TY - CONF AN - 01571820 AU - Griffiths, Michael AU - Jarvie, John AU - National Highway Traffic Safety Administration TI - Improving the Crash Compatibility of Cars and Roadside Poles PY - 2011 SP - 5p AB - Car to pole impacts account for a large proportion of car occupant casualties in many motorized countries. Each year in Australia about 2000 vehicles crash into timber power poles resulting in approximately 100 fatalities and 1000 serious injuries at a community cost of about A$500 million. The estimates for North America are over 1000 fatalities and over 100,000 serious injuries each year, with an estimated 10-fold increase in costs. Historically the primary countermeasure used by road safety authorities has been to move utility/power poles away from the roadside. While this may reduce the risk of an impact, moving the position of the timber pole has little effect on the outcome if an impact occurs. To reduce the risk of injury there is a need to change the properties of the pole, so that the pole acts to stop the car while retaining integrity ensuring that neither becomes an unrestrained hazard. This paper presents the results of a program aimed at developing a utility pole that absorbs energy and yields sufficiently to stop the vehicle in several metres at survivable decelerations with no intrusion into the occupant space. This has been achieved by using composite materials supplemented with built in energy management systems. To test the impact properties of the prototype, the authors conducted ten fullscale frontal crash tests using a variety of car sizes at impact speeds of 50, 80 and 100 km/hr. The performance of the poles during the tests was monitored using multiple high-speed cameras, and accelerometers were fitted to the vehicles on later tests. The results demonstrate the superior impact performance of the composite poles and the ability of these poles to safely stop impacting vehicles even at high impact speeds, while retaining enough integrity to ensure cables carried by the poles remain intact and supported above the ground. This superior impact performance carries substantial potential safety benefits. Furthermore, the projected whole of life costs of the composite pole are less than existing timber poles. The lighter weight and lower cost of the poles also assists the primary countermeasure of relocation away from the road. Limitations of the preliminary test program are the lack of instrumented test dummies that means that these results cannot be communicated directly in terms of injury criteria. However the reduced decelerations measured in the vehicle, and the retention of the occupant compartment even in the highest test speeds strongly indicates likely reduction in injury risk. The composite pole used in these tests start as a standard production utility pole already in limited use in North America. It is then enhanced to absorb energy in a controlled manner, prevent unrestrained hazards and can keep the power/communication cables supported. Widespread use of these composite poles could prevent considerable serious injury, death and associated community cost. U1 - 22nd International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationWashington,DC StartDate:20110613 EndDate:20110616 Sponsors:National Highway Traffic Safety Administration KW - Australia KW - Compatibility KW - Composite materials KW - Crash severity KW - Deceleration KW - Energy KW - Frontal crashes KW - Impact tests KW - Utility poles UR - http://www-esv.nhtsa.dot.gov/Proceedings/22/isv7/main.htm UR - https://trid.trb.org/view/1362877 ER - TY - CONF AN - 01571819 AU - Grall, Loïc AU - Zeitouni, Richard AU - Adalian, Céline AU - National Highway Traffic Safety Administration TI - Frontal Impact Improvements - Enhanced Modelling of the Impact Barrier PY - 2011 SP - 13p AB - The honeycomb barrier behaviour has a major influence on the vehicle structures designed to absorb a frontal crash, for ECE 94 or Euro NCAP and other NCAP frontal tests. The increased use of modelling and the improvements made on numerical capacities forced the authors to be able to represent in a better and an in-depth manner the numerical behaviour of the honeycomb barrier in order to improve their prediction of the vehicle behaviour in a frontal crash test, especially on the load distribution in the car front-end. PSA Peugeot Citroën launched a huge physical and numerical program on the behaviour of the regulatory honeycomb barrier in order to improve its numerical model available of the major crash software. This program focused on the instabilities generated by the industrial barrier that can lead to very different load distribution profiles. Physical tests were performed from simple tests (honeycomb static compression) to more complex dynamic tests such as puncture tests, up to sub systems tests where a rigid car front end was propelled on a full ECE 94 barrier. This program highlighted new phenomena that were not represented up to now in the numerical barrier such as densification and effect of air pressure in the cells when high volume reduction and high velocities occurred. Other important scatterings due to bonding and cell wall thickness were also seen as major parameters to take into account. All these mechanical characteristics as well as the aluminium mechanical behaviour are now included in the enhanced modelling developed in the crash software in order to represent all the simple tests performed up to the more complex ones. This led the authors to better predictive modelling of the honeycomb barrier. The paper will conclude with a direct comparison between the standard barrier model and the authors' enhanced model and their consequences on the prediction of the full car crash behaviour. This brand new model is now used for the design of the new vehicle programs at PSA Peugeot Citroën. U1 - 22nd International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationWashington,DC StartDate:20110613 EndDate:20110616 Sponsors:National Highway Traffic Safety Administration KW - Barriers (Roads) KW - Frontal crashes KW - Honeycomb structures KW - Impact tests KW - Mathematical models KW - Vehicle front end UR - http://www-esv.nhtsa.dot.gov/Proceedings/22/isv7/main.htm UR - https://trid.trb.org/view/1362598 ER - TY - CONF AN - 01571818 AU - Gadekar, Ganesh AU - Kumar C, Anil AU - Joshi, Ashok G AU - Takle, Makarand AU - National Highway Traffic Safety Administration TI - Use of Secondary Energy Absorbing Structures for Improved Self Protection Performance – Experiences During the Development of a Chassis Based Vehicle PY - 2011 SP - 5p AB - Secondary Energy Absorbing Structures (SEAS) have been discussed in literature in the context of improving geometric compatibility between larger vehicles like SUVs and cars. While compatibility related work is still in a research phase, development of the vehicles for self protection remains a priority. Vehicles also have to be designed to meet set targets against consumer group tests like Euro NCAP. A Secondary Energy Absorbing Structure on a Crossover kind of vehicle was evaluated to see the effect on self protection. Through the evaluation it was realized that the SEAS can actually be optimized for improving the self protection and lead to reduced weight of the chassis frame. This concept was optimized to achieve weight savings in EuroNCAP load case. This paper presents the results of evaluations and analysis of the reasons why SEAS is expected to lead to weight savings in a typical offset frontal crash, along with the optimization work carried out for achieving weight savings. U1 - 22nd International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationWashington,DC StartDate:20110613 EndDate:20110616 Sponsors:National Highway Traffic Safety Administration KW - Chassis KW - Compatibility KW - Frontal crashes KW - Protection KW - Secondary energy absorbing structure (SEAS) KW - Vehicle frames KW - Vehicle weight UR - http://www-esv.nhtsa.dot.gov/Proceedings/22/isv7/main.htm UR - https://trid.trb.org/view/1361781 ER - TY - CONF AN - 01571817 AU - Lattke, Benedikt AU - Sperber, Frank AU - Müller, Thomas AU - Winner, Hermann AU - Eberlein, Richard AU - Hoffmann, Rainer AU - National Highway Traffic Safety Administration TI - MoLife - Hazard Detection in a Cooperative Assistance System for Motorcycles PY - 2011 SP - 13p AB - Vehicle-to-vehicle communication promises a large safety benefit for motorcycles. Furthermore, new motorcycles are equipped with an increasing number of vehicle dynamics sensors (e.g. wheel speed sensors, gyro sensors). These deliver information about the current driving state variables. Hence, the Institute of Automotive Engineering at Technische Universität Darmstadt and carhs.communication are in the process of researching the fundamentals of a communication-based warning system for motorcycles. This system generates sensor-based or manually entered warning messages and sends these to other motorcyclists using wireless communication devices. In this way, riders can receive early warnings of road hazards. In order to detect hazards based on standard sensors, new methods were developed, which are presented in this paper. An analysis of an accident database and a motorcycle rider survey revealed the following main causes for accidents that would be avoidable using a system such as that investigated here: (1) Roadway damages, e.g. unevenness, ground waves, transversal ruts, pot holes; (2) Obstacles on the road, such as broken down vehicles behind a curve; (3) Excessive speed in curves, especially in irregular road conditions; (4) Friction steps caused by oil, gravel sand, bitumen. Driving dynamics for the above mentioned situations were analyzed. New criteria were derived and used to generate warning messages based on vehicle dynamics sensor information. In order to validate the criteria, over 500 test drives were conducted. To detect hazards caused by individual roadway damages, a new criterion was derived based on the measurement of the vertical wheel acceleration. With this criterion, hazard detection becomes independent of hazard type and shape. Obstacles are detected by identifying evasive maneuvers. These are distinguished from other maneuvers by means of a correlation factor, determined on the basis of a previously defined standard maneuver and the current driving state. In a previous study, the vehicle side-slip angle velocity was found to be a criterion to detect critical driving situations during cornering. These situations are caused by friction steps or by exceeding the maximum lateral acceleration. The current study adapts this criterion for use in a communication-based warning system. Friction steps and low friction (during straight driving) are detected by evaluating braking activity and longitudinal acceleration. In addition to methods for hazard detection, a methodology to design an appropriate Human Machine Interface (HMI) was also developed and validated. To increase market acceptance, an additional comfort-oriented functionality was implemented and tested. This function is based on the same technology as the safety function. U1 - 22nd International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationWashington,DC StartDate:20110613 EndDate:20110616 Sponsors:National Highway Traffic Safety Administration KW - Hazards KW - Human machine interface KW - In vehicle sensors KW - Motorcycles KW - Vehicle dynamics KW - Vehicle to vehicle communications KW - Warning systems KW - Wireless communication systems UR - http://www-esv.nhtsa.dot.gov/Proceedings/22/isv7/main.htm UR - https://trid.trb.org/view/1363077 ER - TY - CONF AN - 01571816 AU - Rau, Paul AU - Fitch, Gregory M AU - Blanco, Myra AU - Hanowski, Richard J AU - Camden, Matthew C AU - National Highway Traffic Safety Administration TI - Driver Performance with a Camera/Video Imaging System PY - 2011 SP - 15p AB - Camera/Video Imaging Systems (C/VISs) help drivers monitor the areas around their truck by relaying live video images collected from cameras mounted on the truck’s exterior to monitors mounted inside the truck’s cabin. The purpose of this study was to expand on the favorable results from previous C/VIS test-track research performed by NHTSA and FMCSA by evaluating the implementation of C/VISs in a real-world operation. Drivers’ performance with and without a C/VIS was unobtrusively recorded using a naturalistic driving study approach. Twelve drivers from a fleet company participated in this research and drove a company truck on revenue producing routes. Each driver drove one truck that had either a commercially-available C/VIS, or an Advanced-C/VIS (A-C/VIS) developed by VTTI. The commercially-available C/VIS selected was called SIDETRACKERTM and had a side-view camera on each fender. The A-C/VIS had side-view cameras, a rear-view camera, and night-vision capabilities. The trucks that were driven in this study remained permanently coupled to 48-ft long trailers over the course of the twelve-month data-collection interval. Each driver drove a truck for one month with the C/VIS disabled (Baseline condition), and three months with the C/VIS enabled (Test condition). Drivers completed surveys regarding their driving performance and overall experience with C/VISs every two weeks. It was found that C/VISs are able to assist commercial motor vehicle (CMV) drivers in their daily driving task without deteriorating their driving performance. Specifically, the probability that drivers looked forward, their clearance to an adjacent vehicle when changing lanes, and their involvement in safety critical events (SCEs), did not change when driving with a C/VIS. Drivers also reported that the CVIS improved their awareness of surrounding objects and assisted them in performing lane changes and merge maneuvers, particularly when making right lane changes. The A-C/VIS’s rear-view vantage point was the most frequently used feature and was highly rated by drivers. Even though drivers’ positive subjective ratings can contribute to safety, it is important to note that drivers did not encounter fewer SCEs when driving with a C/VIS. A potential limitation with the study is that the driving data were collected when traffic density was low. Further research could observe drivers’ performance with and without C/VISs in congested traffic. Performance in dense traffic could provide a continued analysis of the distribution of SCE’s as an index of safety benefit. OEMs and tier-1 suppliers have developed multiple methods to implement C/VISs. The A-CVIS is an innovative approach to C/VIS that assists drivers to overcome blind spots; this paper presents a real-world evaluation of such a system including the identification of potential safety benefits. U1 - 22nd International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationWashington,DC StartDate:20110613 EndDate:20110616 Sponsors:National Highway Traffic Safety Administration KW - Driver performance KW - Imaging systems KW - Truck drivers KW - Trucking safety KW - Video cameras UR - http://www-esv.nhtsa.dot.gov/Proceedings/22/isv7/main.htm UR - https://trid.trb.org/view/1363076 ER - TY - CONF AN - 01571815 AU - Rudd, Rodney W AU - Scarboro, Mark AU - Saunders, James AU - National Highway Traffic Safety Administration TI - Injury Analysis of Real-World Small Overlap and Oblique Frontal Crashes PY - 2011 SP - 10p AB - Recent research has indicated poor injury outcomes for front row occupants of passenger vehicles equipped with frontal air bags when the longitudinal frame rail(s) are missed by the struck object. The objective of this research was to establish key factors for injury causation from a uniform manual analysis of real world crashes where very limited or no engagement of the longitudinal structures occurred. A multidisciplinary team of experts at the National Highway Traffic Safety Administration NHTSA) was assembled to review the available real-world cases matching this crash profile. The NHTSA team utilized a uniform process to review all cases to ensure the same data points were evaluated by each team member. Regular meetings were held by the team to discuss cases and to keep the reviews uniform. More than 380 cases were extracted from the National Automotive Sampling System-Crashworthiness Data System (NASS-CDS) and the Crash Injury Research and Engineering Network (CIREN) for analysis. Injuries to the thorax and pelvis were the most prevalent, and oblique loading played a role in thoracic and head injury causation. The cases reviewed demonstrated possible issues with air bag coverage of contact points, intrusion contributing to injury, and occupant lower extremity kinematics associated with crash obliquity influencing pelvic fractures. The final result of the reviews was to initiate a vehicle crash research plan to test the feasibility of recreating the real-world crash and kinematic responses seen during the case reviews. The results of these case reviews indicate opportunities for improved anthropomorphic test device (ATD) response to duplicate the crash outcomes seen in this research. U1 - 22nd International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationWashington,DC StartDate:20110613 EndDate:20110616 Sponsors:National Highway Traffic Safety Administration KW - Crash analysis KW - Crash injury research KW - Frontal crashes KW - Impact tests KW - Injury types KW - Oblique impacts KW - Overlap crashes UR - http://www-esv.nhtsa.dot.gov/Proceedings/22/isv7/main.htm UR - https://trid.trb.org/view/1362875 ER - TY - CONF AN - 01571751 AU - Aylor, David A AU - Zuby, David S AU - National Highway Traffic Safety Administration TI - Comparison of BioRID Injury Criteria Between Dynamic Sled Tests and Vehicle Crash Tests PY - 2011 SP - 9p AB - The Insurance Institute for Highway Safety rates vehicle seat/head restraint designs as good, acceptable, marginal, or poor using a protocol by the Research Council for Automobile Repairs’ International Insurance Whiplash Prevention Group (RCAR/ IIWPG). Studies of insurance neck injury claim rates for rear impact crashes show that vehicles with seats rated good have lower claim rates than vehicles with seats rated poor, but the relationship between acceptable/ marginal ratings and claim rates is less clear. To better understand the relationship between measured neck injury criteria and injury claim rates, a series of rear impact crash tests was conducted to determine the influence of crash pulse, as dictated by vehicle structure, on the performance of seat/head restraints. The role of head restraint adjustment also was examined by comparing BioRID responses in the driver position, with the restraint adjusted according to the RCAR/ IIWPG protocol, and in the front passenger position, with the restraint adjusted to its lowest position. In an attempt to match the severity of the RCAR/IIWPG crash pulse, vehicles were struck by a flat rigid barrier to create a velocity change of 16 km/h (10 mi/h). Four small cars with rated seat/head restraints and varying real-world neck injury claim rates were selected. The 2006 Honda Civic and 2005 Chevrolet Cobalt both received good ratings in the RCAR/IIWPG sled test, but the Civic had a relatively low neck injury claim rate compared with the Cobalt. The 2006 Saturn Ion and 2005 Ford Focus both received marginal ratings in the sled test, but the neck injury claim rate for the Ion was comparable with that for the good-rated Civic, and the Focus had the highest neck injury claim rate among the vehicles tested. BioRID response ratings for the driver position matched the sled test ratings for the Cobalt and Focus but were one rating level lower for the Civic and Ion. BioRID response ratings for the passenger position were the same as those for the driver position for all vehicles except the Cobalt, which was one rating level lower. The findings suggest that changing the RCAR/IIWPG protocol to include vehicle specific crash pulses and/or changing the restraint setup would not improve the relationship between seat/head restraint ratings and neck injury claim rates. Furthermore, examination of additional BioRID injury metrics not currently assessed under the protocol does not help explain real-world neck injury claim rates and does not support changing the current evaluation criteria. Additional research is needed to determine whether vehicle underride/override alters vehicle accelerations in a way that makes crash tests more predictive of neck injury claim risk in rear-end collisions. U1 - 22nd International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationWashington,DC StartDate:20110613 EndDate:20110616 Sponsors:National Highway Traffic Safety Administration KW - Air bags KW - Crash injuries KW - Deployable head restraints KW - Dummies KW - Headrests KW - Impact tests KW - Neck KW - Rear end crashes KW - Sled tests KW - Whiplash UR - http://www-esv.nhtsa.dot.gov/Proceedings/22/isv7/main.htm UR - https://trid.trb.org/view/1361003 ER - TY - CONF AN - 01571750 AU - Tabata, Toshiyuki AU - Konet, Heather AU - Kanuma, Tsuyoshi AU - National Highway Traffic Safety Administration TI - Development of Nissan Approaching Vehicle Sound for Pedestrians PY - 2011 SP - 6p AB - Electric Vehicles are very quiet at low speeds and therefore people (especially the visually impaired) have a difficulty recognizing that these vehicles are approaching. To address this concern, Approaching Vehicle Sound for Pedestrians system development has been discussed worldwide. In Japan, USA, Europe and China, government regulation is currently under study. As a solution to meet this concern, Nissan has developed the VSP (Approaching Vehicle Sound for Pedestrians) system for implementation on Nissan’s first mass production Electric Vehicle. Nissan VSP emits a futuristic sound to satisfy 3 key stakeholders’ concerns; for pedestrians to provide detectability, for drivers, and for neighborhoods to maintain a quiet environment. The sound emitted during forward motion has a “twin peaks and one dip” frequency signature, with modulation (or rhythmic structure) to accommodate human-beings ear frequency sensitivity, hearing loss due to aging and ambient noise conditions. Additionally, special emphasis is placed on the forward sound emitted when the vehicle is “taking-off’(starting forward motion)” to notify pedestrians that the vehicle is about to move, in response to real world feedback gathered in surveys with visually impaired in Japan and USA. The system also includes a reverse motion or “backing up” sound that has an easy to recognize cadenced (or rhythmic structure) characteristic. U1 - 22nd International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationWashington,DC StartDate:20110613 EndDate:20110616 Sponsors:National Highway Traffic Safety Administration KW - Audible warning devices in vehicles KW - Electric vehicles KW - Hybrid vehicles KW - Pedestrian safety KW - Pedestrian vehicle interface KW - Pedestrians UR - http://www-esv.nhtsa.dot.gov/Proceedings/22/isv7/main.htm UR - https://trid.trb.org/view/1360717 ER - TY - CONF AN - 01571749 AU - Mogodin, Stéphane AU - Bertholong, Nicolas AU - Cuny, Sophie AU - Simon, Marie-Christine AU - National Highway Traffic Safety Administration TI - Evaluation of the Car Safety Enhancements During the Last Three Decades PY - 2011 SP - 7p AB - The objective of this work is to assess the enhancement of new cars (designed in the 2000’s) compared to cars designed in the 1980’s and in the 1990’s. The improvement is evaluated according to two criteria: the involvement rate in an accident and the protection offered to the driver in case of a crash. Within each decade of conception, cars are also defined and evaluated regarding their classes (supermini, small family car, large family car, Mpv and executive). Protection is analyzed through the risk of fatal and severe injuries among drivers involved in a crash. Regarding involvement, as no data on the circulating fleet and on the characteristics of the circulating drivers are available, the involvement rate is estimated by the risk of being responsible for an accident. Logistic regressions were fitted for the two indicators, in order to avoid confounding factors. Data sources consist on the French accident national data base from year 2007 to 2009. This data base gathers all injury accidents occurred each year in France. Information regarding the circumstances of the accident, the vehicles, the people involved and their injury severity are available. Cars designed in the 1980’s, the 1990’s and in the 2000’s were selected, and the class of the cars is assigned for each vehicle. The study is based on a final sample of 97 600 car drivers. Results are given in term of safety benefits with their 95% confidence intervals. The increase or decrease in the risk of being responsible for an injury accident is presented for each category of cars, as well as the risk of being killed or severely injured. Cars are then compared according to their decades of conception and to their classes. The study enlightens the safety improvements made since the 1980’s, in term of risk of being involved in an injury accident but also in term of protection offered by car. The magnitude of the improvement turns up to be dependent on the category of the car. The sample used is mostly European but the methodology could be applied on different countries accident databases. This study provides an evaluation of car protection on recent accident and also brings new data on involvement risk according both to the conception and class of the cars. U1 - 22nd International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationWashington,DC StartDate:20110613 EndDate:20110616 Sponsors:National Highway Traffic Safety Administration KW - Crash exposure KW - Crash rates KW - Crash severity KW - Crashes KW - France KW - Occupant protection devices KW - Vehicle safety UR - http://www-esv.nhtsa.dot.gov/Proceedings/22/isv7/main.htm UR - https://trid.trb.org/view/1361375 ER - TY - CONF AN - 01571748 AU - O'Brien, Sean AU - National Highway Traffic Safety Administration TI - Priorities for the Assessment of Frontal Impact Compatibility PY - 2011 SP - 11p AB - Vehicle-to-vehicle crash compatibility is a complex subject that has been extensively researched during the last 40 years. For the purposes of this paper, compatibility is defined as the optimisation of vehicle design to help minimise the number of injuries and fatalities that occur in collisions between passenger vehicles. For the evaluation of compatibility in these collisions, the criteria of self-protection and partner-protection are considered together in a measure of ‘total safety’. It is also shown that separate evaluations of self-protection and partner-protection should not be used to guide regulatory policy on passenger vehicle to passenger vehicle compatibility because they are less effective at bringing about reductions in the total number of injuries and fatalities in passenger vehicle to passenger vehicle collisions. Front-to-front passenger vehicle collisions from the German In-Depth Accident Survey (GIDAS) relational database are evaluated, and it is shown that, in a collision between two vehicles with unequal masses, the driver of the lighter vehicle typically experiences a higher risk of injury than the driver of the heavier vehicle. However, by analysing these accidents at the collision level, it is shown that the ‘total safety’ of front-to-front collisions between passenger vehicles in the German fleet is independent of the mass ratio of the involved vehicles. In other words, the ‘total safety’ of a collision between a heavier passenger vehicle and a lighter passenger vehicle is equivalent to the ‘total safety’ of a collision between two equally massive vehicles. It is therefore concluded that mass-dependent criteria cannot be justified as the principal evaluative measure in future regulations that aim to address compatibility in front-to-front collisions between passenger vehicles. Structural homogeneity is analysed using collision simulations between a mid-sized passenger car and a larger Sports Utility Vehicle (SUV). Vertical and horizontal structural homogeneity are analysed separately by using homogeneous ‘shields’ as substitutes for the bumper crossbeam structure. The simulations show that the vertical alignment of primary structures and improved vertical homogeneity result in improved compatibility. If vertical homogeneity is achieved, horizontal homogeneity between the main load paths does not provide additional benefit and hence this should not be prioritised in a compatibility assessment. The assessment of horizontal homogeneity is only relevant for small overlap collisions outboard of the vehicles’ longitudinals. Finally, the ability of various barriers and test procedures to evaluate compatibility is discussed. It is concluded that vertical alignment may be evaluated by measuring load cell wall forces and that low speed tests may be used to improve homogeneity. U1 - 22nd International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationWashington,DC StartDate:20110613 EndDate:20110616 Sponsors:National Highway Traffic Safety Administration KW - Compatibility KW - Evaluation and assessment KW - Frontal crashes KW - Frontal Impact and Compatibility Assessment Research KW - Germany KW - Homogeneity KW - Multiple vehicle crashes KW - Vehicle safety UR - http://www-esv.nhtsa.dot.gov/Proceedings/22/isv7/main.htm UR - https://trid.trb.org/view/1361778 ER - TY - CONF AN - 01571747 AU - Chauvel, Cyril AU - Faverjon, Gérard AU - Bertholon, Nicolas AU - Cuny, Sophie AU - Delannoy, Pascal AU - National Highway Traffic Safety Administration TI - Self-Protection and Partner-Protection for New Vehicles (UNECE R94 Amendment) PY - 2011 SP - 10p AB - This work aims at bringing evidence for mass incompatibility in frontal impact for cars built according to the UNECE R94 regulation. The French national injury accidents database census for years 2005 to 2008 were used for the analysis. The heterogeneity of frontal self-protection among cars of different masses is investigated, as well as the partner protection parameter offered by these cars. The last part of the analysis deals with the estimation of the benefit, in terms of fatal and severe injuries avoided, if crashworthiness was harmonized for the whole fleet of vehicles. This calculation is done for France and is extended to all Europe. U1 - 22nd International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationWashington,DC StartDate:20110613 EndDate:20110616 Sponsors:National Highway Traffic Safety Administration KW - Crash data KW - Crashworthiness KW - France KW - Frontal crashes KW - Protection KW - Vehicle safety UR - http://www-esv.nhtsa.dot.gov/Proceedings/22/isv7/main.htm UR - https://trid.trb.org/view/1361379 ER - TY - CONF AN - 01571746 AU - Johannsen, Heiko AU - Adolph, Thorsten AU - Thomson, Robert AU - Edwards, Mervyn AU - Lazaro, Ignacio AU - Versmissen, Ton AU - National Highway Traffic Safety Administration TI - FIMCAR – Frontal Impact and Compatibility Assessment Research: Strategy and First Results for Future Frontal Impact Assessment PY - 2011 SP - 15p AB - For the assessment of vehicle safety in frontal collisions, the crash compatibility between the colliding vehicles is crucial. Compatibility compromises both the self protection and the partner protection properties of vehicles. For the accident data analysis, the CCIS (GB) and GIDAS (DE) in-depth data bases were used. Selection criteria were frontal car accidents with car in compliance with ECE R94. For this study belted adult occupants in the front seats sustaining MAIS 2+ injuries were studied. Following this analysis FIMCAR concluded that the following compatibility issues are relevant: 1) Poor structural interaction (especially low overlap and over/underriding); 2) Compartment strength; 3) Frontal force mismatch with lower priority than poor structural interaction. In addition, injuries arising from the acceleration loading of the occupant are present in a significant portion of frontal crashes. Based on the findings of the accident analysis the aims that shall be addressed by the proposed assessment approach were defined and priorities were allocated to them. The aims and priorities shall help to decide on suitable test procedures and appropriate metrics. In general it is anticipated that a full overlap and off-set test procedure is the most appropriate set of tests to assess a vehicle’s frontal impact self and partner protection. U1 - 22nd International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationWashington,DC StartDate:20110613 EndDate:20110616 Sponsors:National Highway Traffic Safety Administration KW - Compatibility KW - Crash analysis KW - Frontal crashes KW - Frontal Impact and Compatibility Assessment Research KW - Impact tests KW - Multiple vehicle crashes KW - Protection KW - Vehicle safety UR - http://www-esv.nhtsa.dot.gov/Proceedings/22/isv7/main.htm UR - https://trid.trb.org/view/1361779 ER - TY - CONF AN - 01571745 AU - Zander, Oliver AU - Gehring, Dirk-Uwe AU - Leßmann, Peter AU - National Highway Traffic Safety Administration TI - Improved Assessment Methods of Lower Extremity Injuries in Vehicle-to-Pedestrian Accidents Using Impactor Tests and Full-Scale Dummy Tests PY - 2011 SP - 15p AB - A flexible pedestrian legform impactor (FlexPLI) has been evaluated by a Technical Evaluation Group (Flex-TEG) of the Working Party on Passive Safety (GRSP) of the United Nations Economic Commission for Europe (UN-ECE). It will be implemented within phase 2 of the global technical regulation (GTR 9) as well as within a new ECE regulation on pedestrian safety as a test tool for the assessment of lower extremity injuries in lateral vehicle-to-pedestrian accidents (UN-ECE 2010-1, 2010-2 and 2010-3). Due to its biofidelic properties in the knee and tibia section, the FlexPLI is found to have an improved knee and tibia injury assessment ability when being compared to the current legislative test tool, the lower legform impactor developed by the Pedestrian Safety Working Group of the European Enhanced Vehicle-safety Committee (EEVC WG 17). However, due to a lack of biofidelity in terms of kinematics and loadings in the femur part of the FlexPLI, an appropriate assessment of femur injuries is still outstanding. The study described in this paper is aimed to close this gap. Impactor tests with the FlexPLI at different impact heights on three vehicle frontends with Sedan, SUV and FFV shape are performed and compared to tests with a modified FlexPLI with upper body mass. Full scale validation tests using a modified crash test dummy with attached FlexPLI that are carried out for the first time prove the more humanlike responses of the femur section with applied upper body mass. Apart from that they also show that the impact conditions described in the current technical provisions for tests with the FlexPLI don’t necessarily compensate the missing torso mass in terms of knee and tibia loadings either. Therefore it can be concluded that an applied upper body mass will contribute to a more biofidelic overall behavior of the legform and subsequently an improved injury assessment ability of all lower extremity injuries addressed by the FlexPLI. Nevertheless, the validity of the original as well as the modified legform for tests against vehicles with extraordinary high bumpers as well as flat front vehicles still needs to be evaluated in detail. A first clue is given by the application of an additional accelerometer to the legform. U1 - 22nd International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationWashington,DC StartDate:20110613 EndDate:20110616 Sponsors:National Highway Traffic Safety Administration KW - Accelerometers KW - Crash injuries KW - Dummies KW - Flexible Pedestrian Legform Impactor KW - Impact tests KW - Legform impactors KW - Lower extremities KW - Pedestrian-vehicle crashes UR - http://www-esv.nhtsa.dot.gov/Proceedings/22/isv7/main.htm UR - https://trid.trb.org/view/1360348 ER - TY - CONF AN - 01571744 AU - Yamasaki, Takaaki AU - Uesaka, Kouichi AU - National Highway Traffic Safety Administration TI - Rear Occupant Protection JNCAP Test - Test Results and Findings - PY - 2011 SP - 5p AB - Since its start in 1995, the Japanese New Car Assessment Program (JNCAP) has conducted full-wrap frontal collision tests (since 1995), side collision tests (since 1999) and offset frontal collision tests (since 2000), aiming for enhancing collision safety performance for drivers and front seat passengers. Safety performance of rear seat passengers had long been outside the scope of evaluation in JNCAP; however, as it became mandatory in 2008 for rear seat occupants to wear a seat belt, and the seat belt wearing rate has begun to improve, the safety assessment for rear seat occupants with seat belts has been increasing its significance. Under the above circumstances, JNCAP has amended the protocol of offset frontal crash test and introduced occupant protection methods for rear seat passengers in 2009. The authors adopted the Hybrid III AF05 (female dummy) in the rear seat instead of the AM50 (male dummy) in the front passenger seat, considering that women are more likely to become the rear seat occupant. And JNCAP developed its own rear seat dummy evaluation method referring to the FMVSS208 and the new US-NCAP. JNCAP has publicized this unique test result of 11 models so far. As this is a relatively new method, the authors have experienced some difficulties in evaluating the safety performance of rear seat occupants accurately. In this paper, they will provide the latest results and findings during their experience in the rear occupant protection JNCAP tests. U1 - 22nd International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationWashington,DC StartDate:20110613 EndDate:20110616 Sponsors:National Highway Traffic Safety Administration KW - Dummies KW - Frontal crashes KW - Impact tests KW - Japanese New Car Assessment Program KW - Occupant protection devices KW - Rear seat occupants KW - Seat belts UR - http://www-esv.nhtsa.dot.gov/Proceedings/22/isv7/main.htm UR - https://trid.trb.org/view/1361378 ER - TY - CONF AN - 01571743 AU - Cockfield, Samantha AU - Thompson, John AU - Truong, Jessica AU - National Highway Traffic Safety Administration TI - Improving the Safety Performance of Australian Vehicles – a Consumer Focused Approach PY - 2011 SP - 6p AB - In the late 1990s, despite having an excellent new car assessment program (ANCAP) and a Used Car Safety Rating program which assesses vehicles safety performance in the real world, very few car buyers in Australia were aware that information was available to help assess a vehicle’s safety performance. Even if consumers were aware of the information, compared with Europe and the US, choosing a vehicle with good safety performance usually meant buying an expensive import. In 2000, the Transport Accident Commission in Victoria, Australia, noting European estimates of reductions that could be expected in road trauma if the safety of the vehicle fleet could be substantially improved, made a decision to invest heavily in a public education (demand led) approach to improving vehicle safety. Off the back of the development of a searchable website on vehicle safety, the TAC launched the howsafeisyourcar.com.au public education campaign – which urged car buyers to consider safety as their number one criteria when purchasing their next car. The campaign including TV and radio ads, print, on-line and outdoor media, has been successful in it’s aim of increasing consumer knowledge about vehicle safety and encouraging manufacturers to make safer vehicles available to the Australian market. This paper will map the development of this campaign and present the results of Victoria’s consumer led approach to vehicle safety. U1 - 22nd International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationWashington,DC StartDate:20110613 EndDate:20110616 Sponsors:National Highway Traffic Safety Administration KW - Advertising campaigns KW - Australian New Car Assessment Program KW - Consumers KW - Customers KW - Vehicle performance KW - Vehicle safety KW - Victoria (Australia) UR - http://www-esv.nhtsa.dot.gov/Proceedings/22/isv7/main.htm UR - https://trid.trb.org/view/1361376 ER - TY - CONF AN - 01571742 AU - Saunders, James AU - Craig, Matthew J AU - Suway, Jeffrey AU - National Highway Traffic Safety Administration TI - NHTSA'S Test Procedure Evaluations for Small Overlap/Oblique Crashes PY - 2011 SP - 15p AB - In September 2009, the National Highway Traffic Safety Administration (NHTSA) published a report that investigated the question “why, despite seat belt use, air bags, and the crashworthy structures of vehicles, occupant fatalities continue to occur in frontal crashes.” The report concluded that aside from a substantial proportion of these crashes that are just exceedingly severe, the primary cause was poor structural engagement between the vehicle and its collision partner: corner impacts, oblique crashes, impacts with narrow objects, and heavy vehicle underrides. By contrast, few if any of these the 122 fatal crashes examined in the report were full-frontal or offset-frontal impacts with good structural engagement, unless the crashes were of extreme severity or the occupants were exceptionally vulnerable. As a result of the NHTSA study, the agency stated its intent to further analyze small overlap and oblique frontal crashes in its Vehicle Safety Rulemaking & Research Priority Plan 2009-2011 published in November 2009. As part of the study the agency initiated a research program to investigate crash test protocols that replicate.s real-world injury potentials in small overlap (SOI) and oblique frontal offset impacts (OI). The test program compared the results from vehicleto-vehicle (VtV) tests to tests conducted with a moving deformable barrier-to-vehicle (MDBtV) and pole using the same baseline vehicles. The first part of the analysis of the results compared the vehicle crash metrics (pulse, change in velocity, and interior intrusion) of the MDBtV/Pole test procedure to the VtV test procedure. The second part of the analysis compared injury assessment of the MDBtV/Pole test procedure to the VtV test procedure. U1 - 22nd International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationWashington,DC StartDate:20110613 EndDate:20110616 Sponsors:National Highway Traffic Safety Administration KW - Crash characteristics KW - Crash injuries KW - Crash injury research KW - Evaluation KW - Impact tests KW - Injury characteristics KW - Oblique impacts UR - http://www-esv.nhtsa.dot.gov/Proceedings/22/isv7/main.htm UR - https://trid.trb.org/view/1361004 ER - TY - CONF AN - 01571741 AU - Friedman, Donald AU - Mattos, Garrett AU - Paver, Jacqueline AU - National Highway Traffic Safety Administration TI - The Development of a Dynamic Rollover Rating Test PY - 2011 SP - 8p AB - The goal of this research is to develop a dynamic rollover test rating system similar to the star-rating system of frontal Federal Motor Vehicle Safety Standard (FMVSS) 208 and side FMVSS 214 compliance, New Car Assessment Program (NCAP) and Insurance Institute for Highway Safety (IIHS) tests. Until now, the requirement for vehicle and occupant crashworthiness in rollovers has been a structural measure only, the vehicle’s strength-to-weight ratio (SWR), in a static roof crush test. The short-term objective of this paper is to develop a quasi-dynamic rating system based on predictions derived from the Jordan Rollover System (JRS) dynamic rollover tests, IIHS static tests and finite element parameter sensitivity studies, verified by dynamic test sampling. The rating for the protocol is based on the National Accident Sampling System (NASS) and Crash Injury Research Engineering Network (CIREN) injury risk probability functions. One method of predicting performance is to adjust the results of a dynamically-tested vehicle, similar to the vehicle whose performance is to be predicted, by the parameter sensitivity relationships correlated to a larger number of dynamically-tested vehicles. Another method is to formulate and then apply a multivariate equation based on the correlated parameters of a larger number of dynamically-tested vehicles. This paper presents the prediction procedure based on a limited number of vehicles with a wide range of SWRs. The intent is to apply the procedure to vehicles compliant with 2009 FMVSS 216 and, as such, the illustrations herein are examples. In this paper, the procedure is illustrated by a calculation of two parameters, SWR and major radius (MR). Normalization procedures have also been developed to estimate real-world dynamic test protocol performance, as well as the injury measures for 5th, 50th and 95th percentile dummies. This prediction procedure is an interim solution, not a substitute, for compliance or NCAP dynamic rollover testing. A more detailed summary of the research basis for this effort is in a companion paper 11-0090 “Predicting and Verifying Dynamic Rollover Occupant Protection.” U1 - 22nd International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationWashington,DC StartDate:20110613 EndDate:20110616 Sponsors:National Highway Traffic Safety Administration KW - Crash injury research KW - Crash Injury Research Engineering Network KW - Jordan Rollover System KW - Mathematical prediction KW - National Accident Sampling System KW - Probability KW - Rollover crashes KW - Strength-to-weight ratio UR - http://www-esv.nhtsa.dot.gov/Proceedings/22/isv7/main.htm UR - https://trid.trb.org/view/1361374 ER - TY - CONF AN - 01571740 AU - Kinsky, Thomas AU - Friesen, Flavio AU - Buenger, Benjamin AU - National Highway Traffic Safety Administration TI - The Flexible Pedestrian Legform Impactor and its Impact on Vehicle Design PY - 2011 SP - 7p AB - In Japan, a new legform impactor for pedestrian protection testing has been developed during the past 10 years. This legform is called “Flexible Pedestrian Legform Impactor” (FlexPLI). Compared to the existing legform currently used in Europe, the FlexPLI is intended by its developers to better reflect the behavior of a human leg during an impact with a vehicle. In addition to a more humanlike knee section, the new impactor provides for the possibility to also assess injuries of the pedestrian's tibia. In the first development phase, the legform was considered to be very biofidelic but testing robustness was limited. In its further development, the impactor was modified to better address the needs of a certification tool: The latest version of the legform is more robust than previous versions, the handling is acceptable, the repeatability of test results seems to be acceptable and the legform fits into the current sub-system test scenario of the global technical regulation (gtr) No 9 on pedestrian safety. Common vehicle designs use a forward-moved lower structure of the bumper as a load path to reduce the knee bending. However, these structures may cause higher strains in the tibia area of the FlexPLI (and consequently may indicate a risk for tibia injuries in real-world accidents). Therefore, for many vehicles the bumper systems designed to meet the requirements for the lower legform currently used in Europe will need to be redesigned to fulfill the FlexPLI targets. Nevertheless, the FlexPLI has already been proposed to be used as certification tool in gtr No 9. The study presented below provides first results of tests in a manufacturer’s lab with different vehicles of different categories and identifies general concepts for optimization towards FlexPLI requirements’ fulfillment. The intention of this paper is to summarize the experiences gained for use as information for future vehicle developments. U1 - 22nd International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationWashington,DC StartDate:20110613 EndDate:20110616 Sponsors:National Highway Traffic Safety Administration KW - Flexible Pedestrian Legform Impactor KW - Legform impactors KW - Pedestrian safety KW - Pedestrian-vehicle crashes KW - Pedestrians KW - Vehicle design UR - http://www-esv.nhtsa.dot.gov/Proceedings/22/isv7/main.htm UR - https://trid.trb.org/view/1360487 ER - TY - CONF AN - 01571739 AU - Bilston, Lynne E AU - Beck, Ben AU - McDougall, Alice AU - Brown, Julie AU - National Highway Traffic Safety Administration TI - How Useful Are the Two Child Dummies in the Rear Seat of NCAP Testing? PY - 2011 SP - 6p AB - This study aimed to investigate the utility of the responses of the two child dummies (P1.5 and P3) that are placed in the rear seat, in identical forward facing child restraints during frontal Australian New Car Assessment Program (ANCAP) tests. Dynamic responses of the two child dummies, vehicle crash parameters, and frontal dummy responses were extracted from the ANCAP report database for 35 frontal crash tests. Linear regression analysis was used to assess: the similarity between the two dummies’ responses; variation between frontal dummy responses; and relationships between the child dummy responses and other measured crash parameters. Dynamic responses from the P1.5 and P3 dummies were highly correlated with each other, including head accelerations, neck forces, and chest accelerations (p<0.0001 for all, 0.4 < R2 < 0.6). Variation between the two rear-seated child dummies was substantially less than between the driver and front passenger dummies. The child dummies’ head and chest accelerations were correlated to vehicle b-pillar deceleration (p≤0.01 for all), but not to vehicle mass, vehicle class, or other crash parameters (p>0.05 for all). Unlike the two front-seated occupants, where the dummies provide different information about the vehicle’s safety performance, the two rear-seated child dummies in child restraints are providing essentially duplicate information. Head excursion of the dummies is not measured in the current ANCAP test protocol, and this may be a more sensitive and meaningful assessment of child restraint occupant serious head injury risk. Only 35 vehicles were included in the analysis, and data on some variables (including neck moments, and harness and top tether payout during testing) were not recorded in all tests. These results suggest that using two child dummies in forward-facing child restraints is not providing significantly more information than could be gleaned from a single child dummy in a child restraint. This suggests that one of these child dummies could be usefully replaced with an alternative dummy representing an older rear seat occupant, without loss of information on a vehicle’s ability to protect child-restraint users. Possibilities for such a replacement occupant include a 10 year old child dummy using the lap-sash seatbelt (as is being trialed in Japan NCAP tests), a booster-seated 6 year old dummy, or a small female occupant. Any of these options would provide additional information on vehicle safety performance than is currently being reported in most NCAPs. U1 - 22nd International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationWashington,DC StartDate:20110613 EndDate:20110616 Sponsors:National Highway Traffic Safety Administration KW - Australia KW - Australian New Car Assessment Program KW - Child restraint systems KW - Dummies KW - Frontal crashes KW - Impact tests KW - Rear seat occupants KW - Rear seats KW - Vehicle safety UR - http://www-esv.nhtsa.dot.gov/Proceedings/22/isv7/main.htm UR - https://trid.trb.org/view/1361377 ER - TY - CONF AN - 01571738 AU - Nombela, Mario AU - Infantes, Eduard AU - National Highway Traffic Safety Administration TI - Definition of a Methodology to Define a Risk Index for Motorcyclists According to Their Exposure PY - 2011 SP - 11p AB - The casualty risk of drivers of having a road accident according to their exposure is usually defined by taking into account the frequency of use of the road infrastructure by these drivers. However, this information does not classify drivers according to their characteristics (age, sex, etc.), and does not enable effective measures for each driver profile to be adopted. The objective of this project was to define a methodology to know the risk of having a fatal accident of a particular user driver group (professional drivers, car drivers, motorcyclists, etc.) according to their exposure to this risk, and according to different driver profiles within each group. An index was also defined, which can indicate this risk. In this study the methodology was applied to motorcyclist road accidents in Spain in 2007. Motorcyclists were classified into different profiles, considering not only the drivers’ characteristics but also the type of motorbike they drove. This classification made it possible to discover which groups are more exposed to the risk of having a fatal accident, enabling prevention measures focused on these kinds of drivers to be adopted. To perform this study a database was created, by merging an existing database which contained information about the victims and the motorbike they drove with another database which contained information about the mileage for each kind of motorbike. Following this the Index of Risk according to Exposure (IREx) for each profile was calculated. The innovative aspects of this methodology are basically two: IREx assesses the risk by taking into account the mileage of the vehicle, and this assessment is performed separately for each profile of driver and type of motorcycle. The results of the study make it possible to observe some tendencies from which it is possible to draw conclusions which can be helpful in adopting measures to diminish the number of motorcyclist fatalities. U1 - 22nd International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationWashington,DC StartDate:20110613 EndDate:20110616 Sponsors:National Highway Traffic Safety Administration KW - Crash exposure KW - Motorcycle crashes KW - Motorcyclists KW - Risk KW - Spain KW - Vulnerable road users UR - http://www-esv.nhtsa.dot.gov/Proceedings/22/isv7/main.htm UR - https://trid.trb.org/view/1361373 ER - TY - CONF AN - 01571737 AU - Lubbe, Nils AU - Hikichi, Hiromi AU - Takahashi, Hiroyuki AU - Davidsson, Johan AU - National Highway Traffic Safety Administration TI - Review of the Euro NCAP Upper Leg Test PY - 2011 SP - 13p AB - The EEVC WG17 upper leg test as used in Euro NCAP was reviewed. Previous work revealed shortcomings of the EEVC WG17 test set-up. Recent published accident data show that injuries to the lower extremities by the bonnet leading edge, not including ground impacts, only accounted for 5% of all AIS2+ injuries and 4% of all AIS3+ injuries. Previous work and this data indicate a discrepancy in importance of the upper leg test between Euro NCAP and real-life injury frequencies. Suggested legform impactor threshold values have so far not been based on human injury risk transferred to impactor values. The implications of the proposed improvements to the test set-up from Snedeker et al for Euro NCAP test results have not been assessed. Both the above issues are aimed at in this study. They are important as only with the right targets and evaluation methods, traffic related injuries can be minimized. Human injury threshold values for femur and pelvis impact were derived from applicable and original PMHS data. Data was scaled to a mid-sized male, survival analysis with Weibull fit was performed with exact femur 3-point bending data, logistic regression with doubly censored pelvis impact data. Legform thresholds were derived using a linear regression between impactor and THUMS values derived form tests conducted by Snedeker et al. It is assumed that THUMS and upper leg surrogates have a similar response. The implications of the new set-up and thresholds for Euro NCAP test results were assessed for results published in 2009 and 2010 using empirical relationships between impact energy, measured force and moment. Using this approach, the resulting thresholds to be used with the legform were determined to be 7.9-9.0 kN for the pelvis test and 300-365 Nm for the femur test. These values correspond to 5 and 20% fracture risk, respectively. With the currently used set-up and limits, the average score for the upper leg test is 22% of the maximum score. With the proposed method and limits, the average score calculated is 70%. With only 30% missing, the score matches better with the accident frequency of bonnet leading edge induced injuries to lower extremities. U1 - 22nd International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationWashington,DC StartDate:20110613 EndDate:20110616 Sponsors:National Highway Traffic Safety Administration KW - Crash injuries KW - Crash injury research KW - European New Car Assessment Program KW - Femur KW - Impact tests KW - Leg KW - Legform impactors KW - Pelvis UR - http://www-esv.nhtsa.dot.gov/Proceedings/22/isv7/main.htm UR - https://trid.trb.org/view/1360489 ER - TY - CONF AN - 01571680 AU - Pinecki, Christian AU - Fontaine, Laurent AU - Adalian, Céline AU - Jeanneau, Clément AU - Zeitouni, Richard AU - National Highway Traffic Safety Administration TI - Pedestrian Protection - Physical and Numerical Analysis of the Protection Offered by the Windscreen PY - 2011 SP - 12p AB - Pedestrian head protection is mainly focused on energy absorption when impacting the bonnet. But the technical solutions for mitigating the impact are completely different for the head protection when impacting the windscreen. Even if regulations do not require an assessment of the protection offered by the windscreen in case of pedestrian impacts, consumerism increased requirements incite the authors to study in depth the windscreen, its shape, its boundary conditions and its bonding to optimise adult pedestrian head protection. A large amount of physical tests were performed with varying all the parameters in order to assess the relative influence of each one. In parallel, correlation modelling and prediction modelling were performed. Different meshing formulations were also investigated. The results are presented showing the effects on the different parameters and the difficulty of modelling them. This study results in the release of new technical specifications for the windscreen that have to be compatible with the other mechanical and acoustical requirements that need to be fulfilled as well. U1 - 22nd International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationWashington,DC StartDate:20110613 EndDate:20110616 Sponsors:National Highway Traffic Safety Administration KW - Head KW - Impact tests KW - Numerical analysis KW - Pedestrian safety KW - Pedestrian-vehicle crashes KW - Pedestrians KW - Protection KW - Windshields UR - http://www-esv.nhtsa.dot.gov/Proceedings/22/isv7/main.htm UR - https://trid.trb.org/view/1360707 ER - TY - CONF AN - 01571679 AU - Han, Woo Joon AU - Han, Il Song AU - National Highway Traffic Safety Administration TI - Bio-Inspired Neuromorphic Identification of Pedestrian and Object for the Road User Safety PY - 2011 SP - 5p AB - There has been much research and development in pedestrian detection to minimize accidents. The fast changing environment presents a challenge for reliable detection. In this paper, an algorithm inspired from the human eye was implemented. The detection of a pedestrian from an image taken from a moving car and a second deck of a moving bus proved to be successful with the same algorithm even though the condition of the image taken was quite different. The feasibility of applying this idea is further extended when it can be implemented electronically using 0.18um Complementary Metal Oxide Semiconductor (CMOS) technology. U1 - 22nd International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationWashington,DC StartDate:20110613 EndDate:20110616 Sponsors:National Highway Traffic Safety Administration KW - Cyclists KW - Motorcyclists KW - Pedestrian detectors KW - Pedestrian safety KW - Signal processing KW - Video imaging detectors KW - Vulnerable road users UR - http://www-esv.nhtsa.dot.gov/Proceedings/22/isv7/main.htm UR - https://trid.trb.org/view/1360868 ER - TY - CONF AN - 01571678 AU - Liers, Henrik AU - Hannawald, Lars AU - National Highway Traffic Safety Administration TI - Benefit Estimation of Secondary Safety Measures in Realworld Pedestrian Accidents PY - 2011 SP - 8p AB - Pedestrian accidents play an important role in the area of traffic accident research. Especially in Asia, pedestrians account for large numbers of accident involvements. However, even in the US 12% of the traffic accident fatalities are pedestrians (FARS, 2008) and in Europe, every fifth person, which died in a traffic accident, is a pedestrian (EU-27, 2008). For that reason, a study was carried out, dealing with the potential benefit of secondary safety measures for pedestrians. Thus, 669 real-world pedestrian accidents out of GIDAS (German In-Depth Accident Study) have been analyzed. The study considered the exact vehicle impact zones,the affected body regions and the injury causing parts of about 850 AIS2+ injuries. Furthermore, the relevance of the ground impact is estimated, which provides an indication about the possible benefit of primary and secondary safety systems. On the basis of the detailed impact distribution and by using the developed injury shift method, several secondary safety measures can be estimated concerning their effectiveness. In this paper, the results for measures related to the Euro New Car Assessment Program (NCAP) pedestrian rating tests are presented. It is calculated how well current vehicles perform in pedestrian protection. The benefit of different Euro NCAP point levels is estimated, including the limit value of 36 Euro NCAP. Furthermore, a correlation between the achieved number of Euro NCAP points and the expected real-world benefit is calculated. By using this correlation, the effect of improved secondary safety measures (e.g. due to increased requirements) can be projected to the future pedestrian accident scenario. The analysis of injury causation in Euro NCAP test zones bases on a high number of real-world pedestrian accidents. The analysis focused on secondary safety measures which are necessary to meet the requirements of the Euro NCAP rating tests. The developed methodology further allows the evaluation of secondary safety systems like the pop-up bonnet or a pedestrian airbag. Furthermore, the results can be later compared to the benefit of primary safety systems like a brake assistant or sensor-based forward-looking systems. U1 - 22nd International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationWashington,DC StartDate:20110613 EndDate:20110616 Sponsors:National Highway Traffic Safety Administration KW - Crash characteristics KW - Injury characteristics KW - Injury severity KW - Pedestrian safety KW - Pedestrians UR - http://www-esv.nhtsa.dot.gov/Proceedings/22/isv7/main.htm UR - https://trid.trb.org/view/1360867 ER - TY - CONF AN - 01571677 AU - Lenard, James AU - Danton, Russell AU - Avery, Matthew AU - Weekes, Alix AU - Zuby, David AU - Kühn, Matthias AU - National Highway Traffic Safety Administration TI - Typical Pedestrian Accident Scenarios for the Testing of Autonomous Emergency Braking Systems PY - 2011 SP - 9p AB - The research objective of this work was to describe typical accident scenarios for pedestrian accidents. The accident analysis forms a component of work by the AEB Test Group which aims to develop test procedures for assessing Autonomous Emergency Braking (AEB) systems. This technology is penetrating the vehicle market and is designed to offer protection against the occurrence and severity of collisions; however there is a need to evaluate the systems and their effectiveness since they are not yet subject to regulation or standardised assessment. Case files for 175 pedestrians who were struck by the front of a passenger car were extracted from an in-depth accident database and reviewed in detail to establish the position and movement of road users before impact. A dataset of key parameters was formed from the detailed case reviews and subjected to a hierarchical cluster analysis to identify groups of similar accident scenarios. A second cluster analysis was performed on a dataset derived from the British national accident database for over 10,500 accidents where a pedestrian was struck by the front of a passenger car. This led to a second set of typical accident circumstances based on a comprehensive coverage of the accident population. The national accident database for Great Britain, STATS 19, is compiled annually from police reports and effectively defines the national road accident population. In 2008 it registered over 28,000 pedestrian casualties from a total of around 230,000 road user casualties. The UK On-the-Spot (OTS) in-depth accident database was compiled by research teams at the scene of accidents in two regions of England from 2000 to 2010, including some non-injury accidents. Each team attended approximately 250 accidents per year, resulting in a total of over 4,700 accidents involving over 11,000 road users (including 288 pedestrians). This study was designed to collect a representative sample of accidents. The cluster analyses show the association of accident circumstances such as speed limit, light conditions, weather, vehicle manoeuvre, pedestrian size, pedestrian movement, obstruction of line of sight, vehicle travel speed and change of speed to impact. The proportion of fatal, serious and slight casualties associated with these scenarios is quantified, showing for example that one scenario covered 12% of the population but 23% of fatal casualties. Typical circumstances for pedestrian accidents in the dataset include (1) crossing from the kerb side without obstruction of the driver’s line of sight, (2) smaller pedestrians crossing from the kerb side with at least partial obstruction of the driver’s line of sight and (3) adult pedestrians crossing in inclement light and weather conditions. These scenarios were computed mathematically from large in-depth and national accident databases using cluster analysis and provide relevant information for the formulation of controlled tests of AEB systems. U1 - 22nd International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationWashington,DC StartDate:20110613 EndDate:20110616 Sponsors:National Highway Traffic Safety Administration KW - Automatic braking KW - Cluster analysis KW - Crash analysis KW - Crash characteristics KW - Pedestrian-vehicle crashes KW - Pedestrians KW - United Kingdom KW - Vehicle tests UR - http://www-esv.nhtsa.dot.gov/Proceedings/22/isv7/main.htm UR - https://trid.trb.org/view/1360869 ER - TY - CONF AN - 01571676 AU - Haley, Jack AU - Paine, Michael AU - Paine, David AU - National Highway Traffic Safety Administration TI - Application of ANCAP Star Ratings to Variants of Vehicle Models PY - 2011 SP - 4p AB - The Australasian New Car Assessment Program (ANCAP) crash tests vehicles and assigns an occupant protection rating out of five stars. Most NCAP organisations usually only test and rate one variant of a vehicle model. Other variants may differ from the tested vehicle in a number of ways. These factors include: body style, engine, transmission, mass and mass distribution, safety features and crashworthiness-related structure. They can all be expected to influence the crash test results to some degree. Historically, NCAPs around the world have not made any claims or statements about these untested variants. There is an increasing demand for information about the star rating of non-tested variants of models. One reason is that many vehicle fleets now insist on a minimum 4- or 5-star rating for the new vehicles that they purchase. During 2009 a working group of ANCAP considered ways in which a star rating could be extended from the tested variant to other variants. This paper sets out the results of that review and the policy that has now been published by ANCAP. This policy allows the rating of many more variants and provides benefits for consumers, ANCAP and vehicle manufacturers. U1 - 22nd International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationWashington,DC StartDate:20110613 EndDate:20110616 Sponsors:National Highway Traffic Safety Administration KW - Australasian New Car Assessment Program KW - Impact tests KW - Motor vehicles KW - Occupant protection devices KW - Ratings UR - http://www-esv.nhtsa.dot.gov/Proceedings/22/isv7/main.htm UR - https://trid.trb.org/view/1360883 ER - TY - CONF AN - 01571675 AU - Lange, Robert AU - Pearce, Harry AU - Jacuzzi, Eric AU - National Highway Traffic Safety Administration TI - Installation Patterns for Emerging Injury Mitigation Technologies, 1988 through 2010 PY - 2011 SP - 10p AB - The period 1998 through 2010 has been one of great flux in the development and application of motor vehicle injury mitigation (safety) technologies. Over this period, vehicle manufacturers have implemented: depowered air bags, advanced technology air bags, side impact air bags, automatic occupant classification and air bag suppression, electronic stability control, daytime running lamps, advanced belt restraints, various driver warning and assist devices, automatic collision notification, etc. Most of these technologies have been led by manufacturers’ voluntary development and application of emerging technologies. Some technologies have been driven by new rules, and some were permitted by rule changes. The introduction and application of 28 safety technologies have been compiled in a database created by combining data from NHTSA and Ward’s Automotive. A census of technology presence has been tabulated by: technology, model year, manufacturer, make, model, body style, and technology not available or technology presence as standard or optional equipment. The research includes information for specific identifiable technologies but does not include safety technology advances that manufacturers may have applied at an architectural or structure level in vehicle integration over this time period. Data is tabulated for each technology/model year pairing, analyzed as the proportion of vehicle models equipped with the technology, and tracked over time. Thus, researchers can determine which specific models are offered for sale with an emerging technology and the proportion of new models in each model year that are offered with the equipment. Examination of the resultant data shows: 1) each new safety technology begins with small model penetration proportions, 2) the proportion of new vehicle models offered with an emerging technology grows over time, 3) commonly in about 5 years after first introduction the penetration proportions are substantial, and 4) nearly all newly emerging safety technologies are offered both as optional and standard equipment during the introduction period. This may be the first study of safety technology insertion patterns; the raw data and tabulated results should prove to be useful to regulators and manufacturers in planning for future safety technologies and scheduling rule driven lead time and phase in periods. The study is limited to models offered for sale in the United States market only. Rollover roof rail air bags are an exception in that throughout most of the introduction period, most applications were as standard equipment only. U1 - 22nd International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationWashington,DC StartDate:20110613 EndDate:20110616 Sponsors:National Highway Traffic Safety Administration KW - Crash injuries KW - Motor vehicle industry KW - Motor vehicles KW - Technological innovations KW - Vehicle safety UR - http://www-esv.nhtsa.dot.gov/Proceedings/22/isv7/main.htm UR - https://trid.trb.org/view/1360882 ER - TY - CONF AN - 01571674 AU - van Schijndel-de Nooij, Margriet AU - de Hair-Buijssen, Stefanie AU - Versmissen, Ton AU - Fredriksson, Rikard AU - Rosén, Erik AU - Olsson, Jan AU - National Highway Traffic Safety Administration TI - Holland: VRU Paradise Goes for the Next Safety Level PY - 2011 SP - 12p AB - In Europe there has been a large focus on increasing pedestrian safety by requiring protection capability of cars, both using regulations and consumer