and taking the difference between the present value of benefits and costs, it finds that NextGen mid-term improvements have a Net Present Value of $59 billion. This translates to $3.50 in benefits for every $1 invested. KW - Air traffic control KW - Air transportation KW - Benefit cost analysis KW - Economic impacts KW - Implementation KW - Next Generation Air Transportation System KW - Technological innovations UR - https://trid.trb.org/view/1317312 ER - TY - RPRT AN - 01529398 AU - National Center for Statistics and Analysis TI - Traffic Safety Facts 2012: A Compilation of Motor Vehicle Crash Data from the Fatality Analysis Reporting System and the General Estimates System PY - 2013 SP - 248p AB - In this annual report, the National Highway Traffic Safety Administration (NHTSA) presents descriptive statistics about traffic crashes of all severities, from those that result in property damage to those that result in the loss of human life. Information from two of NHTSA’s primary data systems has been combined to create a single source for motor vehicle crash statistics. The first data system, the Fatality Analysis Reporting System (FARS), is probably the better known of the two sources. Established in 1975, FARS contains data on the most severe traffic crashes, those in which someone was killed. The second source is the National Automotive Sampling System General Estimates System (GES), which began operation in 1988. GES contains data from a nationally representative sample of police-reported crashes of all severities, including those that result in death, injury, or property damage. Both systems were designed and developed by NHTSA’s National Center for Statistics and Analysis (NCSA) to provide an overall measure of highway safety, to help identify traffic safety problems, to suggest solutions, and to help provide an objective basis on which to evaluate the effectiveness of motor vehicle safety standards and highway safety initiatives. KW - Crash characteristics KW - Crash data KW - Fatalities KW - Fatality Analysis Reporting System KW - General Estimates System KW - Injury characteristics KW - National Automotive Sampling System KW - Trend (Statistics) UR - http://www-nrd.nhtsa.dot.gov/Pubs/812032.pdf UR - https://trid.trb.org/view/1312192 ER - TY - RPRT AN - 01526359 AU - Schlossberg, Marc AU - Rowell, John AU - Amos, Dave AU - Sanford, Kelly AU - University of Oregon, Eugene AU - Oregon Transportation Research and Education Consortium AU - Research and Innovative Technology Administration TI - Rethinking Streets: An Evidence-Based Guide to 25 Complete Street Transformations PY - 2013 SP - 143p AB - This book documents the redesign of 25 streets across the United States and some of the effects the redesign had on traffic, safety, and economic measures. Each of the streets treats the balance between transportation modes and the balance between thoroughfare and place differently, and the results differ accordingly. Each case study includes information on design, community context, traffic levels and economic indicators - providing evidence readily accessible to planners, community groups, traffic engineers and merchants. The case studies range from small rural towns to major metropolitan areas and from light traffic loads to state highways. The goal of this book is to use already finished projects to help communities better visualize new ways to use their commercial streets to serve multiple purposes and multiple modes of transportation. KW - Case studies KW - Complete streets KW - Context sensitive design KW - Economic impacts KW - Highway safety KW - Traffic congestion KW - Transportation modes KW - United States UR - http://rethinkingstreets.com/download.html UR - https://trid.trb.org/view/1307316 ER - TY - RPRT AN - 01526291 AU - Federal Highway Administration TI - National Household Travel Survey Compendium of Uses: June 2011 - December 2012 PY - 2013 SP - 225p AB - This compendium contains various uses and applications of the National Household Travel Survey (NHTS) data used in transportation planning and research from June 2011 to the December 2012. Published journal articles and reports that cite the use of NHTS data were selected using the Transportation Research Board (TRB) Annual Meeting Online Portal http://amonline.trb.org/ and Google Alerts, notification emails sent by Google when new search results matched predetermined search terms pertaining to NHTS data. The key word and search engine terms used in both online sources were the National Household Travel Survey and NHTS. The research papers were grouped into 11 categories that were created based on the Subject Areas and index terms identified in each abstract as well as category titles used in previous NHTS compendium databases. A one-page description of each paper is provided which includes the title, authors, Publication Date, abstract, Subject Areas, and availability. KW - National Household Travel Survey KW - Research reports KW - Travel surveys UR - http://nhts.ornl.gov/2009/pub/Compendium3.pdf UR - https://trid.trb.org/view/1307344 ER - TY - RPRT AN - 01526250 AU - Federal Highway Administration TI - Guide for Heat-Straightening of Damaged Steel Bridge Members PY - 2013 SP - 77p AB - Damage caused by overload, vehicle impact, handling, earthquake, or fire is a perennial problem associated with steel bridge structures. For almost half a century, heat-straightening techniques have been applied to bends and distortions in order to restore the original shape of steel elements. A few craftsmen, who have years of experience with heat straightening, perform the technique in the field with varying degrees of success. Some of these experts have mastered heat straightening, but the process is still considered more of an art than a science. The ability to repair damaged structural steel members in place, often without the need for temporary shoring, has generated interest in heat straightening from the engineering profession. However, engineers have had to rely primarily on their own judgment and the advice of experienced technicians in applying heat-straightening techniques. Two key questions have often been raised: Do heat-straightening procedures exist which do not compromise the structural integrity of the steel? And if so, how can such repairs be engineered to ensure adequate safety of the repaired structure, both during and after repair? The primary goal of this guide is to answer these two questions. This guide is intended for a general audience ranging from heat-straightening practitioner, to contractor, to inspector, and to bridge engineer. KW - Bridge members KW - Heat straightening KW - Maintenance practices KW - Repairing KW - Steel bridges KW - Structural analysis UR - http://www.fhwa.dot.gov/bridge/steel/heat_guide.pdf UR - https://trid.trb.org/view/1308581 ER - TY - RPRT AN - 01523805 AU - Federal Highway Administration TI - Work Zone ITS Peer Exchange Summary Report, Bettendorf, Iowa, May 21 – 22, 2013 PY - 2013 SP - 23p AB - A peer exchange on work zone intelligent transportation systems (WZ ITS) was held in May 2013 through the Federal Highway Administration’s (FHWA) Work Zone Peer-to-Peer (P2P) Program. Attendees had varying levels of experience with WZ ITS deployments and included representatives from State Departments of Transportation (Illinois DOT, Iowa DOT, Kansas DOT, Michigan DOT, Minnesota DOT, Missouri DOT, North Carolina DOT, Ohio DOT), Texas A&M Transportation Institute (TTI), FHWA, the Enterprise Pooled Fund, Road-Tech, and the American Traffic Safety Services Association (ATTSA) ITS Council. This report summarizes the key information shared during discussions at the peer exchange and is intended to accompany the presentations. The appendices contain the agenda for the peer exchange workshop and details on the presentations and discussions. KW - Intelligent transportation systems KW - Peer exchange KW - State departments of transportation KW - Work zones UR - http://www.ops.fhwa.dot.gov/Wz/p2p/itswkshop052113/summary/summary.pdf UR - https://trid.trb.org/view/1307259 ER - TY - RPRT AN - 01523210 AU - Deborja, David AU - Booz Allen Hamilton AU - Federal Railroad Administration TI - 2013 Compilation of State Laws and Regulations Affecting Highway-Rail Grade Crossings PY - 2013 SP - 636p AB - The Federal Railroad Administration (FRA) has identified roughly 250,5231 public and private highway-rail grade crossings in the United States. Most aspects of jurisdiction over highway-rail grade crossings reside with the States. Within some States, responsibility is divided between several public agencies. In other states, jurisdiction over highway-rail grade crossings is assigned to a regulatory agency such as the public utility commission, public service commission, or state corporation commission. Still other states divide the authority among public administrative agencies of the state, county, city, and town having jurisdiction and responsibility for their respective highway systems. State and local law enforcement agencies are responsible for the enforcement of traffic laws at highway-rail grade crossings. In a number of cases, local governments are responsible for certain operational matters related to crossings and this is accomplished through various ordinances. This Sixth Edition is intended to provide an up-to-date look at the various state laws and regulations concerning the regulation of highway-rail grade crossings and driver behavior at those crossings. Laws and regulations of the 50 states and the District of Columbia that address highway-rail grade crossings have been compiled into one document. Each chapter presents a different highway-rail grade crossing subject area and contains an introductory overview of the subject area. Moreover, unlike the Fifth Edition, excerpts from the laws of each individual state and the District of Columbia relative to the subject matter are presented, in order to serve as a practical tool for legislators, policymakers, and lawyers. In addition, each subject area is addressed from a practical orientation. Therefore, while there are some laws that deal with multiple subject areas, excerpts of applicable statutes have been published in the most relevant sections. The Sixth Edition also marks with an asterisk (*) statutes that have been added since the 2009 publication of the Fifth Edition. Chapters are as follows: Chapter 1: Crossing Consolidations and Closures; Chapter 2: Crossing Treatment Procedures; Chapter 3: Blocked Crossings; Chapter 4: Warning Devices – Passive; Chapter 5: Warning Devices – Train Borne; Chapter 6: Warning Devices – Active; Chapter 7: Slow, Low, and Special Vehicles; Chapter 8: Driver Action; Chapter 9: Trespassing; Chapter 10: Vandalism; Chapter 11: Private Crossings; Chapter 12: Vegetation Clearance; and Chapter 13: Photographic Monitoring and Enforcement. KW - Behavior KW - Drivers KW - Law enforcement KW - Monitoring KW - Railroad grade crossings KW - Railroad safety KW - Regulations KW - State laws KW - Trespassers KW - Vandalism KW - Vegetation control KW - Warning devices UR - http://www.fra.dot.gov/Elib/Document/3622 UR - https://trid.trb.org/view/1304999 ER - TY - RPRT AN - 01520484 AU - McCullouch, Bob AU - Purdue University AU - Indiana Department of Transportation AU - Federal Highway Administration TI - Total Liquid Routes and Anti-Icing Liquids PY - 2013///Final Report SP - 39p AB - Indiana Department of Transportation (INDOT) has successfully used salt brine in anti-icing efforts as a way to deliver preventative treatment before an event (e.g. bridge deck frost) occurs. In 2011 INDOT wanted to investigate the use of salt brine in de-icing operations. This study executed a comparative analysis of brine routes and salt routes during two winter seasons (2011-2012 and 2012-2013). The first winter season there were twenty-one study routes and the second winter season forty-one routes. Both winter seasons would be classified as 'mild' and most winter events would be characterized with low levels of precipitation. The 2012-2013 winter was a month longer with two major events occurring in March. Another study item designed and fabricated a combination winter vehicle and analyzed its performance. Data collected during these two winter seasons and the following data analysis revealed that liquid routes are more cost effective than granular routes under most weather conditions and pavement temperature ranges. Other recommendations are included in the report findings. KW - Alternatives analysis KW - Anti-icing KW - Brines KW - Deicing KW - Deicing chemicals KW - Indiana KW - Recommendations KW - Winter maintenance UR - http://docs.lib.purdue.edu/cgi/viewcontent.cgi?article=3036&context=jtrp UR - http://dx.doi.org/10.5703/1288284315222 UR - https://trid.trb.org/view/1302764 ER - TY - RPRT AN - 01518932 AU - Pisano, Paul A AU - Goodwin, Lynette C AU - Stern, Andrew D AU - Federal Highway Administration AU - Mitretek Systems TI - U.S. Road Weather Management Program - Sensor Siting and Weather Information Integration Projects PY - 2013 SP - 8p AB - This paper reports on two key projects of the United States Federal Highway Administration (FHWA) Road Weather Management Program. The program partnered with the Aurora Program, and the Snow and Ice Cooperative Program of the American Association of State Highway and Transportation Officials (AASHTO) to create Road Weather Information System (RWIS) Environmental Sensor Station (ESS) Siting Guidelines. The guidelines provide a set of recommendations to support the uniform siting of sensor stations that collect road and weather condition observations. The FHWA also sponsored a study on the Integration of Emergency and Weather Elements into Transportation Management Centers (TMCs). The study documented how weather information and systems are being integrated into transportation operations. The investigators found that by providing accurate and timely road weather information, effectively integrating weather and traffic information, and providing automated alerts and decision support, TMC operators are able to better manage traffic, dispatch maintenance forces, and address weather-related emergencies. These projects illustrate how the collection of road weather observations and the use of these observations to produce road weather information can be used to improve roadway operations. KW - Data collection KW - Decision support systems KW - Information dissemination KW - Integrated systems KW - Road weather information systems KW - Road Weather Management Program KW - Sensors KW - Traffic control centers KW - Weather conditions UR - http://www.ops.fhwa.dot.gov/weather/resources/publications/sirwec06/sirwec06sitandtmcint.pdf UR - https://trid.trb.org/view/1302178 ER - TY - CONF AN - 01506683 AU - National Highway Traffic Safety Administration TI - 23rd International Technical Conference on the Enhanced Safety of Vehicles (ESV): Research Collaboration to Benefit Safety of All Road Users PY - 2013 SP - v.p. AB - The proceedings include over 240 papers divided into thirteen technical sessions: (1) Biomechanics #1: Crash Injury Mechanisms and Human Modeling; (2) Testing and Modeling of Structural Performance in Frontal Crashes; (3) Crash Avoidance #1: Safety Performance and Effectiveness of Driver Assistance Technologies, Test & Evaluation Procedures, Benefits Assessment (4) Biomechanics #2: Advances in Crash Test Dummies, Instrumentation and Data Analysis; (5) Performance of Protection Systems for Children and Pedestrians; (6) Crash Avoidance #2: Human Factors and Driver/Occupant Behavior Analysis; (7) Testing and Modeling of Structural Performance in Side Impact and Rollover Crashes; (8) Crash Avoidance #3: Vehicle Electronic System Safety: Controls, Cybersecurity and Automated Vehicles; (9) Restraint System Design and Performance Challenges: Addressing the needs of diverse populations (age, gender, stature); (10) Electric Vehicle, Battery and Fuel Cell Safety; (11) NCAP and Non-Regulatory Approaches for Improving Safety (12) Heavy Truck, Bus and Motorcycle Safety (13) Assessment of New and Improved Field Data Collection, Analysis and Benefits Assessment Methods. 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 - Automated vehicle control KW - Biophysics KW - Conferences KW - Crash avoidance systems KW - Crash injury research KW - Crash victim simulation KW - Driver support systems KW - Dummies KW - Electric batteries KW - Electric vehicles KW - Evaluation and assessment KW - Frontal crashes KW - Fuel cells KW - Human factors in crashes KW - Intelligent vehicles KW - New Car Assessment Program KW - Occupant protection devices KW - Pedestrian-vehicle crashes KW - Restraint systems KW - Rollover crashes KW - Security KW - Side crashes KW - Structural analysis KW - Structural tests KW - Vehicle electronics KW - Vehicle occupants KW - Vehicle safety UR - http://www-nrd.nhtsa.dot.gov/departments/esv/23rd/ UR - https://trid.trb.org/view/1290873 ER - TY - CONF AN - 01506237 AU - Chandra, Divya C AU - Grayhem, Rebecca AU - Volpe National Transportation Systems Center TI - Evaluation of a Technique to Simplify Depictions of Visually Complex Aeronautical Procedures for NextGen PY - 2013 SP - 5p AB - Performance based navigation supports the design of more precise flight procedures. However, these new procedures can be visually complex, which may impact the usability of charts that depict the procedures. The purpose of the study was to evaluate whether there are performance benefits from simplifying aeronautical charts that depict visually complex flight procedures by separating the procedures onto different chart images. Forty-seven professional pilots participated. They used high-fidelity current and modified charts to find specific information from approach and Standard Instrument Departure (SID) chart images that were shown one at a time on a computer monitor. Response time and accuracy were recorded. Results show a consistent and significant reduction in the time to find information from the simplified chart images. Response time varied linearly with a simple clutter metric, the sum of visual elements in the depiction, indicating serial visual search. Most questions were answered with high accuracy, but some questions about altitude constraints yielded low accuracies. U1 - Human Factors and Ergonomics Society 57th Annual Meeting, 2013San Diego,California StartDate:20130930 EndDate:20131004 KW - Accuracy KW - Aeronautical charts KW - Air pilots KW - Aircraft pilotage KW - Approach KW - Arrivals and departures KW - Next Generation Air Transportation System UR - http://ntl.bts.gov/lib/50000/50600/50626/Chandra_and_Grayhem_HFES2013.pdf UR - https://trid.trb.org/view/1290308 ER - TY - CONF AN - 01506234 AU - Jacobsen, Karina AU - Carolan, Michael AU - Llana, Patricia AU - Volpe National Transportation Systems Center TI - Test Requirements of Locomotive Fuel Tank Blunt Impact Tests PY - 2013 SP - 9p AB - The Federal Railroad Administration’s Office of Research and Development is conducting research into passenger locomotive fuel tank crashworthiness. A series of impact tests are planned to measure fuel tank deformation under two types of dynamic loading conditions. Current design practice requires that Tier 1 locomotive fuel tanks have minimum properties adequate to sustain a prescribed set of static load conditions. In accidents, fuel tanks are subjected to dynamic loading, often including a blunt or raking impact from various components of the rolling stock or trackbed. Current research is intended to increase understanding of the impact response of fuel tanks under dynamic loading. This paper describes test requirements for conducting two preliminary tests. These tests are referred to as preliminary because they will be used to evaluate the loading setup and instrumentation planned for the larger series of tests. These preliminary tests will evaluate a blunt impact on the bottom surface of two conventional passenger locomotive fuel tanks. U1 - ASME 2013 Rail Transportation Division Fall Technical ConferenceASMEAltoona,Pennsylvania StartDate:20131015 EndDate:20131017 Sponsors:ASME KW - Crashworthiness KW - Deformation KW - Dynamic loads KW - Fuel tanks KW - Impact tests KW - Locomotives KW - Passenger trains KW - Test procedures UR - http://ntl.bts.gov/lib/48000/48500/48594/RTDF2013-4701.pdf UR - https://trid.trb.org/view/1290309 ER - TY - RPRT AN - 01505928 AU - Glover, Charles J AU - Arambula, Edith AU - Estakhri, Cindy AU - Lytton, Robert AU - Liu, Guanlan AU - Rose, Avery A AU - Tong, Yunwei AU - Gu, Fan AU - Ling, Meng AU - Texas A&M Transportation Institute AU - Texas Department of Transportation AU - Federal Highway Administration TI - Evaluate Binder and Mixture Aging for Warm Mix Asphalt PY - 2013///Project Summary SP - 2p AB - Researchers used a wide range of methods, both new and new to asphalt materials, for assessing warm mix binder, mixture properties, and field performance. Laboratory work included characterizing asphalt oxidation kinetics, binder absorption (with estimates of precision) as a function of time and temperature, and measurements of mixture fatigue/durability, all for several common warm mix technologies. Researchers developed guidelines for specifications, suitable for unmodified and modified binders, which incorporate binder oxidative aging and its impact on warm mix asphalt (WMA) pavement durability. The research team also measured binder absorption in field loose mix materials and characterization of field warm mix specimens for both mixture rheology and recovered binder oxidation and rheological hardening. Two field projects employed the use of multiple WMA technologies. KW - Absorption KW - Aging (Materials) KW - Bituminous binders KW - Durability KW - Field tests KW - Laboratory tests KW - Oxidation KW - Specifications KW - Warm mix paving mixtures UR - https://trid.trb.org/view/1285860 ER - TY - RPRT AN - 01505714 AU - Federal Highway Administration TI - EAR Program Research Results: Updated through 2013 PY - 2013 SP - 28p 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—where there is a community of experts from different disciplines who likely have the talent and interest in researching solutions and who likely would not do so without EAR Program funding. Through seven solicitations, the EAR Program has awarded 59 projects (36 of which are ongoing as of September 2013) involving both government and academic researchers. These projects represent the investment of $50 million in Federal Highway Administration funds and leverage $19 million in matching funds. Additional projects will be funded in 2014. The following pages contain summary descriptions of the results of selected 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/14033/14033.pdf UR - https://trid.trb.org/view/1285486 ER - TY - RPRT AN - 01505707 AU - McFalls, Jett AU - Yi, Young-Jae AU - Li, Ming-Han AU - Senseman, Scott AU - Texas A&M Transportation Institute AU - Texas Department of Transportation AU - Federal Highway Administration TI - Evaluation of Generic and Branded Herbicides PY - 2013///Project Summary SP - 2p AB - While the purchase price of herbicides is important to the Texas Department of Transportation (TxDOT), it is essential to look at more than just initial costs to determine whether generic or branded products are the best practice. This project focused on three herbicides (Roundup® PROMAX, Escort® XP, and Transline®) currently used by TxDOT. To evaluate the effectiveness of generic and branded herbicides, the research team conducted an online survey of herbicide practitioners (personnel involved with application, approval, purchase, training, etc.) to determine personal experience. Also, field tests were conducted on roadside sections in two sites. The test plots were installed to determine the efficacy and rate of kill of various generic and branded herbicides. Along with the survey of practice, the research team conducted a literature review and cost/benefit analysis to determine whether generic herbicides meet equivalent performance, toxicology, environmental impact, and safety requirements as branded herbicides with significant cost savings. KW - Benefit cost analysis KW - Environmental impacts KW - Field tests KW - Herbicides KW - Literature reviews KW - Surveys KW - Texas KW - Toxicology UR - https://trid.trb.org/view/1284785 ER - TY - RPRT AN - 01505621 AU - Farzaneh, Reza AU - Zietsman, Joe AU - Lee, Doh-Won AU - Johnson, Jeremy AU - Wood, Nicholas AU - Ramani, Tara AU - Gu, Chaoyi AU - Texas A&M Transportation Institute AU - Texas Department of Transportation AU - Federal Highway Administration TI - Texas Specific Drive Cycles and Idle Emissions Rates for Using with EPA's MOVES Model PY - 2013///Project Summary SP - 2p AB - The United States Environmental Protection Agency’s newest emissions model, Motor Vehicle Emission Simulator (MOVES), enables users to use local drive schedules (representative vehicle speed profiles) in order to perform an accurate analysis of emissions from vehicles. However, only the national average drive schedules are currently included in the default database of the model. The cold start and idling emissions and activity data of heavy-duty diesel vehicles (HDDVs) that are included in the MOVES model are based on a very limited number of data sources, even though they are important components of the total on-road mobile source emissions inventory. This research provides local drive schedules for different regions of Texas for different vehicle classes and roadway types, as well as cold start and idling emissions rates for heavy-duty diesel trucks. The research also compares estimated emissions from MOVES for a sample of vehicles to real-world in-use emissions measurements. KW - Air quality KW - Cold starts (Driving) KW - Diesel engine exhaust gases KW - Diesel trucks KW - Emissions testing KW - Engine idling KW - Heavy duty trucks KW - Motor Vehicle Emission Simulator (MOVES) KW - Texas UR - https://trid.trb.org/view/1284784 ER - TY - RPRT AN - 01503979 AU - Illuminating Engineering Society AU - Center of Excellence for General Aviation Research AU - Federal Aviation Administration TI - Community Service Airports Visual Aids Handbook Version 2.2 PY - 2013 SP - 108p AB - This document is being offered for use by the segment of airports termed “Community Service Airports”. In the context of this guideline, Community Service Airports are non-Part 139 facilities. They typically serve General Aviation (GA) aircraft of ten seats or less, however a seat arrangement is more likely to be four to six people. These airports are not recipients of federal, state, or even local government funding in most cases. The purpose of the guideline is to generate awareness of an alternative line of visual aid products. This alternative line of products represents the visual lighting presentation of the more expensive, fully FAA-approved lighting systems at a reduced cost while still maintaining needed visual cues. This document is comprised of three different sections: Section 1 — Community Service Airport Lighting System Elements, offers a brief introduction to the different types of lighting systems available for the small community airport; Section 2 — describes the lighting elements in more detail including some performance guidelines; and Section 3 — covers information on each lighting element so an airport manager can take the necessary steps to outfit a small community airport. The appendices include a brief history of the Illumination Engineering Society (IES) Subcommittee on General Aviation Lighting, studies performed for the Remote Airfield Lighting Systems (RALS), Alignment tables for Precision Approach Path Indicator (PAPI) lights, and Visual Aids. KW - Community service airports KW - General aviation airports KW - Guidelines KW - Handbooks KW - Lighting systems UR - http://www.airtech.tc.faa.gov/Safety/Downloads/CSA_Visual_Aids_Handbook.pdf UR - https://trid.trb.org/view/1286167 ER - TY - RPRT AN - 01502127 AU - Sussman, Joseph AU - New England University Transportation Center AU - Research and Innovative Technology Administration TI - Teaching Transportation Systems Thinking Concepts to Undergraduates PY - 2013///Final Report SP - 3p AB - Systems thinking is thought by many academics to be a graduate level educational venture. Many traditional educators in the engineering field argue that first a student should gain a grounding in some traditional branch of engineering (civil and environmental engineering, mechanical engineering and so forth) and only after that bachelors degree is attained should students be exposed to systems level ideas. The notion is that without the context of some traditional disciplines, students will find the systems discussions too abstract to be of value. This study looked at the question of what the appropriate components of a new subject offering, intended to introduce undergraduates as early as freshman or sophomore year, to systems ideas. The author developed and taught such a class at Massachusetts Institute of Technology, evaluated the subject carefully and wrote several papers discussing the educational outcomes. Further, a detailed curriculum was developed for such an introductory subject and the team worked on developing a full specification for an undergraduate program in engineering systems. KW - College students KW - Curricula KW - Education and training KW - Education and training methods KW - Systems KW - Systems engineering KW - Transportation engineering UR - http://agelab.mit.edu/files/finalreports/MITE20_13FP.pdf UR - https://trid.trb.org/view/1279129 ER - TY - RPRT AN - 01502125 AU - Glass, Jim AU - New England University Transportation Center AU - Research and Innovative Technology Administration TI - A Study of Speech Interfaces for the Vehicle Environment PY - 2013///Final Report SP - 3p AB - Over the past few years, there has been a shift in automotive human machine interfaces from visual-manual interactions (pushing buttons and rotating knobs) to speech interaction. In terms of distraction, the industry views speech interaction as a “low” or “no” cost way of providing advanced information to the driver. However, limited data exist on how older and more technologically adverse operators currently experience difficulty learning command based syntaxes for speech interaction. These syntaxes are often unfamiliar, cumbersome and stepwise. The ultimate acceptability of speech based systems for in-vehicle interactions therefore lies in the development of more intuitive naturalistic modes of interaction. For example, when considering in vehicle-based speech interfaces, one would like to know how speech, language, and dialogue can be most effectively used by drivers of different ages and technological backgrounds to perform information retrieval tasks. To optimize this technology for groups with different technological backgrounds and demographics, this project investigated the extent to which a conversational spoken language speech-interface can enhance the driver and passenger experience while minimizing distraction and confusion. KW - Aged drivers KW - Distraction KW - Driver information systems KW - Driver vehicle interfaces KW - Information retrieval KW - Speech recognition KW - Voice communication UR - http://agelab.mit.edu/files/finalreports/MITR21_5FP.pdf UR - https://trid.trb.org/view/1279134 ER - TY - RPRT AN - 01502124 AU - Coughlin, Joseph F AU - New England University Transportation Center AU - Research and Innovative Technology Administration TI - A Multimodal Approach to Meeting Older Adult Transportation Needs PY - 2013///Final Report SP - 3p AB - America is graying and, therefore, the aging of the population will require rethinking everything. Transportation infrastructure, vehicles and future demand must respond to the aging of the nationʼs largest generation. This study conducted an assessment of current demographic trends as well as a secondary analysis of transportation studies to better understand the changes needed, the potential shortfalls and the opportunities to ensure that an older America remains a nation on the move. KW - Aged KW - Demographics KW - Infrastructure KW - Literature reviews KW - Multimodal transportation KW - Transportation planning KW - United States UR - http://agelab.mit.edu/files/finalreports/MITR20-3FP.pdf UR - https://trid.trb.org/view/1279124 ER - TY - RPRT AN - 01502118 AU - Coughlin, Joseph F AU - New England University Transportation Center AU - Research and Innovative Technology Administration TI - Development of an Older Adult Empathy System to Assess Transit and Livability PY - 2013///Final Report SP - 3p AB - The majority of older adults choose to drive to meet their transportation needs; however, driving may not be a lifelong option for many. Consequently, public transportation must be more than simply accessible - it must be easy to use and be an attractive option. This project developed and applied an empathy approach to better understand the experience of older users in a transit environment, including rail and bus. Using Massachusetts Institute of Technology's (MITʼs) Age Gain Now Empathy System, or AGNES, researchers identified and mapped the friction points for older users accessing public transportation. This study teamed MIT students and researchers who explored and experienced various aspects of public transportation on the Massachusetts Bay Transportation Authority (MBTA) rail system (Green and Red lines). These included the conspicuity and readability of signage, ease of use of benches, accessing transit vehicles and travel to and from transit stations. KW - Accessibility KW - Aged KW - Public transit KW - Quality of life KW - Seats KW - Signs UR - http://agelab.mit.edu/files/finalreports/MITR21-2FP.pdf UR - https://trid.trb.org/view/1279131 ER - TY - RPRT AN - 01502113 AU - Gao, Song AU - Fisher, Donald AU - New England University Transportation Center AU - Research and Innovative Technology Administration TI - Adaptive Route Choice Modeling in Uncertain Traffic Networks with Real-Time Information PY - 2013///Final Report SP - 3p AB - The objective of this research was to study travelers' route choice behavior in uncertain traffic networks with real-time information. The research was motivated by two observations of the traffic system: 1) the system is inherently uncertain with random disturbances such as incidents, bad weather, and work zones, and therefore travel times are at most known with uncertainty; and 2) traveler information is or will be available so that travelers could make travel decisions adaptive to the random disturbances to reduce negative effects of uncertainty. Two central research questions focused on were: 1) Can we build and estimate an econometric model for travelers' en route updating of route choices? 