tests, however none of this involved the safety of bicyclists in car crashes. The increasing use of bicycles in many major cities leads to the expectation that the number of cyclist fatalities will increase in the coming years, unless proper actions are taken. In the Netherlands, a country with many cyclists, there were 720 road fatalities in 2009, of which 69 were pedestrians and 185 were cyclists. About half of the cyclist fatalities were directly related to an impact by a passenger car. In the protection of cyclists and pedestrians, the cornerstones are infrastructure, training, visibility/detectability of the vulnerable road user (VRU), and VRU friendliness of the vehicle. The first three cornerstones are dealt with in several (national) projects; the latter so far gained little activity within the Netherlands. Initiated by the Dutch Cyclists’ Union, the Dutch Ministry of Transport commissioned a project on the vehicle VRU friendliness. The overall target is to decrease the number of VRU fatalities and severe injuries. The preparation phase contained experiments and simulations studying cyclists’ movements during the last seconds prior to impact. These activities were combined with accident reconstruction tests of a dummy riding a bike that was impacted by a passenger car. A study to the protection potential has been initiated, aiming to determine the number of fatally and severely injured (AIS3+) VRUs potentially saved by different types of countermeasures. This study focuses on the Dutch situation covered by the Dutch BRON database, enriched with GIDAS. While the effectiveness calculations remain to be done, the study shows that cyclists hit the windscreen area on a higher location than pedestrians. For all VRUs, the windscreen area is the main injury source. In the cases studied, ground impact accounts for 20% of all AIS3+ injuries. AIS3+ survivors sustain in most cases a single AIS3+ injury (80% for cyclists, 70% for pedestrians), while the majority of fatalities suffered from AIS3+ and AIS4+ injuries to more than one body region. Cyclists suffer from leg injuries considerably less than pedestrians. The current phase of the project is on the development and evaluation of a Proof of Concept of a VRU protection system. The major part of this phase consists of a Sensor Field Test, in which the vision system for classification of cyclists, pedestrians and “other objects”, to trigger an airbag and/or automatic braking system, is further developed and tested. This Sensor Field Test runs for a year in order to encounter enough close-to-accident situations needed to develop a system with a high detection rate in combination with a sufficiently low number of false positives. The Proof of Concept will also be evaluated in laboratory tests, in crash and pre-crash situations, using the “Beyond NCAP” protocols of Euro NCAP. When proven successful, a larger Field Test covering several European countries would be an essential step towards further implementation of these types of systems. U1 - 22nd International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationWashington,DC StartDate:20110613 EndDate:20110616 Sponsors:National Highway Traffic Safety Administration KW - Bicycle crashes KW - Cyclists KW - Netherlands KW - Pedestrian-vehicle crashes KW - Pedestrians KW - Protection KW - Safety KW - Vulnerable road users UR - http://www-esv.nhtsa.dot.gov/Proceedings/22/isv7/main.htm UR - https://trid.trb.org/view/1360716 ER - TY - CONF AN - 01571673 AU - Anata, Kenji AU - Konosu, Atsuhiro AU - Issiki, Takahiro AU - National Highway Traffic Safety Administration TI - Injury Risk Assessment at the Timing of a Pedestrian Impact with a Road Surface in a Car-Pedestrian Accident PY - 2011 SP - 10p AB - In a car-pedestrian accident, there are two major phases that exist when a pedestrian injury occurs. One is the timing of a pedestrian colliding with a car body (denoted initial collision hereafter). The other is the timing of a pedestrian colliding with a road surface (denoted secondary collision hereafter) which occurs after the initial collision. Up until now, pedestrian protection has been considered mainly for the initial collision, and several countermeasures have been developed by automobile manufacturers. On the other hand, pedestrian protection issues in a secondary collision have not been considered in depth, therefore, collision phenomenon and pedestrian protection methods in a secondary collision have not been investigated deeply. The purpose of this study is to clarify the risk to a pedestrian in a secondary collision using traffic accident data as well as a computer simulation analysis method. First, the reality of accidents relevant to a secondary collision was investigated by using car-pedestrian accident data. As a result, it was found that the rate of road surface causing pedestrian injury is twice the rate of injuries caused by a bonnet and fender of a car, both of which are targeted by regulations of pedestrian head protection worldwide. Next, the phenomenon of car to pedestrian collisions was analyzed by using JARI pedestrian models which are calculated by MADYMO (Tass) and these base models’ biofidelity was validated by using Post Mortem Human Subject test data. Computer simulation analyses were carried out in a total of 45 conditions which consisted of combinations of three kinds of vehicle models (sedan type, sports utility type, van type), five kinds of pedestrian models (six-year old child, fifty-year old male and female, seventy-year old male and female, because such ages are frequently involved in car-pedestrian accidents) and three collision velocities of car to pedestrian (20, 30, 40km/h).The results showed that the Head Injury Criterion (HIC)15 value in a secondary collision was higher than that of the initial collision in 38 of the 45 conditions. In addition, the HIC15 value in 30 of those 38 conditions was over 2000. Based on this analysis, it became clear that it is necessary to not only focus on the initial collision but also focus on a secondary collision in car-pedestrian traffic accidents. For their future plans, the authors are going to conduct additional analysis by using additional sizes of human models and additional analysis conditions, and also have a plan to develop more effective countermeasures for pedestrian protection in secondary collisions to reduce pedestrian injuries which are generated by secondary collisions in the real-world. U1 - 22nd International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationWashington,DC StartDate:20110613 EndDate:20110616 Sponsors:National Highway Traffic Safety Administration KW - Automobiles KW - Crash injuries KW - Impact tests KW - Pedestrian-vehicle crashes KW - Pedestrians KW - Risk assessment KW - Surface course (Pavements) UR - http://www-esv.nhtsa.dot.gov/Proceedings/22/isv7/main.htm UR - https://trid.trb.org/view/1360490 ER - TY - CONF AN - 01571672 AU - Beillas, Philippe AU - Mero, Mario AU - Belon, Steve AU - Maupas, Alain AU - Desfontaines, Hervé AU - Deloffre, Philippe AU - Lapauw, Pierre-Yves AU - Huet, Laurent AU - Charnaux, Sébastien AU - National Highway Traffic Safety Administration TI - Accidents Between Pedestrian and Industrial Vehicles: From Injury Patterns to Dummy and Truck Prototypes PY - 2011 SP - 15p AB - This paper provides new results on the safety of pedestrians involved in accidents with industrial vehicles such as trucks and buses. The analysis of two accident databases highlighted the importance of the frontal impacts, run over scenario and the thorax loading for this accident type (when using car pedestrian accidents as a reference). The accidents were then studied using full scale tests conducted with three standard industrial vehicles, one prototype and two pedestrian dummies (including a new modified dummy). The test results include an analysis of the kinematics and of dummy signals. Beyond specific test results, the study describes the development of a possible methodology to improve the safety of vulnerable road users involved in accidents with industrial vehicles and discusses a possible strategy. U1 - 22nd International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationWashington,DC StartDate:20110613 EndDate:20110616 Sponsors:National Highway Traffic Safety Administration KW - Buses KW - Crash injuries KW - Dummies KW - Impact tests KW - Industrial trucks KW - Kinematics KW - Pedestrian-vehicle crashes KW - Pedestrians KW - Vulnerable road users UR - http://www-esv.nhtsa.dot.gov/Proceedings/22/isv7/main.htm UR - https://trid.trb.org/view/1360708 ER - TY - CONF AN - 01571671 AU - van Ratingen, Michiel AU - Williams, Aled AU - Castaing, Pierre AU - Lie, Anders AU - Frost, Bernie AU - Sandner, Volker AU - Sferco, Raimondo AU - Segers, Erwin AU - Weimer, Christoph AU - National Highway Traffic Safety Administration TI - Beyond NCAP: Promoting New Advancements in Safety PY - 2011 SP - 7p AB - Over the last decade Euro New Car Assessment Program (NCAP) has become recognised as a reliable indicator of independent consumer information with an acknowledged positive effect on car safety. Most car manufacturers see the positive advantages of ensuring their vehicles achieve the highest possible result in this consumer test program. For Euro NCAP to keep its relevance it is important that the program reflects the improvements made in car safety over time. Many of today’s technological advancements are in active safety, driver assistance or in the combination of primary secondary and tertiary safety. Many of these safety functions are so new that no clear-cut procedures exist to test and rate them. Given this challenge, a system that enables carmakers to receive added recognition for important innovations beyond the star rating could promote the development of superior safety improvements and accelerate the introduction of new technology. Rewarding safety innovations will also keep the carmakers’ commitment to Euro NCAP and help improve vehicle safety for the whole community. The “Euro NCAP Advanced” reward is an addition to today’s star rating. With the support of the automotive industry, Euro NCAP has developed a methodology, referred to as “Beyond NCAP”, to allow the potential safety benefits of any new safety function to be determined. This process is based entirely on the assessment of scientific evidence presented in a dossier by the car manufacturer. An independent panel of experts reviews the extent of a safety issue which a new safety system aims to address. Through a logical and rigorous analysis of the way in which the technology has been developed, tested and validated, and from any real-world experience that may exist, the system’s performance and its expected effectiveness can be estimated and eventually rewarded. In particular, any submission needs to provide reliable evidence of the tests conducted and any assumptions made in assigning possible benefits for the new safety function. The method used for making these assessments also needs to be scrutinized. The challenge is to understand with an acceptable level of confidence how reliable the data presented is without intimate knowledge and involvement in the development of the technology. This is addressed firstly by selecting independent experts which are able to make judgments about the level of scientific proof provided and whether the benefits claimed are realistic and achievable. Secondly, the credibility of the source of the data is an important indicator of the reliability of the findings. Thirdly, publication in the scientific literature increases the reliability of the findings, although this may not always be possible at the time of submission for reasons of commercial confidentiality. The recognition of the potential benefit of these new safety technologies in no way undermines the importance of basic safety assessment expressed by the star rating. For this it is important that Euro NCAP continues to assess vehicle safety using existing test procedures and criteria. It is expected that the Beyond NCAP process will help identify the best assessment methods for upcoming technology. Euro NCAP intends to implement these methods for an improved rating of car safety in the future. U1 - 22nd International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationWashington,DC StartDate:20110613 EndDate:20110616 Sponsors:National Highway Traffic Safety Administration KW - Active safety systems KW - Evaluation and assessment KW - Highway safety KW - New Car Assessment Program KW - Technological innovations KW - Vehicle safety UR - http://www-esv.nhtsa.dot.gov/Proceedings/22/isv7/main.htm UR - https://trid.trb.org/view/1360871 ER - TY - CONF AN - 01571670 AU - Teoh, Eric R AU - Lund, Adrian K AU - National Highway Traffic Safety Administration TI - IIHS Side Crash Test Ratings and Occupant Death Risk in Real-World Crashes PY - 2011 SP - 9p AB - Side impact crashes accounted for 27 percent of passenger vehicle occupant deaths in the United States in 2009. Although the fronts and rears of most passenger vehicles have substantial crumple zones, the sides have relatively little space to absorb impact forces or limit occupant compartment intrusion. Side airbags help to absorb impact forces and are highly effective in reducing driver death risk, but must work well with vehicle structures to maximize occupant protection. The Insurance Institute for Highway Safety (IIHS) has been evaluating passenger vehicle side crashworthiness since 2003. In the IIHS side crash test, a vehicle is impacted perpendicularly on the driver (left) side by a moving deformable barrier weighing 1,500 kg (3,300 lb) and traveling at 50 km/h (31 mi/h). Dimensions of the barrier, especially height, are designed to simulate the front of a typical SUV or pickup. Injury measures are taken from 5th percentile female test dummies in the driver and left rear seating positions, and injury ratings are computed for the head/neck, torso, and pelvis/leg based on biomechanical and crash research. Vehicles also are rated based on their ability to protect occupants’ heads and resist occupant compartment intrusion. These component ratings are combined into an overall rating of good, acceptable, marginal, or poor. A driver-only rating was recalculated by omitting rear passenger dummy data. To evaluate how well IIHS side crash test ratings predict real-world occupant death risk, data were extracted from the Fatality Analysis Reporting System (FARS) and National Automotive Sampling System/ General Estimates System (NASS/GES) for years 2000-09. Analyses were restricted to vehicles with driver side airbags with head and torso protection as standard features. The risk of driver death was computed as the number of drivers killed (FARS) divided by the number involved (NASS/GES) in left side impacts and was modeled using logistic regression to estimate the effect of crash test rating while controlling for the effects of driver age and gender and vehicle type and curb weight. Death rates per million registered vehicle years were computed for all outboard occupants, and these were compared across the overall test rating for each vehicle. Based on the driver-only rating, drivers of vehicles rated good were 70 percent less likely to die when involved in left side crashes than drivers of vehicles rated poor, after controlling for driver and vehicle factors. Driver death risk was 64 percent lower for vehicles rated acceptable compared with poor and 49 percent lower for vehicles rated marginal compared with poor. All three results were statistically significant. The vehicle registration-based results for drivers were similar, suggesting the benefit largely was due to crashworthiness improvements and not to differences in crash risk. The same pattern of results held for outboard occupants in nearside crashes per million registered vehicle years and, with the exception of marginal-rated vehicles, also held for other crash types. This suggests design changes that improved side crashworthiness also benefited occupants in other types of crashes. Among component ratings, the vehicle structure rating exhibited the strongest relationship with driver death risk. In sum, results show that IIHS side crash test ratings encourage designs that improve crash protection in meaningful ways beyond encouraging head protection side airbags, particularly by promoting vehicle structures that limit occupant compartment intrusion. Results further highlight the need for a strong occupant compartment and its influence in all types of crashes. U1 - 22nd International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationWashington,DC StartDate:20110613 EndDate:20110616 Sponsors:National Highway Traffic Safety Administration KW - Crash exposure KW - Crashworthiness KW - Fatalities KW - Impact tests KW - Occupant vehicle interface KW - Side air bags KW - Side crashes KW - Vehicle occupants UR - http://www-esv.nhtsa.dot.gov/Proceedings/22/isv7/main.htm UR - https://trid.trb.org/view/1360962 ER - TY - CONF AN - 01571669 AU - Hamacher, Michael AU - Eckstein, Lutz AU - Kühn, Matthias AU - Hummel, Thomas AU - National Highway Traffic Safety Administration TI - Assessment of Active and Passive Technical Measures for Pedestrian Protection at the Vehicle Front PY - 2011 SP - 14p AB - Structural improvements at the vehicle front are state of the art in the field of pedestrian safety today. But due to rising requirements further measures will be needed. The active bonnet for example is the first deployable system that has entered the market. Other passive safety systems, like the windscreen airbag, are part of current research. This applies also to systems of active safety such as autonomous braking. Hereby the collision speed can be reduced or an accident can be even avoided. To assess and compare the safety potential of active and passive pedestrian safety measures on one scale, an assessment procedure has been developed and applied to various measures and vehicle fronts. 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. Each module can be enhanced or substituted independently. The assessment procedure uses the vehicle model specific Euro New Car Assessment Program (NCAP) results and adapts the Head Injury Criterion (HIC) values to the real accident kinematics derived from numerical simulations. Since the kinematics strongly depend on the front design of a car, a categorization has been developed. For each vehicle class respective simulation data is available. Kinematics parameters are the head impact velocity, impact angle and impact probability determined for the particular wrap-around-distance zones of the vehicle front. The assessment procedure primarily provides an index value which indicates the risk for an AIS3+ head injury due to the primary impact at a collision speed of 40 km/h. It is calculated for children and adults by an injury risk curve. In addition the dependency of this index value from the collision speed is determined based on corresponding simulation data. Beside the head loading, the leg loading is also assessed. This is carried out by a simplified index calculation. The secondary impact is evaluated qualitatively. The assessment procedure brings the evaluation of active and passive safety together. Index values have been calculated for good as well as poor rated vehicles within Euro NCAP and under consideration of varying additional safety systems. It could be shown that the benefit of today’s measures applied to the vehicle front is limited. Legal test requirements and consumer ratings insufficiently reflect the vehicle-class-specific relevance of particular front areas. Simulation data points out the A-pillars and the lower windscreen area, which need to be addressed by technical measures. Furthermore there is no “one fits all” measure which performs on the same positive level at all vehicle fronts and for all pedestrian sizes. Therefore measures have to be selected and adjusted for each car front. A windscreen airbag is able to improve adult pedestrian safety significantly. Children however profit more by emergency brake systems with pedestrian detection due to the limited safety potential of an active bonnet. Consequently, future cars should offer both adequate passive pedestrian protection and additional active safety systems. The benefit of relevant passive safety systems as well as reductions in collision speed has been demonstrated by Polar-II dummy tests with an experimental vehicle. U1 - 22nd International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationWashington,DC StartDate:20110613 EndDate:20110616 Sponsors:National Highway Traffic Safety Administration KW - Active safety systems KW - Evaluation and assessment KW - Pedestrian safety KW - Pedestrian-vehicle crashes KW - Pedestrians KW - Protection KW - Vehicle front end UR - http://www-esv.nhtsa.dot.gov/Proceedings/22/isv7/main.htm UR - https://trid.trb.org/view/1360870 ER - TY - CONF AN - 01571668 AU - Strandroth, Johan AU - Rizzi, Matteo AU - Sternlund, Simon AU - Lie, Anders AU - Tingvall, Claes AU - National Highway Traffic Safety Administration TI - The Correlation Between Pedestrian Injury Severity in Real-Life Crashes and Euro NCAP Pedestrian Test Results PY - 2011 SP - 11p AB - The protection of pedestrians in crashes has been addressed by friendlier car fronts. This is a process driven by both regulation and consumer test programs. Since 1997, Euro New Car Assessment Program (NCAP) has been testing and assessing the level of protection for most car models available in Europe. In the current study, the Euro NCAP pedestrian scoring was compared with the real-life outcome in pedestrian crashes that occurred in Sweden 2003-2010. The real-life crash data was obtained from the data acquisition system STRADA, which combines police records and hospital admission data. The medical data consisted of ICD diagnoses and AIS scoring. In all approximately 500 pedestrians were included in the study. Each car model was coded according to Euro NCAP pedestrian scores. In addition, the presence or absence of Brake Assist (BA) was coded for each car involved. The injury scores for each individual were translated to Risk of Serious Consequences (RSC) at 1, 5 and 10% risk of disability level. This will indicate the total risk of a medical disability given the severity and location of injury. The results showed a significant reduction of injury severity for cars with better pedestrian scoring, although cars with a high score could not be studied, due to lack of cases. The reduction of RSC for medium performing cars in comparison with low performing cars was 17, 26 and 38% for 1, 5 and 10% of medical impairment, respectively. These results applied to urban areas with speed limits up to 50 km/h, although no significant reduction was found in higher speed zones. While Brake Assist (BA) was found to contribute to a small injury reduction of about 5%, the results were on-significant. It was also found that the combined effect of BA and higher pedestrian scoring was greater than the two effects separately. U1 - 22nd International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationWashington,DC StartDate:20110613 EndDate:20110616 Sponsors:National Highway Traffic Safety Administration KW - Automatic braking KW - Brake assist system KW - Crash injuries KW - Driver support systems KW - European New Car Assessment Program KW - Injury severity KW - Pedestrian-vehicle crashes KW - Sweden UR - http://www-esv.nhtsa.dot.gov/Proceedings/22/isv7/main.htm UR - https://trid.trb.org/view/1360718 ER - TY - CONF AN - 01571667 AU - Youn, Younghan AU - Han, Wan-Hee AU - Kim, Gyu-Hyun AU - Kim, Hyung-Jung AU - Park, Jung-Kyu AU - National Highway Traffic Safety Administration TI - Assessment of 12 Years KNCAP Performances and Plan for Elderly Occupant Protections PY - 2011 SP - 8p AB - In 1999, the Korean government established the Korean New Car Assessment Program (KNCAP) program to promote vehicle safety enhancement and to reduce road traffic fatalities. Currently, a total 0f 8 test protocols are available to evaluate vehicle safety performance including the two types of frontal crash test and side pole test. As a result of the reinforcement of safety issues, the average KNCAP vehicle safety rate reaches about 4.5 star ratings. Furthermore, from 2010, the overall crash performance assessment rating system was adapted to clear the understanding of the KNCAP results with the voluntary labeling system which is similar to the US labeling system. However, in terms of elderly occupants' safety, the fatality rate is much higher than other age groups. In conjunction with the current Korean elderly occupant protection research program, which was initiated by the government resource 5 years ago, the assessment tool may also include protecting a vulnerable road user, especially elderly drivers or occupants. Recent research shows that the elderly occupant rib cage is relatively weak and fragile compared to the nominal adult age group. The current larger mass and stiff front structure of vehicle design required a pretensioner belt system with a relatively higher load limiter. When this belt restraint system with an airbag was subjected to the anthropometric dummies such as the Hybrid III 50th percentile male or 5th percentile female dummy, the injury performance was as excellent a rate as expected. Good occupant protection in real traffic for the elderly is more than 10 times higher than other age groups. The most frequent injuries are thoracic trauma and rib fractures due to the severe rib deflections. The objective of this study was to investigate the rating criterion for pretensioner and load limiter performance for elderly occupant protection, to define requirements for an optimal belt loading forces, and to quantify the benefits for elderly occupants within the KNCAP testing system. U1 - 22nd International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationWashington,DC StartDate:20110613 EndDate:20110616 Sponsors:National Highway Traffic Safety Administration KW - Aged KW - Aged drivers KW - Impact tests KW - Injury characteristics KW - Korea KW - Korean New Car Assessment Program (KNCAP) KW - Pedestrians KW - Vehicle occupants KW - Vehicle safety UR - http://www-esv.nhtsa.dot.gov/Proceedings/22/isv7/main.htm UR - https://trid.trb.org/view/1360884 ER - TY - CONF AN - 01571666 AU - Suzuki, Shunji AU - Takahashi, Yukou AU - Oda, Shinsuke AU - National Highway Traffic Safety Administration TI - Validation of a Pedestrian Sedan Buck Using a Human Finite Element Model PY - 2011 SP - 10p AB - For the purpose of reproducing complex vehicle-pedestrian interactions using a simplified and standardized vehicle model, a previous study has developed a computational model for a generic buck to reproduce car-small sedan interaction using a standardized vehicle front model. Although the previous study validated the buck model using a finite element (FE) model for a pedestrian dummy in terms of pedestrian kinematics and vehicle-pedestrian contact forces, the buck structure has not been further validated with regard to responses of injury measures against a more biofidelic tool such as a human FE model. The objective of this study was to evaluate the buck model representing a small sedan developed in the previous study (Untaroiu et al., ESV 2009) against a human FE model in terms of pedestrian kinematics and injury measures from comparisons between the buck and full vehicle models. A human FE model developed by Takahashi et al. (IRCOBI 2010) was used in the current study. For the purpose of validating the buck model, an FE vehicle model representing the same small sedan was also used for comparisons. The pedestrian model was hit by the center of both vehicle models laterally at a baseline impact velocity of 40 km/h used by the previous study. In order to evaluate robustness of the buck model against impact velocity, impact simulations were performed at 20 and 60 km/h as well. The results of the comparisons showed that the pedestrian kinematics and values of injury parameters were generally well reproduced by the buck model compared to the vehicle model. It was also found that for enhanced representation of the responses of injury measures to the pelvis and lower limb, some modifications to the buck components are suggested in terms of geometry, material property and structure. U1 - 22nd International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationWashington,DC StartDate:20110613 EndDate:20110616 Sponsors:National Highway Traffic Safety Administration KW - Crash injuries KW - Dummies KW - Finite element method KW - Impact tests KW - Kinematics KW - Pedestrian safety KW - Pedestrian-vehicle crashes UR - http://www-esv.nhtsa.dot.gov/Proceedings/22/isv7/main.htm UR - https://trid.trb.org/view/1360706 ER - TY - CONF AN - 01570600 AU - Mages, Mark AU - Seyffert, Martin AU - Class, Uwe AU - National Highway Traffic Safety Administration TI - Analysis of the Pre-Crash Benefit of Reversible Belt Pre-Pretensioning in Different Accident Scenarios PY - 2011 SP - 14p AB - The goal of active belt systems is to reduce occupant movement in highly dynamic driving situations to increase both safety and comfort. In this paper the ability of such systems to reduce occupant displacement is quantified and the resulting increase in occupant safety is analyzed for different accident scenarios. These scenarios are characterized by the direction of occupant displacement as it results from vehicle dynamics prior to the accident such as braking or evasive steering and by the impact direction. To identify the occupant displacement as initial condition for the chosen accident types, the inertial forces prior to the accident are reproduced in a test vehicle for the chosen scenarios. Different levels of reversible pre-pretensioning are used within these tests. A conventional belt system (no pre-pretensioning), a belt system with reactive pre-pretensioning (activation based on vehicle dynamics data) and a belt system with predictive pre-pretensioning (pre-triggered based on environmental sensors) are being compared. The occupant displacement is measured during these tests. The results show, that a significant reduction of occupant displacement is possible using active belt systems. For instance forward head displacement during panic braking scenarios can be reduced significantly with reactive pre-pretensioning and even further with pre-triggered pre-pretensioning in comparison to the same scenario with a conventional belt system without pre-pretensioning. The effect of reduced occupant displacement is studied using crash simulation and sled tests. In both cases the dummy is positioned according to the measured displacement values as initial condition. Characteristic injury values of these crash simulations and sled tests are compared to identify the effect of different levels of occupant displacement on injury probability. Both simulation and sled tests demonstrate that a modified initial occupant position may result in an altered injury mechanism during the crash. The rapid deceleration in the tested panic braking situations for example leads to a forward displacement of the occupant that in case of a subsequent front crash may result in a bag slap (caused be the reduced distance between occupant and instrument panel). The improved occupant position using an active belt could decreases the probability of a bag slap for the same scenario. Lateral displacement with a subsequent frontal collision could have even more severe consequences on occupant injuries. The simulation results show that because of the lateral displacement of the occupant the contact with the frontal airbag may be misaligned and therefore airbag effectiveness could be reduced. As a worst case scenario the probability for a contact to the instrument panel could increase. This effect is intensified as the routing of the belt is influenced by lateral occupant displacement, which may reduce the effectiveness of the belt system in a crash. Reduced occupant displacement can avoid or mitigate the risk of such an injury mechanism. In case of a rear impact with initial forward occupant displacement the changed occupant position results in injury rating values many times higher than those in nominal position. Again, reduced occupant displacement can mitigate this effect. In conclusion reversible pre-pretensioning allows the reduction of occupant displacement and proves to have a direct effect on occupant safety in the examined scenarios. U1 - 22nd International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationWashington,DC StartDate:20110613 EndDate:20110616 Sponsors:National Highway Traffic Safety Administration KW - Crash injuries KW - Crash victim simulation KW - Motor vehicle dynamics KW - Occupant dynamics KW - Occupant vehicle interface KW - Precrash phase KW - Restraint systems KW - Seat belts UR - http://www-esv.nhtsa.dot.gov/Proceedings/22/isv7/main.htm UR - https://trid.trb.org/view/1361730 ER - TY - CONF AN - 01570599 AU - Reßle, Anja AU - Lienkamp, Markus AU - Fürst, Franz AU - National Highway Traffic Safety Administration TI - Method to Estimate the Field Effectiveness of an Automatic Braking System in Combination with an Adaptive Restraint System in Frontal Crashes PY - 2011 SP - 12p AB - Current passive safety standards have already achieved a very high level of occupant protection. This is confirmed year by year through declining numbers of traffic related fatalities. This trend is assumed to continue because more and more vehicles on the road are designed to fulfill strong safety requirements especially in high speed crashes. In order to further improve frontal crash protection active safety systems like automatic braking systems are introduced to the market. These systems are designed to mitigate the crash severity and they are expected to have a great impact in further reducing the number of injured persons in traffic accidents. This paper will discuss a method to estimate field effectiveness of an automatic braking system in combination with an adaptive restraint system in frontal crashes. The method is based on the German In-Depth Accident Study GIDAS. Accidents are clustered in relevant car-to-car scenarios. In each scenario the effect of an automatic braking system and of an adaptive restraint system on the injury outcome is analyzed. The sum of all the injury risks is weighted with the relevance of each scenario and the expected value of MAIS3+ injured persons is calculated with and without the integrated safety system. U1 - 22nd International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationWashington,DC StartDate:20110613 EndDate:20110616 Sponsors:National Highway Traffic Safety Administration KW - Active safety systems KW - Automatic braking KW - Crash injuries KW - Crash severity KW - Frontal crashes KW - German In-Depth Accident Study KW - Restraint systems KW - Vehicle safety UR - http://www-esv.nhtsa.dot.gov/Proceedings/22/isv7/main.htm UR - https://trid.trb.org/view/1361729 ER - TY - CONF AN - 01570598 AU - Dirndorfer, Tobias AU - Botsch, Michael AU - Knoll, Alois AU - National Highway Traffic Safety Administration TI - Model-Based Analysis of Sensor-Noise in Predictive Passive Safety Algorithms PY - 2011 SP - 14p AB - The introduction of environment perception sensors into the automotive world enables further improvement of the already highly optimized passive safety systems. Such sensors facilitate the development of safety applications that can act in a context sensitive manner concerning the protection of vehicle occupants. Hereby the quality of the provided information is decisive for the usability and effective range of such sensors within integrated safety systems. In this paper noise effects in sensors and their implications on the prediction of collision parameters are analyzed. The focus lies on sensors that can measure distances but not velocities or accelerations of the objects surrounding the car. For such sensors a noise model is presented as well as a tracking algorithm aiming to estimate the velocities and to compensate the effects of noise. This information is used by a trajectory-based algorithm to predict relevant collision parameters like time-to-collision, relative velocity at collision time etc. Monte Carlo simulations show the influence of noise on the accuracy of the predicted collision parameters. The described model-based study allows the systematic deduction of sensor requirements and represents a new way for the evaluation of the robustness of predictive passive safety systems. U1 - 22nd International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationWashington,DC StartDate:20110613 EndDate:20110616 Sponsors:National Highway Traffic Safety Administration KW - Crash avoidance systems KW - Crash sensors KW - Data quality KW - Monte Carlo method KW - Noise (Communications) KW - Passive restraint systems KW - Precrash phase KW - Vehicle trajectories UR - http://www-esv.nhtsa.dot.gov/Proceedings/22/isv7/main.htm UR - https://trid.trb.org/view/1361365 ER - TY - CONF AN - 01570597 AU - Druecker, Jan-Peter AU - National Highway Traffic Safety Administration TI - Optimization of Restraint Systems of a Vehicle Architecture Using Meta Models PY - 2011 SP - 9p AB - In the coming years, car manufacturers will continue to diversify their fleet into an ever larger number of vehicle types. Cars will be developed with a focus on new special market requirements, responding to the customer’s individual needs. Until now, at most 3-4 vehicles were derived from 1 backbone car (e.g. convertibles, coupes). In the future, however, there will be many different types of cars within a vehicle class (like the compact class). BMW is developing new solutions to deal with this increasing diversity. Each new derivative will be based on a uniform vehicle architecture and standardized construction kits. In order to have sufficient functional degrees of freedom within this architecture, it is necessary to take all planned derivatives into account. Among other requirements, crash performance has a strong influence on the limitations of diversity. This paper describes a new virtual method to optimize a frontal restraint system based on finite element vehicle models. On the basis of a limited number of finite element simulations, response surface models were developed to identify and visualize the functional relationship between restraint system parameters and dummy responses. With these surrogate or meta-models, the optimization will be faster compared to the standard development process. U1 - 22nd International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationWashington,DC StartDate:20110613 EndDate:20110616 Sponsors:National Highway Traffic Safety Administration KW - Automobiles KW - Crashworthiness KW - Design methods KW - Finite element method KW - Mathematical methods KW - Metamodels KW - Optimization KW - Restraint systems KW - System architecture UR - http://www-esv.nhtsa.dot.gov/Proceedings/22/isv7/main.htm UR - https://trid.trb.org/view/1361363 ER - TY - CONF AN - 01570596 AU - van Rooij, Lex AU - National Highway Traffic Safety Administration TI - Effect of Various Pre-Crash Braking Strategies on Simulated Human Kinematic Response with Varying Levels of Driver Attention PY - 2011 SP - 9p AB - In this study, human kinematic response resulting from various pre-crash braking scenarios is quantified. The underlying question is what effect pre-crash braking systems have on the driver or the front seat passenger. The vehicle deceleration pulses resulting from various pre-crash braking strategies are implemented on a vehicle interior model in a multibody software code. The two most important strategies are based on 1) a brake assist system with modulated braking (BAS+) and 2) an autonomous braking system (AUT). In addition, simplified braking scenarios at various deceleration levels (3, 6 and 9.5 m/s² ) are simulated. The driver is represented by a numerical human model incorporating, besides all passive stiffness and damping properties, algorithms that simulate active stabilising behaviour in case of an induced acceleration on the body. The lumbar and thoracic spine are stabilised by torque actuators, while the cervical spine is stabilised by Hill-type muscle segments. The level of control, bracing and reaction time delays can be varied. This allows for the simulation of various attention schemes. A parameter study is performed, in which sensitivity of the kinematic response to vehicle braking strategies and to various human reaction types are discussed and compared to findings in literature. This study provides insight in human kinematic motion in the vehicle under various braking scenarios and human attention levels. The methods currently lack specific validation for frontal precrash braking, due to the lack of available volunteer testing data. Also, due to the complexity of human behaviour and the current state-of-the-art regarding its characterisation or modelling, the models are empirical of nature, however provide practical guidance to the range of possible pre-crash kinematics as a result of varying human behavioural strategies. Conclusions from this research are that driver attention plays an important role in determining the effectiveness of pre-crash braking systems in preventing severe occupant motions and in positioning the occupant in an optimum position at time of impact. U1 - 22nd International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationWashington,DC StartDate:20110613 EndDate:20110616 Sponsors:National Highway Traffic Safety Administration KW - Attention KW - Braking KW - Crash victim simulation KW - Driver performance KW - Front seat occupants KW - Occupant kinetics KW - Occupant vehicle interface KW - Precrash phase UR - http://www-esv.nhtsa.dot.gov/Proceedings/22/isv7/main.htm UR - https://trid.trb.org/view/1361732 ER - TY - CONF AN - 01570595 AU - Sandner, Volker AU - Unger, Thomas AU - National Highway Traffic Safety Administration TI - Actual Restraint Systems: Reached their limits!? Analyses of Accident data of frontal impacts, compared to consumer test results PY - 2011 SP - 8p AB - In the last 25 years the safety systems, such as seat belt, airbag, and a stable body shell saved thousands of people lives in traffic accidents. New test requirements from local road administrations and consumer protection programs (NCAPs) give the information of the performance of modern cars to the consumer and the way to improve safety to the automobile industry. So a lot of work has been done to implement safety systems in the complete vehicle fleet. This was the first and very efficient step to reduce the number of fatal injured passengers involved in a vehicle accident. In Europe the number of killed people in traffic accidents decreased enormously. The number of victims in 2008 was 28.4% lower than 2001. In Germany the figures show a reduction of the fatalities in the same time period of 35.8%. The new requirements on vehicle safety lead to very complex restraint systems and to very stiff passenger compartments. In case of an accident very stiff vehicle compartments are raising the deceleration of the vehicle body and the restraint systems had to working on a high level of pretension force at a very short time. Systems which were implemented to save lives could now be contra productive and become a problem for persons who are not able to withstand such high loads according their stature, age or mass. On the background of the demographic change the number of elderly people driving cars is increasing. This issue is getting more and more important in the near future, because in the case of an accident their body is not able to withstand those high loadings induced by the restraint systems and the high deceleration. Multiple fractures of the chest with following injuries of internal organs and accelerations injuries of inner organs and soft tissue are the result of this high deceleration and loadings. Also smaller and even younger passengers will be affected by this dynamic behaviour due to the belt routing and positioning of the passenger according the vehicle interior. The data evaluation of the GIDAS [1] and ADAC [2] accident data base is showing a lot of real life crashes were injuries could be detected which are more severe than seen in consumer crash tests, while the accident parameters are comparable with those of the crash tests. Especially women, small and elderly people have a higher risk of injuries. New test methods and smarter restraint systems could help to indicate problems and safe lives in accidents. U1 - 22nd International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationWashington,DC StartDate:20110613 EndDate:20110616 Sponsors:National Highway Traffic Safety Administration KW - Aged KW - Crash analysis KW - Females KW - Frontal crashes KW - Injury characteristics KW - New Car Assessment Program KW - Restraint systems KW - Traffic crash victims KW - Vehicle safety UR - http://www-esv.nhtsa.dot.gov/Proceedings/22/isv7/main.htm UR - https://trid.trb.org/view/1361728 ER - TY - CONF AN - 01570594 AU - Bastien, Christophe AU - Blundell, Michael AU - van der Made, Robin AU - Neal-Sturgess, Clive AU - National Highway Traffic Safety Administration TI - Investigation of Pre-Braking on Unbelted Occupant Position and Injuries Using an Active Human Body Model (AHBM) PY - 2011 SP - 15p AB - Following intensive field research based on over 5000 vehicles [1], it was shown that 5% of the drivers still do not wear any seatbelts. New vehicles are now being fitted with active safety features which will influence the kinematics of these un-restrained drivers [2] and may have important safety implications. The proposed study assesses the safety benefit of a pre-braking event on the occupant position, stance and injury and will review the contribution of active muscle behaviour of a 50th percentile human model [3] in comparison with a passive human model [4] and discusses the potential using active human simulation for testing driver assistance safety technologies. U1 - 22nd International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationWashington,DC StartDate:20110613 EndDate:20110616 Sponsors:National Highway Traffic Safety Administration KW - Active safety systems KW - Crash injury research KW - Crash victim simulation KW - Driver support systems KW - Occupant kinetics KW - Occupant vehicle interface KW - Precrash phase KW - Seat belt use UR - http://www-esv.nhtsa.dot.gov/Proceedings/22/isv7/main.htm UR - https://trid.trb.org/view/1361731 ER - TY - CONF AN - 01570593 AU - Berg, Alexander AU - Rücker, Peter AU - Domsch, Christian AU - National Highway Traffic Safety Administration TI - Presentation and Discussion of a Crash Test Using a Car with Automatic Pre-Crash-Braking PY - 2011 SP - 10p AB - The utilisation of passive safety systems to protect occupants has attained a very high level over the past thirty years. Although further improvements are still possible, these increasingly minor improvements are only to be had with a high degree of effort. As a result, the key question must always be their efficacy in an accident situation. If reliable information is available on the imminent collision, measures taken in the pre-collision phase can as a rule frequently exert a significantly greater influence on the accident situation. Preventive measures are the key to success here. This paper aims to show how a preventive safety approach can contribute to lessening the serious consequences of an accident by creating an optimum interplay of active and passive safety measures. To further enhance vehicle safety, driver assistant systems are already available that warn the driver of an imminent rear-end collision, support him in his reactions or if he fails to react sufficiently, to even initiate an automatic braking, should the collision prove unavoidable. Automatic pre-crash braking can, in an ideal situation, fully prevent such collisions or can greatly reduce the collision speed and thus the impact energy (and in turn the severity of the accident). If a vehicle is being braked in the lead-up to the collision, the occupants are already being pre-stressed by the deceleration. The information available about the imminent accident can be used to activate the belt tensioners and likewise other passive safety systems in the vehicle before the advent of the impact. The vehicle deceleration before the crash also causes the front of the vehicle to dip. Conventional crash tests do not take this specific impact situation into consideration. This is why, for example, the influences of the pre-collision movements of the occupants are not recorded in the test results. Furthermore, a reproducible representation of the benefit of the vehicle safety systems which prepare the occupants for the imminent impact is not possible. In order to demonstrate the functions of automated pre-crash braking and to investigate the differences during the impact as a consequence of the altered occupant positions as well as the initiation of force and deformations of the vehicle front, DEKRA teamed up with BMW to carry out a joint crash test with the latest BMW 5 series vehicle. It involved the vehicle braking automatically from a starting test speed of 64 km/h (corresponding to the impact speed set by Euro NCAP) to 40 km/h. The test was still run by the intelligent drive system of the crash test facility. The test supplemented the work of the vFSS working group (vFSS stands advanced Forward-looking Safety Systems]). The paper will describe and discuss the relevant test results. In addition, the possible benefits of such systems will also be considered. The test required several modifications to be made to the test facility as well as the vehicle. The paper will also deal with that. U1 - 22nd International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationWashington,DC StartDate:20110613 EndDate:20110616 Sponsors:National Highway Traffic Safety Administration KW - Active safety systems KW - Automatic braking KW - Driver support systems KW - Impact tests KW - Precrash phase KW - Vehicle safety KW - Vehicle tests UR - http://www-esv.nhtsa.dot.gov/Proceedings/22/isv7/main.htm UR - https://trid.trb.org/view/1361734 ER - TY - CONF AN - 01570592 AU - Zini, Gustavo AU - National Highway Traffic Safety Administration TI - Is the Steering-Wheel Airbag the Best Solution for Protecting the Driver in Frontal Impacts? PY - 2011 SP - 8p AB - “È sbagliato partire cercando immediatamente una soluzione. È necessario prima definire completamente il problema.” (Bruno Munari, Italian designer). When considering future airbags it can be argued that their performance should be tailored considering occupant, vehicles and crash characteristics. Yet, this will increase the automobile weight, affecting in a negative way fuel economy and Ecology. Furthermore, to accomplish the target of tailoring the airbag performance, a variety of sensors and actuators should be developed and installed, as so new software to control the embedded control units. These elements add complexity and costs to an already complex and expensive solution. Therefore, this paper explores the problem of protecting the driver from the very beginning. The purpose of the steering-wheel airbag is to prevent the driver’s head hitting the steering-wheel (which is inevitable since the head will continue its movement, unrestrained). Yet, and taking into consideration the problem from a different point of view it can be argued that another way of performing this protective action is to move away the steering-wheel from the driver. On the one hand, this proposed solution needs drive-by-wire technology to be implemented. On the other, fewer sensors and actuators, and simpler software and embedded control units will be needed. The feasibility of both solutions will be analyzed from a general and synergistic point of view, taking into consideration both the cost and the effectiveness of each system. A theoretical approach will be predominant, pointing out some aspects that should be developed thoroughly within the corresponding settings and using appropriate resources. U1 - 22nd International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationWashington,DC StartDate:20110613 EndDate:20110616 Sponsors:National Highway Traffic Safety Administration KW - Air bags KW - Crashworthiness KW - Feasibility analysis KW - Frontal crashes KW - Occupant protection devices KW - Steering wheels KW - Vehicle design UR - http://www-esv.nhtsa.dot.gov/Proceedings/22/isv7/main.htm UR - https://trid.trb.org/view/1361366 ER - TY - CONF AN - 01570591 AU - Hwang, Su Hwan AU - Kim, Eun Sue AU - Kim, Gil Joo AU - Lee, Bong Jun AU - National Highway Traffic Safety Administration TI - Seat Headrest Development to Detect the Head Position of Passenger PY - 2011 SP - 4p AB - It is the essential technique to percept the position of passenger’s head before rear collision to pre-crash headrest for minimizing the one’s neck damage. This research introduces the technique of perception of head using the electrostatic capacity sensor in the head rest. When the distance between the head rest and passenger’s head is measured, pre-crash headrest could be adjusted to most proper position for Whiplash protection. It will improve safety technology. U1 - 22nd International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationWashington,DC StartDate:20110613 EndDate:20110616 Sponsors:National Highway Traffic Safety Administration KW - Crash injuries KW - Crash sensors KW - Deployable head restraints KW - Head KW - Headrests KW - Occupant protection devices KW - Rear end crashes KW - Vehicle safety KW - Whiplash UR - http://www-esv.nhtsa.dot.gov/Proceedings/22/isv7/main.htm UR - https://trid.trb.org/view/1361741 ER - TY - CONF AN - 01570590 AU - Mango, Nicholas AU - Garthe, Elizabeth AU - National Highway Traffic Safety Administration TI - Standard & Integrated Restraint First Row Seat Performance in Rear-Impact Crashes PY - 2011 SP - 7p AB - In rear impact crashes, seats provide basic occupant restraint. Using 11 years of NHTSA's NASS CDS data (1997-2007), the performance of first row standard and integrated restraint seats were compiled and contrasted to each other and also to belt restraint performance in frontal crashes. This paper defines integrated restraint (IR) seats as those where the shoulder belt anchor is attached to the seat back frame instead of the vehicle body. IR seats have strengthened frames designed to support the frontal crash belt loads. NHTSA data indicates that more than 500 make/model/model year vehicles have an occupant position with an integrated restraint seat. In this study, vehicles with IR seats were identified using NHTSA data and confirmed by individual photographic review. The median Delta V value for occupants in rear impact crashes was about 20 kph (12 mph); the same as for occupants in frontal crashes. In rear crashes, standard seats deformed or failed (per NHTSA coding) 25% of the time. In frontal crashes, seat belts (which comprise the basic frontal restraint system) failed 0.36% of the time (rate 69 times lower). The median Delta V for all reported seat failures and deformations was 27 kph (16.2 mph). Occupants reached MAIS= 3 (at least one serious injury) at half the Delta V level in rear crashes (19 kph) compared to belted occupants in frontal crashes (38 kph). The maximum Abbreviated Injury Scale (MAIS) levels were also compiled for integrated versus standard seats. No occupant in an IR seat in a rear crash reached more than MAIS= 1. 50% of all occupants in rear crashes in standard (non-IR) seats experienced injury(s) resulting in MAIS=3 by a Delta V of 19 kph. IR seats were found to significantly reduce the rate of injury (MAIS>0) in rear impact crashes compared to standard seats (p=.05). U1 - 22nd International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationWashington,DC StartDate:20110613 EndDate:20110616 Sponsors:National Highway Traffic Safety Administration KW - Crashworthiness KW - Front seats KW - Injury severity KW - Rear end crashes KW - Restraint systems KW - Seat belts KW - Vehicle safety UR - http://www-esv.nhtsa.dot.gov/Proceedings/22/isv7/main.htm UR - https://trid.trb.org/view/1361740 ER - TY - CONF AN - 01570589 AU - Uwai, Hayata AU - Isoda, Atsushi AU - Ichikawa, Hideaki AU - Takahashi, Nobuhiko AU - National Highway Traffic Safety Administration TI - Development of Body Structure for Crash Safety of the Newly Developed Electric Vehicle PY - 2011 SP - 7p AB - An electric vehicle (EV) is promising as clean energy powered vehicle, due to increased interest in fuel economy and environment in recent years. However, it requires to meet unique safety performance such as electric safety and cabin deformation although mass increase of the high-voltage battery compared with the fuel tank. Nissan has developed a new electric vehicle which achieves electric safety and occupant protection performance in addition to maintaining enough cruising distance and cabin space. This was achieved by the development of an all-new platform for electric vehicles. The electric safety was enhanced by the protection of high-voltage components based on consideration of component layout and body structure, high-voltage shutdown by impact sensing system and prevention of short circuit by fuse in the battery. As an example of the protection of high-voltage components, the battery which locates under the floor was protected by elaborative packaging and multi-layer protection structure. In addition, the same cabin deformation as the internal-combustion engine vehicle similar in size in frontal crash was achieved by developing an efficient layout and structure for the motor compartment. U1 - 22nd International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationWashington,DC StartDate:20110613 EndDate:20110616 Sponsors:National Highway Traffic Safety Administration KW - Crashworthiness KW - Electric vehicles KW - Frontal crashes KW - High voltage KW - Occupant protection devices KW - Vehicle bodies KW - Vehicle design KW - Vehicle safety UR - http://www-esv.nhtsa.dot.gov/Proceedings/22/isv7/main.htm UR - https://trid.trb.org/view/1361364 ER - TY - CONF AN - 01570588 AU - Jeong, Dongwoo AU - Kim, Gil Joo AU - Lee, Bong Jun AU - Svard, Johan AU - Axelsson, Peter AU - National Highway Traffic Safety Administration TI - Reducing Neck Injuries by Controlling Seat Back Dynamic Movement PY - 2011 SP - 6p AB - Neck injuries caused by rear-end collision are the most common injury type in motor vehicle accidents. The exact mechanism that causes whiplash is still not agreed upon. What has been agreed upon is that reducing relative movement between head and torso reduces neck injury. There are two ways to reduce relative movement between head and torso. One is supporting the passenger's head as fast as possible. Head acceleration is increased, reducing the relative acceleration between head and torso. This approach is the most common way to prevent whiplash injuries. The other way is to reduce torso acceleration by controlling the seat back and reducing the relative acceleration between head and torso. Based on benchmark test results, the second approach is an easy and robust way to handle the newly enhanced KNCAP test protocol. This study addresses a neck injury protection device to deal with enhanced neck injury rating systems in KNCAP & EURONCAP by controlling seat back frame movement. The device has been built, simulated, and tested. U1 - 22nd International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationWashington,DC StartDate:20110613 EndDate:20110616 Sponsors:National Highway Traffic Safety Administration KW - Crash injuries KW - Headrests KW - Neck KW - Occupant protection devices KW - Rear end crashes KW - Seat backs KW - Vehicle safety KW - Whiplash UR - http://www-esv.nhtsa.dot.gov/Proceedings/22/isv7/main.htm UR - https://trid.trb.org/view/1361742 ER - TY - CONF AN - 01570213 AU - Ejima, Susumu AU - Takayama, Shinichi AU - Mikami, Koji AU - Ono, Koshiro AU - Mashiko, Kunihiro AU - Motomura, Yuuichi AU - Ohashi, Hideyuki AU - National Highway Traffic Safety Administration TI - New Challenge of Integrating an Accident Research System with the Medical and Engineering Network in Japan PY - 2011 SP - 8p AB - This study introduces the accident research system integrated with the medical and engineering network in Japan. Based on the collaborative study by Japan Automobile Research Institute (JARI), Nippon Medical School Chiba Hokuso Hospital and ITARDA (Institute for Traffic Accident Research and Data Analysis), detailed accident data have been collected, and crash, vehicle damage, and injury data were analyzed. This system provides the “mechanism” of injury by employing in-depth accident investigation with physical evidence, biomechanical knowledge, and medical knowledge for depicting the injury causation scenario. Moreover, vehicle safety improvement is not the only essential concern for the reduction of road accident casualties and injuries; immediate medical care, such as emergency medical treatment during road accidents, is also necessary. Therefore, the information of emergency medical activities in the post-crash was also collected in this system. This paper introduces the prototype research of the integrated pertinent medical and engineering information and proposes an effective injury-reduction system in actual traffic accidents. The case examples are provided to demonstrate the ability of this system to improve crash /injury assessment. In addition, the accident reconstruction simulation supplements this function of this accident analysis system. U1 - 22nd International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationWashington,DC StartDate:20110613 EndDate:20110616 Sponsors:National Highway Traffic Safety Administration KW - Crash analysis KW - Crash data KW - Crash injury research KW - Data collection KW - Injury causes KW - Japan KW - Outcome (Medical treatment) KW - Traffic crashes UR - http://www-esv.nhtsa.dot.gov/Proceedings/22/isv7/main.htm UR - https://trid.trb.org/view/1360198 ER - TY - CONF AN - 01570212 AU - Yoshida, Ryoichi AU - Okada, Hiroshi AU - Nomura, Mitsunori AU - Yokohashi, Matsuto AU - Fujii, Chikayo AU - Mizuno, Koji AU - Yonezawa, Hideki AU - Tanaka, Yoshinori AU - Hosokawa, Naruyuki AU - Matsui, Yasuhiro AU - National Highway Traffic Safety Administration TI - Identification of Head Injury Mechanisms of a Child Occupant in a Child Restraint System Based on Side Impact Tests PY - 2011 SP - 14p AB - Accident data show that injury risks to children are high in side collision accidents. According to in-depth accident analyses of children seated in forward facing (FF) child restraint systems (CRSs), the head was the most frequently injured body region, and main sources of head injuries were the rear door and side window glass. There are many research studies on child occupant safety in side impacts. However, a review of previous studies of both vehicle-to-vehicle tests and sled tests found that the child head remained in the CRS shell and that the observed severe head injuries in the accident data were not reproduced in the tests. In the present study, a sport utility vehicle (SUV)-to-small car oblique side crash test and sled tests were conducted using a Q3s dummy in the FF CRS to find causes of head contacts which occur frequently in side collision accidents. In the SUV-to-small car oblique side crash test, a Q3s dummy was seated in the FF CRS installed in the rear seat on the struck side of the small car. The CRS harness was given a slack of 75 mm beforehand. The SUV impacted the rear door of the target small car at an angle of 45 degrees so as to apply a large crash loading on the child dummy. During the crash and up to 65 ms, the vehicle velocity change in the longitudinal direction was comparable to that in the lateral direction. The velocity in the lateral direction continued to increase due to car yaw rotation and reached a peak of 10.5 m/s. This velocity-time history affected the Q3s dummy kinematic behavior. The Q3s dummy moved in an oblique direction and then laterally, and made contact with the side window at 6.8 m/s and the resulting HIC was 702. This test result demonstrates that a forward component of vehicle velocity change and CRS harness slack are factors that may lead to the head making contact with the vehicle interior, thereby resulting in causing serious injuries. Sled tests were conducted by using a test apparatus specially designed to reproduce the Q3s dummy kinematic behavior in the SUV-to-small car crash test. The factors which were determined to reproduce Q3s dummy kinematic behavior in SUV-to-small car side crash test included the relative location between the test seat and door, the velocity-time history of the car in the longitudinal and lateral directions, the vehicle roll angle during impact, and the contact characteristics between the door and the dummy. From this study, the hard contact between the child head and the vehicle interior that occurs frequently in side collision accidents was reproduced in a SUV-to-small car oblique side crash test. Factors of a sled test were identified that reproduce the child occupant kinematic behavior in the SUV-to-small car side crash test. The results of this study will be useful for determining the sled test conditions of a CRS side impact, which will be effective in reducing child head injuries. U1 - 22nd International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationWashington,DC StartDate:20110613 EndDate:20110616 Sponsors:National Highway Traffic Safety Administration KW - Child restraint systems KW - Crash injury research KW - Crash victim simulation KW - Dummies KW - Head KW - Occupant vehicle interface KW - Side crashes KW - Sled tests UR - https://trid.trb.org/view/1360630 ER - TY - CONF AN - 01570211 AU - Hallman, Jason J AU - Yoganandan, Narayan AU - Halloway, Dale AU - Rinaldi, James AU - Pintar, Frank A AU - National Highway Traffic Safety Administration TI - Analysis of Thoracic Loading, Kinematics, and Injuries in Small Overlap Impacts: Field Data and Full-Scale Vehicle Tests with Dummies PY - 2011 SP - 9p AB - In the literature frontal crashes typically have been classified as full, large overlap, or small overlap impacts (SOI) in accordance with the degree of frontal area involvement. These classifications implicitly refer to the degree of longitudinal structure engagement during impact. While full and large overlap impacts have received considerable attention, SOI has undergone limited analyses through field and laboratory investigations. Limited structural engagements may expose occupants to increased intrusions and differing kinematics. The objective of this study was to summarize literature relevant to SOI, determine occupant injuries using CIREN data, and analyze occupant loading and motions using full-scale vehicle tests. CIREN results demonstrated lack of correlation between injury and typical crash severity parameters of ΔV, crush distance, and extent zone. Full-scale crash tests suggested that occupant kinematics in SOI may be unique among frontal impact configurations. U1 - 22nd International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationWashington,DC StartDate:20110613 EndDate:20110616 Sponsors:National Highway Traffic Safety Administration KW - Crash injuries KW - Dummies KW - Frontal crashes KW - Impact tests KW - Injury severity KW - Kinematics KW - Occupant kinetics KW - Thorax UR - http://www-esv.nhtsa.dot.gov/Proceedings/22/isv7/main.htm UR - https://trid.trb.org/view/1360513 ER - TY - CONF AN - 01570210 AU - Najm, Wassim G AU - Toma, Samuel AU - Harding, John AU - National Highway Traffic Safety Administration TI - Pre-Crash Scenario Framework for Crash Avoidance Systems Based on Vehicle-to-Vehicle Communications PY - 2011 SP - 10p AB - This paper prioritizes and statistically describes pre-crash scenarios as a basis for the identification of crash avoidance functions enhanced or enabled by vehicle-to-vehicle (V2V) communication technology. Pre-crash scenarios depict vehicle movements and dynamics as well as the critical event immediately prior to the crash. The prioritization of pre-crash scenarios is based on the societal harm from persons who were injured in pre-crash scenarios involving at least two vehicles. The crash must also involve at least one light vehicle (e.g., passenger car, van, minivan, sport utility vehicle, or pickup truck) with a gross vehicle weight rating less than 4,536 kg. This paper also introduces a framework that serves to connect pre-crash scenarios to crash avoidance functions and provides information that will enable the identification of appropriate functional requirements, performance specifications, objective test procedures, and initial system effectiveness benchmarks. The framework incorporates crash statistics about the driving environment, contributing and causal factors, and kinematic information. In addition, time-to-collision equations for each pre-crash scenario are derived to identify key variables that must be measured to recognize and assess the crash threat of driving conflicts. Crash statistics are obtained from national crash databases including the 2004-2008 General Estimates System, the National Motor Vehicle Crash Causation Survey, and the Event Data Recorder database. A set of ten pre-crash scenarios are identified as a priority for the development of V2V-based safety applications. These priority scenarios are arranged into five crash avoidance packages that consist of rear-end, lane change, opposite direction, junction crossing, and left turn across path/opposite direction crash countermeasures. This paper delineates the priority pre-crash scenarios and maps them to V2V-based safety applications under development. U1 - 22nd International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationWashington,DC StartDate:20110613 EndDate:20110616 Sponsors:National Highway Traffic Safety Administration KW - Crash avoidance systems KW - Crash characteristics KW - Multiple vehicle crashes KW - Precrash phase KW - Technology assessment KW - Vehicle to vehicle communications UR - http://www-esv.nhtsa.dot.gov/Proceedings/22/isv7/main.htm UR - https://trid.trb.org/view/1360945 ER - TY - CONF AN - 01570208 AU - Arbogast, Kristy B AU - Locey, Caitlin M AU - Zonfrillo, Mark R AU - Kallan, Michael J AU - National Highway Traffic Safety Administration TI - Injury Risk to Seat Belt Restrained Occupants: Effect of Age and Seat Row PY - 2011 SP - 7p AB - Previous studies have identified an elevated crash injury risk of 8-12 year olds restrained in seat belts compared to their younger counterparts in child restraints. This age group is of particular importance as they represent the transition age between those recommended to use an add-on restraint system such as a booster seat versus those recommended to use the adult seat belt system provided with the vehicle. In order understand the unique restraint needs of this particular age group, research is needed to compare their injury risk to other age occupants following best practice for restraint. Therefore the objective of this project was to compare the injury risk for children and adults who are age-optimally restrained (by seat row and restraint type) and understand the influence of the contributing factors to the risk. Data were used from the Partners for Child Passenger Safety (PCPS) study and the National Automotive Sampling System (NASS). PCPS data from 1998-2007, collected from crashes reported to an insurance company in 15 states and DC, were used. NASS data from 2000-2009, collected from police reported towaway crashes throughout the US, were used. For both data sets, crashes were limited to vehicles of model year 1998 and newer. For NASS data, efforts were made to limit the crashes to those involving child occupants by identifying typical crash deformation classifications in child-involved crashes. The AIS 2+ (PCPS and NASS) and AIS3+ (NASS) injury risks were calculated. For PCPS, the following age groups of rear seated occupants were compared: children <1 year of age in rear facing child restraints (RFCRS), children 1-3 years in forward facing child restraints (FFCRS), children 4-7 years in belt-positioning boosters, children 8-12 years in seat belts, and children 13-15 years in seat belts. In addition, the injury risks for children age 13-15 years in seat belts in the front seat were included. For NASS, injury risks were compared for the following rear seated age groups - 8-12 years, 13-15 years, 16-24 years, 25-54 yrs, 55+ years – and front seated age groups - 13-15 years, 16-24 years, 25-54 yrs, 55+ years. For the PCPS data, compared to children age 1-3 years in FFCRS, rear seated children 8-12 years were 1.9 times more likely to sustain an AIS2+ injury. For the NASS data, rear seated 8-12 year olds had a slightly lower AIS 2+ (2.4%) and AIS 3+ (0.92%) injury risk compared to 25-54 year olds in the front seat (3.2% and 1.2% respectively) (chosen as the reference due to the regulatory focus on this age and seat position) while rear seated 13-15 year olds had a similar injury risk to adults in the front seat. In addition to comparison of the overall injury risks, there are important differences in the body regions of injury that suggest different mechanisms of how the seat belt applies loads across age groups U1 - 22nd International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationWashington,DC StartDate:20110613 EndDate:20110616 Sponsors:National Highway Traffic Safety Administration KW - Age groups KW - Booster seats KW - Child restraint systems KW - Crash injuries KW - Data analysis KW - Front seat occupants KW - Injury rates KW - Rear seat occupants KW - Seat belts UR - https://trid.trb.org/view/1360621 ER - TY - CONF AN - 01570207 AU - Aust, Mikael Ljung AU - Eugensson, Anders AU - Ivarsson, Jan AU - Petersson, Mats AU - National Highway Traffic Safety Administration TI - Thinking About Distraction – A Conceptual Framework for Assessing Driver-Vehicle On-Road Performance in Relation to Secondary Task Activity PY - 2011 SP - 9p AB - Recently, the relationship between driver distraction and road safety has come strongly into focus, based on findings presented from Naturalistic Driving Studies and Field Operational Tests. Reviews of current literature on the subject show that the available conceptual frameworks for describing the relationship between secondary task involvement and driver performance are predominantly linear and mono-dimensional, i.e. they propose a single, direct and linear correlation between secondary task engagement and reduction in driver performance. However, as research into other areas of human performance show, descriptions of a linear and/or mono-dimensional character rarely are sufficient to predict the differences between mono- and multitasking in human operators. Transferred to automotive safety, this means that to evaluate the effects of new in-vehicle systems on driver performance, a more sophisticated framework is needed. In particular, any warning/intervention capabilities of the vehicle, the current performance capacity of the driver, and primary task demand variation all need to be added and accounted for in order to accurately assess the extent to which secondary task involvement may degrade primary task performance. In this paper, a conceptual framework which takes these additional dimensions into account is outlined. The framework describes how driver performance capacity, the availability of active safety systems in the vehicle and the current demands from the traffic environment should be jointly considered in relation to the effects on driver performance of secondary task engagement. Based on this, general areas where improvements can be made in order to mitigate negative consequences of non-driving tasks are presented. U1 - 22nd International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationWashington,DC StartDate:20110613 EndDate:20110616 Sponsors:National Highway Traffic Safety Administration KW - Active safety systems KW - Distraction KW - Driver performance KW - Driver vehicle interfaces KW - Human factors in crashes KW - Multitasking UR - http://www-esv.nhtsa.dot.gov/Proceedings/22/isv7/main.htm UR - https://trid.trb.org/view/1361271 ER - TY - CONF AN - 01570205 AU - Sullivan, Lisa K AU - Louden, Allison E AU - Echemendia, Cristina G AU - National Highway Traffic Safety Administration TI - NHTSA’s Evaluation of a Potential Child Side Impact Test Procedure PY - 2011 SP - 15p AB - This paper details the National Highway Traffic Safety Administration’s (NHTSA) ongoing research to evaluate and develop a potential dynamic side impact test procedure for child restraint systems (CRS). Federal Motor Vehicle Safety Standard (FMVSS) No. 213, “Child Restraint Systems” currently only requires that U.S. marketed child restraints meet dynamic testing simulating a 48.3 kmph (30 mph) frontal impact. NHTSA’s initial program consisted of evaluating a side impact sled buck designed by TK HOLDINGS INC. (Takata) and conducting a small number of full-scale moving deformable barrier (MDB)-to-vehicle side impact crash tests to verify the sled performance. The results from these initial tests were presented in a 2009 ESV paper by Sullivan et al. [1]. This paper presents subsequent tests and vehicle surveys conducted to determine characteristics of various components of the side impact test bucks such as the seat cushion, door panel, and an armrest that would result in improved real world representation of the side impact sled test procedure. This paper also presents the results of tests conducted with the modified side impact test buck using a variety of CRS models currently in the U.S. market. The test procedure with the modified test buck produced repeatable results and was able to distinguish the performance of different child restraint models in side impact. The design of the side wings on child restraints for head protection and the stiffness of the child restraint padding were factors affecting the containment of the dummy and the injury measures. U1 - 22nd International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationWashington,DC StartDate:20110613 EndDate:20110616 Sponsors:National Highway Traffic Safety Administration KW - Acceptance tests KW - Child restraint systems KW - Crashworthiness KW - Impact tests KW - Product safety KW - Side crashes KW - Sled tests KW - Test procedures UR - http://www-esv.nhtsa.dot.gov/Proceedings/22/isv7/main.htm UR - https://trid.trb.org/view/1360711 ER - TY - CONF AN - 01570204 AU - Kinoshita, Akira AU - Shigeno, Naoki AU - Kuniyuki, Hiroshi AU - Steffan, Hermann AU - National Highway Traffic Safety Administration TI - Development of a Side Impact Sled Test Method using Multiple Actuators PY - 2011 SP - 9p AB - This paper describes a new test method for predicting Anthropomorphic Test Dummy responses to calculate injury index in side impact tests with a moving deformable barrier (MDB). Sled tests are effective in shortening the development period for more safety vehicle equipped with side impact safety devices and reducing the cost and period needed to prepare prototype test vehicles. To accomplish sled tests successfully, it is necessary to simulate the complex door deformation behavior which changes different in dummy response regions by impacting with a MDB. Conventional sled test methods simulated roughly the intrusion of the entire door using a single actuator. The methods limited the dummy response regions which can be predicted because it was difficult to simulate the door deformation behavior. The new sled test method using the Advanced Side Impact Simulator (ASIS) was developed by identifying the door intrusion behavior needed to predict each dummy response. Multiple actuators were used to simulate door deformation behavior of each dummy response region. High-output actuators were used to simulate the intrusion of the rapidly accelerating door in the initial phase. A feedback control function was used to regulate the door and seat velocities of the actuators so that they would simulate the input velocity profile even if they were acted on by the reaction force of the dummy or other parts. A comparison of dummy responses obtained in ASIS tests and in vehicle tests showed good agreement. This confirmed that the new test method is capable of predicting each dummy response with high accuracy. U1 - 22nd International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationWashington,DC StartDate:20110613 EndDate:20110616 Sponsors:National Highway Traffic Safety Administration KW - Actuators KW - Crashworthiness KW - Doors (Vehicles) KW - Dummies KW - Occupant vehicle interface KW - Side crashes KW - Sled tests KW - Test procedures KW - Vehicle safety UR - http://www-esv.nhtsa.dot.gov/Proceedings/22/isv7/main.htm UR - https://trid.trb.org/view/1360263 ER - TY - CONF AN - 01570203 AU - Kent, Richard AU - Lopez-Valdes, Francisco J AU - Lamp, John AU - Lau, Sabrina AU - Parent, Daniel AU - Kerrigan, Jason AU - Lessley, David AU - Salzar, Robert AU - National Highway Traffic Safety Administration TI - Characterization of the Pediatric Chest and Abdomen Using Three Post-Mortem Human Subjects PY - 2011 SP - 9p AB - This paper reports a series of experiments on 6, 7, and 15 year-old pediatric post-mortem human subjects (PMHS) undertaken to guide the scaling of existing adult thoracic response data for application to the child and to assess the validity of a juvenile porcine abdominal model. The pediatric PMHS exhibited abdominal response similar to the swine, including the degree of rate sensitivity. The thoraces of the PMHS were as stiff as, or slightly more stiff than, published adult corridors. An assessment of age-related changes in thoracic stiffness supports the authors' earlier suggestion (2009) that the effective stiffness of the chest increases through the fourth decade of life and then decreases, resulting in stiffness values similar for children and elderly adults. U1 - 22nd International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationWashington,DC StartDate:20110613 EndDate:20110616 Sponsors:National Highway Traffic Safety Administration KW - Abdomen KW - Cadavers KW - Children KW - Crash injury research KW - Occupant kinetics KW - Restraint systems KW - Thorax UR - http://www-esv.nhtsa.dot.gov/Proceedings/22/isv7/main.htm UR - https://trid.trb.org/view/1360519 ER - TY - CONF AN - 01570202 AU - Eggers, Andre AU - Adolph, Thorsten AU - National Highway Traffic Safety Administration TI - Evaluation of the Thoracic Deflection Measurement System ‘Ribeye’ in the Hybrid III 50% in Frontal Sled Tests PY - 2011 SP - 12p AB - Thoracic injury is one of the predominant types of severe injuries in frontal accidents. The assessment of the injury risk to the thorax in the current frontal impact test procedures is based on the uni-axial chest deflection measured in the dummy Hybrid III. Several studies have shown that criteria based on the linear chest potentiometer are not sensitive enough to distinguish between different restraint systems, and cannot indicate asymmetric chest loading, which has been shown to correlate to increased injury risk. Furthermore, the measurement is sensitive to belt position on the dummy chest. The objective of this study was to evaluate the optical multipoint chest deflection measurement system ‘RibEye’ in frontal impact sled tests. Therefore the sensitivity of the RibEye system to different restraint system parameters was investigated. Furthermore, the issue of signal drop out at the 6th rib was investigated in this study. A series of sled tests were conducted with the RibEye system in the Hybrid III 50%. The sled environment consisted of a rigid seat and a standard production three-point seat belt system . Rib deflections were recorded with the RibEye system and additionally with the standard chest potentiometer. The tests were carried out at crash pulses of two different velocities (30 km/h and 64 km/h). The tests were conducted with different belt routing to investigate the sensitivity of chest deflection measurements to belt position on the dummy chest. Furthermore, different restraint system parameters were investigated (force limiter level, with or without pretensioning) to evaluate if the RibEye measurements provide additional information to distinguish between restraint system configurations. The results showed that with the RibEye system it was possible to identify the effect of belt routing in more detail. The chest deflections measured with the standard chest potentiometer as well as the maximum deflection measured by RibEye allowed the distinction to be made between different force limiter levels. The RibEye system was also able to clearly show the asymmetric deflection of the rib cage due to belt loading. In some configurations, differences of more than 15 mm were observed between the left and side areas of the chest. Furthermore, the abdomen insert was identified as source of the problem of signal drop out at the 6th rib. Possible solutions are discussed. In conclusion, the RibEye system provided valuable additional information regarding the assessment of restraint systems. It has the potential to enable the evaluation of thoracic injury risk due to asymmetric loading. Further investigations with the RibEye should be extended to tests in a vehicle environment, which include a vehicle seat and other restraint system components such as an airbag. U1 - 22nd International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationWashington,DC StartDate:20110613 EndDate:20110616 Sponsors:National Highway Traffic Safety Administration KW - Crash injury research KW - Crash victim simulation KW - Deflection KW - Dummies KW - Frontal crashes KW - Hybrid III dummy KW - Restraint systems KW - Ribs KW - Sled tests KW - Thorax UR - http://www-esv.nhtsa.dot.gov/Proceedings/22/isv7/main.htm UR - https://trid.trb.org/view/1360515 ER - TY - CONF AN - 01570201 AU - Stigson, Helena AU - Kullgren, Anders AU - National Highway Traffic Safety Administration TI - Effect of Side Impact Protection in Reducing Injuries PY - 2011 SP - 8p AB - The aim of this study was to identify risk factors in side impact. In particular risk factors such as kerb weight of striking/struck passenger car, age, gender, the presence of a front-seat occupant and side airbags influence the injury outcome. The Swedish database STRADA was used to analyze and identify risk factors in side impact crashes. All near-side front seat occupants in car-to-car side impacts reported by the police from year 2003 to 2009 were included (n=3360). The severity classification made by the police was used to compare the injury risk. Pair comparison technique was used to study the relative risk between the driver in the striking car and the near-side occupant in the struck car. The higher kerb weight of the striking passenger car, the higher risk of being sever injured in the struck passenger car. The opposite relation was found regarding the kerb weight of struck passenger car. Being senior or having a passenger beside in a side impact means a higher risk of sustaining serious injuries. Current side airbag systems, such as torso bags with or without head curtains, reduce the injury risk in side impact for near-side occupants. U1 - 22nd International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationWashington,DC StartDate:20110613 EndDate:20110616 Sponsors:National Highway Traffic Safety Administration KW - Injury rates KW - Injury severity KW - Occupant protection devices KW - Risk analysis KW - Side air bags KW - Side crashes KW - Sweden KW - Vehicle weight UR - http://www-esv.nhtsa.dot.gov/Proceedings/22/isv7/main.htm UR - https://trid.trb.org/view/1360375 ER - TY - CONF AN - 01570199 AU - Kemper, Andrew R AU - Beeman, Stephanie AU - Duma, Stefan M AU - National Highway Traffic Safety Administration TI - Effects of Pre-Impact Bracing on Chest Compression of Human Occupants in Low-Speed Frontal Sled Tests PY - 2011 SP - 6p AB - Continued development of computational models and biofidelic anthropomorphic test devices (ATDs) necessitates further analysis of the effects of muscle activation on the biomechanical response of human occupants in automotive collisions. The purpose of this study was to investigate the effects of pre-impact bracing on human occupant chest compression during low-speed frontal sled tests. In this study, a total of 10 low-speed frontal sled tests (5.0g, Δv=9.7kph) were performed with 5 male human volunteers. The height and weight of the human volunteers were approximately that of the 50th percentile male. Each volunteer was exposed to 2 impulses, one relaxed and the other braced prior to the impulse. A 59 channel chestband, aligned at the nipple line, was used to measure anterior-posterior sternum deflection for all test subjects. Subject head accelerations, spine accelerations, and forces at each interface between the subject and test buck were recorded for all tests. A Vicon motion analysis system, consisting of 12 MX-T20 2 megapixel cameras, was used to quantify subject 3D kinematics (±1 mm) at a sampling rate of 1 kHz. The chestband data showed that bracing prior to the initiation of the sled pulse essentially eliminated thoracic compression due to belt loading for all subjects except one. The load cell data indicate that forces were distributed through the feet, seatpan, and steering column as opposed to the seatbelt for the bracing condition. In addition, the forward excursion of the elbows and shoulders were significantly reduced during the braced condition compared to the relaxed condition. The data from this study illustrates that muscle activation has a significant effect on the biomechanical response of human occupants in frontal impacts and can be used to refine and validate computational models and ATDs used to assess injury risk in automotive collisions. U1 - 22nd International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationWashington,DC StartDate:20110613 EndDate:20110616 Sponsors:National Highway Traffic Safety Administration KW - Crash injury research KW - Frontal crashes KW - Injury characteristics KW - Muscles KW - Occupant kinetics KW - Posture KW - Precrash phase KW - Sled tests KW - Thorax UR - http://www-esv.nhtsa.dot.gov/Proceedings/22/isv7/main.htm UR - https://trid.trb.org/view/1360235 ER - TY - CONF AN - 01570197 AU - Smith, Kip AU - Källhammer, Jan-Erik AU - Oberländer, Matthias AU - Ritter, Werner AU - Schweiger, Roland AU - National Highway Traffic Safety Administration TI - Two Metrics of Night Vision System Performance PY - 2011 SP - 7p AB - The authors have developed a pair of metrics for the quantitative evaluation of the performance of pedestrian detection systems. The Metric of Similarity was designed to be used to assess how well the pedestrian-detection output of an infra-red Night Vision system matches its ground truth, that is, the relative level of fit or agreement between the locations in an image frame (measured in pixels) where the system indicates it has detected pedestrians and the locations in the frame where there actually are pedestrians. In contrast, the Metric of Salience was designed to be used to infer the level of acceptance of the system by a typical driver. These are complementary dimensions of system performance. U1 - 22nd International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationWashington,DC StartDate:20110613 EndDate:20110616 Sponsors:National Highway Traffic Safety Administration KW - Crash avoidance systems KW - Metrics (Quantitative assessment) KW - Night vision devices KW - Pedestrian detectors KW - Pedestrian safety KW - Pedestrian vehicle interface KW - Performance UR - http://www-esv.nhtsa.dot.gov/Proceedings/22/isv7/main.htm UR - https://trid.trb.org/view/1361009 ER - TY - CONF AN - 01570195 AU - Yoganandan, Narayan AU - Pintar, Frank A AU - Humm, John R AU - Hallman, Jason J AU - Maiman, Dennis J AU - National Highway Traffic Safety Administration TI - Analytical and Experimental Data of Chest Deflections and Injuries in Side Impacts PY - 2011 SP - 9p AB - Studies using post mortem human subjects (PMHS) are conducted for the design and evaluation of dummies. Biomechanical variables such as forces, accelerations, and deflections are used to characterize responses under simulated environments including frontal, rear, nearside and far-side impacts. The present paper is focused on the nearside occupant. Chest and abdominal deflections are important variables in this mode because real-world injuries to these regions of the human body are shown to correlate with occupant kinematics during the loading event. Consequently, this paper focuses on kinematic data from PMHS tests. Specifically, deflections obtained from chestbands placed on the outer periphery of the thorax and abdomen, and injury data from simulated pure lateral, anterior oblique, and posterior oblique impacts are presented. U1 - 22nd International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationWashington,DC StartDate:20110613 EndDate:20110616 Sponsors:National Highway Traffic Safety Administration KW - Abdomen KW - Anthropometry KW - Cadavers KW - Crash injury research KW - Occupant kinetics KW - Side crashes KW - Sled tests KW - Thorax UR - http://www-esv.nhtsa.dot.gov/Proceedings/22/isv7/main.htm UR - https://trid.trb.org/view/1360225 ER - TY - CONF AN - 01570194 AU - Hanen, Gaetan AU - Bermond, François AU - Compigne, Sabine AU - Masuda, Mitsutoshi AU - National Highway Traffic Safety Administration TI - Contribution to the Improvement of Crash Test Dummies in Order to Decrease Abdominal Injuries in Road Accidents PY - 2011 SP - 13p AB - This paper describes the first steps carried out in a joint effort of Ifsttar and Toyota to contribute to the development of a new abdomen for THOR dummy. Firstly, a review of accident data showed that abdominal injuries observed in frontal crashes were mainly caused by the steering wheel and the seat belt. However, abdomen injury rate was higher for side impacts, showing the importance of being able to predict such injuries for different impact angles. The steering wheel was mainly associated with injuries in the upper abdomen (liver and spleen injuries) whereas the seat belt was mainly associated with injuries to the lower abdomen (intestines). The former ones were well correlated with rib fractures and it was concluded that thoracic injury prediction could also give an indication of upper abdomen injury risk. Secondly, existing abdomen designs were studied to rate technical solutions and orient future design. Notably, several technical solutions including external or internal pressure, force and deflection measurements were considered for the evaluation of abdominal injuries in the last past years. Finally, all the conclusions were gathered in a design brief. Before modifying the THOR abdomen, the biofidelity of different existing THOR abdomens was evaluated through impactor and static seat belt tests. None of these abdomens were able to fully meet the biofidelity corridors. These results represent the starting point for future modifications of the THOR abdomen response. U1 - 22nd International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationWashington,DC StartDate:20110613 EndDate:20110616 Sponsors:National Highway Traffic Safety Administration KW - Abdomen KW - Crash injury research KW - Crash victim simulation KW - Dummies KW - Injury characteristics KW - Occupant kinetics UR - http://www-esv.nhtsa.dot.gov/Proceedings/22/isv7/main.htm UR - https://trid.trb.org/view/1360521 ER - TY - CONF AN - 01570193 AU - Takhounts, Erik G AU - Hasija, Vikas AU - Ridella, Stephen A AU - Rowson, Steve AU - Duma, Stefan M AU - National Highway Traffic Safety Administration TI - Kinematic Rotational Brain Injury Criterion (BRIC) PY - 2011 SP - 10p AB - Head rotation as a mechanism for brain injury was proposed back in the 1940s. Since then a multitude of research studies by various institutions were conducted to confirm/reject this hypothesis. Most of the studies were conducted on animals and concluded that rotational acceleration sustained by the animal’s head may cause axonal deformations large enough to induce their functional disruption. Other studies utilized mathematical models of human and animal heads to derive brain injury criteria based on deformation/pressure histories computed from the models. This study differs from the previous research in the following ways: first, it uses a detailed mathematical model of human head validated against various human brain response datasets; then establishes physical (strain and stress based) injury criteria for various types of brain injury based on scaled animal injury data; and finally, uses dummy (Hybrid III, ES-2re, WorldSID; all 50th percentile male) test data to establish kinematically (rotational accelerations and velocities) based brain injury criterion (BRIC) for each dummy. Similar procedures were applied to the college football data where thousands of head impacts were recorded using a six degrees of freedom (6 DOF) instrumented helmet system. Since animal injury data used in derivation of BRIC were predominantly for diffuse axonal injury (DAI) which is an AIS 4+ injury, cumulative strain damage measure (CSDM) was used to derive BRIC risk curve for AIS 4+ brain injuries. The AIS 1+, 2+, 3+, and 5+ risk curves for CSDM were then computed using the ratios between corresponding risk curves for head injury criterion (HIC) at a 50% risk. The risk curves for BRIC were then obtained by setting its value to 1 such that it corresponds to 30% probability of DAI (AIS4+). The newly developed brain injury criterion is a complement to the existing HIC which is based on translational accelerations. Together, the two criteria may be able to capture most brain injuries and skull fractures occurring in automotive or any other impact environment. One of the main limitations for any brain injury criteria, including BRIC, is the lack of human injury data to validate the criteria against, although some approximation for AIS 2+ injury is given based on the estimate of average injurious (concussion) angular velocities and accelerations for the college football players instrumented with 5 DOF helmet system. Despite the limitations, a new kinematic rotational brain injury criterion – BRIC – may offer additional protection to an automotive occupant in situations when using translational accelerations based HIC alone may not be sufficient. U1 - 22nd International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationWashington,DC StartDate:20110613 EndDate:20110616 Sponsors:National Highway Traffic Safety Administration KW - Brain KW - Crash injury research KW - Crash victim simulation KW - Dummies KW - Head Injury Criterion KW - Injury classification KW - Kinematics KW - Mathematical models KW - Skull fractures KW - Traumatic brain injuries UR - http://www-esv.nhtsa.dot.gov/Proceedings/22/isv7/main.htm UR - https://trid.trb.org/view/1360211 ER - TY - CONF AN - 01570192 AU - Chauvel, Cyril AU - Haviotte, Cathylie AU - National Highway Traffic Safety Administration TI - ECall System: French a Posteriori Efficiency Evaluation PY - 2011 SP - 10p AB - An automatic emergency call system appeared on Peugeot and Citroën vehicles in France since 2003, which has been rewarded by Euro NCAP in 2010 as an advanced innovative solution. The LAB in close cooperation with the CEESAR has set up a study aiming at evaluating the effectiveness of this system. The eCall efficiency evaluation will be based on real accidents where eCall was automatically triggered. It will aim to confirm or not the assumptions given by the European Commission: 2 500 lives saved in Europe if 100% of the fleet is equipped with such a system. Several studies using “a priori” methods were already led on eCall benefit evaluation (Trace, eImpact and LAB results). In this study, the authors suggest a benefit evaluation with "a posteriori" method, based on real accident cases involving vehicles equipped with eCall. For each studied case, an expert judgment is realized to qualify or not eCall vital contribution. All these judgments allow estimating system global efficiency. Created in 2004, the specific "eCall" database contains about 3 100 automatic emergency call notifications. More than 150 variables summarize accident circumstances, involved eCall vehicle information’s, feelings of people cared for by this means as well as rescue teams feedback. Four eCall efficiency can be applied for each person involved in the accident: eCall considered as not necessary, eCall considered as useful, eCall considered as urgent and eCall considered as vital. ECall is considered as useful when involved occupants were not able to prevent the rescue team and\or did not know how to be located. The system is considered as urgent when eCall is judged as useful and when the victim has severe injuries that could be degraded. ECall is considered as vital when the victim has severe injuries that could be made this victim to die. The "eCall" database is rather new and limited in number of coded cases. It is not representative of accidents in France. Indeed, accidents are selected with regard to their interest (new vehicles, accident typologies). However, it is regularly filled with accident cases whose number increases due to the presence of more and more PSA eCall system in Europe. Thanks to this, the “a posteriori” benefit evaluation is unique and is based, for the first time in Europe, on real life accident cases where automatic triggered eCall occurred. This new study allows to refine the eCall system effectiveness with a 2.8 % benefit regarding fatalities. This result based on real world accidentologic data is lower than the figure initially estimated in the 2000s, which was about 5 to 6 %. Besides, this evaluation only focused on passenger cars with an assumption of 100% of equipment rate. All these surveys allow the authors to define a realistic effectiveness interval of this device between 3% and 10%. It represents a real additional system against road deaths and injuries, in particular for accidents occurring at night, in rural areas and involving a single vehicle. The outcome of this paper can be used for the current discussion taking place in Europe for the foreseen regulation on 112. U1 - 22nd International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationWashington,DC StartDate:20110613 EndDate:20110616 Sponsors:National Highway Traffic Safety Administration KW - Automatic crash notification KW - Emergency communication systems KW - Evaluation KW - France KW - Postcrash phase KW - Telematics KW - Traffic crashes UR - http://www-esv.nhtsa.dot.gov/Proceedings/22/isv7/main.htm UR - https://trid.trb.org/view/1360850 ER - TY - CONF AN - 01570191 AU - Lee, John AU - Brown, Timothy AU - Fiorentino, Dary AU - Fell, James AU - Traube, Eric AU - Nadler, Eric AU - National Highway Traffic Safety Administration TI - Using Vehicle-Based Sensors of Driver Behavior to Detect Alcohol Impairment PY - 2011 SP - 11p AB - Despite persistent efforts at the local, state, and federal levels, alcohol-impaired crashes still contribute to approximately 30% of all traffic fatalities. Although enforcement and educational approaches have helped to reduce alcohol-impaired fatalities, other approaches will be required to further reduce alcohol-related fatalities. This paper describes an approach that detects alcohol impairment in real time using vehicle-based sensors to detect alcohol-related changes in drivers’ behavior. Data were collected on the National Advanced Driving Simulator from 108 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 levels of blood alcohol content (0.00%, 0.05%, and 0.10% BAC). Driver control input, vehicle state, driving context and driver state data, individually and in combination, reveal signatures of alcohol impairment. Algorithms built on these signatures detect drivers with BAC levels that are over the legal limit with an accuracy of approximately 80%, similar to the Standardized Field Sobriety Test (SFST) used by law enforcement. Each of the three algorithms combined information across time to predict impairment. The time required to detect impairment ranged from eight minutes, for complex algorithms (i.e., support vector machines and decision trees applied to relatively demanding driving situations), to twenty-five minutes for simple algorithms (i.e., logistic regression). Timely impairment detection depends critically on the driving context: variables specific to the particular driving situation result in much more timely impairment detection than generic variables. U1 - 22nd International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationWashington,DC StartDate:20110613 EndDate:20110616 Sponsors:National Highway Traffic Safety Administration KW - Alcohol effects KW - Alcohol tests KW - Blood alcohol levels KW - Detection and identification technologies KW - Driver monitoring KW - Driver performance KW - Drunk drivers KW - In vehicle sensors UR - http://www-esv.nhtsa.dot.gov/Proceedings/22/isv7/main.htm UR - https://trid.trb.org/view/1361267 ER - TY - CONF AN - 01570190 AU - Nodine, Emily E AU - Lam, Andy H AU - Najm, Wassim G AU - Ference, John J AU - National Highway Traffic Safety Administration TI - Safety Impact of an Integrated Crash Warning System Based on Field Test Data PY - 2011 SP - 9p AB - This paper provides the results of an analysis conducted to assess the safety impact of an integrated vehicle-based crash warning system based on naturalistic driving data collected from a field operational test. The system incorporates four functions that warn the driver of an imminent rear-end crash, excessive speed to an upcoming curve, lane-change crash, or unintentional lane departure. The safety impact is assessed in terms of observed changes in driving behavior, exposure to driving conflicts, near-crash experience, and projected potential reductions in the number of annual target crashes. Unintended consequences are examined by analyzing driver engagement in secondary tasks and eyes-off-the-forward-scene behavior. A total of 108 subjects, split by gender and three age groups, participated in the field test by driving in an unrestricted manner for a period of six weeks each. In the first two weeks, designated as the baseline period, the subjects performed their naturalistic driving with the system turned off while the data acquisition system collected their performance data. In the last four weeks, designated as the treatment period, the system was turned on and provided the subjects with visual, auditory, and haptic crash warning signals. This paper discusses the safety impact of the system for individual subject groups based on gender and age. The integrated system has the potential to reduce the number of rear-end, opposite-direction, lane-change, and road-departure crashes involving at least one passenger car. Moreover, the system did not influence drivers to engage in more secondary tasks. U1 - 22nd International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationWashington,DC StartDate:20110613 EndDate:20110616 Sponsors:National Highway Traffic Safety Administration KW - Crash avoidance systems KW - Driver performance KW - Driver vehicle interfaces KW - Field tests KW - Integrated systems KW - Technology assessment KW - Vehicle safety KW - Warning devices UR - http://www-esv.nhtsa.dot.gov/Proceedings/22/isv7/main.htm UR - https://trid.trb.org/view/1360844 ER - TY - CONF AN - 01570188 AU - Wech, Lothar AU - Richter, Richard AU - Justen, Rainer AU - Schöneburg, Rodolfo AU - National Highway Traffic Safety Administration TI - Crash Safety Aspects of HV Batteries for Vehicles PY - 2011 SP - 8p AB - Undisputed, the current safety standards for high voltage batteries address the chemical and thermal performance of battery cells during mechanical loads, i.e. pressure forces and intrusion. However, they do not represent the typical loads to the battery in vehicle crashes: (1) The battery intrusions specified in the standards, namely 50 % of the battery dimension, cannot be achieved with the typical battery on standard compression machines due to the high forces needed; and (2) The maximum forces specified in the standards, namely the thousandfold of the battery weight, are unrealistically high even for small batteries in mild hybrid vehicles (i.e. the 24 kg battery of the Mercedes-Benz S 400 HYBRID). The loads applied to the battery rarely exceed 200 kN. Even with 240 kN applied to the battery package, the battery intrusion achieved is only approx 11 %, which is well below the targeted 50 %. There are two main differences between the loads applied to the battery in a vehicle crash versus the quasi-static battery tests: (1) Due to the crash propagation, the load is applied indirectly by the surrounding structure and components via multiple and distributed load paths; and (2) Due to the short period of the peak loads, the battery can withstand much higher dynamical forces than the maximum static loads. In order to assess the safety performance of HV batteries in severe crashes more realistically, a comprehensive series of dynamical impact tests was conducted with all types and sizes of HV batteries used in the current Mercedes-Benz hybrid and electric vehicles. The load profiles were derived from both, the relevant vehicle crashes, and the quasi-static battery standards, applying even higher loads and battery intrusions. The tests were conducted at the crash test facility of the TÜV SÜD, utilizing two different test methods: a) The moving battery hitting an impactor attached to the rigid barrier; and b) The moving impactor hitting the battery attached to the rigid barrier. Despite the high loads and the resulting major battery intrusions, no thermal or electric reactions occurred, neither short circuits, nor electrolyte leakages, nor fire or explosion. The shock-proof protection was ensured in all tests. Given the very realistic test method along with the high loads applied, a very high crash safety performance could be demonstrated for all the batteries. Furthermore, the tests confirmed that there are major differences in the load characteristic between the quasi-static battery test standards, and the dynamic crash loads. As a result, more realistic component tests for traction batteries must be specified as soon as possible. U1 - 22nd International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationWashington,DC StartDate:20110613 EndDate:20110616 Sponsors:National Highway Traffic Safety Administration KW - Crashworthiness KW - Electric vehicles KW - High voltage KW - Hybrid vehicles KW - Impact tests KW - Lithium batteries KW - Storage batteries KW - Vehicle safety UR - http://www-esv.nhtsa.dot.gov/Proceedings/22/isv7/main.htm UR - https://trid.trb.org/view/1360471 ER - TY - CONF AN - 01570187 AU - Kreiss, Jens-Peter AU - Stanzel, Michael AU - Zobel, Robert AU - National Highway Traffic Safety Administration TI - On the Use of Real-World Accident Data for Assessing the Effectiveness of Automotive Safety Features – Methodology, Timeline and Reliability PY - 2011 SP - 12p AB - During development of innovative automotive safety features (and therefore well before market introduction) it is common practice for OEMs and their suppliers to do predictive analyses of the anticipated benefit of these systems. It is also common practice that stakeholders do a retrospective analysis once the system in focus is in production. Real-world data is then used to identify the “true” effect of the new system. There are however certain constraints to this approach. The varying degree they are met explain the difficulty to find consistent results and also the time span it takes before such results can be taken with any degree of certainty. It is therefore not surprising that even for systems that are now widely recognized as highly efficient it has taken several years before effectiveness numbers turned out to be stable. U1 - 22nd International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationWashington,DC StartDate:20110613 EndDate:20110616 Sponsors:National Highway Traffic Safety Administration KW - Active safety systems KW - Crash data KW - New products KW - Performance measurement KW - Technological innovations KW - Technology assessment KW - Traction control KW - Vehicle safety UR - http://www-esv.nhtsa.dot.gov/Proceedings/22/isv7/main.htm UR - https://trid.trb.org/view/1360939 ER - TY - CONF AN - 01570186 AU - Rakotonirainy, Andry AU - Haworth, Narelle AU - Saint-Pierre, Guillaume AU - Delhomme, Patricia AU - National Highway Traffic Safety Administration TI - Research issues in Eco-driving PY - 2011 SP - 7p AB - Transport is a key economic sector, supporting economic development and growth, and facilitating exchange. At the same time, motor vehicles are major emitters of gaseous and particulate pollution in urban areas. The transport industry’s quest to limit its impact on the environment and improve road safety continues to drive policy, research and development. Eco-driving is a well-established, affordable and simple behavioural change intervention, which could reduce fuel consumption up to 20%. Fully electric vehicles are predicted to be available for the mass market by 2020, however an energy efficient driving style will still be necessary for these vehicles due to a relatively poor battery performance. Furthermore Eco-driving could be applied to electric or thermal vehicles. Despite a widespread adoption of Eco-driving, its safety benefits have not been clearly established. This paper discusses research issues related to Eco-driving interventions. It covers policy, industry practice and research approaches ranging from education to in-vehicle technology. This paper demonstrates the lack of comprehensive systemic research analyzing the impacts of Eco-driving on road safety. Most of the methods used to assess the benefits of eco-driving lack scientific rigour and have methodological shortcomings. Ecological Driving Assistance Systems (EDAS) has emerged as a viable ITS intervention addressing Eco-driving but the associated Human Machine Interface is still neglected. Furthermore, there is not enough research assessing the long-term effects of Eco-driving driving. U1 - 22nd International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationWashington,DC StartDate:20110613 EndDate:20110616 Sponsors:National Highway Traffic Safety Administration KW - Driver vehicle interfaces KW - Ecodriving KW - Fuel conservation KW - Highway safety KW - Human machine systems KW - Impact studies KW - Research KW - Safety factors UR - http://www-esv.nhtsa.dot.gov/Proceedings/22/isv7/main.htm UR - https://trid.trb.org/view/1360482 ER - TY - CONF AN - 01570184 AU - Edwards, Mervyn AU - Hynd, David AU - Carroll, Jolyon AU - Thompson, Alex AU - National Highway Traffic Safety Administration TI - Side Impact Safety: Assessment of High Speed Advanced European Mobile Deformable Barrier (AE-MDB) Test and WorldSID with ‘RibEye’ PY - 2011 SP - 14p AB - In 2009, 2,222 people were killed and 24,690 were seriously injured in road traffic accidents in Great Britain (GB). About half the people killed were car occupants and just over one third of these were killed in side impacts. Over the past ten years, since the introduction of the side impact regulation in Europe, much research work has been performed internationally to develop new and modified test procedures to improve the level of occupant protection offered by vehicles in side impacts. In Europe, this research has been co-ordinated by the European Enhanced Vehicle safety Committee (EEVC) and focused on contributing to the development of WorldSID and three test procedures. These are an Advanced European Deformable Barrier (AE-MDB) test, a pole test and an interior headform test. This paper describes work performed by TRL on behalf of the UK Department for Transport to inform UK policy regarding side impact protection and provide the UK contribution to EEVC activities. The work described consisted of two parts. For the first part, three full-scale crash tests were performed with Euro NCAP 5 star rated cars to investigate the implications of an AE-MDB test at a higher test speed than the current 50 km/h, in particular how much the occupant protection level in a current vehicle would have to be improved to meet the requirements of such a test and how representative the AE MDB is of a car at these higher speeds. The tests performed indicated that the safety level of a current Euro NCAP 5 star rated car is close to being able to meet the current UNECE Regulation 95 requirements in a 60 km/h AE-MDB test, but would need substantial modifications for higher speeds. Also, several issues were highlighted which need to be considered further. These included (1) the suitability of the current barrier face, because it was very close to bottoming out in the test performed, and (2) the appropriateness of the ES-2 dummy, because of the particularly high T12 spine loads recorded, which indicated that it may not have behaved in a biofidelic manner in the test performed. For the second part, component level pendulum tests were performed with a WorldSID to assess the RibEye system, in particular to compare the RibEye measured deflection with the deflections that would be obtained using a 1D or 2D IR-Tracc sensor and to gain information on the best position for the two off-axis LEDs used with RibEye. In addition, a 60 km/h AE-MDB test was performed with a WorldSID 50th percentile driver and 5th percentile rear passenger to compare the performance of the WorldSID with the ES-2 dummy and to provide a further assessment of the RibEye system. It was found that the RibEye system was integrated well into the WorldSID and, in general, worked well. However, a potential issue was identified with the shoulder rib deflection measurement. This and other findings are discussed further in the paper. U1 - 22nd International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationWashington,DC StartDate:20110613 EndDate:20110616 Sponsors:National Highway Traffic Safety Administration KW - Crash injury research KW - Impact tests KW - Occupant protection devices KW - Side crashes KW - Test procedures KW - Vehicle safety UR - http://www-esv.nhtsa.dot.gov/Proceedings/22/isv7/main.htm UR - https://trid.trb.org/view/1360264 ER - TY - CONF AN - 01570183 AU - Justen, Rainer AU - Schöneburg, Rodolfo AU - National Highway Traffic Safety Administration TI - Crash Safety of Hybrid- And Battery Electric Vehicles PY - 2011 SP - 9p AB - Besides the suitability for daily use, sufficient cruising range, rapid battery charging times and an area-wide service infrastructure, the crash safety performance will also play a key role for the consumer’ s acceptance of electric vehicles. In particular, the electric energy storages and high voltage systems are very challenging to the crash safety performance. Already in the Mercedes-Benz S 400 HYBRID in 2009, worldwide the first series-production vehicle with a Lithium-Ion battery, a seven-stage safety concept has been implemented. It has an extremely high performance in terms of functional and operational safety during normal driving and an outstanding crash performance in any real world accidents. Similarly, an intrinsically safe packaging concept has been implemented in all other Mercedes-Benz Hybrid- and Battery Electric Vehicles, such as the ML 450 HYBRID, the A-Class E-Cell, the B-Class F-Cell, and the Smart Electric Drive. All safety relevant components of the high-voltage system have been integrated and protected in a safe manner. This is particularly true for the high voltage battery. The HV-system has been isolated and protected against any contacts, and it will be shut-off in any accident. In the future Mercedes-Benz hybrid- and electric vehicles, this safety concept will be enhanced consistently, by utilizing the Mercedes-Benz safety philosophy of “Real Life Safety”. Its key elements are: (1) A foolproof strategy to cut-off the high voltage in accidents will prevent any electric shocks; (2) A concept of protection zones defines the accident-proof placement of all the safety relevant high voltage components along with the highest possible structural safety; (3) Mechanical requirements for HV-components ensure the electric insulation and shock-proof protection; and (4) An integrated safety concept shall prevent any critical damages to the high voltage battery in case of high crash loadings. This paper illustrates Daimler’s concept for crash safety of hybrid- and electric vehicles. U1 - 22nd International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationWashington,DC StartDate:20110613 EndDate:20110616 Sponsors:National Highway Traffic Safety Administration KW - Crashworthiness KW - Electric vehicles KW - High voltage KW - Hybrid vehicles KW - Storage batteries KW - Vehicle safety UR - http://www-esv.nhtsa.dot.gov/Proceedings/22/isv7/main.htm UR - https://trid.trb.org/view/1360444 ER - TY - CONF AN - 01570181 AU - Eichberger, Arno AU - Rohm, Rüdiger AU - Hirschberg, Wolfgang AU - Tomasch, Ernst AU - Steffan, Hermann AU - National Highway Traffic Safety Administration TI - RCS-TUG Study: Benefit Potential Investigation of Traffic Safety Systems with Respect to Different Vehicle Categories PY - 2011 SP - 13p AB - The multiplicity of accident causation has led to development of various traffic safety systems for collision avoidance or reduction. Since the customer will not purchase all these systems, a question of prioritization of these systems for the manufacturers as well as authorities arises. In previous papers a method was described which investigated the benefit potential of 43 different systems. The in-depth accident database ZEDATU which includes fatal accidents in Austria was used to select a sub-sample of accidents. For those, the pre-collision phase was reconstructed in detail with numerical accident reconstruction using PC-Crash. The efficiency of safety systems was calculated either by integration of intervening systems in the simulation (ESC, ABS, Brake Assist and Evasive Maneuver Assistant) or by subjective evaluation of the pre-collision situation. This study, called RCS-TUG study (Retrospective Case Study of the Graz University of Technology), exhibited the advantage that many different systems were analyzed in detail using the same sample with a comparatively high case number. This led to improved comparableness. In another previous paper, the selected sample (n=217) of the database was weighted to achieve statistical representativeness, since single vehicle accidents were underrepresented. For each of the selected 43 systems, the potential for collision avoidance or reduction of severity was analyzed. The results were compared to findings in literature and the authors proposed a prioritization for traffic safety systems. The results indicated that especially systems effective in lateral vehicle dynamics (Evasive Maneuver Assistant, Lane Keeping Assist, ESC) offer significant potential to avoid fatal injuries, as well as autonomous Brake Assist, Collision Warning Systems and Driver Vigilance Monitoring. The present study continues the analysis of the RCS-TUG study. The new analysis differentiates between the vehicle categories such as motorized two-wheelers, light trucks, passenger cars, trucks and busses with respect to the ego-vehicle. Additionally, the database was checked for errors. The limitations of the study are the restriction to fatal accidents in the area of Austria. Additionally some systems are evaluated by subjective judgment of the authors. U1 - 22nd International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationWashington,DC StartDate:20110613 EndDate:20110616 Sponsors:National Highway Traffic Safety Administration KW - Active safety systems KW - Austria KW - Crash avoidance systems KW - Data analysis KW - Driver support systems KW - Fatalities KW - Traffic crashes KW - Vehicle characteristics KW - Vehicle performance UR - http://www-esv.nhtsa.dot.gov/Proceedings/22/isv7/main.htm UR - https://trid.trb.org/view/1360790 ER - TY - CONF AN - 01570179 AU - Fitzharris, Michael AU - Cockfield, Samantha AU - Truong, Jessica AU - Nieuwesteeg, Michael AU - Thompson, John AU - Newstead, Stuart AU - National Highway Traffic Safety Administration TI - Effectiveness and Estimation of the Likely Benefits of Side Impact Airbags in Passenger Vehicles in Victoria PY - 2011 SP - 13p AB - The safety benefits of side impact airbag (SAB) systems have been demonstrated in a number of studies. Side airbags were first fitted as standard equipment in a locally manufactured passenger vehicle in Australian in the 2000 model year. By 2006, only 33% of new passenger vehicles (cars, sports utility vehicles and people movers) sold in the State of Victoria were fitted with front curtain airbags as standard equipment. The Transport Accident Commission - which functions as a statutory road crash compensation agency for the State, actively promoted the benefits of SAB systems to encourage purchasers of new vehicles to choose vehicles with SAB systems fitted. By the last quarter of 2010 the percentage of new passenger vehicles sold with front curtain airbags fitted had increased to 72%. The aim of this paper was to estimate the future economic benefits of side impact airbags fitted into passenger vehicles in Victoria for the period 2011 to 2040 under a ‘business-as-usual’ scenario. In doing so, the benefits to the driver involved in a near (struck) side crash of SAB systems that protect the head and torso are compared to those afforded by torso only systems. A range of inputs were used to calculate the economic benefits associated with side airbags including published estimates of their effectiveness in mitigating injury; the future number of passenger vehicles and an estimate of the future number of crashes. A 7% discount rate was used and benefit-cost ratio values were derived. Under a business-as-usual scenario, it was assumed that side airbags would be fitted to all new passenger vehicles by 2014. Hence, by 2037 all registered passenger vehicles in the fleet would be fitted with SAB systems. It was estimated that over the 30 year period (2011- 2040), 738 lives would be saved and 17,361 drivers would avoid serious injury. Financial savings to the Victorian community were estimated to be $A3.2 billion for an outlay of $A1.6bn in today’s terms. The resultant overall BCR was 2.07:1 assuming an installation cost of A$600. The benefits were somewhat less when assuming torso-only SAB systems were fitted, although the BCR remained positive at 1.16:1. The findings highlight the efficacy of SAB systems in mitigating individual and societal loss associated with side impact crashes. Moreover, the analysis lends weight to efforts by road safety stakeholders to increase the uptake of side airbag systems by consumers. U1 - 22nd International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationWashington,DC StartDate:20110613 EndDate:20110616 Sponsors:National Highway Traffic Safety Administration KW - Benefit cost analysis KW - Economic benefits KW - Injury rates KW - Injury severity KW - Private passenger vehicles KW - Side air bags KW - Side crashes KW - Vehicle safety KW - Victoria (Australia) UR - http://www-esv.nhtsa.dot.gov/Proceedings/22/isv7/main.htm UR - https://trid.trb.org/view/1360347 ER - TY - CONF AN - 01570178 AU - Martínez, Luis AU - García, Antonio AU - Alcalá, Enrique AU - Espantaleón, Manuel AU - National Highway Traffic Safety Administration TI - Child Frontal Impact Safety in Coaches PY - 2011 SP - 13p AB - This paper reviews the safety of children from 18 months to 10 years old at the coaches’ frontal impact event. To meet this goal it has been made 5 frontal crash tests at 30 kph using 4 child dummies restrained each one with a different safety system in each test. The configurations chosen for the safety systems cover the withholding provided solely by the back of the seat back placed in front to the combined use of three-point belt with the proper child restraint seat according to the size and weight of each dummy. It have been checked the operation of both safety belts, the one with three points anchorages and with two anchor points for the latter is the most common configuration in Class II and Class III coaches. Also, have being verified the behavior of a three-point belt with automatic regulation of the shoulder height for the children or adults. In all cases the values measured by the dummies were used to calculate the injury criteria and compared with the IARV developed by EEVC working groups WG12 "Biomechanics" and WG18 "Child Safety", as well as the latest proposals of the informal working group of GRSP in child restraints. U1 - 22nd International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationWashington,DC StartDate:20110613 EndDate:20110616 Sponsors:National Highway Traffic Safety Administration KW - Buses KW - Child restraint systems KW - Children KW - Crash injury research KW - Crash victim simulation KW - Dummies KW - Frontal crashes KW - Occupant protection devices KW - Transit safety UR - http://www-esv.nhtsa.dot.gov/Proceedings/22/isv7/main.htm UR - https://trid.trb.org/view/1360713 ER - TY - CONF AN - 01570172 AU - Evans, Larry AU - Harris, John AU - Salaani, Kamel AU - MacIsaac, James AU - National Highway Traffic Safety Administration TI - NHTSA Tire Rolling Resistance Test Development Project – Phase 2 PY - 2011 SP - 14p AB - In December 2007, the United States Congress enacted the Energy Independence and Security Act (EISA) that mandated the USDOT-NHTSA to establish a national tire fuel efficiency rating system for motor vehicle replacement tires. The rolling resistance of each tire results in an energy loss for the vehicle and thus affects the vehicle’s overall fuel economy. However, improvements in one aspect of tire performance, such as rolling resistance, may lead to reductions in other performance aspects, such as traction and treadwear. As part of the development of the tire fuel efficiency rating system, NHTSA initiated two phases of research. The Phase 1 research focused on identifying the best rolling resistance test method for use in a rating system, with results being published in a full agency report and summarized in a paper at ESV 2009 (09-0300). The Phase 2 research examined possible correlations between tire rolling resistance levels and vehicle fuel economy, wet and dry traction, outdoor and indoor treadwear, and tread rubber properties. The Phase 2 results were published in a full agency report and are summarized in this paper. Overall, the Phase 2 results indicate statistically significant improvements in vehicle fuel economy when using low rolling resistance tires and proper inflation pressure, with no expected impact on tire dry traction or treadwear rate. However, the tire models tested exhibited a strong and significant relationship between better rolling resistance and poorer wet slide friction. The wet peak friction displayed the same tendency, but the relationship was much weaker. An analysis of tire tread rubber compounds indicated that the type of polymer, type of filler, and amount of filler can influence both rolling resistance and wet traction properties. U1 - 22nd International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationWashington,DC StartDate:20110613 EndDate:20110616 Sponsors:National Highway Traffic Safety Administration KW - Energy Independence and Security Act of 2007 KW - Fuel consumption KW - Performance measurement KW - Rolling resistance KW - Test procedures KW - Tire treads KW - Tires KW - Traction KW - U.S. National Highway Traffic Safety Administration UR - http://www-esv.nhtsa.dot.gov/Proceedings/22/isv7/main.htm UR - https://trid.trb.org/view/1360478 ER - TY - CONF AN - 01570170 AU - Weaver, Ashley A AU - Armstrong, Elizabeth G AU - Moody, Elizabeth A AU - Stitzel, Joel D AU - National Highway Traffic Safety Administration TI - Image Segmentation and Registration Algorithm to Collect Homologous Landmarks for Age-Related Thoracic Morphometric Analysis PY - 2011 SP - 7p AB - Skeletal and physiological resilience are known to decline with age, resulting in a decreased ability for the body to withstand traumatic insults. Adults 65 years of age and older currently constitute more than 12% of the total population and the elderly population is projected to reach nearly 20% by 2030. The objective of the current study is to quantify age and gender-specific variations in the thoracic skeletal morphology for use in generating a parametric thoracic model for injury prediction. This goal will be accomplished using the image segmentation and registration algorithm developed in this study to collect homologous (or comparable) landmarks from the ribs. A minimum of 10 normal chest CT scans for each gender were collected from a radiological database for the following age groups: newborns, 3 month, 6 month, 9 month, 1 year, 3 year, and 6 year olds. Beginning with 10 year olds, a minimum of 10 CT scans for each gender were collected by decade up to age 100. Image segmentation and subsequent image registration of the collected scans was used to collect homologous rib landmarks. A semiautomated method was used to segment each rib and create a mask and three-dimensional (3D) model. Thresholding and region growing operations were applied and manual editing was used to ensure selection of the entire rib and exclusion of surrounding soft tissue. An atlas was created from segmentation of a normal chest CT scan of an average male with over 1,000 landmark points placed on each rib. Each segmented rib is registered to the atlas. Rigid, affine, and non-rigid, nonlinear transformations are used to morph the atlas to the subject rib. The transformation matrices are used to map the landmarks in the atlas coordinate system to the subject-specific coordinate system. Effectively, this allows for collection of homologous rib landmarks across subjects of all ages. Geometric morphometrics, particularly the Procrustes superimposition method can then be used to analyze the landmark data to formulate age and gender specific shape and size variation functions. Shape and size functions computed from the landmark data can be used to create a scalable finite element model of the thorax that will allow vehicle crashworthiness to be evaluated for all ages and genders and will lead to improvements in restraint systems to better protect children and elderly in a crash. U1 - 22nd International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationWashington,DC StartDate:20110613 EndDate:20110616 Sponsors:National Highway Traffic Safety Administration KW - Age groups KW - Aging (Biology) KW - Crash injuries KW - Gender KW - Morphology KW - Physiological aspects KW - Ribs KW - Skeletal system KW - Thorax UR - http://www-esv.nhtsa.dot.gov/Proceedings/22/isv7/main.htm UR - https://trid.trb.org/view/1360227 ER - TY - CONF AN - 01570168 AU - Fleming, Charles AU - National Highway Traffic Safety Administration TI - Sensitivity of Motorcycle Helmet Performance to Impact Velocity in the Impact Attenuation Tests PY - 2011 SP - 6p (incomplete) AB - The purpose of this report is to present the methodology used to determine how sensitive helmets are to impact attenuation tests on the flat anvil in the range of impact velocities 5.8 m/s to 6.2 m/s. This report is the product of a larger study, and the results presented here are preliminary. Specifically, an experiment was conducted to measure the effect on the cumulative dwell time at accelerations greater than 200g for helmets tested on a flat anvil at the extreme ends of the tolerance interval. When likely confounding effects such as conditioning of a helmet, headform size, model of helmet, drop sequence, and location of impact on the helmet are taken into account, the difference in the values of dwell200 measured at the extreme ends of the velocity tolerance interval is essentially zero at a level of significance of .05. The implication is that the criterion of failing a helmet based on dwell200 will remain valid should the velocity at the moment of impact lie within the interval (5.8 m/s , 6.2 m/s). U1 - 22nd International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationWashington,DC StartDate:20110613 EndDate:20110616 Sponsors:National Highway Traffic Safety Administration KW - Attenuation (Physics) KW - Crashworthiness KW - Impact tests KW - Motorcycle helmets KW - Sensitivity analysis KW - Test procedures KW - Velocity UR - http://www-esv.nhtsa.dot.gov/Proceedings/22/isv7/main.htm UR - https://trid.trb.org/view/1361104 ER - TY - CONF AN - 01570167 AU - Tylko, Suzanne AU - National Highway Traffic Safety Administration TI - Interactions of Rear Facing Child Restraints with the Vehicle Interior During Frontal Crash Tests PY - 2011 SP - 12p AB - Transport Canada (TC) began in-vehicle crash testing of rear facing infant seats in 2007, as part of a large ongoing comprehensive research program aimed at evaluating crashworthiness protection for child occupants of motor vehicles. A recent study sponsored by the National Center for Statistics and Analysis and the National Highway Traffic Safety Administration in the United States (May 2010) found that, among children involved in motor vehicle crashes, infants had a greater frequency of head injuries than older children up to seven years of age. The sample included 131 child restraints evaluated in 85 motor vehicle crash tests. Of the 131 crash tests, 126 were rigid barrier tests of which: 108 were conducted at 48km/h; 11 were conducted at 56 km/h; and seven were conducted at 40 km/h. Five offset deformable barrier tests, conducted at 40 km/h, were included in the sample. The majority or 117 tests involved rear facing infant seats; the remaining 14 tests were carried out with convertible seats installed facing the rear. Elevated head accelerations above 80g were observed in 18% tests with a significant number occurring in the rear center seating position. Elevated head accelerations were found to result from four principal categories of impacts: direct head contact with the seat back in front of the dummy; contact between the child restraint and the forward seat back; dummy head contact with the child seat carry handle; and child seat with the center console located between the front seats. The seat and dummy kinematics and the head accelerations are described for each impact type. Implications for future child restraint regulations are discussed. U1 - 22nd International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationWashington,DC StartDate:20110613 EndDate:20110616 Sponsors:National Highway Traffic Safety Administration KW - Child restraint systems KW - Crash victim simulation KW - Crashworthiness KW - Dummies KW - Frontal crashes KW - Impact tests KW - Occupant vehicle interface KW - Vehicle interiors UR - http://www-esv.nhtsa.dot.gov/Proceedings/22/isv7/main.htm UR - https://trid.trb.org/view/1360715 ER - TY - CONF AN - 01570166 AU - Funke, James AU - Srinivasan, Gowrishankar AU - Ranganathan, Raja AU - Burgett, August AU - National Highway Traffic Safety Administration TI - Safety Impact Methodology (SIM): Application and Results of the Advanced Crash Avoidance Technologies (ACAT) Program PY - 2011 SP - 15p AB - This paper provides a summary of four cooperative research projects conducted under the National Highway Traffic Safety Administration’s (NHTSA) Advanced Crash Avoidance Technologies (ACAT) program. The ACAT program sought to determine the safety impact of new and emerging crash avoidance technologies that are intended to help drivers avoid crashes, reduce crash severity, and prevent injuries and fatalities. This research developed and applied a Safety Impact Methodology (SIM) framework to estimate safety benefits for the proposed pre-production crash avoidance systems. This paper presents the application and results of the Safety Impact Methodology for four different crash avoidance technologies including: Advanced Collision Mitigation Braking System by Honda, Lane Departure Warning by Volvo-Ford, Pre-collision Safety System by Toyota, and Backing Crash Countermeasures by General Motors. U1 - 22nd International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationWashington,DC StartDate:20110613 EndDate:20110616 Sponsors:National Highway Traffic Safety Administration KW - Advanced Crash Avoidance Technologies KW - Crash avoidance systems KW - Impact studies KW - New products KW - Performance KW - Technological innovations KW - Technology assessment KW - Test procedures KW - Vehicle safety UR - http://www-esv.nhtsa.dot.gov/Proceedings/22/isv7/main.htm UR - https://trid.trb.org/view/1360927 ER - TY - CONF AN - 01570164 AU - Yonezawa, Hideki AU - Hosokawa, Naruyuki AU - Tanaka, Yoshinori AU - Matsui, Yasuhiro AU - Korenori, Takeshi AU - Hirakawa, Kiyohiko AU - Mizuno, Koji AU - National Highway Traffic Safety Administration TI - Update on Investigation of New Side Impact Test Procedures in Japan PY - 2011 SP - 18p AB - The safety of cars in side impact accidents has been improved since regulations requiring improved performance in a side impact test (for example, ECE/R95 or FMVSS 214) have come into effect in many countries. However, many people continue to be injured in side impact accidents; and, as a consequence, further improvements in a car’s performance in side impact crashes are desired. This paper has been written to provide an update on what future improvements may be required, and presents a study of recent side impact accident data collected in Japan and the effectiveness of the curtain side air bag in side impact crashes. In evaluating the improvements of a car’s safety performance in side impact accidents, the National Transportation Safety and Environment Laboratory (NTSEL) previously has conducted research and published papers about various full car side impact tests, for example, the regulatory ECE/R95 tests, moving deformable barrier (MDB) tests, and car-to-car tests. However, NTSEL considers that it is necessary to gain increased knowledge regarding the injured body regions of occupants involved in a side impact accident in order to evaluate the effectiveness of safety equipment in future side impact accidents. In this study, the authors first investigated the recent side impact accident environment from accident data in Japan. In this review, the authors examined trends regarding collision partners, injured body regions, injury levels, and the curb mass of both the struck and striking vehicles. The results indicate the following two findings: Firstly, the head and chest are the main injured body regions in the fatal and serious injury side impact accidents. Secondly, the percentage of lighter vehicles is relatively large for the struck vehicles, and the percentage of heavier vehicles is relatively large for the striking vehicle in these fatal and serious injury side impact accidents. Secondly, the authors investigated the occupants’ seating postures in cars running on Japan’s roads. The results show that 56% of the drivers’ heads were in line or overlapped with the vehicles’ B-pillars. A more detailed study about the seating postures of the driver also was conducted. Thirdly, the authors conducted MDB-to-car side impact tests according to the Regulation ECE/R95 specification with the exception of the seating positioning of the dummy. The target vehicles were two same model Kcars, which are categorized in Japan as a very small size vehicle, and the seating positions were adjusted so that the dummy’s head overlapped the B-pillar. One K-car had a Curtain Side Air Bag (CSA) and a Side Air Bag (SAB) installed; while, in the other K-car, the CSA and SAB were not installed. The authors compared these test data, previous test data collected for small vehicles, and the Japan New Car Assessment Program test data for the same model K-cars as well as other small cars. The compared data included the injury measures and kinematic behavior of the ES-2 dummies in the front seats of the struck vehicles. It was demonstrated that the CSA