2) Can such a model provide more realistic prediction of travelers’ route choices than existing ones? A state prefererence survey was conducted to measure two aspects of the subjects’ route choice behavior: risk attitude and strategic thinking. KW - Choice models KW - Decision making KW - Real time information KW - Risk KW - Route choice KW - Surveys KW - Travel time KW - Traveler information and communication systems KW - Uncertainty UR - http://agelab.mit.edu/files/finalreports/UMAR21_11FP.pdf UR - https://trid.trb.org/view/1279138 ER - TY - RPRT AN - 01502106 AU - Coughlin, Joseph F AU - New England University Transportation Center AU - Research and Innovative Technology Administration TI - Assessing the Transportation Readiness of an Aging America PY - 2013///Final Report SP - 3p AB - The transportation needs of an aging society are becoming more urgent with time. One baby boomer - those born between 1946 and 1964 - is now turning 61 years old every seven seconds. How are transportation planners and policy makers responding to the coming mobility demands of the nationʼs largest cohort, nearly 80 million people? Previous research (pre-Safe, Accountable, Flexible, Efficient Transportation Equity Act: A Legacy for Users (SAFETEA-LU)) was conducted, surveying metropolitan planning organizations (MPOs) across the country to assess their state of ʻaging readinessʼ. That work revealed that, while planners and senior MPO decision makers were well aware of the aging issue and coming transportation demands, few identified the challenge as high on their programmatic agenda. Moreover, many suggested that boomers may find a transportation environment in their old age looking very similar to their parentsʼ experience: few options, car dependent and low density communities. This work conducted - and reports on - a second survey of MPOs, two years after SAFETEA-LU, and the high priority given to transportation by the 2005 White House Conference on Aging to determine if the issue has gained prominence and action. KW - Aged KW - Decision making KW - Metropolitan planning organizations KW - Mobility KW - Policy making KW - Surveys KW - Transportation planning UR - http://agelab.mit.edu/files/finalreports/MITR20-2FP.pdf UR - https://trid.trb.org/view/1279123 ER - TY - RPRT AN - 01502104 AU - Committee on the Marine Transportation System TI - U.S. Arctic Marine Transportation System: Overview and Priorities for Action 2013 PY - 2013 SP - 119p AB - This report identifies existing Arctic marine transportation system (MTS) policies; assesses present and future uses of the Arctic, and their implications for the United States and a U.S. Arctic MTS; describes the essential components of a U.S. Arctic MTS necessary for safe, secure, environmentally sustainable and reliable navigation; describes components needed to protect maritime commerce, indigenous peoples and communities, and the environment as outlined in U.S. Arctic Region Policy and applicable law; evaluates the current condition of the U.S. Arctic MTS, including physical and information infrastructure and human capital; recommends priority areas for action both in the near and longer term; and recommends action through which Committee on the Marine Transportation System (CMTS) agencies can strengthen the U.S. Arctic MTS to meet the Nation’s goals for safe Arctic economic development and environmental protection. KW - Arctic Ocean KW - Arctic Regions KW - Economic development KW - Environmental impacts KW - Marine Transportation System KW - Navigation KW - Policy KW - Recommendations KW - Strategic planning KW - United States UR - http://www.cmts.gov/downloads/CMTS%20U%20S%20%20Arctic%20MTS%20Report%20%2007-30-13.pdf UR - https://trid.trb.org/view/1279834 ER - TY - RPRT AN - 01502103 AU - Ferreira, Joseph AU - New England University Transportation Center AU - Research and Innovative Technology Administration TI - New Data for Relating Land Use and Urban Form to Private Passenger Vehicle Miles PY - 2013///Final Report SP - 3p AB - This research project developed the most extensive and spatially detailed analysis of annual vehicle miles traveled (VMT) by type of vehicle, place of residence, and land use pattern. The authors combined a unique Massachusetts State dataset of annual odometer readings since 2001 for more than six million vehicles with geographic information system (GIS) data layers of housing, infrastructure, and demographic characteristics in order to associate actual miles driven (for private passenger vehicles) with place of garaging at a very fine grain of spatial detail. The work involved close collaboration with MassGIS (the State's GIS Office) and the Boston Metropolitan Area Planning Council (MAPC), two key state and regional planning agencies involved in the policy analysis and modeling of land use, growth management, and transportation strategies for reducing greenhouse gas emissions. KW - Demographics KW - Geographic information systems KW - Greenhouse gases KW - Land use KW - Massachusetts KW - Private passenger vehicles KW - Residential location KW - Travel patterns KW - Vehicle miles of travel UR - http://agelab.mit.edu/files/finalreports/MITR21-4FP.pdf UR - https://trid.trb.org/view/1279133 ER - TY - RPRT AN - 01502099 AU - Tonguz, Ozan K AU - Viriyasitavat, Wantanee AU - Technologies for Safe and Efficient Transportation University Transportation Center AU - Research and Innovative Technology Administration TI - Cars as Roadside Units: A Self-Organizing Network Solution PY - 2013 SP - 14p AB - Deploying Roadside Units (RSUs) for increasing the connectivity of vehicular ad hoc networks is deemed necessary for coping with the partial penetration of Dedicated Short Range Communications (DSRC) radios into the market at the initial stages of DSRC deployment. Several factors including cost, complexity, existing systems, and lack of cooperation between government and private sectors have impeded the deployment of RSUs. In this paper, the authors propose to solve this formidable problem by using a biologically inspired self-organizing network approach whereby certain vehicles serve as RSUs. The proposed solution is based on designing local rules and the corresponding algorithms that implement such local rules. Results show that the proposed approach can increase the message reachability and connectivity substantially KW - Algorithms KW - Connectivity KW - Dedicated short range communications KW - Information dissemination KW - Self organizing systems KW - Vehicle to infrastructure communications KW - Vehicular ad hoc networks (Computer networks) KW - Wireless communication systems UR - http://utc.ices.cmu.edu/utc/SON_IEEE_CM_Final_Figures.pdf UR - https://trid.trb.org/view/1279704 ER - TY - RPRT AN - 01502096 AU - Howitt, Arnold M AU - New England University Transportation Center AU - Research and Innovative Technology Administration TI - Improving Emergency Preparedness and Crisis Management Capabilities in Transportation--Year II PY - 2013///Final Report SP - 3p AB - While disaster preparedness and emergency management have had a high public profile over the past decade, Hurricane Katrina revealed serious weaknesses in the United States’ emergency response capabilities. There is thus much left to do before full consolidation of agencies into the Department of Homeland Security and parallel efforts across various levels of government are achieved. This study examined how several functional areas that are not traditionally considered part of the first responder community but still play important roles in emergency response are developing the capabilities necessary to integrate more fully into the country’s emergency management system. Following earlier work on terrorism preparedness and emergency evacuation, the research team focused on how these so-called “second circle” response organizations (including those from the transportation sector) are implementing the National Incident Management System (NIMS), a Congressionally-mandated template for coordinated organization, operational command, and implementation of response. Researchers looked at this issue from national, state, and local perspectives, with significant concentration on the linkages between these levels of government. KW - Crisis management KW - Decision making KW - Disaster preparedness KW - Disasters and emergency operations KW - Emergency management KW - Incident management KW - National Incident Management System (NIMS) KW - United States UR - http://agelab.mit.edu/files/finalreports/HVDR20_6FP.pdf UR - https://trid.trb.org/view/1279127 ER - TY - RPRT AN - 01502095 AU - Howitt, Arnold M AU - New England University Transportation Center AU - Research and Innovative Technology Administration TI - Teaching Case Studies on Earthquake Preparedness Efforts in the Transportation Sector, Los Angeles Metropolitan Area PY - 2013///Final Report SP - 2p AB - Through the development of a Harvard Kennedy School case study (intended for use as curriculum in graduate-level and executive education programs), this project examines earthquake preparedness and planning processes in the Los Angeles metropolitan region - specifically in connection to the area’s transportation network. By providing an in-depth description of how regional transportation and emergency management authorities planned and otherwise prepared for dealing with a high-consequence hazard (the United States Geological Service has determined that Southern California is overdue for an extremely powerful earthquake), the case enables students of public policy and administration to examine critical pre-event emergency management functions and to improve their ability to deal with similar challenges in their future professional work. KW - Case studies KW - Disaster preparedness KW - Earthquakes KW - Education and training KW - Emergency management KW - Los Angeles (California) KW - Transportation planning UR - http://agelab.mit.edu/files/year21/HVDE21_13_FP.pdf UR - https://trid.trb.org/view/1279139 ER - TY - RPRT AN - 01502093 AU - Sussman, Joseph AU - New England University Transportation Center AU - Research and Innovative Technology Administration TI - Data Use & Organizational Innovations in Transportation Planning PY - 2013///Final Report SP - 3p AB - In response to transportation innovation and particularly high-speed rail (HSR) as well as various political factors, there is a need to rethink the underlying precepts of transportation planning for urban areas and also planning at a regional scale. The innovative concept of “discontinuous regions” is explored in this research. By discontinuous regions, the authors mean that a region can be created ‘integrating” two cities – which become connected via HSR, while the locations between those two cities, that lack a station and hence access to high-speed rail, may be less advantaged. Portugal and the United Kingdom serve as the test beds for the study of these concepts and provide a useful framework for thinking through this new planning framework. KW - Data collection KW - High speed rail KW - Portugal KW - Regional planning KW - Transportation planning KW - United Kingdom KW - Urban areas UR - http://agelab.mit.edu/files/finalreports/MITR21_7FP.pdf UR - https://trid.trb.org/view/1279136 ER - TY - RPRT AN - 01502092 AU - D'Ambrosio, Lisa AU - New England University Transportation Center AU - Research and Innovative Technology Administration TI - Caregiving and Travel Patterns PY - 2013///Final Report SP - 3p AB - This study explored the impact of caregiving for older adults on mobility and travel patterns. Specifically, the focus was on how caregivers managed trips on behalf of another who receives care. Caregiving is becoming increasingly common as the population ages, and the number of people providing care for loved ones is expected to grow in the future. A 2004 survey by the National Alliance for Caregiving and the American Association of Retired Persons (AARP) estimated that there were nearly 44.4 million people who provided unpaid care for another adult. Caregiving for others often requires that caregivers make adjustments in their lives, fitting caring for their loves ones - and trips on behalf of their loves ones - around already busy schedules. Caregivers are also more likely to be women than men. For many older couples where the husband had long been the primary driver, caregiving roles can also mean a change in driving roles and in travel patterns. In spite of the growth in caregiving, and the increases expected in the future, relatively little is known about the impact of caregiving on travel behavior. This project focused on the trips that caregivers of people with Alzheimer’s or other dementias made on behalf of those for whom they provided care, and how they may have adjusted their travel patterns to accommodate the additional needs they must satisfy. The questions in this study include the nature of the relationship between caregivers and those who receive care, the types of trips caregivers make for their loved ones, and how caregivers accommodate these trips - either by trip chaining, making additional trips, foregoing the trip (or having someone else make the trip), or having the goods or services brought in-home where possible. The goal of this work was to highlight some of the changes in trip and travel behavior we might expect as more people take on caregiving roles in their lives. KW - Aged KW - Caregivers KW - Driving cessation KW - Mobility KW - Travel behavior KW - Travel patterns UR - http://agelab.mit.edu/files/finalreports/MITR20_4FP.pdf UR - https://trid.trb.org/view/1279125 ER - TY - RPRT AN - 01502090 AU - Branscomb, Lewis M AU - New England University Transportation Center AU - Research and Innovative Technology Administration TI - Hazardous Material Transportation and the Security Externality: What Should be Done? PY - 2013///Final Report SP - 3p AB - This project examined the “safety and security externalities” which exists in the transportation of hazardous materials (particularly toxic inhalant hazards) and identified alternative mitigation strategies. The combination of terrorist attacks, natural disasters, and human error has brought increased attention to the vulnerability of our infrastructure and population resulting from the transportation of hazardous materials, especially through cities. The primary objectives of this study were to identify risks associated with transporting toxic inhalant hazards (TIH) and propose approaches to mitigate the negative safety and security externalities created by hazardous materials transportation. KW - Alternatives analysis KW - Cities KW - Externalities KW - Hazard mitigation KW - Hazardous materials KW - Poisons KW - Risk analysis KW - Safety and security KW - Toxic inhalation hazards UR - http://agelab.mit.edu/files/finalreports/HVDR20_7FP.pdf UR - https://trid.trb.org/view/1279128 ER - TY - RPRT AN - 01502088 AU - Mehler, Bruce AU - New England University Transportation Center AU - Research and Innovative Technology Administration TI - Evaluating Driver Reactions to New Vehicle Technologies Intended to Increase Safety and Mobility across the Lifespan PY - 2013///Final Report SP - 3p AB - Personal vehicle manufactures are introducing a wide range of new technologies that are intended to increase the safety, comfort, and mobility of drivers of all ages. While part of the challenge of developing and implementing such systems is technical, equally important considerations include the extent to which the general public is willing to trust these technologies appropriately and actually use the systems in ways that produce the intended benefits. This may be particularly the case for older drivers for whom many of these technologies represent significant challenges to their mental models of how to operate a vehicle and who may be less trusting of new technologies per se. This project evaluated drivers’ reactions to a semi-autonomous system for parallel parking and a cross traffic warning alert system designed to warn drivers of encroaching vehicles when they are attempting to back out of a parking space. Both technologies are being promoted by the manufacturer, in part, as systems intended to reduce driver stress. KW - Aged drivers KW - Attitudes KW - Backing (Driving) KW - Driver support systems KW - Parking KW - Stress (Psychology) KW - Technological innovations KW - Vehicle safety KW - Warning devices UR - http://agelab.mit.edu/files/finalreports/MITR23_4FP.pdf UR - https://trid.trb.org/view/1279161 ER - TY - RPRT AN - 01502084 AU - Gomez-Ibanez, Jose A AU - Luberoff, David AU - New England University Transportation Center AU - Research and Innovative Technology Administration TI - Teaching Cases on Transportation and Global Warming PY - 2013///Final Report SP - 3p AB - This project developed a series of three teaching cases that explore the implications of global warming for transportation policy in the United States. The cases are intended to be used in graduate and undergraduate courses on transportation policy and planning and are available free of charge from the website of the Case Program at the Harvard Kennedy School: http://www.case.hks.harvard.edu/. The teaching cases are: Electric Vehicles in Cities; The California Global Warming Solutions Act; and Ambitious but Achievable: Using Land Use and Transportation Plans to Reduce Greenhouse Gas (GHG) Emissions in California. KW - California KW - City planning KW - Education and training KW - Electric vehicles KW - Global warming KW - Greenhouse gases KW - Land use KW - Laws and legislation KW - Pollutants KW - Transportation planning KW - Transportation policy KW - United States UR - http://agelab.mit.edu/files/finalreports/HVDE22_17FP.pdf UR - https://trid.trb.org/view/1279157 ER - TY - RPRT AN - 01502079 AU - Sussman, Joseph AU - New England University Transportation Center AU - Research and Innovative Technology Administration TI - Assessing the Costs and Benefits of Alternative Approaches to High Speed Rail PY - 2013///Final Report SP - 3p AB - With high-speed rail (HSR) on the national agenda in the United States for the first time in quite a few years, and with the support of the executive branch of the U.S. government, it is of value to study various alternatives in terms of how services might be provided with particular focus on the Northeast Corridor (NEC) of the U.S. Building high-speed rail in the international image of the Shinkansen in Japan and TGV in France is one possibility. This would involve new infrastructure and train sets. Another is to create so-called incremental high-speed rail (some call it “higher-speed rail”) in which existing services coupled with some infrastructure changes permit a superior level-of-service than exists now (say, with Acela) and at lower costs than the international quality mentioned above. There are many technical and market development issues inherent in the NEC but further, institutional issues abound in the corridor with nine states, various large city governments, freight movements and other issues to deal with to say nothing about the organizational structure that would support operations. In this research, we consider technological alternatives as well as institutional alternatives in the NEC. KW - Alternatives analysis KW - Benefit cost analysis KW - High speed rail KW - Northeast Corridor KW - United States UR - http://agelab.mit.edu/files/finalreports/MITR23_7FP.pdf UR - https://trid.trb.org/view/1279343 ER - TY - RPRT AN - 01502078 AU - Gonza'lez, Marta C AU - New England University Transportation Center AU - Research and Innovative Technology Administration TI - Disruptive Technologies for Massachusetts Bay Transportation Authority Business Strategy Exploration PY - 2013///Final Report SP - 3p AB - This research had three tasks. (1) A Methodology to extract Road Usage Patterns from Phone Data. The researchers combined the most complete record of daily mobility, based on large-scale mobile phone data, with detailed Geographic Information System (GIS) data, uncovering previously hidden patterns in urban road usage. (2) A Methodology to analyze Global Positioning System (GPS) Data for Control of Bus Performance. The researchers investigated the potential of "low-frequency" bus localization data for the monitoring and control of bus system performance. Data with a sampling rate as low as one minute was shown, when processed appropriately, to provide ample information. In particular, accurate estimates of stop arrival and departure times were obtained, which in turn allowed the analysis of headways and travel times. (3) Inferring Land Use from Mobile Phone Activity. The locations and communication patterns of millions of individuals are recorded alongside information about the function of the places they go. This work used dynamic data to quantify the relationship between activity within an area (measured via mobile phones) and land use. Results provide a temporal dimension to understanding land use and suggest new data sources that may give a more accurate description of activity in a place. KW - Activity choices KW - Bus transit operations KW - Data analysis KW - Geographic information systems KW - Global Positioning System KW - Land use KW - Massachusetts Bay Transportation Authority KW - Mobile telephones KW - Mobility KW - Technological innovations KW - Travel patterns KW - Travel time KW - Urban highways UR - http://agelab.mit.edu/files/finalreports/MITR23_3FP.pdf UR - https://trid.trb.org/view/1279160 ER - TY - RPRT AN - 01502063 AU - D'Ambrosio, Lisa AU - New England University Transportation Center AU - Research and Innovative Technology Administration TI - The Role of Driver Rehabilitation in Extending the Driving Lifetimes and Enhancing the Mobility of Older Adults PY - 2013///Final Report SP - 3p AB - This study explored the role and impact of driver rehabilitation for older adults on extending driving lifetimes and enhancing mobility. Specifically, the focus was on the effects of driver rehabilitation on older adults’ abilities to continue driving safely, their attitudes toward driving, and their overall satisfaction with their mobility. Thanks to improvements in public health, medicine, education and technology, people are living, and driving, longer than ever before. Not only are the projected numbers of older drivers on the rise, so too are the numbers of miles driven by older drivers in an average year. While older driver education offerings promote efforts to keep older adults driving safely, they do not provide remedy for individual physical or medical issues that may present challenges for safe continued driving. In spite of the possibilities that driver rehabilitation offers to older drivers, relatively few take advantage of the driver assessments and rehabilitation available. For many older drivers, the possibility of a driving assessment may be equated with driving cessation; thus, they may be reluctant to initiate such a process if they believe they will automatically lose their licenses. Thus, the current use of driving evaluation resources and driver rehabilitation services is smaller than the overall demand, especially with the growing older population, would suggest. This qualitative project focused on older drivers’ experiences with driving rehabilitation - what they thought it would be, what it was, how it affected their driving skills and habits, and whether they feel it enhanced their mobility. KW - Aged drivers KW - Attitudes KW - Driver performance KW - Driver rehabilitation KW - Evaluation and assessment KW - Mobility UR - http://agelab.mit.edu/files/finalreports/MITR21_3FP.pdf UR - https://trid.trb.org/view/1279132 ER - TY - RPRT AN - 01502057 AU - Coughlin, Joseph F AU - New England University Transportation Center AU - Research and Innovative Technology Administration TI - Alternative Transportation Options, Well-Being & Livable Communities PY - 2013///Final Report SP - 3p AB - This research examined subjective well-being or SWB in several dimensions: physical well-being, emotional well-being, access to services, work environment, life evaluation and healthy behaviors. How does transportation and selected community design elements affect well-being, especially among disadvantaged populations such as the elderly? This project queried the Gallup-Healthways Well-being Index, a survey of 1000 Americans everyday over an ongoing 25 year period, to identify the possible impact of transportation and community on SWB, e.g., walkability, access to parks, public transportation options, etc. Several questions were addressed: how does transportation and area type-related variables impact SWB, for example, does your commute time affect SWB; do high alternative transportation service levels improve SWB; and does where you live, e.g. city, rural or area type, affect SWB? KW - Aged KW - Alternatives analysis KW - Communities KW - Emotions KW - Health KW - Public transit KW - Quality of life KW - Socioeconomic areas KW - Surveys KW - Transportation modes KW - Transportation planning UR - http://agelab.mit.edu/files/finalreports/MITR23-1FP.pdf UR - https://trid.trb.org/view/1279158 ER - TY - RPRT AN - 01502056 AU - Garrick, Norman AU - Lownes, Nicholas AU - New England University Transportation Center AU - Research and Innovative Technology Administration TI - Case Studies of Freeway Removal PY - 2013///Final Report SP - 3p AB - As our road infrastructure ages, more cities will be faced with the decision of what to do with freeways within their urban core. With local budgets tightening, more cities will begin considering the removal of these roads as a way to save on maintenance and rebuilding costs. In many cases, however, people fear that reducing road capacity will cause traffic gridlock or adversely affect the economy of a city. Limited empirical evidence exists to explain how removing a freeway link affects travel behavior. Understanding how people adjust their transportation choices when faced with the removal of a high capacity link is critical to planning efforts for future projects. In this study we examine three case studies of urban freeway removal: two within San Francisco and one in Milwaukee. KW - Case studies KW - Freeway operations KW - Freeways KW - Milwaukee (Wisconsin) KW - San Francisco (California) KW - Transportation planning KW - Travel behavior KW - Urban highways UR - http://agelab.mit.edu/files/finalreports/UCNR21_9FP.pdf UR - https://trid.trb.org/view/1279137 ER - TY - RPRT AN - 01502045 AU - D'Ambrosio, Lisa AU - New England University Transportation Center AU - Research and Innovative Technology Administration TI - Keeping Fit and Fit to Drive: An Experimental Intervention to Explore the Impact of Physical Exercise on Older Adults’ Driving PY - 2013///Final Report SP - 3p AB - The purpose of this research was to approach the question of mobility for older adults from a positive perspective rather than focus on the negative of stopping a behavior. The question was what older adults might be able to do proactively to extend their safe driving careers. A few studies have shown that physical activity might have a positive impact on safe driving behaviors among older adults. Maintaining different elements of fitness may be important for continued safe driving behavior. For example, Staplin et al. (2003a, 2003b) found an increase in crash risk among drivers who failed a head and neck rotation task. Thus, maintaining flexibility as part of a fitness routine may be important for helping older drivers to continue to drive safely. To explore further how positive action might help to extend driving, this study was designed as an experimental intervention to examine the impact of physical exercise on older adults’ safe driving behaviors. KW - Aged drivers KW - Automobile drivers KW - Driver performance KW - Physical fitness UR - http://agelab.mit.edu/files/finalreports/MITR23_2FP.pdf UR - https://trid.trb.org/view/1279159 ER - TY - RPRT AN - 01502044 AU - Ramani, Tara AU - Kader, Michael AU - Johnson, Jeremy AU - Zietsman, Joe AU - Speigelman, Cliff AU - Jacobs, Tim AU - Texas A&M Transportation Institute AU - Texas Department of Transportation AU - Federal Highway Administration TI - Fleet Equipment Performance Measure Preventive Maintenance Model PY - 2013///Project Summary SP - 2p AB - The Texas Department of Transportation (TxDOT) operates a large fleet of on-road and off-road equipment. Consequently, fleet maintenance procedures (specifically preventive maintenance such as oil changes) represent a significant cost to the agency. TxDOT currently uses a preventive maintenance schedule dependent on simple variables such as vehicle miles or operational hours logged. However, with newer engines and vehicles that are equipped with onboard diagnostic systems, there is the possibility of tracking these parameters or performance measures over time and correlating them to oil degradation levels to determine the need for preventive maintenance. The aim of this research is to: provide a proof of concept for this idea by studying whether a statistical approach to recommending oil changes in TxDOT’s fleet vehicles can be achieved based on collection of engine data (through onboard diagnostics) and oil sampling analysis; and assess whether predictive intervals can improve preventive maintenance practices and save money. KW - Cost effectiveness KW - Data collection KW - Engine operation KW - Maintenance equipment KW - Oil changing KW - Performance measurement KW - Preventive maintenance KW - Texas Department of Transportation KW - Vehicle fleets KW - Vehicle maintenance UR - http://tti.tamu.edu/documents/0-6626-S.pdf UR - https://trid.trb.org/view/1279849 ER - TY - RPRT AN - 01502043 AU - Sodhi, Manbir AU - Wood, Mark AU - New England University Transportation Center AU - Research and Innovative Technology Administration TI - Assessment of Older Driver Performance Under Low Level Alcohol Impairment PY - 2013///Final Report SP - 3p AB - This report summarizes the outcome, to date, of work undertaken to examine the effects of low level alcohol impairment, especially for older drivers, based on on-road driving studies. Some of the questions the project initially sought to answer were: (1) How does alcohol impairment at low (legal) levels influence driver performance and eye movements of drivers in laboratory experiments? (2) How does alcohol impairment at low (legal) levels influence driver performance and eye movements of drivers in on-road experiments? (3) How do the use of devices such as cell phones and navigation devices impact the eye movements of drivers who are operating vehicles, whilst under the legal limits of alcohol impairment? KW - Aged drivers KW - Blood alcohol levels KW - Cellular telephones KW - Driver performance KW - Drunk driving KW - Eye movements KW - Field tests KW - Laboratory studies KW - Navigation devices UR - http://agelab.mit.edu/files/finalreports/URIR22_16FP.pdf UR - https://trid.trb.org/view/1279156 ER - TY - RPRT AN - 01502038 AU - Reimer, Bryan AU - New England University Transportation Center AU - Research and Innovative Technology Administration TI - Assessing the Impact of Age on Cognitively Induced Visual Tunneling PY - 2013///Final Report SP - 3p AB - Driver attention to the roadway is paramount to safety. Therefore, the debate on driver distraction is largely concerned with maximizing the time a driver’s eyes are focused on the road. The demands visual-manual interfaces place on driver’s visual attention are relatively overt. Previous research has shown that many cognitive activities impact the allocation of visual attention as well. Although a driver’s eyes overtly remain oriented towards the road during periods of heightened cognitive activity, a more central concentrated scan path appears. Numerous studies have reported a decrease in reaction time associated with increased cognitive activates. KW - Age KW - Aged drivers KW - Cognition KW - Distraction KW - Driver performance KW - Eye movements KW - Reaction time KW - Visual perception UR - http://agelab.mit.edu/files/finalreports/MITR21_6FP.pdf UR - https://trid.trb.org/view/1279135 ER - TY - RPRT AN - 01502034 AU - Reimer, Bryan AU - New England University Transportation Center AU - Research and Innovative Technology Administration TI - Age Related Changes in Cognitive Response Style in the Driving Task Part II PY - 2013///Final Report SP - 3p AB - This project explored the patterns in drivers’ physiological arousal to periods of heightened cognitive workload. While in many cases heart rate increases with cognitive demand, results from a set of driving simulation studies completed as part of this project illustrate that situations exist where an increase in overt cognitive demand does not result in an increase in heart rate. In essence, this research suggests that there are cognitively demanding situations where heart rate may increase or decrease, depending on how attention is directed or allocated. In the first phase of this project, other than having consistently higher heart rates, what appeared to differentiate late middle age and younger drivers was not so much a specific pattern of response to a cell phone task, but the relative distribution of individuals showing increases, decreases, or unchanged heart rates. As part of this project, a subsequent assessment considered data on a continuous performance task and found consistent results. KW - Age KW - Attention KW - Cellular telephones KW - Cognition KW - Driver performance KW - Driving simulators KW - Heart rate KW - Physiological aspects UR - http://agelab.mit.edu/files/finalreports/MITR20_5FP.pdf UR - https://trid.trb.org/view/1279126 ER - TY - RPRT AN - 01502017 AU - Ben-Akiva, Moshe AU - Abou-Zeid, Maya AU - New England University Transportation Center AU - Research and Innovative Technology Administration TI - Measuring and Modeling Travel Well-Being in a Dynamic Context PY - 2013///Final Report SP - 3p AB - Travel behavior models typically assume that people base their travel choices on time and cost considerations and do not account sufficiently for qualitative factors that affect the choice. Travel choices are however more likely to be motivated by a desire to maintain or enhance travel well-being. In addition to time and cost, travelers value factors such as reliability, comfort, convenience, safety, etc. Thus, travel well-being is a broader concept that encompasses generalized cost. While there have been numerous studies that have measured some travel well-being in one form or another (happiness, stress, satisfaction, liking), most of these studies have been cross-sectional. Yet well-being is a dynamic process, and measurements of well-being could produce different answers depending on the moment in time at which it is measured, such as under habitual or non-habitual travel conditions. The aim of this research is to assess these dynamics in travel well-being and to develop a modeling framework that captures the relationship between well-being and travel behavior. KW - Choice models KW - Decision making KW - Dynamic models KW - Emotions KW - Quality of life KW - Travel behavior UR - http://agelab.mit.edu/files/finalreports/MITR21_1FP.pdf UR - https://trid.trb.org/view/1279130 ER - TY - RPRT AN - 01502005 AU - Salvucci, Frederick P AU - Attanucci, John AU - New England University Transportation Center AU - Research and Innovative Technology Administration TI - MIT Employee Commuter Behavior Trial PY - 2013///Final Report SP - 3p AB - The objectives of this project included the following: (1) to evaluate the potential impact (in terms of commuter mode shifts) from the introduction of disruptive technologies at the Massachusetts Institute of Technology (MIT) in Cambridge, Massachusetts, including new transit benefits for automobile commuters, real-time, location aware mobile phone applications and a new web-based reward incentive program; (2) to determine improved employer transportation benefit program design; and (3) to influence future Federal and state funding eligibility priorities with respect to transit commuting incentives and real-time ridesharing and transit user information. This project report only partially addresses these objectives, due to the fact that events beyond the control of the researchers have delayed key elements necessary for the successful implementation of the full commuter behavior trial. Significant directly-related and supportive research has progressed so that when the key factors causing delay are resolved, it will be feasible to implement most, if not all, of the initial research design at MIT during the coming year. KW - Automobile drivers KW - Behavior KW - Commuters KW - Employee benefits KW - Employees KW - Government funding KW - Incentives KW - Massachusetts Institute of Technology KW - Modal shift KW - Public transit KW - Real time information KW - Web applications UR - http://agelab.mit.edu/files/finalreports/MITR23_6FP.pdf UR - https://trid.trb.org/view/1279162 ER - TY - RPRT AN - 01502000 AU - Reis, Andre B AU - Sargento, Susana AU - Neves, Filipe AU - Tonguz, Ozan K AU - Technologies for Safe and Efficient Transportation University Transportation Center AU - Research and Innovative Technology Administration TI - Deploying Road Side Units in Sparse Vehicular Networks: What Really Works and What Does Not PY - 2013 SP - 13p AB - The 802.11p/Wireless Access in Vehicular Environment (WAVE) standard relies on the presence of Onboard Units (OBUs) and Roadside Units (RSUs) for communications in vehicular networks. In this paper, the authors study the benefits of deploying RSUs to improve communications in highway scenarios. An analytical model is developed to analyze communication delay in a highway scenario with bi-directional traffic, considering both connected and disconnected RSUs, and the model is validated via simulations and experimental measurements with 802.11p equipment. Contrary to conventional wisdom, the results show that significant benefits of RSUs in terms of connectivity and message dissemination can only be achieved when the deployed RSUs are interconnected. Conversely, deploying a large number of disconnected RSUs will lead to little or no benefit in message dissemination delay. KW - Connectivity KW - Field tests KW - Highways KW - Information dissemination KW - Mathematical models KW - Messages (Communications) KW - Simulation KW - Traffic flow KW - Vehicular ad hoc networks (Computer networks) KW - Wireless communication systems UR - http://utc.ices.cmu.edu/utc/Andre_Ozan_IEEE_TVT-2013_final_Nov25.pdf UR - https://trid.trb.org/view/1279705 ER - TY - RPRT AN - 01501359 AU - Ben-Akiva, Moshe AU - Abou-Zeid, Maya AU - New England University Transportation Center AU - American University of Beirut AU - Research and Innovative Technology Administration TI - Capturing Well-Being in Activity Pattern Models Within Activity-Based Travel Demand Models PY - 2013///Final Report SP - 3p AB - The activity-based approach which is based on the premise that the demand for travel is derived from the demand for activities, currently constitutes the state of the art in metropolitan travel demand forecasting and particularly in a form known as the day schedule approach. This approach first models the day activity pattern of an individual (number of activities and tours by type), and then models the travel dimensions including destination, mode, and time-of-travel given an activity pattern. Several modeling developments have been incorporated into these models over the last decade or so. Yet, the specification of the activity pattern model in operational activity-based model systems is not founded in a behavioral theory, but rather combines in ad-hoc ways a number of socio-economic, demographic, lifestyle, and accessibility variables based on empirical considerations. The authors postulate that activities are planned and undertaken to satisfy needs so as to maintain or enhance subjective well-being, and extend activity pattern models in this direction. The authors develop two extensions to enhance the specification of the activity pattern model. The first extension maintains the standard activity pattern utility specification but adds information about the utility using well-being measures in addition to the usual choice indicators. It is expected that the activity pattern models that incorporate well-being would be behaviorally more realistic and would enhance the efficiency of the activity pattern models thereby yielding better prediction of travel patterns. The second extension explicitly models the drivers of activity participation, based on the notion that individuals pursue different activities to satisfy their needs (sustenance, social, recreation, etc.). Each activity that an individual conducts may satisfy one or several of his/her needs. Conversely, each need may be satisfied by one or several activities. The authors model an individual’s choice of activity dimensions including frequency, sequence, location, mode, time-of-travel, etc. as one that maximizes his/her need-satisfaction. KW - Activity choices KW - Metropolitan areas KW - Traffic forecasting KW - Travel demand KW - Travel patterns KW - Well-being UR - http://agelab.mit.edu/files/finalreports/MITR22_1FP.pdf UR - https://trid.trb.org/view/1279141 ER - TY - RPRT AN - 01501358 AU - Howitt, Arnold M AU - New England University Transportation Center AU - Research and Innovative Technology Administration TI - Crisis Management in Transportation: Building Capacity through Exercises PY - 2013///Final Report SP - 3p AB - Building on research conducted in part with UTC Year 20 funding, this project examined the experience of organizations from the “second circle” of the emergency response community – including surface transportation agencies – in using exercises and drills as a form of disaster preparedness. (“Second circle” organizations are defined as those whose core missions do not focus on the delivery of emergency response services but which still perform important response functions during major disasters.) In particular, the research team focused on how a set of second circle agencies in select metropolitan areas have trained their personnel in utilizing the National Incident Management System (NIMS), a national template for coordinated organization, operational command, and implementation of response. Among other things, researchers explored how these agencies have used NIMS training to prepare their personnel for a range of potential disaster situations, increase proficiency in emergency response skills, and to become more integrated into a comprehensive emergency management system that reaches across agency, jurisdictional, and level-of-government boundaries. (This study of how transportation systems prepare for disaster situations is well-aligned with the NEUTC’s theme – strategic management of disruptive change in transportation systems, specifically the focus on disruptive environments.) KW - Crisis management KW - Disaster preparedness KW - Emergency management KW - Ground transportation KW - Incident management KW - Transportation departments UR - http://agelab.mit.edu/files/finalreports/HVDR22_12FP.pdf UR - https://trid.trb.org/view/1279152 ER - TY - RPRT AN - 01501357 AU - Fu, Tat AU - Gress, David AU - Caron, Rosemary AU - New England University Transportation Center AU - University of New Hampshire, Durham AU - Research and Innovative Technology Administration TI - Encouraging Alternative Transportation Behavior among Baby Boomers via Simulations PY - 2013///Final Report SP - 3p AB - Due to disruptions prompted by changing demographic patterns, aging infrastructure, and a growing ‘green’ culture New England states have been at the forefront of searching for options to encourage sustainable transportation alternatives. However, this quest has not translated in substantive behavior change. Mitigation of the environmental impact of automobile traffic can be facilitated through a number of technological, economic, and regulatory factors. But in order to achieve widespread adoption of alternatives, changes in individual knowledge, attitude, and behavior are essential. This proposal addresses the NEUTC theme: The strategic management of disruptive change in transportation systems. It is designed to apply the Transtheoretical Model of Change (TTM) to baby boomer populations to improve transportation choices and help the environment. Given the tremendous success of TTM in other areas of behavior change this team is in a unique position to develop an innovative project, which can serve as a model for sustainable transportation for campuses and communities nationwide. The work presented here reflects the findings of a multi-year, multi-site interdisciplinary project designed to promote alternative/sustainable transportation (AT or ST) and to encourage mode shift from single occupancy vehicle commuting to transit, carpooling, walking or biking. KW - Attitudes KW - Baby boomer generation KW - Behavior KW - Bicycling KW - Carpools KW - Knowledge KW - Modal shift KW - Mode choice KW - Public transit KW - Simulation KW - Sustainable transportation KW - Transtheoretical Model of behavior change KW - Walking UR - http://agelab.mit.edu/files/finalreports/UNHR23_1FP.pdf UR - https://trid.trb.org/view/1279352 ER - TY - RPRT AN - 01501356 AU - Ferreira, Joseph AU - New England University Transportation Center AU - Research and Innovative Technology Administration TI - Linking Mileage to Auto Accident Risk and Urban Form PY - 2013///Final Report SP - 3p AB - Pricing auto insurance on a per-mile basis provides a beneficial, cost-based incentive to reduce vehicle miles traveled compared with traditional rating plans that charge annual premiums with little or no consideration of miles driven. The research project is a continuation of UTC Project MITR21-4 which combines spatially detailed information about vehicle miles traveled (VMT), urban form, and automobile accidents into the most extensive analysis yet undertaken of mileage based risk and the influence of urban form. The author combined spatially detailed GIS data layers for housing, infrastructure, and demographic factors with two unique Massachusetts State datasets for millions of vehicles in order to associate accident experience both with actual miles driven (for private passenger vehicles) and with driver and place-of-garaging characteristics. The work involved close collaboration with MassGIS (the State's GIS Office) and with the Boston Metropolitan Area Planning Council (MAPC), two key state and regional planning agencies involved in the policy analysis and modeling of land use, growth management, and transportation strategies for reducing greenhouse gas emissions. These per-mile estimates are then combined with price elasticity of demand for gasoline and with MAPC projections of regional growth in order to estimate the VMT savings from mileage-based insurance pricing and from alternative metropolitan growth scenarios. KW - Automobile insurance KW - Boston Metropolitan Area KW - Crash risk forecasting KW - Geographic information systems KW - Highway safety KW - Insurance rates KW - Traffic crashes KW - Urban form KW - Vehicle miles of travel UR - http://agelab.mit.edu/files/finalreports/MITR22-5FP.pdf UR - https://trid.trb.org/view/1279145 ER - TY - RPRT AN - 01501354 AU - Zegras, Chris AU - New England University Transportation Center AU - Research and Innovative Technology Administration TI - Travel Behavior of the Aging Boomers: Evidence from Naturally Occurring Retirement Communities (Phase IV) PY - 2013///Final Report SP - 3p AB - This project represented ongoing research into the relationship of the built environment and travel behavior of older baby boomers (for the purposes of the research, we focus on baby boomers aged 55 to 64, so-called “leading edge” baby boomers). The author's previous project phases focused on suburban areas of Boston, with a particular focus on identifying variation across ‘traditional’ suburban neighborhoods and nearby age-restricted neighborhoods. This particular research phase turned to the more urban settings of Boston, specifically the cities of: Boston, Cambridge, Somerville, and Brookline. There were two basic objectives: 1) Understand the relationships between the built environment and baby boomers’ “active travel” (walking and biking) in urban areas, including understanding the relationships with traffic risk. 2) Understand the differences in travel behavior between urban and suburban boomers. KW - Aged KW - Baby boomer generation KW - Bicycling KW - Boston Metropolitan Area KW - Built environment KW - Suburbs KW - Travel behavior KW - Urban areas KW - Walking UR - http://agelab.mit.edu/files/finalreports/MITR22_9FP.pdf UR - https://trid.trb.org/view/1279149 ER - TY - RPRT AN - 01501353 AU - Glass, Jim AU - New England University Transportation Center AU - Research and Innovative Technology Administration TI - Evaluation of a Natural Speech Based Informational Inquiry System as a Potential Means to Increase Transit Utilization PY - 2013///Final Report SP - 3p AB - This project proposed to explore the potential of a user friendly, natural speech based information inquiry application as one means of increasing public transit utilization. It suggested that a key challenge to expanding transit ridership is to encourage people who have not used a system to develop familiarity with it. The initial phase of the project focused on gathering strategic information from potential users on implementations of a speech interface they would be most likely to use and the types of information they perceive as being most useful in supporting and/or increasing their use of the transit system. In the first phase of this effort, research was directed towards expanding the transit information capability of the CityBrowser spoken dialogue prototype, and incorporating crowdsourcing methods for query collection to enhance the robustness of the system. In a second component of this effort, a 2010 Lincoln MKS with a SYNC™ voice interface was assessed. The vehicle was instrumented for time synchronized recording of vehicle information from the controller area network (CAN) bus, a MEDAC System/3 physiology monitoring unit, FaceLAB® 5.0 eye tracking, cameras for capturing driver behavior and vehicle surroundings, and GPS tracking. Subjects were asked to complete six in-vehicle task areas: manual control of the radio, voice command control of the radio, navigation system destination entry, song selection (from an MP3 storage device), stored phone number dialing, and an auditory presentation / verbal response calibration task (n-back). KW - Driver vehicle interfaces KW - Driver workload KW - Public transit KW - Real time information KW - Ridership KW - Speech recognition KW - Traveler information and communication systems KW - Voice communication UR - http://agelab.mit.edu/files/finalreports/MITR22-6FP.pdf UR - https://trid.trb.org/view/1279146 ER - TY - RPRT AN - 01501352 AU - Gao, Song AU - New England University Transportation Center TI - Trajectory-Adaptive Route Choice Models: Specification, Choice Set Generation, and Estimation PY - 2013///Final Report SP - 3p AB - The objective of the research is to investigate adaptive route choice behavior using individual-level route choice data from GPS (Global Positioning System) observations in a real-life network, where a traveler could revise the route choice based upon trajectory information, defined as experienced travel times along the traversed road segments. Traffic networks are inherently uncertain with random disruptions such as incidents and bad weather, and real-time information on realized traffic conditions could potentially help reduce the uncertainty and thus travelers could adjust route choices accordingly. Previous studies have shown that an adaptive route choice model can be estimated in hypothetical, simplified networks with SP (stated preferences) data, and this research aims to investigate whether such a model can be estimated and explain adaptive route choice behavior under trajectory information using RP (revealed preferences) data. The major tasks are to specify a random utility model for adaptive route choice in a general network, design and implement computer algorithms to generate the choice set where the alternatives are trajectory-adaptive routing strategies, and estimate the model against GPS data using existing estimation software. KW - Adaptive routing KW - Choice models KW - Global Positioning System KW - Real time information KW - Revealed preferences KW - Route choice KW - Stated preferences KW - Travel time UR - http://agelab.mit.edu/files/finalreports/UMAR23_1FP.pdf UR - https://trid.trb.org/view/1279351 ER - TY - RPRT AN - 01501351 AU - Sussman, Joseph AU - New England University Transportation Center AU - Research and Innovative Technology Administration TI - Transportation Strategy Development Under Economic Uncertainty PY - 2013///Final Report SP - 3p AB - The interests of the researchers here were to understand various modes for developing long term – that is strategic – plans with particular concern for the economic uncertainties one invariably faces in such a planning environment. Often resources cannot be confidently projected many years into the future and yet when one talks about transportation systems one is talking about large scale infrastructure that is very long lived. So how does one “do strategy”? There are two schools of thought on the general question of how strategies are developed. One mode of thought championed by Professor Michael Porter of the Harvard Business School is deliberative strategy where one maps out a long-term strategic direction for, in our case, the transportation network and then makes individual decisions within the framework of that strategy statement. The other major school of thought, championed by Professor Henry Mintzburg at McGill University, is called emergent strategy. In essence, that approach argues that in many cases we “discover” our strategy after the fact--by looking at decisions we actually made and backtracking to a statement of “what our strategy must have been.” Of course, in practice, strategy development in most fields is a hybrid of these two approaches and this is certainly true in the transportation area. The author studied this phenomenon of deliberative and emergent strategy using the transportation highway network in Portugal as his case study. KW - Case studies KW - Economic factors KW - Portugal KW - Strategic planning KW - Transportation planning UR - http://agelab.mit.edu/files/finalreports/MITR22_8FP.pdf UR - https://trid.trb.org/view/1279148 ER - TY - RPRT AN - 01501350 AU - Coughlin, Joseph F AU - New England University Transportation Center AU - Research and Innovative Technology Administration TI - AGNES and Livable Communities PY - 2013 SP - 4p AB - Earlier research used ‘empathy’ to inform transportation students and professionals by producing personal experiences that provided insights to improve public transportation or at least identify ‘friction points’ in an otherwise accessible system. This project explored the ‘age-readiness’ of communities as to their livability for an aging America. Using MIT’s Age Gain Now Empathy System or AGNES, researchers and students sought to better understand everyday movements and friction points using sidewalks, retail environments, housing, and other pedestrian accessible destinations. In addition to using the AGNES system, a collaboration with the AARP provided a platform for shared learning about livability, aging and the critical role of mobility in quality of life across the lifespan. KW - Accessibility KW - Age Gain Now Empathy System KW - Aged KW - Livable communities KW - Mobility KW - Pedestrian movement KW - Pedestrian safety KW - Pedestrians KW - Public transit KW - Quality of life KW - Walking UR - http://agelab.mit.edu/files/finalreports/MITR22-3FP.pdf UR - https://trid.trb.org/view/1279143 ER - TY - RPRT AN - 01501348 AU - Mundorf, Norbert AU - Redding, Colleen AU - Prochaska, James AU - New England University Transportation Center AU - Research and Innovative Technology Administration TI - Encouraging Alternative Transportation Behavior Among Baby Boomers PY - 2013///Final Report SP - 3p AB - The heavy reliance on single occupancy vehicles used by commuters is one of the most preventable contributors to the carbon footprint of campuses and communities. Besides technical innovations, behavior change is pivotal to reducing SOV (single occupancy vehicle) travel. This proposal addresses the NEUTC theme strategic management of disruptive change in transportation systems. It is designed to apply the Transtheoretical Model of Change (TTM) to baby boomer populations to improve transportation choices, help the environment, and the quality of life in campus communities. Given the tremendous success of TTM in other areas of behavior change this team has developed an innovative project, which can serve as a model for sustainable transportation for campuses and communities nationwide. The work presented here reflects the findings of a multi-year, multi-site interdisciplinary project designed to promote alternative/sustainable transportation and to encourage mode shift from single occupancy vehicle commuting to transit, carpooling, walking or biking. A study of faculty, staff and students at two public universities in the Northeast was designed to develop and test the methodology of applying the TTM to transportation behavior. KW - Baby boomer generation KW - Bicycling KW - Carpools KW - Modal shift KW - Mode choice KW - Public transit KW - Sustainable transportation KW - Transtheoretical Model of behavior change KW - Travel behavior KW - Walking UR - http://agelab.mit.edu/files/finalreports/URIR23_14FP.pdf UR - https://trid.trb.org/view/1279354 ER - TY - RPRT AN - 01501347 AU - Zegras, P Christopher AU - Ben-Joseph, Eran AU - New England University Transportation Center AU - Research and Innovative Technology Administration TI - Sensing the Baby Boomers: Tracking Older Adults’ Travel Behavior Using Android-Based Smartphones PY - 2013///Final Report SP - 3p AB - This project intends to demonstrate the possibilities for using smartphones to obtain highly resolved behavioral information for older adults, especially leading edge baby boomers. Towards this end, the authors are implementing a pilot study which will help to establish the foundation for larger-scale, widely-applicable, and more-reliable smartphone-based travel and activity data collection efforts for the baby boomer cohort, and beyond. The ultimate objectives are to: 1. draw upon innovations in communications technologies to enhance travel data collection; 2. develop a non-intrusive tool that may be widely used for travel survey purposes; and 3. demonstrate the usefulness of the technology in gathering data that can be especially helpful to understanding particular behavioral- and built environment-related characteristics that might influence older adult travel behavior (e.g., safety risks). KW - Activity choices KW - Aged KW - Baby boomer generation KW - Data collection KW - Smartphones KW - Travel behavior KW - Travel surveys UR - http://agelab.mit.edu/files/finalreports/MITR23_9FP.pdf UR - https://trid.trb.org/view/1279346 ER - TY - RPRT AN - 01501345 AU - Garder, Per E AU - New England University Transportation Center AU - University of Maine, Orono AU - Research and Innovative Technology Administration TI - All-Wheel Drive and Winter-Weather Safety PY - 2013///Final Report SP - 2p AB - It is frequently stated that people living in northern states, the so called Snowbelt of the United States, benefit with respect to safety from driving all-wheel or four-wheel drive vehicles as opposed to front or rear-wheel drive only. This study tries to answer whether that is true or not. KW - Crash rates KW - Four wheel drive KW - Front wheel drive KW - Highway safety KW - Rear wheel drive KW - Traffic crashes KW - Vehicle safety KW - Weather conditions KW - Winter UR - http://agelab.mit.edu/files/finalreports/UMER23_1.pdf UR - https://trid.trb.org/view/1279350 ER - TY - RPRT AN - 01501344 AU - Trancik, Jessika AU - New England University Transportation Center AU - Research and Innovative Technology Administration TI - Environmental and Economic Impacts of Alternative Transportation Technologies PY - 2013///Final Report SP - 3p AB - This project has focused on comparing alternative transportation technologies in terms of their environmental and economic impacts. The research is data-driven and quantitative, and examines the dynamics of impact. The author has developed new theory and metrics to use in the forward-looking evaluation of a wide range of technologies. In particular, she has developed revised emissions factors for biofuels, to assess their climate change mitigation potential against other alternatives. The author has also evaluated the supply risks and the potential for price volatility of biofuels. KW - Air quality management KW - Alternatives analysis KW - Biomass fuels KW - Climate change KW - Economic impacts KW - Environmental impacts KW - Mitigation KW - Technology UR - http://agelab.mit.edu/files/finalreports/MITR23_8FP.pdf UR - https://trid.trb.org/view/1279344 ER - TY - RPRT AN - 01501341 AU - Howitt, Arnold M AU - New England University Transportation Center AU - Research and Innovative Technology Administration TI - Improving Emergency Evacuation Preparedness: Policy and Organizational Implications for Transportation Agencies PY - 2013///Final Report SP - 3p AB - When Hurricanes Katrina and Rita ravaged the United States’ Gulf Coast in 2005, the storms revealed woeful inadequacies in our nation’s emergency preparedness and response capacities, including – notably – how we plan for and execute large-scale evacuations. Since then, all levels of government have striven to improve the ways in which the public sector manages the mass movement of people in the face of a major disaster. Building on previous work conducted by the investigators, this project explored changes select metropolitan areas have made in planning for and implementing emergency evacuations in the post-Katrina era, placing particular emphasis on how transportation and emergency management officials across multiple levels of government have collaborated in developing and refining regional mass evacuation plans and procedures. Given the complications disasters can cause for traffic management and infrastructure, along with the pivotal role surface transportation plays in support of emergency evacuations, this study directly addressed the NEUTC’s theme of strategic management of disruptive change in transportation systems – with a specific focus on disruptive environments. KW - Cooperation KW - Disaster preparedness KW - Emergency management KW - Evacuation KW - Metropolitan areas KW - Strategic planning KW - Transportation departments UR - http://agelab.mit.edu/files/finalreports/HVDR23_1FP.pdf UR - https://trid.trb.org/view/1279347 ER - TY - RPRT AN - 01501340 AU - Reimer, Bryan AU - New England University Transportation Center AU - Research and Innovative Technology Administration TI - Individual Differences in Peripheral Physiology and Implications for the Real-Time Assessment of Driver State (Phase I & II) PY - 2013///Final Report SP - 3p AB - Cognitively oriented in-vehicle activities (cell-phone calls, speech interfaces, audio translations of text messages, etc.) increasingly place non-visual demands on a driver’s attention. While a driver’s eyes may remain oriented towards the road, attention may be diverted elsewhere, resulting in decreased situational awareness, inattentional blindness, or situations of “look-but-fail-to-see” (Kass, Kerstan, & Stanny, 2007; Recarte & Nunes, 2003; Strayer, Drews, & Johnston, 2003). Physiological measures have long been established to change with escalating workload in aviation environments (Backs & Seljos, 1994; Veltman & Gaillard, 1998). At the onset of this project, the degree to which different physiological measures are sensitive to changes in driver workload had yet to be fully established. Mehler, Reimer, Coughlin and Dusek (2009) presents results from a simulation study that assessed the sensitivity of multiple physiological measures to changes in cognitive demand through the delayed digit recall (n-back) task. While mixed results on the sensitivity of particular physiological measures such as heart rate and skin conductance appeared in the literature (see Mehler, Reimer & Coughlin, 2012 for a comprehensive review), a series of simulation and field studies completed as part of these projects clearly demonstrates the reliability of heart rate and skin conductance as measures of driver workload and illustrate the important relationships between these measures to quantify an individual’s overall level of demand. In particular, the results presented in Mehler, Reimer and Coughlin (2012) highlight the consistency of response patterns across healthy participants in their 20’s, 40’s and 60’s. In addition to establishing the sensitivity of these measures to change in driver demand, Reimer and Mehler (2011) illustrates the highly consistent patterning of heart rate to changes in demand across simulation and field studies. While basic fixed based driving simulation does not provide the same level of cognitive demand that exists as part of real world driving (e.g. lower overall heart rate), this research demonstrated pattern of changes in heart rate from a period of single task driving to a period where the driver is engaged in a cognitive secondary task is almost identical to what would be observed if the driver was on a real road. KW - Attention KW - Cognition KW - Distraction KW - Driver workload KW - Drivers KW - Measurement KW - Physiology KW - Real time information KW - Simulation UR - http://agelab.mit.edu/files/finalreports/MITR22_7FP.pdf UR - https://trid.trb.org/view/1279147 ER - TY - RPRT AN - 01501339 AU - Coughlin, Joseph F AU - New England University Transportation Center AU - Research and Innovative Technology Administration TI - Caregiver Information Search Behavior for Alternative Transportation PY - 2013///Final Report SP - 3p AB - Numerous factors contribute to cessation of driving, ranging from a decline in cognitive capability to a decrease in overall physical health. When driving cessation occurs, responsibility often falls on adult child caregivers to extend the personal mobility of their parents deeper into old age. While not the end-all solution, alternative transportation can alleviate some of the pressure placed on family and friends in transporting the driving disadvantaged to essential destinations such as a grocery store or pharmacy, as well as ‘nonessential’ social destinations that have been shown to improve the mental health of the elderly. Today’s caregiver has a more robust toolset at their disposal than their predecessors in the search for information on alternative transportation. However, while information available on the Internet can be rich, relevant and instructive, finding it is not as simple as googe-ling a few key words and declaring ‘mission accomplished.’ The family caregiver must reconcile this information with the context and specific demands of their loved one. This project focused on understanding the means through which different types of caregivers find information on alternative transportation, and aimed to develop a cohesive framework to demonstrate the process a caregiver undertook in obtaining information. KW - Aged KW - Alternatives analysis KW - Driving cessation KW - Information services KW - Information sources KW - Mobility KW - Public information programs KW - Public transit KW - Real time information KW - Search strategies KW - Transportation disadvantaged persons KW - Websites (Information retrieval) UR - http://agelab.mit.edu/files/finalreports/MITR22-2FP.pdf UR - https://trid.trb.org/view/1279142 ER - TY - RPRT AN - 01501338 AU - Gao, Song AU - New England University Transportation Center AU - University of Massachusetts, Amherst AU - Research and Innovative Technology Administration TI - Characterizing Traffic under Uncertain Disruptions: An Experimental Approach PY - 2013///Final Report SP - 3p AB - The objective of the research is to study long-term traffic patterns under uncertain disruptions using data collected from human subjects who simultaneously make route choices in controlled PC-based laboratory experiments. Uncertain disruptions to a traffic system usually include incidents, bad weather and work zones which result in uncertain travel times. Meanwhile, real-time information is and will be available to travelers so they can adapt to actual traffic conditions and reduce the negative effects of uncertainties. In conventional traffic prediction models, these disruptions are excluded and travelers are assumed to face a deterministic network. However, as uncertain disruptions account for a significant portion of the total traffic delays on the road, it is imperative to incorporate them in a traffic prediction model. In a New England UTC Year 21 project, the author developed an individual behavioral model of route choice in an uncertain network with real-time traveler information. This project builds on the behavioral model and considers the collective congestion effects of many individual drivers’ route choices. Two central research questions are to be answered: 1) Is there a steady traffic pattern in terms of probability distributions of traffic variables under uncertain disruptions, with and without real-time traveler information? 2) Can a model be built to characterize traffic patterns under such situations? KW - Real time information KW - Route choice KW - Traffic characteristics KW - Traffic congestion KW - Traffic delays KW - Traffic forecasting KW - Traffic incidents KW - Traffic models KW - Travel time KW - Traveler information and communication systems KW - Weather conditions KW - Work zones UR - http://agelab.mit.edu/files/finalreports/UMAR22_14FP.pdf UR - https://trid.trb.org/view/1279154 ER - TY - RPRT AN - 01501337 AU - Lownes, Nicholas AU - New England University Transportation Center AU - University of Connecticut, Storrs AU - Research and Innovative Technology Administration TI - Hypernetwork Generation for Multi-modal Transportation System Modeling PY - 2013///Final Report SP - 3p AB - The transportation debate has evolved in recent decades to include ideas such as sustainability and livability alongside mobility and safety. Definitional complexities aside, there is no doubt that this evolution has created a national transportation agenda that is heavy on multi-modal transportation systems. Multi-modal systems can, and should be, more than disconnected auto, train and bicycle networks operating in parallel. A holistic, systemic viewpoint requires that these modes complement each other as part of an integrated whole. This project challenges the traditional notion of transportation network design – by approaching the problem as integrated and multi-modal from the start. Hypernetworks enable one to model the transportation system not only as a set of links and nodes, but as a network of interconnected decisions that face travelers as they traverse the network. This concept has been deployed successfully in several public transit applications (which are inherently multi-modal), though it is only beginning to be explored in a multi-modal network design. Not surprisingly perhaps, hypernetworks are not trivial to generate for even small networks. The primary foci of this project are: i. Integrate new diverse ideas from complementary fields of inquiry into the framework of multi-modal network design. Calls for integrating the transportation system are coincident with calls for accountability through performance-based management. Tools are needed to evaluate transportation system design holistically in order to serve these pressing needs. ii. Formulate new models of multi-modal transportation network design that explicitly account for multi-modal paths through the use of these interconnected decision sets. The network design problem is well-studied, though at the scale of multi-modal transportation networks it is still an emerging concept. KW - Hypernetworks KW - Multimodal transportation KW - Networks KW - Sustainable transportation KW - System design KW - Transportation systems UR - http://agelab.mit.edu/files/finalreports/UCNR23_3FP.pdf UR - https://trid.trb.org/view/1279349 ER - TY - RPRT AN - 01501336 AU - Garrick, Norman AU - Marshall, Wesley AU - New England University Transportation Center AU - University of Connecticut, Storrs AU - University of Colorado, Denver AU - Research and Innovative Technology Administration TI - Improved Characterizing of Access for Assessing the Impact of Community Design on Active Transportation and Health Outcomes PY - 2013///Final Report SP - 3p AB - This study was aimed at characterizing transportation access by incorporating the Street Smart Walk Score®. This was done by conducting an assessment of common measures of street design, street network design, land use, and Street Smart Walk Score®, and their impact on travel behavior. The overall goal was to better characterize the built environment in order to assess how the built environment might affect mode choice for active transportation and health outcomes. KW - Access KW - Bicycling KW - Built environment KW - Health KW - Highway design KW - Land use KW - Mode choice KW - Streets KW - Travel behavior KW - Urban design KW - Walking UR - http://agelab.mit.edu/files/finalreports/UCNR23_1FP.pdf UR - https://trid.trb.org/view/1279348 ER - TY - RPRT AN - 01501333 AU - Lownes, Nicholas E AU - New England University Transportation Center AU - University of Connecticut, Storrs AU - Research and Innovative Technology Administration TI - The Influence of Real-time Rural Transit Tracking on Traveler Perception PY - 2013///Final Report SP - 3p AB - Public transportation systems require accurate and reliable information as part of their day-to-day operations and are increasingly engaging their customers through a variety of online services and smart phone applications, such as real-time vehicle tracking. This technology requires a significant investment on the part of the operators. The objective of this study was to evaluate whether transit agencies can expect to reap benefits from their investments in technology. Zhang et al. (2008) examined this question using ridership characteristics and found that bus tracking technology does not necessarily lead to increased ridership, but does lead to improved perceptions of nighttime safety and overall satisfaction with the transit service. This study examines additional attitudes towards a bus service that recently deployed a real-time tracking technology. The University of Connecticut bus system was utilized in this study. KW - Attitudes KW - Automatic vehicle location KW - Benefits KW - Bus transit KW - Customer satisfaction KW - Information technology KW - Night KW - Real time information KW - Rural transit KW - Transit riders KW - Transportation safety UR - http://agelab.mit.edu/files/finalreports/UCNR22_13FP.pdf UR - https://trid.trb.org/view/1279153 ER - TY - RPRT AN - 01501330 AU - Mehler, Bruce AU - Potter, Anya AU - New England University Transportation Center AU - Research and Innovative Technology Administration TI - Assessing Methods of Enhancing Older Driver Performance PY - 2013///Final Report SP - 3p AB - Research has demonstrated improvements in neuropsychological measures following participation in cognitive training programs in normal aging individuals (Ball, et al., 2002; Ball, Edwards, & Ross, 2007; Willis, et al., 2006; Wolinsky, et al., 2006). While claims have been made that cognitive training reduces accidents up to 50% (https://www.drivesharp.com/), studies examining on-road driving performance to date have not provided comprehensive data on whether functional changes in driving performance, driving behavior, or the allocation of a driver’s attention to the roadway are associated with the reported neuropsychological findings. In particular, this research set out to: (1) assess neuropsychological improvement following intervention with a commercial brain-training software program, Posit Science Cortex™ with InSight Drive Sharp™ and (2) examine whether measurable improvements in on-road driving performance can be quantified following intervention with the brain-training program. KW - Aged drivers KW - Attention KW - Behavior KW - Brain KW - Driver performance KW - Neuropsychology KW - Training programs UR - http://agelab.mit.edu/files/finalreports/MITR22_10FP.pdf UR - https://trid.trb.org/view/1279150 ER - TY - RPRT AN - 01501329 AU - D'Ambrosio, Lisa AU - New England University Transportation Center AU - Research and Innovative Technology Administration TI - Planning for the Future: The Role of Mobility in Residential and Lifestyle Choices of Baby Boomers and Older Adults PY - 2013///Final Report SP - 3p AB - This study explores the extent to which Baby Boomers and older adults take mobility and transportation issues into consideration as they make individual residential and lifestyle plans for their future older years. While transportation and urban planners may be aware of what has been called a gray tsunami, little attention has been paid to how individuals weigh mobility in their decisions about living, working and playing in their older years. Yet because mobility is so crucial for continued quality of life, it seems as if it should be a prime factor in decision making for one’s older years – transportation should be central to questions about whether to age in place, part of a choice to relocate to another community, and a consideration in decisions about future work and medical issues. This project focuses on the extent to which mobility and transportation issues play into Baby Boomers’ and older adults’ decisions about future residence and lifestyle, and why such issues may be often overlooked rather than explicitly considered. KW - Aged KW - Baby boomer generation KW - Decision making KW - Future KW - Life styles KW - Mobility KW - Quality of life KW - Residential location KW - Transportation planning UR - http://agelab.mit.edu/files/finalreports/MITR22_4FP.pdf UR - https://trid.trb.org/view/1279144 ER - TY - RPRT AN - 01497803 AU - Federal Aviation Administration TI - Integration of Civil Unmanned Aircraft Systems (UAS) in the National Airspace System (NAS) Roadmap PY - 2013///First Edition SP - 74p AB - Unmanned aircraft systems (UAS) and operations have significantly increased in number, technical complexity, and sophistication during recent years without having the same history of compliance and oversight as manned aviation. Unlike the manned aircraft industry, the UAS community does not have a set of standardized design specifications for basic UAS design that ensures safe and reliable operation in typical civilian service applications. This five-year roadmap, as required by the Federal Aviation Administration (FAA) Modernization and Reform Act of 2012 (FMRA), is intended to guide aviation stakeholders in understanding operational goals and aviation safety and air traffic challenges when considering future investments. The roadmap is organized into three perspectives that highlight the multiple paths used to achieve the milestones outlined, while focusing on progressive accomplishments. These three perspectives — Accommodation, Integration, and Evolution — transcend specific timelines and examine the complex relationship of activities necessary to integrate UAS into the National Airspace System (NAS). This plan also provides goals, metrics, and target dates for the FAA and its government and industry partners to use in planning key activities for UAS integration. KW - Air traffic control KW - Aviation safety KW - Drone aircraft KW - FAA Modernization and Reform Act of 2012 KW - Implementation KW - National Airspace System KW - Policy KW - Regulations KW - Strategic planning KW - United States UR - http://www.faa.gov/uas/media/uas_roadmap_2013.pdf UR - https://trid.trb.org/view/1268039 ER - TY - RPRT AN - 01497399 AU - Federal Highway Administration TI - Highway Statistics 2012 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 and Metric. KW - Bridges KW - Debt KW - Expenditures KW - Highway safety KW - Highway transportation KW - Infrastructure KW - International KW - Metric system KW - Motor fuels KW - Performance indicators KW - Revenues KW - Statistics KW - Travel KW - Travelers KW - Vehicles UR - http://www.fhwa.dot.gov/policyinformation/statistics/2012/ UR - https://trid.trb.org/view/1266085 ER - TY - RPRT AN - 01497280 AU - Federal Highway Administration TI - Highway Functional Classification: Concepts, Criteria and Procedures PY - 2013///2013 Edition SP - 70p AB - This guidance document provides recommended practices for assigning functional classifications and adjusting urban area boundaries concerning roadways that Federal, State and local transportation entities own and operate. Assigning functional classifications and adjusting urban area boundaries requires work elements common to many large-scale business enterprises: there are technical methods and tools to create an efficient and cost-effective end product; there are also procedural elements that require coordination and negotiation across agencies and individuals. This guidance document encompasses both of these elements. The concept of functional classification defines the role that a particular roadway segment plays in serving the flow of traffic through the network. Roadways are assigned to one of several possible functional classifications within a hierarchy according to the character of travel service each roadway provides. Planners and engineers use this hierarchy of roadways to properly channel transportation movements through a highway network efficiently and cost effectively. KW - Boundaries (Geography) KW - Classification KW - Highways KW - Procedures KW - Road networks KW - Rural areas KW - State departments of transportation KW - States KW - Urban areas UR - http://www.fhwa.dot.gov/planning/processes/statewide/related/highway_functional_classifications/fcauab.pdf UR - http://ntl.bts.gov/lib/51000/51900/51967/cp2013.pdf UR - https://trid.trb.org/view/1266295 ER - TY - SER AN - 01497270 JO - Issue Brief PB - Upper Great Plains Transportation Institute AU - North Dakota Department of Transportation AU - Federal Highway Administration TI - Truck Injury Crash Summary PY - 2013 SP - 4p AB - North Dakota truck injury crash incidence, in terms of injury crashes per vehicle miles traveled (VMT), increased 80% between 2002 and 2012. In 2012, there were 1.13 truck injury crashes per 10,000 daily VMT compared to 0.63 in 2002. Between 2008 and 2012 trucks were involved in 8% of all injury crashes and 15% of severe injury crashes. More than 90% of severe crashes involving trucks between 2008 and 2012 occurred on rural roads. KW - Crash causes KW - Crash data KW - Crash injuries KW - Crash rates KW - North Dakota KW - Trend (Statistics) KW - Truck crashes KW - Types of roads UR - http://www.ugpti.org/rtssc/briefs/downloads/2013_TruckCrashSummary.pdf UR - https://trid.trb.org/view/1266312 ER - TY - RPRT AN - 01497268 AU - Arizona Department of Transportation AU - Federal Highway Administration TI - Product Evaluation Program: Peer Exchange for Southwestern States, May 7-10, 2013: Report PY - 2013 SP - 22p AB - The Arizona Department of Transportation (ADOT) Research Center’s Product Evaluation Program hosted a Peer Exchange for southwestern states on May 7 – 10, 2013 in Phoenix, Arizona. This peer exchange strived to determine if the southwestern states may share resources, create efficient processes, and collaborate on the evaluation of highway products; in turn, this collaboration would save time and resources for ADOT and fellow state agencies. Participants included state DOT representatives from Arizona, New Mexico, Texas, Nevada, and Utah. KW - Evaluation KW - Peer exchange KW - Products KW - Quality control KW - Southwestern States KW - State departments of transportation UR - http://research.transportation.org/Pages/RACPeerExchangeReports.aspx UR - https://trid.trb.org/view/1266342 ER - TY - SER AN - 01496743 JO - Exploratory Advanced Research Program Fact Sheet PB - Federal Highway Administration TI - Designing a New National Household Travel Survey: Innovations in Collecting and Analyzing Long-Distance Travel Information PY - 2013 SP - 2p AB - The Federal Highway Administration (FHWA) is seeking new approaches to the design of the next national long-distance travel study—advanced methods of capturing and analyzing travel data to support effective, defensible transportation decision making. To further that search, the FHWA Exploratory Advanced Research (EAR) Program has funded this study which is being conducted by Battelle, teamed with the Urban Institute and the University of Maryland. The project will culminate in a proof-of-concept pilot survey and the development of a set of recommendations for the design of FHWA’s next long-distance travel survey. The small pilot will demonstrate the feasibility of various techniques and methods examined in this exploratory research. The research will lead to more efficient data collection, reduced respondent burden and need for recall of past events, and the ability to collect data of sufficient quality within a reduced budget. KW - Data analysis KW - Data collection KW - Methodology KW - National Household Travel Survey KW - Recommendations KW - Travel surveys UR - http://www.fhwa.dot.gov/advancedresearch/pubs/13081/13081.pdf UR - https://trid.trb.org/view/1266091 ER - TY - SER AN - 01496705 JO - Fact Sheet PB - Federal Highway Administration TI - Work Zone Corridor Management in Michigan PY - 2013 IS - 19 SP - 2p AB - Through their “One Corridor Focus” initiative, the Michigan Department of Transportation (MDOT) manages work zones along key corridors as a single unit rather than discrete projects, enabling MDOT to better mitigate travel time delay during construction and maintenance activities. The One Corridor Focus began as a result of lengthy travel delays due to 19 concurrent reconstruction projects on Interstate 94 (I-94) in 2010, a corridor that stretches 250 miles through three MDOT regions. MDOT uses several methods to manage and coordinate road projects along key corridors, including establishing goals and measuring performance during construction, applying consistent work zone standards, and coordinating with stakeholders throughout planning and construction. KW - Highway corridors KW - Highway traffic control KW - Michigan Department of Transportation KW - Performance measurement KW - Stakeholders KW - Standards KW - Traffic delays KW - Travel time KW - Work zone traffic control UR - http://www.ops.fhwa.dot.gov/wz/practices/factsheets/pdfs/factsheet19.pdf UR - https://trid.trb.org/view/1265989 ER - TY - RPRT AN - 01496698 AU - American Traffic Safety Services Association AU - Federal Highway Administration TI - Safe and Effective Work Zone Inspections PY - 2013 SP - 36p AB - A work zone inspection program provides a framework and resources for agency- and project- level assessments of construction and maintenance zone temporary traffic control planning, design, and deployment. Effective work zone inspection programs can improve safety, increase mobility, and reduce agency risk. This document examines program elements, operational improvements, and the value of documentation behind the development of a comprehensive work zone traffic control inspection program. It may be used as a gauge of completeness for agencies with programs in place or as a roadmap for establishing a program if one does not presently exist. The guidance is designed for State and local department of transportation leadership, engineers, policymakers, lead district engineers, and all staff charged with developing/maintaining the overall temporary traffic control inspection program as well as those tasked with regular inspections at the project level. These guidelines cover the following topics: the importance of a work zone inspection program; building a comprehensive work zone inspection program; risk management and documentation; and state forms, resources, and example reports. KW - Forms (Documents) KW - Inspection KW - Reports KW - Risk management KW - Work zone safety KW - Work zone traffic control KW - Work zones UR - http://www.workzonesafety.org/files/documents/training/fhwa_wz_grant/atssa_wz_inspections.pdf UR - https://trid.trb.org/view/1264726 ER - TY - SER AN - 01496670 JO - Issue Brief PB - Upper Great Plains Transportation Institute AU - North Dakota Department of Transportation AU - Federal Highway Administration TI - ND Traffic Safety: Oil Counties PY - 2013 SP - 2p AB - Western North Dakota continues to experience an economic boom due to energy industry expansion. Roads once used only for local access and agricultural purposes are now being used at high volumes to serve expanding oil production. With this increased use, traffic safety issues are evident. Approximately half of the counties, within a 17-county area identified with oil production, are above the state average for crash risk considering all crash types on rural roads. In addition, the estimated cost of all traffic crashes in the region more than doubled from 2008 to 2012. The facts offered in this issue brief provide a profile for the region to be used in identifying priorities and increasing public safety. KW - Costs KW - Crash characteristics KW - Crash injuries KW - Crash rates KW - Fatalities KW - North Dakota KW - Rural highways KW - Truck crashes UR - http://www.ugpti.org/rtssc/briefs/downloads/2013_TrafficSafety.pdf UR - https://trid.trb.org/view/1265882 ER - TY - SER AN - 01496668 JO - Exploratory Advanced Research Program Fact Sheet PB - Federal Highway Administration TI - Paving the Way for Greener Highways: Extending Concrete’s Service Life Through Multiscale Crack Control PY - 2013 SP - 2p AB - Deterioration Reduction through Micro and Macro Crack Control (DRMC) method has been demonstrated in a hybrid fiber-reinforced concrete (HyFRC) composite to promote superior crack resistance. The HyFRC mixture contains low volume fractions of polyvinyl alcohol microfibers and steel macrofibers. Phase I of the project began with evaluation of how well DRMC delays the initiation of alkali–silica reaction (ASR) and corrosion damage in steel-reinforced HyFRC and control specimens under accelerated corrosion testing and cyclic loading. Phase II is subjecting the high volume fly ash/recycled concrete mixtures to similar evaluations. Additional tests with pre-cracked specimens will be conducted to isolate the separate effects of crack resistance and high volume fly ash on ASR. A unique feature of the study will be its use of motionless x-ray laminography, a non-destructive testing technique that enables researchers to characterize cracking around the steel reinforcement undergoing corrosion. KW - Alkali silica reactions KW - Concrete structures KW - Corrosion KW - Cracking KW - Fiber reinforced concrete KW - Fly ash KW - Nondestructive tests KW - Reinforcement (Engineering) KW - Service life UR - http://www.fhwa.dot.gov/advancedresearch/pubs/13079/13079.pdf UR - https://trid.trb.org/view/1266090 ER - TY - CONF AN - 01496665 AU - Alexy, J Karl AU - Jeong, David Y AU - Gonzalez, Francisco AU - Volpe National Transportation Systems Center AU - Federal Railroad Administration TI - Monte Carlo Study of Holding Forces for Tank Cars on Grades PY - 2013 SP - 9p AB - This paper describes a numerical procedure to examine the holding forces needed to secure a cut of railroad tank cars staged on a grade during loading and unloading operations. Holding forces are created by applying emergency brake systems and blocking (or chocking) wheels. Moreover, the holding force to secure the cut of cars must be greater than or equal to the gravitational component of force acting on the cars that is parallel to the grade. Engineering statics are applied to examine the forces acting on the individual cars resting on an inclined plane. An equation to calculate holding force is developed that includes two types of factors: constants (i.e. nonrandom or deterministic factors) and probabilistic variables (i.e. factors with inherent uncertainty or randomness). The numerical procedure applies Monte Carlo simulation techniques to study the uncertainties in the engineering analysis. The Monte Carlo approach is well suited to study the uncertainties and inherent variability associated with some of these factors. The factors assumed to be deterministic in this procedure are: steepness of the grade, total number of cars on the grade, number of cars with hand brakes applied, number of chocked wheels, and weight of the tank cars. The factors treated as random variables are: tension in the hand brake chain, mechanical efficiency in the linkages of the brake system, coefficient of friction between the brake pad and the wheel, and the coefficient of friction between the chocks and the rail. Probability distributions are assumed for each of the random variables. In addition, a probabilistic sensitivity analysis is conducted to examine the relative effect of the random variables on the reliability of the braking system to secure the cut of tank cars on a grade. U1 - 2013 Joint Rail ConferenceASMEIEEEASCEKnoxville,TN StartDate:20130415 EndDate:20130418 Sponsors:ASME, IEEE, ASCE KW - Blocking KW - Emergency brakes KW - Hazardous materials KW - Loading and unloading KW - Monte Carlo method KW - Railroad cars KW - Sensitivity analysis KW - Tank cars UR - http://ntl.bts.gov/lib/47000/47800/47846/JRC2013-2563.pdf UR - https://trid.trb.org/view/1264934 ER - TY - RPRT AN - 01496663 AU - Nakagawara, Van B AU - Wood, Kathryn AU - Montgomery, Ron W AU - Federal Aviation Administration TI - Laser Hazards In Navigable Airspace PY - 2013 SP - 4p AB - Federal Aviation Administration researchers have compiled a database containing more than 3,000 reports of aircraft laser illumination events over a 20-year period. These reports describe the illumination of military and civilian aircraft by lasers, including law enforcement and medical evacuation flights. No accidents have been attributed to the illumination of crewmembers by lasers, but given the sizeable number of reports and debilitating effects that can accompany such events, the potential does exist. Sudden exposure to laser radiation during a critical phase of flight, such as on approach to landing or departure, can distract or disorient a pilot and cause temporary visual impairment. This pilot safety brochure includes what is being done to address laser hazards and what actions pilots can take when exposed to laser illumination. KW - Air pilots KW - Airspace (Aeronautics) KW - Flight crews KW - Laser beams KW - Lasers UR - http://www.faa.gov/pilots/safety/pilotsafetybrochures/media/laser_hazards_web.pdf UR - https://trid.trb.org/view/1265873 ER - TY - SER AN - 01496662 JO - Fact Sheet PB - Federal Highway Administration TI - Using Portable Traffic Monitoring Devices (PTMDs) in Work Zones PY - 2013 IS - 18 SP - 2p AB - Many agencies use intelligent transportation system (ITS) devices to monitor traffic flow and detect disruptions on transportation networks. These devices can measure average speed, occupancy, and travel time, which can be used to determine performance of the system and provide traveler information. In situations like work zones that are temporary and may disrupt regular ITS devices, a portable traffic monitoring device (PTMD) can provide valuable monitoring capabilities. Practitioners can use PTMDs to monitor operating speeds inside a work zone and the speed and traffic volume on alternate routes. The data can be used to identify traffic disruptions, such as crashes and queues forming at work zones, estimate delays through the work zone and on alternate routes, assess the need for intervention, and inform motorists. KW - Portable equipment KW - Traffic data KW - Traffic surveillance KW - Work zone traffic control KW - Work zones UR - http://www.ops.fhwa.dot.gov/wz/practices/factsheets/pdfs/factsheet18.pdf UR - https://trid.trb.org/view/1265994 ER - TY - RPRT AN - 01496659 AU - Futurepast, Incorporated AU - Volpe National Transportation Systems Center AU - Federal Aviation Administration TI - Alternative Aviation Jet Fuel Sustainability Evaluation Report: Task 3: Sustainability Criteria and Rating Systems for Use in the Aircraft Alternative Fuel Supply Chain PY - 2013 SP - 45p AB - This report identifies criteria that can be used to evaluate the sustainability of biofuels introduced into the aviation fuel supply chain. It describes the inputs, criteria and outputs that can be used in a sustainability rating system. It identifies two methodological approaches for assessing lifecycle biofuel sustainability from feedstock production to an airport's fuel tank farm. The report describes three categories of sustainability principles, criteria and indicators: environmental, social and economic. Elements of rating systems are analyzed, including outputs that can provide useful information to purchasers of aviation biofuel. It concludes with recommendations for policy makers and purchasers of aviation biofuel. Research for the report revealed a long historical context for the consideration of sustainability by United States government policy makers stretching back to the enactment of the National Environmental Policy Act of 1969 which itself echoed sentiments prominent in the conservation movements of the nineteenth and earlier twentieth centuries. KW - Aircraft fuels KW - Alternate fuels KW - Aviation fuels KW - Biomass fuels KW - Economic impacts KW - Environmental impacts KW - Life cycle analysis KW - Methodology KW - Ratings KW - Social impacts KW - Supply chain management UR - http://ntl.bts.gov/lib/47000/47600/47652/Alternative_Aviation_Jet_Fuel_Sustainability_Evaluation_Report.pdf UR - https://trid.trb.org/view/1264953 ER - TY - SER AN - 01496637 JO - TechBrief PB - Federal Highway Administration AU - Nieves, Antonio TI - Intelligent Compaction PY - 2013///Executive Summary SP - 6p AB - Intelligent compaction uses rollers equipped with an integrated measurement system consisting of a highly accurate Global Positioning System (GPS), accelerometers, onboard computer monitoring/reporting system, and infrared thermometers for hot-mix asphalt/warm-mix asphalt (HMA/WMA) feedback control to: maximize compaction efficiency, reduce compaction variability, optimize labor deployment and construction time, identify non-compactable areas, identify weak spots, and achieve uniform compaction with 100% surface coverage. KW - Compaction KW - Compactors KW - Hot mix asphalt KW - Intelligent control systems KW - Paving KW - Rollers KW - Technological innovations KW - Warm mix paving mixtures UR - http://www.fhwa.dot.gov/construction/pubs/hif13051.pdf UR - https://trid.trb.org/view/1265598 ER - TY - RPRT AN - 01495426 AU - Buehler, Ralph AU - Hamre, Andrea AU - Virginia Polytechnic Institute and State University, Alexandria AU - Research and Innovative Technology Administration TI - Trends and Determinants of Multimodal Travel in the USA PY - 2013///Final Report SP - 82p AB - This report analyzes trends and determinants of multimodal individual travel—defined as the use of more than one mode of transportation during a given time period—in the U.S. The authors analyze U.S., South Atlantic Census Division, and Virginia samples using household, person, daily trip, and tour files from the 2001 and 2009 National Household Travel Surveys. The report focuses on multimodality during a week, but also highlights multimodal travel behavior during a travel day and a tour. The report primarily utilizes four modality groups to analyze multimodality at the tour, day, and week levels: (1) monomodal car users who drive for all trips; (2) multimodal car users who drive and also use at least one non-automobile mode; (3) monomodal green users who rely exclusively on one non-automobile mode (e.g. walking, cycling, or riding public transport); and (4) multimodal green users who combine different non-automobile modes. According to the analysis, over 70% of Americans walk, bike, or use public transport during the week. This includes two-thirds of drivers who additionally report walking, cycling, or riding public transportation during the week. The share of travelers who are monomodal drivers decreased between 2001 and 2009, while shares for monomodal and multimodal greens increased. Walking is the dominant green mode for most Americans. In addition, the intensity of multimodality seems to be increasing, as multimodal drivers are making more trips by green modes. A multivariable regression finds that multimodal drivers, monomodal greens, and multimodal greens are more likely than monomodal drivers to be male and younger, have higher education levels, own fewer cars, and live at higher population densities and in areas with rail access. Additionally, multimodal drivers are more likely white, while multimodal greens are more likely minorities. Individuals in households with children are less likely monomodal or multimodal greens than monomodal drivers. Individuals in the highest income quartile are more likely multimodal—as drivers or users of green modes—while individuals in the lowest income group are less likely multimodal drivers and more likely monomodal greens. Individuals with a driver’s license are less likely multimodal or monomodal greens. Increased understanding of multimodality helps identify target groups for policies aimed at increasing walking, cycling and public transport use across the U.S.. KW - Bicycling KW - Highway travel KW - Mode choice KW - Multimodal transportation KW - Sustainable transportation KW - Transit riders KW - Travel behavior KW - Travel surveys KW - Trend (Statistics) KW - United States KW - Walking UR - http://www.mautc.psu.edu/docs/VT-2012-09.pdf UR - https://trid.trb.org/view/1264713 ER - TY - SER AN - 01494706 JO - Exploratory Advanced Research Program Fact Sheet PB - Federal Highway Administration TI - Understanding Long-Distance Traveler Behavior: Supporting a Long-Distance Passenger Travel Demand Model PY - 2013 SP - 2p AB - Long-distance trips in the United States can take 2 days or 2 weeks and may involve cars, buses, planes, or all three. Whether for business or to see family, or visit a national park, such a variety of trip characteristics requires a detailed understanding of traveler needs. Exploring new ways to model long-distance traveler behavior and better identify the required supporting infrastructure is the goal of "Foundational Knowledge to Support a Long-Distance Passenger Travel Demand Modeling Framework," a Federal Highway Administration (FHWA) Exploratory Advanced Research (EAR) Program study award to Resource Systems Group (RSG). KW - Forecasting KW - Long distance travel KW - Passengers KW - Travel behavior KW - Travel demand KW - Travelers KW - Trip length UR - http://www.fhwa.dot.gov/advancedresearch/pubs/13095/13095.pdf UR - https://trid.trb.org/view/1263343 ER - TY - SER AN - 01494698 JO - Exploratory Advanced Research Program Fact Sheet PB - Federal Highway Administration TI - Harnessing Pavement Power: Developing Renewable Energy Technology in the Public Right-of-Way PY - 2013 SP - 2p AB - The United States has over 4-million miles (6-million km) of roadways. The renewable energy potential on this size of land is enormous and could significantly contribute to the electricity demands of the United States. Developing piezoelectric technology to harness this unused power is the goal of “New Technologies for Development of Renewable Energy in the Public Right-of-Way,” a Federal Highway Administration (FHWA) Exploratory Advanced Research (EAR) Program study awarded to the Virginia Tech Transportation Institute (VTTI). KW - Electric power generation KW - Energy consumption KW - Pavements KW - Piezoelectricity KW - Renewable energy sources KW - Right of way (Land) KW - Technology UR - http://www.fhwa.dot.gov/advancedresearch/pubs/13094/13094.pdf UR - https://trid.trb.org/view/1263345 ER - TY - SER AN - 01494697 JO - Exploratory Advanced Research Program Fact Sheet PB - Federal Highway Administration TI - Next Generation Vehicle Positioning and Simulation Solutions: Using GPS and Advanced Simulation Tools to Improve Highway Safety PY - 2013 SP - 2p AB - Fatal motor vehicle traffic crashes are currently at their lowest number since 1950, according to National Highway Traffic Safety Administration (NHTSA) data. However, it remains a challenge to achieve a highway system that is largely free of crashes, and doing so will require significant technological advancements. In support of the development of safer highways, two projects awarded under the Federal Highway Administration’s (FHWA) Exploratory Advanced Research (EAR) Program are investigating key technological factors: high-precision vehicle positioning and advanced traffic simulation and evaluation tools. The two projects, “Integrated Global Positioning System and Inertial Navigation Unit (GPS/INU) Simulator for Enhanced Traffic Safety" and "“Next Generation Vehicle Positioning in GPS-Degraded Environments for Vehicle Safety and Automation Systems" are described in this article. KW - Global Positioning System KW - Inertial navigation systems KW - Intelligent transportation systems KW - Technological innovations KW - Traffic crashes KW - Traffic safety KW - Traffic simulation UR - http://www.fhwa.dot.gov/advancedresearch/pubs/13065/13065.pdf UR - https://trid.trb.org/view/1263347 ER - TY - CONF AN - 01494415 AU - Jeong, David Y AU - Perlman, A Benjamin TI - Analysis of Minimum Rail Size in Heavy Axle Load Environment PY - 2013 SP - 10p AB - The effects of increasing axle loads on rail integrity are examined in this paper. In the present context, rail integrity refers to the prevention and control of rail failures. Rail failures usually occur because cracks or defects develop and grow from cyclic forces caused by the repeated passage of wheel loads over the rails, i.e. metal fatigue. Once a crack or defect has formed, it may grow to a critical size and cause a sudden fracture of the rail. Moreover, a broken rail may cause a train to derail. Rail integrity evaluations are performed in this paper by applying a framework developed previously to estimate track capacity. The framework is exercised using two different criteria while varying axle loads: (1) allowable rail deflections and bending stresses, and (2) metal fatigue characterized in terms of propagation life (also referred to as slow crack-growth life). The engineering analyses based on these criteria are described. Results from these analyses are used to provide the rational basis for estimating the minimum rail size under heavy axle loads. U1 - 2013 Joint Rail ConferenceASMEIEEEASCEKnoxville,TN StartDate:20130415 EndDate:20130418 Sponsors:ASME, IEEE, ASCE KW - Axle loads KW - Bending stress KW - Deflection KW - Fatigue cracking KW - Rail (Railroads) KW - Railroad tracks KW - Size KW - Structural analysis UR - http://ntl.bts.gov/lib/48000/48200/48203/JRC2013-240.pdf UR - https://trid.trb.org/view/1263016 ER - TY - RPRT AN - 01493480 AU - Dowding, Charles H AU - Abeel, P AU - Infrastructure Technology Institute (ITI) AU - Research and Innovative Technology Administration TI - Development of Strain Based Vibration Controls to Lower Costs of Constructing Transportation Facilities in Dense Urban Locations PY - 2013///Final Report SP - 24p AB - The objective of this research is to begin development of strain and displacement based methods, guidelines and criteria for the evaluation and protection of structures subjected to close-in blasting for development of urban transit facilities. In 2012 New York City agencies are fragmenting by blasting large volumes of rock to construct transit facilities in close proximity to existing facilities. Transit projects with a total cost exceeding 17 Billion dollars are currently underway in Manhattan. Since all of these projects involve tunnels, shafts and escalator inclines in rock, rock excavation costs are a significant cost factor. This work relates to protection of existing structures from external loads and improving construction efficiency and safety. Primary hazards associated with blasting adjacent, contiguous and within structures include permanent rock mass displacement owing to delayed gas pressures ground strains from wave propagation as well as vibratory response. Existing methodology is often applied quite conservatively in the form of permissible ground particle velocity which leads to confusing specifications and increased construction costs. KW - Blast loads KW - Costs KW - Dislocation (Geology) KW - Excavation and tunneling KW - Manhattan (New York, New York) KW - Rail transit facilities KW - Strain (Mechanics) KW - Urban transit KW - Vibration control UR - http://iti.northwestern.edu/publications/utc/safetea-lu/FR-5-Dowding-NY.pdf UR - https://trid.trb.org/view/1261337 ER - TY - RPRT AN - 01493462 AU - Dowding, Charles H AU - Abeel, P AU - Kosnik, D AU - Koegel, T AU - Meissner, J AU - Infrastructure Technology Institute (ITI) AU - Research and Innovative Technology Administration TI - ACM: Autonomous Crack Monitoring Systems for Monitoring the Health of Transportation Related Structures PY - 2013 SP - 341p AB - This project report begins with this overarching summary of the project and is followed by full reports of the details of ten principal phases of the project. Each of these phase reports begins with a summary that describes the objective, context, work and the major findings. The longer, full phase reports contain detailed findings and supporting information. This report on Autonomous Crack Monitoring (ACM) systems describes the continuing development of systems to monitor the response of cracks for structural health monitoring (SHM) on and near transportation related structures. This development involved continually evolving AC powered digital data loggers (with and without wireless internet connections), special gages wired to the data loggers, new measurement techniques involving structural displacement, and graphical displays for automated reporting and public interpretation. The system may also be applied to strain measurement in critical locations on steel structures such as bridges. For an extensive description of the final system that has been employed for multiple Infrastructure Technology Institute projects, see Kosnik (2012). The Special studies were undertaken to measure and analyze the response of special types of construction. This ACM work was conducted on structures in a wide variety of locations. KW - Bridges KW - Cracking KW - Data logging KW - Maintenance KW - Measurement KW - Reporting KW - Strain gages KW - Structural health monitoring UR - http://iti.northwestern.edu/publications/utc/safetea-lu/FR-5-Dowding-ACM.pdf UR - https://trid.trb.org/view/1261336 ER - TY - RPRT AN - 01493314 AU - Lorenzini, Karen AU - Bhat, Chandra AU - Geiselbrecht, Tina AU - Overman, John AU - Paleti, Rajesh AU - Narayanamoorthy, Sriram AU - Texas A&M Transportation Institute AU - University of Texas, Austin AU - Texas Department of Transportation AU - Federal Highway Administration TI - Managing the TDM Process: Developing MPO Institutional Capacity PY - 2013///Project Summary SP - 2p AB - The Texas Department of Transportation (TxDOT) is invested in and committed to supporting the state’s metropolitan planning organizations (MPOs) in their travel forecasting activities. Transportation Planning and Programming (TxDOT-TPP) is the specific division charged with oversight of and assistance to Texas MPOs to ensure a consistent and appropriate planning process; this includes both planning and administrative support, as well as technical travel forecasting for the majority of MPOs statewide. This research developed methods and guidelines so that MPO directors and planning managers may better manage the MPO portion of the overall travel modeling process. KW - Interagency relations KW - Metropolitan planning organizations KW - Texas KW - Traffic forecasting KW - Travel demand UR - http://library.ctr.utexas.edu/hostedPDFs/txdot/psr/0-6691-s.pdf UR - https://trid.trb.org/view/1261360 ER - TY - RPRT AN - 01493302 AU - Whitney, David AU - Fowler, David W AU - University of Texas, Austin AU - Texas Department of Transportation AU - Federal Highway Administration TI - Guidelines for Proportioning Class P Concrete Containing Manufactured Fine Aggregates & Mixture Proportioning Spreadsheet PY - 2013 AB - This document provides guidance on using manufactured fine aggregates (MFAs) in class P concrete. The goal is to achieve the desired properties of concrete (workability, strength, and durability) while using MFAs and minimizing paste content. These guidelines present a method for proportioning concrete paving mixtures made with MFAs that allow desired concrete performance criteria to be achieved at the lowest cost and carbon footprint. KW - Artificial aggregates KW - Concrete pavements KW - Durability KW - Fine aggregates KW - Guidelines KW - Mix design KW - Proportioning KW - Spreadsheets KW - Texas KW - Workability UR - http://library.ctr.utexas.edu/ctr-publications/0-6255-p3.zip UR - https://trid.trb.org/view/1261145 ER - TY - RPRT AN - 01492443 AU - Research and Innovative Technology Administration TI - State Transportation Statistics 2012 PY - 2013 SP - 137p AB - The Bureau of Transportation Statistics (BTS), a part of the U.S. Department of Transportation’s (USDOT) Research and Innovative Technology Administration (RITA), presents State Transportation Statistics 2012, a statistical profile of transportation in the 50 states and the District of Columbia. This is the tenth annual edition of the State Transportation Statistics, and a companion document to the National Transportation Statistics (NTS), which is updated quarterly on the BTS website. Like the previous editions, this document presents transportation information from RITA/BTS, other federal government agencies, and other national sources. A picture of the states’ transportation infrastructure, freight movement and passenger travel, system safety, vehicles, transportation related economy and finance, energy usage and the environment is presented in tables covering the 50 states and the District of Columbia. Tables have been updated with the most recently available data. Included in this State Transportation Statistics 2012 report is a brief description of the data sources used and a glossary of terms. Also contained in this publication is a summary table that displays the approximate timing of future data releases and contact information for each state’s department of transportation. KW - Air pollution KW - Economics KW - Energy consumption KW - Finance KW - Freight transportation KW - Infrastructure KW - Passenger transportation KW - Registrations KW - States KW - Statistics KW - Tables (Data) KW - Transportation KW - Transportation safety KW - United States KW - Vehicle miles of travel UR - http://www.rita.dot.gov/bts/sites/rita.dot.gov.bts/files/publications/state_transportation_statistics/state_transportation_statistics_2012/index.html UR - https://trid.trb.org/view/1261549 ER - TY - ABST AN - 01491639 AU - Multer, Jordan AU - Ranney, Joyce AU - Hile, Julie AU - Raslear, Thomas AU - CRC Press TI - Developing an Effective Corrective Action Process: Lessons Learned from Operating a Confidential Close Call Reporting System SN - 9780203759721 PY - 2013 SP - pp 659-670 AB - In 2007, the Federal Railroad Administration (FRA) launched C3RS, the Confidential Close Call Reporting System, as a demonstration project to learn how to facilitate the effective reporting and implementation of corrective actions, and assess the impact of reporting close call events on safety. This paper describes some of the challenges and remedies in establishing effective problem identification and corrective actions processes when setting up an event reporting system like C3RS. KW - Demonstration projects KW - Emergency communication systems KW - Railroad safety KW - U.S. Federal Railroad Administration UR - http://www.fra.dot.gov/Elib/Document/3007 UR - https://trid.trb.org/view/1258766 ER - TY - RPRT AN - 01491410 AU - Zhou, Fujie AU - Li, Hongsheng AU - Hu, Sheng AU - Button, Joe W AU - Epps, Jon A AU - Texas Transportation Institute AU - Texas Department of Transportation AU - Federal Highway Administration TI - Characterization and Best Use of Recycled Asphalt Shingles in Hot-Mix Asphalt PY - 2013 SP - 88p AB - Recycled asphalt shingles (RAS) often containing more than 20% asphalt binder have become another black gold in the asphalt industry. There are two basic types of RAS scraps in the market: tear-off asphalt shingles (TOAS) and manufacture waste asphalt shingles (MWAS). Both TOAS and MWAS have been used in hot-mix asphalt (HMA) paving in Texas. Since RAS is very stiff lots of concerns have been raised on using RAS in HMA. The researchers conducted a comprehensive investigation on HMA mixes containing RAS, including RAS binder characterization and blending charts for virgin/RAS binders, impact of RAS content on optimum asphalt content (OAC) and engineering properties of RAS mixes, and approaches for improving cracking resistance of RAS mixes. Furthermore, a variety of RTAS field test sections were constructed to validate the approaches for improving cracking resistance of RAS mixes. Additionally, this report discusses the environmental and economic benefits of using RAS in HMA. KW - Asphalt mixtures KW - Bituminous binders KW - Blending KW - Field tests KW - Hot mix asphalt KW - Mix design KW - Pavement cracking KW - Pavement performance KW - Recycled materials KW - Shingles KW - Test sections KW - Texas UR - http://tti.tamu.edu/documents/0-6614-2.pdf UR - https://trid.trb.org/view/1257631 ER - TY - RPRT AN - 01491392 AU - Goodin, Ginger AU - Benz, Robert AU - Burris, Mark AU - Brewer, Marcus AU - Wood, Nick AU - Geiselbrecht, Tina AU - Texas A&M Transportation Institute, College Station AU - Texas Department of Transportation AU - Federal Highway Administration TI - Evaluation of the I-10 Katy Freeway Managed Lanes PY - 2013 SP - 2p AB - The Katy Freeway Managed Lanes (KML) represent the first operational, multilane managed facility in Texas and provide an opportunity to benefit from the lessons learned from the project. The facility is located in the western portion of I-10 between State Highway (SH) 6 and I-610 West. This study evaluated multiple aspects of the KML and the critical areas of project development, design, and operation. KW - Before and after studies KW - Crash rates KW - Evaluation and assessment KW - Freeway operations KW - Freeways KW - Highway design KW - Katy Freeway (Houston, Texas) KW - Managed lanes KW - Texas KW - Traffic volume KW - Travel time UR - http://library.ctr.utexas.edu/hostedPDFs/txdot/psr/0-6688-s.pdf UR - https://trid.trb.org/view/1259153 ER - TY - RPRT AN - 01490554 AU - National Highway Traffic Safety Administration TI - Traffic Safety Facts: Virginia 2004-2008 PY - 2013 SP - 23p AB - This report contains traffic safety data for the state of Virginia for the years 2004 through 2008. The sources of the data include the following: the Fatality Analysis Reporting System (FARS); the National Occupant Protection Use Survey (NOPUS); the Federal Highway Administration (FHWA); and the U.S. Bureau of the Census. The data tables cover fatalities and fatality rates by various categories, including alcohol-impaired driving, restraint use, motorcycle helmet use, person type, crash type, motorcyclists, pedestrians, vehicle type, and vehicle miles of travel. Statistical trends in the data are also reported. KW - Crash data KW - Fatalities KW - Fatality Analysis Reporting System KW - National Occupant Protection Use Survey KW - Traffic crashes KW - Trend (Statistics) KW - U.S. Bureau of the Census KW - U.S. Federal Highway Administration KW - Virginia UR - http://www-nrd.nhtsa.dot.gov/Pubs/VA2008.pdf UR - https://trid.trb.org/view/1259522 ER - TY - RPRT AN - 01489414 AU - Boban, Mate AU - Viriyasitavat, Wantanee AU - Tonguz, Ozan AU - Technologies for Safe and Efficient Transportation University Transportation Center AU - Research and Innovative Technology Administration TI - Modeling Vehicle-to-Vehicle Line of Sight Channels and its Impact on Application-Level Performance Metrics PY - 2013 SP - 10p AB - The authors analyze the properties of line of sight (LOS) channels in vehicle-to-vehicle (V2V) communication. They use V2V measurements performed in open space, highway, suburban, and urban environments. By separating LOS from non-LOS data, they show that a two-ray ground reflection path loss model with effective reflection coefficient range fits the LOS channels better than the frequently used free space path loss model. Two-ray model is a better fit not only in open space, but also in highway, suburban, and urban environments. The authors investigate the impact of using the modified two-ray model on the application-level performance metrics packet delivery rate, throughput, latency, and jitter. Their results show that considerable differences arise in application performance when using two-ray and free space channel models. For this reason, the authors advocate the use of the two-ray ground model with an appropriately chosen effective reflection coefficient range. KW - Intelligent transportation systems KW - ITS program applications KW - Line of sight KW - Performance measurement KW - Vehicle to vehicle communications UR - http://utc.ices.cmu.edu/utc/LOS_Channels_Tech_Rep.pdf UR - https://trid.trb.org/view/1257349 ER - TY - SER AN - 01488567 JO - University of California, Davis. Institute of Transportation Studies. Research report PB - University of California, Davis AU - Yeh, Sonia AU - Witcover, Julie AU - Kessler, Jeff AU - University of California, Davis AU - California Department of Transportation AU - Research and Innovative Technology Administration TI - Status Review of California’s Low Carbon Fuel Standard (Revised) PY - 2013 SP - 11p AB - California's Low Carbon Fuel Standard (LCFS) aims to reduce emissions of greenhouse gases (GHGs) by creating financial incentives for innovation and deployment of low carbon fuels. From 2011 through Q4 2012, there was a net excess of 1.285 million credits (metric tons of CO2e); if all available for use, the excess credits represent about half of what is needed to cover the 2013 obligation. During the period, the average fuel carbon intensity (CI) of gasoline and diesel substitutes declined. There was a rise in credit trading and credit trade prices. Feedstock-specific issues are examined. KW - California KW - Carbon credits KW - Greenhouse gases KW - Low carbon fuels KW - Renewable energy sources KW - Standards UR - http://www.its.ucdavis.edu/wp-content/themes/ucdavis/pubs/download_pdf.php?id=1861 UR - https://trid.trb.org/view/1248907 ER - TY - SER AN - 01487072 JO - Exploratory Advanced Research Program Fact Sheet PB - Federal Highway Administration TI - Greener Protection for Steel Bridges: Testing Nano-Enhanced Corrosion-Resistant Coatings PY - 2013 SP - 2p AB - Slowing the deterioration of steel infrastructure with safer, corrosion-resistant coatings is the goal of this project. The project will also develop a model to assist bridge owners in setting optimal rehabilitation schedules for steel bridges. City College of New York is conducting this research, which was funded by the Federal Highway Administration (FHWA) in 2009. In phase I, the investigators compared the properties of two experimental coatings, at different concentrations of additives, with those of an organic zinc–rich epoxy-based primer. In phase II, now underway, the project will explore two alternative additives for the calcium sulfonate alkyd (CSA)-based system and conduct accelerated testing and weathering studies of the CSA- and epoxy-based coatings. KW - Anticorrosion coatings KW - Corrosion protection KW - Corrosion resistant materials KW - Nanostructured materials KW - Rehabilitation (Maintenance) KW - Steel bridges UR - http://www.fhwa.dot.gov/advancedresearch/pubs/13064/13064.pdf UR - https://trid.trb.org/view/1256543 ER - TY - RPRT AN - 01484929 AU - Liu, Wenting AU - Texas Transportation Institute AU - Texas Department of Transportation AU - Federal Highway Administration TI - TPAD Data Analysis Software and User Manual PY - 2013 SP - v.p. AB - The Total Pavement Acceptance Device (TPAD) is a continuous pavement deflection testing device enhanced with several additional survey features. Since the device is designed for total acceptance of pavements, it combines deflection testing with Ground Penetrating Radar (GPR), digital video and Global Positioning System (GPS) technologies. The final system will be suitable for testing both new pavements in a quality assurance capacity and those scheduled for rehabilitation to determine suitable strategies. This user’s manual describes the data processing system and uses the data collected on a 2012 survey of U.S. 287 in the Wichita Falls District for illustrative purposes. The executable load module for this software and the associated data from U.S. 287 are supplied with this manual. KW - Acceptance tests KW - Computer program documentation KW - Deflection tests KW - Ground penetrating radar KW - Information processing KW - Pavement performance KW - Quality assurance KW - Software KW - Texas KW - Total Pavement Acceptance Devices UR - http://tti.tamu.edu/documents/0-6005-P3.zip UR - https://trid.trb.org/view/1253443 ER - TY - RPRT AN - 01484434 AU - Mineta Transportation Institute AU - American Public Transportation Association AU - California State University, Fullerton AU - Research and Innovative Technology Administration TI - Americans’ Support for Public Transportation PY - 2013 SP - 3p AB - The Social Science Research Center (SSRC) at California State University, Fullerton conducted 1,501 phone surveys with Americans concerning funding and public transportation. Approximately 74% of respondents in 2013 support using tax dollars for public transportation investment. This is a 5% increase over the prior year. In 2012 and 2013, 78% of respondents agreed that public transportation can be a solution to pave the way to a stronger economy. KW - Financing KW - Public transit KW - Surveys KW - Taxation KW - United States UR - http://www.apta.com/resources/reportsandpublications/Documents/APTA-Survey-Americas-Support-Public-Transportation.pdf UR - https://trid.trb.org/view/1252961 ER - TY - RPRT AN - 01484226 AU - Stokoe, Kenneth H AU - Lee, Jung-Su AU - University of Texas, Austin AU - Texas Department of Transportation AU - Federal Highway Administration TI - Software and Manual for Recording and Analyzing RDD Rolling Sensors (CD-ROM) PY - 2013 AB - As part of the development of the Total Pavement Acceptance Device (TPAD), the Center for Transportation Research (CTR) created post-processing software for calculating the dynamic deflections of the pavement from the output of the rolling dynamic deflectometer (RDD) rolling sensors. To analyze the data, the software performs these steps: (1) load raw voltage signals