and SAB were effective for reducing the number of head and chest injuries in car-to-car crashes; however, it was also demonstrated that the degree of effectiveness was influenced by their design. U1 - 22nd International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationWashington,DC StartDate:20110613 EndDate:20110616 Sponsors:National Highway Traffic Safety Administration KW - Crash analysis KW - Crash injuries KW - Impact tests KW - Japan KW - Occupant protection devices KW - Side air bags KW - Side crashes KW - Test procedures KW - Vehicle safety UR - http://www-esv.nhtsa.dot.gov/Proceedings/22/isv7/main.htm UR - https://trid.trb.org/view/1360345 ER - TY - CONF AN - 01570163 AU - Martin, Peter G AU - Scarboro, Mark AU - National Highway Traffic Safety Administration TI - THOR-NT: Hip Injury Potential in Narrow Offset and Oblique Frontal Crashes PY - 2011 SP - 16p AB - Previous studies have shown that hip injuries are prevalent in frontal crashes, particularly those with an oblique, narrow overlap. This paper investigates whether the risk of sustaining such injuries can be evaluated in full-scale vehicle crash tests using the THOR-NT, a dummy that is uniquely equipped for such an evaluation. The THOR-NT is shown to measure acetabular loads that are consistent with pelvic injuries observed in real-world crash victims. Test results reveal that high acetabular loads occur in narrow offset and oblique crashes. Further analysis shows that acetabular loads are dependent upon the position of the thigh, the trajectory of the torso, and intrusion of the instrument panel. Results also show that right-to-left hip loads vary significantly. Abduction of the thigh is also correlated with hip loads. The study provides new insights into how injurious loads are transferred to the pelvis through the thigh via knee bolster contact in frontal offset conditions where oblique loading takes place. U1 - 22nd International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationWashington,DC StartDate:20110613 EndDate:20110616 Sponsors:National Highway Traffic Safety Administration KW - Crash injury research KW - Crash victim simulation KW - Dummies KW - Frontal crashes KW - Hip KW - Impact tests KW - Occupant kinetics KW - Pelvis UR - http://www-esv.nhtsa.dot.gov/Proceedings/22/isv7/main.htm UR - https://trid.trb.org/view/1360502 ER - TY - CONF AN - 01570161 AU - Eugensson, Anders AU - Ivarsson, Jan AU - Lie, Anders AU - Tingvall, Claes AU - National Highway Traffic Safety Administration TI - Cars Are Driven on Roads, Joint Visions and Modern Technologies Stress the Need for Co-Operation PY - 2011 SP - 7p AB - Today traffic safety is a major health issue. The numbers of killed and injured in traffic accidents globally every year are staggering. The World Health Organization WHO has estimated the number of fatalities to approximately 1.2 million and the numbers will increase by 65% over the next 20 years. (Peden et al.). Realizing that this is unacceptable, a number of countries and organizations, among them Sweden and Volvo Car Corporation, have adopted visions aiming towards the goal of no serious injuries and fatalities in traffic (Johansson R, 2009). The European Commission, in its communication on road safety 2011-2020 to the European Parliament, (SEC (2010) 903) did clearly state the goal of a drastic reduction of the number of fatalities and serious injuries in traffic in line with the visions of reaching zero. Traffic safety has taken major steps during the last four decades and the risk of being killed or seriously injured as an occupant in a passenger car has been cut down to one third from the early 1970s, (Beckmann, 2009). This has been done basically through separate efforts by each stakeholder in the safety community operating independently (focusing users, roads and vehicles). Improving road traffic safety towards the target of zero deaths and serious injuries will pose many challenges and obstacles to governments, road authorities and car manufacturers globally. Modern active and integrated safety systems carry a hope of substantially contribute to better safety. However no individual part in society can achieve the demanding goals on its own. Systematic cooperation will be essential to progress. These cooperations need initially to establish shared views on strategies forward, agreements on division of responsibilities, and a shared view on the interfaces between the cars and the infrastructure. A joint view on the demands put on the drivers is also essential. Stringent targets can only be met in an efficient way by a holistic view on road design, vehicle design and user capabilities. In 2008 the Swedish Transport Administration and Volvo Car Corporation signed an agreement on cooperation. This co-operation rests on the two separate visions of the parties involved, i.e. Vision Zero, for the Swedish government and Vision 2020 for Volvo Cars. An important part of the cooperations is the establishment of quality and demands on the interfaces between the vehicle and the road for instance, road design, road lane markings, road friction measuring, division of responsibility, speed limits etc. U1 - 22nd International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationWashington,DC StartDate:20110613 EndDate:20110616 Sponsors:National Highway Traffic Safety Administration KW - Cooperation KW - Crash causes KW - Partnerships KW - Policy making KW - Safety programs KW - Strategic planning KW - Sweden KW - Traffic safety KW - Vehicle safety KW - Vision Zero KW - Volvo Car Corporation UR - http://www-esv.nhtsa.dot.gov/Proceedings/22/isv7/main.htm UR - https://trid.trb.org/view/1361008 ER - TY - CONF AN - 01570160 AU - Hannawald, Lars AU - Erbsmehl, Christian AU - Liers, Henrik AU - National Highway Traffic Safety Administration TI - Benefit Assessment of Forward-Looking Safety Systems PY - 2011 SP - 7p AB - Forward collisions are still the most relevant scenarios in the German accident situation with personal damage. Therefore forward-looking safety systems have a high potential to reduce the number of casualties or to mitigate their injury severity. To assess the benefit of these forward-looking safety systems, a new benefit assessment method will be presented in this paper. The method uses real accidents out of the GIDAS. Additionally to the collision speed of the vehicle and other impact parameters, all accidents in GIDAS are reconstructed regarding the movement of all participants in the last seconds prior to the impact. This movement is used to simulate the accident initiation phase with and without the influences of forward-looking safety systems. Subsequent to this simulations the differences with and without safety system could be compared case by case. The results could be converted into different absolute measures like reduction of fatalities or severely injured pedestrians, using injury severity functions. The results of this study are different correlations, depending on the system functionality, between the reduced impact speed due to braking prior to the crash and the assessed mitigation on injury severity. The results of the single case simulation could be summarized to access the overall benefit of these systems in the whole accident scenario. With this method it is possible to assess the expected benefit of future safety systems or equally suitable to evidence the benefit of current safety systems on the market. The papers show the detailed procedure of the method and some examples of usage the results. U1 - 22nd International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationWashington,DC StartDate:20110613 EndDate:20110616 Sponsors:National Highway Traffic Safety Administration KW - Active safety systems KW - Crash avoidance systems KW - Crash reconstruction KW - Frontal crashes KW - German In-Depth Accident Study KW - Injury severity KW - Precrash phase KW - Simulation KW - Technology assessment KW - Vehicle safety UR - http://www-esv.nhtsa.dot.gov/Proceedings/22/isv7/main.htm UR - https://trid.trb.org/view/1360854 ER - TY - CONF AN - 01570157 AU - Wismans, Jac AU - Malmek, Else-Marie AU - Larsson, Ragnar AU - Welinder, Jan AU - Håland, Yngve AU - Oldenbo, Magnus AU - National Highway Traffic Safety Administration TI - Technology Needs for Safe Electric Vehicles Solutions in 2030 PY - 2011 SP - 7p AB - Today’s society depends heavily on the mobility of people and goods and the need for transport is predicted to grow strongly in the coming decades. Environmental and energy concerns create a strong demand for alternative automotive technologies and in particular for electric vehicles. A serious limitation of large scale introduction of electric vehicles is the limited storage capability for electrical energy of the current generation of batteries and capacitors. Furthermore, there is a strong trend to design significantly lighter vehicles needed to consume much less energy, and to introduce new vehicle architectures due to specific demands of electric vehicles like hub motors, relatively large space needed for batteries etc. Without new safety technologies there is a large risk that the new vehicle designs will become less safe in case of accidents. In a project recently conducted in Sweden, called SEVS (Safe Efficient Vehicle Solutions), the necessary technologies for the 2030 generation of environmentally friendly safe vehicles have been identified. The SEVS project has resulted in a number of possible societal scenarios for 2030 and a number of future vehicle architectures. Furthermore SEVS has identified the required technological breakthroughs for passenger transport as well as the transport of goods, to realize mass introduction of high efficient and safe electric vehicles on the road in 2030. This paper will after an overview of the SEVS project focus on a number of safety related technology topics, identified in SEVS, where significant further research is needed, i.e. balance of active/passive safety, light weight design methodology, crashworthiness of future vehicles and “ information needs and availability”. An overview of research needs for these topics will be presented. U1 - 22nd International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationWashington,DC StartDate:20110613 EndDate:20110616 Sponsors:National Highway Traffic Safety Administration KW - Crashworthiness KW - Electric vehicles KW - Needs assessment KW - Safety factors KW - Sustainable transportation KW - Sweden KW - Technological forecasting KW - Technology assessment KW - Vehicle design KW - Vehicle safety UR - http://www-esv.nhtsa.dot.gov/Proceedings/22/isv7/main.htm UR - https://trid.trb.org/view/1360472 ER - TY - CONF AN - 01570155 AU - Hennessey, Barbara AU - Reuther, James J AU - John, Jeffery S AU - Shawcross, Paul E AU - Kimmel, Gregory AU - National Highway Traffic Safety Administration TI - Post-crash Fuel Leakage and Fire Safety Experiments for Hydrogen Vehicles PY - 2011 SP - 15p AB - Federal Motor Vehicle Safety Standards (FMVSS) for fuel system integrity set limits for fuel spillage during and after crashes to reduce the occurrence of deaths and injuries from fire. FMVSS 301 and 303 respectively specify post-crash limits for liquid fuels and compressed natural gas (CNG) [1, 2]. These limits have been used as a benchmark for setting leakage limits for hydrogen, based on energy equivalence, in industry standards and proposed or enacted international regulations [3, 4]. However the properties of hydrogen with regard to leak behavior and combustion are very different from those of liquid fuels or CNG. Gasoline will pool and dissipate slowly. CNG and hydrogen will rise and dissipate more rapidly. Hydrogen has a much wider range of flammability in air than most fuels, including CNG: 4% to 75% for hydrogen versus 5% to 15% for CNG. Therefore, a research program was developed and executed to assess the safety of the proposed allowable leak rate for hydrogen, through leak and ignition experiments in and around vehicles and vehicle compartment simulators. U1 - 22nd International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationWashington,DC StartDate:20110613 EndDate:20110616 Sponsors:National Highway Traffic Safety Administration KW - Federal Motor Vehicle Safety Standards KW - Flammability KW - Fuel cell vehicles KW - Hydrogen fuels KW - Leakage KW - Postcrash phase KW - Standards KW - Vehicle fires KW - Vehicle safety UR - http://www-esv.nhtsa.dot.gov/Proceedings/22/isv7/main.htm UR - https://trid.trb.org/view/1360442 ER - TY - CONF AN - 01570154 AU - Aoki, Hirofumi AU - Hung, Nguyen Van Quy AU - Yasuda, Hiroshi AU - National Highway Traffic Safety Administration TI - Perceptual Risk Estimate (PRE): An Index of the Longitudinal Risk Estimate PY - 2011 SP - 6p AB - Background: In order to help reduce rear-end collisions, a forward vehicle collision warning system has been developed and deployed. The effectiveness of the system largely depends on how early the warning can be given. However, there is also a need to consider that too early warning may cause a nuisance because the driver may not feel any avoidance maneuver is necessary at the timing. If the system can alert the driver by detecting the absence of braking at the normal timing based on his/her longitudinal risk estimate, the warning can be acceptable without nuisance. In order to achieve the goal, the authors aimed to develop an index of the driver's perceptual estimate of longitudinal risk. Method: First, the authors hypothesized that a driver judges when to brake based on two kinds of perception: kinematic perception to approach a lead vehicle and dynamic perception when the lead vehicle decelerates. Each perception was derived from previous studies of human perception. Then, an index of the longitudinal risk estimate reflecting these kinds of perception was proposed. The index is formulated as "perceptual relative velocity" divided by "perceptual distance." Both elements are corrected from their physical value so as to reflect their perceptual magnitude. The perceptual distance is the exponent of the distance between the subject vehicle and the lead vehicle. The perceptual relative velocity is the velocity difference of these two vehicles that is corrected by the subject vehicle's velocity and their relative acceleration. The hypothesis was tested on test track using two actual vehicles with the combination of various relative velocities and accelerations. Result: It was found that drivers' brake timings were well matched to the hypothesis; they braked when the proposed index reached a certain threshold. Thus, the index was confirmed to be able to measure driver's longitudinal risk estimate. The authors call the index Perceptual Risk Estimate (PRE). Since PRE can describe perceptual longitudinal risk, it is natural to consider that it also can predict the timing when a driver starts steering avoidance maneuver. The timing, i.e., the parameters of PRE, may be different from that of braking, though. The authors again tested with actual vehicles and found that PRE also matches to steering avoidance timing, and as they expected, the parameters were different from the ones for brakes. Finally, PRE was compared with other indices (TTC, THW, Risk Perception (RP), and KdB_c) and it was shown that the PRE is a comprehensive and enhanced model of those indices. U1 - 22nd International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationWashington,DC StartDate:20110613 EndDate:20110616 Sponsors:National Highway Traffic Safety Administration KW - Braking KW - Crash avoidance systems KW - Crash exposure KW - Distance perception KW - Human factors KW - Precrash phase KW - Rear end crashes KW - Risk KW - Velocity perception UR - http://www-esv.nhtsa.dot.gov/Proceedings/22/isv7/main.htm UR - https://trid.trb.org/view/1361263 ER - TY - CONF AN - 01570153 AU - Seiniger, Patrick AU - Bartels, Oliver AU - Langner, Tobias AU - Wisch, Marcus AU - National Highway Traffic Safety Administration TI - Development of a Target Propulsion System for ASSESS PY - 2011 SP - 8p AB - The ASSESS project is a collaborative project that develops test procedures for pre-crash safety systems like Automatic Emergency Braking (AEB). One key criterion for the effectiveness of e.g. AEB is reduction in collision speed compared to baseline scenarios without AEB. The speed reduction for a given system can only be determined in real world tests that will end with a collision. Soft targets that are crashable up to velocities of 80 km/h are state of the art for these assessments, but ordinary balloon cars are usually stationary targets. The ASSESS project goes one step further and defines scenarios with moving targets. These scenarios define vehicle speeds of up to 100 km/h, different collision scenarios and relative collision speeds of up to 80 km/h. This paper describes the development of a propulsion system for a soft target that aims to be used with these demanding scenario specifications. The Federal Highway Research Institute’s (BASt’s) approach to move the target is a self-driving small cart. The cart is controlled either by a driver (open-loop control via remote-control) or by a computer (closed-loop control). Its weight is limited to achieve a good crashability without damages to the test vehicle. To the extent of the authors' knowledge BASt’s approach is unique in this field (other carts cannot move at such high velocities or are not crashable). This paper describes in detail the challenges and solutions that were found both for the mechanical construction and the implementation of the control and safety system. One example for the mechanical challenges is e.g. the position of the vehicle’s center of gravity (CG). An optimum compromise had to be found between a low CG oriented to the front of the vehicle (good for driveability) and a high CG oriented to the rear of the vehicle (good for crashability). The soft target itself which is also developed within the ASSESS project will not be covered in detail as this is work of a project partner. Publications on this will follow. The paper also shows first test results, describes current limitations and gives an outlook. It is expected that the presented test tools for AEB and other pre-crash safety systems is introduced in the future into consumer testing (NCAP) as well as regulatory testing. U1 - 22nd International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationWashington,DC StartDate:20110613 EndDate:20110616 Sponsors:National Highway Traffic Safety Administration KW - Active safety systems KW - Automatic braking KW - Crash avoidance systems KW - Technology assessment KW - Test procedures KW - Test vehicles KW - Testing equipment KW - Vehicle tests UR - http://www-esv.nhtsa.dot.gov/Proceedings/22/isv7/main.htm UR - https://trid.trb.org/view/1360943 ER - TY - CONF AN - 01570152 AU - Kiebach, Helge AU - National Highway Traffic Safety Administration TI - Influence of Driver Assistance Systems on Repair Costs PY - 2011 SP - 7p AB - The growing proliferation of driver assistance systems in vehicles has made an increasingly significant contribution to the reduction in the number of fatalities and severities in traffic accidents. Driver assistance systems, such as autonomous pre-crash braking systems can reduce the impact velocity (particularly the impact energy) or can even avoid the crash completely. Thus, by reducing the impact speed in order to decrease the number of serious accidents, the subsequent repair costs of the crashed vehicle can also be lowered. In the following article, based on a crash test (following Euro NCAP with a frontal impact) the influence of driver assistance systems on repair costs after an accident are described and discussed. Particularly, the potential of an integrated safety approach regarding repair cost reduction is described, focusing on an autonomous emergency braking system. The system of an actual BMW 5 Series model will serve as an example. The repair costs of two vehicles crashed with and without an autonomous pre-crash braking system are compared here. The relevant test results are described and discussed, quantifying the effect of the autonomous emergency braking system on the impact speed and, consequently, on the repair cost reduction. Furthermore, an estimate of the benefit of the system in real-world crashes is given. One major result of the test was that with an autonomous emergency braking system, an impact speed reduction of up to 40% (based on the initial speed according to the Euro NCAP test procedure) can be achieved. The benefits generated concerning the damage to a BMW 5 Series are also described. U1 - 22nd International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationWashington,DC StartDate:20110613 EndDate:20110616 Sponsors:National Highway Traffic Safety Administration KW - Active safety systems KW - Automatic braking KW - Automobiles KW - Costs KW - Crash avoidance systems KW - Crash severity KW - Repairing KW - Traffic crashes KW - Vehicle maintenance UR - http://www-esv.nhtsa.dot.gov/Proceedings/22/isv7/main.htm UR - https://trid.trb.org/view/1361007 ER - TY - CONF AN - 01570151 AU - Robinson, Emanuel AU - Lerner, Neil AU - Jenness, James AU - Traube, Eric AU - Brown, Timothy AU - Baldwin, Carryl AU - Llaneras, Robert AU - National Highway Traffic Safety Administration TI - Crash Warning Interface Metrics: Evaluating Driver-Vehicle Interface Characteristics for Advanced Crash Warning Systems PY - 2011 SP - 15p AB - The Crash Warning Interface Metrics (CWIM) project addressed issues of the driver-vehicle interface (DVI) for Advanced Crash Warning Systems (ACWS). The focus was on identifying the effects of certain warning system features (e.g., warning modality) and on establishing common methods and metrics that may be generally applied for evaluating DVIs in different vehicles. The project did not have the goal of proposing standard interfaces for particular warning functions, but it did consider implications for design. The project included analytical activities and five experiments. Each experiment investigated the effects of ACWS DVI on driver behavior or comprehension using a different methodology. An objective of these studies was to determine the appropriateness of the various methodologies for use in subsequent human factors research on ACWS DVIs. Implications were discussed for methods to evaluate DVIs including driving scenarios, research participant characteristics, pre-familiarization with the warning system, the distraction task, the participant’s task and associated expectancies, accommodating user settings and options, the use of comparison benchmarks, and issues in the treatment of data. Key research needs were identified for carrying the work of this project forward, including research related to ACWS modality, ACWS design, and CWIM assessment methods. U1 - 22nd International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationWashington,DC StartDate:20110613 EndDate:20110616 Sponsors:National Highway Traffic Safety Administration KW - Crash avoidance systems KW - Driver vehicle interfaces KW - Human factors KW - Metrics (Quantitative assessment) KW - Vehicle safety KW - Warning devices UR - http://www-esv.nhtsa.dot.gov/Proceedings/22/isv7/main.htm UR - https://trid.trb.org/view/1361109 ER - TY - CONF AN - 01570150 AU - Watanabe, Ryosuke AU - Miyazaki, Hiroshi AU - Kitagawa, Yuichi AU - Yasuki, Tsuyoshi AU - National Highway Traffic Safety Administration TI - Research of Collision Speed Dependency of Pedestrian Head and Chest Injuries Using Human FE Model (THUMS Version 4) PY - 2011 SP - 13p AB - In this research, the collision speed dependency of pedestrian head and chest injuries was investigated using the human FE model THUMS Version 4, independently developed by Toyota Motor Corporation and Toyota Central R&D Labs, Inc. to predict brain and internal organ injuries. In addition, this research also looked at the relationship between impact speed and fatality risk. The study first verified the biofidelity of the THUMS pedestrian model in terms of body region components, such as the head, chest, and lower extremities, and the whole body. The model closely simulated the impact response of each body region component described in the literature. As for the whole body kinematics, the calculated trajectories of each portion of the body during a collision with a vehicle were a good match with those of post mortem human subjects (PMHS) described in the literature. It was also determined that the model predicted injuries at the locations reported in the PMHS tests. Using the validated THUMS model, this research then looked at the relationship of head and chest injuries with collision speed. Collisions between a pedestrian and an SUV were analyzed at three collision speeds of 30, 40, and 50 km/h. Head injuries did not occur at a collision speed of 30 km/h, but in collisions at 40 and 50 km/h the results suggested that a serious brain injury, known as diffuse axonal injury (DAI), occurred. Furthermore, in regard to the chest area, injuries did not occur at 30 km/h, but at 40 km/h bone fractures in the ribs occurred, and at 50 km/h, in addition to an increase in the number of bone fractures in the ribs, the results suggested that serious injuries to internal organs, such as damage to the heart, also occurred. These results correspond with the trends in accident data that indicate that the fatality risk for pedestrians increases when the collision speed is 40 km/h or higher. U1 - 22nd International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationWashington,DC StartDate:20110613 EndDate:20110616 Sponsors:National Highway Traffic Safety Administration KW - Crash victim simulation KW - Finite element method KW - Head KW - Injury characteristics KW - Injury severity KW - Pedestrian-vehicle crashes KW - Pedestrians KW - Thorax KW - Traffic speed UR - http://www-esv.nhtsa.dot.gov/Proceedings/22/isv7/main.htm UR - https://trid.trb.org/view/1360220 ER - TY - CONF AN - 01570149 AU - Kim, Eung-Seo AU - Kwak, Dae-Young AU - Choi, Hyeong-Ho AU - Bae, Han-Il AU - Yang, Seung-Hui AU - Kim, Seung-Man AU - Lee, Dong-Jun AU - Cho, Kwang-Soo AU - National Highway Traffic Safety Administration TI - A Study of Curtain Airbag Design Factors for Enhancement of Ejection Mitigation Performance PY - 2011 SP - 8p AB - A curtain airbag (CAB) plays a significant role in not only protecting an occupant head from side impact crashes, but also preventing an occupant being partially or totally ejected during rollover accidents. As the seriousness of rollover accident has been statistically studied and reported, the latter function of CAB become more emphasized than before. At last, NHTSA released FMVSS226 final rule in January 2011 which limits the linear travel of impactor headform by 100mm. This paper focuses on how to meet the requirement by enhancing CAB design and on establishing design guideline through its parametric study. For this, 9 design factors are selected which have major effect on ejection mitigation performance and the effectiveness of each factor is analyzed. They are cushion pressure, amount of coating, cushion shape, cushion depth, overlapping area between door trim and cushion, strength of cushion mounting tab and tether, location of front tether and lastly, distance between impact target point (A3) and cushion mounting. From this study, the parametric guideline of CAB design factors for satisfying the required excursion limit of 100mm is found out and the test result with the CAB module applied these parameter level shows that the goal is successfully achieved within the excursion of 80mm in all target locations with the test speed of 24kph in accordance with NPRM. At last part, the future work to optimize this for smaller glazing is mentioned. U1 - 22nd International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationWashington,DC StartDate:20110613 EndDate:20110616 Sponsors:National Highway Traffic Safety Administration KW - Curtain air bags KW - Ejection KW - Equipment design KW - Occupant protection devices KW - Performance measurement KW - Rollover crashes KW - Side air bags KW - Vehicle safety UR - http://www-esv.nhtsa.dot.gov/Proceedings/22/isv7/main.htm UR - https://trid.trb.org/view/1360273 ER - TY - CONF AN - 01570148 AU - Prüggler, Adrian AU - Huber, Philipp AU - Rieser, Andreas AU - Steiner, Kurt AU - Kirschbichler, Stefan AU - Eichberger, Arno AU - National Highway Traffic Safety Administration TI - Implementation of Reactive Human Behavior in a Numerical Human Body Model Using Controlled Beam Elements as Muscle Element Substitutes PY - 2011 SP - 7p AB - The reduction of road casualties and injury risk is a major goal of automotive engineering. Manufacturers are confronted with increasing safety regulations, stricter exhaust gas pollution regulations and strong competition. Hence, cost efficiency is a significant concern of automotive industry. Furthermore the development of innovative safety systems such as adaptive restraints and collision avoidance systems calls for new methods for system design and evaluation beyond laboratory crash tests. Cost efficiency is achieved with numerical simulations using Multibody System (MBS) or Finite Element Method (FEM) techniques partly substituting full vehicle testing. Focus has been on simulations of the crash phase but innovative safety systems call for consideration of the low g precrash phase. Therefore the use of crash test dummies and their numerical representations which are designed for higher loading, is not satisfying. The use of numerical human body models is a promising approach to further improve bio-fidelity. Nevertheless, for pre-crash simulations the influence of muscle activity on the passenger kinematics induced by the vehicle motion is no longer negligible for real life safety. Hence the OM4IS (“Occupant Model for Integrated Safety”) project was initiated by a large consortium including scientific partners (Virtual Vehicle Research and Test Center, Graz University of Technology, Bundesanstalt für StraßenwesenBASt) and industry partners (Partnership for Dummy Technology and Biomechanis, Robert Bosch GmbH, Toyoda Gosei Europe, TRW Automotive, DYNAmore GmbH). The challenge is to identify human movement and behavior patterns (position and muscle activity) during pre-crash phase and implement these patterns into a suitable human body model. The present paper describes first results to implement muscle activity into a simplified version of the numerical model Total HUman Model for Safety (THUMS) developed by Toyota Motor Corporation and Toyota Central R&D Labs. This model represents a 50th percentile American Male (AM50) and is implemented into the explicit finite element software LS-Dyna. As a starting point, the reactive behavior of humans in two distinct load cases, an emergency braking maneuver and a single lane change are investigated. Movement and behavior patterns as well as muscle activity are analyzed by volunteer tests on sled and full vehicle level. An infrared based 3D motion capturing system and an electromyography measurement (EMG) system are used. Methodology and results of this behavior pattern analysis is presented in a separate paper. A simplified FE model that qualitatively reproduces human motion patterns in the selected load cases is developed. The first version of the model features a simplification of the THUMS model replacing the deformable parts by rigid body parts and using kinematic joints. Major muscle groups are implemented as beam elements which can be controlled using coupling of LS-Dyna software and Matlab/Simulink. The model should be able to reproduce volunteers’ movements for two load cases (acceleration in frontal and lateral direction) and in the second modeling step identified human movement and behavior pattern should be implemented qualitatively which is presented in a separate publication. At this stage computing time efficiency, numerical stability and implementation in the automotive development process were not of first priority. Furthermore the study concentrates on occupants’ acceleration induced reactions and not on active movements. U1 - 22nd International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationWashington,DC StartDate:20110613 EndDate:20110616 Sponsors:National Highway Traffic Safety Administration KW - Crash injury research KW - Crash victim simulation KW - Finite element method KW - Muscles KW - Occupant kinetics KW - Posture KW - Precrash phase UR - http://www-esv.nhtsa.dot.gov/Proceedings/22/isv7/main.htm UR - https://trid.trb.org/view/1360239 ER - TY - CONF AN - 01570146 AU - Matsui, Yasuhiro AU - Takahashi, Kunio AU - Imaizumi, Ryoko AU - Ando, Kenichi AU - National Highway Traffic Safety Administration TI - Car-To-Pedestrian Contact Situations in Near-Miss Incidents and Real-World Accidents in Japan PY - 2011 SP - 7p AB - The number of traffic deaths in Japan was 4,863 in 2010. When looking at the number of the road accident fatalities (4,863) in 2010, it reveals that pedestrians account for the highest number (1,714, 35%). To reduce the severity of injuries and the number of deaths, active safety devices providing pedestrian detection are considered to be ones of the effective countermeasures. The detailed features of the contact scenarios in car-to-pedestrian are necessary to develop the safety devices. Since the information on the real-world accidents was limited, the authors focused on the near-miss scenarios captured by drive recorders installed in passenger cars. The first purpose of the present study is to ascertain the utility of using near-miss scenarios for understanding the features of the contact situations between cars and pedestrians. In the present study, the authors investigated the similarities between the data of near-miss incidents including motion pictures captured by drive recorders and the data of national traffic accidents based on real-world fatal pedestrian accidents in Japan. This study used 163 motion pictures of near-miss car-to-pedestrian incident data collected by the Society of Automotive Engineers of Japan (J-SAE) from 2005 to 2009. The results indicated that 70% pedestrians at intersections or on straight roads were crossing the roads in front of the forward moving cars both in accidents and near-miss incidents. Considering the features of pedestrians’ behaviors from this result, the authors found similarities between accidents and near-miss incidents. It was made clear that one could estimate the situations in pedestrians’ accident from the near-miss incident data which included motion pictures capturing pedestrian behaviors. The second purpose of the present study is to estimate the time to collision (TTC) from the near-miss incident data. This study analyzed 103 near-miss car-to-pedestrian incident data in which pedestrians were crossing the roads in front of the forward moving cars at intersections or on straight roads. The authors calculated the TTC from the velocity of a car with an installed drive recorder and the distance between a car and a pedestrian at the moment a pedestrian initially appeared on a motion picture captured by the drive recorder. As a result, the average TTC was 1.7 seconds (SD 1.3 seconds). The average TTC was 1.8 seconds in cases that pedestrians were walking across a crosswalk, which was longer than the average TTC 1.4 seconds in the cases that pedestrians were walking across the roads without a crosswalk. The authors propose that the specifications of the safety device for the pedestrian detection and for automatic braking should reflect the detailed information including the TTC obtained by the near miss situations, in which the worst situation was assumed that the cars were moving toward pedestrians without braking due to car driver's inattentiveness. U1 - 22nd International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationWashington,DC StartDate:20110613 EndDate:20110616 Sponsors:National Highway Traffic Safety Administration KW - Active safety systems KW - Automatic braking KW - Crash analysis KW - Crash avoidance systems KW - Japan KW - Pedestrian detectors KW - Pedestrian safety KW - Pedestrian vehicle interface KW - Pedestrian-vehicle crashes UR - http://www-esv.nhtsa.dot.gov/Proceedings/22/isv7/main.htm UR - https://trid.trb.org/view/1360946 ER - TY - CONF AN - 01570145 AU - Rhule, Heather AU - Mallory, Ann AU - Hagedorn, Alena AU - National Highway Traffic Safety Administration TI - Real World Older Occupant Crash Data and Sensitivity of THOR-NT and WorldSID Dummy Thoraces PY - 2011 SP - 14p AB - Thoracic injury to elderly occupants in motor vehicle crashes is a serious concern. If these injuries to elderly occupants are to be reduced, several things need to be considered: 1) How is crash severity (Delta V) related to serious thoracic injury of older occupants? 2) Are crash test dummies sensitive enough for use in estimating thoracic injury risk to older occupants? and 3) What are the injury measurements in advanced dummies related to injury risk for older occupants? Analysis of National Automotive Sampling System Crashworthiness Data System (NASS CDS) cases was performed to study the relative risk of serious thoracic injury among younger and older males and females, examine the distribution of Delta V (velocity change) for older occupants with serious thoracic injury, and identify Delta V’s with the largest percentage of older occupant serious thoracic injury cases in frontal and side impacts. Cases of occupants in motor vehicle crashes were drawn from NASS CDS for vehicle model years 1997-2008 for side impacts (all seat positions) and for vehicle model years 1994-2008 for frontal impacts (front seat only). Age groups utilized for data analysis included 20-39 and 65+ for side impacts and 20-39 and 60+ for frontal impacts. To evaluate sensitivity of current midsize male crash test dummies, certification-type pendulum impacts to the thorax of the Thor-NT and the WorldSID dummies were conducted at impact velocities between 1.0 and 6.5 m/s. Age-adjusted injury risk curves for the WorldSID midsize male were generated based on data by Petitjean et al. (2009). Injury risk curves for the Thor-NT dummy are not yet available. Results of the current study show that occupant gender has a negligible effect on injury vulnerability in side impacts, whereas in frontal impacts, gender appears to play a more important role than age. In recent model year vehicles, the distribution of Delta V for older occupants with serious thoracic injury was approximately 10 km/h lower than that for seriously injured younger occupants in side impacts, but they were similar among seriously injured older and younger occupants in frontal impacts. The rate of older female injury was 6.5 times higher than that for younger females in frontal impacts, warranting further research. In real-world side impacts, 70% of older occupants with serious thoracic injuries were in crashes with a Delta V of 26 +/- 10 km/h in the current data set. In real-world frontal impacts, 42% of older occupants with serious thoracic injuries were in crashes with a Delta V of 29 +/- 10 km/h in the current data set. The WorldSID and Thor-NT dummies demonstrate excellent sensitivity and could potentially be used for evaluating injury risk for elderly occupants in lower severity impact tests. Injury risk curves for the WorldSID dummy have been generated for 65 year old mid-sized male occupants, from which a risk level can be established for use in evaluating injury risk to older occupants in side impact. U1 - 22nd International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationWashington,DC StartDate:20110613 EndDate:20110616 Sponsors:National Highway Traffic Safety Administration KW - Aged KW - Crash data KW - Crash injury research KW - Crash victim simulation KW - Dummies KW - Gender KW - Injury characteristics KW - Injury severity KW - Thorax UR - http://www-esv.nhtsa.dot.gov/Proceedings/22/isv7/main.htm UR - https://trid.trb.org/view/1360498 ER - TY - CONF AN - 01570144 AU - Lange, Robert AU - Jacuzzi, Eric AU - Soderborg, Nathan AU - Pearce, Harry AU - National Highway Traffic Safety Administration TI - Injury Mitigation Technology Applications and the Relationships to Vehicle Mass, Price, and Fuel Economy PY - 2011 SP - 11p AB - Managing the vehicle level trade-offs between motor vehicle safety performance consequent to the application of new injury control technologies and the potential increasing mass effects consequent to application of those technologies on the one hand, and the needs and desires for increased fuel economy through reduction in vehicle mass on the other hand, is a complex and vexing challenge. Historically, most studies of vehicle safety performance and fuel economy have focused upon the collision injury performance of vehicles as a function of vehicle mass. This study examines the connection from a somewhat different perspective by examining vehicle level attribute data (price, mass, and fuel economy) from both public and commercial sources for changes that register at a make/model level in the model years in which newly emerging safety technologies have been made standard. The installation of injury mitigation technologies over the period 1998 through 2010 has been studied at the make/model/model year level for base or near-base model vehicles sold in the United States. The introduction and application of 28 safety technologies has been collected from multiple automotive reporting services (including: edmunds.com, Ward’s Automotive, msn.com, iihs.org, and safercar.gov). A census of technology presence has been tabulated by: technology, manufacturer, make, model, model year, body style, and technology presence as standard or optional equipment. Corresponding base vehicle price, mass and fuel economy data have also been tabulated using publicly available sources for such vehicle level attribute data. Unique vehicle make/model combinations were paired for model years immediately prior to the installation of a new emerging safety technology and the model year of first standard installation of the particular technology. This also includes models for which a technology was optional and then became standard equipment. Changes in the vehicle level mass, price, and fuel economy were calculated and tabulated for multiple specific technologies and the change results are presented herein. U1 - 22nd International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationWashington,DC StartDate:20110613 EndDate:20110616 Sponsors:National Highway Traffic Safety Administration KW - Fuel consumption KW - Motor vehicles KW - Prices KW - Safety equipment KW - Technology assessment KW - Vehicle safety KW - Vehicle weight UR - http://www-esv.nhtsa.dot.gov/Proceedings/22/isv7/main.htm UR - https://trid.trb.org/view/1360469 ER - TY - CONF AN - 01570143 AU - Bostrom, Ola AU - Kruse, Dion AU - National Highway Traffic Safety Administration TI - A Sled Test Method for Small Overlap Crashes and Fatal Head Injuries PY - 2011 SP - 9p AB - A large portion of fatal crashes are characterized by passenger cars being hit at the front but without engaging the drive train or longitudinal structural beams. The objective of this paper was to describe a cost-effective sled test method developed to address the issue of small overlap crashes and fatal head injuries. A real-life small overlap crash and literature review revealed that, in most cases, fatal injuries were multiple and the dominating injury mechanisms were head impacts with the inboard side, A-pillar, or external objects. Full-scale crashes with the THOR dummy confirmed this. A sled test method was developed replicating the critical events in the fullscale crashes. In additional tests with the HIII dummy there was no indication of head contact with the inboard side. In conclusion, sled tests with the THOR dummy may be used in the evaluation of restraints' ability to protect occupants in small overlap types of crashes. U1 - 22nd International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationWashington,DC StartDate:20110613 EndDate:20110616 Sponsors:National Highway Traffic Safety Administration KW - Crash victim simulation KW - Crashworthiness KW - Fatalities KW - Frontal crashes KW - Injury characteristics KW - Restraint systems KW - Sled tests UR - http://www-esv.nhtsa.dot.gov/Proceedings/22/isv7/main.htm UR - https://trid.trb.org/view/1360208 ER - TY - CONF AN - 01570142 AU - Lange, Robert AU - Soderborg, Nathan AU - Pearce, Harry AU - Balavich, Karen AU - Huang, Su-Wei AU - National Highway Traffic Safety Administration TI - Side Impact Air Bag Efficacy, Injury Mitigation Performance in Vehicle Models With and Without Side Impact Air Bags and Inflatable Head Protection PY - 2011 SP - 9p AB - New injury control technologies are continually emerging in the automotive marketplace. Insertion mechanisms and rates vary based on the complexity and stability of the technology, the cycle of new vehicle and platform introductions, and consumer acceptance. The injury control effectiveness of newly emerging technologies is assessed based upon changes recorded in collision related injury and fatality data from US Federal and State motor vehicle collision databases. This analysis provides an assessment of side impact air bag (SIAB) effectiveness based upon data from the Fatality Analysis Reporting System (FARS). The study considers vehicle models over the time period 1998 to 2008 that converted from having no side impact air bags available to having side impact air bags as standard equipment. Distinctions are made between two types of side impact air bags: torso (or thorax) side air bags and roof rail mounted head curtain air bags. Estimates of effectiveness are based on comparisons of fatality rates for the 2 years prior to insertion of the injury control technology and 2 years following insertion in each model pair. U1 - 22nd International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationWashington,DC StartDate:20110613 EndDate:20110616 Sponsors:National Highway Traffic Safety Administration KW - Crash data KW - Fatalities KW - Fatality Analysis Reporting System KW - Injury rates KW - Occupant protection devices KW - Performance measurement KW - Side air bags KW - Side crashes KW - Vehicle safety UR - http://www-esv.nhtsa.dot.gov/Proceedings/22/isv7/main.htm UR - https://trid.trb.org/view/1360267 ER - TY - CONF AN - 01570140 AU - Pellettiere, Joseph A AU - Moorcroft, David AU - Olivares, Gerardo AU - National Highway Traffic Safety Administration TI - Anthropomorphic Test Dummy Lumbar Load Variation PY - 2011 SP - 10p AB - The Federal Aviation Administration (FAA) has a number of standards and regulations that are designed to protect occupants in the event of a crash. Compliance with these regulations is described in the Code of Federal Regulations 14 CFR 25.562 for transport category aircraft, with similar regulations for other types of aircraft in parts 23, 27, and 29. One of these required tests is a seated dynamic impact with either a Hybrid II or FAA Hybrid III Anthropomorphic Test Device (ATD) with a pulse which has a primary vertical component. Vertical loading can be obtained in other environments such as under vehicle blast, ejection seat testing, or as part of a vehicle rollover. When the commonly used ATDs were developed, focus was placed on frontal impact performance with some consideration given to rear and lateral loading. It has recently been brought up that there could be significant variability in the compressive lumbar load measurement during vertical impacts. This variability could be between tests with the same ATD, between tests within the same ATD family, and between ATDs attempting to measure the same response. To quantify this issue, data from several test sources including from the Civil Aerospace Medical Institute, National Institute for Aviation Research and the Air Force Research Laboratory was collected. Cases were selected where the primary loading phase was in the vertical direction on a variety of ATDs including the Hybrid II, FAA Hybrid III, Hybrid III, and aerospace variants. These cases also included different configurations including restraint systems, cushions, and acceleration levels. This study was limited to only investigating the compressive variability and not the bending moment or in cases where significant multi axial loading could occur. Also, since these data were from different test laboratories, slight differences in test procedures could also have affected the results. Through this analysis it was shown that the Hybrid III had the most repeatable response whether it was the FAA Hybrid III or the aerospace Hybrid III. One issue noted was the lack of calibration methods for the lumbar spine to assess its current characteristics. Without this calibration method, there is no way other than visual inspection which would only show gross changes to determine when a lumbar spine segment has been degraded. Such a performance requirement should be developed for both ATDs currently in the field and those being newly developed and used such as the THOR. U1 - 22nd International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationWashington,DC StartDate:20110613 EndDate:20110616 Sponsors:National Highway Traffic Safety Administration KW - Aircraft crash victims KW - Back KW - Crash injuries KW - Crash victim simulation KW - Dummies KW - Impact loads KW - Spinal column KW - U.S. Federal Aviation Administration KW - Vertebrae UR - http://www-esv.nhtsa.dot.gov/Proceedings/22/isv7/main.htm UR - https://trid.trb.org/view/1360205 ER - TY - CONF AN - 01570138 AU - Yasuda, Hiroshi AU - Kozato, Akio AU - Tanaka, Shin AU - Mochida, Tsutomu AU - Tajima, Jun AU - National Highway Traffic Safety Administration TI - A Generative Approach to Estimate Effects of Safety Systems for Rear-End Collisions Using ASSTREET PY - 2011 SP - 8p AB - Estimating the benefits of advanced safety systems before introducing to markets is useful to develop and enhance the systems effectively. Several estimation methods have been proposed to date. Some are based on comprehensive accident data such as those of NASS-CDS. Others are based on proving-ground test results. However, actual accidents present much more permutations and configurations of striking and struck vehicles than those. Furthermore, driver behavior varies among cases. This paper presents a proposal of a novel method that addresses the issues described above. First, a virtual traffic flow that represents an actual one is created. Then, the way in which an active safety system is expected to play its role in accidents happening in traffic is measured. The Advanced Safety System & Traffic REaltime Evaluation Tool (ASSTREET) was used to generate road environment, vehicle movements, and driver behavior. In order to show the usefulness of the method, a pre-collision system (PCS) with forward collision warning (FCW), pre-collision brake assist (PBA), and pre-collision brake (PB) functions were applied as the active safety system. The procedure is the following. A virtual traffic flow was created. On a simple road environment with intersections and traffic signals, numerous vehicles run under traffic rules on ASSTREET. The vehicles' speed distribution and the duration of the stopping period were adjusted to match realistic driving data measured on roadways, by the road parameters such as speed limits and the distance between intersections. Next, rear-end collisions in the virtual traffic flow were created. Driver errors and braking reaction after noticing the collision danger were incorporated into the virtual driver behavior. Because most of the driver errors in rear-end collisions are attributable to inattention, the inattention period and the brake reaction time with a convincing distribution were given to the virtual drivers. The braking deceleration distribution, which is also necessary characteristics for pre-collision reconstruction, was obtained using our driving simulator through the ACAT (Advanced Collision Avoidance Technology) program with NHTSA (National Highway Traffic Safety Agency). The distribution of the combination of striking vehicle speed and struck vehicle speed agreed well with actual data. Consequently, rear-end collisions in the simulation were regarded as representing actual ones. Finally, the benefit of PCS was estimated. Rear-end collisions in the virtual traffic flow were generated by vehicles with no active safety systems. After collecting all rear-end collision pairs of striking and struck vehicles, a PCS was installed in striking vehicles. Then the simulation was repeated. Comparing the results obtained with and without use of the system clarifies the PCS benefit. The advantage of this method is that a mass of rear-end collisions enables evaluation of PCS' specification differences quantitatively. Results clearly indicate circumstances in which the system is expected to function effectively. Although the current simulation is considered as covering most of rear-end collisions that people might happen to encounter, such scenarios as avoidance by steering, collision during negotiation of a curve, and collision with a cutting-in vehicle have not been simulated yet. Those will be addressed in the near future. U1 - 22nd International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationWashington,DC StartDate:20110613 EndDate:20110616 Sponsors:National Highway Traffic Safety Administration KW - Active safety systems KW - Crash avoidance systems KW - Performance measurement KW - Rear end crashes KW - Simulation KW - Technology assessment KW - Vehicle safety UR - http://www-esv.nhtsa.dot.gov/Proceedings/22/isv7/main.htm UR - https://trid.trb.org/view/1360941 ER - TY - CONF AN - 01570137 AU - Digges, Kennerly AU - Augenstein, Jeffrey AU - Hardy, Warren AU - Cavanaugh, John AU - Jermakian, Jessica Steps AU - Echemendia, Cristina AU - Shah, Chirag AU - National Highway Traffic Safety Administration TI - Measurement of Aortic Injuries in Lower Severity Near-Side Impacts PY - 2011 SP - 12p AB - NASS and Miami Trauma Center data were analyzed to determine the crash environments that produce aortic injuries in lower severity side impacts. Crash tests were analyzed to determine the injury producing acceleration and intrusion environments. Cadaver tests were conducted using high speed X-ray to examine aortic displacements in response to impacts. Biaxial tensile tests of aortic tissue were conducted to determine their dynamic response to loading. FEM and MADYMO models were run to determine the response of the vehicle structure, the human and the aorta when exposed to injury producing environments. For the seriously or fatally injured population in the William Lehman Injury Research Center (WLIRC) database who were exposed to side impacts, 24% had aortic injuries. By contrast, the injury rate in NASS was about 5%. In WLIRC data, 60% of the aortic injuries occurred at crash severities below 30 mph delta-V. In NASS, 28% occurred at the lower crash severity. Crash factors in lower severity near-side crashes that influence aortic injury risk include the extent of intrusion, the occupant age, and a D or Y vehicle damage pattern. The best predictor of aortic injury risk, based on currently available cadaver tests utilizes a combination of spinal z acceleration and chest viscous criterion. Based on this metric, the IIHS test condition produced a higher risk of aortic injury than the side NCAP or the side Y-NCAP tests. Testing of aortic tissue found a general weakness in tension. The inner layer of aortic tissue was found weaker during tension tests of the tissue and initialized tearing under yield tensile loading to the tissue. Rupture of the inner layer may not produce physiological changes immediately but sudden death can result should all three layers rupture. Death caused by delayed rupture of all layers occurred for 60% of the WLIRC patients with side impact induced aortic injuries who survived more than one hour. This result suggests that a large fraction of those with aortic injury produced in low severity side impacts could be treated successfully if diagnosed in time. U1 - 22nd International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationWashington,DC StartDate:20110613 EndDate:20110616 Sponsors:National Highway Traffic Safety Administration KW - Arteries KW - Crash characteristics KW - Crash injuries KW - Crash injury research KW - Injury characteristics KW - Outcome (Medical treatment) KW - Side crashes UR - http://www-esv.nhtsa.dot.gov/Proceedings/22/isv7/main.htm UR - https://trid.trb.org/view/1360517 ER - TY - CONF AN - 01570135 AU - Roth, Erwin AU - Dirndorfer, Tobias J AU - Knoll, Alois AU - von Neumann-Cosel, Kilian AU - Ganslmeier, Thomas AU - Kern, Andreas AU - Fischer, Marc-Oliver AU - National Highway Traffic Safety Administration TI - Analysis and Validation of Perception Sensor Models in an Integrated Vehicle and Environment Simulation PY - 2011 SP - 9p AB - The number of Advanced Driver Assistance Systems (ADAS) in future vehicle generations will increase steadily in order to support drivers by means of comfort-, safety- and ecology-functions. Along with the ascent of ADAS functions, the challenge for developers to prove the safety and reliability of the overall system increases. The risk for people and test equipment involved in potentially dangerous real world test scenarios and the great efforts required to achieve reproducible results in real driving tests make an alternative test method necessary. Therefore, Audi is working together with partners on the development of "Virtual Test Drive" (VTD) [VIR01], a modular, computer-based system for the integrated simulation of a virtual vehicle in a virtual environment. VTD supports engineers throughout the development, testing and validation process of ADAS. It contains reusable components, interfaces, models and tools which can be shared by different simulation variants (Software-, Hardware-, Model-, Driver- and Vehicle-in-the-loop) and applied at different stages of the development and testing process. The VTD simulation environment enables realistic closed-loop simulations to analyze the interaction between simulation components, such as sensor systems, actuators and a model of the vehicle environment as well as the assistance or safety functions under test. This paper presents in particular a method for the analysis and validation of perceptive sensor models generating synthetic sensor data (e.g. Video Camera, RADAR, LIDAR, etc.) in VTD. The simulated perception sensor data is compared to real sensor data in a number of selected scenarios. The process of generating synthetic sensor data with VTD using perception sensor models starts with the recording of a real vehicle test drive in a real world test scenario. GPS trajectory coordinates as well as vehicle state data and perception sensor data are recorded during defined approach and collision scenarios between the ego-vehicle and target objects. In a second step, these data is imported into VTD and synthetic sensor data is generated by feeding the recorded trajectory and vehicle state data through VTD sensor models. In a final step the synthetic sensor data is converted to the same format as the recorded real sensor data. The aim of this conversion step is to evaluate and validate the synthetic data by using the same toolchain as it is done for the real sensor data. The novelty of the method presented in this paper is its reusability for different sensor models, functions and test scenarios and moreover the high level of automation reachable. U1 - 22nd International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationWashington,DC StartDate:20110613 EndDate:20110616 Sponsors:National Highway Traffic Safety Administration KW - Data fusion KW - Driver support systems KW - In vehicle sensors KW - Performance KW - Simulation KW - Validation KW - Vehicle safety KW - Virtual reality UR - http://www-esv.nhtsa.dot.gov/Proceedings/22/isv7/main.htm UR - https://trid.trb.org/view/1361011 ER - TY - CONF AN - 01570134 AU - Belcher, Thomas AU - Terrell, Mark AU - Tylko, Suzanne AU - National Highway Traffic Safety Administration TI - An Assessment of WorldSid 50th Percentile Male Injury Responses to Oblique and Perpendicular Pole Side Impacts PY - 2011 SP - 17p AB - Pole side impact crash tests are in use in regulatory and consumer programs around the world. There is some diversity in the test methods that are applied, including the suitability of available side impact dummies for use in these tests. For the WorldSID 50th percentile adult male dummy, much theoretical discussion has focussed on the likely rib response, including the direction of this response in oblique and perpendicular pole side impacts. With the advent of multi-dimensional rib deflection measurement systems, such as 2D-IRTRACC and “RibEye”, it is possible to investigate this question. This paper reports on a series of six vehicle-to-pole side impact tests conducted using a WorldSID 50th percentile male dummy on the struck side of the vehicle fitted with the “RibEye” measuring system for the abdomen, thorax and shoulder. In addition, a WorldSID 50th percentile male fitted with the conventional IRTRACC system was installed on the non-struck side. Two large Australian made passenger sedans were tested using three different pole side impact methods. The test methods investigated were a perpendicular impact aimed at the head centre of gravity, a perpendicular impact aimed 100 mm forward of the head centre of gravity, and an FMVSS 214 based oblique impact. All tests were conducted with an impact velocity of 32 km/h. Theoretical IRTRACC deflections are calculated from the “RibEye” data. The objective of this study was to evaluate the effect of pole impact angle and alignment on injury risk as predicted by struck and non-struck side WorldSID 50th percentile adult males. Important contributing factors to this response including the vehicle structural response, recorded airbag fire time, and airbag deployment characteristics are also analysed. Both vehicle models selected were fitted with combination head and thorax side airbags, but with different impact sensing systems. The vehicles also represented different generations of structural and airbag development. X and Y axis deflections are analysed in comparison with the calculated IRTRACC values. These show a distinct difference between perpendicular and oblique test configurations, and differences resulting from impact location. An additional factor is airbag deployment, as in some cases airbag entrapment resulted in differences in thorax and head response. Occupant-to-occupant interaction is also analysed, with this contact producing HIC36 results normally associated with a high probability of fatal head injury in five of the six tests conducted. U1 - 22nd International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationWashington,DC StartDate:20110613 EndDate:20110616 Sponsors:National Highway Traffic Safety Administration KW - Crash injury research KW - Dummies KW - Impact tests KW - Injury characteristics KW - Males KW - Occupant kinetics KW - Side air bags KW - Side crashes KW - Test procedures UR - http://www-esv.nhtsa.dot.gov/Proceedings/22/isv7/main.htm UR - https://trid.trb.org/view/1360272 ER - TY - CONF AN - 01570132 AU - Augenstein, Jeffrey AU - Digges, Kennerly AU - Bahouth, George AU - Cui, Xiao AU - Higuchi, K AU - Hiromasa, T AU - St Lawrence, S AU - National Highway Traffic Safety Administration TI - Occupant Injuries in Frontal Crashes by Age, Weight and BMI PY - 2011 SP - 10p AB - The paper used NASS/CDS to examine the distribution of belted front seat occupants exposed to frontal crashes and the resulting injured at the MAIS 3+ severity level. The data was subdivided by occupant weight, BMI, and age. Further subdivisions by gender and crash severity were included. The age effect was most pronounced. Injury risk for all ages increases with delta-V. However, exposure at higher speeds is lower for occupants over 35 years old than for the younger population. Occupants under 35 experience the highest number of injuries in higher speed crashes while injuries to older occupants are more uniformly distributed. About 17% of the occupants with MAIS 3+ injuries were 55 and older and were also in low or moderate severity crashes. The increasing weight and BMI of the US population was also evident in the data. Occupants weighing more than 205 lbs. in higher severity frontal crashes accounted for about 7% of the of the belted front seat occupants with MAIS 3+ injuries. Another 9.5% weighed between 175 and 205 lbs. U1 - 22nd International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationWashington,DC StartDate:20110613 EndDate:20110616 Sponsors:National Highway Traffic Safety Administration KW - Age KW - Crash data KW - Front seat occupants KW - Frontal crashes KW - Human body mass KW - Human body size KW - Injury severity KW - Weight UR - http://www-esv.nhtsa.dot.gov/Proceedings/22/isv7/main.htm UR - https://trid.trb.org/view/1360714 ER - TY - CONF AN - 01570131 AU - Bloch, Byron AU - National Highway Traffic Safety Administration TI - Protecting Occupants in Rollover Crashes: Case Examples and Latest Technologies PY - 2011 SP - 15p AB - NHTSA has documented that rollover accidents account for about 3-percent of all vehicle accident in the United States, yet are responsible for about 30- percent of the deaths, plus thousands of quadriplegics (tetraplegics). The principal mechanisms of injury causation are due to roof crush and occupant ejection. Therefore, stronger roof design is needed to prevent the buckling and crushing down of the roof into the occupants’ “survival space”. And improved side window glazing, such as using laminated glass instead of tempered glass, will help prevent occupant ejection during rollovers, as well as in other impact modes. Using rollover accident case examples and exemplar vehicles, detailed inspections and analysis show how and why the roof structures failed to adequately maintain the passenger compartment “survival space” and how the consequences often caused quadriplegic injuries. The history and technology of roof design shows safer alternative designs that would have made a safety difference. It is clear that Federal Motor Vehicle Safety Standard 216 (FMVSS 216) on Roof Crush Resistance, which is a minimum requirement, has not ensured a reasonably safe roof in rollover accidents. Upgrades are need to ensure stronger roofs, with dynamic rollover testing to evaluate the total system of roof structural integrity, side window glazing, seatbelt restraints, side curtain airbags, and other measures that will help attain the Vision Zero compassionate goal of preventing needless deaths and injuries. U1 - 22nd International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationWashington,DC StartDate:20110613 EndDate:20110616 Sponsors:National Highway Traffic Safety Administration KW - Case studies KW - Crash injuries KW - Crashworthiness KW - Ejection KW - Occupant protection devices KW - Rollover crashes KW - Vehicle design KW - Vehicle roofs UR - http://www-esv.nhtsa.dot.gov/Proceedings/22/isv7/main.htm UR - https://trid.trb.org/view/1360376 ER - TY - CONF AN - 01570130 AU - Unselt, Thomas AU - Mayer, Christian AU - Chin, Estelle AU - Aparicio, Andrés AU - Muñoz, Óscar AU - Ranovona, Maminirina AU - Tsuchida, Jun AU - Winkler, Bernhard AU - National Highway Traffic Safety Administration TI - Assessment of Behavioral Aspects in Integrated Safety Systems (EU FP7 Project Assess) PY - 2011 SP - 14p AB - Integrated vehicle safety systems that combine elements from primary and secondary safety have a high potential to improve vehicle safety due to their ability to influence crash conditions and/or to adapt to these crash conditions. The value of pre-crash sensing systems that employ remote exterior sensors (in combination with on-board sensors) to detect dangerous situations and activate primary and secondary safety devices was clearly shown in projects like TRACE, APROSYS, eIMPACT and SAFETY TECHNOPRO. Joint R&D efforts (e.g. PReVENT, CHAMELEON, SAVE-U) have resulted in Pre-Crash Safety systems that are already on the market or close to market introduction. In previous and current projects, the development of test and evaluation procedures was considered to be merely a secondary objective. So far, no procedures have been developed and implemented. Moreover, all the research into test procedures was based on research systems and not on commercially available systems. Because of the above, a project specifically devoted to the development of assessment procedures is required to enable widespread introduction of integrated vehicle safety systems such as pre-crash sensing systems into the vehicle fleet. The main goal of the ASSESS project [1] is to develop harmonized and standardized assessment procedures and related tools for commercially available pre-crash sensing systems. Procedures will be developed for: driver behavior evaluation; pre-crash system performance evaluation; crash performance evaluation; and socio-economic assessment. This paper will present the activities related to the “driver behavior evaluation”. The objective is to provide a tool box for the specific evaluation of behavioral aspects of pre-crash systems and the contribution of the overall system performance. The paper will include the complete test design: test scenarios, measurements, key performance indicators (objective/subjective data) and questionnaires. In addition, needs of behavioral aspects for “system performance evaluation” in test tracks will be discussed (e.g. driver reaction times). The following aspects will be investigated and taken as a first approach towards assessment criteria: driver reaction for intended system performance (especially for semi-autonomous systems); and validation of driver behavior regarding inadequate system reaction or possible side effects due to a FALSE trigger of the system. In order to carry out the experimental studies in driving simulators (6D moving based) and tests tracks with real vehicles and subjects, a common and harmonized test design, including the complete story book, will be presented. Possibilities and limitations of the methods will be also discussed. This paper summarizes the results corresponding to the stability assistance domain of the European project ASSESS (Assessment of Integrated Vehicle Safety Systems for improved vehicle safety, FP7 – SST 2nd call, grant agreement no. 233942). U1 - 22nd International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationWashington,DC StartDate:20110613 EndDate:20110616 Sponsors:National Highway Traffic Safety Administration KW - Active safety systems KW - Crash avoidance systems KW - Driver vehicle interfaces KW - Human factors KW - Integrated systems KW - Precrash phase KW - Technology assessment KW - Test procedures KW - Vehicle safety UR - http://www-esv.nhtsa.dot.gov/Proceedings/22/isv7/main.htm UR - https://trid.trb.org/view/1361112 ER - TY - CONF AN - 01570129 AU - Van Auken, R M AU - Smith, T A AU - Zellner, J W AU - National Highway Traffic Safety Administration TI - Development of a Probabilistic Skull Fracture Model for a 50th Percentile Adult Male Motorcyclist ATD Headform PY - 2011 SP - 15p AB - The ability to measure and quantify the differences in injuries between helmeted and unhelmeted riders of motorcycles, quadricycles and other small open vehicles as well as injuries to other unhelmeted vulnerable road users such as pedestrians has led to the desire to extend motorcyclist injury assessment methods such as those in ISO 13232 (2005) to include the potential for skull fracture due to head contact forces (e.g., direct impact and crushing type injury mechanisms), in addition to the closed-skull brain injury probability calculations based on head accelerations which are currently in the ISO 13232 Standard (2005). A probabilistic injury model was developed for a 50th percentile adult male by correlating human biomechanical data on skull fractures with cranial vault and facial contact mechanical “work.” This