of the RDD rolling sensors, (2) apply the composite infinite impulse response and finite impulse response filters, (3) apply field or lab determined calibration factors to calculate peak-to-peak deflections over a time interval determined by a testing speed, (4) normalize the dynamic deflections to a force level selected by the data processor with dynamic force-time data (normally a peak-to-peak force level of 10 kips), (5) average the converted rolling sensor deflections over a selected distance, and (6) apply a moving average. KW - Computer program documentation KW - Deflection tests KW - Information processing KW - Pavement performance KW - Sensors KW - Software KW - Texas KW - Total Pavement Acceptance Devices UR - https://trid.trb.org/view/1252936 ER - TY - RPRT AN - 01483686 AU - Nakamurakare, Manuel AU - Viriyasitavaty, Wantanee AU - Tonguz, Ozan K AU - Technologies for Safe and Efficient Transportation University Transportation Center AU - Research and Innovative Technology Administration TI - A Prototype of Virtual Traffic Lights on Android-based Smartphones PY - 2013 SP - 3p AB - Virtual Traffic Lights (VTL) is a recently proposed self-organizing traffic control scheme that has the potential to mitigate traffic congestion in urban areas. This paper reports a prototype design effort on Virtual Traffic Lights using Android-based smartphones. The experiments performed show the feasibility of implementing VTL using smartphones’ WiFi devices. KW - Highway traffic control KW - Prototypes KW - Self organizing systems KW - Smartphones KW - Traffic congestion KW - Traffic mitigation KW - Urban areas KW - Vehicle to vehicle communications KW - Virtual Traffic Lights KW - WiFi services UR - http://tonguz-lab.ece.cmu.edu:9200/download/recentpapers/Prototype_SECONDemo13.pdf UR - https://trid.trb.org/view/1252400 ER - TY - RPRT AN - 01483473 AU - Walton, C Michael AU - Loftus-Otway, Lisa AU - Harrison, Robert AU - Murphy, Mike AU - Weissmann, Angela AU - Weissmann, Jose AU - Prozzi, Jolanda AU - Wu, Hailin AU - Bannerjee, Ambarish AU - Malupa-Kim, Miralynn AU - Hutchinson, Ray AU - University of Texas, Austin AU - Texas Department of Transportation AU - Federal Highway Administration TI - Rider 36 OS/OW Vehicle Fees Study PY - 2013///Project Summary SP - 2p AB - The Texas Legislature in Rider 36 of the 2012–2013 General Appropriations Act directed the Texas Department of Transportation (TxDOT) to conduct a study on road damage caused by oversized and overweight (OS/OW) trucks (including those currently exempt), and to provide recommendations for permit fee and fee structure adjustments to the Legislative Budget Board and the governor. The project developed methodologies to quantify pavement and bridge consumption rates per mile. In addition to the consumption rates for bridges and pavements due to the effect of axle loads, the team also identified $60 million in additional annual costs not currently addressed in permit fee calculations, such as law enforcement costs and damage to roadside appurtenances. Based on these costs and consumption rates, the researchers developed a new fee schedule that considers costs associated with oversize vehicles that exceed legal width, height, or length for 34 rate categories. These new fees were also calculated based on vehicle miles traveled (VMT). The research team also developed a model that could be used by operators to calculate their permit fees using the new fee schedule, type of vehicle, axle configurations, counties operating within, and VMT. KW - Bridges KW - Costs KW - Fees KW - Motor carriers KW - Oversize loads KW - Overweight loads KW - Pavement distress KW - Permits KW - Texas KW - Truck traffic UR - http://library.ctr.utexas.edu/hostedPDFs/txdot/psr/0-6736-s.pdf UR - https://trid.trb.org/view/1251983 ER - TY - SER AN - 01483043 JO - Exploratory Advanced Research Program Fact Sheet PB - Federal Highway Administration TI - Lane-Level Vehicle Positioning: Integrating Diverse Systems for Precision and Reliability PY - 2013 SP - 2p AB - Integrated global positioning system/inertial navigation system (GPS/INS) technology, the backbone of vehicle positioning systems, cannot provide the precision and reliability needed for vehicle-based, lane-level positioning in all driving environments at all times. INS or encoder based navigation systems tend to accrue error unless corrected and GPS signals are blocked by obstacles. Feature-based technologies, camera, LIDAR, and RADAR, often used to augment GPS/INS, succeed only where detectable structural features are found. To access critical positioning data in any location, at any time, regardless of weather and visibility, the next generation of vehicle positioning systems will need to integrate data from satellites, terrestrial radio signals, and feature-based sensors. Fusion of data from several sources could deliver the highly accurate, real-time positioning information that new driver assistance applications require. Investigating that promise is the task of an Exploratory Advanced Research (EAR) Program project, “Innovative Approaches for Next Generation Vehicle Positioning,” at the University of California at Riverside, funded by the Federal Highway Administration (FHWA) in 2009. KW - Automatic vehicle location KW - Data fusion KW - Global Positioning System KW - Inertial navigation systems KW - Real time information UR - http://www.fhwa.dot.gov/advancedresearch/pubs/13059/13059.pdf UR - https://trid.trb.org/view/1251702 ER - TY - RPRT AN - 01482793 AU - Washington State Department of Transportation AU - Federal Aviation Administration AU - Applied Pavement Technology, Incorporated TI - Washington Airport Pavement Management System: Pavement Management Manual PY - 2013 SP - 47p AB - An airport pavement management system (APMS) can be used as a tool to identify system needs, make programming decisions for funding, provide information for legislative decision making, and assist local jurisdictions with planning decisions. The Pavement Management Manual is designed to be used in conjunction with the individual airport reports delivered to each airport included in the State’s APMS. It is divided into three sections. Section 1 provides an overview of the pavement management process and the Pavement Condition Index (PCI) procedure. Section 2 provides guidance on what an airport needs to do to remain in compliance with Public Law 103-305. While this law only applies to National Plan of Integrated Airport Systems (NPIAS) airports, it is highly recommended that non-NPIAS airports also undertake the activities prescribed in it since they are highly beneficial. Section 2 also contains information on distress types/severity combinations that warrant immediate action and/or notification of the Washington State Department of Transportation and the Federal Aviation Administration of conditions. Section 3 describes how an airport sponsor can use its individual airport report to plan for pavement maintenance and rehabilitation projects. KW - Airports KW - Maintenance management KW - Manuals KW - Pavement Condition Index KW - Pavement distress KW - Pavement management systems KW - Pavement performance KW - Washington (State) UR - http://www.wsdot.wa.gov/NR/rdonlyres/74E95DDF-2AB5-4C58-904F-83A8B9E5A6DE/0/WAAPMSPavementManagementManual.pdf UR - https://trid.trb.org/view/1251385 ER - TY - RPRT AN - 01482454 AU - Sebesta, Stephen AU - Oh, Jeongho AU - Lee, Sang Ick AU - Sanchez Castilla, Marcelo J AU - Taylor, Ross Joseph AU - Texas Transportation Institute AU - Texas Department of Transportation AU - Federal Highway Administration TI - Initial Review of Rapid Moisture Measurement for Roadway Base and Subgrade PY - 2013 SP - 125p AB - This project searched available moisture-measurement technologies using gravimetric, dielectric, electrical conductivity, and suction-based methods, as potential replacements for the nuclear gauge to provide rapid moisture measurement on field construction projects. Such testing is critical for acceptance of field compaction, and could become more critical as states look toward mechanistic-based acceptance. The first phase of this project, presented in this report, carried out test method development, pilot testing, and then initial deployment of the most promising devices. These activities confirmed the utility of existing direct heat and microwave oven tests, revealed promising results with an electrical-impedance based field test, and resulted in draft test procedure development with a portable dielectric-based device and a moisture analyzer. Several of the evaluated procedures only test the passing No. 4 fraction; reliably predicting the moisture content on the full gradation from the passing No. 4 measurement remains a topic needing further investigation. Future work on this project will deploy the most promising devices on a number of construction projects representing a spectrum of materials, where the devices will be evaluated for bias, precision, and sensitivity. Additionally, this project identified and pilot tested a microwave resonance-based device that may enable rapid field moisture measurement with a high level of testing coverage. KW - Base course (Pavements) KW - Compaction KW - Dielectric properties KW - Electrical conductivity KW - Gravimetric analysis KW - Microwave devices KW - Moisture content KW - Nuclear density gages KW - Subgrade (Pavements) KW - Test procedures KW - Texas UR - https://trid.trb.org/view/1251182 ER - TY - RPRT AN - 01482449 AU - Mesa-Arango, Rodrigo AU - Zhan, Xianyuan AU - Ukkusuri, Satish V AU - Mitra, Amlan AU - Mannering, Fred AU - NEXTRANS AU - Research and Innovative Technology Administration TI - Estimating the Economic Impacts of Disruptions to Intermodal Freight Systems Traffic PY - 2013///Final Report SP - 111p AB - The goal of this work is to develop and apply a methodology to identify and estimate the economic impacts due to disruption of goods movement. The developed model is based on state of the art economic concepts that will allow the quantification of system wide impacts at the regional level. This advanced research contributes to the NEXTRANS theme of vehicle-infrastructure interactions (Pillar 2) and in integration of various modes and methods. The developed research is beneficial to government agencies such as departments of transportation (DOTs) and metropolitan transportation organizations (MPOs). A case study is included of the 2008 Northwestern Indiana highway closures due to floods. Findings: (1) There are limited secondary data sources appropriate for freight transportation modeling and analysis. (2) The best available data source for freight transportation modeling and analysis, the Freight Analysis Framework version 3, can be used for regional freight modeling under a set of assumptions developed in this project in order to overcome limitations associated to data aggregation. (3) The framework presented in this paper can be used as a good approximation for the analysis of economic impacts due to freight disruptions. Recommendations: (1) Public agencies must improve the way in which secondary data for freight modeling and analysis is presented to the researchers and general public. (2) Availability of more data will improve the calibration of the model and, hence, its accuracy. (3) Regional planning agencies need to develop freight plans that integrate appropriate data sources and models. KW - Case studies KW - Economic impacts KW - Freight traffic KW - Freight transportation KW - Indiana KW - Input output models KW - Intermodal transportation KW - Methodology KW - Regional economics UR - http://www.purdue.edu/discoverypark/nextrans/assets/pdfs/Final%20Report%20053PY03%20Estimating%20the%20Economic%20Impacts%20of%20Disruptions%20to%20Intermodal%20Freight%20Systems%20Traffic.pdf UR - https://trid.trb.org/view/1251192 ER - TY - RPRT AN - 01482246 AU - National Highway Traffic Safety Administration TI - Traffic Safety Facts 2011: A Compilation of Motor Vehicle Crash Data from the Fatality Analysis Reporting System and the General Estimates System PY - 2013 SP - 232p AB - This annual report presents descriptive statistics about traffic crashes of all severities, from those that result in property damage to those that result in the loss of human life. Information from two of the National Highway Traffic Safety Administration's (NHTSA's) primary data systems has been combined to create a single source for motor vehicle crash statistics. These two data systems are the Fatality Analysis Reporting System (FARS) and the National Automotive Sampling System General Estimates System (GES). Fatal crash data from FARS and nonfatal crash data from GES are presented in this report in five chapters. Chapter 1, “Trends,” presents data from all years of FARS (1975 through 2011) and GES (1988 through 2011). The remaining chapters present data only from 2011. Chapter 2, “Crashes,” describes general characteristics of crashes, such as when and how often they occurred, where they occurred, and what happened during the crash. Chapter 3, “Vehicles,” concentrates on the types of vehicles involved in crashes and the damage to the vehicles. Chapter 4, “People,” is the largest chapter of this report, with statistics about drivers, passengers, pedestrians, and pedalcyclists. The last chapter of the report, “States,” contains information about crashes for each State, the District of Columbia, and Puerto Rico. KW - Crash characteristics KW - Crash injuries KW - Cyclists KW - Drivers KW - Fatalities KW - Fatality Analysis Reporting System KW - General Estimates System KW - Loss and damage KW - National Automotive Sampling System KW - Passengers KW - Pedestrians KW - States KW - Statistics KW - Traffic crashes KW - Traffic safety KW - Trend (Statistics) UR - http://www-nrd.nhtsa.dot.gov/Pubs/811754AR.PDF UR - https://trid.trb.org/view/1250625 ER - TY - RPRT AN - 01481641 AU - Won, Moon AU - Ryu, Sungwoo AU - Choi, Pangil AU - Zhou, Wujun AU - Saraf, Sureel AU - Texas Tech University, Lubbock AU - Texas Department of Transportation AU - Federal Highway Administration TI - Improvements of Partial and Full-Depth Repair Practices for CRCP Distresses PY - 2013///Project Summary SP - 2p AB - The Texas Department of Transportation (TxDOT) has by far the most continuously reinforced concrete pavement (CRCP) lane miles in the nation, and sections as old as 50 years are still in service. Having served much longer than intended, some sections are showing distresses. Full-depth repair (FDR) is one method used to repair CRCP distresses in Texas. . There is a strong need to develop an effective FDR method that will ensure long-term good performance. KW - Continuously reinforced concrete pavements KW - Maintenance practices KW - Pavement distress KW - Pavement maintenance KW - Repairing KW - Specifications KW - Texas UR - http://library.ctr.utexas.edu/hostedPDFs/txdot/psr/0-6611-s.pdf UR - https://trid.trb.org/view/1250292 ER - TY - RPRT AN - 01481638 AU - Scullion, Tom AU - Estakhri, Cindy AU - Wilson, Bryan T AU - Texas A&M Transportation Institute AU - Texas Department of Transportation AU - Federal Highway Administration TI - Use of Fine-Graded Asphalt Mixtures PY - 2013///Project Summary SP - 2p AB - Thin hot mix asphalt (HMA) overlays are more economical than traditional overlays and mitigate problems with curb/gutter height restrictions. Though still more expensive than surface treatments, these mixes should not have chip-loss problems and, because of the fine texture, are relatively quiet. When properly designed and constructed, they may provide a service life comparable to traditional mixes. Another option for thin pavement maintenance is slurry overlay systems. These emulsion- or cement-based materials are spread or sprayed onto the pavement surface at ambient temperatures, do not require compaction, and can be opened to traffic after a short time. This research (1) monitored existing thin overlay performance, (2) developed new thin overlay specifications that districts can easily and cost-effectively implement, (3) worked with districts to construct new thin overlay test sections, and to a lesser extent (4) evaluated various slurry overlay systems in similar applications. KW - Bituminous overlays KW - Hot mix asphalt KW - Mix design KW - Pavement performance KW - Slurry seals KW - Texas UR - https://trid.trb.org/view/1250293 ER - TY - RPRT AN - 01481636 AU - Won, Moon AU - Ryu, Sungwoo AU - Choi, Pangil AU - Zhou, Wujun AU - Saraf, Sureel AU - Senadheera, Sanjaya AU - Hu, Jiong AU - Siddiqui, Sarwar AU - Fowler, David AU - Texas Tech University, Lubbock AU - Texas Department of Transportation AU - Federal Highway Administration TI - Optimizing Concrete Pavement Type Selection Based on Aggregate PY - 2013///Project Summary SP - 2p AB - Design concept and structural responses of jointed plain concrete pavement (CPCD) and continuously reinforced concrete pavement (CRCP) are quite different. In CPCD, concrete volume changes are allowed to a full extent, and accommodations are made to ensure good load transfer at discontinuities, i.e., transverse contraction joints. On the other hand, concrete volume changes are restrained to a significant degree in CRCP by longitudinal reinforcement and base friction. Because of this vastly different behavior between the two pavement types, concrete with a high coefficient of thermal expansion (CoTE)is not an ideal material for CRCP. In other words, the performance of CRCP with a high-CoTE concrete will be compromised, with a high probability of severe spalling. The distress is related to concrete materials and should be addressed accordingly. In this research, coarse aggregate sources that were known to cause severe spalling and/or delamination distresses were identified. KW - Coarse aggregates KW - Continuously reinforced concrete pavements KW - Delamination KW - Pavement design KW - Pavement distress KW - Rigid pavements KW - Spalling KW - Texas KW - Thermal expansion UR - http://library.ctr.utexas.edu/hostedPDFs/txdot/psr/0-6681-s.pdf UR - https://trid.trb.org/view/1250295 ER - TY - RPRT AN - 01481634 AU - Caldas, Carlos H AU - Stock, Tyler AU - Prozzi, Jolanda AU - Loftus-Otway, Lisa AU - Clower, Terry AU - Bomba, Michael AU - University of Texas, Austin AU - Texas Department of Transportation AU - Federal Highway Administration TI - Linking Regional Planning with Project Planning in Support of NEPA PY - 2013///Project Summary SP - 2p AB - Since the enactment of the National Environmental Protection Act (NEPA) in 1970, sponsors of transportation projects that receive federal money or fall under the purview of the federal government in some other way are required to develop documentation that shows the environmental effects of the project were studied and taken into consideration. As the time and effort required to perform appropriate NEPA reviews have increased, so has the pressure to streamline the process. One such streamlining technique, linking regional and project planning with NEPA, is the focus of this research. The theory behind this linkage is that numerous actions performed in planning and during NEPA documentation overlap or should overlap. Determining where the overlap occurs and how to take advantage of the overlap is the central purpose of this research. KW - Environmental impact analysis KW - Environmental streamlining KW - National Environmental Protection Act of 1969 KW - Programming (Planning) KW - Project management KW - Regional planning KW - Streamlining KW - Texas Department of Transportation UR - https://trid.trb.org/view/1250296 ER - TY - RPRT AN - 01481632 AU - Turner, Patricia AU - Higgins, Laura AU - Texas A&M Transportation Institute AU - Texas Department of Transportation AU - Federal Highway Administration TI - Evaluation of the Measures and the Development of a Plan to Reduce the Number and Mitigate the Severity of Crashes Involving Motorcyclists on Texas Highways PY - 2013///Project Summary SP - 2p AB - Nearly one in seven people killed on Texas roadways each year is a motorcycle rider. This research project developed a statewide plan to reduce motorcycle crashes and injuries in Texas,which includes countermeasures and outreach activities to prevent and/or mitigate motorcycle crashes and associated injuries and fatalities in Texas. The plan provides a baseline from which the Texas Department of Transportation’s (TxDOT’s) districts and Traffic Operations Division can effectively measure and track implemented countermeasures and programs, and, if necessary, make changes to motorcycle safety efforts. KW - Countermeasures KW - Fatalities KW - Highway safety KW - Motorcycle crashes KW - Motorcyclists KW - Safety programs KW - Texas UR - http://library.ctr.utexas.edu/hostedPDFs/txdot/psr/0-6712-s.pdf UR - https://trid.trb.org/view/1250297 ER - TY - RPRT AN - 01481631 AU - Miles, Jeffrey D AU - Carlson, Paul AU - Ge, Hancheng AU - Zhang, Yunlong AU - Texas A&M Transportation Institute AU - Texas Department of Transportation AU - Federal Highway Administration TI - Developing Luminance-Based Mobile Highway Delineation Equipment and Level of Service Guidelines for Safe Nighttime High-Speed Travel PY - 2013///Project Summary SP - 2p AB - A federal requirement, retroreflectivity is a good tool for product testing but can provide false positives for traffic control devices (TCDs) based on the approach geometry, such as when a sign becomes twisted. This research project developed an objective nighttime assessment method for TCDs using TCD presence and luminance that could be tied back to a form of level of service. The researchers reviewed the pertinent literature with an emphasis on research and factors study to gather real-world driver assessment of in-service TCDs and their correlated luminance. These data were used to predict driver assessment values of in-service TCDs that would be used to assess their level of service under nighttime conditions along high-speed rural roadways. KW - Guidelines KW - Highway delineators KW - Level of service KW - Luminance KW - Night visibility KW - Retroreflectivity KW - Rural highways KW - Texas KW - Traffic control devices UR - http://library.ctr.utexas.edu/hostedPDFs/txdot/psr/0-6647-s.pdf UR - https://trid.trb.org/view/1250300 ER - TY - RPRT AN - 01481630 AU - Folliard, Kevin AU - Giannini, Eric R AU - Zhu, J AU - Bayrak, O AU - Kreitman, K AU - Webb, Z AU - Hansen, B AU - University of Texas, Austin AU - Texas Department of Transportation AU - Federal Highway Administration TI - Non-destructive Evaluation of In-Service Concrete Structures Affected by Alkali-Silica Reaction (ASR) or Delayed Ettringite Formation (DEF) PY - 2013///Project Summary SP - 2p AB - Alkali-silica reaction (ASR) and delayed ettringite formation (DEF) are expansive reactions that can lead to the premature deterioration of concrete structures. This project focused on the application of non-destructive test (NDT) methods to evaluate concrete elements, ranging from laboratory size to full scale, affected by ASR and/or DEF. KW - Alkali silica reactions KW - Concrete structures KW - Deterioration KW - Ettringite KW - Nondestructive tests KW - Structural analysis KW - Texas UR - http://library.ctr.utexas.edu/hostedPDFs/txdot/psr/0-6491-s.pdf UR - https://trid.trb.org/view/1250291 ER - TY - RPRT AN - 01481628 AU - Newcomb, David AU - Lenz, Russel AU - Estakhri, Cindy AU - Texas A&M Transportation Institute AU - Texas Department of Transportation AU - Federal Highway Administration TI - Seal Coat Binder Specification PY - 2013///Project Summary SP - 2p AB - In 2012, Texas Department of Transportation (TxDOT) allocated approximately $336.68 million for preventive maintenance work throughout the state. These contracts predominantly utilize seal coats to treat roadways selected by district staff. The roadways selected to receive a seal coat treatment are determined by evaluating the current Pavement Management Information System data along with visual inspections and recommendations of maintenance supervisors and area engineers. A prioritized list of projects including corresponding project cost estimates is typically developed and compared to the preventive maintenance funding allocated to the district. This research project evaluated the success of this system to date by 1) identifying districts with chip seal projects accomplished under this system; 2) interviewing TxDOT personnel, material suppliers, and contractors with experience under this system; 3) summarizing the experience of the various parties; 4) analyzing the information; and 5) reporting the results. KW - Bituminous binders KW - Materials selection KW - Pavement maintenance KW - Preventive maintenance KW - Seal coats KW - Specifications KW - Texas Department of Transportation UR - http://library.ctr.utexas.edu/hostedPDFs/txdot/psr/0-6798-s.pdf UR - https://trid.trb.org/view/1250298 ER - TY - RPRT AN - 01481627 AU - Newcomb, David AU - Lenz, Russel AU - Epps, Jon AU - Texas A&M Transportation Institute AU - Texas Department of Transportation AU - Federal Highway Administration TI - Price Adjustment Clauses PY - 2013///Project Summary SP - 2p AB - A price adjustment clause (PAC) is a contractual mechanism that allows a contractor to be at least partially protected against material or fuel price increases that may occur between the contract award and the execution of the work. According to a 2011 study, 47 out of 50 state departments of transportation (DOTs) use price adjustment clauses. PACs have the advantages of decreased bid prices, more bidders and fewer bid retractions, better market stability, better reliability in the supply chain, and more consistent contractor profit margins. Since the Texas Department of Transportation (TxDOT) does not currently use PACs and there are some risks associated with them, researchers examined the feasibility of establishing PACs in Texas. KW - Construction projects KW - Contract administration KW - Contractors KW - Contracts KW - Costs KW - Prices KW - Texas Department of Transportation UR - http://library.ctr.utexas.edu/hostedPDFs/txdot/psr/0-6799-s.pdf UR - https://trid.trb.org/view/1250299 ER - TY - RPRT AN - 01481257 AU - Bayrak, Oguzhan AU - Larson, Nancy AU - Gomez, Eulalio Fernandez AU - Garber, David AU - Ghannoum, Wassim AU - University of Texas, Austin AU - Texas Department of Transportation AU - Federal Highway Administration TI - Shear Cracking in Inverted-T Straddle Bents PY - 2013///Project Summary SP - 2p AB - Diagonal web cracking of inverted-T straddle bent caps has been reported with increasing frequency in Texas, triggering concerns about current design procedures for such elements. To address these concerns, this project was developed with the objectives of obtaining a better understanding of the behavior of inverted-T beams and developing strength and serviceability design criteria that will minimize such cracking in the future. A recently completed research project, Texas Department of Transportation (TxDOT) Project 0-5253, examined the application of strut-and-tie models to the design of rectangular bent caps. From that project, recommendations were made to the AASHTO Load and Resistance Factor Design (LRFD) specifications to improve the strength and serviceability behavior of bent caps. This project aimed to evaluate the applicability of the recommended provisions, which were calibrated for compression-chord loaded beams, to inverted-T, or tension-chord loaded beams. KW - Bents KW - Bridge design KW - Cracking KW - Design load KW - Shear strength KW - Structural supports KW - Strut and tie method KW - T beams KW - Texas UR - http://library.ctr.utexas.edu/hostedPDFs/txdot/psr/0-6416-s.pdf UR - https://trid.trb.org/view/1250290 ER - TY - RPRT AN - 01481251 AU - Glover, Charles AU - Martin, Amy Epps AU - Texas A&M Transportation Institute AU - Texas Department of Transportation AU - Federal Highway Administration TI - Evaluation of Binder Aging and Its Influence in Aging of Hot Mix Asphalt Concrete PY - 2013///Project Summary SP - 2p AB - Asphalt binders oxidize in pavements, even well below the pavement surface. This oxidation is ongoing throughout the life of the pavement and leads to ever-increasing binder embrittlement and reduced pavement durability. Understanding how best to design pavement mixtures in a way that takes this binder oxidation and embrittlement into account is a very complex but important issue. Additionally, maintenance treatments are believed to extend pavement service life, and data have been needed to confirm and quantify improvements. This project provided information on these issues in an effort to achieve significant improvements to pavement durability with significant life-cycle cost savings to the Texas Department of Transportation (TxDOT). KW - Aging (Materials) KW - Asphalt concrete KW - Bituminous binders KW - Durability KW - Embrittlement KW - Hot mix asphalt KW - Mix design KW - Oxidation KW - Pavement maintenance KW - Service life KW - Texas UR - http://library.ctr.utexas.edu/hostedPDFs/txdot/psr/0-6009-s.pdf UR - https://trid.trb.org/view/1250288 ER - TY - RPRT AN - 01481249 AU - Fowler, David W AU - Rached, Marc AU - Whitney, David P AU - University of Texas, Austin AU - Texas Department of Transportation AU - Federal Highway Administration TI - Achieving Adequate Friction and Predicting Skid Values in Class P Concrete with Manufactured Fine Aggregates PY - 2013///Project Summary SP - 2p AB - The Dallas and Fort Worth Districts use large quantities of concrete for high-traffic roadways; however, the sources of natural fine aggregates meeting the Texas Department of Transportation’s (TxDOT’s) minimum acid insoluble residue (AI) requirements are being depleted. The minimum AI is important to result in concrete roadways with good skid performance. As good-quality natural sand having a minimum AI of 60% is depleted, the Dallas and Fort Worth Districts will be required to transport natural sand from distant pits and blend them with local manufactured fine aggregate (MFA) sources. To potentially permit the use of more local MFAs in portland cement concrete (PCC) pavements, the research investigated the use of AI values for fine aggregates to predict skid performance of PCC pavements. KW - Acid insoluble residue KW - Artificial aggregates KW - Concrete pavements KW - Portland cement concrete KW - Skid resistance KW - Texas UR - http://library.ctr.utexas.edu/hostedPDFs/txdot/psr/0-6255-s.pdf UR - https://trid.trb.org/view/1250289 ER - TY - RPRT AN - 01481012 AU - Federal Highway Administration AU - Georgia Institute of Technology TI - Real-Time Bridge Monitoring: Developing Wireless Nanosensors to Monitor Structural Integrity PY - 2013 SP - 2p AB - With steel bridges representing approximately 34% of the nearly 600,000 highway bridges in the United States, continual monitoring and early detection of deterioration in these structures is vital to prevent expensive repairs or catastrophic failures. Developing a solution for autonomous crack monitoring is the goal of this project conducted by the Georgia Institute of Technology. To detect cracks in bridges at an early stage, this project explores a real-time, rugged, low-cost, and autonomous wireless-sensing system based on state-of-the-art wireless and nano technologies. The sensing network that forms the core of this project is capable of quantifying multiple small cracks using either passive or active millimeter-wave antennas as sensors. KW - Fatigue cracking KW - Nanotechnology KW - Research KW - Sensors KW - Steel bridges KW - Structural health monitoring KW - Technological innovations UR - http://www.fhwa.dot.gov/advancedresearch/pubs/13057/13057.pdf UR - https://trid.trb.org/view/1249408 ER - TY - RPRT AN - 01480995 AU - Bayrak, Oguzhan AU - Hovell, Catherine AU - Avendano, Alejandro AU - Moore, Andrew AU - Dunkman, David AU - Nakamura, Eisuke AU - Jirsa, James AU - University of Texas, Austin AU - Texas Department of Transportation AU - Federal Highway Administration TI - Bursting and Shear Behavior of Prestressed Concrete Beams with End Blocks PY - 2013 SP - 2p AB - In 2007, the Texas Department of Transportation (TxDOT) initiated Project 0-5831 to investigate the behavior of U-beams and box beams at prestress transfer and under shear loading. The primary goal of this project was to simplify the details in the end regions of prestressed concrete beams with end blocks. For the U-beams portion of this project, eight full-scale, Texas U54 prestressed concrete beams were fabricated and tested. Eight end regions were instrumented internally and monitored at prestress transfer, 10 end regions were cured with thermocouples inside the end block, and 11 end regions were load tested. For the box beams portion of this project, opposite ends of 10 4B28 box beams (28 in. deep and 48 in. wide) were tested under shear loads, resulting in 20 shear tests. In addition, the research team fabricated and tested five 5B40 (40-in. deep and 60-in. wide) box beams. A total of nine shear tests were conducted on the box beams fabricated in-house. KW - Beams KW - Box beams KW - Load tests KW - Prestressed concrete KW - Shear strength KW - Structural analysis KW - Texas UR - http://library.ctr.utexas.edu/hostedPDFs/txdot/psr/0-5831-s.pdf UR - https://trid.trb.org/view/1249758 ER - TY - RPRT AN - 01480983 AU - Federal Highway Administration AU - University of Southern California TI - Tomorrow’s Transportation Market: Developing an Innovative, Seamless Transportation System PY - 2013 SP - 2p AB - Many significant advances have been made to provide real-time traffic information that can be used to effectively control transportation systems; however, this information has been applied with limited success to centralized transit system design and operation. As the workplace continues to move further away from core central business districts, the need to develop a decentralized system to supply transportation services becomes essential to meet the changing demands. This project examines innovative technologies that can be used to develop such a decentralized transportation system, referred to here as the “Transportation Market.” This integrated system would place a value on idle and unused transportation resources and offer real-time allocation of resources in response to shifting demand. KW - Congestion management systems KW - Decentralization KW - Real time information KW - Research KW - Resource allocation KW - Technological innovations KW - Transportation system management UR - http://www.fhwa.dot.gov/advancedresearch/pubs/13058/13058.pdf UR - https://trid.trb.org/view/1249407 ER - TY - RPRT AN - 01480975 AU - Martin, Amy Epps AU - Vijaykumar, Aishwarya AU - Arambula, Edith AU - Freeman, Tom AU - Texas A&M Transportation Institute AU - Texas Department of Transportation AU - Federal Highway Administration TI - Validate Surface Performance-Graded (SPG) Specification for Surface Treatment Binders PY - 2013 SP - 2p AB - The design and selection of surface treatment binders is currently based on experience and traditional specifications that are not performance related and do not directly consider climate. A surface performance-graded (SPG) specification for these materials was developed and initially validated previously in Texas Department of Transportation (TxDOT) Project 0-1710. This SPG specification utilizes the equipment and format of the performance-graded (PG) binder specification for hot-mix asphalt (HMA) binders and ensures adequate surface treatment performance in service in terms of aggregate loss and bleeding by measuring binder properties at critical high and low surface pavement temperatures. In this project, the original SPG specification was revised and further validated with field performance. KW - Bituminous binders KW - Hot mix asphalt KW - Performance based specifications KW - Performance tests KW - Surface treating KW - Temperature endurance tests KW - Texas UR - http://library.ctr.utexas.edu/hostedPDFs/txdot/psr/0-6616-s.pdf UR - https://trid.trb.org/view/1249760 ER - TY - RPRT AN - 01480966 AU - Stokoe, Kenneth H AU - Lee, Jung-Su AU - Nam, Boo-Hyun AU - Hayes, Richard AU - Scullion, Tom AU - Liu, Wenting AU - University of Texas, Austin AU - Texas A&M Transportation Institute AU - Texas Department of Transportation AU - Federal Highway Administration TI - Development of the Total Pavement Acceptance Device (TPAD) and Initial Pavement Studies PY - 2013 SP - 2p AB - A new, multi-function pavement testing device has been developed by a joint effort between Texas Department of Transportation (TxDOT), Center for Transportation Research at the University of Texas at Austin, and the Texas A&M Transportation Institute at Texas A&M University through TxDOT Research Project 0-6005. This device is called the total pavement acceptance device (TPAD). The objective of TPAD testing is to nondestructively and nonintrusively investigate the structural conditions of the pavement. The performance of the TPAD was tested on three types of pavements: a jointed concrete pavement (JCP) at the TxDOT Flight Services Facility; a continuously reinforced pavement on US 287 near Wichita Falls, Texas; and a hot-mix asphalt on US 290 near Houston, Texas. The multi-functions of the TPAD enable a robust evaluation of the pavement conditions in a single pass in relatively short time. With the TPAD, the pavement deflections, subsurface conditions, surface temperatures, and profiling distances are simultaneously collected and processed. Besides evaluating the pavement condition in nearly real time, the engineer can also identify additional zones that may require further testing. KW - Acceptance tests KW - Ground penetrating radar KW - Nondestructive tests KW - Pavement performance KW - Rolling dynamic deflectometers KW - Testing equipment KW - Texas KW - Total Pavement Acceptance Devices UR - http://library.ctr.utexas.edu/hostedPDFs/txdot/psr/0-6005-s.pdf UR - https://trid.trb.org/view/1249759 ER - TY - RPRT AN - 01479818 AU - Research and Innovative Technology Administration TI - National Transportation Statistics 2013 PY - 2013 SP - 507p AB - This document presents information on the U.S. transportation system, including its physical components, safety record, economic performance, energy use, and environmental impacts. National Transportation Statistics is a companion document to the Transportation Statistics Annual Report, which analyzes some of the data presented here, and State Transportation Statistics, which presents state level data on many of the same topics presented here. The report has four chapters and one appendix. Chapter 1 provides data on the extent, condition, use, and performance of the physical transportation network. Chapter 2 details transportation's safety record, giving data on accidents, crashes, fatalities, and injuries for each transportation mode and hazardous materials. Chapter 3 focuses on the relationship between transportation and the economy, presenting data on transportation's contribution to the gross domestic product, employment by industry and occupation, and transportation-related consumer and government expenditures. Chapter 4 presents data on transportation energy use and transportation-related environmental impacts. Appendix A contains metric conversions of select tables. KW - Crashes KW - Economic factors KW - Energy consumption KW - Environmental impacts KW - Fatalities KW - Hazardous materials KW - Statistics KW - Transportation safety UR - http://www.rita.dot.gov/bts/sites/rita.dot.gov.bts/files/NTS_Entire_13Q4.pdf UR - http://www.rita.dot.gov/bts/sites/rita.dot.gov.bts/files/publications/national_transportation_statistics/index.html UR - https://trid.trb.org/view/1248195 ER - TY - RPRT AN - 01478333 AU - Department of Transportation TI - Women in Transportation (Videos) PY - 2013 SP - n.p. AB - A playlist of the official YouTube channel of the United States Department of Transportation. This playlist features videos focusing on women who work in transportation careers. On April 9, 2013 this playlist consisted of 8 videos (22:55 min.): A world of opportunities for women at UPS; Women in Transportation: Beverley Swaim-Staley; Hazardous Materials Investigators: On the Front Lines of Transportation Safety; Voices of the Recovery Act: Alison Barber; Transporting America: United Streetcar; Voices of the Recovery Act: Rhea Mayolo; Transporting America: Proterra; and Voices of the Recovery Act: Gail Land. KW - Females KW - Transportation careers UR - http://www.youtube.com/playlist?list=PLE0JbKk9QnJ3RXjJ5AJikY1mLrpqs2frL UR - https://trid.trb.org/view/1247372 