injury model was then transformed into an “equivalent work” model applicable to Motorcyclist Anthropometric Test Device (MATD) headform contact forces based on the series of assumptions listed. The biomechanical data comprised 64 cases involving temporoparietal region, maxilla and zygoma fractures as reported in Nahum et al. (1968) and Schneider and Nahum (1972). Laboratory tests were also conducted to measure the MATD contact forces during impact conditions that replicated those of the human cadaver tests reported in the scientific literature. The results demonstrated that the MATD headform contact forces can be measured and used to estimate the probabilities of an AIS 1, 2, 3, and 4 human cadaver face or vault fracture. The AIS probabilities generated from MATD testing were in substantial agreement with the scientific literature. Since the proposed skull fracture criteria are closely related to the forces acting on the skull that can result in bone fracture, rather than indirect measurements of these forces such as head acceleration, it is better suited for predicting skull fractures in some types of injury mechanisms (e.g., crushing type injury mechanisms) that may result in high contact forces but low resultant head accelerations. The resulting injury criteria for a 50th percentile adult male can be used to assess the probabilities of an AIS 2, 3, and 4 vault or AIS 1, 3, and 4 facial fracture resulting from unhelmeted head contact forces, using specialized test sensors and methods or calibrated ISO 13232 type computer simulations. The criteria are well suited for evaluating skull fracture injuries resulting from head contact forces and are complementary to existing head acceleration based injury criteria for closed skull brain injuries that are currently in the Standard. Limitations of the injury criteria are the relatively small number of available biomechanical data and the series of assumptions made. In addition, for potential use in crash tests, an ATD headform with specialized force sensors would also be needed to measure head contact forces in crash tests. The resulting probabilistic injury criteria provide a useful tool to assess the change in injury risks and benefits of potential protective devices for unhelmeted motorcycle and quadricycle riders, as well as pedestrians, using ISO 13232 type computer simulation methods. U1 - 22nd International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationWashington,DC StartDate:20110613 EndDate:20110616 Sponsors:National Highway Traffic Safety Administration KW - Dummies KW - Headforms KW - Injury characteristics KW - Males KW - Motorcycle crashes KW - Motorcyclists KW - Skull fractures KW - Vulnerable road users UR - http://www-esv.nhtsa.dot.gov/Proceedings/22/isv7/main.htm UR - https://trid.trb.org/view/1360212 ER - TY - CONF AN - 01570127 AU - Dix, Jeff AU - Sagawa, Koichi AU - Sahare, Lalitkumar AU - Hammoud, Selim AU - Cardinali, Alex AU - Fulk, Daniel AU - Mitchell, Abe AU - National Highway Traffic Safety Administration TI - A Study of Occupant Ejection Mitigation PY - 2011 SP - 12p AB - The National Highway Traffic Safety Administration (NHTSA) has identified ejection mitigation as a top priority, issuing a notice of proposed ruling making (NPRM) for FMVSS 226, Ejection Mitigation, in December of 2009. The NPRM proposed a linear impact test that uses a featureless head-form with a mass of 18 kg to impact a vehicle’s side windows’ daylight opening at various positions. The test measures the excursion of the head-form beyond the plane of the window glazing. The intention is to evaluate the ability of a vehicle’s ejection mitigation system, such as the curtain airbag or other vehicle features, to manage the impactor energy and limit excursion. The NPRM consists of two tests conducted 1.5 and six seconds after the ejection mitigation countermeasure is deployed at impactor speeds of 24 km/h (400 Joules) and 16 km/h (178 Joules) respectively. In January of 2011, the agency issued a final rule for FMVSS 226 revising the impact speed for the higher speed test from 24 km/h to 20 km/h, thus reducing the energy to 280 Joules. This paper will present the results of a case study using computer modeling to understand the roles of the seatbelts and curtain airbags in mitigating ejections, as well as studying a representative energy level that can be employed for evaluating ejection mitigation systems considering both rollover and side impact crashes. The results of the computer modeling will be compared with the energy levels outlined in the NPRM and final rule for FMVSS 226. Furthermore, the authors will also present the results of a parameter study in which the stiffness of a curtain airbag is optimized to balance the requirements of ejection mitigation with the injury prevention targeted by other side impact regulation such as FMVSS 214: Side Impact Protection. U1 - 22nd International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationWashington,DC StartDate:20110613 EndDate:20110616 Sponsors:National Highway Traffic Safety Administration KW - Case studies KW - Curtain air bags KW - Ejection KW - Occupant kinetics KW - Occupant protection devices KW - Rollover crashes KW - Seat belts KW - Side air bags KW - Side crashes KW - Vehicle safety UR - http://www-esv.nhtsa.dot.gov/Proceedings/22/isv7/main.htm UR - https://trid.trb.org/view/1360377 ER - TY - CONF AN - 01570126 AU - Jakobsson, Lotta AU - Bohman, Katarina AU - Andersson, Marianne AU - Stockman, Isabelle AU - Boström, Ola AU - Svensson, Mats AU - Svanberg, Henrik AU - Wimmerstedt, Maria AU - Arbogast, Kristy B AU - National Highway Traffic Safety Administration TI - Rear Seat Safety in Frontal to Side Impacts - Focusing on Occupants from 3yrs to Small Adults PY - 2011 SP - 10p AB - This study presents a broad comprehensive research effort that combines expertise from industry and academia and uses various methodologies with applied research directed towards countermeasures. The project includes real world crash data analysis, real world driving studies and crash testing and simulations, aiming at enhancing the safety of forward facing child occupants (aged 3y to small adults) in the rear seat during frontal to side impacts. The real world crash data analyses of properly restrained children originate from European as well as US data. Frontal and side impact crash tests are analyzed using different sizes of crash test dummies in different sitting postures. Side impact parameter studies using FE-models are run. The sitting posture and behavior of 12 children are monitored while riding in the rear seat. Also, the body kinematics and belt position during actual braking and turning maneuvers are studied for 16 rear seat child occupants and for various child dummies. Real world crash data indicates that several of the injured children in frontal impacts, despite being properly restrained, impacted the vehicle interior structure with their head/face resulting in serious injury. This was attributed to oblique crashes, pre-crash vehicle maneuvers or high crash severity. Crash tests confirm the importance of proper initial belt-fit for best protection. The crash tests also highlight the difficulty in obtaining the real world kinematics and head impact locations using existing crash test dummies and test procedures. The side impact parameter studies indicate that the vehicle’s occupant protection systems, such as airbags and seat belt pretensioners, play an important role in protecting children as well. The results from the on-road driving studies illustrate the variation of sitting postures during riding in the rear seat giving valuable input to the effects of the restraint systems and to how representative the standardized dummy seating positioning procedures are. The results from the maneuver driving studies illustrate the importance of understanding the kinematics of a child relative to the seat belt in a real world maneuver situation. Real world safety of rear seat occupants, especially children, involves evaluation of protection beyond standard crash testing scenarios in frontal and side impact conditions. This project explores the complete context of rear seat protection in impact situations ranging from front to side and directions in between highlighting the importance of pre-crash posture and behavior. This research project at SAFER (Vehicle and Traffic Safety Centre at Chalmers), where researchers from the industry and universities cooperate with the aim to further improve safety for children (from 3y) to small adults in the rear seat, speeds up the process to safety implementation due to the interaction between academic and industrial researchers. U1 - 22nd International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationWashington,DC StartDate:20110613 EndDate:20110616 Sponsors:National Highway Traffic Safety Administration KW - Children KW - Frontal crashes KW - Human body size KW - Injury causes KW - Occupant protection devices KW - Occupant vehicle interface KW - Rear seat occupants KW - Side crashes KW - Vehicle safety UR - http://www-esv.nhtsa.dot.gov/Proceedings/22/isv7/main.htm UR - https://trid.trb.org/view/1360712 ER - TY - CONF AN - 01570125 AU - Bull, Michael AU - National Highway Traffic Safety Administration TI - Mass Reduction Performance of PEV and PHEV Vehicles PY - 2011 SP - 8p AB - Within the context of the U.S. government’s recent announcement on fuel economy standards for 2017 to 2025 model year vehicles, automakers are looking to next generation hybrids, plug-in electrics and even fuel cells. When looking at these next generation vehicles, weight reduction technology cannot be overlooked. Complementing vehicle advances, lightweighting produces vehicles that are more efficient, achieve better fuel economy and produce fewer emissions. Proven in strength and safety, aluminum offers automakers the key to vehicle weight reduction. Research findings pertaining to the impact of weight reduction through lightweight materials on plug-in electric and hybrid vehicle performance, show that opting for aluminum bodies over steel can save on battery needs and the associated higher costs, since lighter vehicles require less battery power (batteries being a significant cost barrier). Greater use of aluminum can help speed the transition to greener and cleaner vehicles. Areas of focus: (1) Electric vehicles (EV) or plug-in hybrid electric vehicles (PHEV) as a unique class of vehicle(s) in that they contain a relatively small amount of stored energy, and as such are great candidates for lightweighting; (2) The role of vehicle, battery and powertrain mass, as well as drive cycle on range and performance; (3) Potential cost-savings by upgrading from traditional steel to an advanced aluminum body structure due to lower energy requirements to move lighter vehicles; and (4) The function of vehicle mass and its influence on energy recovered during regenerative braking. Key Findings: (1) A savings of up to $3,000 can be reached by reducing electric vehicle structure weight by 10 percent with aluminum; (2) Using aluminum in select automotive components could reduce vehicle weight safely by as much as an additional 40 percent over today’s vehicles; (3) An additional 525 pounds (including primary and secondary weight) safely could be taken out of a vehicle by 2020, which would result in saving 2.7 MPG, a nearly 10% fuel economy improvement; and (4) Reducing vehicle weight will be vital to improving fuel economy and cutting carbon emissions. Not all cars will or should be made of aluminum (though some are, and more will be); however, it is clear that aluminum components will continue to provide vehicles that are safe for consumers and the environment. U1 - 22nd International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationWashington,DC StartDate:20110613 EndDate:20110616 Sponsors:National Highway Traffic Safety Administration KW - Aluminum KW - Automotive materials KW - Electric vehicles KW - Energy consumption KW - Lightweight materials KW - Plug-in hybrid vehicles KW - Vehicle performance KW - Vehicle weight UR - http://www-esv.nhtsa.dot.gov/Proceedings/22/isv7/main.htm UR - https://trid.trb.org/view/1360474 ER - TY - CONF AN - 01570123 AU - Paine, Michael AU - Paine, David AU - Ellway, James AU - Newland, Craig AU - Worden, Stuart AU - National Highway Traffic Safety Administration TI - Safety Precautions and Assessments for Crashes Involving Electric Vehicles PY - 2011 SP - 7p AB - Fully electric vehicles are being introduced to the passenger car market in addition to the already popular hybrid vehicles. There are existing and proposed standards for the design of these vehicles to reduce the risk of occupants and rescue personnel being exposed to hazards such as corrosive chemicals, toxic fumes, fire and electric shock in the event of a crash. Some manufacturers are understood to be working with rescue organisations to develop appropriate procedures for dealing with these crashes. New Car Assessment Programs (NCAPs) have subjected several petrol-electric hybrid vehicles to the 64km/h frontal offset crash test, 50km/h barrier side impact test and the 29km/h side pole test. No problems with the electrical systems or batteries were encountered. These tests have generally involved vehicles with lead-acid or NiMH batteries. Lithium-ion batteries are becoming popular and these might introduce different hazards for crash-test and rescue personnel. In October 2010 a research crash test of an electric car with a Lithium-ion battery was conducted by Australasian NCAP and Japan NCAP. Additionally, Euro NCAP has also assessed a number of vehicles powered by Li-ion batteries. This paper reviews the safety hazards and outcomes associated with those tests and provides draft advice for crash test and rescue organisations. U1 - 22nd International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationWashington,DC StartDate:20110613 EndDate:20110616 Sponsors:National Highway Traffic Safety Administration KW - Crashworthiness KW - Electric vehicles KW - Hazards and emergency operations KW - Hybrid vehicles KW - Impact tests KW - Lithium batteries KW - Storage batteries KW - Vehicle safety KW - Vehicle tests UR - http://www-esv.nhtsa.dot.gov/Proceedings/22/isv7/main.htm UR - https://trid.trb.org/view/1360459 ER - TY - CONF AN - 01570122 AU - Bendjellal, Farid AU - Scicluna, Godfrey AU - Frank, Richard AU - Grohspietsch, Michael AU - Whiteway, Andy AU - Flood, William AU - Marsilio, Ron AU - National Highway Traffic Safety Administration TI - Applying Side Impact Cushion Technology to Child Restraint Systems PY - 2011 SP - 8p AB - Side impact was and is still a challenge in automotive safety. In the real world 1 out of 4 crashes are side impacts. According to an NHTSA investigation involving accidents with 28 children, direct contacts with vehicle interior are responsible for 45 % of injuries. The majority of the observed injuries were to the head. Therefore when considering children restrained in child seats, the key safety objective is: Provide energy absorption for the whole body and avoid head contact, with for instance the intruding door. To reach this objective countermeasures have to be developed in terms of child restraint construction. A project aiming at developing side impact countermeasures was launched at Britax some years ago. System basic requirements were: 1) Anticipate child seat to door contact, and 2) Absorb as much as energy possible “outside” the occupant zone. Another aspect of the specification was to ensure it is transposable to different testing environments or regulations. This paper deals with applications aiming at implementing side air cushion technology to child restraint systems. The first part summarizes some development efforts to improve head containment on a booster seat. The second part deals with the technology basics as well as its application to a US-type convertible seat and to an EU-type booster seat. In the absence of established regulatory test procedure, internal methods were developed. These methods are described in the paper; they are based on deceleration sled system and a fixed door. Anthropomorphic Test Devices (ATDs) used were the 3year old Hybrid III and Q3. An additional method corresponding to the EU Draft Regulation –moving sled, fixed door - was also used. The third part of the paper discusses the performance of the side air cushion. Performance was judged utilizing measurements of head, chest and pelvic accelerations and neck loads in the case of the Q3. In both test configurations the side air cushion allowed to reduce significantly dummy responses. The findings, as detailed in the paper, allow considering the side air cushion approach as a viable and tangible countermeasure to address the challenges posed by side impact. U1 - 22nd International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationWashington,DC StartDate:20110613 EndDate:20110616 Sponsors:National Highway Traffic Safety Administration KW - Child restraint systems KW - Crash injuries KW - Cushioning materials KW - Energy absorption KW - Occupant vehicle interface KW - Side air bags KW - Side crashes KW - Vehicle safety UR - http://www-esv.nhtsa.dot.gov/Proceedings/22/isv7/main.htm UR - https://trid.trb.org/view/1360667 ER - TY - CONF AN - 01570121 AU - Rupp, Jonathan D AU - Miller, Carl S AU - Reed, Matthew P AU - Klinich, Kathleen D AU - Schneider, Lawrence W AU - National Highway Traffic Safety Administration TI - Comparison of WorldSID and Cadaver Responses in Low-Speed and High-Speed in Nearside Impact PY - 2011 SP - 10p AB - A series of lateral impact tests was performed in which the WorldSID midsize-male crash-test dummy was struck with a segmented padded impactor that separately loaded the thorax, abdomen, iliac wing, greater trochanter, and mid thigh. Tests were conducted using 8 m/s and 3 m/s initial impact velocities with velocity histories that mimic those produced in staged side-impact tests. A 5.1-cm abdomen offset was used to produce similar loading conditions as were used in a recently reported set of side-impact tests performed using seven male cadavers. WorldSID thorax, abdomen, iliac crest, pelvis, and mid thigh forces, internal/external deflections, and pelvis accelerations were compared to ±1SD corridors developed from the 3-m/s and 8-m/s cadaver responses. Results of these comparisons indicate that the WorldSID abdomen produces impact forces that are higher than the associated cadaver response corridor and external deflections that are lower than the associated response corridor for both the 3 m/s and 8 m/s loading conditions, suggesting that the abdomen rib stiffness should be reduced. Greater-trochanter and iliac-wing forces in 3-m/s tests were within, or slightly above, response corridors while these same measurements were substantially above response corridors for the 8-m/s tests. Lateral accelerations of the pelvis in the 3-m/s tests were slightly above target response corridors while lateral pelvic accelerations in the 8-m/s tests were within target response corridors. The combination of these results suggest that the WorldSID pelvis is too stiff and has too much tightly coupled mass. U1 - 22nd International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationWashington,DC StartDate:20110613 EndDate:20110616 Sponsors:National Highway Traffic Safety Administration KW - Cadavers KW - Crash injury research KW - Crash victim simulation KW - Dummies KW - Impact tests KW - Injury characteristics KW - Occupant kinetics KW - Side crashes UR - http://www-esv.nhtsa.dot.gov/Proceedings/22/isv7/main.htm UR - https://trid.trb.org/view/1360496 ER - TY - CONF AN - 01570120 AU - Iwamoto, Masami AU - Nakahira, Yuko AU - Sugiyama, Takahiko AU - National Highway Traffic Safety Administration TI - Investigation of Pre-Impact Bracing Effects for Injury Outcome Using an Active Human FE Model with 3D Geometry of Muscles PY - 2011 SP - 15p AB - Accident data analyses conducted at the Institute for Traffic Accident Research and Data Analysis (ITARDA) in Japan reported that over 60% of drivers who faced unavoidable crash situations made evasive maneuvers on braking and steering in 2007. In such emergency cases, drivers also might brace their body with their muscle activity to prepare the upcoming impacts. Their muscle activity would not only generate muscular forces but also change muscular stiffness and mechanical properties of their articulated joints. Therefore, occupant behaviors during impacts could be different from those observed in dummy tests and cadaver tests. In this study, the authors developed an active human finite element (FE) model with 3D geometry of muscles. The muscle was modeled as a hybrid model by combination of bar elements with active muscle properties and solid elements with passive muscle properties. The bar elements were modeled with a Hill type muscle model to generate muscular force according to inputted activation levels. The solid elements were modeled with a rubber-like material model to simulate 3D geometry of individual muscles and non-linear passive properties. This combined muscle model was validated against human volunteer test data and reproduced increase of muscular stiffness with increase of muscle activation level as observed in the tests. A volunteer test with one healthy male subject was conducted to obtain physiological information in a bracing situation with braking under his informed consent based on the Helsinki Declaration. In this test, the subject was asked to push his right foot on a brake pedal and his hands on a steering with his maximal voluntary force in the test apparatus fixed on the laboratory. Besides three reaction forces of a brake pedal, a steering, and rigid flat seats, the posture, pressure distribution on the seats, and 24 surface EMG (Electromyography) signals during his braking motion were measured in this test. His maximal braking force was reached to 750N and was well matched to previously reported values for emergency braking situation. The authors performed simulations using the active human model to reproduce the bracing condition. In the simulations, the activation levels of 24 muscles obtained from the EMG data were directly inputted to the corresponding muscles of the active human model and those of the other muscles were estimated to reproduce the reaction forces. After reconstructing the reaction forces for the braced volunteer, the authors performed frontal impact simulations to compare occupant behavior and injury outcome in an active human body with those in a cadaveric human body. The simulation results showed significant differences between both human bodies. Different from the cadaveric human body, the active human body could have less injury risks in the thorax and more in extremities. These injury outcomes correspond to those previously reported in comparison between real-world accidents and laboratory cadaver sled tests. Although the active human model has some limitations on accuracy of estimation of muscular activation levels due to lack of consideration for muscular reflex and posture stabilization, it could have possibility to evaluate injury outcome in real-world accidents. U1 - 22nd International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationWashington,DC StartDate:20110613 EndDate:20110616 Sponsors:National Highway Traffic Safety Administration KW - Crash injury research KW - Finite element method KW - Injury characteristics KW - Muscles KW - Occupant kinetics KW - Posture KW - Precrash phase UR - http://www-esv.nhtsa.dot.gov/Proceedings/22/isv7/main.htm UR - https://trid.trb.org/view/1360237 ER - TY - CONF AN - 01570119 AU - Lesemann, Micha AU - Zlocki, Adrian AU - Dalmau, Josep Maria AU - Vesco, Mauro AU - Hjort, Mattias AU - Isasi, Lucía AU - Eriksson, Henrik AU - Jacobson, Jan AU - Nordström, Lars AU - Westhoff, Daniel AU - National Highway Traffic Safety Administration TI - A Test Programme for Active Vehicle Safety - Detailed Discussion of the eVALUE Testing Protocols for Longitudinal and Stability Functionality PY - 2011 SP - 10p AB - Active safety functions are massively implemented into new vehicle generations and offer a high potential in decreasing road accidents. While testing and rating of passive vehicle safety are based on established and accepted methods and programmes, no test programme is available for active vehicle safety today. Thus, it is difficult to assess the performance of those functions for industry, legislation and further stakeholders. In particular, the end customer cannot judge active safety of different vehicles based on easy-to-understand ratings as they are offered by different NCAP programmes for passive safety. In the authors' opinion, this leads to a relatively low awareness of active safety functions and hinders a higher market penetration. From January 2008 until December 2010, the European research project eVALUE has been working on objective testing and evaluation methods for active safety functions. According to investigated statistics and databases, critical and accident-prone driving situations have been identified that represent the majority of accidents, where active safety functions can come into effect. The methods are mainly based on physical testing of the full vehicle and do not take into account the influence of a single function, but rather the response of the vehicle as such. Intensive physical testing and application of the test protocols was performed in order to validate and improve the methods proposed by the consortium. Another important topic concerns indicators, which show potential to assess the safety benefit by different active safety functions. Here, a major challenge was given by the lack of required input data, i.e. detailed accident statistics. A first set of indicators has been identified and proposed by the project consortium for further investigation. The proposed new and highly needed test programme allows a first assessment of the overall safety performance potential of a vehicle with respect to active safety. However, the eVALUE consortium only defined the test methods while thresholds for specific indicator values and the derivation of final quantitative overall test results are not specified. This is left to the competence of every institution adopting the test methods and actually applying them in order to assess different vehicles. The authors believe that results gained from the programme will increase the public awareness for active safety functions and foster the development within the industry. However, the project partners also identified and expressed additional research need beyond the scope of the project, e.g. regarding accident statistics and driver behaviour models. U1 - 22nd International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationWashington,DC StartDate:20110613 EndDate:20110616 Sponsors:National Highway Traffic Safety Administration KW - Active safety systems KW - Directional stability KW - Longitudinal control KW - Performance measurement KW - Technology assessment KW - Test procedures KW - Vehicle performance KW - Vehicle safety KW - Vehicle tests UR - http://www-esv.nhtsa.dot.gov/Proceedings/22/isv7/main.htm UR - https://trid.trb.org/view/1360789 ER - TY - CONF AN - 01570118 AU - Hu, Jia AU - Wang, Dazhi AU - Mellor, Michael AU - Chen, Guoqiang AU - Wang, Dayong AU - Li, Zheng AU - Wang, Yongguang AU - Su, Xing AU - Ma, Jianyong AU - Tang, Xiaodong AU - National Highway Traffic Safety Administration TI - Safety Performance Comparisons of Different Types of Child Seats in High Speed Impact Tests PY - 2011 SP - 12p AB - Child occupant safety has been evaluated in the European New Car Assessment Program (Euro NCAP) since 2003. Now child protection is being given more and more attention by car manufacturers. To keep up with global developments, China NCAP (CNCAP) has also started conducting child occupant safety assessment in high speed impact tests from Jan. 2010. SAIC Motor company has carried out a series of CNCAP and Euro NCAP tests using several brands of CRSs: 50kph full frontal rigid barrier (FRB) tests, 64kph offset deformable barrier (ODB) tests, and 50kph moving deformable barrier (MDB) side impact tests. In this paper, safety performance of different types of CRSs were compared on the basis of the test results. Child dummy kinematics and responses were influenced by both the vehicle crash pulse and the safety performance of the CRS itself. The injury assessment values for P3 on the barrier overlap side in the 64kph ODB tests were generally lower than those in the 50kph FRB tests. In front impact tests, the vehicle crash pulse had much more influence on the head acceleration than the chest acceleration, while the chest acceleration was more dependent on the CRS internal restraint system. In the side impact test, the P1.5 head of the struck side was contained within the boundary of the CRS shell during the entire crash event. The head accelerations for both P1.5 and P3 dummies in the side impact test were all much better than the threshold value indicated for better performance in Euro NCAP testing. U1 - 22nd International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationWashington,DC StartDate:20110613 EndDate:20110616 Sponsors:National Highway Traffic Safety Administration KW - Child restraint systems KW - China KW - Crash injury research KW - Crashworthiness KW - Dummies KW - Impact tests KW - Performance tests UR - http://www-esv.nhtsa.dot.gov/Proceedings/22/isv7/main.htm UR - https://trid.trb.org/view/1360624 ER - TY - CONF AN - 01570117 AU - Schittenhelm, Helmut AU - National Highway Traffic Safety Administration TI - Driver Assistance Systems in Oncoming Traffic Situations PY - 2011 SP - 11p AB - In Germany, every fourth fatal road traffic accident takes place in situations with oncoming traffic. Two out of three fatal accidents occur on two-lane rural roads. Overtaking maneuvers and loss-of-control situations are responsible for many of these accidents and they usually result in serious injuries or fatalities. This paper (1) analyzes the basic accident mechanisms in oncoming traffic collisions; (2) focuses on human error that leads to the collisions; (3) deduces target requirements for assistance systems; and (4) addresses safety benefits in terms of mitigating the severity of injury of occupants and vehicle damage of those involved. This paper presents the results of a driving simulator study that describes basic driver behavior in these situations. The paper also describes different variants of assistance systems that address these drivers behavior effectively by acoustic warnings. U1 - 22nd International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationWashington,DC StartDate:20110613 EndDate:20110616 Sponsors:National Highway Traffic Safety Administration KW - Audible warning devices in vehicles KW - Driver performance KW - Driver support systems KW - Germany KW - Human factors in crashes KW - Passing KW - Rural highways KW - Two lane highways UR - http://www-esv.nhtsa.dot.gov/Proceedings/22/isv7/main.htm UR - https://trid.trb.org/view/1361274 ER - TY - CONF AN - 01570116 AU - Sakurai, Toshiaki AU - Oikawa, Seira AU - National Highway Traffic Safety Administration TI - The Development of Equipment to Detect Alcohol in the Human Body PY - 2011 SP - 5p AB - This paper describes the development of equipment to detect alcohol in the human body. When drivers want to switch the engine on by the ignition-key, the equipment judges whether or not they have drunk alcohol. The theorem of the equipment to detect is based on the electrodermal activity. The comparison between the method and two kinds of equipment of breath alcohol detections on the market is performed. Their equipment has shown the higher level just after drinking alcohol, but they reveal lower levels when time has passed of drivers who were drunk. On the other hand, the method shows the same events of the values and questionnaires of volunteers. U1 - 22nd International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationWashington,DC StartDate:20110613 EndDate:20110616 Sponsors:National Highway Traffic Safety Administration KW - Alcohol ignition interlock devices KW - Alcohol tests KW - Alcohol use KW - Blood alcohol levels KW - Detectors KW - Driver monitoring KW - Drunk drivers UR - http://www-esv.nhtsa.dot.gov/Proceedings/22/isv7/main.htm UR - https://trid.trb.org/view/1361266 ER - TY - CONF AN - 01570114 AU - LeBlanc, David J AU - Sayer, James R AU - Bao, Shan AU - Bogard, Scott AU - Buonarosa, Mary Lynn AU - Blankespoor, Adam AU - Funkhouser, Dillon AU - National Highway Traffic Safety Administration TI - Driver Acceptance and Behavioral Changes with an Integrated Crash Warning System: Key Findings from the IVBSS FOT PY - 2011 SP - 10p AB - The Integrated Vehicle-Based Safety System Field Operational Test (IVBSS FOT) was conducted to develop and evaluate an integrated system of crash warning technologies. A field operational test was conducted with prototype integrated crash warning systems onboard both passenger vehicles and heavy trucks. The evaluation reported here focused on driver acceptance of the integrated system, as well as identifying changes in driver behavior associated with the system. The integrated system was designed to address rear-end, lateral drift, and lane-change/merge crashes. The light vehicle system also addressed curve speed crashes. One hundred and eight light vehicle drivers and 18 professional heavy truck drivers were recruited for the field operational test. The passenger car drivers used a prototype vehicle as their own personal vehicle. The commercial drivers used the heavy truck as part of their daily work. A data acquisition system captured onboard data, and analyses were conducted on driver performance and secondary task behaviors. Subjective feedback from questionnaires, debrief interviews, and focus groups were also analyzed. Drivers on both vehicle platforms were largely accepting of these systems. Several behaviors were observed to be influenced by the presence of these systems; other behaviors were unaffected. U1 - 22nd International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationWashington,DC StartDate:20110613 EndDate:20110616 Sponsors:National Highway Traffic Safety Administration KW - Acceptance KW - Crash avoidance systems KW - Driver performance KW - Driver vehicle interfaces KW - Human factors KW - Integrated systems KW - Vehicle safety KW - Warning devices UR - http://www-esv.nhtsa.dot.gov/Proceedings/22/isv7/main.htm UR - https://trid.trb.org/view/1360847 ER - TY - CONF AN - 01570112 AU - Kullgren, Anders AU - Lie, Anders AU - Strandroth, Johan AU - Rizzi, Matteo AU - Tingvall, Claes AU - National Highway Traffic Safety Administration TI - The Importance of Age for Injury Severity Among Car Drivers and Pedestrians PY - 2011 SP - 5p AB - The risk of injury is known to be related to age. The elderly population has a far higher risk of both serious injury and fatality, for a given severity of impact. While this is known, it is not always used for the understanding of the options for injury prevention that is available or could be developed. In the present study, the risk of in particular pedestrian injuries and fatalities were related to age. It was found, that the risk for older pedestrians is far higher than for younger, risk ratios of over 10 for the oldest age group were recorded. At the same time, the majority of fatalities for pedestrians in Sweden occurred in 50 km/h zones. In conclusion, the combination of the very high risks for elderly pedestrians and the occurrence of many of the deaths in speed zones of 50 km/h indicate that prevention techniques related to the vehicle would be very effective. Such techniques are both more friendly fronts of cars as well as emergency braking systems. At the same time, modifications to the speed management might be very useful since small changes of impact energy changes the risk of fatality substantially. U1 - 22nd International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationWashington,DC StartDate:20110613 EndDate:20110616 Sponsors:National Highway Traffic Safety Administration KW - Aged KW - Fatalities KW - Injury causes KW - Injury severity KW - Pedestrian-vehicle crashes KW - Sweden KW - Traffic crash victims UR - http://www-esv.nhtsa.dot.gov/Proceedings/22/isv7/main.htm UR - https://trid.trb.org/view/1360710 ER - TY - CONF AN - 01570109 AU - Ridella, Stephen A AU - Parent, Daniel P AU - National Highway Traffic Safety Administration TI - Modifications to Improve the Durability, Usability and Biofidelity of the THOR-NT Dummy PY - 2011 SP - 12p AB - A series of modifications were completed to improve the durability, usability and biofidelity of the THOR-NT (THOR) frontal crash dummy. There has been growing interest in the safety community to develop a frontal crash dummy that is more sensitive to new restraint systems and more kinematically biofidelic in crash conditions with lateral components, such as narrow-offset or small-overlap impacts. As the THOR had been developed with these goals in mind, it was determined that enhancements were needed to improve the response of the THOR dummy while taking advantage of newer biomechanical data to enhance the design. So called “mod kits” were designed to make changes to the head/neck, thorax, abdomen, and knee/femur/pelvis of the dummy. This paper describes the mod kits and the resulting improvements of the THOR dummy response. Specifically, head changes were focused on improving vibration response, while neck changes included improvements to assembly and disassembly as well as improved tension response. Thoracic changes included creating new clavicle load cells and improving the thoracic deflection instrumentation. Enhancements to the abdomen involved removing redundant upper abdomen instrumentation and improving the lower abdomen displacement instrumentation. The pelvis and pelvis skin were completely changed to improve geometry and fit as well as adding enhanced load cells to the anterior-superior iliac spines. Finally, the KTH (Knee-Thigh-Hip) complexes were completely rebuilt to accommodate more deflection and meet recently established biofidelic response corridors under vehicle impact conditions. This paper will describe the efforts that went into the creation of each of the mod kits completed for the THOR dummy. The rationale, process and results of the mod kits will be explained. U1 - 22nd International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationWashington,DC StartDate:20110613 EndDate:20110616 Sponsors:National Highway Traffic Safety Administration KW - Anthropometry KW - Biophysics KW - Crash injury research KW - Crash victim simulation KW - Dummies KW - Durability KW - Frontal crashes KW - Occupant kinetics UR - http://www-esv.nhtsa.dot.gov/Proceedings/22/isv7/main.htm UR - https://trid.trb.org/view/1360501 ER - TY - CONF AN - 01570108 AU - Cho, Wanki AU - Heo, Hyundong AU - Yi, Kyongsu AU - Moon, Seungwuk AU - Lee, Chankyu AU - National Highway Traffic Safety Administration TI - Design and Evaluation of an Integrated Vehicle Safety System for Longitudinal Safety and Lateral Stability PY - 2011 SP - 9p AB - This paper describes the design and evaluation of an integrated control strategy for longitudinal safety and lateral stability. The objective of the integrated control strategy is to optimally coordinate independent brake inputs for longitudinal collision-safety and lateral stability in various driving situations such as lane change with braking and circular turning with braking, etc. The proposed integrated vehicle safety system is applied to the vehicle equipped with Smart Cruise Control (SCC)/Collision Avoidance (CA) and Vehicle Stability Control (VSC). The proposed control system consists of a supervisor, control algorithms, and a coordinator. The proposed system has three control modes which are normal driving, integrated safety I, and integrated safety II. According to the corresponding control mode, the longitudinal and lateral control algorithms calculate the desired motion of the subject vehicle. Based on the desired longitudinal force and the desired yaw moment, the coordinator determines the throttle angle and the brake pressures by using optimal distribution. Closed-loop simulations with the driver-vehicle-controller system are conducted to investigate the performance of the proposed integrated vehicle safety system. Finally, the proposed control system was also implemented in a sport utility vehicle and tested in several driving situations. U1 - 22nd International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationWashington,DC StartDate:20110613 EndDate:20110616 Sponsors:National Highway Traffic Safety Administration KW - Active safety systems KW - Braking KW - Directional stability KW - Integrated systems KW - Longitudinal control KW - Vehicle performance KW - Vehicle safety UR - http://www-esv.nhtsa.dot.gov/Proceedings/22/isv7/main.htm UR - https://trid.trb.org/view/1360913 ER - TY - CONF AN - 01570106 AU - Praxl, Norbert AU - National Highway Traffic Safety Administration TI - How Reliable Are Injury Risk Curves? PY - 2011 SP - 9p AB - Injury risk curves are the basis for assessing automotive occupant safety. They are used in regulation, consumer test ratings, safety system design, and for the evaluation of the effectiveness of safety systems. Therefore, an injury risk curve should be accurate and credible. But how reliable is the risk prediction of an injury risk curve? The objective of this study was to identify and illustrate factors influencing the reliability of injury risk curves. Thereby, highlight the need for a more thoughtful construction and use of injury risk curves as well as the need for additional statistical measures when publishing injury risk curves. The results of this study will lead to a better understanding of injury risk curves and can also be used for a better design of experiments in biomechanical testing. Four factors affecting the reliability of injury risk predictions were evaluated exemplarily in this study: 1) The sampling, i.e. the uncertainty due to statistical inference from a sample on the population; 2) The censoring of data, i.e. the uncertainty introduced by the imprecision of the tolerance limit determination; 3) The test severities, i.e. the uncertainty in injury risk prediction as a result of test severities used in the biomechanical tests; 4) The statistical model, i.e. the bias introduced by the method used to calculate the injury risk curve. Although all of the findings presented can be explained by statistical theory, this paper demonstrates the effects of different factors on the reliability of injury risk curves in a visual manner. Statistical simulation is used to replicate biomechanical testing and injury risk curve construction. The statistical simulations comprise several steps including the definition of a distribution of the biomechanical tolerance limit in the population, the sampling and biomechanical testing of specimens as well as the construction of the injury risk curve. The statistical simulations clearly illustrate the effect of the sample size and data censoring on the uncertainty of injury risk curves. It can be concluded that the interpretation of an injury risk curve without a proper measure of confidence is meaningless. Exact data of the biomechanical tolerance limit improve the reliability of the injury risk curve – however only with the use of an appropriate statistical method. The range of criterion values used in the injury risk curve construction systematically affects the shape and reliability of the curve. Biomechanical tests should be done over a wide range of test severities in order to avoid bias in the risk estimation. It is demonstrated that the use of an unsuitable - nevertheless widely used - statistical method for constructing the injury risk curve can lead to unrealistic injury risk predictions. U1 - 22nd International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationWashington,DC StartDate:20110613 EndDate:20110616 Sponsors:National Highway Traffic Safety Administration KW - Crash injury research KW - Injury rates KW - Mathematical prediction KW - Reliability (Statistics) KW - Risk analysis KW - Statistical analysis KW - Uncertainty KW - Vehicle safety UR - http://www-esv.nhtsa.dot.gov/Proceedings/22/isv7/main.htm UR - https://trid.trb.org/view/1360204 ER - TY - CONF AN - 01570105 AU - Eckert, Alfred AU - Hartmann, Bernd AU - Sevenich, Martin AU - Rieth, Peter E AU - National Highway Traffic Safety Administration TI - Emergency Steer & Brake Assist - A Systematic Approach for System Integration of Two Complementary Driver Assistance Systems PY - 2011 SP - 9p AB - Advanced Driver Assistance Systems (ADAS) assist the driver during the driving task to improve the driving comfort and therefore indirectly traffic safety, ACC (Adaptive Cruise Control) is a typical example for a “Comfort ADAS” system. “Safety ADAS” directly target the improvement of safety, such as a forward collision warning or other systems which assist the driver during an emergency situation. A typical application for a “Safety ADAS” is EBA (Emergency Brake Assist), which additionally integrates information of surrounding sensors into the system function. While systems in the longitudinal direction, such as EBA, have achieved a high development status and are already available in the market (e.g. “City Safety” from Volvo), systems in the lateral direction are still in the predevelopment stage. The next logical development step in this case will be the system integration of the Emergency Brake and Steer function. This paper presents an approach to systematically combine longitudinal braking assistance and it’s complementary lateral dynamics into an integral advanced driver assistance system for collision avoidance or mitigation. The system assists the driver during emergency brake and/or steer maneuvers based on driver input, physical aspects and surrounding sensor information. The robust detection of the surrounding and the analysis of the driving situation play a major role regarding the discrimination of a hazard situation from normal driving. The level of assistance is based on the ability and robustness of the sensor to display the picture of the real surrounding and driving situation. The discussed system approach assists by preconditioning the chassis for the oncoming brake and/or evasion maneuver and – in the case of an emergency evasion maneuver initiated by the driver - gives a recommendation utilizing steering torque overlay to help the driver to steer along a calculated optimized trajectory. In this respect and beside all technical and physical aspects, the human factor plays a major role for the development of this integral assistance concept. Basis for the development of this assistance concept were subject driver vehicle tests to study the typical driver behavior in emergency situations. Objective was on the one hand to analyze the relevant parameters influencing the driver decision for brake and/or steer maneuvers. On the other hand the evaluation should result in a proposal for a preferable test setup, which can be used for use case evasion and/or braking tests to clearly evaluate the benefit of the system and the acceptance of normal drivers. Definition of assistance levels, warnings and intervention cascade, based on physical aspects and an analysis of driver behavior using objective and subjective data from vehicle tests with untrained drivers are presented. U1 - 22nd International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationWashington,DC StartDate:20110613 EndDate:20110616 Sponsors:National Highway Traffic Safety Administration KW - Automatic braking KW - Automatic steering control KW - Crash avoidance systems KW - Driver performance KW - Driver support systems KW - Driver vehicle interfaces KW - Human factors KW - Integrated systems UR - http://www-esv.nhtsa.dot.gov/Proceedings/22/isv7/main.htm UR - https://trid.trb.org/view/1361265 ER - TY - CONF AN - 01570104 AU - Hollmotz, Lars AU - Hackmann, Markus AU - National Highway Traffic Safety Administration TI - Lithium Ion Batteries for Hybrid and Electric Vehicles – Risks, Requirements and Solutions Out of the Crash Safety Point of View PY - 2011 SP - 9p AB - The main focus of the current development projects in the automobile industry is on the vehicles with an alternative power train such as hybrid vehicles and electric vehicles. The first hybrid and battery electric vehicles are already available. Companies are working on a final “roll out” for all vehicle classes with high pressure. With the use of these new technologies, some safety issues and risks could take place. For these kinds of vehicles, the use of lithium ion batteries seems to be the most common approach out of the range and performance point of view. Because of the existing risks, special safety systems have to be developed and included. How do these existing risks influence the passive safety level of a vehicle and what has to be done to reduce the post crash severity? Within this paper, an overview of the risks of the lithium-ion-technology like chemical and electrical risks that are dependent on the several used chemistries will be given, as well as an overview of the worldwide requirements and existing test configurations. The author will discuss the solutions as to why these risks are relevant for the vehicle crash safety, what kind of reactions could take place in a crash event and how the existing battery component tests compare with the common vehicle crash test characteristics. The results of a statistical research according the relevant crash configurations based on the GIDAS- and NASS-databases will be shown, as well as an investigation according to the packaging positions of the lithium ion batteries in the vehicles. Finally an overview of some approaches used by manufacturers concerning crash safety will be given. A concept of an approach to assess the safety level of a lithium hybrid battery of an electric and hybrid vehicle will be shown. This method includes the used cell form and cell chemistry as well as other influencing factors. It should be noted that the used crush pulses of battery component tests are different when compared with the vehicle crash tests and the characteristic of real world accidents. A possible finding is that it is necessary to develop and integrate systems that guide the released energy (in a worst case assumption for a crash) of the batteries in a direction away from the vehicle and the occupants. This means to stiffen and weaken the housing of a battery according to the packaging and to include passive cooling systems, which could be helpful after a crash event. This approach is different compared to existing approaches, which are based on using a very stiff housing to protect the battery cells. This may work for smaller batteries, but could be very dangerous for bigger ones. This study is limited to electric and hybrid vehicles, in which lithium ion batteries are used. To gain the first results, only a small set of available lithium ion battery cells could be used. U1 - 22nd International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationWashington,DC StartDate:20110613 EndDate:20110616 Sponsors:National Highway Traffic Safety Administration KW - Crashworthiness KW - Electric vehicles KW - High voltage KW - Hybrid vehicles KW - Lithium batteries KW - Safety factors KW - Vehicle safety UR - http://www-esv.nhtsa.dot.gov/Proceedings/22/isv7/main.htm UR - https://trid.trb.org/view/1360477 ER - TY - CONF AN - 01570099 AU - Davidsson, Johan AU - Kullgren, Anders AU - National Highway Traffic Safety Administration TI - Evaluation of Seat Performance Criteria for Rear-End Impact Testing PY - 2011 SP - 14p AB - The BioRID II has been recommended to be used in future legislative dynamic rear-end impact seat performance tests. Recommended injury criteria and assessment reference values to be used with the dummy is however still pending. This is mainly due to the incomplete understanding of the injury site and mechanisms responsible for the symptoms presented after such impacts. This lack of biomechanical data limits the possibility to evaluate any proposed injury criteria and associated reference values. The aim with this study is to address these limitations by comparing crash test dummy parameter values from performed sled tests with real-life accident data. The results are expected to indicate the injury predictability of the complete sled test method, which includes performance criteria, the use of generic sled acceleration pulse, the use of the BioRID II and its current positioning procedure, etc. Real-life injury risk was calculated for groups with similar seat designs from data provided by Folksam. By introducing grouped data, i.e. by dividing applicable data into groups with similar characteristics, the reliability of the insurance data increased while the dummy measurements remained constant. Two different injury risks were used in this study; those that had documented symptoms for more than 1 month and those that were classified as a permanent impairment as the consequence of a rear-end impact. The injury risks for the groups were compared to single crash test dummy parameter values from sled tests performed with a BioRID II in 16 kph medium Euro-NCAP pulse. In the comparison, 12 seat groups were compared with 6665 insurance cases (range from 94 to 1575 cases/group). Regression coefficients (R2 ) were calculated. The analysis of groups with similar seat design provided the most reliable results. The analysis showed that NIC, upper neck shear force, vertical head acceleration and lower neck bending moment were the parameters that best predicted the risk of developing permanent impairment given that the occupant had initial symptoms following a rear-end impact. Similarly, NIC, vertical head acceleration and lower neck moment were parameters that best predicted the risk of short term (> 1 month) symptoms. These results are supported by recent studies. U1 - 22nd International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationWashington,DC StartDate:20110613 EndDate:20110616 Sponsors:National Highway Traffic Safety Administration KW - Biofidelic Rear Impact Dummy II (BioRID II) KW - Crash victim simulation KW - Dummies KW - Injury characteristics KW - Insurance claims KW - Rear end crashes KW - Seats KW - Sled tests KW - Whiplash UR - http://www-esv.nhtsa.dot.gov/Proceedings/22/isv7/main.htm UR - https://trid.trb.org/view/1360493 ER - TY - CONF AN - 01570098 AU - Song, Eric AU - Lecuyer, Erwan AU - Trosseille, Xavier AU - National Highway Traffic Safety Administration TI - Development of Injury Criteria for Frontal Impact Using a Human Body FE Model PY - 2011 SP - 15p AB - Sternal deflection is an injury criterion used in current regulatory and consumer tests worldwide to assess thoracic injury risk. However, this criterion has some serious limits when applied to the Hybrid-III dummy: the risk curve based on the criterion is restraint dependent, and it does not allow discrimination between some advanced restraint systems. The THOR dummy, despite its better biofidelity, is confronted with similar limits. This paper presents a study aiming at identification of more robust injury criteria. A human body FE model-based approach was used to achieve this objective. First, an existing human model was updated and validated for frontal impact simulation, not only in terms of its gross motion response, but also in terms of its capability to predict rib fractures. It was then submitted to a wide range of loading types: impactor, static airbag, belt only restraint, airbag only restraint and combined belt and airbag restraint. For each loading type, different loading severities were applied to generate different levels of rib fracture: from the absence of fractures to numerous fractured ribs. Based on these simulations, bending was identified as the main loading pattern for rib fracture, and two injury criteria were formulated: the Combined Deflection (Dc) and the Number of Fractured Ribs (NFR). The Dc is a deflection-based criterion which takes into account not only sternal deflection, but also the effect of asymmetrical loading. This effect can be characterized by L-R differential deflection (difference of thoracic deflections measured on the left side and the right side of the thorax). The NFR is a rib strain-based criterion which intrinsically reflects the injury level of ribs. The simulations showed that the maximum peak strain of all ribs does not correlate with the number of fractured ribs. The NFR can be calculated by measuring dummy rib strain and by fixing a strain threshold beyond which a dummy rib is considered fractured. A possible approach to apply the NFR to mechanical dummies was proposed. However, based entirely on numerical simulations, the findings of this study need to be evaluated by physical testing. A preliminary study on THOR rib strain measurement showed positive signs for implementation of the NFR on the THOR dummy. U1 - 22nd International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationWashington,DC StartDate:20110613 EndDate:20110616 Sponsors:National Highway Traffic Safety Administration KW - Crash victim simulation KW - Finite element method KW - Fractures (Anatomy) KW - Frontal crashes KW - Injury characteristics KW - Restraint systems KW - Ribs KW - Thorax UR - http://www-esv.nhtsa.dot.gov/Proceedings/22/isv7/main.htm UR - https://trid.trb.org/view/1360223 ER - TY - CONF AN - 01570097 AU - Nakajima, Taichi AU - Yamazaki, Kunio AU - Ono, Koshiro AU - Sawada, Masahide AU - National Highway Traffic Safety Administration TI - Study on Impact Response (Injury Value) Variation Factors for BioRID-II Dummies PY - 2011 SP - 11p AB - The study aims to contribute to discussions for the standardization of BioRID-II dummies as an evaluation test tool, which is underway at the UN ECE/WP29/GRSP Head Restraint gtr Informal Meeting. Since it is important that as a test tool, BioRID-II be able to ensure a high repeatability and reproducibility, BioRID-II’s response variations in calibration and sled tests be examined using the following simulation techniques: First, to identify variation factors, a calibration test simulation model (MADYMO 7.2) was developed. In the simulation, three parameters (i.e., bumper characteristics, cable-spring characteristics, and damper characteristics) were varied in such a way that the prescribed corridor was satisfied and the resultant variations in acceleration, load, moment and other readings of BioRID-II were examined. Next, a sled test simulation model was developed, and using this simulation model, a similar parameter study was conducted for sled testing. The dummies' head acceleration, T1 acceleration, neck force and neck moment were measured. In addition, rotations of the head, neck and torso were also measured and analyzed. According to the simulation results, the calibration test generated the following variations in terms of CV values: 2~20% for rotation angle and 2~10% for acceleration, load and moment. On the other hand the sled test generated variations of: 2~15% for rotation angle and 2~15% for acceleration, load and moment. The data proves that the bumper, the cable spring, and the damper influence the impact response of the dummy’s rotation angle and injury value. Moreover, injury value variations proved practically identical between calibration and sled tests. Nevertheless clear differences between the two tests were found in the impact responses of respective rotation angles and injury values, also in the peak values and peak times. It was also found that these injury value variations can be minimized by approximation of impact responses and peak values, and by the synchronization of peak times between the two tests. Consequently it was considered necessary to introduce a calibration test method requiring seatback and head restraint conditions closely resembling that of the actual vehicle. This research compares the results of a calibration test and a ΔV16km/h sled test. The problem of determining what factors are affected by the calibration method of the BioRID-II dummy can now be defined. Moreover, the variation factor of the test conditions (dummy set, pulse, etc.) was also eliminated, and therefore only the cause of the variation of the dummy was studied. This analysis have yet to be reported until now, which makes such reports indispensable to the study of HR dynamic examination method of the UN ECE/WP29/GRSP. U1 - 22nd International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationWashington,DC StartDate:20110613 EndDate:20110616 Sponsors:National Highway Traffic Safety Administration KW - Biofidelic Rear Impact Dummy II (BioRID II) KW - Calibration KW - Crash injury research KW - Crash victim simulation KW - Dummies KW - Injury characteristics KW - Rear end crashes KW - Sled tests KW - Standardization UR - http://www-esv.nhtsa.dot.gov/Proceedings/22/isv7/main.htm UR - https://trid.trb.org/view/1360495 ER - TY - CONF AN - 01570096 AU - Fitzharris, Michael AU - Truong, Jessica AU - Stephan, Karen AU - Healy, David AU - Rowe, Greg AU - Collins, Samantha AU - Newstead, Stuart AU - National Highway Traffic Safety Administration TI - The Victorian Intelligent Speed Assist and Heavy Vehicles Trial: Analysis of Device Acceptability and Influence on Speed Choice PY - 2011 SP - 11p AB - The road safety benefits of Intelligent Speed Assist (ISA) have been demonstrated in passenger car trials. These benefits, however, have yet to be replicated in the heavy vehicle (trucking) industry. This small-scale trial conducted by the Transport Accident Commission (TAC) in collaboration with the Victorian Transport Association (VTA) with the cooperation of several heavy vehicle transport companies sought to assess the relative merits of ISA in terms of driver acceptability, speed choice, and fuel consumption. The study was a pre-post design. Prior to the installation of the ISA device, a GPS device was fitted to six heavy vehicles and vehicle speed and trip characteristics were continuously recorded. An advisory ISA device was then installed for a period of four to six weeks. Seven drivers participated in the trial and completed a survey before and after the trial. Prior to the study, six of the seven drivers stated they would find a device that would assist their speed choice to be useful, while four believed a device that would prevent them speeding would also be valuable. Following the trial, six drivers reported finding the system helpful in preventing them from speeding, rating it as 5 or above on the 10 point scale. Opinions were more divided in terms of the accuracy of the speed limit map, with two drivers rating it as very poor. Analysis of speed data indicated mixed benefits of ISA with a reduction of up to 21% in the odds of travelling over the posted speed limit; however reductions were speed zone dependent. ISA was most effective in improving compliance at the higher speed zones (≥80km/h) and not at all for the mid-level speed zones. Analysis of the speed data indicated an increase in the mean speed in the midlevel speed zones but a reduction in the lower and higher speed zones. Device acceptability appears to play some role in the effectiveness of advisory ISA systems, however the relationship is complex. Further work that explores the relationship between acceptability of ISA and compliance with the assigned speed limit is required. U1 - 22nd International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationWashington,DC StartDate:20110613 EndDate:20110616 Sponsors:National Highway Traffic Safety Administration KW - Acceptance KW - Automatic speed control KW - Driver vehicle interfaces KW - Heavy vehicles KW - Human factors KW - Intelligent speed adaptation KW - Speeding KW - Truck drivers UR - http://www-esv.nhtsa.dot.gov/Proceedings/22/isv7/main.htm UR - https://trid.trb.org/view/1360857 ER - TY - CONF AN - 01570095 AU - Kemper, Andrew AU - Santago, Anthony AU - Sparks, Jessica AU - Thor, Craig AU - Gabler, H Clay AU - Stitzel, Joel AU - Duma, Stefan AU - National Highway Traffic Safety Administration TI - Multi-Scale Biomechanical Characterization of Human Liver and Spleen PY - 2011 SP - 12p AB - The purpose of this study is to present a multiscale approach for the biomechanical characterization of the human liver and spleen. A four step approach was taken to quantify the injury mechanism, biomechanical response, and rate dependent constitutive material models for each organ. First, the CIREN and NASS-CDS databases were examined to determine the crash characteristics which result in liver and spleen injuries. From this data, the injury mechanism relative to loading directions and loading rates could be approximated. Second, whole fresh human organs were tested with in 48 hours of death using indenter-style compression tests. Sub-failure tests, up to 20% compression, were performed at multiple loading rates, followed by a failure test. Third, fresh human organs were processed into either dog-bone tension coupons or cylindrical compression coupons and tested within 48 hours of death at multiple strain rates to the point of failure. Fourth, an optimization routine and FEM of the coupons tests was developed to determine the best constitutive model for each organ. The data from this study shows that the response of human liver and spleen is both non-linear and rate dependent. It is anticipated that the data from this research will enhance the understanding of internal organ injuries and provide a foundation for future human internal organs finite element models. U1 - 22nd International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationWashington,DC StartDate:20110613 EndDate:20110616 Sponsors:National Highway Traffic Safety Administration KW - Abdomen KW - Biophysics KW - Compression tests KW - Crash injury research KW - Injury characteristics KW - Internal organs KW - Liver KW - Spleen UR - http://www-esv.nhtsa.dot.gov/Proceedings/22/isv7/main.htm UR - https://trid.trb.org/view/1360231 ER - TY - CONF AN - 01570092 AU - Gorney, Phillip A AU - National Highway Traffic Safety Administration TI - Lithium ion Based Rechargeable Energy Storage System (RESS) Safety Performance Measurement in Automotive Applications Test Plan PY - 2011 SP - 5p AB - In response to the planned increased availability of Li-ion based electrically propelled vehicles, NHTSA has initiated a safety research program. This programs’ plan will assess the safety risks associable to Li-ion based rechargeable energy storage systems (RESS) during all operating conditions. NHTSA’s plan is to analyze failure modes through a failure modes and effects analysis (FMEA), develop repeatable test procedures and safety metrics to measure effect of the failure modes, and analyze the performance characteristics of an effective RESS control system. U1 - 22nd International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationWashington,DC StartDate:20110613 EndDate:20110616 Sponsors:National Highway Traffic Safety Administration KW - Electric vehicles KW - Energy storage systems KW - Lithium batteries KW - Metrics (Quantitative assessment) KW - Performance measurement KW - Research projects KW - Risk analysis KW - Safety factors KW - Testing KW - U.S. National Highway Traffic Safety Administration UR - http://www-esv.nhtsa.dot.gov/Proceedings/22/isv7/main.htm UR - https://trid.trb.org/view/1360485 ER - TY - CONF AN - 01570090 AU - Tai, Anna AU - Bilston, Lynne E AU - Brown, Julie AU - National Highway Traffic Safety Administration TI - The Cumulative Effect of Multiple Forms of Minor Incorrect Use in Forward Facing Child Restraints on Head Injury Risk PY - 2011 SP - 10p AB - Incorrect restraint use is widespread among child passengers and increases the risk of injury in a crash. Based on previous laboratory testing, individual modes of incorrect use are often rated as serious or minor. However, in a recent population-based observational study in NSW Australia, almost one third of incorrect use was found to involve multiple minor errors. In this test series the authors hypothesized that the cumulative effect of multiple minor errors would result in injury protection reductions of the same order as individual, more serious forms of incorrect use. To test this hypothesis, four relatively minor forms of incorrect use in a forward facing child restraint were tested individually and in various combinations and the relative reductions in injury protection were compared to that observed in more serious forms of incorrect use. Data from 40 frontal crash sled tests (32km/hr, 16g) using an instrumented CRABI six-month dummy were used in this analysis. Estimations of reduction in injury protection were made on the basis of relative increases in head and restraint motion as assessed using high speed digital photography. The minor errors studied were selected on their high observed frequency in the NSW population and included single and double twists or slack (25mm) in the internal harness and 25mm of slack in the lower anchorage. The serious incorrect use included positioning of the harness below the shoulder level, an incorrectly routed seat belt, 50mm of slack in the top tether, excessive slack (75mm) in the anchorage system, non-use of lower or upper anchorage and non-buckling of the belt used as the lower anchorage. Combinations of two minor errors increased the relative motion of the dummy by up to 8% compared to when there were single errors only, with the greatest relative increase occurring when two twists were added to a moderately loose (approximately 25mm slack) internal harness of the restraint. However, much greater relative increases occurred when there were combinations of three errors (average increase of 15%, range 10-20%). Compared to when there is no incorrect use, the combination of three errors increased dummy motion in the same order of magnitude (approximately 15%) as serious forms of incorrect use such as excessive slack, partial and non-use of lower anchorages. The results demonstrate the cumulative effect of minor incorrect use on dummy head excursion and restraint motion. Minor forms of misuse can be serious when they occur in combinations. This extends previous laboratory work demonstrating the effect of incorrect use. Based on these results, similar cumulative effects in combinations of serious errors, and in combinations of more than three errors might be expected. These findings, together with field work indicating that almost 16% of children travelling in cars have three or more errors in the way their restraint is being used, highlight the need for countermeasures to reduce the prevalence of even minor errors. Limitations include the fact that only a single model of restraint and a standard test bench and set up was used. The absolute effect of the errors studied may vary depending on these factors. U1 - 22nd International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationWashington,DC StartDate:20110613 EndDate:20110616 Sponsors:National Highway Traffic Safety Administration KW - Child restraint systems KW - Crash injuries KW - Crashworthiness KW - Head KW - Human error KW - Injury rates KW - Installation KW - New South Wales KW - Vehicle safety UR - http://www-esv.nhtsa.dot.gov/Proceedings/22/isv7/main.htm UR - https://trid.trb.org/view/1360664 ER - TY - CONF AN - 01570089 AU - Sivinski, Robert AU - National Highway Traffic Safety Administration TI - Update of NHTSA's 2007 Analysis of ESC Effectiveness PY - 2011 SP - 12p AB - The primary goals of this analysis are to expand on and clarify the findings of the 2007 NHTSA analysis by using a greater variety of vehicles and several additional years of crash data. This analysis will also evaluate electronic stability control (ESC) effectiveness in all police-reported crashes. The principal evaluation questions are: (1) What is the effect of ESC on all police-reported crashes? (2) What is the effect of ESC on fatal crashes? (3) What are the effects of ESC on specific types of crashes? (4) How does the effectiveness of ESC differ across passenger cars and light trucks/vans (LTVs)? (5) What is the effect, if any, of ESC on collisions with pedestrians, bicyclists or animals? Percent effectiveness of ESC was estimated by comparing the types of crashes that vehicle models experienced immediately before and immediately after the introduction of ESC. Because optional ESC generally cannot be identified from the VIN, only models that transitioned from no ESC system to a standard ESC system were included in this analysis. Effectiveness estimates were computed for different crash types relative to a control group of low-speed and similar crashes that are unlikely to be affected by ESC. The estimates should be interpreted as the reduction in the likelihood of a vehicle being involved in a specific type of crash as a result of ESC being added to that vehicle. Results showed that when a vehicle is equipped with ESC, it has a smaller likelihood of being involved in a crash than a similar vehicle without ESC. Overall, ESC was associated with a six percent decrease in the likelihood that a vehicle would be involved in any police reported crash and an 18 percent reduction in the probability that a vehicle would be involved in a fatal crash. For passenger cars, the reductions are 5 percent and 23 percent, respectively; for LTVs, 7 percent and 20 percent. Each of these reductions is statistically significant except for the 5 percent overall effect in cars. More specific crash types were also analyzed and these results are presented in the body of the paper. Estimates of effectiveness were especially large for crash types involving loss of vehicle control. Passenger cars and LTV’s do not show large differences in effectiveness and show more similar results here than in previous analyses. The effect of ESC on collisions with pedestrians, bicyclists and animals, if any, is still unclear and will be monitored as more data becomes available. U1 - 22nd International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationWashington,DC StartDate:20110613 EndDate:20110616 Sponsors:National Highway Traffic Safety Administration KW - Crash data KW - Data analysis KW - Directional stability KW - Electronic control KW - Performance measurement KW - U.S. National Highway Traffic Safety Administration KW - Vehicle performance KW - Vehicle safety UR - http://www-esv.nhtsa.dot.gov/Proceedings/22/isv7/main.htm UR - https://trid.trb.org/view/1360374 ER - TY - CONF AN - 01570087 AU - Maltese, Matthew R AU - Arbogast, Kristy B AU - Wang, Zhenwen AU - Craig, Matthew AU - National Highway Traffic Safety Administration TI - Scaling Methods Applied to Thoracic Force Displacement Characteristics Derived from Cardiopulmonary Resuscitation PY - 2011 SP - 7p AB - Motor vehicle crashes are the leading cause of death for children and adults for every year of age from 3 to 36 years in the United States. Anthropomorphic Test Devices (ATDs) and computer models are key tools for evaluating the performance of motor vehicle safety systems, yet current data available for the validation of pediatric ATDs and computer models are derived from adult data through scaling or from sparse PMHS experiments. Recent measurement of large datasets of cardiopulmonary resuscitation (CPR) on children and adults provides valuable information for validating the aforementioned models. Thus, the objective of this work was to: a) evaluate the changes in the elastic force-displacement properties of the chest across the pediatric and young adult age range, and b) apply three published methods to estimate the composite modulus of the chest and scale the elastic force-displacement properties of the 8 to 10 year old to the 6 year old. In general, the data show a gradient of increasing stiffness (i.e. higher force at any given displacement) with age. CPR subjects in the 20 to 22 year old and 17 to 19 year old age ranges showed similar force-displacement behavior as did subjects in the 11 to 13 and 14 to 16 year old age ranges. The scaled elastic force-displacement curves for the 6 year old were quite similar for the femur and skull based modulus, but the CPR based curve was lower in stiffness. Elastic force-displacement properties for chests of subjects 8 to 22 years old are provided, along with similar data for 6 year old subject scaled from 8 to 10 year old subjects. These data are useful for validation of ATDs and computer models of the human pediatric chest. U1 - 22nd International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationWashington,DC StartDate:20110613 EndDate:20110616 Sponsors:National Highway Traffic Safety Administration KW - Anthropometry KW - Biophysics KW - Child restraint systems KW - Children KW - Compression KW - Crash injury research KW - Resuscitation KW - Thorax KW - Young adults UR - http://www-esv.nhtsa.dot.gov/Proceedings/22/isv7/main.htm UR - https://trid.trb.org/view/1360516 ER - TY - CONF AN - 01570086 AU - Foltz, Patrick AU - Kim, Taewung AU - Kerrigan, Jason R AU - Crandall, Jeff R AU - National Highway Traffic Safety Administration TI - Vehicle Greenhouse Shape Analysis for Design of a Parametric Test Buck for Dynamic Rollover Testing PY - 2011 SP - 13p AB - The goal of this study was to define a set of vehicle greenhouse geometries that are representative of the current vehicle fleet for use on a parametric rollover test buck. Greenhouse geometry data for 60 vehicles were taken from New Car Assessment Program (NCAP) test reports and compiled in a database for analysis. The database was then used to determine XYZ coordinates for landmark points that characterized the greenhouse geometries for those 60 vehicles. These landmark-based greenhouse representations were then analyzed and grouped into one of three groups using an Optimization technique. The mean shape was found for each group, and this was used as a representation of the group. These three representative shapes were found to have a maximum variation of 15 degrees in the windshield angle, 120 mm in roof rail height, 119 mm in greenhouse roofline width, and 258 mm in B- to C-pillar length. U1 - 22nd International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationWashington,DC StartDate:20110613 EndDate:20110616 Sponsors:National Highway Traffic Safety Administration KW - Crashworthiness KW - New Car Assessment Program KW - Parametric analysis KW - Rollover crashes KW - Shape KW - Vehicle bodies KW - Vehicle characteristics KW - Vehicle design KW - Vehicle tests UR - http://www-esv.nhtsa.dot.gov/Proceedings/22/isv7/main.htm UR - https://trid.trb.org/view/1360349 ER - TY - CONF AN - 01570082 AU - McDougall, Alice AU - Brown, Julie AU - Beck, Ben AU - Bilston, Lynne E AU - National Highway Traffic Safety Administration TI - The Effect of Varied Seat Belt Anchorage Locations on Booster Seat Sash Guide Effectiveness PY - 2011 SP - 11p AB - High-backed booster seats provide good protection to child occupants primarily by promoting good posture and positioning the adult seatbelt correctly across the torso and pelvis. Sash belt-positioning features (also known as sash guides) assist with this. The position of the upper seat belt anchorage is known to affect static sash belt geometry in booster seats. However dynamic testing is commonly performed using a single standard location, not representative of the wide variability seen in the rear seat of the vehicle fleet. This study investigates the effectiveness of three booster seat sash guide designs during moderate-speed frontal impacts across a range of upper seat belt anchorage locations seen in Australia. On the basis of previous static studies, it was hypothesised that more outboard located anchorages would produce the most challenging belt geometry for the sash guides to overcome. 34 frontal crash tests (Δv=31.5 km/hr, 16.9 g) using the Hybrid III 6 year old test dummy were conducted. The tests were filmed using a high speed camera and head excursions were determined using Phantom software. Seat belt forces, head accelerations and neck loads were measured. The upper D-Ring position was varied over five vertical and horizontal (inboard/outboard) conditions, representing maximum and minimum anchorage height and distance between upper and lower inboard anchorage points. Two different booster seat models incorporating three different sash guide designs were tested with and without the sash guides engaged. The influence of lap-belt placement on dynamic sash belt fit was minimised by use of an anti-submarining feature. Head excursions with all sash guides at the standard anchorage position, and for standardised belt geometry were comparable. Excursions were substantially lower when no sash guide was used for the integrated head restraint type sash guide. Wide variation in excursion was seen between the minimal and maximal combinations of anchorage position. The integrated sash guide outperformed both variations of strap type in the lower anchorage positions, but produced substantially greater head excursion in the highest, most outboard anchorage position. The strap type sash guides performed worse in the lower positions. The highest, most outboard position yielded comparable excursions for both strap type guides which were similar to excursion at the standard position. These results suggest that the sash guides were not uniformly effective in maintaining dynamic sash belt position across the range of anchorage positions tested. This study is the first to demonstrate that both sash guide design and upper belt anchorage position interact to control head excursion in booster seats. While the sash guides produced comparable excursions in the standard anchorage position and for standardized belt geometry, large variations are observed when tested over the range of anchorage positions seen commonly in the rear seat. U1 - 22nd International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationWashington,DC StartDate:20110613 EndDate:20110616 Sponsors:National Highway Traffic Safety Administration KW - Australia KW - Booster seats KW - Child restraint systems KW - Frontal crashes KW - Installation KW - Performance KW - Rear seat occupants KW - Seat belts UR - http://www-esv.nhtsa.dot.gov/Proceedings/22/isv7/main.htm UR - https://trid.trb.org/view/1360665 ER - TY - CONF AN - 01570081 AU - Ferguson, Susan A AU - Zaouk, Abdullatif AU - Dalal, Neeraj AU - Strohl, Clair AU - Traube, Eric AU - Strassburger, Robert AU - National Highway Traffic Safety Administration TI - Driver Alcohol Detection System for Safety (DADSS) - Phase I Prototype Testing and Findings PY - 2011 SP - 14p AB - The Driver Alcohol Detection System for Safety Program is a research partnership between the National Highway Traffic Safety Administration and the Automotive Coalition for Traffic Safety. The cooperative agreement seeks to assess the current state of detection technologies that are capable of measuring blood alcohol concentration, and to support the development and testing of prototypes and subsequent hardware that could be installed in vehicles. Three Phase I proof-of-principle prototype sensors now have been developed. Two of the sensors are designed to remotely measure alcohol concentration in drivers’ breath from the ambient air in the vehicle cabin, and the third is designed to measure alcohol in the drivers’ finger tissue through placement of a finger on the sensor. To validate the performance of the prototypes, unique standard calibration devices have been developed for both the breath- and touch-based systems that exceed current alcohol-testing specifications. A testing program was undertaken to provide an understanding of whether the devices ultimately can meet the performance specifications needed for non-invasive alcohol testing. Bench testing determined the prototypes’ accuracy, precision, and speed of measurement and established what additional development will be needed in Phase II. Limited human subject testing permitted an understanding of the in vivo relationship among the various measures of blood alcohol as provided by blood, breath, and the prototype devices. This paper provides the results of prototype testing and outlines further development needed. U1 - 22nd International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationWashington,DC StartDate:20110613 EndDate:20110616 Sponsors:National Highway Traffic Safety Administration KW - Alcohol tests KW - Blood alcohol levels KW - Detection and identification technologies KW - Driver Alcohol Detection System for Safety KW - Driver monitoring KW - Drunk drivers KW - In vehicle sensors KW - Prototype tests UR - http://www-esv.nhtsa.dot.gov/Proceedings/22/isv7/main.htm UR - https://trid.trb.org/view/1361269 ER - TY - CONF AN - 01570078 AU - Giovannini, Federico AU - Savino, Giovanni AU - Pierini, Marco AU - National Highway Traffic Safety Administration TI - Influence of the Minimum Swerving Distance on the Development of Powered Two Wheeler Active Braking PY - 2011 SP - 9p AB - Among driver assistance systems recently applied to PTWs (ABS, CBS, etc.), the autonomous braking without input from the rider, named Active Braking (AB), is one of the most promising safety functions. The potential benefits of the AB are encouraging, although the improper activation of the AB is dangerous for the rider. Therefore the triggering must occur only when the vehicle is in stability conditions and the obstacle is no longer avoidable neither by braking nor by swerving. In the present paper the last-second swerving maneuver is analyzed to identify the minimum swerving distance (Lsw) the rider requires to avoid the collision against an obstacle by turning, as an input for the triggering logic of the AB system. A physical model to define the minimum swerving distance is proposed. To validate the model, an experimental campaign was carried out using a scooter equipped with a prototype AB system and involving 12 test riders. The tests showed the good prediction capability of the Lsw algorithm for different riding styles and different scenarios with fixed obstacles. U1 - 22nd International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationWashington,DC StartDate:20110613 EndDate:20110616 Sponsors:National Highway Traffic Safety Administration KW - Automatic braking KW - Crash avoidance systems KW - Driver support systems KW - Motor vehicle dynamics KW - Precrash phase KW - Two wheeled vehicles KW - Vehicle design KW - Vehicle trajectories UR - http://www-esv.nhtsa.dot.gov/Proceedings/22/isv7/main.htm UR - https://trid.trb.org/view/1361272 ER - TY - CONF AN - 01570077 AU - Schoeneburg, Rodolfo AU - Baumann, Karl-Heinz AU - Fehring, Michael AU - National Highway Traffic Safety Administration TI - The Efficiency of PRE-SAFE® Systems in Pre-braked Frontal Collision Situations PY - 2011 SP - 11p AB - Vehicle safety today is evaluated on the basis of standardized crash tests. The goal is to classify the level of safety using tests which can be reproduced and repeated at any time. In laboratory tests, the evaluation of safety systems and their assessment for effectiveness commonly begins after the time of collision. In a real accident situation, conditions could, however, be different. In accident situations, passenger car occupants are already exposed to lateral or longitudinal acceleration forces resulting from emergency braking or skidding. These accelerations lead to occupant displacements and thus to situations in which occupants are no longer in their initial positions when the collision occurs. This naturally affects the protective efficiency of the restraint systems. The development of modern systems to prevent accidents or reduce their severity will cause such situations to occur much more frequently in the future. Autonomous emergency braking systems accordingly reduce the impact energy on the one hand, but have a considerable influence on the occupants’ interaction with the vehicle on the other hand. There are currently no tools available for determining the impact of a dynamic driving situation and of the resulting change in a restraint system’s protective efficiency. Nor are there any comparisons available on the behavior of human beings, as opposed to crash test dummies, in the low g-phase immediately before a collision. The objective of this paper is to find and evaluate a method for approximating the crash test for exemplary dynamic driving responses in the case of longitudinal traffic escalation. This paper thus begins by identifying, by means of selected examples, the problems faced when comparing real accidents and crash methodology. In studies on the behavior of real vehicle occupants and crash test dummies in dynamic driving situations, movements are analyzed and differences described. The behavior of the dummies tested in such dynamic driving situations is analyzed with regard to shortcomings and potential points of action. To assess points of action for their efficiency, specifically performed crash tests including previous dynamic driving brake responses are discussed and evaluated. A concluding assessment of the behavior of both the occupant and the dummy aims to determine the suitability of crash measurement data for evaluating the overall situation. U1 - 22nd International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationWashington,DC StartDate:20110613 EndDate:20110616 Sponsors:National Highway Traffic Safety Administration KW - Automatic braking KW - Dummies KW - Frontal crashes KW - Occupant dynamics KW - Precrash phase KW - Restraint systems KW - Test procedures KW - Vehicle safety UR - http://www-esv.nhtsa.dot.gov/Proceedings/22/isv7/main.htm UR - https://trid.trb.org/view/1360859 ER - TY - RPRT AN - 01554322 AU - Small Urban and Rural Transit Center AU - Federal Transit Administration TI - Rural Transit Fact Book 2011 PY - 2011 SP - 28p AB - The intent of the Rural Transit Fact Book is to serve as a national resource for statistics and information on rural transit in America. This publication includes rural demographic and travel behavior data as well as financial and operating statistics for agencies receiving section 5311 funding. In addition to national level data, statistics are presented by state, Federal Transit Administration (FTA) region, tribe, and mode, as well as other agency characteristics. The rural transit data presented in this report were obtained from the Rural National Transit Database (NTD) for 2007-2009. The 2009 data were released early this year and were the most recent data available at the time of publication, and 2007 is the first year in which data for the Rural NTD were collected. KW - Demographics KW - Financing KW - Operating costs KW - Public transit KW - Rural National Transit Database KW - Rural transit KW - Statistics KW - Travel behavior KW - Trend (Statistics) KW - United States UR - http://www.surtc.org/transitfactbook/downloads/2011_RuralTransitFactBook.pdf UR - https://trid.trb.org/view/1341989 ER - TY - RPRT AN - 01531743 AU - Bahia, Hussain U AU - University of Wisconsin, Madison AU - Federal Highway Administration TI - Synthesis of Use of Crumb Rubber in Hot Mix Asphalt PY - 2011///Final Report SP - 45p AB - This study started with a significant literature review and analysis of trends reported in the literature regarding ground tire rubber (GTR) reaction time and attempts to dissolve it in asphalt. The results of the literature review were summarized in a white paper that is included in Appendix A of this report. In addition to the literature review, an extensive experimental plan was conducted to compare different GTR modified binders produced using recycled tire rubber by altering the percent modifier used, the reaction time allowed during the blending process, and the temperatures at which this blending was performed. This study investigates the variability in properties as the time exposed to elevated temperatures progresses, as the potential for material degradation during this period may increase. Multiple percentages of GTR were used to modify the same base binder and each of these percentages was prepared at a range of reaction times. Each binder was characterized using current Superpave procedures, although it is argued that several testing procedures may not be appropriate for GTR-modified binders. Data collected in this study generally shows that standard Superpave procedures can be used for GTR modified binders, resulting in effective binder characterization. In addition to testing binders modified with GTR, binders and mixtures produced with other types of polymer modifiers were produced and tested. Mixtures were produced using one aggregate source and gradation mixed with four binders including the neat/unmodified binder, the neat binder modified with an elastomeric polymer, a plastomeric polymer, and with GTR. All three modifications were done to modify the base binder, which is a PG 64-22, to an equivalent PG grade of PG 76-22. Repeated creep testing was performed on the mixes to determine if the elastic or plastic effects of corresponding binders was observed, and GTR mix response was compared to the response of mixes containing the polymer-modified asphalts to determine the elastic versus plastic effects of the GTR. In addition to mechanical testing, two-dimensional (2D) image analysis was performed on the mixtures to allow for quantification of the aggregate structure to determine if the decreased solubility of GTR influences the aggregate structure within the mix. This characterization was then compared to the mechanical performance to see if internal structure may serve as an indicator of a mixture’s resistance to permanent deformation. KW - Creep tests KW - Crumb rubber KW - Hot mix asphalt KW - Image analysis KW - Literature reviews KW - Modified binders KW - Rutting KW - Scrap tires UR - http://rmrc.wisc.edu/wp-content/uploads/2012/11/Bahia-No.-54-Synthesis-of-the-Use-of-Crumb-Rubber-in-Hot-Mix-Asphalt.pdf UR - https://trid.trb.org/view/1316214 ER - TY - RPRT AN - 01518796 AU - Drobot, Sheldon AU - Mahoney, William P AU - Schuler, Elena AU - Wiener, Gerry AU - Chapman, Michael AU - Pisano, Paul A AU - Kennedy, Pat AU - McKeever, Benjamin B AU - Stern, Andrew D AU - National Center for Atmospheric Research AU - Federal Highway Administration AU - Research and Innovative Technology Administration AU - Noblis, Incorporated TI - IntellidriveSM Road Weather Research & Development - The Vehicle Data Translator PY - 2011 SP - 13p AB - One of the goals of the Research and Innovative Technology Administration’s IntelliDriveSM initiative is for the public and private organizations that collect, process, and generate weather products to utilize vehicle sensor data to improve weather and road condition products. It is likely that some users will not be able to contend with the complexities associated with vehicle data, such as data quality, representativeness, and format. A solution for addressing this issue is to utilize a Vehicle Data Translator (VDT) to preprocess weather-related vehicle data before they are distributed to data subscribers. This paper will describe the VDT and how vehicle data sets are being processed by the prototype VDT to generate derived weather and road condition information. KW - Data quality KW - Information processing KW - IntelliDrive (Program) KW - Prototypes KW - Road weather information systems KW - Vehicle Data Translator KW - Weather conditions UR - http://ops.fhwa.dot.gov/weather/resources/publications/itsapaper9005/itsapaper9005.pdf UR - https://trid.trb.org/view/1300420 ER - TY - CONF AN - 01506684 AU - National Highway Traffic Safety Administration TI - 22nd International Technical Conference on the Enhanced Safety of Vehicles (ESV) PY - 2011 SP - v.p. AB - The proceedings include over 240 papers divided into fourteen Technical and Panel sessions: (1) Biomechanics #1: Crash Injury Analysis: Test and Computer Methods; (2) Side Impact and Rollover Crashes: Prevention and Occupant Protection; (3) Assessment of Strategies for Integrated Improvements in Fuel Economy and Safety, Including Use of Alternate Fuels and Batteries; (4) Biomechanics #2: Development of Crash Test Dummies Related Instrumentation and Analysis Techniques; (5) Assessment of Performance of Occupant Protection Systems for Children, Older Adults, and Other Vulnerable Occupants; (6) Advanced Technology #1: Safety Performance Effectiveness of Driver Assistance Technologies, Test & Evaluation Procedures, and Benefits Assessment; (7) Vehicle Safety: Regulatory Compliance & Enforcement and Defects Investigations; (8) Advanced Technology #2: Human Performance and Driver Behavior; (9) Restraint System Design and Performance Challenges: Effects of Future Fleet Changes; (10) Advancements in Pedestrian and Other Vulnerable Non-Occupant Road User-Safety; (11) NCAP and Other Non-Regulatory Strategies for Improving Safety; (12) Vehicle Structural Design Changes: Implications for Frontal Impact Protection and Compatibility; (13) Advances in Driver Assistance Systems for Heavy Trucks and Buses & All Aspects of Motorcycle Safety; (14) Assessments of New and Improved Field Data Collection & Analysis Methods. U1 - 22nd International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationWashington,DC StartDate:20110613 EndDate:20110616 Sponsors:National Highway Traffic Safety Administration KW - Alternate fuels KW - Biophysics KW - Compliance KW - Conferences KW - Crash avoidance systems KW - Crash injury research KW - Crash victim simulation KW - Data collection KW - Driver support systems KW - Dummies KW - Electric batteries KW - Evaluation and assessment KW - Frontal crashes KW - Fuel consumption KW - Human factors in crashes KW - New Car Assessment Program KW - Occupant protection devices KW - Pedestrian-vehicle crashes KW - Regulation KW - Restraint systems KW - Rollover crashes KW - Side crashes KW - Testing KW - Vehicle safety UR - http://www-nrd.nhtsa.dot.gov/departments/esv/22nd/ UR - https://trid.trb.org/view/1290900 ER - TY - RPRT AN - 01501355 AU - Ben-Akiva, Moshe AU - New England University Transportation Center AU - Research and Innovative Technology Administration TI - Modeling Cooperative Driving Behavior in Freeway Merges PY - 2011///Final Report SP - 3p AB - Merging locations are major sources of freeway bottlenecks and are therefore important for freeway operations analysis. Microscopic simulation tools have been successfully used to analyze merging bottlenecks and to design optimum geometric configurations and control strategies for such locations. In congested situations, acceptable gaps for merging are often not available and freeway mainline drivers often cooperate with the on-ramp drivers and create gaps for the merge. This is usually done either by decelerating or by changing to an inner freeway lane. Also, in some cases the merging driver may become impatient and decide to force in, which compels the lag driver in the freeway to decelerate. The lane-changing and acceleration decisions of the freeway mainline driver are therefore not only based on his present situation, but also influenced by the anticipated intention of the merging driver (e.g. whether or not the merging driver is executing a forced merge). Consequently, the merging models developed for a particular freeway may not be applicable to other freeways. The objective of the model was to develop a merging model for freeway conditions and explore transferability of such models across multiple locations. The model was estimated with trajectory data collected as part of the NGSIM project from I-80, CA and US-101, CA. The estimated models used a utility based framework and accounted for the unobserved heterogeneity among the drivers. KW - Behavior KW - Cooperation KW - Drivers KW - Freeway operations KW - Merging area KW - Merging traffic KW - Traffic models UR - http://utc.mit.edu/uploads/MITR20-1.pdf UR - https://trid.trb.org/view/1279122 ER - TY - RPRT AN - 01501349 AU - Ni, Daiheng AU - Collura, John AU - Chen, Qian-Yong AU - New England University Transportation Center AU - University of Massachusetts, Amherst AU - Research and Innovative Technology Administration TI - Stochastic Fundamental Diagram for Probabilistic Traffic Flow Modeling PY - 2011///Final Report SP - 3p AB - Flowing water in river, transported gas or oil in pipe, electric current in wire, moving goods on conveyor, molecular motors in living cell, and driving vehicles on a highway are various kinds of flow from physical or non-physical systems, yet each exhibits distinct characteristics. One of the attributes that distinguishes vehicular traffic flow from other flows as a special kind of 'fluid' is the so-called fundamental diagram - the relationships among traffic flow characteristics (e.g. flow, speed, and density) which are typically represented graphically. The fundamental diagram plays an essential role in transportation analysis and operations. For example, the study on traffic flow dynamics relies on input from the speed-density relationship to understand how a perturbation propagates among vehicles; a highway capacity analysis utilizes the speed-flow relationship to determine the level of service that the highway provides. Hence, sound mathematical models that better represent these relationships build a solid foundation for traffic flow analysis and efficient traffic control. Such an observation has motivated a variety of speed-density models since the path-breaking attempt by Greenshields in 1935. Departing from the Greenshields model, a number of models are proposed with varying degrees of success. Note that these models are in a single-equation form (single-regime model). Further improvements are made by decomposing the speed-density relationship into multiple pieces for better fitting. However, no matter single- or multi-regime, these models are deterministic in nature which essentially describes average system behaviors from a statistical perspective. The aim of this research, rather than to resolve the current controversies regarding sources of randomness, is to advance the modeling effort of the speed-density relationship from the deterministic domain to stochastic while still achieving mathematical elegance and empirical accuracy. To fulfill this end, a conceptual model was formulated assuming that speed is a random process of density and a random variable. KW - Distributions (Statistics) KW - Fundamental diagram KW - Stochastic processes KW - Traffic density KW - Traffic flow KW - Traffic models KW - Traffic speed UR - http://agelab.mit.edu/files/finalreports/UMAR22-15fp.pdf UR - https://trid.trb.org/view/1279155 ER - TY - RPRT AN - 01501342 AU - Garder, Per E AU - Sandford, Thomas C AU - University of Maine, Orono AU - New England University Transportation Center AU - Research and Innovative Technology Administration TI - Institutional Memories of Road Design PY - 2011///Final Report SP - 3p AB - Most of the engineers who were part of the design teams planning, designing and building the highways in Maine from the 1950s through the 1970s have retired. Moreover, that was the ‘golden years’ for highway construction in Maine when most of its limited-access highways were built. The knowledge of how the planning, design and construction of those highways occurred is starting to wane. The objective of this project was to have influential engineers from the ‘golden years’ of road construction give seminars where they presented highlights from their careers and to document how large projects in the state of Maine were done and what can be learned from this for future large projects. Three ‘top’ Department of Transportation engineers, together with people from the contractor side, became the focus of this effort of collecting institutional memories. KW - Civil engineers KW - Corporate culture KW - Highway design KW - History KW - Institutions KW - Knowledge KW - Maine KW - Maine Department of Transportation KW - Memory UR - http://utc.mit.edu/uploads/UMEE21-15%20FP.pdf UR - https://trid.trb.org/view/1279140 ER - TY - RPRT AN - 01485775 AU - Jintanakul, Klayut AU - University of California Transportation Center (UCTC) AU - California Department of Transportation AU - Research and Innovative Technology Administration TI - Dynamic Demand Input Preparation for Planning Applications PY - 2011 SP - 217p AB - A spectrum of traffic engineering and modern transportation planning problems requires the knowledge of the underlying trip pattern, commonly represented by dynamic Origin Destination (OD) trip tables. Unfortunately, there remain several common theoretical and practical aspects which impact the estimation accuracy and limit the use of these methods from most real-world applications. This dissertation itemizes and examines these critical issues, then presents the developments, evaluations, and applications of two new frameworks intended to be used with the current and near-future data, respectively. The first framework offers a systematic and practical procedure for preparing dynamic demand inputs for microscopic traffic simulation under planning applications with an estimation module based solely on traffic counts. The proposed six-step process offers a systematic procedure for preparing dynamic OD demand inputs for microscopic simulation under the planning context; the algorithm is efficient and can be applied to large-scale problems. The second framework utilizes additional information from small probe samples collected over multiple days. It offers an effective procedure for extracting dynamic OD demand and route distribution patterns from probe and traffic count data. KW - Algorithms KW - Bayes' theorem KW - Dynamic traffic assignment KW - Mathematical models KW - Methodology KW - Microsimulation KW - Network analysis (Planning) KW - Origin and destination KW - Traffic counts KW - Traffic simulation UR - http://www.uctc.net/research/UCTC-DISS-2011-02.pdf UR - https://merritt.cdlib.org/d/ark%3a%2f13030%2fm5kp85xr/1/UCTC-DISS-2011-02.pdf UR - https://trid.trb.org/view/1249654 ER - TY - RPRT AN - 01485774 AU - Smart, Michael Jon AU - University of California Transportation Center (UCTC) AU - California Department of Transportation AU - Research and Innovative Technology Administration TI - Immigrant Ethnic Neighborhoods, Inward Focus, and Travel Mode Choice PY - 2011 SP - 206p AB - This dissertation seeks to model the co-ethnic boundedness, or inward focus, of immigrant neighborhoods. The effect associated with immigrants living in immigrant neighborhoods on the choice to use non-motorized (walking, bicycling) modes for all trip purposes is particularly strong. The estimated effect on the use of public transportation and carpools are also considerable for immigrants. For nonimmigrants, the carpooling effect is present, though weak, and there is no effect associated with the use of transit. Attention is given to the Los Angeles Consolidated Metropolitan Statistical Area, in order to focus on specific, well-documented immigrant/ethnic neighborhoods. A travel mode choice model provides strong evidence that immigrant neighborhoods are associated with the use of “green” travel modes such as carpooling, transit, walking, and biking, even after controlling for other factors. The analysis also suggests that the immigrant neighborhood effect on travel mode choices is much larger for immigrant residents of these neighborhoods than for others living in the neighborhood. KW - Demographics KW - Distance KW - Immigrants KW - Logistic regression analysis KW - Mode choice KW - Neighborhoods KW - Travel behavior UR - http://www.uctc.net/research/UCTC-DISS-2011-08.pdf UR - https://merritt.cdlib.org/d/ark%3a%2f13030%2fm53r0xnk/1/UCTC-DISS-2011-08.pdf UR - https://trid.trb.org/view/1249649 ER - TY - RPRT AN - 01485772 AU - Xuan, Yiguang AU - University of California Transportation Center (UCTC) AU - California Department of Transportation AU - Research and Innovative Technology Administration TI - Increasing the Flow Capacity of Signalized Intersections with Pre-signals: Theory and Case Study PY - 2011 SP - 53p AB - The dissertation proposes a new “tandem design" to reorganize traffic and increase the flow capacity of signalized intersections. In the tandem design, a mid-block pre-signal is used to sort left-turning vehicles (LVs) and through-moving vehicles (TVs) in tandem, rather than leaving them side by side, as in the conventional design. For intersections with separate through and left-turn phases, the tandem design outperforms the conventional one because more lanes can be used to discharge traffic during at least one of the intersection signal phases. The length requirement of blocks to fully realize the capacity benefit and modifications of the tandem design to reduce this length requirement is studied. Then a study is conducted at a signalized intersection in the city of Chengdu, China. The case study shows that the tandem design can effectively increase intersection capacity; together with enforcement of the bus-lane restriction, both cars and buses can benefit. Tandem sorting with pre-signals can be extended to increase intersection capacity of multimodal traffic. This extension hinges on an assumption that the discharge times of different modes of transport is additive, and this assumption is confirmed with a natural experiment. KW - Case studies KW - Chengdu (China) KW - Design KW - Highway capacity KW - Length KW - Signalized intersections KW - Traffic flow theory KW - Traffic signal control systems UR - http://www.uctc.net/research/UCTC-DISS-2011-09.pdf UR - https://merritt.cdlib.org/d/ark%3a%2f13030%2fm5c82f2k/1/UCTC-DISS-2011-09.pdf UR - https://trid.trb.org/view/1249648 ER - TY - RPRT AN - 01485763 AU - Gonzales, Eric Justin AU - University of California Transportation Center (UCTC) AU - California Department of Transportation AU - Research and Innovative Technology Administration TI - Allocation of Space and the Costs of Multimodal Transport in Cities PY - 2011 SP - 120p AB - Allocation of street space and how transport modes should be operated for different city structures is discussed. City structure is characterized by the density of travel demand and the amount of space available for transportation. Several costs are associated with transportation systems, including time, money, space, and externalities. Building on macroscopic models of traffic and transit operations in urban networks, the relationship between the costs of providing mobility with various transport modes and the structure of the city served is modeled recognizing that vehicles require space. Cities served by an individual mode (e.g., cars) and/or a collective mode (e.g., buses) are analyzed for three cases: constant demand over time (travelers can choose their mode); evening peak demand (travelers can choose their mode); morning peak demand (travelers can choose mode and departure time). In all cases, the system optimal use of space and modes which minimizes total system costs is identified along with a pricing strategy to achieve the optimum at user equilibrium. The results of this study show systematically how to allocate street space, operate transport systems, and price modes to minimize the costs of mobility for any city structure. KW - Costs KW - Land use models KW - Mobility KW - Mode choice KW - Network analysis (Planning) KW - Optimization KW - Travel demand UR - http://www.uctc.net/research/UCTC-DISS-2011-04.pdf UR - https://merritt.cdlib.org/d/ark%3a%2f13030%2fm5v69pbc/1/UCTC-DISS-2011-04.pdf UR - https://trid.trb.org/view/1249652 ER - TY - RPRT AN - 01485753 AU - Morris, Eric Andrew AU - University of California Transportation Center (UCTC) AU - California Department of Transportation AU - Research and Innovative Technology Administration TI - Access and Outcomes: Transportation, Location, and Subjective Well-Being PY - 2011 SP - 501p AB - This research examines how tools that promote access—monetary means, transportation resources, information, and physical proximity to opportunities— relate to individuals’ subjective well-being (SWB), a self-reported rating of their happiness. The data were analyzed with correlation, ordinary least squares regression, robust regression, weighted OLS regression, and ordered logit regression. Due to issues such as the direction of causality and self-selection by subjects, interpretation of these findings must be nuanced, and policy recommendations must be made with caution. Findings suggest that economic development programs could be a powerful factor promoting SWB, and that fostering access to transportation resources is worthwhile. On the other hand, land use policies designed to promote proximity to opportunities through densification are less promising at increasing SWB. KW - Access KW - Automobile ownership KW - City planning KW - Location KW - Psychological aspects KW - Walking UR - http://www.uctc.net/research/UCTC-DISS-2011-07.pdf UR - https://merritt.cdlib.org/d/ark%3a%2f13030%2fm57h1pc9/1/UCTC-DISS-2011-07.pdf UR - https://trid.trb.org/view/1249650 ER - TY - RPRT AN - 01485750 AU - Schneider, Robert James AU - University of California Transportation Center (UCTC) AU - California Department of Transportation AU - Research and Innovative Technology Administration TI - Understanding Sustainable Transportation Choices: Shifting Routine Automobile Travel to Walking and Bicycling PY - 2011 SP - 442p AB - Few studies have explored how the characteristics of activity destinations are related to travel behavior. This dissertation contributes to the body of knowledge about factors that may encourage people to shift routine travel from automobile to pedestrian or bicycle modes. After controlling for travel factors such as time and cost, socioeconomic characteristics, and individual attitudes, mixed logit models show that automobile use was negatively associated with higher employment density, smaller parking lots, and metered on-street parking in the shopping district. Results also suggest the magnitude of mode shifts that could occur if short- and long-term land use and transportation system changes were made to each study shopping district. The mode choice model representing travel only to and from the study shopping districts (N = 388) was used to estimate respondent mode shares under the following three scenarios: 1) double population and employment densities in each study shopping district, 2) double street tree canopy coverage in each study shopping district, and 3) eliminate half of the automobile parking spaces at the survey store. Understanding each step in the mode choice decision process can help planners, designers, engineers, and other policy-makers implement a comprehensive set of strategies that may be able to shift routine automobile travel to pedestrian and bicycle modes. KW - Attitudes KW - Bicycling KW - Methodology KW - Modal shift KW - Perception KW - Shopping centers KW - Socioeconomic factors KW - Travel behavior KW - Walking UR - http://www.uctc.net/research/UCTC-DISS-2011-01.pdf UR - https://trid.trb.org/view/1249655 ER - TY - RPRT AN - 01481177 AU - Federal Highway Administration TI - Greening Transportation at the Border PY - 2011 SP - 37p AB - On February 23–24, 2011, Federal agencies from the United States, Canada, and Mexico sponsored a workshop in San Diego, California, to discuss opportunities for improvement regarding the greening of transportation at the the U.S./Mexico and U.S./Canada borders. Greening refers to the adoption of environmentally sustainable practices to reduce environmental impacts. The workshop, which approximately 130 people attended, focused on the following four border transportation themes: sustainability and livability; green financing and industry; green technology; and performance measures. The report, which presents an overview of green transportation technologies, policies, and initiatives, is based on presentations given and discussions held at the workshop. It is intended to serve as a reference for agencies involved in border transportation planning, including national, state/ provincial, and local governments. KW - Environmental impacts KW - Environmental policy KW - Financing KW - International borders KW - Performance measurement KW - Sustainable development KW - Technology KW - United States-Canada Border KW - United States-Mexico Border UR - http://www.borderplanning.fhwa.dot.gov/GreenBorderRpt/green_border_final.pdf UR - http://www.borderplanning.fhwa.dot.gov/GreenBorderRpt/index.asp UR - https://trid.trb.org/view/1250041 ER - TY - RPRT AN - 01477163 AU - Virginia Department of Transportation AU - Federal Highway Administration TI - Chapter 5 Virginia's Top Five Percent High Crash Locations PY - 2011 SP - 18p AB - Following the new Safe, Accountable, Flexible, Efficient Transportation Equity Act: A Legacy for Users (SAFETEA-LU) Highway Safety Improvement Program (HSIP) requirements [Section 148 (c) (1) (D)] for reducing traffic deaths and injuries on public roads, the Virginia Department of Transportation (VDOT) has identified and prioritized the top five percent of high crash locations exhibiting the most severe safety needs and documented the following: potential remedies to the identified hazardous locations; estimated costs of the remedies; and impediments to implementation. For identifying the high crash locations, VDOT conducted a two step data analysis: 1) the Rate-Quality Control Method for network screening and 2) the Crash Frequency Method for site prioritization using the last three calendar years of crash and inventory data (2006 – 2008) available from the Highway Traffic Records Information System and Roadway Network System. At the time of this report, year 2009 crash data were not completely coded. However, for the last three reports the number and location of the top five percent sites have not changed substantially. As such, potential countermeasures proposed for improving safety with planning level estimates are summarized and updated from previous reports based on implemented and ongoing treatment studies. KW - Annual reports KW - Costs KW - Countermeasures KW - Crash rates KW - High risk locations KW - Highway safety KW - Virginia KW - Virginia Department of Transportation UR - http://safety.fhwa.dot.gov/hsip/fivepercent/2011/va_5prt_rpt2011.pdf UR - https://trid.trb.org/view/1246274 ER - TY - RPRT AN - 01477101 AU - Khelifa, Alexandre AU - Garrow, Laurie A AU - Higgins, Matthew J AU - Meyer, Michael D AU - Georgia Transportation Institute University Transportation Center (GTI-UTC) AU - Research and Innovative Technology Administration TI - The Impacts of Climate Change on Scour-Vulnerable Bridges: An Assessment Based on HYRISK PY - 2011///Final Report AB - More than 20% of the bridges in the U.S. were built more than 50 years ago, at a time in which intense precipitation events were much less common. However, very little work has been done on the use of scour risk-assessment models to assess how climate change increases bridge failure probabilities. This paper develops a risk-assessment framework based on HYRISK, a model developed to assess the probability of a bridge failure due to scour, and illustrates one way in which current engineering risk-assessment models can be used to quantify the additional risks and expected economic losses associated with a changing climate. Application of this framework to all bridges in the U.S. that carry vehicular traffic over water finds that economic losses due to climate change factors will increase by at least 15% over current losses and that the expected number of annual bridge failures in the U.S. will increase by at least 10% over current failures. Climate-based risk measures, such as those developed as part of this study, could be included in asset management systems to replacement schedules. KW - Asset management KW - Bridges KW - Climate change KW - Hyrisk (Computer program) KW - Maintenance KW - Risk assessment KW - Scour KW - United States UR - http://www.utc.gatech.edu/sites/default/files/projects/reports/garrow_the_impacts_of_climate_change_on_scour-vulnerable_bridges_20111021_jte_climate_change.pdf UR - https://trid.trb.org/view/1246700 ER - TY - SER AN - 01456585 JO - University of California, Davis. Institute of Transportation Studies. Research report PB - University of California, Davis AU - Davies-Shawyde, Jamie AU - University of California, Davis AU - California Department of Transportation AU - Research and Innovative Technology Administration TI - Impact of Observed Travel and Recharging Behavior, Simulated Workplace Charging Infrastructure, and Vehicle Design on PHEV Utility Factors (UF), Total Charge Depleting (CD) Driving and Time of Day (TOD) Grid Demand: Scenarios Based on Consumers’ Use of A Plug-in Hybrid Electric Vehicle (PHEV) Conversion PY - 2011 SP - 61p AB - The charging of plug-in hybrid electric vehicles (PHEVs) will place new loads on the electrical grid. How much and the time of day (TOD) at which users plug in their vehicles will have implications for electricity providers who must meet the additional electrical load required to charge a fleet of PHEVs. PHEV charging could place new burdens on existing electrical infrastructure (substations and transformers) and generating capacity. Information about consumers’ recharging behavior can help utilities and interested parties better plan for PHEVS in the marketplace. PHEVs can run in charge depleting (CD) and charge sustaining (CS) modes and there is uncertainty as to how much travel will be completed in each mode. Accounting for the amount of travel in each mode is crucial in order to accurately assess the fuel economy (FE) benefits, green house gas (GHG) emissions and costs of PHEVs. In 2001, the Society of Automotive Engineers (SAE) promulgated standard J2841 defining the utility factor (UF) as the percentage of travel that can be completed in CD mode for a PHEV fleet with a given CD range. As such, the SAE standard J2841 has a substantial influence on policies regarding PHEVs and their assumed benefits and costs, and has been used by analysts, industry, and policy makers to calculate PHEV corporate average fuel economy (CAFE), GHG emissions, operating costs and Zero Emission Vehicle (ZEV) credits. The analysis described in this report challenges J2841by calculating the observed UF for a fleet of PHEVs driven by 25 Plausible Early Market (PEM) PHEV buyers in a demonstration and market research project. The results suggest that promoting “short range” PHEVs and focusing on popular vehicle-types, rather than upon achieving high CD ranges, could lead to greater total benefits from PHEVs in the early market, through more widespread adoption of PHEVs. KW - Battery chargers KW - Consumer behavior KW - Demand KW - Electric power KW - Electric vehicle charging KW - Periods of the day KW - Plug-in hybrid vehicles KW - Travel behavior UR - http://pubs.its.ucdavis.edu/download_pdf.php?id=1458 UR - https://trid.trb.org/view/1134665 ER - TY - RPRT AN - 01454415 AU - Castro, Javier AU - Li, Wenting AU - Pour-Ghaz, Mohammad AU - Golias, Mike AU - Tao, Bernie AU - Sun, Hongfang AU - Weiss, Jason AU - Purdue University AU - Indiana Department of Transportation AU - Federal Highway Administration TI - Durability of Saw-Cut Joints in Plain Cement Concrete Pavements PY - 2011///Final Report SP - 44p AB - The objective of this project was to evaluate factors influencing the durability of the joints in portland cement concrete pavement in the state of Indiana. Specifically this work evaluated the absorption of water, the absorption of deicing solutions, the relationship between the degree of saturation and concrete deterioration, and the role of Soy Mehyl Esters as a potential concrete sealant. The aforementioned items were studied in conjunction with the observation of premature joint deterioration in concrete pavements. Previous work by the PI identified that deteriorating joints were observed to frequently have standing water and damaged joint sealant. To better understand the potential mechanisms responsible for joint deterioration, a series of mortars were tested that are consistent with the mortar fraction of concrete paving mixtures. The first portion of the work examined the role of deicing salt solutions on the wetting and drying behavior of concrete elements (this was a joint series of experiments with SPR 3093). It was observed that salts altered the equilibrium relative humidity of the solution, as such concrete containing deicing solutions dried less frequently than concrete containing only pore solution. Further, it was observed that the rate of water absorption was related to the square root of ratio of surface tension and viscosity. Salt solutions have a slower rate of absorption than plain water. It was also observed that concrete previously exposed to deicing salts also exhibited an altered rate of water absorption. The second portion of the work examined the concept of the degree of saturation and its relationship with freeze-thaw damage. Specifically mortars with different air contents were examined. Fagerlund developed a model that proposed a critical degree of saturation could be correlated with the onset of freeze-thaw damage. The work suggests that absorption testing should be used to determine the degree of saturation which can be used to estimate the time to reach a critical degree of saturation. Once this critical degree of saturation was reached freeze-thaw damage was inevitable. While entrained air was observed to slow the time to reach a critical degree of saturation, this critical degree of saturation could not be avoided. The final portion of the work examined the potential use of penetrating concrete sealers (like soy methyl esters) to reduce water absorption and the corresponding freeze-thaw damage. While absorption testing was able to show the benefits of sealers, differences were observed regarding the influence of sealer composition on freeze-thaw damage. KW - Absorption KW - Acoustic emission KW - Concrete pavements KW - Deicing chemicals KW - Indiana KW - Pavement distress KW - Pavement joints KW - Portland cement concrete UR - http://dx.doi.org/10.5703/1288284314649 UR - https://trid.trb.org/view/1218706 ER - TY - RPRT AN - 01454032 AU - Federal Highway Administration TI - Our Nation's Highways 2011 PY - 2011 SP - 64p AB - With over 4 million miles of public roads, including more than 164,000 miles of National Highway System roadways, our nation is connected coast-to-coast and community-to-community. The 2011 edition this document includes updates on our complex roadway infrastructure, revenue and finance, travel trends, and travel behavior. It also provides the latest updates on projects and programs associated with the American Recovery and Reinvestment Act of 2009. KW - American Recovery and Reinvestment Act of 2009 KW - Financing KW - Highway travel KW - Highways KW - Revenues KW - Travel behavior KW - Trend (Statistics) KW - United States UR - https://www.fhwa.dot.gov/policyinformation/pubs/hf/pl11028/onh2011.pdf UR - https://trid.trb.org/view/1222400 ER - TY - RPRT AN - 01449556 AU - Federal Highway Administration TI - Partner Feedback Report 2011 PY - 2011 SP - 28p AB - This report is a summary of the feedback Federal Highway Administration (FHWA), Eastern Federal Lands Highway Division (EFLHD) received in relation to their program and project delivery in Fiscal Year 2011. It also includes identification of proposed improvement actions and reports on some of their accomplishments. The following web-based surveys were distributed to Partner Agencies: Program Administration (Program Support Throughout Project Delivery); Environmental Collaboration; Project Development (Design); and Completed Projects (Construction). In FY 2011, 37 projects were awarded over $187 million in construction contracts from which survey solicitations were requested. Comments came from the National Park Service, U.S. Fish and Wildlife Service, U.S. Forest Service, State Departments of Transportation, US Army Corps of Engineers, and other Agencies. The surveys are sent at the completion of the environmental assessment, project design and construction phase, and annually to gauge overall program administrative support. KW - Cooperation KW - Eastern Federal Lands Highway Division KW - Government agencies KW - Project delivery KW - Project management KW - Surveys UR - http://www.efl.fhwa.dot.gov/files/about/EasternFederalLands-PartnerFeedbackReport2011.pdf UR - https://trid.trb.org/view/1214958 ER - TY - RPRT AN - 01449548 AU - Fine, Philip R AU - University of Alabama at Birmingham University Transportation Center AU - Research and Innovative Technology Administration TI - UAB UTC Annual Report 2010-2011 PY - 2011 SP - 540p AB - This report provides and overview of the University of Alabama at Birmingham's (UAB's) University Transportation Center (UTC) program. This UTC was established in a School of Medicine. This one-of-a-kind operating platform enabled UAB to bring a unique perspective to the study of medically-related transportation issues such as (1) the impact of congestion on motor vehicle crash-related (MVC) injury outcome as a function of the “golden hour”/first-responder access; (2) prevention and reduction of commercial vehicle crashes as a function of operator health status; (3) crash injury prevention and control as a function of the operator vehicle-environment interface; and, (4) achieving a statistically significant reduction in injuries and deaths associated with MVCs occurring in medically underserved, rural areas. Although the UAB UTC’s beginning-to-end life-span was short, in less than 60 months they developed, conducted and completed an ambitious, wide-reaching research agenda encompassing three research domains and 11 individual projects. The research domains were: Domain I: Emergency Medical Services and Congestion; Domain II: Development of a Dynamic Assignment and Simulation Model for Incident and Emergency Management Applications in the Birmingham Region; and, Domain III: Distracted Driving and Small Projects. More detailed information and formal Final Reports on the specific projects are included in this document. KW - Annual reports KW - Research KW - University of Alabama, Birmingham KW - University Transportation Centers Program UR - http://www.uab.edu/utc/PDF%20Files/Final%20UTC%20Report%2011_11_JF.pdf UR - http://ntl.bts.gov/lib/46000/46100/46149/Final_UTC_Report_11_11_JF.pdf UR - https://trid.trb.org/view/1217007 ER - TY - RPRT AN - 01449537 AU - Federal Highway Administration TI - Bridge Management: Practices in Idaho, Michigan and Virginia PY - 2011 SP - 42p AB - Bridge management practices of departments of transportation (DOTs) in three US states, Idaho, Michigan and Virginia, are reported. These DOTs are examples of the success that is possible for asset management practices applied to bridges and culverts. Idaho, Michigan and Virginia employ bridge management practices that include four features: measurement of performance of bridges and culverts with targets for performance; work programs that respond to performance measurements and targets; reporting to stakeholders on performance of bridges and culverts; and commitment within DOTS to preservation of existing assets. KW - Asset management KW - Bridge management systems KW - Bridges KW - Case studies KW - Idaho Department of Transportation KW - Michigan Department of Transportation KW - Performance measurement KW - Preservation KW - State departments of transportation KW - Structural health monitoring KW - Virginia Department of Transportation UR - http://www.fhwa.dot.gov/asset/hif12029/hif12029.pdf UR - https://trid.trb.org/view/1216809 ER - TY - RPRT AN - 01446277 AU - Parmar, Devendra S AU - Eastern Seaboard Intermodal Transportation Applications Center AU - Research and Innovative Technology Administration TI - Non-Destructive Bridge Testing with Acoustic Emission (AE) Sensor Technology PY - 2011///Final Report SP - 14p AB - The proposed research at the Denbigh Blvd. in the City of Newport News, Virginia was completed according to the plan of action prepared in consultation with the VDOT and the Virginia Council of Transportation Innovation and Research (VCTIR). The major elements of the work are shown below: 1. Research Preparation: review of the updated status of the bridge monitoring based on the feedback from VDOT; 2. Discussion of the Research Plan with VDOT/VCTIR; 3. Site visits for test site selection on the bridge; 4. Testing of the battery operated Micro-II Digital DAQ system for experimentation at the test site; 5. Planning of the Micro-II Digital DAQ system Acoustic Emission (AE) sensors for installations on the test site; 6. AE testing, data acquisition and analysis; 7. Analysis of the AE data in a linear and 2D framework to locate the damages; 8. Establish AE bridge inspection procedure and methodology based on the studies during quiet/low and peak traffic periods; 9. Investigate the AE generation from freight trains on the bridge structure component; 10. AE data acquisition, recording and analysis on a near real time basis. KW - Acoustic emission tests KW - Bridges KW - Inspection KW - Maintenance KW - Monitoring KW - Newport News (Virginia) KW - Nondestructive tests KW - Sensors UR - http://biz.hamptonu.edu/esitac/docs/ESITAC_NDE_FinalReport_3_20120919.pdf UR - https://trid.trb.org/view/1212538 ER - TY - RPRT AN - 01444847 AU - Ohio Department of Public Safety AU - National Highway Traffic Safety Administration TI - Highway Safety Plan: Federal Fiscal Year 2012 PY - 2011 SP - 99p AB - In Ohio in 2010, there were 1,080 fatalities and 10,175 serious injuries in traffic crashes. The number of fatalities has decreased 9.32 percent since 2008 and the number of injuries has increased .61 percent in the same time frame. Ohio has prioritized its problem areas as follows: Impaired Driving, Restraint Usage, Motorcycles, Speed, Youth, Traffic Records, Multicultural, Pedestrian and Roadway Safety. Fatality data and analysis of each of these areas is included in this report. Performance measures, programming efforts, and funding levels are also outlined. KW - Crash analysis KW - Crash rates KW - Crashes KW - Fatalities KW - Financing KW - Highway safety KW - Ohio KW - Safety management KW - Transportation planning UR - http://ohiohighwaysafetyoffice.ohio.gov/Reports/2012TSAP.pdf UR - https://trid.trb.org/view/1212433 ER - TY - RPRT AN - 01394339 AU - Georgia Department of Transportation AU - CDM Smith AU - Federal Aviation Administration TI - 2011 Georgia Statewide Airport Economic Impact Study: Executive Summary PY - 2011 SP - 13p AB - Georgia’s airports are a major catalyst to the state’s growing economy. In order to better understand the economic benefit of Georgia’s airports to the economy, the Georgia Department of Transportation completed this study to quantify the economic contribution of the state’s airport system. The total economic contribution of Georgia’s 104 public-use airports is the sum of the on-airport businesses, the spending of visitors, and the additional activity of the recirculation of spending of on-airport businesses and visitors. Georgia’s airports contribute significantly to the state’s economy, supporting 471,175 jobs, $17.8 billion in payroll, and $62.6 billion in statewide economic impact. Annually, aviation contributes significant revenue to the state’s general fund and local governments, providing nearly $137 million in revenue in 2009, a 37% increase from 2001 aviation-related tax revenues. KW - Airports KW - Economic impacts KW - Employment KW - Georgia UR - http://www.dot.ga.gov/InvestSmart/Aviation/Documents/Georgia%20Economic%20Impact%20Study%20-%202011(GDOT).pdf UR - https://trid.trb.org/view/1154465 ER - TY - RPRT AN - 01380404 AU - Chicago Transit Authority AU - Federal Transit Administration AU - CWC Transit Group TI - Red Line Extension Project Scoping Report PY - 2011 SP - 32p AB - The Chicago Transit Authority (CTA) is proposing to make transportation improvements by extending the Red Line from the 95th Street station to 130th Street. CTA and the Federal Transit Administration (FTA) will be preparing an environmental impact statement (EIS) that will evaluate the environmental effects of constructing and operating the proposed extension. FTA is the federal lead agency and CTA is the local lead agency. The Red Line was put into operation in 1969. Plans to extend the Red Line to the southern city limits were made shortly thereafter but have not yet been implemented. Starting in 2002, community activists began an awareness campaign and a community petition drive which resulted in an advisory referendum being placed on the November 2004 ballot. The referendum was supported by 38,000 voters in the 9th and 34th wards. In 2006, the Chicago Transit Board initiated an alternatives analysis study for the proposed extension. The study area is situated 11 miles south of the Chicago Central Area (commonly referred to as the Loop) and encompasses approximately 20 square miles. This report summarizes the public participation process for, and the public comments resulting from, the Red Line extension public scoping meetings and comment period. The process of determining the scope, focus, and content of an EIS is known as “scoping.” Scoping meetings are a useful opportunity to obtain information from the public and governmental agencies. In particular, the scoping process asks agencies and interested parties to provide input on the proposed alternatives, the purpose and need for the project, the proposed topics of evaluation, and potential impacts and mitigation measures to be considered. KW - Chicago (Illinois) KW - Chicago Transit Authority KW - Environmental impact statements KW - Environmental impacts KW - Line extensions (Rail transit) KW - Project scoping KW - Public participation KW - Rapid transit KW - U.S. Federal Transit Administration UR - http://www.transitchicago.com/assets/1/planning/Final_Red_Scoping_Report_062510.pdf UR - https://trid.trb.org/view/1147543 ER - TY - RPRT AN - 01380403 AU - Goodwin, Lynette AU - Pisano, Paul AU - Mitretek Systems AU - Federal Highway Administration TI - Current Practices in Transportation Management During Inclement Weather PY - 2011 SP - 9p AB - The Road Weather Management Program of the Federal Highway Administration has documented transportation management practices used during inclement weather. Best management practices include road weather and traffic surveillance to assess threats to transportation system performance, arterial and freeway management to regulate roadway capacity, as well as dissemination of advisory information to influence traveler decisions and driver behavior. These management practices are employed in response to various weather threats including low visibility, high winds, precipitation, hurricanes, flooding, and avalanches. Weather-related transportation management practices (1) improve mobility by increasing roadway capacity and promoting uniform traffic flow, (2) increase public safety by minimizing accident risk and exposure to hazards, as well as (3) enhance the safety and productivity of road maintenance personnel. KW - Arterial highways KW - Best practices KW - Freeways KW - Highway safety KW - Highway traffic control KW - Road weather information systems KW - Traveler information and communication systems KW - Weather conditions UR - http://ops.fhwa.dot.gov/weather/resources/publications/fhwa/ite2002_currentprac.pdf UR - https://trid.trb.org/view/1148122 ER - TY - RPRT AN - 01380367 AU - Chicago Transit Authority AU - Federal Transit Administration AU - CWC Transit Group TI - Orange Line Extension Project Scoping Report PY - 2011 SP - 29p AB - The Chicago Transit Authority (CTA) is proposing to make transportation improvements by extending the Orange Line, a heavy rail transit line, to connect Midway Station at the Midway International Airport to Ford City. CTA and the Federal Transit Administration (FTA) will be preparing an Environmental Impact Statement (EIS) that will evaluate the environmental effects of constructing and operating the proposed extension. FTA is the federal lead agency and CTA is the local lead agency. The Orange Line opened in 1993, providing service to the southwest side of Chicago and Midway International Airport. The original project proposal was for the southern terminal of the Orange Line to be located in the vicinity of the Ford City Mall. Due to funding limitations, the terminus was shortened to Midway Airport. The regional long range transportation plan developed by the Chicago Metropolitan Agency for Planning, has included an extension of the Orange Line since the early 1990s. The following report summarizes the public participation process for, and the public comments resulting from, the Orange Line Extension public scoping meetings and comment period. The process of determining the scope, focus, and content of an EIS is known as “scoping.” Scoping meetings are a useful opportunity to obtain information from the public and governmental agencies. In particular, the scoping process asks agencies and interested parties to provide input on the proposed alternatives, the purpose and need for the project, the proposed topics of evaluation, and potential impacts and mitigation measures to be considered. KW - Chicago Transit Authority KW - Environmental impact statements KW - Environmental impacts KW - Line extensions (Rail transit) KW - Public participation KW - Rapid transit KW - U.S. Federal Transit Administration UR - http://www.transitchicago.com/assets/1/planning/Final_Orange_Scoping_Report_051310.pdf UR - https://trid.trb.org/view/1147527 ER - TY - RPRT AN - 01373355 AU - University of Tennessee, Knoxville AU - Tennessee Governor's Highway Safety Office AU - Tennessee Department of Transportation AU - National Highway Traffic Safety Administration TI - 2011 Tennessee Traffic Safety Culture Survey PY - 2011 SP - 15p AB - The Tennessee Governor's Highway Safety Office has partnered with the University of Tennessee Center for Transportation Research since 2004 to gather and evaluate Tennesseans' attitudes and perceptions of various highway safety issues and their awareness of media campaigns. A new survey was initiated through the University of Tennessee and Tennessee Governor's Highway Safety Office partnership in the spring of 2011 designed to measure attitudes and opinions about traffic safety issues and driving habits in a more targeted manner than was possible with the previous surveys. The survey instrument was designed to assess the safety culture of Tennesseans. This survey was modeled after the third annual Traffic Safety Culture Index conducted by the AAA Foundation for Traffic Safety. The results of the survey are presented in this report. Though the Tennessee Safety Culture Survey is not an exact duplication of the Traffic Safety Culture Index, care was taken to ensure that when questions addressing the same topic were asked the wording was the same. The results and findings of this first Tennessee Traffic Safety Culture Survey are presented in this report. KW - Attitudes KW - Culture (Social sciences) KW - Highway safety KW - Public opinion KW - Social values KW - Surveys KW - Tennessee KW - Traffic safety KW - Traffic Safety Culture Index UR - http://ctr.utk.edu/press_releases/SafetyCultureReportFinal_Jan2012.pdf UR - https://trid.trb.org/view/1141430 ER - TY - RPRT AN - 01371168 AU - Department of Transportation AU - Research and Innovative Technology Administration TI - Multistate Control Strategy Tool. Clarus Regional Demonstration PY - 2011 SP - 2p AB - Many traffic management events in one jurisdiction can have impacts on neighboring jurisdictions, including increases in traffic congestion or secondary collisions that cross jurisdictional boundaries. The Federal Highway Administration (FHWA) recently tested a Multistate Control Strategy Tool that integrates weather and other traffic information enabling system operators to better manage the transportation network. This tool allows multiple agencies to better coordinate and respond to real-time situations and disseminate safety and other information to people, thereby improving operations and reducing travel