ER - TY - RPRT AN - 01478093 AU - Cambridge Systematics, Incorporated AU - Fehr & Peers AU - Oregon Department of Transportation AU - Federal Highway Administration TI - Oregon Statewide Transportation Strategy: A 2050 Vision for Greenhouse Gas Emissions Reduction, Volume 1 PY - 2013 SP - 137p AB - The Statewide Transportation Strategy (STS) was developed in response to legislative direction. In 2010, the Oregon Legislature passed Senate Bill 1059 (Chapter 85, Oregon Laws 2010, Special Session) which requires: “...the Oregon Transportation Commission, after consultation with and in cooperation with metropolitan planning organizations, other state agencies, local governments and stakeholders...shall adopt a statewide transportation strategy on greenhouse gas emissions to aid in achieving the greenhouse gas emissions reduction goals set forth in ORS 468.205 [a 75% reduction below 1990 levels by 2050]...” In accordance with the legislative direction, the Statewide Transportation Strategy: A 2050 Vision for Greenhouse Gas (GHG) Emissions Reduction describes what it would take for the transportation sector to get as close to the 2050 goal as is plausible. The STS, itself, is neither directive nor regulatory, but rather points to promising approaches for further consideration by policymakers at the national, state, regional, and local levels. Policymakers will need to decide if all or select strategies are to be pursued, how, and when. Many of the strategies in the STS require further analysis and consideration before the right approach can be chosen or action taken. The STS examines all aspects of the transportation system including the movement of people and goods and identifies transportation system, vehicle and fuel technology, and urban land use pattern strategies. Based on policy discussions and analysis, the STS 2050 vision results in a future with 60 percent fewer GHG emissions than 1990. The broad 40 year course of action charted in the STS is agile and can be adapted to an evolving future and unforeseen opportunities. Progress will be monitored over time and the course adjusted accordingly. The STS allows flexibility in what strategies and actions may be pursued and points to those projected to be effective at achieving the intent of the legislation. The STS does not assign responsibility for implementation. The 60 percent reduction in emissions is projected to occur from the implementation of the entire STS, meaning, to reach even this level, all of the strategies would need to be considered. By mandate, the STS focus is on prevention and mitigation of climate impacts rather than adaptation. KW - Freight traffic KW - Greenhouse gases KW - Land use planning KW - Metropolitan planning organizations KW - Oregon KW - Policy making KW - Pollutants KW - Strategic planning KW - Transportation UR - http://www.oregon.gov/ODOT/TD/OSTI/docs/STS/STS%20Report%20-Clean_March%202013_AP%20Final_for%20website_2.pdf UR - https://trid.trb.org/view/1247055 ER - TY - RPRT AN - 01476971 AU - Cox, Shannon AU - Uriarte, Alex AU - Trisal, Shilpa AU - Chiu, Bonnie AU - Bond, Alexander AU - ICF International AU - Federal Highway Administration TI - Environmental Justice and NEPA in the Transportation Arena: Project Highlights PY - 2013 SP - 82p AB - Transportation practitioners struggle with identifying and assessing environmental justice impacts as part of project reviews conducted under the National Environmental Policy Act (NEPA). The purpose of this report is to provide transportation practitioners with a reference of effective approaches in addressing environmental justice as part of NEPA through examples from 10 recent transportation projects. The first section of the report defines environmental justice and provides an overview of related key legislation and guidance. Short summaries of each example project and compiled effective practices follow. A description of methods, longer case study summaries, and acronyms are provided in appendices. KW - Case studies KW - Environmental justice KW - Equity (Justice) KW - Low income groups KW - Minorities KW - National Environmental Policy Act of 1969 KW - Transportation planning UR - http://www.fhwa.dot.gov/environment/environmental_justice/ej_and_nepa/highlights/ejandnepa.pdf UR - https://trid.trb.org/view/1246492 ER - TY - RPRT AN - 01476450 AU - Federal Highway Administration TI - Identification of Nondestructive Evaluation Needs for the United States Highway Infrastructure PY - 2013///Program Fact Sheet SP - 8p AB - On September 27th and 28th, 2012, the Federal Highway Administration’s (FHWA’s) Office of Infrastructure Research and Development (R&D) held a 2-day workshop in Alexandria, Virginia, with the purpose of developing a list of prioritized needs regarding nondestructive evaluation (NDE) for the United States highway infrastructure. This list will be used to determine new research and development activities required to develop a new strategic vision and roadmap for the program. The FHWA Nondestructive Evaluation Technical Working Group (TWG) workshop included nationally recognized experts in the fields of NDE and structural health monitoring (SHM) from Federal and State departments of transportation (DOTs), academia, and industry. This document presents the list of prioritized needs identified by the workshop. KW - Bridges KW - Evaluation KW - Highways KW - Infrastructure KW - Nondestructive tests KW - Research KW - Structural health monitoring KW - Technological innovations KW - United States UR - http://www.fhwa.dot.gov/publications/research/infrastructure/pavements/13056/13056.pdf UR - https://trid.trb.org/view/1246330 ER - TY - RPRT AN - 01476342 AU - Stokoe, Kenneth H AU - Lee, June-Su AU - Industrial Vehicles International, Incorporated AU - University of Texas, Austin AU - Texas Department of Transportation AU - Federal Highway Administration TI - User's Manuals for Manufacturers' Components Integrated into the TPAD PY - 2013 SP - v.p. AB - Product information, service parts catalogs, and user guides for various components of the Total Pavement Acceptance Device (TPAD). KW - Components KW - Equipment maintenance KW - Manuals KW - Parts KW - Texas Department of Transportation KW - Total Pavement Acceptance Devices UR - http://library.ctr.utexas.edu/ctr-publications/0-6005-P5.zip UR - https://trid.trb.org/view/1244239 ER - TY - RPRT AN - 01475250 AU - Cortes, Pedro AU - Peters, Klaus-Markus AU - Hetzel, Brian P AU - Youngstown State University, Ohio AU - Research and Innovative Technology Administration TI - The Fracture Properties of Novel Sandwich Structures PY - 2013///Final Report SP - 22p AB - The use of sandwich structures based on a light-weight foam metal matrix composite as the core component of hybrid systems with fiber-metal laminates as the skin layers represents a feasible technological approach for the development of novel automotive, aerospace and rail transportation components. These sandwich structures offer valuable physical and mechanical features such as weight reduction, improved safety, and superior impact and vibration properties. The main goal of the present project is to develop a novel sandwich structure based on an Interpenetrated Phase Composite foam and skin layers constituted by a metal/high-impact composite. The research program has been divided in two phases. The first phase, which is presented in this report, mainly concentrates on the development, analysis and characterization of the skin layers, with an initial mechanical evaluation of the foam and the sandwich structure. The second phase focuses rather on the dynamic properties of the foam and the sandwich material. Indeed, a full investigation on the sandwich system is currently in progress and will be presented in the subsequent final report. KW - Composite materials KW - Foamed materials KW - Fracture properties KW - Lightweight materials KW - Metals KW - Sandwich construction KW - Thermoplastic materials UR - http://stem.ysu.edu/gen/stem_generated_bin/documents/basic_module/FinalreportPCMPBH.pdf UR - https://trid.trb.org/view/1244487 ER - TY - RPRT AN - 01470375 AU - Federal Highway Administration TI - Highway Statistics 2011 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. KW - Bridges KW - Debt KW - Expenditures KW - Highway safety KW - Highway transportation KW - Infrastructure KW - International KW - Motor fuels KW - Performance indicators KW - Revenues KW - Statistics KW - Travel KW - Travelers KW - Vehicles UR - http://www.fhwa.dot.gov/policyinformation/statistics/2011/ UR - https://trid.trb.org/view/1238245 ER - TY - RPRT AN - 01469994 AU - Lawson, William D AU - Texas Department of Transportation AU - Texas Tech University, Lubbock AU - Federal Highway Administration TI - Winter Weather Management and Operations Curriculum Development and Instruction PY - 2013 SP - 23p AB - This project produced two training programs on the topic of winter weather roadway maintenance for the Texas Department of Transportation, one for management [Product P1] and one for operations personnel [Product P3]. The winter weather management training program consisted of curriculum development, instructional design, a pilot training course, and delivery of two 12-hour, instructor-led, "train the trainer" training events. KW - Maintenance practices KW - Snow and ice control KW - Snow removal KW - Texas KW - Training KW - Winter maintenance UR - https://trid.trb.org/view/1237157 ER - TY - RPRT AN - 01516173 AU - Commuri, Sesh AU - Zaman, Musharraf AU - Beainy, Fares AU - Singh, Dharamveer AU - Nazari, Moeen AU - Imran, Syed AU - Barman, Manik AU - University of Oklahoma, Norman AU - Oklahoma Transportation Center AU - Research and Innovative Technology Administration TI - Pavement Evaluation Using a Portable Lightweight Deflectometer PY - 2012/12/31/Final Report SP - 47p AB - The use of Zorn ZFG-3000 portable Lightweight Deflectometer (LWD) in the in-situ assessment of pavement quality was investigated in this research. A lower load and a shorter load pulse duration are used in a LWD as compared to a Falling Weight Deflectometer (FWD). LWDs are ideally suited for the structural evaluation of a single pavement layer at a time. LWDs could serve as a cost effective, non-destructive, in-situ test method for the evaluation of the mechanistic properties of the pavement and help to bridge the gap between the design and the construction of the pavements. The performance of the Zorn ZFG3000 LWD device in measuring the stiffness of asphalt layer was studied during construction of full-depth asphalt pavements. While it was observed that the Zorn ZFG-3000 LWD was easy to use and able to determine the general trends in increasing/decreasing stiffness of the asphalt pavement layer, the researchers found very little correlation between the LWD measured modulus and the density of the asphalt mat at the test locations as determined from roadway cores. Further, very little correlation was observed between the LWD measured modulus and the dynamic modulus of the pavement at the test locations. The LWD measurements also did not appear to depend on any pavement parameters such as mix type and gradation, lift thickness, total asphalt pavement thickness, and type of construction. Based on these findings, it is concluded that the Zorn ZFC-3000 LWD is not suitable for measuring the stiffness of asphalt pavements and for use in Quality Assurance of pavements. KW - Falling weight deflectometers KW - Full-depth asphalt pavements KW - Light weight deflectometers KW - Measurement KW - Mechanical properties KW - Pavement layers KW - Pavement performance KW - Paving KW - Quality assurance KW - Stiffness UR - http://www.oktc.org/otc/files/finalReports/OTCREOS11.1-14-F.pdf UR - https://trid.trb.org/view/1300091 ER - TY - RPRT AN - 01493479 AU - Cooley, L Allen AU - Hornsby, Howard AU - Burns Cooley Dennis, Incorporated AU - Mississippi Department of Transportation AU - Federal Highway Administration TI - Evaluation of Crushed Concrete Base Strength PY - 2012/12/31/Final Report SP - 117p AB - This research project was conducted with two primary objectives, which include: 1) determine whether current Mississippi Department of Transportation (MDOT) requirements for recycled concrete aggregates (RCA) provide adequate materials for a roadway granular pavement layer and 2) determine whether RCA materials provide the same structural value comparable to crushed limestone granular layers. In order to accomplish these objectives, seven RCA materials were obtained from Mississippi suppliers for testing and evaluation. For comparison purposes, three limestone samples were also obtained and subjected to the same testing regimen. These ten materials were subjected to typical laboratory characterization tests in order to evaluate each material. In addition, California Bearing Ratio and resilient modulus testing was conducted in order to compare the strength and stiffness of the various materials. Based upon the results of the research, RCA meeting all applicable current MDOT requirements should be allowed for granular pavement layers. Because RCA materials can have excessive absorption, RCA stockpiles should be maintained in the field at a moisture content representative of a saturated surface dry condition. This should improve the construction and testing in-place RCA granular pavement layers. A protocol was developed to improve the reliability and repeatability of Proctor testing and preparation of strength and stiffness test specimens. KW - Base course (Pavements) KW - California bearing ratio KW - Concrete KW - Crushed aggregates KW - Crushed limestone KW - Granular materials KW - Modulus of resilience KW - Moisture content KW - Recycled materials UR - http://mdot.ms.gov/documents/research/Reports/Interim%20and%20Final%20Reports/State%20Study%20238%20-%20Evaluation%20of%20Crushed%20Concrete%20Base%20Strength.pdf UR - https://trid.trb.org/view/1261329 ER - TY - RPRT AN - 01491386 AU - Lennertz, Tracy AU - Burki-Cohen, Judith AU - Sparko, Andrea L AU - Macchiarella, Nickolas AU - Kring, Jason AU - Coman, Mike AU - Haritos, Tom AU - Alvarado, Jeffry AU - Federal Aviation Administration AU - Volpe National Transportation Systems Center AU - Embry-Riddle Aeronautical University TI - NextGen Flight Deck Data Comm: Auxiliary Synthetic Speech Phase I PY - 2012/12/31/Final Report SP - 247p AB - Data Comm—a text-based controller-pilot communication system—is critical to many Next Generation Air Transportation System (NextGen) improvements. With Data Comm, communication becomes a visual task. Interacting with a visual Data Comm display may yield an unsafe increase in head-down time, particularly for single-pilot operations. This study examined the feasibility of supplementing Data Comm with synthetic speech. To this end, 32 pilots flew two experimental scenarios in a Cessna 172 Flight Training Device. In one scenario, air traffic control (ATC) communication was with a text-only Data Comm display, in the other, communication was with a text Data Comm display with synthetic speech that read aloud each message (i.e., text+speech). Pilots heard traffic with similar call signs on the party line and received a conditional clearance (in both scenarios); in either scenario, pilots received a clearance that was countermanded by a live controller. Results indicated that relative to the text-only display, the text+speech display aided single-pilot performance by reducing head-down time, and may have prevented participants from acting early on the conditional clearance. Supplementing text Data Comm with speech did not introduce additional complications: participants were neither more likely to erroneously respond to similar call signs, nor to ignore a live ATC voice countermand. KW - Advanced automation system (Air traffic control) KW - Air traffic control KW - Data communications KW - Human factors KW - Next Generation Air Transportation System KW - Speech synthesis KW - Visual display units (Computers) KW - Voice communication UR - http://ntl.bts.gov/lib/47000/47100/47121/DOT-VNTSC-FAA-12-17.pdf UR - https://trid.trb.org/view/1259493 ER - TY - ABST AN - 01485429 TI - Development of Enhanced Safety Systems Based on GPS/INU System AB - This project will test emerging navigation technologies in a simulation environment that could lead to better assessment of future navigation technology and improved methods for roadway design. KW - Evaluation and assessment KW - Global Positioning System KW - Highway design KW - Navigation KW - Technological innovations KW - Traffic safety UR - https://trid.trb.org/view/1254147 ER - TY - RPRT AN - 01472521 AU - Nagler, Matthew G AU - University Transportation Research Center AU - New Jersey Department of Transportation AU - Federal Highway Administration AU - Research and Innovative Technology Administration TI - The Strategic Significance of Negative Externalities PY - 2012/12/31/Final Report SP - 31p AB - Negative externalities have competitive relevance in a market when they have selective impacts – as, for example, when a product in use imposes greater costs on consumers of rival products than on other people. Because managers have discretion over aspects of product design that affect external costs, the externality in such cases may be viewed as a strategic variable. This paper presents evidence of the existence of competitively-relevant negative externalities. The author introduces a metric for the externality’s competitive effect, the external cost elasticity of demand, which is estimated econometrically using data from the motor vehicle industry. Managerial implications are considered. KW - Consumer behavior KW - Demand KW - Econometric models KW - Elasticity (Economics) KW - Externalities KW - Motor vehicle industry UR - http://www.utrc2.org/sites/default/files/pubs/UTRC2012%20final%20report%20Nagler_0.pdf UR - http://ntl.bts.gov/lib/46000/46900/46988/UTRC2012_final_report_Nagler_0.pdf UR - https://trid.trb.org/view/1243483 ER - TY - RPRT AN - 01471004 AU - Turnbull, Katherine AU - Cearley, Mary AU - Kruse, Jim AU - Norboge, Nick AU - Texas A&M Transportation Institute AU - Texas Department of Transportation AU - Federal Highway Administration TI - Impacts on Texas Ports from the Panama Canal Expansion PY - 2012/12/31 SP - 2p AB - The Panama Canal is currently undergoing a $5.25 billion expansion, which is expected to be completed in late 2014 or early 2015. The canal expansion, along with population growth and energy development in Texas, provides opportunities to expand global trade through Texas ports. The Texas Department of Transportation (TxDOT) formed the Panama Canal Stakeholder Working Group (PCSWG) and initiated this project in early 2012 to assess the opportunities associated with the Panama Canal expansion and to examine the potential impacts on Texas ports and landside infrastructure, including roadways, railroads, and intermodal facilities. KW - Freight traffic KW - Intermodal facilities KW - International trade KW - Landside operations (Ports) KW - Panama Canal KW - Port capacity KW - Port operations KW - Texas UR - http://library.ctr.utexas.edu/hostedPDFs/txdot/psr/6800.pdf UR - https://trid.trb.org/view/1238897 ER - TY - RPRT AN - 01485379 AU - Schroeder, Jeremy L AU - Demetsky, Michael AU - Friesz, Terry AU - Yao, Tao AU - University of Virginia, Charlottesville AU - Pennsylvania State University, University Park AU - Mid-Atlantic Universities Transportation Center AU - Research and Innovative Technology Administration TI - Infrastructure Management: Project A: Developing a framework for prioritizing infrastructure improvements on critical freight corridors; Project B: Developing a market based framework for freight infrastructure management PY - 2012/12/21/Final Report SP - 147p AB - Fully operational highways are necessary for efficient freight movements by the trucking industry. Yet, the combination of limited funding and aging infrastructure creates a grim scenario for states, which are dependent upon the economic benefits of goods movements. This research develops a comprehensive, freight-based prioritization framework to identify freight infrastructure needs critical to maintaining economic vitality by incorporating economic metrics associated with infrastructure performance and level of service. Framework outputs are a prioritized list of infrastructure needs to sustain economically critical highway infrastructure with consideration to regional economic impacts and safety and mobility improvements. In summary, the framework first evaluates infrastructure needs on a specified highway network, then prioritizes those needs using a decision model to balance developed economic metrics that estimate regional corridor-wide benefits of the local improvement with severity of needs as quantified with conditional performance measures. The developed metrics and prioritization methods are consistently applicable to any region within the United States, and two proofs of concept examine data from the Virginia highway system to demonstrate the methodology. A review of literature documents existing and proposed highway improvement prioritization frameworks to incorporate best practices into the methodology developed for this research. While the literature discounts use of economic development performance measures and the economic importance of a corridor is typically taken for granted, this research adds the dimension of economic significance of a corridor into the prioritization process for infrastructure improvements to generate motivation for private sector investment. An input-output model is used to identify the most transportation dependent industrial sectors, which are then linked with commodity flows using the Federal Highway Administration’s Freight Analysis Framework. A set of conditional performance measures are selected to identify critical locations meriting improvements, including National Bridge Investment Analysis System (NBIAS) outputs, International Roughness Index (IRI), truck fatality crash rate and truck crash rate, and deficiencies in geometric standards. The prioritization methodology is demonstrated by applying the three developed economic metrics to two proofs of concept in Virginia: the U.S. 460 expressway between Petersburg and Hampton Roads and the U.S. 29 bypass in Charlottesville. KW - Decision support systems KW - Economic factors KW - Freight traffic KW - Highway corridors KW - Infrastructure KW - Level of service KW - Maintenance KW - Needs assessment KW - Strategic planning KW - Virginia UR - http://www.mautc.psu.edu/docs/MAUTC-2010-01.pdf UR - https://trid.trb.org/view/1254037 ER - TY - RPRT AN - 01482563 AU - Stolle, Cody S AU - Sicking, Dean L AU - University of Nebraska, Lincoln AU - Nebraska Department of Roads AU - Federal Highway Administration AU - Mid-America Transportation Center AU - Research and Innovative Technology Administration TI - Cable Median Barrier Failure Analysis and Prevention PY - 2012/12/17/Final Report SP - 230p AB - Cross-median crashes have been identified as one of the highest injury or fatality risk crash types. Although cross-median crashes account for only 2% to 5% of all median crash events, they are disproportionately represented in the number and frequency of fatalities on interstate roadways. Many states have utilized cable median barriers to reduce the risk of cross-median crashes, frequently with great success. However, cable median barriers are also fixed obstacles to errant vehicles. Cable median barriers can place occupants at increased risk of severe injury or fatality if the barrier fails to adequately contain and redirect errant vehicles, resulting in a vehicular penetration through the barrier or rollover. As total cable median barrier mileage continues to climb, there is an opportunity to prevent many penetration, rollover, and serious injury or fatality crashes by improving barrier design, installation guidelines, and crash-testing guidelines to more adequately address crash concerns with these barrier types. More than 6,000 cable median barrier crashes from 12 different states were analyzed to determine causes of barrier containment failures, and new crash test conditions which were reflective of these impact conditions were identified. Further crash testing and barrier redesign should reduce the frequency of barrier penetrations and rollovers. KW - Cable barriers KW - Cables KW - Containment capacity (Barriers) KW - Crash analysis KW - Design KW - Failure analysis KW - Highway safety KW - Impact tests KW - Median barriers KW - Redirection (Impacting vehicle) UR - https://trid.trb.org/view/1251176 ER - TY - RPRT AN - 01469397 AU - Schmidt, Tyler L AU - Mongiardini, Mario AU - Bielenberg, Robert W AU - Lechtenberg, Karla A AU - Reid, John D AU - Faller, Ronald K AU - University of Nebraska, Lincoln AU - University of Nebraska, Lincoln AU - Nebraska Department of Roads AU - Federal Highway Administration TI - Dynamic Testing of MGS W6x8.5 Posts at Decreased Embedment PY - 2012/12/17/Final Report SP - 80p AB - The objective of this study was to evaluate and compare the energy absorption characteristics of W6x8.5 (W152x12.6) posts at a reduced embedment depth of 36 in. (914 mm) to that of the standard 40-in. (1,016-mm) embedded W6x8.5 (W152x12.6) posts used in the original Midwest Guardrail System (MGS). A total of eight dynamic component tests were performed – two tests with the 40-in. (1,016-mm) embedment depth and six with a 36-in. (914-mm) embedment depth. For two of the six 36-in. (914-mm) embedment tests, the load height was increased from 24⅞ in. (632 mm) to 28⅞ in. (733 mm). The posts were embedded in a highly compacted, coarse, crushed limestone material. For each test, acceleration data was used to determine the force vs. deflection and energy vs. deflection characteristics of the various post installations. Post-soil interaction forces and energy dissipation characteristics of the steel posts with a 36-in. (914-mm) embedment depth were compared to those for the steel post used in the original design of the MGS in both moderately and highly compacted soil. From these comparisons, the post with a 36-in. (914-mm) embedment depth was found to provide similar strength to that of the W6x9 (W152x13.4) steel post with a 40-in. (1,016-mm) embedment depth and installed in moderately compacted soil. In highly compacted soil, the post with a 36-in. (914-mm) embedment depth exhibited less resistance than the post with a 40-in. (1,016-mm) embedment depth. Therefore, the dynamic resistance of the W6x8.5 (W152x12.6) post with a 36-in. (914-mm) embedment was determined to provide enough resistance to be used with the MGS, which may allow a potential increase in the maximum rail mounting height of the MGS. KW - Compacted soils KW - Depth KW - Dynamic tests KW - Embedment KW - Energy absorption KW - Guardrails KW - Impact tests KW - Midwest Guardrail System KW - Posts UR - http://ntl.bts.gov/lib/46000/46900/46956/Dynamic_testing_of_MGS_W6x8.5_posts_at_decreased_embedment.pdf UR - https://trid.trb.org/view/1237155 ER - TY - RPRT AN - 01458054 AU - Day, Christopher M AU - Brennan, Thomas M AU - Hainen, Alexander M AU - Remias, Stephen M AU - Bullock, Darcy M AU - Traffax Inc AU - Purdue University AU - Indiana Department of Transportation AU - Department of Transportation TI - Roadway System Assessment Using Bluetooth-Based Automatic Vehicle Identification Travel Time Data SN - 9781622602186 PY - 2012/12/17 SP - 57p AB - This monograph is an exposition of several practice-ready methodologies for automatic vehicle identification (AVI) data collection systems. This includes considerations in the physical setup of the collection system as well as the interpretation of the data. An extended discussion is provided, with examples, demonstrating data techniques for converting the raw data into more concise metrics and views. Examples of statistical before-after tests are also provided. A series of case studies were presented that focus on various real-world applications, including the impact of winter weather on freeway operations, the economic benefit of traffic signal retiming, and the estimation of origin-destination matrices from travel time data. The technology used in this report is Bluetooth MAC address matching, but the concepts are extendible to other AVI data sources. KW - Applications KW - Automatic vehicle identification KW - Bluetooth technology KW - Case studies KW - Data collection KW - Travel time UR - http://dx.doi.org/10.5703/1288284314988 UR - http://ntl.bts.gov/lib/46000/46600/46663/Roadway_System_Assessment_Using_Bluetooth-Based_Automatic_Vehicle.pdf UR - https://trid.trb.org/view/1225696 ER - TY - RPRT AN - 01596010 AU - Mavris, Dimitri N AU - Tai, Jimmy AU - Georgia Institute of Technology, Atlanta AU - Federal Aviation Administration TI - En Route Jet Aircraft Noise Analysis PY - 2012/12/15/Final Report SP - 59p AB - Most research into commercial noise is primarily focused on reducing the community noise, noise that the local population near an airport experiences as aircraft takeoff and land. While this type of noise may be a main driver for the noise that communities experience, noise generated by an aircraft during climb, cruise, and descent segments of flight might also reach the ground and affect the noise level experienced by these communities. The noise from these sources can have the same annoying effects as those experienced during takeoff and landing. En route noise can become problematic and produce similar annoyance as that experienced near airports when aircraft are flying over rural areas. These areas have a lower ambient noise level than that of cites, and the noise generated by the aircraft will not be easily masked by that of other transportation modes. National Parks within rural areas are prime examples where the effects of en route noise may become significant. National Parks have an ambient noise level even lower than rural areas, and hence, the low frequency noise that is propagating from an aircraft overhead could have an adverse effect upon the wildlife within the park, as well as any visitors. There are numerous research efforts currently being funded to predict the propagation of en route noise to the ground, but the available prediction methods for the noise sources are unfortunately limited. This limitation exists because most noise prediction codes were created and validated on noise generated at low-altitude conditions, such as takeoff and landing. The research documented in this report will start to address the research gap in predicting en route noise sources by leveraging existing modeling capability. The objective of this research is to develop a prediction capability in Aircraft Environmental Design Tool (AEDT) for the far-field source noise generated by en route aircraft. KW - Aircraft Environmental Design Tool KW - Aircraft noise KW - En route KW - Far field KW - Jet propelled aircraft KW - Mathematical prediction UR - http://ntl.bts.gov/lib/56000/56900/56953/EnRouteNoiseFinalReport.pdf UR - https://trid.trb.org/view/1400146 ER - TY - ABST AN - 01463226 TI - Development of Bridge Foundation Movement Criteria AB - Geotechnical engineers estimate foundation movements to design bridge foundations and report their findings to the bridge designer. The bridge designer will then evaluate total movements, including differential movements that can be tolerated to satisfy post-construction bridge performance and to mitigate future maintenance issues. However, the current AASHTO LRFD Bridge Design Specifications do not provide clear criteria for movement limitations. The Specifications indicate that "the tolerable movement criteria shall be established by either empirical procedures or structural analyses or by consideration of both". Clear criteria and guidance are needed to ensure more efficient bridge designs while protecting the short and long-term integrity of structures. The objectives of this research are to (1) develop a framework to determine the acceptable levels of bridge foundation movements based upon structure tolerance to total and differential movements considering service and strength limit states, and (2) propose revisions to the AASHTO LRFD Bridge Design Specifications. Foundation movement shall include vertical, horizontal, and rotational movements. KW - AASHTO LRFD Bridge Design Specifications KW - Bridge design KW - Bridge foundations KW - Geotechnical engineering KW - Motion KW - Tolerances (Engineering) UR - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=3188 UR - https://trid.trb.org/view/1231451 ER - TY - RPRT AN - 01475445 AU - Bennert, Thomas AU - Center for Advanced Infrastructure and Transportation AU - New York State Department of Transportation AU - Federal Highway Administration TI - Early Age Rutting Potential of Warm Mix Asphalt (WMA) PY - 2012/12/12/Final Report SP - 32p AB - Various plant produced Warm Mix Asphalt (WMA) mixtures were evaluated and compared to identical plant produced Hot Mix Asphalt (HMA) to assess their early life rutting potential. Along with laboratory permanent deformation testing, fatigue and moisture damage potential testing was also included. The test results indicated that the performance of the WMA was very similar to that of the companion HMA with differences in performance a function of mix type, recycled asphalt pavement (RAP) content, and production temperature. KW - Fatigue cracking KW - Hot mix asphalt KW - Moisture content KW - Recycled materials KW - Rutting KW - Stiffness KW - Warm mix paving mixtures UR - http://www.utrc2.org/sites/default/files/pubs/Warm-Mix-Asphalt-Final.pdf UR - https://www.dot.ny.gov/divisions/engineering/technical-services/trans-r-and-d-repository/C-10-08%20Final%20Report.pdf UR - https://trid.trb.org/view/1245475 ER - TY - RPRT AN - 01469385 AU - National Transportation Safety Board TI - Highway Special Investigation Report: Wrong-Way Driving PY - 2012/12/11 SP - 77p AB - This special investigation report looks at one of the most serious types of highway accidents -- collisions involving vehicles traveling the wrong way on high-speed divided highways. The goal of this investigative project is to identify relevant safety recommendations to prevent wrong-way collisions on such highways and access ramps. The investigations included in the report take a focused view of the driver and highway issues concerning wrong-way driving: driver impairment, primarily from alcohol use, with consideration of older driver issues and possible drug involvement; the need to establish, through traffic control devices and highway design, distinctly different views for motorists approaching entrance and exit ramps; monitoring and intervention programs for wrong-way collisions; and in-vehicle driver support systems. The report contains safety recommendations issued to the Federal Highway Administration; the National Highway Traffic Safety Administration; the states, the District of Columbia, and Puerto Rico; the American Association of State Highway and Transportation Officials; the Automotive Coalition for Traffic Safety, Inc.; the International Association of Chiefs of Police; the National Sheriffs' Association; SAE International; the Alliance of Automobile Manufacturers; Global Automakers; and the Consumer Electronics Association. KW - Aged drivers KW - Driver support systems KW - Highway design KW - Highway safety KW - Impaired drivers KW - Ramps (Interchanges) KW - Traffic control devices KW - Traffic crashes KW - Wrong way driving UR - http://www.ntsb.gov/safety/safety-studies/Documents/SIR1201.pdf UR - https://trid.trb.org/view/1237021 ER - TY - RPRT AN - 01456883 AU - Bullard, Lance AU - Estakhri, Cindy AU - Scullion, Tom AU - Hu, Xiaodi AU - Texas A&M University, College Station AU - Texas Department of Transportation AU - Federal Highway Administration TI - Thin Overlay Mix Designs for West Texas Districts PY - 2012/12/11 SP - v.p. AB - This document consists of a technical memorandum (.docx file, 48p.) "Task Report #2.2, Developing Very Thin Overlays with Locally Available Aggregates for Each District" and Excel files (.xls) for 16 mix designs and a summary of all mixes from the project. The objective of the subtask was to generate crack resistant hot mix designs which could be placed very thin using locally available materials for each of the West Texas Districts wanting to participate in this study. Crack Attenuating Mixes (CAMs) had been placed in other parts of the state with good performance, though not in West Texas. Local aggregates meeting minimum quality and gradation requirements were solicited from 10 districts. In addition to the CAM mix designs, fine graded permeable friction course (PFC) and fine graded stone matrix asphalt (SMA) mixes were developed for two of the aggregate sources. A total of 6 mixes were selected for placement at the Pecos Test Track; two CAM's, two PFC's and two fine SMA's. Based on the results presented in this report the locally available Hoban from Pecos and the Eastland aggregates from Abilene District were used in the construction of test sections. KW - Bituminous overlays KW - Cracking of asphalt concrete pavements KW - Hot mix asphalt KW - Local materials KW - Mix design KW - Stone matrix asphalt KW - Texas UR - http://tti.tamu.edu/documents/9-1529-P1.zip UR - http://ntl.bts.gov/lib/46000/46800/46898/Mix_1_-_CAM_Design__Eastland_G5___Man._sand___Scr.___1__Lime__SGC.xls UR - http://ntl.bts.gov/lib/46000/46800/46899/Mix_2_-_CAM_Design__Eastland_G5___Man._sand__SGC.xls UR - http://ntl.bts.gov/lib/46000/46900/46900/Mix_3_-_CAM_Design__Eastland_G5___Man._sand___Chat__SGC.xls UR - http://ntl.bts.gov/lib/46000/46900/46901/Mix_4_-_PFC_Design__Eastland_G5_.xls UR - http://ntl.bts.gov/lib/46000/46900/46902/Mix_5_-_PFC_Design__Eastland_G6_.xls UR - http://ntl.bts.gov/lib/46000/46900/46903/Mix_6_-_SMA_Design__Eastland_Grade_5__Man._Sand__TGC.xls UR - http://ntl.bts.gov/lib/46000/46900/46904/Mix_7_-_CAM_Design__Hoban_G6__Hoban__Man._sand__SGC.xls UR - http://ntl.bts.gov/lib/46000/46900/46905/Mix_8_-_CAM_Design__Hoban_G6__Rankin_Scr.__SGC.xls UR - http://ntl.bts.gov/lib/46000/46900/46906/Mix_9_-_CAM_Design__Hoban_G6_Turner_Scr.__SGC.xls UR - https://trid.trb.org/view/1225276 ER - TY - RPRT AN - 01526269 AU - Lyons, William AU - Peckett, Haley AU - Morse, Lindsey AU - Khurana, Monisha AU - Nash, Logan AU - Volpe National Transportation Systems Center AU - Federal Highway Administration TI - Metropolitan Area Transportation Planning for Healthy Communities PY - 2012/12/10/Final Report SP - 117p AB - Based on research including four best practice studies, the report proposes a framework for Metropolitan Planning Organizations (MPOs) and partners to use to integrate health into metropolitan area transportation planning. The framework addresses both how MPOs can approach health as a direct, broadly-based goal for their interdisciplinary planning, and how they can consider health during all stages of the metropolitan area transportation planning process. The report identifies a "holistic" approach to health, including consideration of active transportation, safety, air pollution, and access to opportunities for healthy lifestyles. The report includes summaries of Federal and State regulations, policies, and funding programs; available technical tools; applicable research and reports; four MPO case studies and a broad scan of additional MPO examples; and a synthesis with observations. This research demonstrates that although each MPO may have a unique experience, approach, and set of actors involved in incorporating health into their planning activities, the planning processes, strategies, and challenges are very similar. KW - Best practices KW - Case studies KW - Financing KW - Metropolitan planning organizations KW - Policy KW - Public health KW - Regulations KW - Transportation planning UR - http://www.planning.dot.gov/documents/Volpe_FHWA_MPOHealth_12122012.pdf UR - http://ntl.bts.gov/lib/51000/51500/51591/Volpe_FHWA_MPOHealth_12122012.pdf UR - https://trid.trb.org/view/1308608 ER - TY - RPRT AN - 01473713 AU - Noel, George J AU - Wayson, Roger AU - Volpe National Transportation Systems Center AU - Federal Highway Administration TI - MOVES2010a Regional Level Sensitivity Analysis PY - 2012/12/10/Final Report SP - 120p AB - This document discusses the sensitivity of various input parameter effects on emission rates using the United States Environmental Protection Agency’s (EPA’s) MOVES2010a model at the regional level. Pollutants included in the study are carbon monoxide (CO), Oxides of Nitrogen (NOX), Particulate Matter of less than 2.5 micrometers (PM2.5), and Volatile Organic Compounds (VOCs). Similar trends for PM10 as reported for PM2.5 and Nitrogen Dioxide (NO2) as NOX exist and inferences to these pollutants may also be made. Results are presented using the predicted emission rates (grams/mile) for running exhaust and starts across multiple Motor Vehicle Emissions Simulator (MOVES) source types. KW - Carbon monoxide KW - Motor Vehicle Emission Simulator (MOVES) KW - Nitrogen oxides KW - Pollutants KW - Sensitivity analysis KW - Vehicles KW - Volatile organic compounds UR - http://ntl.bts.gov/lib/46000/46500/46598/DOT-VNTSC-FHWA-12-05.pdf UR - https://trid.trb.org/view/1244180 ER - TY - ABST AN - 01463247 TI - Airport Winter Operations AB - Recent events at Heathrow during which extensive snow fall totally disrupted operations at one of the world's leading international airports illustrates the importance of adequately preparing for winter operations. This guidebook will serve as a compendium of best practices for airport winter operations and provide guidance on expected weather conditions, including airline expectations and a methodology to determine optimal levels of investment in staffing and equipment for efficient airport winter operations. Research into climate change should also be considered complementary to this project. The objective of this research is to identify the different methods and techniques that airports utilize during winter operations, provide guidance as it relates to the expected winter conditions, and understand how the different airline expectations for different winter events will have an impact on airport operations. KW - Airlines KW - Airport operations KW - Climate change KW - Heathrow Airport KW - Snowfall KW - Winter maintenance UR - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=3263 UR - https://trid.trb.org/view/1231472 ER - TY - RPRT AN - 01469382 AU - Julin, Ramen D AU - Reid, John D AU - Faller, Ronald K AU - Mongiardini, Mario AU - Midwest Roadside Safety Facility AU - University of Nebraska, Lincoln AU - Nebraska Department of Roads AU - Federal Highway Administration TI - Determination of the Maximum MGS Mounting Height– Phase II Detailed Analysis Using LS-DYNA® PY - 2012/12/05/Final Report SP - 225p AB - Determination of the maximum Midwest Guardrail System (MGS) mounting height was performed in two phases. Phase I concentrated on crash testing: two full-scale crash tests were performed on the MGS with top-rail mounting heights of 34 in. (864 mm) and 36 in. (914 mm), each impacted by 1100C vehicles. Both system heights satisfied the Manual for Assessing Safety Hardware (MASH) Test Level 3 (TL-3) evaluation criteria for test no. 3-10. Phase I was documented in the Midwest Roadside Safety Facility (MwRSF) Report No. TRP-03-255-12. Phase II, the subject of this report, concentrated on a detailed analysis of an increased-height MGS using computer simulation (Barrier VII and LS-DYNA). It was shown that on level terrain the MGS would satisfy MASH TL-3 evaluation criteria with rail heights up to 36 in. Also, errant passenger vehicles were successfully contained on approach slopes as steep as 6:1 when the rail was mounted at 36 in. Also, the 820C vehicle redirection was improved on 8:1 approach slopes with rail mounting heights as large as 36 in. (914 mm). Furthermore, the effects of various vehicle geometries and their associated complications were investigated. Additional full-scale vehicle crash tests are necessary to confirm the simulation results before these taller systems can be deemed crashworthy according to MASH. Nonetheless, there appeared to be a considerable amount of upside tolerance for the rail height on the MASH-approved MGS. Evidence of this was given in a prior high-flare-rate study and the current study. KW - Approach lanes KW - Guardrails KW - Height KW - Highway safety KW - Impact tests KW - LS-DYNA (Computer program) KW - Midwest Guardrail System KW - Simulation KW - Slopes UR - http://ntl.bts.gov/lib/46000/46900/46957/Determination_of_the_maximum_MGS_mounting_height_Phase_II_detailed_analysis.pdf UR - https://trid.trb.org/view/1237156 ER - TY - RPRT AN - 01593919 AU - Mears, Greg AU - Armstrong, Beth AU - Fernandez, Antonio R AU - Mann, N Clay AU - McGinnis, Kevin AU - Mears, Cindy Raisor AU - Sanddal, Nels D AU - Sanddal, Teri L AU - Shofer, Frances S AU - Federal Interagency Committee on Emergency Medical Services AU - National Highway Traffic Safety Administration TI - 2011 National EMS Assessment PY - 2012/12 SP - 560p AB - The National EMS Assessment is a comprehensive report describing the estimated 21,283 Emergency Medical Services (EMS) Agencies, their 81,295 vehicles, and the 826,111 EMS professionals licensed and credentialed within the United States. Over 200 data points provide detailed information and insight into EMS, emergency management, and 911 communications. Additionally, a total of four expert panels (two for EMS and two for emergency management) were used to better identify and define trends and industry patterns currently immeasureable with any existing data source. Through this comprehensive assessment the following objectives are possible: (1) To understand what data are being collected at the State, regional, and national levels; (2) To access the quality, availability, and comprehensiveness of the data currently being collected; (3) To identify significant areas for which assessment is not possible at this time, due to the limitations in existing data; (4) To develop recommendations for a sustainable process to assess the Nation’s EMS system; and (5) To provide a written report summarizing the current state of the Nation’s EMS system, including recommendations for future assessment efforts. KW - 911 Emergency Telephone System KW - Data collection KW - Emergency management KW - Emergency medical services KW - Emergency medical technicians KW - Evaluation and assessment KW - Recommendations KW - State of the practice KW - Statistics KW - United States KW - Vehicles UR - http://www.ems.gov/pdf/811723-National-EMS-Assessment-2011.pdf UR - https://trid.trb.org/view/1401006 ER - TY - RPRT AN - 01572652 AU - Orasanu, Judith AU - Parke, Bonny AU - Kraft, Norbert AU - Tada, Yuri AU - Hobbs, Alan AU - Anderson, Barrett AU - McDonnell, Lori AU - Dulchinos, Vicki AU - National Aeronautics and Space Administration AU - Federal Aviation Administration TI - Evaluating the Effectiveness of Schedule Changes for Air Traffic Service (ATS) Providers: Controller Alertness and Fatigue Monitoring Study PY - 2012/12//Technical Report SP - 225p AB - The Federal Aviation Administration's (FAA’s) Fatigue Risk Management Program is developing a Fatigue Risk Management System that will include science-based shift scheduling and other strategies designed to maintain air traffic controllers’ alertness over the 24-hour clock and to reduce negative impacts of fatigue on Air Traffic Control (ATC) operations. The National Aeronautics and Space Administration (NASA) was tasked with conducting research to provide up-to-date knowledge about the state of controller shift work, sleep, alertness and factors contributing to controller fatigue. To that end, the NASA research team conducted a two-pronged effort: a web-based survey of fatigue factors that was available to the entire ATC workforce and a field study that obtained objective measures of sleep, fatigue and alertness in a sample of controllers from selected facilities, including En Route Centers, Terminal Radar Approach Controls (TRACONs), and ATC Towers. During 2010, 3,268 United States ATC personnel completed the online fatigue survey. The field study resulted in complete data being obtained from 211 controllers working at 30 facilities across the country. Data consisted of 14 days of continuous sleep and activity monitoring using wrist-worn actigraphs, daily sleep and activity logs, a brief objective measure of alertness, and subjective ratings of sleepiness and workload. The purpose of the present study was to establish a quantified baseline for evaluating the impact of the FAA’s planned fatigue risk mitigation strategies. Findings also will identify factors affecting fatigue and assist in targeting and designing future research areas. Results from this study were compared to those obtained from a 1999 survey (Della Rocco et al., 2000a) and several field studies conducted by the FAA between 1995-2005 (Della Rocco & Cruz, 1995; Cruz & Della Rocco, 1995b; Della Rocco & Cruz, 1996; Della Rocco et al., 2000b; Cruz et al., 2002; Della Rocco & Nesthus, 2005; Broach & Schroeder, 2005). KW - Air traffic controllers KW - Alertness KW - Fatigue (Physiological condition) KW - Field studies KW - Hours of labor KW - Risk management KW - Sleep KW - Surveys KW - United States KW - Workload UR - http://www.faa.gov/data_research/research/media/NASA_Controller_Fatigue_Assessment_Report.pdf UR - https://trid.trb.org/view/1364660 ER - TY - RPRT AN - 01569148 AU - Federal Highway Administration TI - Value for Money Assessment for Public-Private Partnerships: A Primer PY - 2012/12 SP - 42p AB - This primer addresses Value for Money Assessment for public-private partnerships (P3s). Value for money is defined as the optimum combination of life-cycle costs and quality (or fitness for purpose) of a good or service to meet the user’s requirement. For example, in the case of highways, the user’s requirement might be mobility and safety on a specific roadway. Value for Money (VfM) processes have been designed and utilized in many countries to help government officials determine if, when entering into a P3 agreement, they are likely to obtain a better deal compared to conventional approaches to procure the same project. This primer is structured as follows. Chapter 2 provides an overview of the VfM analysis process. Chapter 3 discusses discounting of future costs and revenues to facilitate comparison of the procurement alternatives in terms of present value. Two key components of the Public Sector Comparator (PSC) are life-cycle costs and the costs or risks. They are discussed in Chapters 4 and 5 respectively. Toll revenue risk is discussed separately in Chapter 6. Chapter 7 discusses quantitative assessment of VfM and Chapter 8 discusses qualitative assessment. Finally, Chapter 9 presents a summary with cautionary notes based on experience to date. KW - Assessments KW - Costs KW - Life cycle costing KW - Procurement KW - Public private partnerships KW - Revenues KW - Risk analysis KW - Tolls KW - Value for money UR - http://www.fhwa.dot.gov/ipd/pdfs/p3/p3_value_for_money_primer_122612.PDF UR - http://ntl.bts.gov/lib/55000/55200/55262/p3_value_for_money_primer_122612.PDF UR - https://trid.trb.org/view/1359494 ER - TY - RPRT AN - 01562606 AU - Renne, John L AU - Sanchez, Thomas W AU - Brown, Lauren AU - Grimshaw, Jacky AU - Jenkins, Pam AU - Litman, Todd AU - Wolshon, Brian AU - Cahalan, Clare AU - Dodson, Jon AU - Marmol, Mariana AU - Peterson, Robert AU - Williamson, Max AU - University of New Orleans Transportation Institute AU - Federal Transit Administration TI - National Study on Carless and Special Needs Populations: Mobilizing Your Community for Emergency Evacuation PY - 2012/12 SP - 81p AB - The National Study on Carless and Special Needs Evacuation Planning was a multi-year study funded by the Federal Transit Administration to research how state Departments of Transportation (DOTs), metropolitan planning organizations (MPOs), transit agencies, and local governments are considering, in the context of their emergency preparedness planning, the unique needs of carless individuals and people with specific and/or special needs. This report includes findings of that study as well as an emergency evacuation guidebook and workbook and a summary of stakeholder workshops, including case studies. KW - Case studies KW - Disasters and emergency operations KW - Evacuation KW - Handbooks KW - Metropolitan planning organizations KW - Stakeholders KW - State departments of transportation KW - Transit operating agencies KW - Transportation disadvantaged persons KW - Workshops UR - http://www.fta.dot.gov/documents/FTA_Report_No._0067.pdf UR - http://ntl.bts.gov/lib/55000/55500/55550/FTA_Report_No._0067.pdf UR - https://trid.trb.org/view/1352139 ER - TY - RPRT AN - 01560935 AU - Shen, Junan AU - Xie, Zhaoxing AU - Georgia Southern University AU - Georgia Department of Transportation AU - Federal Highway Administration TI - Comprehensive Evaluation of the Long-Term Performance of Rubberized Pavement: Phase I: Laboratory Study of Rubberized Asphalt Mix Performance PY - 2012/12//Final Report SP - 70p AB - Crumb rubber, made from scrap tires, has been introduced into the production of different types of hot mix asphalt (HMA) in either a wet or dry process. In the wet process, the crumb rubber and binder are completely mixed to form asphalt rubber (AR), which is then mixed with aggregates in a drum. In the dry process, the crumb rubber is mixed directly with aggregates in the drum to produce an HMA called rubberized asphalt mix. This paper examines the long-term performance of porous European mix (PEM) and stone matrix asphalt (SMA) pavements to which crumb rubber was added in the dry process. Test sections were visually inspected for surface distress, following the guidelines in the Georgia Department of Transportation (GDOT) Pavement Condition Evaluation System (PACES) manual. Core samples were evaluated in the laboratory on selected physical and durability properties, including the void ratio, permeability, density, Cantabro loss, and Marshall stability. Visual inspection results show that the performance of rubberized pavement almost equals that of polymer-modified PEM with no rutting, raveling, or cracking, while the Cantabro test showed a higher mass loss after 3 years’ service. After 5 years’ service, the rubberized pavement performed slightly better to rutting depth, while other visual indicators remained the same. The rubberized SMA pavement had slightly higher Marshall stability and lower flow than the control SMA pavement, with similar effects on the polymer-modified PEM’s surface performance. KW - Crumb rubber KW - Durability KW - Evaluation KW - Georgia KW - Hot mix asphalt KW - Laboratory studies KW - Pavement distress KW - Pavement performance KW - Polymer asphalt KW - Rutting KW - Stone matrix asphalt UR - http://g92018.eos-intl.net/eLibSQL14_G92018_Documents/11-19.pdf UR - https://trid.trb.org/view/1349862 ER - TY - RPRT AN - 01543897 AU - Ekşioğlu, Sandra D AU - Searcy, Erin AU - National Center for Intermodal Transportation AU - Research and Innovative Technology Administration TI - Analyzing the Impact of Intermodal Facilities on the Design and Management of Uniform Format Advanced Biomass Supply Systems PY - 2012/12//Final Report SP - 27p AB - Using densified biomass to produce biofuels has the potential to reduce the cost of delivering biomass to biorefineries. Densified biomass has physical properties similar to grain, and therefore, the transportation system in support of delivering densified biomass to a biorefinery is expected to emulate the current grain transportation system. Intermodal facilities, such as, rail ramps and inland ports provide access to cost-efficient modes of transportation for densified biomass. This research analyzes the rail and barge transportation costs for products like grain and woodchips. This analysis helps identify the main factors that impact the delivery cost of densified biomass. This research provides a transportation-cost analysis which will aid the design and management of biofuel supply chains. This evaluation is very important because the expensive logistics and transportation costs are one of the major barriers slowing development in this industry. Regression analysis indicates that transportation costs for densified biomass will be impacted by transportation distance, volume shipped, transportation mode used, and shipment destination, just to name a few. This study suggests: (1) If a biorefinery must locate in the Southeast, then locations close to an inland port are preferable; (2) If a biorefinery must locate in the Northeast, then locations close to a rail ramp are preferable; and (3) If a biorefinery relies on rail shipments of biomass, then locating to East would result in lower inbound transportation costs compared to the West. KW - Barge carriers KW - Biomass KW - Biomass fuels KW - Biorefineries KW - Costs KW - Densified biomass KW - Intermodal facilities KW - Location KW - Logistics KW - Railroads KW - Regression analysis KW - River ports KW - Supply chain management KW - Trucking UR - http://ncit.msstate.edu/NCIT%20Reports/2008_05_Eksioglu%20and%20Allen%20(Searcy)_Biomass_NCIT_Report%20(1).pdf UR - https://trid.trb.org/view/1331601 ER - TY - RPRT AN - 01538194 AU - Fisher, Bruno AU - Bhatnagar, Himanshu AU - Montachusett Regional Transit Authority AU - Federal Transit Administration TI - UWR/MSAA Demonstration of Coordinated Human-Services Transportation Models— Phase II: Phased Implementation PY - 2012/12//Final Report SP - 39p AB - Montachusett Area Regional Transit Authority's (MART’s) Integrated Traveler Services (M-ITS) was the Phase I project designed under the United We Ride/ Mobility Services for All Americans (UWRMSAA) Initiative. The current project is the pre-award phase of the M-ITS model that implements two selected modules (trip booking, trip board) and performs a study of the current on-line billing systems for designing the M-ITS Billing module. The chief findings of this pre-award project were 1) demand for Web-based trip booking and trip selection via a bulletin board to replace coordination via faxes and telephones; 2) difficulties in testing software projects with agencies due to logistics problems such as funding cuts and staff training and losses; and 3) a sophisticated on-line billing system can be built. The Town of Acton’s Web-based transportation system and the Easter Seals Special Transit Services shuttle were two successes of coordination efforts. One demonstrated using Web-based scheduling and dispatching to coordinate rides on three vehicles belonging to three agencies, and the other designing a shuttle using a mobility management communication tool. The billing study successfully identified issues and challenges in the Payment Management, On-line Billing, Fare Card/Voucher Management, and Rider Accounting functions. The potential benefits in labor savings are significant, provided the users can be convinced to change. KW - Billing KW - Computer online services KW - Coordination KW - Implementation KW - Mobility KW - Montachusett Area Regional Transit Authority KW - Paratransit services KW - Public transit KW - Travel demand management UR - http://www.fta.dot.gov/documents/FTA_Report_No._0058.pdf UR - https://trid.trb.org/view/1322780 ER - TY - RPRT AN - 01535787 AU - Hopkin, Dane AU - Kobbe, Ryan AU - Turner, John P AU - University of Wyoming, Laramie AU - Wyoming Department of Transportation AU - Federal Highway Administration TI - Criteria for a WYDOT Culvert Selection Policy PY - 2012/12//Final Report SP - 156p AB - This report discusses geotechnical and material considerations for culvert design and selection. The purpose of this report is to present the Wyoming Department of Transportation (WYDOT) with information in order to alter, improve, and incorporate changes to their standard road and bridge specifications. Research included in this study synthesizes American Association of State Highway and Transportation Officials (AASHTO), American Society for Testing and Materials (ASTM), State department of transportation (DOT), and National Cooperative Highway Research Program (NCHRP) literature among other technical documentation, as well as State DOT surveys that outline important considerations for culvert design. Additional areas of research discussed in this report include post-installation inspection of pipe culverts and Load and Resistance Factor Design (LRFD) culvert design procedures. The report concludes with recommendations for changes to WYDOT’s specifications related to selection, design, installation, and inspection of culverts. KW - American Association of State Highway and Transportation Officials KW - American Society for Testing and Materials KW - Culverts KW - Design KW - Inspection KW - Installation KW - Load and resistance factor design KW - National Cooperative Highway Research Program KW - Pipe culverts KW - Recommendations KW - Specifications KW - State departments of transportation KW - Wyoming Department of Transportation UR - http://ntl.bts.gov/lib/51000/51800/51884/FHWA_1301F_RS10211_CRITERIA_FOR_A_WYDOT_CULVERT_SELECTION_POLICY.pdf UR - https://trid.trb.org/view/1317677 ER - TY - RPRT AN - 01531093 AU - Doig, William AU - SRA International, Incorporated AU - Federal Aviation Administration TI - Aircraft Skin-Penetrating Nozzle Testing of a Freighter Aircraft Cargo Liner PY - 2012/12//Final Report SP - 41p AB - Following the in-flight cargo fire accident involving United Parcel Service (UPS) flight 1307 at the Philadelphia International Airport on February 7, 2006, the National Transportation Safety Board determined that the Aircraft Rescue and Firefighting personnel did not have adequate training in fighting freighter aircraft fires. A post-incident, on-aircraft analysis by UPS personnel suggested the cargo liner interfered with the aircraft skin-penetrating nozzle’s (ASPN) ability to discharge firefighting agent on the fire. The UPS analysis suggested that the firefighting agent became trapped between the cargo liner and the fuselage, implying that the liner separated from the fuselage and acted as a shield, which prohibited the firefighting agent from controlling the cargo fire. The research described in this report evaluates the role of cargo liner in penetration of an aircraft with an ASPN. Small-scale scoping tests identified the penetration behavior of heated cargo liner within an area of approximately 480 square inches. The cargo liner was mounted in a frame and penetrated with an ASPN that was fitted to a hydraulic ram. Initial penetration tests were conducted with cargo liner intact. Heated tests involved penetration while the material was directly exposed to a kerosene burner flame. Full-scale tests examined the role of cargo liner mounting hardware in ASPN penetration. The full-scale test article was composed of a mockup section of the freighter aircraft. This was created by mounting the cargo liner in a section of a modified C-133 aircraft. A cargo liner mounting frame was duplicated from an example freighter aircraft. The frame used normal aircraft construction techniques and materials. Electric radiant heaters and liquid fuel pool fires served as heat sources. An ASPN mounted on a high-reach extendable turret (HRET) was used to penetrate the aircraft. Penetration results were evaluated based on the number of unblocked ASPN holes on the interior side of the cargo liner. Under ambient conditions, the cargo liner did not significantly stretch or otherwise impede penetration. The heated cargo liner exhibited limited stretching or sagging, but not enough to obstruct the ASPN. Only 1 of the 45 full-scale heated tests demonstrated significant nozzle obstruction. Small-scale heated tests indicated that incomplete penetration or reduced penetration depth could lead to obstruction of 33% to 77% of the nozzle. Overall, tests indicated that cargo liner material does not normally hinder the use of an ASPN for application of firefighting agent. Given sufficient penetration length, it was observed that the ASPN is capable of penetrating through the cargo liner into the interior of the aircraft. KW - Aircraft Rescue and Fire Fighting KW - Cargo aircraft KW - Cargo compartments KW - Case studies KW - Fire extinguishing agents KW - Fire fighting KW - Fire fighting equipment KW - Vehicle design KW - Vehicle fires UR - http://www.tc.faa.gov/its/worldpac/techrpt/tc12-48.pdf UR - https://trid.trb.org/view/1313491 ER - TY - RPRT AN - 01519386 AU - Federal Highway Administration TI - The Federal Highway Administration's Climate Change & Extreme Weather Vulnerability Assessment Framework PY - 2012/12 SP - 58p AB - This guide and collection of resources is for use in analyzing the impacts of climate change and extreme weather on transportation infrastructure. Its purpose is to identify key considerations, questions, and resources that can be used to design and implement a climate change vulnerability assessment. The processes, lessons learned, and resources outlined in the framework are geared toward State departments of transportation (DOTs), metropolitan planning organizations (MPOs), and other agencies involved in planning, building, or maintaining the transportation system. It includes suggestions and examples applicable to a wide range of applications, from small qualitative studies to large, detailed, data-intensive analyses. The resources included in the framework will be added to and updated over time. The framework is informed by and draws examples from five climate change vulnerability and risk assessment pilot projects that the Federal Highway Administration (FHWA) sponsored in 2010-2011. This updated framework uses the experiences of the pilots to provide some examples of the “how to” of the assessment. The 2010 pilots were: North Jersey Transportation Planning Authority/New Jersey Partnership-Coastal and Central New Jersey; Oahu Metropolitan Planning Organization-Island of Oahu; Metropolitan Transportation Commission /Bay Area Conservation and Development Commission/California Department of Transportation District 4-San Francisco Bay; Virginia DOT/University of Virginia-Hampton Roads; and Washington State DOT-State of Washington. KW - Climate change KW - Decision making KW - Implementation KW - Metropolitan planning organizations KW - Pilot studies KW - Risk assessment KW - State departments of transportation KW - Weather and climate UR - http://www.fhwa.dot.gov/environment/climate_change/adaptation/publications_and_tools/vulnerability_assessment_framework/fhwahep13005.pdf UR - https://trid.trb.org/view/1302417 ER - TY - RPRT AN - 01518798 AU - Kawa, Izydor AU - SRA International, Incorporated AU - Federal Aviation Administration AU - Federal Aviation Administration TI - Pass-to-Coverage Computation for Arbitrary Gear Configurations in the FAARFIELD Program PY - 2012/12//Technical Note SP - 31p AB - The U.S. Federal Aviation Administration (FAA) adopted FAA Rigid and Flexible Iterative Elastic Layered Design (FAARFIELD) as its standard thickness design procedure for airport pavements in September 2009. FAARFIELD incorporates the effects of airplane wander through a computed pass-to-coverage (P/C) ratio. The P/C ratio is computed at the top of the subgrade for flexible pavements and at the pavement surface for rigid pavements. This document describes the FAARFIELD-implemented procedure that allows the computation of P/C ratio for arbitrary gear configurations. This procedure also allows the calculation of pavement thicknesses for arbitrary, user-defined gear configurations. This feature was not available in previous FAARFIELD versions. KW - Airport runways KW - Flexible pavements KW - Landing gear KW - Pavement design KW - Rigid pavements KW - Thickness UR - http://www.airtech.tc.faa.gov/NAPTF/Download/TC-TN12-47.pdf UR - https://trid.trb.org/view/1300238 ER - TY - RPRT AN - 01516586 AU - Zhang, Xiong AU - Li, Lin AU - Lytton, Robert L. AU - Alaska University Transportation Center AU - Texas A&M University, College Station AU - Research and Innovative Technology Administration TI - Fast Determination of Soil Behavior in the Capillary Zone Using Simple Laboratory Tests PY - 2012/12 SP - 187p AB - Frost heave and thaw weakening are typical problems for engineers building in northern regions. These unsaturated-soil behaviors are caused by water flowing through the capillary zone to a freezing front, where it forms ice lenses. Although suction-controlled tests are the standard for characterizing unsaturated soils, such testing is too laborious, time-consuming, and costly for routine engineering projects. Characterizing the stress/strain behavior for only one unsaturated soil can take up to three years, and moisture content measurements are unreliable. This research team seeks to develop a method for rapidly determining and analyzing unsaturated soil behavior through a new approach, the Modified A shake table model of a single pipe embedded in a frozen silt layer overlying a liquefiable sand layer adjacent to a river channel. In these experiments, the loads induced on the bridge foundations by unfrozen and frozen ground crust will be measured from two shake table tests by means of strain gauges. The Modified State Surface Approach (MSSA) can potentially reduce the time required to characterize unsaturated soils to a few weeks, as well as provide more reliable measurements and more representative soil behavior. If successful, this research will produce a useful tool for geotechnical engineers, allowing fast, practical, and more comprehensive soil characterization for more complicated soil behavior problems. KW - Capillarity KW - Deformation curve KW - Freeze thaw tests KW - Frost heaving soils KW - Laboratory tests KW - Soil mechanics KW - Unsaturated soils UR - http://ine.uaf.edu/autc/files/2014/01/Fast-Determination-of-Soil-Behavior.pdf UR - https://trid.trb.org/view/1290645 ER - TY - RPRT AN - 01499964 AU - Khattak, Aemal AU - Mohlman, Carrie AU - University of Nebraska, Lincoln AU - Nebraska Department of Roads AU - Mid-America Transportation Center AU - Research and Innovative Technology Administration TI - Characteristics of Fatigued Commercial Motor Vehicle Drivers—A Preliminary Investigation PY - 2012/12//Final Report SP - 50p AB - The goal of this research was to identify and correlate easily observable characteristics of drivers to different levels of fatigue, thus enabling state patrol officers to make more judicious decisions related to driver fatigue. A literature review was conducted pertaining to the characteristics of fatigued drivers. Next, a nationwide survey was administered to state patrol agencies to assess their practices regarding fatigue-involved driving. To explore relationships between state patrol agency practices and vehicular safety, data collected from the telephone survey were merged with data from different states on fatigue-involved vehicle fatalities and vehicle miles traveled. Analysis revealed that states with greater numbers of vehicle miles traveled reported higher numbers of fatigue-related fatalities, while relatively fewer fatigue-involved fatalities were reported in states where patrol agencies provided formal fatigue identification training to officers, where public service announcements and educational programs to counter fatigued driving were implemented, and where patrol officers used driving cues to stop commercial motor vehicles for fatigue-related issues. A plan was prepared for future research that will develop a tool kit for the field measurement of fatigue. The tool kit will be based on input from driver facial clues, physiological aspects, and steering cues, and will include field measurement techniques and criteria for identifying fatigue. When fully developed, the tool kit will give patrol officers the flexibility of using one or more means of fatigue identification in the field. The research plan also includes an exploration of practices of those agencies that make fatigue-related training available to patrol officers, as well as an exploration of the role of public service announcements in relation to fatigued driving. KW - Commercial drivers KW - Crash data KW - Fatalities KW - Fatigue (Physiological condition) KW - Highway safety KW - Human characteristics KW - Police KW - Public information programs KW - States KW - Training KW - Vehicle miles of travel UR - http://www.transportation.nebraska.gov/mat-n-tests/research/Traffic/Final%20Report%20M319.pdf UR - https://trid.trb.org/view/1278098 ER - TY - RPRT AN - 01499616 AU - Fricker, Jon D AU - Noureldin, Menna AU - Stroshine, Timothy AU - Richardson, Wayne AU - Purdue University AU - Indiana Department of Transportation AU - Federal Highway Administration TI - Cost‐Effective Data Collection to Support INDOT’s Mission PY - 2012/12 SP - 104p AB - This study's main purpose was to provide an inventory of the data collection programs undertaken by Indiana Department of Transportation's (INDOT's) divisions and offices and to give recommendations regarding addition, removal, or modification of data collection programs. Chapter 1 provides a background for the data collection efforts at INDOT and in other State DOTs. The inventory phase of the project was accomplished through a series of interviews, which were converted into a series of technical memos in Chapter 2. Chapter 3 summarizes information about the data collection programs carried out by INDOT, including the data items collected, the data collector and/or owner entity, frequency of collection, the tools used for data collection and storage, and the purpose of collection. The information was compiled from the INDOT Data Collection Online Survey and phone interviews with INDOT employees. In Chapter 4, a set of flow diagrams were created to depict the creators and users of data within INDOT. The tables in Chapter 5 that summarize the data needs, use, and adequacy as seen by various units in INDOT is the result of another online survey. Chapter 6 presents suggested changes to the INDOT data collection programs that can continue to meet state and federal requirements, while making the data collection process more efficient. KW - Cost effectiveness KW - Data collection KW - Data storage KW - Indiana Department of Transportation KW - Recommendations KW - State departments of transportation KW - Surveys UR - http://dx.doi.org/10.5703/1288284315040 UR - https://trid.trb.org/view/1268145 ER - TY - RPRT AN - 01496653 AU - Poole, Bryan AU - University of North Carolina, Chapel Hill AU - Federal Highway Administration TI - An Overview of Automated Enforcement Systems and Their Potential for Improving Pedestrian and Bicyclist Safety PY - 2012/12 SP - 15p AB - The following paper takes a widespread look at automated enforcement systems, specifically red-light cameras (RLC) and automated speed enforcement (ASE) systems. Initially exploring the detrimental consequences of drivers running red lights and speeding, the paper will define automated enforcement systems, the impact these systems have, the issues they raise, the question of legality and the ongoing battle of public perception. Using this information, it will explore the implications that automated enforcement systems can have on pedestrian and bicycle safety. The final section discusses how automated enforcement systems should be seen as one potential tool to aid crash prevention, rather than a comprehensive and final solution. It also cautions against the implementation of automated enforcement systems primarily for the generation of revenue. Seeing the systems as part of a broader campaign to make streets and intersections safer is the best way to prevent legal challenges, and garner public support, so automated systems can achieve their intended purpose of preventing traffic crashes and saving lives. KW - Automated enforcement KW - Bicycle safety KW - Cameras KW - Highway safety KW - Legislation KW - Pedestrian safety KW - Public opinion KW - Red light running KW - Speeding KW - Traffic law enforcement UR - http://www.pedbikeinfo.org/cms/downloads/WhitePaper_AutomatedSafetyEnforcement_PBIC.pdf UR - https://trid.trb.org/view/1264719 ER - TY - RPRT AN - 01494504 AU - Chesner, Warren H AU - McMillan, Nancy J AU - Cross, Stephen A AU - Oklahoma State University, Stillwater AU - Oklahoma Transportation Center AU - Research and Innovative Technology Administration TI - Laser Characterization of Fine Aggregate PY - 2012/12//Final Report SP - 59p AB - This report describes the results of a research effort to establish the feasibility of using a laser monitoring system to provide real-time data to characterize aggregate properties in a laboratory or field environment. This was accomplished by using the known physical, chemical and mechanical properties and aggregate criteria as defined by AASHTO and ASTM test methods and correlating these properties with spectral emission data induced by a laser in a process referred to as Laser Induced Breakdown Spectroscopy (LIBS). The authors believe that the success of this research in making such a correlation is based on two primary factors: 1) the laser ablation process can generate an emission with over 13,000 potential wavelengths, and these data provide a rich spectra that can be used to pattern match or fingerprint latent properties within the material that are not readily identifiable by conventional elemental or mineralogical testing methods; and 2) the development of multivariate statistical software models that can process large spectral arrays has made it possible to manage and analyze in real time data from the emission spectra generated during a laser ablation process. The primary advantage of LIBS over conventional aggregate testing and screening methods is its potential to identify the aggregate source in real time in the field without sample preparation. This provides a means to identify preapproved materials and to ensure that only such materials are being introduced into the production process. It also provides a means to calibrate the spectral pattern or fingerprint against known engineering properties to determine whether the aggregate can be expected to pass or fail designated test criteria. A pooled fund study is currently under development to demonstrate the subject technology in the field, providing owner/agencies with a real-time, recording tool for monitoring materials used in highway construction. KW - Aggregates KW - Construction KW - Field tests KW - Laser induced breakdown spectroscopy KW - Lasers KW - Monitoring KW - Properties of materials KW - Real time data processing KW - Spectroscopy UR - http://www.oktc.org/otc/files/finalReports/OTCREOS10.1-12-F.pdf UR - https://trid.trb.org/view/1262833 ER - TY - RPRT AN - 01493364 AU - Belenky, Gregory AU - Wu, Lora J AU - Zaslona, Jennifer L AU - Hodges, Jack AU - Washington State University, Spokane AU - Federal Motor Carrier Safety Administration TI - Motorcoach Driver Fatigue Study, 2011 PY - 2012/12//Final Report SP - 54p AB - Eighty-four commercial motorcoach drivers participated in a month-long study of duty start time, total duty time, total sleep time per 24 hours, with sleepiness, fatigue, and performance measured as they were going on and off duty. Drivers worked their normal schedules of duty and rest for the average 31 days of participation. Drivers wore a wrist-watch actigraph to measure continuous sleep/wake history and kept a duty/sleep diary. They took a 5-minute psychomotor vigilance test (PVT) and rated their fatigue and sleepiness going on and off duty. The aim of the study was to determine motorcoach driver duty hours, sleep time, fatigue, and performance while operating within the limits of the Federal Motor Carrier Safety Administration motorcoach hours-of-service regulations. Motorcoach drivers actively working as drivers, fit to drive by their company’s standards, and who volunteered to participate were enrolled. Drivers self-identified as driving for Charter, Tour, Regular Route, or Commuter Express operations. This was a sample of convenience. The sample was, on average, middle-aged, overweight, and predominantly male. From the data: 1) duty start times clustered in the morning; 2) average total duty time for duty days was slightly more than 9 hours; 3) average total sleep time per 24 hours was in the range of 7 to 9 hours, with less sleep during on-duty days and more sleep during off-duty days. During on-duty days, longer total duty times were associated with shorter sleep. Drivers performed worse on the PVT and reported increased sleepiness and fatigue at the end of a duty period relative to the beginning. These findings were in the context of an estimated average of 43 hours on duty per week. Thus, drivers in the sample on average started work in the morning, worked approximately 9-hour days, and slightly more than a 40-hour week, and obtained satisfactory amounts of sleep. On average, drivers did not push the limits of the hours-of-service regulations. KW - Bus drivers KW - Commercial vehicle operations KW - Driver performance KW - Fatigue (Physiological condition) KW - Hours of labor KW - Passenger transportation KW - Schedules KW - Sleep UR - http://ntl.bts.gov/lib/51000/51300/51332/Motorcoach-Driver-Fatigue-Study-2011-508.pdf UR - https://trid.trb.org/view/1261157 ER - TY - RPRT AN - 01493363 AU - Belenky, Gregory AU - Jackson, Melinda L AU - Tompkins, Lindsey AU - Satterfield, Brieann AU - Bender, Amy AU - Washington State University, Spokane AU - Federal Motor Carrier Safety Administration TI - Investigation of the Effects of Split Sleep Schedules on Commercial Vehicle Driver Safety and Health PY - 2012/12//Final Report SP - 156p AB - The objective of this study was to evaluate the consequences for safety and health of split sleep versus consolidated sleep by comparing the effects of consolidated nighttime sleep, split sleep, and consolidated daytime sleep on total sleep time, performance, subjective state, and biomedical measures that correlate with health outcomes over the long term. An in-residence laboratory study was conducted on 53 healthy participants making a between-group comparison of nighttime, split, or daytime sleep across a 5-day simulated workweek. The effect of the three sleep conditions was measured on sleep by polysomnography (PSG), performance by the psychomotor vigilance task (PVT), high fidelity driving simulator, digit-symbol substitution task (DSST), and subjective state, as well as the long-term health-related biomedical measurements of blood glucose, interleukin 6 (IL-6), leptin, testosterone, and blood pressure (BP). In comparison to consolidated nighttime sleep or split sleep, participants in the daytime sleep condition slept less and were subjectively sleepier. While performance, mood, and BP were unaffected by sleep condition, there were elevations in glucose and testosterone in the daytime sleep condition at the end of the workweek. With respect to total sleep time and sleepiness, the findings of the present study suggest that split sleep is preferable to consolidated daytime sleep. This finding has implications for any revision of the Federal Motor Carrier Safety Administration (FMCSA) rules governing sleeper berth use in commercial motor vehicle (CMV) drivers. KW - Commercial drivers KW - Commercial vehicle operations KW - Driver performance KW - Fatigue (Physiological condition) KW - Highway safety KW - Hours of labor KW - Laboratory studies KW - Schedules KW - Sleep UR - http://www.overdriveonline.com/files/2013/02/splitsleep.pdf UR - https://trid.trb.org/view/1261161 ER - TY - RPRT AN - 01493340 AU - Corsi, Thomas M AU - Grimm, Curtis M AU - Cantor, David E AU - University of Maryland, College Park AU - Federal Motor Carrier Safety Administration TI - The Safety Performance of the Passenger Carrier Drivers PY - 2012/12//Final Report SP - 28p AB - This paper examines the safety performance of passenger carrier drivers. Special emphasis is given to the motorcoach segment. A model that investigates the contribution of driver factors on the number of State-reportable crashes in which the driver was involved is presented for passenger carrier drivers. The findings suggest that the following factors are significantly related to the likelihood of a crash occurrence: driver weight, height, gender, and employment stability as well as previous driver and vehicle violations and past crashes. The results could have significance regarding the Federal Motor Carrier Safety Administration (FMCSA) imperative to improve safety of the passenger carrier segment of the industry. KW - Bus drivers KW - Commercial vehicle operations KW - Crash risk forecasting KW - Demographics KW - Driver performance KW - Highway safety KW - Passenger transportation KW - Regression analysis UR - http://ntl.bts.gov/lib/51000/51200/51253/12-002-Bus-Driver-Safety_The-Safety-Performance-of-Passenger-Carrier-Drivers-508.pdf UR - https://trid.trb.org/view/1261159 ER - TY - RPRT AN - 01493321 AU - Bowman, Darrell AU - Hanowski, Richard J AU - Alden, Andrew AU - Gupta, Santosh AU - Wiegand, Doug AU - Baker, Stephanie AU - Stanley, Laura M AU - Wierwille, Walter AU - Virginia Polytechnic Institute and State University, Blacksburg AU - Federal Motor Carrier Safety Administration TI - Development and Assessment of a Driver Drowsiness Monitoring System PY - 2012/12//Final Report SP - 206p AB - Commercial motor vehicle driver impairment due to drowsiness is known to be a major contributing factor in many crashes. This report details the steps taken to develop a prototype driver drowsiness monitoring system (DDMS). The first area of consideration was the basic design requirements that would pertain to all driver drowsiness monitors, such as the ideal functional specifications that designers and engineers would account for in the development of drowsy monitor designs. Next, the project reviewed salient driver-based and vehicle-based predictors of driver drowsiness based on a literature review and an analysis of data from two recent naturalistic commercial driving studies. The development of a prototype DDMS included the integration of a machine vision (MV) eye closure sensor and a MV lane position sensor. The operational performance of the prototype DDMS was assessed during a dynamic on-road evaluation under varying conditions of ambient illumination, eyewear, and skin complexion. This evaluation assessed the performance of the MV eye closure sensor, the MV lane position sensor, and the integrated prototype DDMS algorithms. The key finding of the on-road evaluation is that the multiple sensors integrated approach is necessary. The project provided seven recommendations to improve the operational performance of these sensors and topics for future DDMS development. As with any technology assessment, this evaluation was based on current state-of-the-art technology. As technology development efforts continue, performance of the sensors would be expected to improve. Therefore, the results presented here represent a single snapshot in time. KW - Commercial drivers KW - Driver monitoring KW - Drowsiness KW - Evaluation and assessment KW - Eye movements KW - Fatigue (Physiological condition) KW - Machine vision KW - Road tests KW - Sensors UR - http://www.fmcsa.dot.gov/facts-research/research-technology/report/Development-and-Assessment-of-a-Driver-Drowsiness-Monitoring-System-508.pdf UR - https://trid.trb.org/view/1261160 ER - TY - RPRT AN - 01493305 AU - Varner, Robert L AU - Burns Cooley Dennis, Incorporated AU - Mississippi Department of Transportation AU - Federal Highway Administration TI - Optimizing Mississippi Aggregates for Concrete Bridge Decks PY - 2012/12//Final Report SP - 242p AB - American Association of State Highway and Transportation Officials (AASHTO) M 43 “Standard Specification for Sizes of Aggregate for Road and Bridge Construction” addresses particle size distribution of material included in various maximum nominal size aggregates. This particle size distribution requires additional processing such as screening, separating, and recombining to Mississippi Department of Transportation’s (MDOT's) particle size distribution requirements. Specifiers of concrete mixtures have utilized additional requirements on aggregates by placing upper and lower limits on combined percent retained on individual sieves. MDOT has recently utilized this concept by introducing similar limits on aggregate gradations used in concrete for bridge decks. This research project investigates the workability and shrinkage performance of concrete containing aggregate gradations not meeting these requirements and compares this performance to concrete containing aggregate gradations meeting MDOT’s requirements for bridge decks. KW - Admixtures KW - Aggregate gradation KW - Aggregates KW - Bridge decks KW - Concrete bridges KW - Durability KW - Mississippi KW - Shrinkage KW - Workability UR - http://mdot.ms.gov/documents/research/Reports/Interim%20and%20Final%20Reports/State%20Study%20231%20-%20Optimizing%20Mississippi%20Aggregates%20For%20Concrete%20Bridge%20Decks.pdf UR - https://trid.trb.org/view/1262142 ER - TY - RPRT AN - 01491706 AU - Peck, Steven M AU - Bousquet, Paul E AU - Federal Railroad Administration AU - Research and Innovative Technology Administration TI - Highway-Rail Intersection GPS-Based In-Vehicle Warning Systems—Literature Review and Recommendations PY - 2012/12 SP - 33p AB - In 2008, there were 2,395 incidents at highway-rail intersections (level crossings) in the United States, resulting in 939 injuries and 287 fatalities. Crossing elimination, grade separation, and the implementation of traditional warning devices are not always economic ally feasible. The development of new intelligent transportation systems and the advancement of such technologies could potentially provide a solution to enhance safety at these intersections. The concept of in-vehicle warning systems for level crossings is not new. Multiple systems have been developed and tested using proprietary equipment and technology in the 1990s as evidenced by the former Federal Highway Administration Joint Program Office (JPO). The Réseau Ferré de France (French Rail Network) and the Valtion Teknillinen Tutkimuskeskus (VTT Technical Research Centre of Finland) have independently initiated in-vehicle level crossing warning system development programs. The system architectures vary from previously U.S.-developed systems and u s e advanced and cost-effective technologies. At varying stages of development, the two in-vehicle warning system designs address many of the shortcomings of previous generation systems and show great promise at meeting the design goals of being a cost-effective, reliable warning system. They also have the potential for additional capabilities and easy integration into other roadway vehicle intelligent transportation safety systems being developed in both the United States and internationally. The advancement of commercially available technology and equipment create the environment for the development and deployment of a viable global-positioning system-based in-vehicle warning system for highway-rail intersections. KW - Audible warning devices in vehicles KW - Finland KW - France KW - Global Positioning System KW - Intelligent transportation systems KW - Literature reviews KW - Railroad grade crossings KW - Railroad safety UR - http://ntl.bts.gov/lib/46000/46700/46718/DOT-VNTSC-FRA-10-06.pdf UR - https://trid.trb.org/view/1246592 ER - TY - RPRT AN - 01491421 AU - Principe-Martinez, Carla S AU - Anderson, Marc AU - Oliva, Michael AU - Tejedor, M Isabel AU - National Center for Freight and Infrastructure Research and Education (CFIRE) AU - Research and Innovative Technology Administration TI - Corrosion Protection of Prestressing Strand in Transportation Structures and Strand-Concrete Bond Improvement PY - 2012/12//Final Report SP - 111p AB - Corrosion can lead to the premature deterioration and failure of transportation structures. In pre-stressed bridge structures corrosion is more severe, leading to sudden failures when cracking is induced at pitting sites by tensile or compressive stresses. This work studies the viability and effectiveness of inorganic nanoporous coatings as corrosion protection for carbon steel prestressing strand. Inorganic nanoporous metallic coatings can offer the benefit of not reducing, but possibly enhancing the steel-concrete bond and adding some corrosion resistance to the strand. Anodic Polarization measurements of critical pitting corrosion potential were performed on Grade 270 low-relaxation steel wires from three strand manufacturers in bare and coated conditions. In addition, the wires were subjected to tensile stresses as they would be on a prestressing application and subsequently tested for pitting corrosion potential. Two metallic oxide coatings were used in this work namely acidic zirconia (ZrO2) and acidic titania (TiO2). The steel-concrete bond characteristics were measured by pull-out tests based on the current North American Strand Producers (NASP) Bond Test Research. Finally, tension tests measure the elastic modulus and strength of the steel before and after the heat treatment involved the coating process. Findings show an increase in corrosion resistance of coated wires prior to being stressed in tension. After tensioning the wires to 80% of their ultimate capacity, the corrosion resistance generally decreases. Pull-out tests show a 100-150% increase of bond strength for coated wires. No effects on the mechanical properties of the steel can be appreciated for heated treated samples with respect to those that have not been heated. KW - Anticorrosion coatings KW - Bond strength (Materials) KW - Corrosion protection KW - Pitting KW - Prestressed concrete KW - Pull out test KW - Reinforced concrete KW - Tension tests UR - http://www.wistrans.org/cfire/documents/FR_CFIRE0512.pdf UR - https://trid.trb.org/view/1257329 ER - TY - RPRT AN - 01491312 AU - Lee, Min Sang AU - Choi, Yong Seok AU - Prezzi, Monica AU - Purdue University AU - Indiana Department of Transportation AU - Federal Highway Administration TI - Quality Assessment of Geogrids Used for Subgrade Treatment PY - 2012/12//Final Report SP - 37p AB - Geogrid reinforcements have been used by the Indiana Department of Transportation (INDOT) to construct stable subgrade foundations and to provide a working platform for construction over weak and soft soils. Use of geogrid reinforcement in a pavement system ensures a long‐lasting pavement structure by reducing excessive deformation and cracking. The main objectives of this research were to evaluate the mechanical interaction between a subgrade soil and an aggregate base layer with and without a geogrid in place at the interface. A series of large‐scale direct shear tests were performed to investigate the effects of geogrid properties, such as geogrid aperture area, junction strength, and tensile strength, on the interface shear strength of soil‐geogrid‐aggregate systems. The test results showed that the aperture size and junction strength of the geogrids were relatively important factors affecting the overall interface shear strength the most. The average values for the peak interface shear strength coefficient for the three normal stresses (50 kPa, 100 kPa and 200 kPa) considered in this study ranged from 0.96 to 1.48. In addition, the test results showed that the average peak interface shear strength coefficient increases with increases in the junction strength of the geogrid. The optimum aperture area of the geogrid was found to be equal to 825 mm2 (1.4 in2 ) for the subgrade soil and aggregate considered in this study. There was no significant correlation between the geogrid tensile strength at 2% strain and the average peak interface shear strength coefficient. The effect of the moisture content of the subgrade soil on the peak interface shear strength coefficient was also investigated. The peak interface shear strength coefficient for the subgrade soil sample prepared at the optimum moisture content and compacted to relative compaction values of 94–96% (Rsoil = 95–96% and Raggregate = 94–95%) and tested under a normal stress of 100 kPa was 20% less than that for the subgrade soil sample prepared at a moisture content 4% above the optimum moisture content. Based on the results of the tests performed in this study, an aperture area requirement of 825 mm2 (1.4 in2) and a junction strength requirement of 11.5 kN/m (788 lb/ft) were suggested as preliminary guidelines for subgrade reinforcement systems. These requirements are only limited to the use of Type IV geogrid (INDOT specification 207.04) for subgrade reinforcement with aggregate No. 53. KW - Base course (Pavements) KW - Direct shear tests KW - Geogrids KW - Indiana KW - Interfaces KW - Moisture content KW - Quality control KW - Reinforcement (Engineering) KW - Subgrade (Pavements) KW - Tensile strength UR - http://dx.doi.org/10.5703/1288284315034 UR - https://trid.trb.org/view/1257457 ER - TY - RPRT AN - 01491290 AU - Long, Robert A AU - Begley, James S AU - MacKay, Paula AU - Western Transportation Institute AU - Washington State Department of Transportation AU - Federal Highway Administration AU - Research and Innovative Technology Administration TI - Baseline Wildlife Monitoring at I-90 Snoqualmie Pass East, Prior to the Installation of Wildlife Crossing Structures PY - 2012/12//Final Report SP - 287p AB - The I-90 Snoqualmie Pass East Project (SPE) is located along a 15-mile stretch of Interstate 90 that passes through the Okanogan-Wenatchee National Forest. The project corridor has been identified as a critical connectivity zone for Pacific Northwest wildlife populations linking natural habitats both to the north and south of the project area. The Washington State Department of Transportation (WSDOT) will help alleviate the effects of increased traffic volume, a wider highway and increased traffic speed by enhancing ecological connectivity at 14 Connectivity Emphasis Areas (CEA) throughout the project area for multiple species and ecological processes. Wildlife monitoring is needed both prior to and following the installation of project mitigation measures to ensure that efforts to enhance ecological connectivity are achieving their intended goals. WSDOT contracted with Western Transportation Institute (WTI) to conduct preconstruction baseline wildlife monitoring within the I-90 SPE project area from 2008-2012. This baseline wildlife monitoring report addresses the collection of baseline data related to monitoring objectives. These objectives include: characterizing the rate and location of wildlife-vehicle collisions, assessing the extent of sub-grade and at-grade crossings by wildlife, and assessing species occurrence within the Project Area. This report identifies survey methods and approaches, provides a review of monitoring achievements, and outlines future efforts required to ensure project success. KW - Crashes KW - Habitat (Ecology) KW - Methodology KW - Okanogan-Wenatchee National Forest KW - Washington (State) KW - Wildlife KW - Wildlife crossings UR - http://www.wsdot.wa.gov/research/reports/fullreports/803.1.pdf UR - https://trid.trb.org/view/1260489 ER - TY - RPRT AN - 01488310 AU - Legal Aid Foundation of Los Angeles (LAFLA) AU - Federal Transit Administration TI - LAFLA Public Transportation Public Participation Pilot Program PY - 2012/12//Final Technical Report SP - 63p AB - This report documents and presents the results of a pilot project conducted by the Legal Aid Foundation of Los Angeles (LAFLA). LAFLA identified that there is a perception among those living in and providing services to low-income communities that transportation planning processes have not been responsive to their needs as compared to more affluent areas. LAFLA proposed that one way to address this issue might be to look for ways to improve the level of education in low-income communities about how to effectively participate in transportation planning processes. To test this hypothesis, LAFLA developed a popular education curriculum focusing on the transportation planning process as it relates to low-income communities and organized four workshops in conjunction with local community groups representing low-income people in Los Angeles County. The workshops trained more than 80 participants from 11 different organizations. LAFLA used these workshops to develop and refine a transportation planning curriculum that can serve as a model for and be implemented in similar efforts across the nation. This curriculum focused on giving participants the tools and information necessary to effectively participate in transportation decision-making processes. Evaluation methodologies included using pre- and post-workshop surveys, three-month phone follow-up surveys, and observation during workshops. Overall, the workshops were successful in improving the ability of low-income communities to effectively communicate their needs to decision-makers. KW - Education and training methods KW - Los Angeles (California) KW - Low income groups KW - Public participation KW - Surveys KW - Transportation planning KW - Workshops UR - http://www.fta.dot.gov/documents/FTA_Report_No._0032.pdf UR - https://trid.trb.org/view/1257246 ER - TY - RPRT AN - 01488172 AU - Wang, Linbing AU - Xue, Wenjing AU - Druta, Cris AU - Wang, Dong AU - Virginia Polytechnic Institute and State University, Blacksburg AU - Mid-Atlantic Universities Transportation Center AU - Virginia Department of Transportation AU - Research and Innovative Technology Administration TI - Integration of Structural Health Monitoring with Asset Management PY - 2012/12//Final Report SP - 70p AB - Currently, an integrated transportation monitoring system was developed at Virginia Tech Transportation Institute, which was funded by the collaborative project “Integrated Infrastructure Asset Monitoring Assessment and Management”. This project investigated the feasibility and potential benefits of the integration of infrastructure monitoring systems into transportation management system. This wireless monitoring system is located on Route 114 in Christiansburg, Virginia. The instrumentation was devised to provide asphalt pavement responses of strain, stress, temperature and moisture. The purpose of this transportation monitoring system is to monitor both traffic and pavement conditions. When finished, it will serve as a Weigh-in-Motion system and traffic classification system in addition to collecting the mechanical response and monitoring the health status of the pavement. A novel back calculation method based on a distribution model will be present for estimating a vehicle’s speed, wandering, number of axles, distance between axles, distance between wheels, and axle weights. KW - Asphalt pavements KW - Asset management KW - Pavement management systems KW - Pavement performance KW - Structural health monitoring KW - Traffic speed KW - Vehicle classification KW - Virginia KW - Weigh in motion UR - http://www.mautc.psu.edu/docs/MAUTC-2009-01%20VT.pdf UR - https://trid.trb.org/view/1257075 ER - TY - RPRT AN - 01487889 AU - Kyte, Michael AU - Beyerlein, Steve AU - Brown, Shane AU - Monsere, Chris AU - Goodchild, Anne AU - Pitera, Kelly AU - Lee, Ming AU - National Institute for Advanced Transportation Technology AU - Federal Highway Administration TI - Development, Deployment, and Assessment of Activity‐Based Transportation Courses PY - 2012/12//Final Report SP - 82p AB - This project developed four new activity‐based transportation courses including “Traffic Signal Systems Operations and Design”, “Understanding and Communicating Transportation Data”, “Introduction to Freight Transportation”, and “Rural Highway Design and Safety”. The courses are learner‐centered in which activities completed by students form the basis for their learning. The courses were offered fourteen times to a total of 195 students. Activity books that included 142 activities were developed for the four courses. The books and all supporting materials are available on the project web site. A number of assessments and evaluations were conducted to determine how effective the courses and materials were in meeting project objectives. The active learning style was a challenge for many students, as they were required to be prepared for class and to do “active” work during class. In general, there was an acceptance of the value of the active learning environments and how they positively contributed to student learning. KW - Active learning KW - Continuing education KW - Curricula KW - Development KW - Evaluation and assessment KW - Implementation KW - Labor force UR - http://ine.uaf.edu/autc/files/2013/07/Idaho.TransportationEdDev.12.2012.pdf UR - https://trid.trb.org/view/1256474 ER - TY - RPRT AN - 01487056 AU - Hulsey, J L AU - Wardell, Ty AU - Brandon, Patrick AU - Alaska University Transportation Center AU - Alaska Department of Transportation and Public Facilities AU - Federal Highway Administration AU - Research and Innovative Technology Administration TI - Wearing Surface Testing: Yukon River Bridge PY - 2012/12//Final Report (Part 1) SP - 24p AB - The Yukon River Bridge, also known as the E.L. Patton Bridge, carries the two-lane Dalton Highway and the trans-Alaska oil pipeline across the Yukon River at a 6% grade. It is 30 feet wide, with 6 spans; it was designed to withstand negative 60 degrees Fahrenheit temperatures, huge ice loads from the river, truck loads hauling supplies to the oil fields, the oil pipeline, and, in the future, a gas line. Over 30 years, the timber decking has been replaced several times - in 1981, 1992, 1999, and 2007. The trees that produced the original decking were massive old-growth firs, strong and close-grained. Subsequent decking has come from younger trees, which produce softer wood. As timber quality has decreased, time between replacements has also decreased, while material costs increase. Every time the Yukon River Bridge deck is resurfaced, it costs the public millions of dollars. Further, in the past only timber was used, and the quality of this material is decreasing as the cost is increasing. It is imperative that new materials for use as a wearing surface for this bridge be identified. This research seeks to identify a material suitable for bridge decking that will last more than 15 years. A longer-lasting material will mean future savings to the Alaska Department of Transportation and Public Facilities in the millions of dollars. KW - Alaska KW - Bridge decks KW - Costs KW - Durability tests KW - Laboratory tests KW - Life cycle analysis KW - Materials selection KW - Rehabilitation (Maintenance) KW - Yukon River UR - http://ine.uaf.edu/autc/files/2013/04/YRB-Final-Report-FINAL_fp-jlh.pdf UR - https://trid.trb.org/view/1256270 ER - TY - RPRT AN - 01487049 AU - Yang, Zhaohui "Joey" AU - Zhang, Xiaoyu AU - University of Alaska, Anchorage AU - Alaska University Transportation Center AU - Alaska Department of Transportation and Public Facilities AU - Federal Highway Administration AU - Research and Innovative Technology Administration TI - Seismic Performance and Design of Bridge Foundations in Liquefiable Ground with a Frozen Crust PY - 2012/12//Final Report SP - 114p AB - Two major earthquakes in Alaska, namely the 1964 Great Alaskan earthquake and the 2002 Denali earthquake, occurred in winter season when the ground crust was frozen. None of the then-existing foundation types was able to withstand the force from the frozen crust overlying liquefied soils. This project aims to study how the frozen ground crust affects the performance of bridge pile foundations and how one can estimate the loads imposed by the frozen ground crust. A shake table experiment was conducted to gain in-depth understanding of the mechanism of frozen ground crust-pile foundation interaction and collect data to validate a solid-fluid coupled finite element (FE) model and a simplified method, i.e. the beam-on-nonlinear-Winkler-foundation (BNWF) or p-y approach. Loads imposed on pile foundations by the frozen crust were studied through solid-fluid coupled FE analyses of a typical Alaskan bridge foundation under two soil conditions-one with an unfrozen crust and the other with a frozen crust-and by comparison of results obtained from these two cases. The effectiveness of the p-y approach in predicting the response of piles subject to frozen ground lateral spreading in liquefiable soils was evaluated by comparing the analyses of results with those obtained from the FE modeling. Finally, guidelines were proposed for design practitioners to analyze the performance of pile foundations embedded in liquefiable soils subject to frozen ground crust lateral spreading with the p-y approach. KW - Alaska KW - Beam-on-Winkler Foundation KW - Bridge foundations KW - Earthquake resistant design KW - Finite element method KW - Frozen soils KW - Liquefaction KW - Pile foundations KW - Seismicity UR - http://ine.uaf.edu/autc/files/2013/07/309010.410015.Yang_.pdf UR - https://trid.trb.org/view/1256269 ER - TY - RPRT AN - 01486951 AU - Perkins, Robert A AU - Alaska University Transportation Center AU - Federal Highway Administration AU - Alaska Department of Transportation and Public Facilities AU - Research and Innovative Technology Administration TI - Selection of Preservatives for Marine Structural Timbers in Herring Spawning Areas PY - 2012/12//Final Report SP - 120p AB - Alaska marine harbors use wood for many structures that come in contact with saltwater, including piles, floats, and docks, because it is economical to buy and maintain. However, wood immersed in saltwater is prone to attack by marine borers, various types of marine invertebrates that can destroy a wood structure in only a few years. In Alaska marine waters there are only two wood preservatives currently recommended: ACZA (ammoniacal copper zinc arsenate) and creosote. ACZA is a water-based preservative that leaches copper into the marine environment; copper is toxic to marine invertebrates and other species. Creosote is an oil-based preservative made from coal tar; it leaches a class of hydrocarbon chemicals called polycyclic aromatic hydrocarbons into the water. Some research indicates that copper leaching from ACZA is slight after a year or so, while creosote leaches PAH at a declining rate over time, but is still measurable after many years. Field research with both preservative methods is hampered because harbors are frequently contaminated with many chemicals, so determining how the wood preservatives alone impact marine life over time is difficult. This project will test the toxicity of marine structural materials to herring eggs under a variety of conditions common in Alaska marine waters, focusing on Southeast Alaska; it will also compare the durability of creosote-versus ACZA-treated marine timbers under comparable climatic and service conditions. This research aims to provide relevant information to ADOT&PF to improve its selection of wood structural materials in the marine environment, especially the selection of wood-preserving methods. KW - Alaska KW - Aquatic life KW - Environmental impacts KW - Habitat (Ecology) KW - Offshore structures KW - Port structures KW - Preservation KW - River herring KW - Timber KW - Toxicity UR - http://ine.uaf.edu/autc/files/2013/07/410037.MarineTimbers.Perkins.Final_.pdf UR - https://trid.trb.org/view/1256379 ER - TY - RPRT AN - 01486735 AU - Perkins, Robert A AU - Bennett, F Lawrence AU - Alaska University Transportation Center AU - Alaska Department of Transportation and Public Facilities AU - Federal Highway Administration AU - Research and Innovative Technology Administration TI - Knowledge Transfer Needs and Methods PY - 2012/12//Final Report SP - 121p AB - The State of Alaska has an aging workforce. There is a paucity of workers in the 25 to 45 year age group. The Alaska Department of Transportation and Public Facilities (AKDOT&PF) has almost one third of its workforce eligible to retire within five years. In earlier research the authors examined this problem with respect to recruitment, retention, and succession planning. This project will focus on issues related to knowledge transfer, the passing of knowledge from more experienced employees to newer employees, especially in the engineering and technical areas. Both the state and the AKDOT&PF are well aware of the employment demographics and knowledge transfer issues. These are indeed nationwide problems and in developed countries worldwide. Here the authors propose to review the knowledge transfer needs of the AKDOT&PF, the current practices with respect to the many tools available, and meet with AKDOT&PF managers and professionals in focus groups to determine which tools are likely to be effective in enhancing knowledge transfer. The authors plan to identify barriers to knowledge transfer, such as managers’ reluctance, corporate culture, and history. Following reviews, this project will present recommendations to the AKDOT&PF with tools that can be implemented to enhance knowledge transfer. KW - Alaska KW - Alaska Department of Transportation and Public Facilities KW - Education and training KW - Knowledge KW - Labor force KW - Personnel development KW - State of the practice UR - http://ine.uaf.edu/autc/files/2013/07/510009.Perkins.-FINAL.pdf UR - https://trid.trb.org/view/1256236 ER - TY - RPRT AN - 01485997 AU - Chen, Erdong AU - Tarko, Andrew P AU - Purdue University AU - Indiana Department of Transportation AU - Federal Highway Administration TI - Best Practices for INDOT‐Funded Work Zone Police Patrols PY - 2012/12//Final Report SP - 92p AB - Transportation agencies across the U.S. are expending a great deal of effort to improve highway work zone safety. Among those efforts is a special fund for work zone enforcement established by the Indiana Department of Transportation (INDOT). The allocation of enforcement funding was based on expert knowledge and weights and scores applied to work zone characteristics considered relevant to traffic safety. The objective of the reported project was to develop a rational and defendable tool for programming police enforcement that maximizes the safety benefits of police enforcement in INDOT work zones. To understand what affects work zone safety, the research team carried out an extensive literature review, designed field experiments to evaluate the effect of selected enforcement strategies on drivers’ behavior in work zones, and developed speed models incorporating the effect of police enforcement. The estimated speeds were used to derive crash modification factors (CMFs) that express the effect of the police enforcement strategy on work zone safety. Finally, the research team combined all of the developed components in a method of predicting the costs and the safety benefits in work zones under various enforcement strategies. This last method was included in the optimization tool for programming police enforcement in a group of planned work zones. The described project developed an optimization tool implemented in a Microsoft Excel spreadsheet with the OpenSolver add‐in. The tool is flexible, straightforward, and easy to use. The user should be able to quickly become familiar with the required input, results, and obtained solution. KW - Benefit cost analysis KW - Best practices KW - Crash modification factors KW - Indiana KW - Linear programming KW - Optimization KW - Police patrol KW - Traffic law enforcement KW - Work zone safety KW - Work zone traffic control UR - http://dx.doi.org/10.5703/1288284315039 UR - https://trid.trb.org/view/1255044 ER - TY - RPRT AN - 01485995 AU - Neufeld, Amanda J. AU - Mokhtarian, Patricia L AU - University of California, Davis AU - California Department of Transportation AU - Research and Innovative Technology Administration TI - A Survey of Multitasking by Northern California Commuters: Description of the Data Collection Process PY - 2012/12//Research Report SP - 28p AB - An empirical study investigated whether multitasking could affect the utility of travel. This report describes the survey instruments and data collection process that yielded a rich dataset. KW - Commuters KW - Data collection KW - Design KW - Multitasking KW - Travel surveys UR - http://pubs.its.ucdavis.edu/download_pdf.php?id=1802 UR - https://trid.trb.org/view/1247837 ER - TY - RPRT AN - 01485993 AU - Li, Hui AU - University of California, Davis AU - California Department of Transportation AU - Research and Innovative Technology Administration TI - Evaluation of Cool Pavement Strategies for Heat Island Mitigation PY - 2012/12 SP - 367p AB - This dissertation research examines the effects of different cool pavement design and management strategies on improving the thermal environment and mitigating near-surface heat island effects through field measurements, modeling and simulation. In this research, nine experimental test sections were designed, constructed and instrumented and the thermal performance of different types of pavements and management strategies were empirically investigated. A local microclimate model was developed, validated and applied to conduct sensitivity analysis on some key parameters to evaluate the thermal impacts of different cool pavement strategies in different climate regions. In addition, the impacts of different strategies on outdoor human thermal comfort were evaluated for different climate regions (Sacramento and Los Angeles in California and Phoenix in Arizona). One type of thermal load associated with building energy use was evaluated for Davis, California. Preliminary recommendations on the application of cool pavement strategies for mitigating near-surface heat island are: Pave less and plant more; use permeable pavements; use care when using high-reflectance pavements; consider evaporation and shading; use models developed in this study; perform life cycle cost analysis and/or benefit-cost analysis, as well environmental life cycle assessment. KW - Benefit cost analysis KW - Cooling KW - Heat island effect KW - Life cycle analysis KW - Pavement design KW - Porous pavements KW - Reflectorized materials UR - http://pubs.its.ucdavis.edu/download_pdf.php?id=1803 UR - https://trid.trb.org/view/1247838 ER - TY - RPRT AN - 01485991 AU - Pike, Susan AU - Mokhtarian, Patricia L AU - University of California, Davis AU - California Department of Transportation AU - Research and Innovative Technology Administration TI - Understanding Factors Associated with Commute Behavior Changes: An Empirical Investigation from Northern California PY - 2012/12//Research Report SP - 72p AB - Changes in travel behavior of regular commuters during the temporary closure of Interstate 5 in downtown Sacramento, California were investigated by analyzing “temporary” vs. “longer-term” changes in the frequency of drive-alone commuting. A similar proportion of the sample increased driving alone (23%) as decreased (22%). Those who increased driving alone were substantially more likely to make this change a regular, longer-term, behavior (83%) compared to those who decreased (52%), increasing emissions. About 61% of the sample did not change their driving alone in either direction. Numerous variables are considered to be potentially important predictors of changes, including socio-demographic traits, environmental and travel attitudes, and land use characteristics. The influence of the freeway closure is also explored. Discrete choice models of the changes are estimated, and characteristics associated with making positive or negative, temporary or longer-term changes are identified. Important land use characteristics include access to amenities such as grocery stores and schools in the vicinity of home and work locations. Additional characteristics that are important factors in the changes modeled include the background commute patterns, occupation types and attitudes towards transportation and travel. KW - Choice models KW - Commuting KW - Demographics KW - Land use KW - Socioeconomic factors KW - Travel behavior UR - http://pubs.its.ucdavis.edu/download_pdf.php?id=1804 UR - https://trid.trb.org/view/1247839 ER - TY - RPRT AN - 01485312 AU - Stock, Tyler Adam AU - Caldas, Carlos AU - Loftus-Otway, Lisa AU - Prozzi, Jolanda AU - Clower, Terry AU - Bomba, Michael AU - University of Texas, Austin AU - Texas Department of Transportation AU - Texas A&M Transportation Institute AU - University of North Texas, Denton AU - Federal Highway Administration TI - TxDOT Resource for Linking Planning with Project Planning in Support of NEPA PY - 2012/12 SP - 26p AB - Since the enactment of the National Environmental Protection Act (NEPA) in 1970, sponsors of transportation projects that receive federal money or fall under the purview of the federal government in some other way are required to develop documentation that shows the environmental effects of the project were studied and taken into consideration. The purpose of this document is to serve as a resource to various Texas agencies involved in transportation planning, project planning, and NEPA compliance. The resource will make recommendations and identify areas where these agencies can facilitate the NEPA process by linking it with regional transportation planning and project planning KW - Data sharing KW - Documents KW - Environmental streamlining KW - National Environmental Protection Act of 1969 KW - Programming (Planning) KW - Regional planning KW - Texas KW - Transportation planning UR - http://library.ctr.utexas.edu/ctr-publications/0-6701-p1.pdf UR - https://trid.trb.org/view/1253847 ER -