frustration. KW - Clarus KW - Driver information systems KW - Highway traffic control KW - Real time information KW - Weather conditions UR - http://ntl.bts.gov/lib/44000/44300/44378/FHWA-JPO-11-158_Multistate_Control_Final.pdf UR - https://trid.trb.org/view/1138746 ER - TY - RPRT AN - 01371164 AU - Department of Transportation AU - Research and Innovative Technology Administration TI - Enhanced Road Weather Content for Travel Advisories. Clarus Regional Demonstrations PY - 2011 SP - 2p AB - Statewide transportation information systems need road weather and road condition forecasts to improve safety and mobility for transportation users. Under the Clarus Initiative’s regional demonstrations enhanced road weather content was developed for traveler advisories that combined observed and forecasted weather and road conditions into a multistate traveler information system. The Initiative involved two regional demonstration projects where state and provincial departments of transportation provided ideas for five new potential uses for Clarus data. The Clarus Initiative, a joint effort of the U.S. Department of Transportation Intelligent Transportation Systems (ITS) Joint Program Office and FHWA’s Road Weather Management Program (RWMP), is a six-year effort to develop and demonstrate an integrated weather observation data management system that can reduce the impact of adverse weather conditions on surface transportation. This use case utilized an innovative message generation engine (MGE) that incorporated analyzed road conditions and weather information from Interstate highway segments across a five-state region. The MGE developed appropriate messages regarding the nature, severity, and timing of detected and forecasted adverse travel conditions using the following data sources: (1) Clarus System ESS and quality control data; Ÿ(2) Clarus-enhanced precipitation analyses; and (3) Meridian road condition forecasts; and Private-sector weather forecasting. KW - Clarus KW - Demonstration projects KW - Information systems KW - Road conditions KW - Road Weather Management Program KW - Traveler information and communication systems KW - Weather forecasting UR - http://ntl.bts.gov/lib/44000/44300/44379/FHWA-JPO-11-159_Enhanced_RW_Content_Final.pdf UR - https://trid.trb.org/view/1138747 ER - TY - RPRT AN - 01371163 AU - Department of Transportation AU - Research and Innovative Technology Administration TI - Maintenance and Operations Decision Support Tool . Clarus Regional Demonstrations PY - 2011 SP - 2p AB - Weather affects almost all maintenance activity decisions. The Federal Highway Administration (FHWA) tested a new decision support system for maintenance in Iowa, Indiana, and Illinois called the Maintenance and Operations Decision Support System (MODSS). MODSS can dramatically improve how an agency schedules its maintenance activities based on real-time and predictive weather conditions, which saves departments of transportation labor and materials costs, time, money, and frustration. Most maintenance activities have their own set of rules on the conditions under which they operate. These rules can involve surface temperature, air temperature, wind speed, humidity, precipitation, and visibility. In some cases, knowing the conditions 24 hours before and after a weather event may be critical to the safety and operating conditions of the roadway.The objective of MODSS is to expand decision support beyond snow and ice control and incorporate Clarus weather data that can assist maintenance-, operations-, and construction-related scheduling decisions during other weather events such as rain, fog, wind, etc. KW - Clarus KW - Decision support systems KW - Highway maintenance KW - Illinois KW - Indiana KW - Iowa KW - Real time control KW - Weather conditions UR - http://ntl.bts.gov/lib/44000/44300/44377/FHWA-JPO-11-157_Maintenace_Ops_Final.pdf UR - https://trid.trb.org/view/1138745 ER - TY - RPRT AN - 01371161 AU - Department of Transportation AU - Research and Innovative Technology Administration TI - Seasonal Load Restriction Tool. Clarus Regional Demonstrations PY - 2011 SP - 2p AB - State transportation agencies have wanted to improve the techniques that lead to the decisions to impose and subsequently lift restrictions on selected roads that are prone to road damage due to subsurface freezing/thawing processes. The Seasonal Load Restriction (SLR) Tool uses observations from the Clarus and other non-Clarus systems to generate the information they need. The SLR tool is part of the Clarus Initiative’s regional demonstration projects where state and provincial departments of transportation provided ideas for five new potential uses for Clarus data. Participants in the SLR Clarus regional demonstration project included State Maintenance Operations personnel in Montana, North Dakota, and South Dakota. SLR uses Clarus and other observations and a numerical model output as input to a subsurface model that generates weight restriction guidance based upon simulated structural stability in the subpavement soil profile. The decision support tool also uses past and current weather observations, long-lead time weather forecasts, and characteristics of the subpavement thermal and moisture profiles to create its soil stability assessment. KW - Clarus KW - Demonstration projects KW - Freeze thaw durability KW - Montana KW - North Dakota KW - Pavements KW - South Dakota KW - Spring load restrictions UR - http://ntl.bts.gov/lib/44000/44300/44376/FHWA-JPO-11-156_Seasonal_Load_Final.pdf UR - https://trid.trb.org/view/1138744 ER - TY - RPRT AN - 01370258 AU - Department of Transportation AU - Research and Innovative Technology Administration TI - Enhanced Road Weather Forecasting. Clarus Regional Demonstrations PY - 2011 SP - 2p AB - The quality of road weather forecasts has major impacts on users of surface transportation systems and managers of those systems. Improving the quality involves the ability to provide accurate, route-specific road weather information (e.g., timing and type of precipitation, pavement temperature, likelihood of blowing snow). Enhancing road weather forecasting is part of the Clarus Initiative’s regional demonstration projects where state and provincial departments of transportation provided ideas for five new potential uses for Clarus data. The Clarus Initiative, a joint effort of the U.S. Department of Transportation Intelligent Transportation Systems (ITS) Joint Program Office and Federal Highway Administration's (FHWA’s) Road Weather Management Program (RWMP), is a six-year effort to develop and demonstrate an integrated weather observation data management system that can reduce the impact of adverse weather conditions on surface transportation. One potential solution is the aggregation of observed weather data in the Pavement Precipitation Accumulation Estimation System (PPAES). This is a unique blending of surface observations with remotely sensed data that fills the important gaps between pavement observations and permits a more realistic distribution of highway pavement conditions. KW - Clarus KW - Pavement conditions KW - Real time information KW - Road weather information systems KW - Weather conditions KW - Weather forecasting UR - http://ntl.bts.gov/lib/44000/44300/44375/FHWA-JPO-11-155_Enhanced_RW_Forecasting_Final.pdf UR - https://trid.trb.org/view/1138548 ER - TY - RPRT AN - 01370215 AU - Day, Christopher M AU - Brennan, Thomas M AU - Sturdevant, James R AU - Purdue University AU - Indiana Department of Transportation AU - Federal Highway Administration TI - Performance Evaluation of Traffic Sensing and Control Devices PY - 2011 SP - 36p AB - High quality vehicle detection is essential to properly operate actuated phases at traffic signals and to facilitate effective management of technician and engineering resources. INDOT operates over 2600 traffic signal controllers, approximately 2000 of which use some form of vehicle detection. The private sector continues to develop innovative sensing technologies that may potentially benefit Indiana motorists and taxpayers by improving system efficiency and lowering installation and maintenance costs. However, the acceptance of new sensing technology requires careful evaluation to ensure that they provide robust performance 24 hours a day, 365 days a year, with minimal impact on maintenance resources. This study developed a technical protocol for evaluating vehicle detector performance and applied those techniques to both video detection (in partnership with Texas) and wireless magnetometers. Based on experiences in designing the detector test bed, recommendations are given for stop bar detection zone design using wireless magnetometers. Additional results include a detailed study of the inductive loop detector sensing range for several loop geometries, and an innovative method for interrogating NTCIP-compliant traffic signal systems to allow quality control on signal timing plan implementation. Since this project spanned several years, interim results were documented in the professional literature as they became available. This technical report summarizes those results and provides references to the published papers. KW - Loop detectors KW - Magnetometers KW - Performance measurement KW - Sensors KW - Traffic signal timing KW - Traffic signals KW - Vehicle detectors UR - http://docs.lib.purdue.edu/jtrp/1487/ UR - http://dx.doi.org/10.5703/1288284314641 UR - https://trid.trb.org/view/1136914 ER - TY - RPRT AN - 01370158 AU - Peeta, Srinivas AU - Kumar, Amit AU - Sharma, Sushant AU - Purdue University AU - Indiana Department of Transportation AU - Federal Highway Administration TI - Post-Processing Techniques to Enhance Reliability of Assignment Algorithm Based Performance Measures PY - 2011///Final Report SP - 39p AB - This study develops an enhanced transportation planning framework by augmenting the sequential four-step planning process with post-processing techniques. The post-processing techniques are incorporated through a feedback mechanism and aim to improve the stability and convergence properties of the solution, thereby improving the reliability of the planning process. There are three building blocks of the proposed post-processing module: slope-based multi-path algorithm or SMPA, perturbation assignment, and O-D prioritization technique. SMPA is the most important part of the module and it can be used as both a post-processing algorithm and an independent static traffic assignment algorithm. In addition to SMPA, the post-processing module consists of perturbation assignment and O-D prioritization schemes. Perturbation assignment provides warm start and the O-D prioritization improves the rate of convergence by deciding the sequence in which the O-D pairs are brought into the flow update process. A detailed implementation procedure for perturbation assignment is developed along with six different criteria for O-D prioritization. Computational experiments using the Sioux Falls, Anaheim and Borman Corridor networks provide insights on these techniques. Results of the computational experiments show that SMPA has a superior rate of convergence compared to state-of-the-practice algorithms even without O-D prioritization and warm start. Results of computational experiments further reveal that a warm start using perturbation assignment and O-D prioritization provides significant benefits in improving the convergence properties and obtaining a more stable solution. KW - Algorithms KW - Origin and destination KW - Performance measurement KW - Perturbations KW - Reliability (Statistics) KW - Strategic planning KW - Traffic assignment UR - http://docs.lib.purdue.edu/jtrp/1488/ UR - http://dx.doi.org/10.5703/1288284314643 UR - https://trid.trb.org/view/1136913 ER - TY - RPRT AN - 01370123 AU - Nantung, Tommy Edward AU - Purdue University AU - Indiana Department of Transportation AU - Indiana Department of Transportation AU - Federal Highway Administration TI - High Performance Concrete Pavement in Indiana PY - 2011///Final Report SP - 66p AB - Until the early 1990s, curling and warping of Portland cement concrete pavement did not concern pavement engineers in many transportation agencies. Since beginning construction of the interstate system in the United States in the late 1950s through the late 1980s, the performance of Portland cement concrete pavement has been associated with properties of concrete as a pavement material. In those years developed standards and design guidelines emphasized better concrete materials and construction control. At the time, combining curling and loading stresses was quite controversial due to the nature of the load-carrying capacity of concrete pavement and the occurrence of types of loads. Arguments developed that the types of loads (traffic and curling) rarely occurred at the same time of day. The concrete pavement design principle did not include the effects of curling and warping of concrete pavement as determining design factors in pavement performance. This research project was initiated as a response from the INDOT Pavement Steering Committee related to the joint spacing of Jointed Plain Concrete Pavement in Indiana. There was an initiative in the Committee to reduce the joint spacing from 18 feet to 15 feet as a way to reduce premature concrete pavement deterioration. There was an indication that some newly paved JPCP had transverse cracks even before the pavement section was opened to traffic. In this experimental study, several important conclusions were drawn from temperature analysis, stress-strain analysis, and other data analysis. The analysis from this experimental study supports the decision by INDOT to shorten the concrete pavement joint spacing to increase the performance of Jointed Plain Concrete Pavement in Indiana. KW - Concrete pavements KW - High performance concrete KW - Indiana KW - Jointed plain concrete pavements KW - Pavement design KW - Pavement joints KW - Pavement performance KW - Spacing UR - http://dx.doi.org/10.5703/1288284314644 UR - https://engineering.purdue.edu/JTRP/files/2642-Technical-Summary.pdf UR - https://trid.trb.org/view/1136466 ER - TY - RPRT AN - 01368802 AU - Department of Transportation TI - Clarus: A Clear Solution for Road Weather Information PY - 2011 SP - 2p AB - The U.S. Department of Transportation (DOT) Federal Highway Administration (FHWA) Road Weather Management Program, in conjunction with the Intelligent Transportation Systems (ITS) Joint Program Office established the Clarus Initiative in 2004 to reduce the impact of adverse weather conditions on surface transportation users. Clarus is the 21st Century’s answer to the need for timely, high-quality road weather information. The goal of the initiative was to create a robust data assimilation, quality checking, and data dissemination system that could provide near real-time atmospheric and pavement observations from the collective transportation department’s investments in road weather information system, environmental sensor stations (ESS), as well as mobile observations from Automated Vehicle Location (AVL) equipped trucks. The initiative also envisions utilizing weather data collected from passenger vehicles equipped with transceivers, research that is being conducted under the ITS Joint Program Office’s connected vehicle research initiatives. The result is a more complete and accurate weather picture that is available to any user, at anytime, anywhere in the U.S. Since states use different data sets, it is helpful if they can look at what’s going on in the states around them to better prepare for weather events. Clarus standardizes data across regions, allowing a transportation manager to review data from neighboring states. This includes not only the air temperature, but temperatures on road surfaces, which are a critical element in treating roadways for ice and snow. KW - Automatic vehicle location KW - Environmental sensor stations KW - Ground transportation KW - Real time information KW - Road weather information systems KW - Weather conditions UR - http://ntl.bts.gov/lib/44000/44300/44374/FHWA-JP0-11-154_Clarus_Overview_final.pdf UR - https://trid.trb.org/view/1137413 ER - TY - RPRT AN - 01367573 AU - Merwade, Venkatesh AU - Kumar, Sanjiv AU - Purdue University AU - Indiana Department of Transportation AU - Federal Highway Administration TI - Analysis of INDOT Current Hydraulic Policies PY - 2011///Final Report SP - 24p AB - Hydraulic design often tends to be on a conservative side for safety reasons. Hydraulic structures are typically oversized with the goal being reduced future maintenance costs, and to reduce the risk of property owner complaints. This approach leads to a conservative design with higher construction costs. Therefore, there is a need to quantify the cost-benefit aspect of this conservative approach. Accordingly, the overall objective of this project is to compare hydraulic design policies of Indiana Department of Transportation (INDOT) with that of other states, and perform cost-benefit analysis of large versus smaller hydraulic structures in terms of capital and maintenance costs. Comparison of INDOT’s culvert design is similar to that of Michigan, and is most updated compared to Ohio, Illinois and Kentucky. INDOT uses Q100 as the design discharge, which is conservative compared to other neighboring states that use Q50 as the design discharge for designing culverts. By using the data from 16 culvert design examples including both new-alignment and replacement structures, cost benefit analysis is performed in the light of suggested revision in culvert hydraulics policy. Results show that an increase in backwater limit to 1’ will result in 44% reduction in culvert size (represented as culvert area) with an average backwater of 0.79’. Increase in backwater limit will also increase the outlet velocity by 72% that may result into extra cost in outlet protection structures. Depending on the type and the size of the culvert, a change in hydraulic policy may result in saving from 12 -58% of the original cost associated with the current conservative design. KW - Benefit cost analysis KW - Culverts KW - Design KW - Hydraulic structures KW - Hydraulics KW - Policy UR - http://docs.lib.purdue.edu/cgi/viewcontent.cgi?article=2967&context=jtrp UR - http://docs.lib.purdue.edu/jtrp/1482/ UR - https://trid.trb.org/view/1136103 ER - TY - RPRT AN - 01367563 AU - McCullouch, Bob AU - Land, Walter AU - Purdue University AU - Indiana Department of Transportation AU - Federal Highway Administration TI - Project Management Training PY - 2011///Final Report SP - 17p AB - In 2005 the Indiana Department of Transportation (INDOT) went through a complete reorganization of its operations going from centralized to decentralized (District) management. This reorganization gave Districts autonomy to manage construction projects with one exception - all added capacity projects are managed in the central office by the office of project management. Following in 2006 INDOT initiated a program named “Major Moves.” This is a ten year major road building program that was funded partially through a $4 billion lease of the Indiana Toll Road. Through Major Moves annual new construction will go from $213 million in FY 2006 to $1.2 billion in FY2009. These two factors caused INDOT to change their approach toward managing design and construction. This “new” approach toward projects requires an individual to manage projects with skills and functions that are not common at INDOT. Therefore the purpose of the project was to: 1. Determine what skills were needed for INDOT project managers; 2. Develop a training program to develop these needs; 3. Deliver a training program; This report describes the training program established at INDOT and contains the resources available for project managers and training materials. KW - Construction scheduling KW - Project management KW - Road construction KW - Training UR - http://docs.lib.purdue.edu/cgi/viewcontent.cgi?article=1835&context=jtrp UR - http://docs.lib.purdue.edu/jtrp/1483/ UR - https://trid.trb.org/view/1136102 ER - TY - RPRT AN - 01367543 AU - Farnsworth, Grant D AU - Brennan, Thomas M AU - Bullock, Darcy M AU - Purdue University AU - Indiana Department of Transportation AU - Federal Highway Administration TI - Recovering Full Repair Costs of INDOT Infrastructure Damaged by Motor Vehicle Crashes PY - 2011 SP - 118p AB - There are approximately 4,000 instances per year where state property located along Indiana Department of Transportation (INDOT) maintained right-of-way needs to be replaced or repaired due to motor vehicle crashes. INDOT incurs significant financial losses to repair state property damage that is not recovered from the responsible driver because responsible parties cannot be identified and invoices do not reflect the fully-loaded cost of the repair. This study’s objective is to identify enhanced management procedures to decrease the financial burden of the state by identifying best practices supporting the following four goals: 1) increasing the percent of invoices collected, 2) more effectively associating vehicle crash reports with crash damaged infrastructure, 3) decreasing the process time, and 4) ensuring that invoices reflect the fully-loaded repair cost. As part of the study INDOT’s recovery process was compared to peer states, a prototype process to document crash damaged infrastructure was field tested, enhanced crash repair documents were developed, and crash report queries were evaluated. Based on the research, this report recommends that the recovery process should begin with the placement of a tag by the investigating law enforcement officer at the scene of the crash. This tag would allow maintenance crews to directly link infrastructure damage with a specific vehicle crash report. This report recommends that a notification letter be sent to the driver and/or insurance company notifying them of the pending invoice. Past invoicing challenges show that these components are expected to increase the likelihood of successful repair cost recovery. This report also recommends that an administration fee be included in the repair costs to facilitate the new procedures. Performance measures have been proposed to evaluate the effectiveness of these procedures. KW - Cost recovery KW - Guardrails KW - Indiana KW - Loss and damage KW - Repairing KW - Traffic crashes UR - http://dx.doi.org/10.5703/1288284314624 UR - https://engineering.purdue.edu/JTRP/files/Recovering-Full-Repair-Costs-of-INDOT-Infrastructure-Damaged-by-Motor-Vehicle-Crashes.pdf UR - http://ntl.bts.gov/lib/44000/44200/44265/fulltext.pdf UR - https://trid.trb.org/view/1135984 ER - TY - RPRT AN - 01367539 AU - El Howayek, Alain AU - Huang, Pao-Tsung AU - Bisnett, Rachael AU - Santagata, Maria Caterina AU - Purdue University AU - Indiana Department of Transportation AU - Federal Highway Administration TI - Identification and Behavior of Collapsible Soils PY - 2011 SP - 88p AB - Loess is a soil that can exhibit large deformations upon wetting. Cases of wetting induced collapse in loess have been documented for natural deposits and man-made fills. These issues are of concern to the Indiana DOT due to the growth of the state’s infrastructure in regions with significant loess deposits. The research reviewed the existing literature on loess, focusing on index properties, structure, mineralogy, criteria used for quantifying collapsibility, methods for measuring collapse potential, and, in particular, the collapsibility of compacted loess. Additionally, available documentation on loess deposits in Indiana was reviewed and summarized. This research also included experimental work conducted on two loess samples, obtained in one in Daviess (Soil A) and in Tippecanoe (Soil B) county. The soils have similar characteristics, with close to 70% silt content and plasticity characteristics that classify both of them as CL (USCS) and A-6 (AASHTO). Experiments performed on the two soils included index tests, standard Proctor compaction tests, and an extensive program of double odeometer tests to measure the wetting induced strains as a function of stress level. Specimens of soils A and B were compacted over a wide range of values of relative compaction (from 75% to close to optimum) and of water contents (from 5-6% points dry of optimum to optimum). The collapse potential of each specimen was quantified using the ASTM D5333 criterion. All specimens but one (compacted at close to optimum conditions) showed some wetting induced collapse. The collapse strains increased with decreasing relative compaction and decreasing compaction water content, in some cases exceeding 10%. In some tests significant wetting induced strains were measured under relatively small stresses (50-100 kPa), indicating that this problem may require consideration even for small fill heights. The results of the experiments were compared to literature data for other soils, and overall found to be consistent with previously reported behavioral trends. Based on the results of the testing, recommendations are made for field compaction specifications. KW - Collapsible soils KW - Loess KW - Wetting UR - http://dx.doi.org/10.5703/1288284314625 UR - https://engineering.purdue.edu/JTRP/files/Identification-and-Behavior-of-Collapsible-Soils.pdf UR - https://trid.trb.org/view/1135985 ER - TY - RPRT AN - 01367534 AU - Spragg, Robert P AU - Castro, J AU - Nantung, Tommy E AU - Paredes, M AU - Weiss, William Jason AU - Purdue University AU - Indiana Department of Transportation AU - Federal Highway Administration TI - Variability Analysis of the Bulk Resistivity Measured Using Concrete Cylinders PY - 2011 SP - 23p AB - Many agencies are interested in using a rapid test method for measuring the electrical properties of concrete (i.e., the resistivity or conductivity) since the electrical properties can be related to fluid transport (e.g., ion diffusion). The advantage of electrical testing is that it is relatively easy to perform and the test method is relatively fast (less than a minute). Over the last century, many studies have investigated different approaches for measuring electrical properties. This paper describes the variability associated with measuring the bulk resistivity along the longitudinal axis of a cylinder after placing electrodes on either end. A multi-laboratory evaluation was performed using ten laboratories. Data from this evaluation provided variability data for twelve concrete mixtures at testing ages of 28, 56, and 91 days. Information on the variability is important in the development of precision and bias statements for standard test methods. In addition, this work discusses how the resistivity results obtained from this test can be correlated with surface resistivity measurements made using the Wenner probe. A linear agreement was noticed between the Wenner test and the measurement through the cylinder, but with a factor confirmed by previous research by Morris et al. (1996). Additionally, the effect of electrode resistance was discussed and for high resistivity concrete such as that used in much of the transportation infrastructure, this effect appears to be negligible; however, it can be accounted for easily. KW - Concrete KW - Electrical conductivity KW - Electrical properties KW - Electrical resistivity KW - Laboratory tests KW - Measurement UR - http://docs.lib.purdue.edu/cgi/viewcontent.cgi?article=2979&context=jtrp UR - http://docs.lib.purdue.edu/jtrp/1484/ UR - http://dx.doi.org/10.5703/1288284314646 UR - https://trid.trb.org/view/1136129 ER - TY - RPRT AN - 01366327 AU - Roadway Safety Consortium AU - Federal Highway Administration TI - Guidelines on Ensuring Positive Guidance in Work Zones PY - 2011 SP - 21p AB - This document describes challenges and countermeasures in the provision of positive guidance for motorists in a work zone. The document presents recommended practices and effective strategies and techniques that can be used during the planning and construction phases to ensure positive guidance. KW - Countermeasures KW - Work zone safety KW - Work zone traffic control KW - Work zones UR - http://www.workzonesafety.org/files/documents/training/courses_programs/rsa_program/RSP_Guidance_Documents_Download/RSP_Positive_Guidance_Download.pdf UR - https://trid.trb.org/view/1134604 ER - TY - RPRT AN - 01363223 AU - Pisano, Paul AU - Federal Highway Administration TI - Road Weather and the Connected Vehicle. Improving Road Weather Awareness PY - 2011 SP - 2p AB - Good drivers know what is happening in and around their vehicles, but today they are not alone in sensing the roadway environment. Right now, many vehicles collect information on vehicle conditions (lights, wipers, etc.), ambient temperature, and atmospheric pressure. Research is currently underway to take this information and combine it with other data on weather and road conditions to provide a more complete and accurate picture of current weather conditions in and around the roadway. The initiative is part of the U.S. Department of Transportation’s (DOT) Intelligent Transportation Systems (ITS) program on connected vehicles, which involves the development and deployment of a fully connected transportation system that allows vehicle to vehicle, and vehicle to infrastructure communication. This is not science fiction but a real world program in which the DOT is investing considerable resources so people, goods, and services can travel our roads and highways faster, more efficiently, and safer than ever before. Weather is a significant part of the program because 24 percent of all crashes occur under adverse weather conditions and result in over 7,100 deaths and more than 673,000 injuries each year. Weather also affects road capacity and is a factor in 25 percent of all non-recurring delays, costing drivers close to one billion hours of delay due to snow, rain, ice, wind, and fog. Accurate and timely information on weather and road conditions can reduce the number of crashes and delay caused by weather. For instance, advanced road weather information helps transportation agencies apply the right treatment material on the roadway at the right time, and timely information to motorists can help them make better and safer decisions. That is why the Road Weather Management Program (RWMP), automakers, the National Center for Atmospheric Research (NCAR), and state departments of transportation are expanding on existing technologies to test the concept of the vehicle as a mobile weather station. The program is using data that already exists on the vehicle and is capitalizing on the applications and services of existing programs such as Clarus, which is a national network that combines road weather information from 47 jurisdictions. Given the fact weather conditions can change dramatically even within a few hundred feet, the advantage of the connected vehicle is that it becomes a source that collects information in real time at precise locations. KW - Road Weather Management Program KW - Traffic delays KW - Vehicle to infrastructure communications KW - Vehicle to vehicle communications KW - Weather conditions KW - Weather information systems UR - http://ntl.bts.gov/lib/43000/43500/43531/Connected_vehicle_final.pdf UR - http://ntl.bts.gov/lib/43000/43600/43663/Connected_vehicle_final.pdf UR - https://trid.trb.org/view/1131892 ER - TY - RPRT AN - 01362890 AU - Partnership for Sustainable Communities AU - Department of Agriculture AU - Environmental Protection Agency AU - Department of Housing and Urban Development TI - Supporting Sustainable Rural Communities PY - 2011 SP - 52p AB - Rural communities across America are working to strengthen their economies, provide better quality of life to residents, and build on assets such as traditional main streets, agricultural and working lands, and natural resources. The Partnership for Sustainable Communities, in collaboration with the U.S. Department of Agriculture (USDA), established a Rural Work Group to reinforce these initiatives and ensure that the four agencies’ spending, policies, and programs support rural communities’ efforts to be economically vibrant and environmentally sustainable. This report summarizes the Rural Work Group’s findings and creates a framework for the Partnership’s future work with rural communities. The report includes the following sections: How the Livability Principles Support Rural Communities; Housing and Urban Developent (HUD), Department of Transportation (DOT), Environmental Protection Agency (EPA), and United States Department of Agriculture (USDA) Programs at Work in Rural Communities; Performance Measures for Success; Conclusion and Next Steps for the Partnership; and Case Studies of Federal Support for Sustainable Rural Communities. Appendix A provides some examples of how federal agencies are supporting these efforts. KW - Case studies KW - Communities KW - Performance measurement KW - Quality of life KW - Rural areas KW - Sustainable development KW - Sustainable transportation UR - http://www.epa.gov/smartgrowth/pdf/2011_11_supporting-sustainable-rural-communities.pdf UR - https://trid.trb.org/view/1128511 ER - TY - RPRT AN - 01362861 AU - Roadway Safety Consortium AU - Federal Highway Administration TI - Guidelines for Improving Work Zone Safety Through Public Information and Traveler Information PY - 2011 SP - 18p AB - This document summarizes available guidance on public information and traveler (or motorist) information. Agencies are encouraged to consider these two types of traffic control measures as required by Subpart K and as part of an overall transportation management plan (TMP) that must be developed and implemented for all significant projects as required by 23 CFR 630 Subpart J. The document describes effective strategies and techniques that can be used to implement these control measures and offers recommended practices. This document is organized into the following sections: Program-Level and Project-Level Public Information; Traveler Information; Additional Portable Changeable Message Sign (PCMS) Safety Considerations; Examples of Good Practices (Texas Department of Transportation (DOT) PCMS Guidance; Minnesota DOT Traveler Information System for Work Zone Access/Egress Locations; Arizona and Missouri DOTs Use of Social Media). KW - Advanced traveler information systems KW - Arizona Department of Transportation KW - Best practices KW - Guidelines KW - Minnesota Department of Transportation KW - Missouri Department of Transportation KW - Public information programs KW - Social media KW - Texas Department of Transportation KW - Work zone safety UR - http://www.workzonesafety.org/files/documents/training/courses_programs/rsa_program/RSP_Guidance_Documents_Download/RSP_Traveler_Information_Download.pdf UR - https://trid.trb.org/view/1128166 ER - TY - RPRT AN - 01362835 AU - Coifman, Benjamin AU - Lee, Ho AU - Ohio State University, Columbus AU - NEXTRANS AU - Ohio Transportation Consortium AU - Research and Innovative Technology Administration TI - LIDAR Based Vehicle Classification PY - 2011 SP - 21p AB - Vehicle classification data are used for numerous transportation applications. Most of the classification data come from permanent in-pavement sensors or temporary sensors mounted on the pavement. Moving out of the right-of-way, this study develops a LIDAR (light detection and ranging) based classification system with the sensors mounted in a side-fire configuration next to the road. The first step is to distinguish between vehicle returns and non-vehicle returns, and then cluster the vehicle returns into individual vehicles. The algorithm examines each vehicle cluster to check if there is any evidence of partial occlusion from another vehicle. Several measurements are taken from each non-occluded cluster to classify the vehicle into one of six classes: motorcycle, passenger vehicle, passenger vehicle pulling a trailer, single-unit truck, single-unit truck pulling a trailer, and multi-unit truck. The algorithm was evaluated at six different locations under various traffic conditions. Compared to concurrent video ground truth data for over 27,000 vehicles on a per-vehicle basis, 11% of the vehicles are suspected of being partially occluded. The algorithm correctly classified over 99.5% of the remaining, non-occluded vehicles. This research also uncovered emerging challenges that likely apply to most classification systems: differentiating commuter cars from motorcycles. Occlusions are inevitable in this proof of concept study since the LIDAR sensors were mounted roughly 6 ft above the road, well below the tops of many vehicles. Ultimately we envision using a combination of a higher vantage point (in future work), and shape information (begun herein) to greatly reduce the impacts of occlusions. KW - Laser radar KW - Probe vehicles KW - Sensors KW - Speed detectors KW - Traffic speed KW - Vehicle classification UR - http://www.otc.uakron.edu/docs/LIDAR_OSU%5B1%5D.pdf UR - https://trid.trb.org/view/1127551 ER - TY - RPRT AN - 01362682 AU - Federal Highway Administration TI - Guidelines on Payment for Temporary Traffic Control PY - 2011 SP - 10p AB - This document describes considerations and requirements of payment for temporary traffic control (TTC). The document offers several recommended methods and presents the advantages and disadvantages of each. Also addressed are techniques the agency and the contractor can use to monitor the effectiveness of selected methods. KW - Financing KW - Highway traffic control KW - Temporary structures KW - Traffic control devices KW - Work zone traffic control UR - http://www.workzonesafety.org/files/documents/training/courses_programs/rsa_program/RSP_Guidance_Documents_Download/RSP_Payment_for_TTCs_Guidance_Dowload.pdf UR - https://trid.trb.org/view/1127541 ER - TY - RPRT AN - 01361638 AU - Tarko, Andrew AU - Islam, Mouyid Bin AU - Thomaz, Jose AU - Purdue University AU - Indiana Department of Transportation AU - Federal Highway Administration TI - Improving Safety in High-Speed Work Zones: A Super 70 Study PY - 2011///Final Report SP - 78p AB - Super 70 was an urban reconstruction project (March-November 2007) along I-70 in the central part of Indianapolis. The Indiana Department of Transportation (INDOT) applied in that project several innovative and traditional solutions. This study investigates the safety effect of the solutions. Advanced econometric models were applied to study both the spatial differences in the risk of crash on different roads inside and outside of the construction zone and short-term fluctuations in response to changes in traffic, weather, and traffic management. The single most successful management strategy was rerouting heavy vehicles (13+ tons) on alternative interstate routes. The second significant source of safety benefit was jointly generated by police enforcement, reduced speed, and other traffic management strategies. The safety benefit generated by the two sources was estimated to be 100 crashes saved inside the work zone during the nine months of the road construction. Widening shoulders was indicated as an additional means of improving work zone safety. The study could not confirm that the moveable barriers and consequently adjusting the number of traffic lanes to traffic volumes brought any direct safety benefits inside the work zone. The recommendations could be incorporated to the INDOT supporting materials for traffic management in high-speed urban work zones. The risk prediction equations can be applied to real-time detector data and weather information to assess the risk and identify high-risk conditions. Adequate warning messages could be displayed via variable message signs (VMS) placed in advance of work zones. KW - High speed ground transportation KW - Highway safety KW - Logits KW - Statistical analysis KW - Traffic volume KW - Urban areas KW - Variable message signs KW - Work zone safety KW - Work zone traffic control UR - http://docs.lib.purdue.edu/cgi/viewcontent.cgi?article=2678&context=jtrp UR - http://docs.lib.purdue.edu/jtrp/1474/ UR - http://dx.doi.org/10.5703/1288284314622 UR - https://trid.trb.org/view/1127442 ER - TY - RPRT AN - 01361637 AU - Prezzi, Monica AU - McCullouch, Bob AU - Mohan, Varenya Kumar Duvvuru AU - Purdue University AU - Indiana Department of Transportation AU - Federal Highway Administration TI - Analysis of Change Orders in Geotechnical Engineering Work at INDOT PY - 2011///Draft Final Report SP - 70p AB - Change orders represent a cost to the State and to tax payers that is real and often extremely large because contractors tend to charge very large amounts to any additional work that deviates from the work that was originally planned. Therefore, efforts must be made to reduce significantly the occurrence of change orders in order to provide significant cost savings to the state of Indiana and save taxpayer dollars. The proposed research, in this context, developed a set of guidelines that will allow the geotechnical office of the Indiana Department of Transportation (INDOT) to minimize the probabilities of having change orders in those projects where they are truly preventable. These guidelines include not only recommendations on how to manage the problem of change orders associated with the geotechnical construction projects when they are unavoidable but also general recommendations wherever possible for adequate site investigation, design procedures, and quality assurance and quality control (QA/QC) processes that could help minimize change orders. Based on the analysis conducted on the data collected from 300 INDOT contracts, it was found that the average geotechnical change order amount per district per year was 1.34 percent of the total estimated construction cost per district per year. The average geotechnical change order amount per district per year was 10.25 percent of the average amount of total change orders per district per year. The average net overrun due to geotechnical change orders was $707,000 per district per year. About 28 percent (84 contracts) of the contracts that were considered in this study experienced geotechnical change orders. In total, 158 geotechnical change orders were recorded in all the contracts. About 41 % of the total road contracts (155 contracts) experienced geotechnical change orders. About 37% of the total bridge contracts (44 contracts) experienced geotechnical change orders. The other contract types of this study’s dataset were insignificant as far as geotechnical change orders were concerned. Reason code 206 – Constructability: Soils-Related – was assigned to 101 geotechnical change orders. Reason code 405 – Changed Field Conditions: Soils-Related – was assigned to 46 geotechnical change orders. Reason code 108 – Errors and Omissions: Soils-Related – was assigned to the 11 remaining geotechnical change orders. INDOT personnel who were interviewed acknowledged the fact that the variability of soil is so great that it would be literally impossible to eliminate geotechnical change orders. However, they did recognize the need to address the following issues that lead to geotechnical change orders (i) Failure to identify areas of poor subgrade soil (ii) Mismatch in piling quantities (iii) Omissions and constructability issues associated with erosion control work. KW - Change orders KW - Contractors KW - Cost control KW - Geotechnical engineering KW - Indiana KW - Quality assurance KW - Quality control UR - http://docs.lib.purdue.edu/cgi/viewcontent.cgi?article=1840&context=jtrp UR - http://dx.doi.org/10.5703/1288284314623 UR - http://ntl.bts.gov/lib/43000/43600/43607/3224.pdf UR - https://trid.trb.org/view/1127447 ER - TY - RPRT AN - 01361636 AU - Peeta, Srinivas AU - Sharma, Sushant AU - Hsu, Yu-Ting AU - Purdue University AU - Indiana Department of Transportation AU - Federal Highway Administration TI - Dynamic Real-Time Routing for Evacuation Response Planning and Execution PY - 2011///Final Report SP - 36p AB - This study addresses the problem of dynamic routing operations in the emergency response context, primarily in terms of the routing of response vehicles and evacuees. The study focuses on identifying the paths used for routing response vehicles and the evacuees in disaster situations. In this context, two application modules are developed: module for Kshortest paths routing and module for multiple-stop routing. The K-shortest paths module allows more flexible options for routing response vehicles under the dynamic network conditions due to a disaster. It provides multiple routes for evacuation and response operations. The multiple-stop routing module enables the delivery of relief resources to several locations using a single response vehicle. It has the ability to impose time window constraints for relief operations and the reordering of the routing to the delivery locations, capabilities which are critical to disaster operations. For ease of operability, these modules are developed on a Geographic Information System (GIS) platform used by the Indiana Department of Transportation (INDOT) and Indiana Department of Homeland Security (IDHS). Based on dynamic field conditions, color-coded flags on the GIS map are used to characterize links in terms of their availability and functionality in the context of the response operations. These link characteristics are dynamically updated as new information on the network conditions becomes available over time. The proposed modules can be integrated into the current web-based traffic information system called TrafficWise supported by INDOT and disaster management system Web Emergency Operation Center (WebEOC) supported by IDHS for seamless practical implementation. KW - Disaster preparedness KW - Disasters and emergency operations KW - Dynamic routing KW - Evacuation KW - Geographic information systems KW - Real time information KW - Routing KW - Traffic information KW - Transportation planning UR - http://dx.doi.org/10.5703/1288284314621 UR - https://engineering.purdue.edu/JTRP/files/Dynamic-Real-Time-Routing-for-Evacuation-Response-Planning-and-Execution.pdf UR - https://trid.trb.org/view/1127439 ER - TY - RPRT AN - 01361635 AU - Lee, Jusang AU - Shields, Todd AU - Ahn, Hyung Jun AU - Purdue University AU - Indiana Department of Transportation AU - Federal Highway Administration TI - Performance Evaluation of Seal Coat Materials and Designs PY - 2011///Final Report SP - 148p AB - This project presents an evaluation of seal coat materials and design method. The primary objectives of this research are 1) to evaluate seal coat performance from various combinations of aggregates and emulsions in terms of aggregate loss; 2) to evaluate how the properties of aggregates and emulsions affect seal coat performance; 3) to evaluate current seal coat design methods based on Indiana Department of Transportation (INDOT) seal coat practice; and 4) to develop seal coat design software incorporating Indiana practice. To evaluate the effects of aggregate and emulsion types on aggregate loss performance of seal coat, three emulsions and eight aggregates including CRS-2P, RS-2P, and AE-90S for emulsions and Trap Rock, Sandstone, Blast Furnace Slag, Steel Slag, Limestone, Dolomite, Crushed Gravel (one face), and Crushed Gravel (two faces) were tested utilizing the sweep test and Vialit test. In addition, to explore influential factors (i.e., electrical surface charge interaction, water evaporation change in emulsion, water affinity of aggregate, etc.), the Zeta potential, water content, and X-ray deflection (XRD) tests were also conducted. According to the Zeta potential test results, the electrical surface charge of an aggregate in emulsions varies with the type of emulsion (i.e., with the pH of the emulsifier). From the water content test, among the emulsions, CRS-2P was the earliest emulsion to have enough bond strength to retain aggregates in open traffic. In addition, aggregate can retard the water evaporation process of emulsions. Based on the XRD test results, Sandstone and Dolomite have the highest and smallest content of SiO2, respectively among the eight aggregates. This means that Sandstone and Limestone have the highest and lowest water affinity (hydrophilic and hydrophobic), respectively. In the sweep test with Limestone with various curing time, CRS-2P showed superior aggregate loss performance among the emulsions. Comparing the sweep test results to the water contents of emulsions, faster water evaporation presented better aggregate loss performance. This finding indicates that the bond strength of emulsion to retain aggregate can be mainly a function of water evaporation in emulsion. Based on the sweep test at 77 ˚F after 24 hours of curing, CRS-2P performed the best regardless of aggregate type. The Vialit test at a temperature range of 35 °F to -22 F° after 24 hours of curing shows the most aggregate loss at lower testing temperatures. AE-90S had the strongest resistance in losing aggregate among the three emulsions at lower temperatures, which is an opposite trend comparing to the sweep test results. Also, Crushed Gravel with two faces outperformed Crushed Gravel with one face. According to statistical analysis results, it was concluded that AE-90S and Crushed Gravel with two faces showed the best performance among the emulsions and aggregates, respectively. In addition the best-performing aggregate-emulsion combinations were AE-90S with most of the aggregates, except for Steel Slag. Thus, the aggregate type in terms of mineral/chemical composition is not a major factor affecting the aggregate loss performance. To develop a seal coat design, seal coat performance was evaluated for various emulsion (EAR) and aggregate application rates (AAR) by using three different evaluation methods: the international roughness index (IRI), friction, and visual inspection. Based on these performance tests, immediate failure occurring locally during construction due to incorrect application rate (e.g., insufficient aggregate rate) can cause total failure of the seal coat road resulting from a chain reaction. Employing a factor to compensate for AAR discrepancies between target and actual is critical for seal coat survival during construction. This study confirms the irrelevance of seal coat application to IRI values due to the thin coat and the limitation of the IRI measurement (e.g., 250 mm moving average). The friction test results show an adequate skid resistance performance on all seal coat test sections. In addition, friction improvements due to seal coat applications were confirmed within a range of seal coat rates applied in this study. Overall, IRI, friction, and visual inspection did not show distinct differences in seal coat performance in terms of application rates. A methodology in selecting an equipment factor for correcting any difference between a target rate and a measured rate was developed considering reliability and a designed rate using the McLeod equation. Design software, “INDOT SEAL COAT DESIGN (iSeal)”, was developed as part of the study to aid the seal coat design process and incorporates INDOT seal coat practice. The software was largely based on the McLeod design method which includes factors that the INDOT seal coat specification lacks. Furthermore, an additional factor, an equipment factor, was implemented into the design process to resolve issues due to discrepancies between designed rate and applied rate. KW - Aggregates KW - Application rate KW - Emulsions KW - Indiana KW - Performance-based design KW - Seal coats KW - Surface treating KW - Vialit test UR - http://dx.doi.org/10.5703/1288284314619 UR - https://engineering.purdue.edu/JTRP/files/Performance-Evaluation-of-Seal-Coat-Materials-and-Designs.pdf UR - https://trid.trb.org/view/1127437 ER - TY - RPRT AN - 01361546 AU - Federal Aviation Administration TI - FAA Aerospace Forecast, Fiscal Years 2011-2031 PY - 2011 SP - 106p AB - The airlines have returned to profitability, and expectations are that that will continue throughout 2011. The good news is not limited to the United States alone. Indeed, the international market is recovering at an even faster rate. Previously, the FAA had projected that U.S. commercial carriers would serve a billion passengers by 2023. The activity of 2010 has pushed that milestone forward two years to 2021. As the economy continues to recover, passenger and operations totals also will continue to climb. Just as was the case last year, it is expected that international markets will again continue to grow faster than domestic markets. Large airports will continue to outpace their smaller counterparts. The FAA forecasts that the numbers of larger regional jets flying will increase, while most of the smaller regional jets are retired from the fleet. Substantial growth in both demand and activity is projected, and 550 million more passengers will be on U.S. carriers by 2031 than in 2010. Traffic—revenue passenger miles—will more than double over the next 20 years. On the general aviation front, the demand for products and services will continue to grow. With new business jets and products like light sport aircraft, activity in this segment of the industry is expected to continue to increase in the future. The forecast is not without risk. Environmental constraints could lead to reductions in demand. The volatility of fuel prices and the continued presence of congestion continue to loom. This document presents forecast highlights, a review of 2010 activity, and detailed forecasts and forecast tables for fiscal years 2011-2031. KW - Aerospace industry KW - Air traffic KW - Air transportation KW - Air travel KW - Airlines KW - Aviation KW - Civil aviation KW - Commercial space transportation KW - Economic factors KW - Economic forecasting KW - Economic growth KW - Forecasting KW - General aviation KW - Long range planning KW - Market assessment KW - Tables (Data) KW - Travel demand UR - https://www.faa.gov/data_research/aviation/aerospace_forecasts/media/2011%20Forecast%20Doc.pdf UR - https://trid.trb.org/view/1127325 ER - TY - RPRT AN - 01361039 AU - Salgado, Rodrigo AU - Woo, San Inn AU - Kim, Dongwook AU - Purdue University AU - Indiana Department of Transportation AU - Federal Highway Administration TI - Development of Load and Resistance Factor Design for Ultimate and Serviceability Limit States of Transportation Structure Foundations PY - 2011 SP - 76p AB - Most foundation solutions for transportation structures rely on deep foundations, often on pile foundations configured in a way most suitable to the problem at hand. Design of pile foundation solutions can best be pursued by clearly defining limit states and then configuring the piles in such a way as to prevent the attainment of these limit states. The present report develops methods for load and resistance factor design (LRFD) of piles, both nondisplacement and displacement piles, in sand and clay. With the exception of the method for design of displacement piles in sand, all the methods are based on rigorous theoretical mechanics solutions of the pile loading problem. In all cases, the uncertainty of the variables appearing in the problem and of the relationships linking these variables to the resistance calculated using these relationships are carefully assessed. Monte Carlo simulations using these relationships and the associated variabilities allow simulation of resistance minus load distributions and therefore probability of failure. The mean (or nominal) values of the variables can be adjusted so that the probability of failure can be made to match a target probability of failure. Since an infinite number of combinations of these means can be made to lead to the same target probability of failure, the authors have developed a way to determine the most likely ultimate limit state for a given probability of failure. Once the most likely ultimate limit state is determined, the values of loads and resistances for this limit state can be used, together with the values of the mean (or nominal) loads and resistances to calculate load and resistance factors. The last step in the process involves adjusting the resistance factors so that they are consistent with the load factors specified by American Association of State Highway and Transportation Officials (AASHTO). Recommended resistance factors are then given together with the design methods for which they were developed. KW - Design KW - Failure KW - Foundations KW - Load and resistance factor design KW - Load transfer KW - Monte Carlo method KW - Pile foundations KW - Piles (Supports) UR - http://docs.lib.purdue.edu/cgi/viewcontent.cgi?article=2969&context=jtrp UR - http://docs.lib.purdue.edu/jtrp/1480/ UR - http://dx.doi.org/10.5703/1288284314618 UR - https://trid.trb.org/view/1127043 ER - TY - RPRT AN - 01360963 AU - Shah, Hiral AU - Yoon, Yoojung AU - Hastak, Makarand AU - Lee, Jusang AU - Shields, Todd AU - Purdue University AU - Indiana Department of Transportation AU - Federal Highway Administration TI - Benefits and Assessment of Annual Budget Requirements for Pavement Preservation PY - 2011///Final Report SP - 48p AB - This research identifies methods and best practices that can be used by the Indiana Department of Transportation (INDOT) in performing various strategies for pavement preservation. It also identifies various methods of calculating the benefits of pavement preservation and a methodology for allocation of funds for pavement preservation, which are the two main objectives of this research. In order to achieve these objectives, several tasks were performed: literature review, data collection through Surveys and telephone interviews, data analysis and recommendations. For the data collection process, all the department of transportation (DOTs) across the US and three Canadian provinces were sent a Survey. A total of 26 responses were received, and by analyzing them thoroughly, seven state DOTs were identified as candidates for telephone interviews. In order to quantify the benefits of pavement preservation, a method called Annualized Costs was identified and recommended to INDOT. Furthermore, a methodology was developed for budget allocation. This methodology was developed to create more consistent demands for resources (i.e., budget) by using a resource leveling algorithm. This algorithm overcame the discrepancies in the budget requirements, providing more balanced budgetary needs over the entire life cycle of the projects. With this model, INDOT will know in advance how much budget will be needed or should be allocated for optimum results. All these recommendations were made on the basis of collected data and literature review performed by researchers during the course of this project KW - Benefit cost analysis KW - Best practices KW - Budgeting KW - Data collection KW - Literature reviews KW - Pavement preservation KW - Pavements KW - Rehabilitation (Maintenance) KW - Surveys UR - http://docs.lib.purdue.edu/jtrp/1477/ UR - http://dx.doi.org/10.5703/1288284314620 UR - https://trid.trb.org/view/1126808 ER - TY - RPRT AN - 01360944 AU - McCullouch, Bob AU - Land, Walter AU - Purdue University AU - Indiana Department of Transportation AU - Federal Highway Administration TI - Design Mentoring Tool PY - 2011///Final Report SP - 10p AB - In 2004 a design engineer on-line mentoring tool was developed and implemented. The purpose of the tool was to assist senior engineers mentoring new engineers to the Indiana Department of Transportation (INDOT) design process and improve their technical competency. This approach saves senior engineers time while developing a consistent mentoring approach and standardizing technical knowledge in road and bridge design. It is a self-guided tool that utilizes multi-media and web-based technologies, trains engineers in the design process and provides resources to use for developing plans and specifications. Available resources include INDOT design practices, design standards, design memos, specification and construction standards, procedures, and check lists. When this tool was developed the Design Manual was under development. Therefore, the tool could not link to the Design Manual but to excerpted sections extracted from the Manual. Now active linking to this Manual is possible. Additionally other resources used in the design process: design standards, design memos, design procedures and checklists should be accessible in the various topics. These current resources have also influenced the technical content for the current 12 topics. An upgrade was performed to deal with these needs and to make the tool a living one, that is where future revisions in resources can be incorporated without a major overhaul to the application. KW - Bridge design KW - Design KW - Design engineering KW - Design methods KW - Design standards KW - Highway design KW - Mentoring KW - Plans (Drawings) UR - http://dx.doi.org/10.5703/1288284314243 UR - https://engineering.purdue.edu/JTRP/files/3421-Technical-Summary.pdf UR - https://trid.trb.org/view/1127042 ER - TY - RPRT AN - 01359842 AU - Alfelor, Roemer M AU - Federal Highway Administration TI - Weather Responsive Traffic Management New Approaches to Improve Safety and Mobility PY - 2011 SP - 4p AB - Adverse weather can change a routine trip to a life-changing event. Rain, snow, ice, and the like are partly or fully responsible for more than 1.5 million highway crashes, more than 600,000 injuries, and 7,000 fatalities on U.S. roads every year. Adverse weather is also the second leading cause of nonrecurring highway congestion, accounting for about 25 percent of delays. No wonder, when surveyed, travelers on our nation’s highways clearly express the need for information on weather conditions. While it is not possible to change the weather, it is possible to manage its impacts on the traveling public. Transportation operators view weather events as a significant challenge to their operations and developed effective approaches to manage their systems. Documented approaches range from simple flashing signs to coordinated traffic control strategies and regional traveler information systems. There is a need to increase the ability of system operators to provide safe and reliable transportation systems during bad weather. In the last 10 years, new approaches, technologies, and strategies have emerged that hold great potential for Weather Responsive Traffic Management (WRTM), including Active Traffic Management (ATM) and Integrated Corridor Management (ICM). These approaches, along with new data sources and decision-support tools, offer opportunities for traffic operators to improve how they respond to and manage weather events. Access to quality checked Clarus data and related applications open new avenues for WRTM, and the communication revolution and availability of mobile data provide new sources and formats for advisories beyond dynamic message signs, highway advisory radio, web sites, and 511. These improvements will positively impact driver behavior. However, it is necessary to address the relationships between driver behavior and system impacts based on the strategy and the type of improvement. KW - Active traffic management KW - Highway operations KW - Highway traffic control KW - Information systems KW - Integrated corridor management KW - Technological innovations KW - Weather conditions UR - http://ntl.bts.gov/lib/42000/42900/42963/WRTM_FHWA-JPO-11-093_FINAL.pdf UR - https://trid.trb.org/view/1125787 ER - TY - RPRT AN - 01358967 AU - Wilbur Smith Associates AU - Federal Highway Administration TI - State of the Practice and Traffic Control Strategies at Toll Plazas: Best Practices PY - 2011 SP - 328p AB - The purpose and focus of this report is to develop guidelines for designing and implementing traffic control strategies and devices at toll plazas that, for example, inform drivers which lanes to use for specific methods of payment, reduce speed variance, discourage lane changing and properly install equipment and devices. This was accomplished after researching related studies and reports, surveying current practices, and learning from the experience of experts within the toll collection industry. The goal is to achieve a consistent strategy for handling potential points of conflict, controlling flow of various vehicle types and conveying information at toll plazas so that safety and operations are enhanced, better efficiency and economy of design are achieved, and motorist recognition and comprehension are improved. This must be accomplished in consideration of the fact that each toll facility may desire its own unique identity. KW - Best practices KW - Guidelines KW - State of the practice KW - Toll plazas KW - Toll roads KW - Traffic control KW - Traffic control devices KW - Traffic flow KW - Traffic simulation UR - http://mutcd.fhwa.dot.gov/rpt/tcstoll/pdf/best_practices.pdf UR - https://trid.trb.org/view/1124344 ER - TY - RPRT AN - 01357961 AU - Federal Highway Administration TI - 2010 Urban Congestion Trends: Enhancing System Reliability with Operations PY - 2011 SP - 8p AB - Congestion increased slightly over the past year in 20 urban areas in the United States. According to the FHWA Traffic Volume Trends report, more traffic was on the road in 2010 compared to 2009. This increased traffic can cause increased congestion. While edging up slightly in 2010, congestion has not reached the levels experienced in 2007, prior to the economic downturn. The implementation of innovative traffic operations strategies is even more important with this slight uptick of congestion. As the economy improves, the use of operational strategies will become more important to alleviate increasing congestion. There are a number of success stories documented in this report that illustrate how some states and communities are more effectively implementing traffic operations and monitoring and evaluating impacts. The benefits of successfully implementing operational strategies typically include reduced travel time, less fuel consumption, fewer emissions, and increased safety. KW - Case studies KW - Highway operations KW - Highway traffic control KW - Innovation KW - Traffic congestion KW - Traffic mitigation KW - Trend (Statistics) KW - Urban areas UR - http://www.ops.fhwa.dot.gov/publications/fhwahop11024/fhwahop11024.pdf UR - https://trid.trb.org/view/1121585 ER - TY - RPRT AN - 01357897 AU - Research and Innovative Technology Administration TI - State Transportation Statistics 2010 PY - 2011 SP - 139p AB - This document is a statistical profile of transportation in the 50 states and the District of Columbia. It presents transportation information from the Bureau of Transportation Statistics, other federal government agencies, and other national sources. It is divided into nine sections that cover infrastructure, safety, freight transportation, passenger travel, registered vehicles and vehicle-miles traveled, economy and finance, energy and environment, information on data sources, and appendices and glossary. Modes of transportation include highway transportation, public transit, walking (pedestrians), air travel, water transportation, railroad transportation, and pipelines. KW - Economics KW - Energy KW - Environment KW - Finance KW - Freight transportation KW - Infrastructure KW - Passenger transportation KW - Registrations KW - States KW - Statistics KW - Transportation modes KW - Transportation safety KW - Vehicle miles of travel UR - http://www.bts.gov/publications/state_transportation_statistics/state_transportation_statistics_2010/pdf/entire.pdf UR - https://trid.trb.org/view/1123392 ER - TY - RPRT AN - 01357187 AU - Federal Highway Administration TI - State Best Practice Policy for Medians PY - 2011 SP - 4p AB - Safety is the number one priority for the U.S. Department of Transportation (USDOT) and it’s the agency’s policy to provide safe and effective pedestrian accommodation wherever possible. The Federal Highway Administration (FHWA) encourages the use of specific proven pedestrian safety countermeasures that can help achieve local, State and National safety goals. One of those countermeasures is the inclusion of raised medians. FHWA’s Safety Office has promoted the evidence-based safety benefits of raised medians (or refuge areas). This flyer highlights three agencies that have implemented policies and plans that promote the inclusion of raised medians: the New York State Department of Transportation (NYSDOT), the Oregon Department of Transportation (ODOT), and the Florida Department of Transportation (FDOT). All State and local agencies are encouraged to consider raised medians in curbed sections of multi-lane roadways in urban and suburban areas, particularly in areas where there are mixtures of a significant number of pedestrians, high volumes of traffic (more than 12,000 Average Daily Trips (ADT)) and intermediate or high travel speeds. A median is the area between opposing lanes of traffic – a median can either be open (pavement markings only) or they can be channelized (raised medians or islands) to separate various road users. KW - Best practices KW - Countermeasures KW - Florida Department of Transportation KW - Median barriers KW - Multilane highways KW - New York State Department of Transportation KW - Oregon Department of Transportation KW - Pedestrian safety KW - States KW - Suburbs KW - Urban areas UR - http://safety.fhwa.dot.gov/ped_bike/tools_solve/fhwasa11019/fhwasa11019.pdf UR - https://trid.trb.org/view/1120910 ER - TY - RPRT AN - 01357183 AU - Federal Highway Administration TI - State Best Practice Policy for Shoulders and Walkways PY - 2011///FHWA Safety Program SP - 4p AB - Safety is the number one priority for the U.S. Department of Transportation (USDOT) and it’s the agency’s policy to provide safe and effective pedestrian accommodation wherever possible. The Federal Highway Administration (FHWA) encourages the use of specific proven pedestrian safety countermeasures that can help achieve local, State and National safety goals. One of those countermeasures is the inclusion of walkways and paved shoulders. This flyer highlights three agencies: New York State Department of Transportation (NYSDOT), Pennsylvania Department of Transportation (PennDOT) and the Oregon Department of Transportation (ODOT) that have implemented policies and plans that promote the inclusion of paved shoulders and walkways. All State and local agencies are encouraged to consider providing and maintaining paved shoulders or walkways along both sides of streets and highways in urban areas, particularly near school zones and transit locations, and where there is frequent pedestrian activity. A walkway is defined as a continuous way designated for pedestrians and separated from motor vehicle traffic by a space or barrier. A shoulder provides a gravel or paved highway area for pedestrians to walk next to the roadway, particularly in rural areas where sidewalks and pathways are not feasible. KW - Best practices KW - Countermeasures KW - New York State Department of Transportation KW - Oregon Department of Transportation KW - Paved shoulders KW - Pedestrian safety KW - Pennsylvania Department of Transportation KW - States KW - Urban areas KW - Walkways UR - http://safety.fhwa.dot.gov/ped_bike/tools_solve/fhwasa11018/fhwasa11018.pdf UR - https://trid.trb.org/view/1120909 ER - TY - RPRT AN - 01355943 AU - Federal Highway Administration TI - Highway Safety Manual Case Study 3: Using Predictive Methods for Alternative Selection in Florida PY - 2011 SP - 4p AB - This case study discusses how the Florida Department of Transportation (FDOT) has used the Highway Safety Manual (HSM) as part of their Plans Preparation Manual (PPM) criteria, used when planning highway projects. With the recent publication of the HSM, FDOT initiated a pilot project to investigate the differences in project cost based on FDOT PPM standards compared to AASHTO Green Book standards to use as a tool for decision making and alternative selection during the project development process, with specific emphasis on the evaluation of safety costs utilizing the HSM predictive method. KW - AASHTO Green Book KW - Case studies KW - Decision making KW - Design standards KW - Florida KW - Highway design KW - Highway safety KW - Highway Safety Manual UR - http://safety.fhwa.dot.gov/hsm/casestudies/fl_cstd.pdf UR - http://ntl.bts.gov/lib/42000/42600/42690/HSM_CS_3.pdf UR - https://trid.trb.org/view/1120841 ER - TY - RPRT AN - 01355942 AU - Federal Highway Administration TI - Highway Safety Manual Case Study 2: Implementing a New Roadway Safety Management Process with SafetyAnalyst in Ohio PY - 2011 SP - 3p AB - This case study discusses the use of SafetyAnalyst, a software tool designed to implement analysis methods, with Highway Safety Manual (HSM) Part B- Roadway Safety Management Process, Chapters 4 through 9. SafetyAnalyst contains tools to perform Network Screening, Diagnosis, Countermeasure Selection, Economic Appraisal, Priority Ranking, and Countermeasure Evaluation. This software also uses the crash modification factors (CMFs) contained in Part D of the HSM to assist with countermeasure selection and economic evaluation. SafetyAnalyst also has the flexibility to allow user-defined CMFs or allow state-specific CMFs to expand or override the CMFs found in the HSM Part D. KW - Case studies KW - Countermeasures KW - Crash modification factors KW - Highway safety KW - Highway Safety Manual KW - Ohio KW - Safety management KW - SafetyAnalyst (Software) UR - http://safety.fhwa.dot.gov/hsm/casestudies/oh_cstd.pdf UR - https://trid.trb.org/view/1120839 ER - TY - RPRT AN - 01355941 AU - Federal Highway Administration TI - Highway Safety Manual Case Study 1: Using Predictive Methods for a Corridor Study in Idaho PY - 2011 SP - 4p AB - This case study describes how Idaho used the Interactive Highway Safety Design Model (IHSDM) to evaluate safety and operational effects of geometric design decisions on highways. The IHSDM software includes a Crash Prediction Module that implements the Highway Safety Manual (HSM) Part C predictive methods for evaluating rural 2-lane highways, rural multilane highways and urban/suburban arterials. KW - Arterial highways KW - Case studies KW - Geometric design KW - Highway design KW - Highway safety KW - Highway Safety Manual KW - Idaho KW - Interactive Highway Safety Design Model KW - Multilane highways KW - Rural highways KW - Two lane highways UR - http://ntl.bts.gov/lib/42000/42600/42692/HSM_CS_1.pdf UR - https://trid.trb.org/view/1120838 ER - TY - RPRT AN - 01355161 AU - Redmon, Tamara AU - Federal Highway Administration TI - Pedestrian Countermeasure Policy Best Practice Report: FHWA Safety Program PY - 2011 SP - 12p AB - Safety is the number one priority for the U.S. Department of Transportation (USDOT) and it’s the agency’s policy to provide safe and effective pedestrian accommodation wherever possible. The Federal Highway Administration (FHWA) encourages the use of specific proven pedestrian safety countermeasures that can help achieve local, State and National safety goals. One such countermeasure is raised medians. FHWA’s Safety Office has encouraged the consideration of raised medians in curbed sections of multilane roadways in urban and suburban areas, particularly in areas with a combination of high volumes of traffic, a significant number of pedestrians, and intermediate or high travel speeds. Another proven countermeasure is the use of walkways/ paved shoulders. FHWA’s Office of Safety has promoted the evidence-based safety benefits of accessible sidewalks or walkways along both sides of streets and highways in urban areas—particularly near school zones and transit locations— and where there is frequent pedestrian activity. This report highlights State departments of transportation (DOTs) that have developed policies related to these countermeasures. The provision of paved shoulders is encouraged in rural areas. KW - Countermeasures KW - Medians KW - Multilane highways KW - Paved shoulders KW - Pedestrian safety KW - Rural areas KW - School children KW - Sidewalks KW - Suburbs KW - Urban areas UR - http://safety.fhwa.dot.gov/ped_bike/tools_solve/fhwasa11017/fhwasa11017.pdf UR - https://trid.trb.org/view/1119707 ER - TY - RPRT AN - 01354129 AU - Firestine, Theresa AU - Research and Innovative Technology Administration TI - Transportation Satellite Accounts: A Look at Transportation’s Role in the Economy PY - 2011 SP - 60p AB - To provide a more comprehensive measure of transportation services and their contribution to the national economy, the U.S. Department of Transportation’s Bureau of Transportation Statistics (BTS) and the U.S. Department of Commerce’s Bureau of Economic Analysis (BEA) jointly developed the Transportation Satellite Accounts (TSAs) as a supplement to the U.S. Input-Output (I-O) accounts. The TSAs, unlike other national economic data, explicitly estimate the value of transportation services undertaken to support the activities of a business in a not-for-hire transportation industry (termed as in-house transportation) and include the value in the national measure of transportation services. Most other measures count only the value of for-hire transportation and thus miss the contribution of in-house transportation services to the U.S. economy. In providing a comprehensive measure of transportation services, the TSAs provide the framework for conducting studies related to the role of transportation in the economy. The TSAs provide a way to answer questions such as: • How much do transportation services (both for-hire and in-house) contribute to U.S. gross domestic output and gross domestic product? • What industries rely heavily on transportation services, and what modes do these industries depend more heavily on? • What transportation costs do industries incur during production? • What is transportation’s share in the total cost of commodities purchased by consumers and other end-users? • How much must transportation services increase to meet an increase in the final demand of particular goods and services? • What is the effect of a change in the amount of transportation services produced on the economy? KW - Commodities KW - Costs KW - Economic impacts KW - For hire carriers KW - Gross domestic product KW - In-house transportation service KW - Industries KW - Mode choice KW - Output KW - Production KW - Transportation satellite accounts UR - http://www.bts.gov/publications/transportation_satellite_accounts/2011/pdf/entire.pdf UR - https://trid.trb.org/view/1114713 ER - TY - RPRT AN - 01354106 AU - National Center for Statistics and Analysis TI - Traffic Safety Facts 2009 Data: State Traffic Data PY - 2011 SP - 21p AB - This traffic safety fact sheet contains state traffic data in the following tables: (1) Traffic Fatalities and Fatality Rates, 2009; (2) Traffic Fatalities and Percent Change, 1975-2009; (3) Traffic Fatality Rates and Percent Change, 1975-2009; (4) Alcohol Involvement in Fatal Traffic Crashes, 2000 and 2009; (5) Speeding-Related Traffic Fatalities by Road Type and Speed Limit, 2009; (6) Passenger Vehicle Occupants and Motorcyclists Killed, 2009; (7) Traffic Fatalities and Vehicles Involved in Fatal Crashes by Type, 2009; (8) Fatalities in the Beds of Pickup Trucks, by Age, 2009; (9) Key Provisions of Occupant Restraint Laws and 2009 Belt Use Rates; (10) History of Motorcycle Helmet Laws (as of January 2011); and (11) State Traffic Safety Laws as of June 2010. A figure is presented showing 2009 Traffic Fatalities by State and Percent Change from 2008. KW - Drunk driving KW - Fatalities KW - Helmet laws KW - Motorcycle helmets KW - Motorcyclists KW - Pickup trucks KW - Seat belts KW - Speeding KW - State laws KW - States KW - Tables (Data) KW - Traffic data KW - Traffic safety KW - Trend (Statistics) KW - Utilization KW - Vehicle classification KW - Vehicle occupants UR - http://www-nrd.nhtsa.dot.gov/Pubs/811399.pdf UR - https://trid.trb.org/view/1116694 ER - TY - RPRT AN - 01353750 AU - McAvoy, Deborah S AU - Ohio University, Athens AU - Research and Innovative Technology Administration TI - Work Zone Speed Reduction Utilizing Dynamic Speed Signs PY - 2011 SP - 30p AB - A simulator study was used in this research to determine speed compliance based upon dynamic speed design and presence. The scenarios designed for this research simulated driving through a highway work zone with a right lane closure. Each participant drove through a control scenario and four experimental scenarios subdivided into five areas for data collection. The four experimental scenarios included dynamic speed signs in place of the regulatory speed limit sign as follows: (1) Steady ‘SLOW DOWN 45’, (2) Flashing ‘SLOW DOWN 45’, (3) Steady ‘SPEED LIMIT 45’ and (4) Steady ‘SPEED LIMIT 65’. The five areas included the following: (1) Before the first work zone sign, (2) Between the first work zone sign and the dynamic speed sign, (3) Between the dynamic speed sign and the lane closure, (4) Between the lane closure and the end of the work zone, and (5) After the work zone. Comparisons were made of the measures of effectiveness (speed, lane position, acceleration, deceleration, gap, time to collision, latency of visual detection, average fixation durations and the proportion of target fixations) to assess compliance with the speed limit and changes in driver behavior. When using dynamic message signs stating ‘SLOW DOWN 45’, participants maintained the speed limit prior to entering the work zone and through the work zone as compared to scenarios using regulatory signs or dynamic message signs displaying the speed limit. The dynamic message signs did not create unsafe driving conditions based upon the analysis of the other measures of effectiveness studied. KW - Compliance KW - Driving simulators KW - Dynamic speed signs KW - Lane closure KW - Measures of effectiveness KW - Speed limits KW - Work zone traffic control UR - http://www.otc.uakron.edu/docs/Dynamic%20Speed%20Sign%20Final%20Report_OU[1].pdf UR - https://trid.trb.org/view/1118479 ER - TY - RPRT AN - 01353548 AU - National Center for Statistics and Analysis TI - Traffic Safety Facts 2009 Data: Speeding PY - 2011 SP - 6p AB - The National Highway Traffic Safety Administration (NHTSA) considers a crash to be speeding-related if the driver was charged with a speeding-related offense or if an officer indicated that racing, driving too fast for conditions, or exceeding the posted speed limit was a contributing factor in the crash. Speeding is one of the most prevalent factors contributing to traffic crashes. The economic cost to society of speeding-related crashes is estimated by NHTSA to be $40.4 billion per year. In 2009, speeding was a contributing factor in 31% of all fatal crashes, and 10,591 lives were lost in speeding-related crashes. Speeding-related fatalities decreased by 10% from 11,767 in 2008 to 10,591 in 2009. Additional statistics on speeding in 2009 are provided in this traffic safety fact sheet. KW - Crash injuries KW - Fatalities KW - Speeding KW - Statistics KW - Traffic crashes KW - Traffic safety KW - Trend (Statistics) UR - http://www-nrd.nhtsa.dot.gov/Pubs/811397.pdf UR - https://trid.trb.org/view/1118323 ER - TY - RPRT AN - 01351914 AU - Research and Innovative Technology Administration TI - National Transportation Atlas Database PY - 2011 SP - n.p. AB - The National Transportation Atlas Databases 2011 (NTAD2011) is a set of nationwide geographic databases of transportation facilities, transportation networks, and associated infrastructure. These datasets include spatial information for transportation modal networks and intermodal terminals, as well as the related attribute information for these features. Metadata documentation, as prescribed by the Federal Geographic Data Committee, is also provided for each database. The data on this DVD support research, analysis, and decision-making across all modes of transportation. They are most useful at the national level, but have major applications at regional, State, and local scales throughout the transportation community. NTAD2011 is organized into subdirectories, one for each feature type (point, polyline, and polygon) and one for each database. At the top level of the DVD, there is also a doc’s subdirectory containing the back cover notes and these liner notes. Also at the top level of the DVD there is a pdf version of the BTS 2011 map of Major Transportation Facilities of the United States. This map showcases many of the data contained in NTAD2011. Transportation networks are polyline databases. Transportation facilities are point databases. The geographic reference databases may exist as any of the three feature types: point, polyline, or polygon. KW - Atlases KW - Attributes (Features) KW - Databases KW - Features (Cartographic databases) KW - Geographic information systems KW - Metadata KW - Referencing KW - Transportation infrastructure KW - Transportation modes KW - Transportation, hydraulic and utility facilities UR - http://www.bts.gov/publications/special_reports_and_issue_briefs/special_report/2011_07_12/pdf/entire.pdf UR - https://trid.trb.org/view/1113033 ER - TY - RPRT AN - 01351892 AU - Federal Transit Administration TI - Customer Driven Service: Learner's Guide - Your Keys to Providing Exceptional Customer Experiences in Transit PY - 2011 SP - 32p AB - Customer Driven Service focuses on teaching transit staff that interact with customers the importance of customer service, as well as providing them with the tools and training they need to provide excellent customer service regardless of the situation or who the customer may be. This learner’s guide offers fast facts, best practices, exercises, quizzes and other guidelines to help drivers, dispatchers and other transit staff cultivate the best attitude for truly excellent customer service. KW - Best practices KW - Customer service KW - Guidelines KW - Public transit KW - Training UR - http://portal.nationalrtap.org/iframe/getfile.aspx?id=438 UR - https://trid.trb.org/view/1114393 ER - TY - RPRT AN - 01349599 AU - Research and Innovative Technology Administration TI - Transportation Statistics Annual Report 2010 PY - 2011///Annual Report SP - 222p AB - This Annual Report presents data and information compiled by the Bureau of Transportation Statistics (BTS), a component of the U.S. Department of Transportation’s (USDOT’s) Research and Innovative Technology Administration (RITA), to fulfill its legislative mandate. The Annual Highlights section focuses on recent USDOT efforts to collect, compile, analyze, and publish transportation data and analysis. Such efforts include the following: 1. the Survey of State Funding for Public Transportation, 2. Livable Communities and Environmental Sustainability highlights from the Omnibus Household Survey, and 3. Commodity Flow Survey (CFS) data and analysis on Hazardous Materials (Hazmat) shipments. In addition, this section reviews commercial aviation and the airline industry reported by BTS through its Office of Airline Information (OAI). BTS has organized chapters in the U.S. Transportation System section by the topics relevant to the USDOT’s strategic goals, including: promoting safety, building livable communities, improving the state of good repair, fostering economic competitiveness, and supporting environmental sustainability of the U.S. transportation system. All modes of transportation are covered. KW - Air transportation KW - Commodity flow KW - Economics KW - Energy KW - Environment KW - Financing KW - Highway transportation KW - Intermodal transportation KW - Multimodal transportation KW - Pipeline transportation KW - Public transit KW - Railroad transportation KW - Statistics KW - Transportation safety KW - United States KW - Water transportation UR - http://www.bts.gov/publications/transportation_statistics_annual_report/2010/pdf/entire.pdf UR - https://trid.trb.org/view/1108839 ER - TY - RPRT AN - 01345755 AU - American Association of State Highway and Transportation Officials (AASHTO) AU - American Public Transportation Association AU - Research and Innovative Technology Administration TI - Survey of State Funding for Public Transportation 2011 SN - 9781560515104 PY - 2011///Final Report SP - 231p AB - The American Association of State Highway and Transportation Officials (AASHTO), in coordination with the U.S. Department of Transportation (US DOT), Bureau of Transportation Statistics (BTS), conducts an annual public transportation funding survey of the 50 state transportation departments and the District of Columbia. This report provides a summary of state transit funding in 2009, for the 50 states and the District of Columbia. Information includes funding sources, amounts, program eligible uses and allocation, and per capita state transit funding. KW - Financing KW - Public transit KW - State aid KW - States KW - Surveys UR - http://scopt.transportation.org/Documents/2011%20Survey%20of%20State%20Funding%20for%20Public%20Transportation%20-%20FY%202009%20data.pdf UR - https://trid.trb.org/view/1107431 ER - TY - RPRT AN - 01345020 AU - World Health Organization AU - National Highway Traffic Safety Administration TI - Mobile Phone Use: A Growing Problem of Driver Distraction SN - 9789241500890 PY - 2011 SP - 54p AB - Driver distraction is an important risk factor for road traffic injuries. There are different types of driver distraction, usually divided into those where the source of distraction is internal to the vehicle – such as tuning a radio, or using a mobile phone, and those external to the vehicle – such as looking at billboards or watching people on the side of the road. This document focuses on the use of mobile phones while driving, in response to concern among policy-makers that this potential risk to road safety is increasing rapidly as a result of the exponential growth in the use of mobile phones more generally in society. It aims to raise awareness about the risks of distracted driving associated with mobile phone use, and to present countermeasures that are being used around the world to tackle this growing problem. Studies from a number of countries suggest that the proportion of drivers using mobile phones while driving has increased over the past 5–10 years, ranging from 1% to up to 11%. The use of hands-free mobile phones is likely to be higher, but this figure is more difficult to ascertain. In many countries the extent of this problem remains unknown, as data on mobile phone use is not routinely collected when a crash occurs. Using mobile phones can cause drivers to take their eyes off the road, their hands off the steering wheel, and their minds off the road and the surrounding situation. It is this type of distraction – known as cognitive distraction – which appears to have the biggest impact on driving behaviour. There is a growing body of evidence that shows that the distraction caused by mobile phones can impair performance in a number of ways, e.g. longer reaction times (notably braking reaction time, but also reaction to traffic signals), impaired ability to keep in the correct lane, shorter following distances, and an overall reduction in awareness of the driving situation. Using a mobile phone for text messaging while driving seems to have a particularly detrimental impact on driving behaviour. Text messaging is often a low-cost form of communication, and the increasing use of text messaging services among drivers is likely to make this an important road safety concern. Young drivers are more likely to be using a mobile phone while driving than older drivers, and are particularly vulnerable to the effects of distraction given their relative inexperience behind the wheel. The impact of using a mobile phone on crash risk is difficult to ascertain, but studies suggest that drivers using a mobile phone are approximately four times more likely to be involved in a crash. This increased risk appears to be similar for both hand-held and hands-free phones, suggesting that it is the cognitive distraction that results from being involved in a conversation on a mobile phone that has the most impact upon driving behaviour, and thus crash risk. While the body of research looking at the risk associated with using a mobile phone while driving is growing rapidly, there is much less known about the effectiveness of interventions to address this issue. As a result, a number of countries are following approaches that have been known to be successful in addressing other key risk factors for road traffic injuries, such as in increasing seat-belt use, or reducing speed and drink-driving. KW - Age KW - Cognition KW - Countermeasures KW - Crash risk forecasting KW - Distraction KW - Drivers KW - Handheld devices KW - Hands free telephones KW - Highway safety KW - Injuries KW - Mobile telephones KW - Text messaging KW - Traffic crashes UR - http://www.who.int/violence_injury_prevention/publications/road_traffic/distracted_driving_en.pdf UR - https://trid.trb.org/view/1106287 ER - TY - RPRT AN - 01343386 AU - National Highway Traffic Safety Administration TI - Traffic Safety Facts 2009: A Compilation of Motor Vehicle Crash Data from the Fatality Analysis Reporting System and the General Estimates System PY - 2011 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). The report is presented in five chapters and three appendices. Chapter 1, "Trends," presents data from all years of FARS (1975 through 2009) and GES (1988 through 2009). The remaining chapters present data only from 2009. 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. Terms used throughout the report are defined in the Glossary. Appendix A contains FARS Data Elements, Appendix B GES Data Elements, and Appendix C GES Technical Notes. An index is provided. 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 - Property damage KW - States KW - Statistics KW - Tables (Data) KW - Traffic crashes KW - Traffic safety KW - Trend (Statistics) KW - United States KW - Vehicles UR - http://www-nrd.nhtsa.dot.gov/Pubs/811402.pdf UR - http://ntl.bts.gov/lib/43000/43400/43471/811402.pdf UR - https://trid.trb.org/view/1105260 ER - TY - RPRT AN - 01343319 AU - Federal Highway Administration TI - Highway Statistics 2009 PY - 2011 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 - Tables (Data) KW - Travel KW - Travelers KW - Vehicles UR - http://www.fhwa.dot.gov/policyinformation/statistics/2009/ UR - https://trid.trb.org/view/1105131 ER - TY - RPRT AN - 01343231 AU - Federal Highway Administration TI - Woodrow Wilson Bridge Project: Lessons Learned PY - 2011 SP - n.p. AB - This DVD presents the opportunities and challenges of managing a large public works project, the Woodrow Wilson Bridge project. The DVD contains a six sections, as follows: Introduction; Planning and Design; Public Relations; Leadership Perspective; Construction Issues; and Environmental Issues. Lessons learned are incorporated throughout the DVD. KW - Bridge construction KW - Construction management KW - Environmental impacts KW - Leadership KW - Lessons learned KW - Planning and design KW - Public relations KW - Public works KW - Reconstruction KW - Woodrow Wilson Memorial Bridge UR - http://wwblessonslearned.com/ UR - https://trid.trb.org/view/1104779 ER - TY - RPRT AN - 01343226 AU - Governors Highway Safety Association AU - Federal Highway Administration AU - American Association of State Highway and Transportation Officials (AASHTO) TI - Safe Routes to School Noteworthy Practices Guide: A Compendium of State SRTS Program Practices PY - 2011 SP - 81p AB - This guide is intended to provide samples of noteworthy Safe Routes To School program practices and management approaches. Noteworthy practices range from innovative ways to work with advocacy groups to streamlining authorization for projects. The five key management areas addressed include: 1) Program Structures; 2) Outreach, Marketing, and Education; 3) Project Selection; 4) Project Implementation; and 5) Project Closeout. KW - Best practices KW - Bicycle safety KW - Bicycling KW - Pedestrian safety KW - Program management KW - Safe Routes to School (Program) KW - School children KW - Walking UR - http://www.saferoutesinfo.org/sites/default/files/resources/SRTS%20Noteworthy%20Practices%20Guide%20FINAL.pdf UR - https://trid.trb.org/view/1104526 ER - TY - RPRT AN - 01342701 AU - Research and Innovative Technology Administration TI - National Household Travel Survey Pre- and Post-9/11 Data Documentation PY - 2011 SP - 19p AB - The 2001 National Household Travel Survey (NHTS) was conducted from March 2001 through May 2002. Because the data collection time period includes 9/11/2001, there has been considerable interest in using this data set to assess the effect of the events of 9/11 on travel behavior, especially for long-distance trips. This document discusses long distance trip data set files only. However, the 2001 NHTS was not designed to assess the effects of 9/11 on long-distance travel and several factors preclude the direct comparison of pre-and post-9/11 travel data. Travel is influenced by seasonality, economic conditions, and other factors. Therefore, the differences in travel volume and patterns in the pre- and post-9/11 data sets cannot be attributed solely to the impact of the terrorist attacks. The pre-9/11 period of 2001 NHTS covers March 2001 to September 2001, a period of over 5 1/2 months, and includes the summer season in which a large proportion of long distance trips are taken. There were approximately 22,000 persons responding about travel prior to 9/11. On the other hand, the post-9/11 period of the survey covers September 2001 to May 2002, a period of roughly 8 months, and includes Thanksgiving and Christmas and other winter holiday travel - a traditionally heavy season for long distance trips. This survey had responses from approximately 38,000 persons on their long-distance trips after 9/11. KW - Data dictionaries KW - Data documentation KW - Data files KW - Demographics KW - Geography KW - Long distance travel KW - National Household Travel Survey KW - Sets KW - Statistical analysis KW - Terrorist attacks of September 11, 2001 KW - Time KW - Travel behavior KW - Travel patterns KW - Travel surveys KW - United States UR - http://www.bts.gov/programs/national_household_travel_survey/pre_and_post_9_11_data_documentation/pdf/entire.pdf UR - https://trid.trb.org/view/1103159 ER - TY - RPRT AN - 01342007 AU - Shah, Surendra AU - Northwestern University, Evanston AU - Infrastructure Technology Institute (ITI) AU - Research and Innovative Technology Administration TI - Design and Application of Low Compaction Energy Concrete for Use in Slip-form Concrete Paving PY - 2011///Final Report SP - 50p AB - Slipform self-consolidating concrete (SFSCC) requires sufficient flowability in order to consolidate without the use of internal vibration. However, this concrete must also gain sufficient green strength in order to keep its shape immediately after slipform paving; a process which involves consolidation and extrusion. It has been demonstrated for minimal compaction energy concrete used in SFSCC that small additions of clays (less than 1% by mass of cement) can make substantial improvements on the shape stability. Clays have also been shown to improve the cohesiveness of cement-based extruded materials at similarly low dosages. The purpose of this study is to quantify how both micro and nanoclay admixtures affect the strength of the cement paste microstructure from a rheological standpoint and to compare this to the behavior of fresh concrete. Shear and compressive rheology techniques are used to measure how the solids volume fraction of cement suspensions with different admixtures evolves with stress. Based on these relationships, the effectiveness that different clays and other admixtures have on the balance between flowability and shape stability can be measured. A shear rheology method is used to investigate how the maximum packing fraction of flocs changes under increasing shear stress, while a compressive rheology method is used to determine changes in the local solids volume fraction (solids volume fraction of the sediment region, or sediment volume fraction) under increasing compressive stress. Results are compared to green strength tests performed on concrete mixes derived from the cement paste mixes investigated. KW - Admixtures KW - Cement paste KW - Clay KW - Cohesion KW - Compressive stress KW - Concrete flowability KW - Concrete green strength KW - Microstructure KW - Rheology KW - Self compacting concrete KW - Shape stability KW - Shear stress KW - Slip form paving UR - http://iti.northwestern.edu/publications/utc/safetea-lu/FR-3-Shah-Design_and_Application_of_Low_Compaction_Energy_Concrete_for_Use_in_Slipform_Concrete_Paving.pdf UR - https://trid.trb.org/view/1104528 ER - TY - RPRT AN - 01342006 AU - Hubler, M AU - Jennings, H AU - Thomas, J AU - Northwestern University, Evanston AU - Infrastructure Technology Institute (ITI) AU - Research and Innovative Technology Administration TI - Influence of Nucleation Seeding on the Compressive Strength of Ordinary Portland Cement and Alkali Activated Blast-­Furnace Slag PY - 2011///Final Report SP - 15p AB - A study was conducted to determine the effects on the early hydration kinetics and compressive strength by seeding of Portland cement and alkali-activated blast furnace slag with a pure form of calcium silicate hydrate (C-S-H). The effects of C-S-H seeding during the early nucleation and growth period of each type of cement, was measured with an isothermal calorimeter during the first day of hydration. The compressive strength was determined for 2” cylinders up to 28 days after mixing. It was found that C-S-H seeding results in an earlier and larger hydration heat development peak for both types of cement. The addition of C-S-H seed to the slag cement paste produced a significant increase in compressive strength only when cured in a sealed environment. For the Portland cement paste, the C-S-H seeding provides a slight increase in compressive strength when cured underwater. It was also found that careful dispersion of the C-S-H seed in the mix water further improves the early hydration heat development, but has no effect on the compressive strength. This work furthers the understanding of the early hydration behavior of slag paste and the effects of C-S-H seeding. KW - Calcium silicate hydrate KW - Compressive strength KW - Hydration KW - Kinetics KW - Nucleation KW - Portland cement KW - Slag UR - http://iti.northwestern.edu/publications/utc/safetea-lu/FR-3-Jennings-Thomas.pdf UR - https://trid.trb.org/view/1104527 ER - TY - RPRT AN - 01342005 AU - Chen, Yikai AU - Corr, David J AU - Durango-Cohen, Pablo L AU - Northwestern University, Evanston AU - Infrastructure Technology Institute (ITI) AU - Research and Innovative Technology Administration TI - A Process Control System for the John F. Kennedy Memorial Bridge PY - 2011 SP - 13p AB - The John F. Kennedy Memorial Bridge is a cantilever through truss that carries Interstate 65 across the Ohio River between Louisville, KY and Jeffersonville, IN. During a routine inspection in 2006, one of the anchor bolts on its northwest bearing was found fractured, leading to concerns over performance of the uplifting bearing. A retrofit system was then installed consisting of a threaded rod and clamp-down keepers. Additionally, continuous remote monitoring was implemented to provide thorough characterization of the retrofit performance in the long term, so as to support managerial decisions related to inspection and maintenance planning. This system has continuously monitored the condition of the repaired bearing assembly, and was able to detect an abrupt failure in one of the components of the retrofit in the fall of 2008. This failure resulted in immediate and obvious changes to the stream of data collected by the system. However, there is a need for techniques to monitor long-term trends in condition, which may be subtle and not immediately obvious upon reviewing the raw data. In this study, the authors developed and implemented an automatic system to process and analyze the data collected. The objectives are to: (1) Allow engineers to make inferences about the structural integrity, i.e., the condition, of the elements, and how they evolve over time in response to normal operating factors such as weather, traffic loading, etc.; and (2) Detect external events that may have either a transitory or a permanent effect on the structural integrity of the bridge elements and how they evolve over time. In both cases the goal is to support decisions to inspect the components when structural deficiencies are either anticipated due to regular deterioration or directly related to external events. During the progress of this project, the system has monitored and controlled the performance of the John F. Kennedy Memorial Bridge using available data dating from summer 2008, and has demonstrated its capability to achieve the objectives listed above. However, due to unexpected breaks of the instrumentation process in early 2009 and after mid-2010, no complete data were available anymore to further testify to and improve updated features of the system. This is beyond the authors' control and they have started to implement the same set of techniques and framework in the system on other infrastructure for continued research. KW - Anchor bolts KW - Automation KW - Cantilever bridges KW - Information processing KW - Inspection KW - John F. Kennedy Memorial Bridge (Louisville, Kentucky) KW - Maintenance management KW - Process control KW - Remote sensing KW - Retrofitting KW - Structural health monitoring KW - Structural integrity KW - Truss bridges UR - http://iti.northwestern.edu/publications/utc/safetea-lu/FR-3-A%20Process%20Control%20System%20for%20the%20John%20F%20%20Kennedy%20Memorial%20Bridge%20Project.pdf UR - https://trid.trb.org/view/1104522 ER - TY - RPRT AN - 01342004 AU - Durango-Cohen, Pablo L AU - Northwestern University, Evanston AU - Infrastructure Technology Institute (ITI) AU - Research and Innovative Technology Administration TI - A Knowledge Management Platform for Infrastructure Performance Modeling PY - 2011 SP - 7p AB - Performance models are used to process condition data in order to assess current needs, and to forecast (the effect of interventions/investments on) future condition, and in turn (on) the remaining service-life or time-to-failure distribution of infrastructure facilities and their components. Performance models are mathematical expressions that relate condition data to a set of explanatory variables such as design characteristics, traffic loading, environmental factors, and history of maintenance activities. The motivation for this work is that in the last 40 years, and particularly in the last 10-15 years with developments in statistics and in computer availability, storage capacity and power, numerous techniques have been employed to estimate these models under different structural assumptions, using countless data types and sources, and to address and support a plethora of managerial decisions, i.e., design, construction, maintenance and rehabilitation. Unfortunately, these efforts have been disconnected and as a result there is a lack of standards/criteria for the development, utilization, evaluation and selection of performance models. Thus, the objective of the study is to build an online platform/repository/test-bed to facilitate the exchange of data and information related to performance models as a step to correct this significant problem. Specifically, the platform would contribute to the science and practice of performance modeling by: (1) Serving as a central, reliable source of relevant data and information; and (2) Providing on-line access to a test-bed that would allow analysts to evaluate the capabilities of their own models. The platform advances infrastructure performance modeling because analysts are able to build and benefit from existing knowledge (as opposed to starting from scratch). Moreover, analysts would be able to assess and compare their assumptions and models, i.e., the nature of their contributions, against well-established, state-of-the-art benchmarks. KW - Benchmarks KW - Condition data KW - Data platform KW - Information processing KW - Infrastructure KW - Knowledge management KW - Performance models UR - http://iti.northwestern.edu/publications/utc/safetea-lu/FR-1-Durango_Cohen.pdf UR - https://trid.trb.org/view/1104525 ER - TY - RPRT AN - 01342003 AU - Mexasa, Zoi S AU - Konsta-Gdoutos, Maria S AU - Shah, Surendra P AU - Northwestern University, Evanston AU - Infrastructure Technology Institute (ITI) AU - Research and Innovative Technology Administration TI - Crack Free Concrete Made with Nanofiber Reinforcement. Mechanical Properties and Nanostructure of Cement-Based Materials Reinforced with Carbon Nanofibers and Polyvinyl Alcohol (PVA) Microfibers PY - 2011 SP - 11p AB - There have been numerous studies that have aimed at improving the low tensile strength, stiffness, and toughness of cementitious materials. This study aims to show that all of these characteristics can be greatly improved by the addition of ladder scale reinforcement at the nano and micro scale. Carbon nanofibers (CNFs) as well as polyvinyl alcohol (PVA) microfibers were used as reinforcement. The mechanical properties of the nanocomposites were investigated by fracture mechanics three-point bending test. The microstructure and the morphology of nanocomposite samples were studied using an ultra high resolution scanning electron microscope (SEM). The results clearly illustrate that the incorporation of nanofibers and microfibers greatly improves the flexural strength, Young’s modulus, and toughness of the cement matrix. KW - Bending tests KW - Carbon nanofibers KW - Concrete KW - Fiber reinforced concrete KW - Flexural strength KW - Mechanical properties KW - Microfibers KW - Microstructure KW - Morphology KW - Nanostructured materials KW - Polyvinyl alcohol KW - Scanning electron microscopy KW - Toughness KW - Young's modulus UR - http://iti.northwestern.edu/publications/utc/safetea-lu/FR-3-Shah-Crack_Free_Concrete_Made_With_Nanofiber_Reinforcement.pdf UR - https://trid.trb.org/view/1104529 ER - TY - RPRT AN - 01340414 AU - Federal Highway Administration TI - Use of Prefabricated Elements and High Performance Concrete on Low Volume Road Bridges PY - 2011 SP - n.p. AB - This DVD shows the construction of a bridge on Parker River National Wildlife Refuge. The Refuge is located on Plum Island, in Massachusetts, and is the home of protected wetlands and wildlife. To minimize environmental impacts, the piles are prestressed and precast, and brought into the bridge site after fabrication. High performance concrete is used for the bridge deck. Every care is taken to preserve the beauty of the surroundings and to minimize construction impacts. KW - Bridge construction KW - Environmental protection KW - High performance concrete KW - Low volume roads KW - Parker River National Wildlife Refuge KW - Plum Island (Massachusetts) KW - Prefabricated bridges KW - Wetlands KW - Wildlife UR - https://trid.trb.org/view/1101549 ER - TY - RPRT AN - 01339695 AU - National Center for Statistics and Analysis TI - Traffic Safety Facts 2009 Data: Children PY - 2011 SP - 6p AB - In 2009, there were nearly 62 million children age 14 and younger in the United States. This age group made up 20% of the total U.S. resident population in 2009. Motor vehicle crashes are the leading cause of death for ages 3 to 14 (based on 2007 figures, which are the latest mortality data currently available from the National Center for Health Statistics). During 2009, there was a total of 33,808 traffic fatalities in the United States. The 14-and-younger age group accounted for 1,314 (4%) of those traffic fatalities, which is a 3% decrease from the 1,350 fatalities in 2008. In 2009, there were an additional 179,000 children age 14 and younger injured, which is a 7% decrease from the 193,000 children injured in 2008. An average of 4 children age 14 and younger were killed and 490 were injured every day in the United States in motor vehicle crashes during 2009. In the 14-and-younger age group, males accounted for 56% of the fatalities and 50% of those injured in motor vehicle crashes during 2009. Additional statistics on children killed or injured in traffic crashes in 2009 are provided in this traffic safety fact sheet. KW - Children KW - Crash injuries KW - Fatalities KW - Statistics KW - Traffic crashes KW - Trend (Statistics) KW - United States UR - http://www-nrd.nhtsa.dot.gov/Pubs/811387.pdf UR - https://trid.trb.org/view/1102430 ER - TY - RPRT AN - 01339099 AU - National Center for Statistics and Analysis TI - Traffic Safety Facts 2009 Data: Bicyclists and Other Cyclists PY - 2011 SP - 5p AB - For the purpose of this fact sheet, bicyclists and other cyclists include riders of two-wheel nonmotorized vehicles, tricycles, and unicycles powered solely by pedals. Throughout the remainder of this fact sheet the term pedalcyclists is used to identify these cyclists. In 2009, 630 pedalcyclists were killed and an additional 51,000 were injured in motor vehicle traffic crashes. Pedalcyclist deaths accounted for 2% of all motor vehicle traffic fatalities, and made up 2% of all the people injured in traffic crashes during the year. The number of pedalcyclist fatalities in 2009 is 12% lower than the 718 pedalcyclist fatalities report in 2008. Additional statistics on pedalcyclist fatalities and injuries in 2009 are provided in this traffic safety fact sheet. KW - Bicycle crashes KW - Crash injuries KW - Cyclists KW - Fatalities KW - Statistics KW - Traffic crashes KW - Trend (Statistics) KW - United States UR - http://www-nrd.nhtsa.dot.gov/Pubs/811386.pdf UR - https://trid.trb.org/view/1101647 ER - TY - RPRT AN - 01339098 AU - National Center for Statistics and Analysis TI - Traffic Safety Facts 2009 Data: Pedestrians PY - 2011 SP - 7p AB - A pedestrian, as defined for the purpose of this fact sheet, is any person on foot, walking, running, jogging, hiking, sitting or lying down who is involved in a motor vehicle traffic crash. For the purpose of this fact sheet a traffic crash is an incident that involves one or more vehicles where at least one vehicle is in-transport and the crash originates on a public traffic way. In 2009, 4,092 pedestrians were killed and an estimated 59,000 were injured in traffic crashes in the United States. On average, a pedestrian was killed every two hours and injured every nine minutes in traffic crashes. The 4,092 pedestrian fatalities in 2009 were a decrease of 7% from 2008 and a decrease of 14% from 2000. In 2009, pedestrian deaths accounted for 12% of all traffic fatalities, and made up 3% of all the people injured in traffic crashes. Over 90% of the pedestrian fatalities occurred in single-vehicle crashes. Additional statistics on pedestrian fatalities and injuries in traffic accidents in 2009 are provided in this traffic safety fact sheet. KW - Crash injuries KW - Fatalities KW - Pedestrian-vehicle crashes KW - Single vehicle crashes KW - Statistics KW - Trend (Statistics) KW - United States UR - http://www-nrd.nhtsa.dot.gov/Pubs/811394.pdf UR - https://trid.trb.org/view/1101650 ER - TY - RPRT AN - 01338006 AU - National Center for Statistics and Analysis TI - Traffic Safety Facts 2009 Data: Overview PY - 2011 SP - 12p AB - Motor vehicle travel is the primary means of transportation in the United States, providing an unprecedented degree of mobility. Yet for all its advantages, injuries resulting from motor vehicle crashes are the leading cause of death for people of every age from 3 through 5, 8, 9, and 11 through 33 (based on 2007 data). In 2009, 33,808 people were killed in the estimated 5,505,000 police-reported motor vehicle traffic crashes; 2,217,000 people were injured; and 3,957,000 crashes involved property damage only. This overview fact sheet contains statistics on motor vehicle fatalities based on data from the Fatality Analysis Reporting System (FARS). Crash and injury statistics are based on data from the National Automotive Sampling System General Estimates System (GES). KW - Crash injuries KW - Fatalities KW - Fatality Analysis Reporting System KW - General Estimates System KW - National Automotive Sampling System KW - Property damage KW - Statistics KW - Traffic crashes KW - Trend (Statistics) KW - United States UR - http://www-nrd.nhtsa.dot.gov/Pubs/811392.pdf UR - https://trid.trb.org/view/1100666 ER - TY - RPRT AN - 01337294 AU - Department of Transportation TI - Department of Transportation Fiscal Year 2012 Budget Highlights PY - 2011 SP - 52p AB - Budgetary units of the U. S. Department of Transportation include the following administrations and offices: Federal Aviation Administration, Federal Highway Administration, National Highway Traffic Safety Administration, Federal Motor Carrier Safety Administration, Federal Transit Administration, Federal Railroad Administration, Pipelines and Hazardous Materials Safety Administration, Research and Innovation Technology Administration, Maritime Administration, Saint Lawrence Seaway Development Corporation, Surface Transportation Board, Office of the Secretary, Inspector General, and National Infrastructure Innovation and Finance Fund. This report summarizes the U.S. Department of Transportation budgetary requests for fiscal year 2012. Highlighted in the report are the following: (1) The President’s FY 2012 budget request includes a total of $129 billion for the Department of Transportation. A key element of this request is the inclusion of a $556 billion six-year surface transportation reauthorization proposal to improve the Country’s highways, transit, and rail infrastructure and to ensure that these systems are safe. (2) In an effort to jump-start this reauthorization, the President’s request includes a $50 billion “Up-Front” economic boost that would foster job creation. (3) $5 billion is also requested to establish an Infrastructure Bank that will provide grants and loans using new innovative financing approaches that will leverage transportation dollars more efficiently. (4) The overall funding request is a 66% increase above FY 2010 – the last enacted appropriated level. The request assumes no pay raises. KW - Budgeting KW - Financing KW - National infrastructure bank KW - Transportation modes KW - Transportation safety KW - U.S. Department of Transportation KW - U.S. Federal Aviation Administration KW - U.S. Federal Highway Administration KW - U.S. Federal Motor Carrier Safety Administration KW - U.S. Federal Railroad Administration KW - U.S. Federal Transit Administration KW - U.S. Maritime Administration KW - U.S. Pipeline and Hazardous Materials Safety Administration KW - U.S. Research and Innovative Technology Administration UR - http://www.dot.gov/sites/dot.dev/files/docs/dot_budget_highlights_fy_2012.pdf UR - https://trid.trb.org/view/1097290 ER - TY - RPRT AN - 01335372 AU - Federal Transit Administration TI - Accessing the Global Marketplace: A Resource Guide for the Transit Industry PY - 2011 SP - 80p AB - In order to stay competitive domestically, U.S. firms of all sizes will need to become competitive internationally. While the U.S. market is enormous, it represents only one-third of world purchasing power. This percentage is likely to diminish in the future since 95 percent of the world’s population resides outside of the United States. To increase profits and remain competitive, firms will need to expand their market base, increase their production, reduce per-unit production costs, and extend product life. Competing in the global marketplace will help them accomplish this. Fortunately, there is enormous demand for transportation infrastructure development worldwide. It is the intent of this guide to assist medium and small firms identify opportunities that exist in the international marketplace for them. While the process of doing business in other countries can seem daunting to these companies, there are numerous sources of assistance. Chapter 2 of this guide introduces both the International Public Transportation Program (IPTP) of the Federal Transit Administration (FTA) and the American Public Transportation Association (APTA). Chapters 3–5 discuss whom to contact first, how to conduct general market research, and then how to focus that research. Chapters 6 and 7 provide information on how to promote and sell products and the type of project financing available. Chapter 8 identifies sources of help to ensure firms are treated fairly. Chapter 9 provides tips on conducting business abroad in such areas as travel and language usage. The remaining chapters list other organizations and contacts that may be useful. Exporting goods and services, especially for small and medium sized businesses, is no longer the complicated undertaking it once was. The information in this guide should help identify opportunities globally and assist in taking advantage of them. KW - American Public Transportation Association KW - Businesses KW - Competition KW - Contacts (Organizations) KW - Exports KW - Financing KW - Global markets KW - Guidelines KW - International Public Transportation Program (Federal Transit Administration) KW - International trade KW - Market research KW - Products KW - Promotion KW - Public transit KW - Resource guides (Guides to information) KW - Small and medium-sized enterprises (SME) KW - Transit services KW - U.S. Federal Transit Administration UR - http://www.fta.dot.gov/documents/AccessingTheGlobalMarketplace.pdf UR - https://trid.trb.org/view/1098701 ER - TY - RPRT AN - 01334228 AU - National Center for Statistics and Analysis TI - Traffic Safety Facts 2009 Data: State Alcohol-Impaired Driving Estimates PY - 2011 SP - 12p AB - Estimates of alcohol involvement in fatal crashes for the United States and individually for the 50 States, the District of Columbia, and Puerto Rico (not included in the national totals) are provided in this report. These estimates are based on data from the National Highway Traffic Safety Administration's (NHTSA’s) Fatality Analysis Reporting System (FARS). Unfortunately, known blood alcohol concentration (BAC) test results are not available for all drivers and nonoccupants involved in fatal crashes. Missing data can result for a number of reasons, the most frequent of which is that people are not always tested for alcohol. To address the missing data issue, NHTSA has developed and employs a statistical model to estimate the BAC of the driver or the nonoccupant at the time of the crash. The statistical model is based on important characteristics of the crash including crash factors (e.g., time of day, day of week, type of crash, location); vehicle factors (e.g., vehicle type and role in the crash); and person factors (e.g., age, sex, restraint use, previous driving violations); and most importantly, the subjective assessment of the police officer at the scene of the crash as to whether alcohol was involved or not. The statistical model was developed using all available known data in the aggregate (that is, at the national level) and applied to each individual driver and nonoccupant with an unknown BAC test result. The estimates presented include a mix of both known and estimated BACs. KW - Blood alcohol levels KW - Drunk driving KW - Estimates KW - Fatalities KW - Fatality Analysis Reporting System KW - Missing data KW - States KW - Statistics KW - Tables (Data) KW - Trend (Statistics) KW - United States UR - http://www-nrd.nhtsa.dot.gov/Pubs/811398.pdf UR - https://trid.trb.org/view/1097541 ER - TY - RPRT AN - 01333805 AU - National Highway Traffic Safety Administration TI - Traffic Safety Facts 2009 Data: Alcohol-Impaired Driving PY - 2011 SP - 6p AB - Drivers are considered to be alcohol-impaired when their blood alcohol concentration (BAC) is .08 grams per deciliter (g/dL) or higher. Thus, any fatal crash involving a driver with a BAC of .08 or higher is considered to be an alcohol-impaired-driving crash, and fatalities occurring in those crashes are considered to be alcohol-impaired-driving fatalities. The term “driver” refers to the operator of any motor vehicle, including a motorcycle. Estimates of alcohol-impaired driving are generated using BAC values reported to the Fatality Analysis Reporting System (FARS) and imputed BAC values when they are not reported. The term “alcohol-impaired” does not indicate that a crash or a fatality was caused by alcohol impairment. In 2009, 10,839 people were killed in alcohol-impaired-driving crashes. These alcohol-impaired-driving fatalities accounted for 32 percent of the total motor vehicle traffic fatalities in the United States. Traffic fatalities in alcohol-impaired-driving crashes decreased by 7.4 percent from 11,711 in 2008 to 10,839 in 2009. The alcohol-impaired-driving fatality rate per 100 million vehicle miles traveled (VMT) decreased to 0.36 in 2009 from 0.39 in 2008. An average of one alcohol-impaired-driving fatality occurred every 48 minutes in 2009. In 2009, all 50 States, the District of Columbia, and Puerto Rico had by law created a threshold making it illegal per se to drive with a BAC of .08 or higher. Of the 10,839 people who died in alcohol-impaired-driving crashes in 2009, 7,281 (67%) were drivers with a BAC of .08 or higher. The remaining fatalities consisted of 2,891 (27%) motor vehicle occupants and 667 (6%) nonoccupants. The national rate of alcohol-impaired-driving fatalities in motor vehicle crashes in 2009 was 0.36 per 100 million VMT. The alcohol-impaired-driving fatality rate in the past 10 years has declined by 27 percent from 0.49 in 2000 to 0.36 in 2009. KW - Blood alcohol levels KW - Drunk drivers KW - Drunk driving KW - Fatalities KW - Impaired drivers KW - Per se laws KW - Traffic crashes KW - Traffic safety KW - United States KW - Vehicle miles of travel UR - http://www-nrd.nhtsa.dot.gov/Pubs/811385.pdf UR - https://trid.trb.org/view/1094850 ER - TY - RPRT AN - 01333746 AU - Federal Highway Administration TI - In Their Own Light: A Case Study in Effective Tribal Consultation PY - 2011 SP - 20p AB - This study examines the efforts of the NDDOT, and the FHWA North Dakota Division, in consultation with the Mandan, Hidatsa, Arikara Nation (Three Affiliated Tribes); the Turtle Mountain Band of Chippewa Indians; the Spirit Lake Dakotah Nation; the Standing Rock Sioux Tribe, the Sisseton/ Wahpeton Oyate; the Fort Peck Assiniboine and Sioux Tribes; the Northern Cheyenne Tribe; the Crow Tribe (Apsáalooke Nation); and, the Lower Sioux Indian Community to develop and implement a collaborative programmatic approach to Tribal consultation that fully addresses Tribal concerns about cultural resources that could be affected by NDDOT projects, while considering NDDOT transportation project delivery needs. Using a proactive approach to developing, executing, and implementing an agreement document with multiple Tribes, the North Dakota Department of Transportation (NDDOT) and the Federal Highway Administration’s (FHWA) North Dakota Division, in active collaboration with Tribes in North Dakota, South Dakota, Montana, and Minnesota, tailored the consultation process to meet the needs of all the consulting parties. The resulting Section 106 Programmatic Agreement for Tribal Consultation in North Dakota (PA) takes the intent of the law to heart and gives Tribal people a seat at the table in consideration of cultural resources that may be affected by transportation projects. KW - Consultants KW - Cooperation KW - Cultural resources KW - Native Americans KW - Transportation projects KW - Tribal government UR - http://www.fhwa.dot.gov/resourcecenter/teams/environment/tribal_consult.pdf UR - https://trid.trb.org/view/1094326 ER - TY - RPRT AN - 01330435 AU - Research and Innovative Technology Administration TI - National Transportation Atlas Databases 2010 (NTAD2010): A Collection of Spatial Data for Use in GIS-based Applications PY - 2011 SP - n.p. AB - This CD-ROM contains a set of nationwide geographic databases of transportation facilities, transportation networks, and associated infrastructure. These datasets include spatial information for transportation modal networks and intermodal terminals, as well as the related attribute information for these features. Metadata documentation, as prescribed by the Federal Geographic Data Committee, is also provided for each database. NTAD2010 contains only data. To take full advantage of this product, the user requires a Geographic Information System (GIS). KW - Databases KW - Geographic information systems KW - Mapping KW - Spatial analysis KW - Spatial databases UR - https://trid.trb.org/view/1091151 ER - TY - RPRT AN - 01325171 AU - Da Silva, Nancy AU - Virick, Meghna AU - San Jose State University AU - California Department of Transportation AU - Research and Special Programs Administration TI - Facilitating Telecommuting: Exploring the Role of Telecommuting Intensity and Differences Between Telecommuters and Non-Telecommuters PY - 2010/60//Final Report SP - 62p AB - Walls, Safirova and Jiang (2007) note the paucity of studies that examine telecommuting among individuals across organizations and studies that compare telecommuters with non-telecommuters. This study responds to this call by gaining a deeper understanding of telecommuting patterns and adoption behavior through an examination of perceived obstacles and facilitators of telecommuting. The study involved data collection using survey methodology, focus groups, and archival data collection. Respondents include telecommuters and non-telecommuters as well as supervisors from a wide variety of organizations. The study also included collecting benchmarking data regarding telecommuting policies and practices of companies in Silicon Valley in an attempt to understand factors that impact telecommuting. KW - Data collection KW - Human resources management KW - Silicon Valley (California) KW - Surveys KW - Telecommunications KW - Telecommuting KW - Traffic congestion KW - Travel patterns UR - http://ntl.bts.gov/lib/34000/34900/34990/2803_09-14.pdf UR - https://trid.trb.org/view/1086083 ER - TY - RPRT AN - 01554382 AU - Papayannoulis, Vassilis AU - Kary, Brian AU - Deeter, Dean AU - Chiu, Yi-Chang AU - Sallman, Douglas AU - Wunderlich, Karl AU - Alexiadis, Vassili AU - Cambridge Systematics, Incorporated AU - Research and Innovative Technology Administration AU - Federal Highway Administration TI - Integrated Corridor Management I-394 Minneapolis, Minnesota – Analysis Plan PY - 2010/20//Final Report SP - 71p AB - This analysis modeling simulation (AMS) Analysis Plan for the Interstate 394 (I-394) Pioneer Corridor outlines the various tasks associated with the application of the Integrated Corridor Management (ICM) AMS tools to the corridor in support of a benefit/cost assessment of the proposed strategies. The report provides a brief description of the Pioneer Corridor in Minneapolis, Minnesota, and the methodology used for the AMS. It lays out ICM strategies that will be tested, and provides a list of the AMS scenarios. This report then defines performance measures that will be utilized in the analysis of the ICM strategies on the Pioneer Corridor and sets out the simulation model validation requirements and the data needs for this calibration. Finally, the last two sections of this report present an overview of the Pioneer Corridor AMS document that will be developed to summarize the results of the AMS effort and provides a schedule and a resource guide for the AMS tasks. KW - Analysis KW - Calibration KW - Integrated corridor management KW - Methodology KW - Minneapolis (Minnesota) KW - Performance measurement KW - Simulation KW - Transportation corridors KW - Validation UR - http://ntl.bts.gov/lib/54000/54300/54344/I-394_Minneapolis_ICMS_Analysis_Plan__FHWA-JPO-10-037_.pdf UR - https://trid.trb.org/view/1342207 ER - TY - RPRT AN - 01543901 AU - Sherry, Patrick AU - Durr, Rob AU - National Center for Intermodal Transportation AU - Research and Innovative Technology Administration TI - Identification of a Leadership Competency Model for use in the Development, Recruitment & Retention of Intermodal Transportation Workers: Summary of Research Conducted 06/01/2010-12/31/2010 PY - 2010/12/31 SP - 19p AB - Transportation, like most industries, faces critical leadership challenges. Attracting, retaining, and training high potential candidates are essential to safe and productive organizational performance. Indeed, as the reliance on efficient public and private transportation services continues to grow with the population boom and mounting interest in shrinking the world’s carbon footprint, leadership plays a more critical role then ever. Precise assessment of leadership competence is an important first step in identifying the core leadership competencies needed to be a highly effective leader in transportation. The purpose of this study was to begin to develop and validate the Leadership Success Factors Inventory: Transportation Version (LSFI: TV) by administering the instrument to a sample of 154 managers from a state Department of Transportation (DOT). The differentiating factors of highly effective versus typical leadership performance in transportation were explored along with the psychometric properties of the LSFI: TV by holding two cognitive interviews with veteran human resource executives in transportation, conducting three focus groups each composed of five mid-to-upper level managers at a state DOT, and then administering the survey to a self-assessment sample of 154 DOT managers. Factor analytic results demonstrated an 8-factor leadership competency model. The rotated solution yielded eight interpretable factors; the emotional competence factor, manages a culture of safety factor, motivation factor, innovative factor, communication factor, credibility and integrity factor, decision-making factor, and conflict resolution factor. Moderate to strong correlations were also found between a performance measure and the subscales, indicating initial validity for the measure. KW - Executives KW - Focus groups KW - Intermodal transportation KW - Interviewing KW - Leadership KW - Middle managers KW - Personnel development KW - Personnel retention KW - Professional personnel KW - Recruiting KW - Senior managers KW - State departments of transportation UR - http://www.ncit.msstate.edu/NCIT%20Reports/2009_23_Sherry%20Durr%20dentification%20of%20a%20Leadership%20Competency%20model%20for%20use%20in%20the%20selection,%20development%20and%20retention%20of%20Intermodal%20Transportation%20Workers.%20Leadership%20Competency%20Grant%20Report%202010%20A%20-%20Durr.pdf UR - https://trid.trb.org/view/1332057 ER - TY - RPRT AN - 01472482 AU - Friesz, Terry L AU - Yao, Tao AU - Mid-Atlantic Universities Transportation Center AU - Federal Highway Administration AU - Research and Innovative Technology Administration TI - Dynamic, Stochastic Models for Congestion Pricing and Congestion Securities PY - 2010/12/31/Final Report SP - 13p AB - This research considers congestion pricing under demand uncertainty. In particular, a robust optimization (RO) approach is applied to optimal congestion pricing problems under user equilibrium. A mathematical model is developed and an analysis performed to consider robust, dynamic user equilibrium, optimal tolls based on the second-best problem known as the dynamic optimal toll problem with equilibrium constraints, or DOTPEC. Finally, numerical experiments and qualitative analyses are conducted to investigate the performance and robustness of the solutions obtained. KW - Congestion pricing KW - Mathematical models KW - Optimization KW - Stochastic processes KW - Tolls KW - Travel demand UR - http://www.mautc.psu.edu/docs/PSU-2009-01.pdf UR - https://trid.trb.org/view/1243635 ER - TY - RPRT AN - 01341898 AU - Maheshwari, Sharad K AU - D'Souza, Kelwyn A AU - Eastern Seaboard Intermodal Transportation Applications Center AU - Research and Innovative Technology Administration TI - Modeling Traffic Accidents at Signalized Intersections in the City of Norfolk, VA PY - 2010/12/31/Final Report SP - 31p AB - This study was an attempt to apply a proactive approach using traffic pattern and signalized intersection characteristics to predict accident rates at signalized intersections in a city’s arterial network. An earlier analysis of accident data at selected intersections within the City of Norfolk indicated that in addition to traffic volume, other controllable factors contributed to traffic accidents at specific intersections. These factors included area topography, lane patterns, type of road signs, turning lanes, etc. It is also known that administrative factors such as signal types, signal polices, road closures, etc., and maintenance factors such as road conditions, condition of the signals, condition of road signs, etc., also impact road accidents. The objective of this study was to relate these variables to accident rate and delineate variables that are statistically more significant for accident rate. Data on several topographical variables were collected in the City of Norfolk. These variables included number of lanes, turn lanes, pedestrian crossing, restricted lanes, etc. A linear regression model was used to establish relationship between these variables and the accident rate. The resulting regression model explained 60% of the variability. It also showed that four topographical variables are more important than other variables. These variables include number of lanes, number of turn lanes, presence of median and presence of permanent hazard like railway crossing. However, validation of model showed higher than expected variation. The model developed, in this study, overestimates the accident rate by 33%, thus, limiting its practical application. KW - Arterial highways KW - Crash rates KW - Mathematical prediction KW - Medians KW - Norfolk (Virginia) KW - Railroad grade crossings KW - Regression analysis KW - Signalized intersections KW - Traffic crashes KW - Traffic lanes KW - Turning lanes KW - Validation KW - Variables UR - http://biz.hamptonu.edu/esitac/docs/Investigation_of_Accident_Data_City_of_Norfolk.pdf UR - https://trid.trb.org/view/1104182 ER - TY - RPRT AN - 01340434 AU - Doyle, Jesse D AU - Howard, Isaac L AU - Mississippi State University, Mississippi State AU - Mississippi Department of Transportation AU - Federal Highway Administration TI - Laboratory Investigation of High RAP Content Pavement Surface Layers PY - 2010/12/31/Final Report SP - 326p AB - A laboratory study was undertaken to investigate the feasibility of using high (25% or more) reclaimed asphalt pavement (RAP) content warm mix asphalt (WMA) mixtures to construct the surface of highways managed by the Mississippi Department of Transportation (MDOT). The focus of the research was high RAP, with secondary emphasis on warm mix technologies used in conjunction with RAP. Three RAP sources and two warm mix technologies (Sasobit® and Evotherm 3G™) were tested. The study used all asphalt mix designs performed in the past several years by MDOT alongside field produced surface mixes as the reference for comparison/investigation of high RAP-WMA properties. The investigation included durability, cracking, rutting, and moisture damage testing as its primary components. The study developed regression equations to estimate the amount of absorbed asphalt present in a given RAP source using the MDOT mix design database. It was shown that traditional methods of determining asphalt absorption of RAP are questionable in many situations. Durability was measured on the dense graded mixtures by the Cantabaro test, which is not a typical use of the test. Results did not indicate significant durability problems of the high RAP-WMA mixes, though they were shown to be less durable in some conditions. Mixture stiffness measured by the Bending Beam Rheometer (BBR) was used as a comparer to control mixes to evaluate crack resistance and produced varying results with test temperature, though no major problems were identified with the high RAP-WMA. Rutting was shown to be on par with PG 76-22 control mixes in some instances. Moisture damage was found to be a potential problem using loaded wheel testing under water. Overall, the study concluded that 25% RAP WMA was feasible and that 50% RAP WMA may be feasible for use in surface layers. KW - Asphalt mixtures KW - Laboratory studies KW - Mix design KW - Paving KW - Reclaimed asphalt pavements KW - Surface course (Pavements) KW - Warm mix paving mixtures UR - http://ntl.bts.gov/lib/37000/37900/37902/SS_212_Final_Report.pdf UR - https://trid.trb.org/view/1101718 ER - TY - RPRT AN - 01333169 AU - Biton, Anna AU - Cotton, Benjamin AU - Fisher, Frances B AU - Miller, Kenneth AU - Morse, Lindsey AU - Research and Innovative Technology Administration AU - National Park Service TI - Cape Cod National Seashore Integrated Parking and Transit Study PY - 2010/12/31/Final Report SP - 158p AB - Beach parking adjacent to the ever changing coastline of the Lower/Outer Cape is subject to erosion. In order to maintain access to the beaches without paving over additional NPS land, this study looks at alternative parking locations and the feasibility of running shuttle services from satellite parking areas to the beach. The study assesses current and future beach parking availability, considering visitor demand and erosion potential, on the Lower/Outer Cape over a 20-year period, and identifies potential ways to maintain and improve access. Direction is provided for the towns of the Lower/Outer Cape and the National Seashore for implementing the shuttle concepts developed in the report. KW - Cape Cod National Seashore KW - Erosion KW - National parks KW - Parking KW - Public transit KW - Satellite parking lots KW - Shuttle service UR - http://ntl.bts.gov/lib/35000/35700/35783/capecod2.pdf UR - https://trid.trb.org/view/1094916 ER - TY - RPRT AN - 01332478 AU - Palomino, Angelica M AU - Tang, Xiaochao AU - Stoffels, Shelley M AU - Pennsylvania State University, University Park AU - Pennsylvania Department of Transportation AU - Federal Highway Administration AU - Mid-Atlantic Universities Transportation Center AU - Research and Innovative Technology Administration TI - Determination of Structural Benefits of PennDOT Approved Geogrids in Pavement Design PY - 2010/12/31/Final Report SP - 171p AB - This research was undertaken to evaluate and determine structural benefits of three Pennsylvania Department of Transportation approved geogrids for reinforcing weak pavement subgrade. A mechanistic-empirical approach was adopted to develop subgrade permanent deformation models for geogrid-reinforced flexible pavements. Multi-scale tests were conducted for the three geogrids. Mechanical and index properties of the geogrids were tested before the geogrids were subjected to bench-scale testing, namely pullout and direct shear tests. Two sets of accelerated pavement tests (APTs) were carried out to investigate the effectiveness of geogrids in improving pavement performance. For each APT, four pavement sections were constructed in a pit with concrete walls, among which one was control and the others were reinforced with different geogrids. Two different types of soil were involved for the subgrade construction through the two sets of accelerated testing. Various instruments were installed in the pavement system to measure both static and dynamic response of the pavements. Finite element models were created to simulate the pavement sections in the pit. Subgrade permanent deformation models were developed for pavement sections on the basis of the model adopted by the "Mechanistic-Empirical Pavement Design Guide" (MEPDG). The MEPDG model was modified to accommodate the test conditions in this study. Calibration of the model was conducted using the measurements from the instrumented APT I while the measurements from the instrumented APT II were used to verify the model. KW - Accelerated tests KW - Finite element method KW - Flexible pavements KW - Geogrids KW - Mathematical models KW - Mechanistic-Empirical Pavement Design Guide KW - Pavement design KW - Pennsylvania KW - Rutting KW - Subgrade (Pavements) UR - ftp://ftp.dot.state.pa.us/public/pdf/BPR_PDF_FILES/Documents/Research/Complete%20Projects/Extending%20Pavement%20Life/Determination%20of%20Structural%20Benefits%20of%20Geogrids%20in%20Pavement%20Design.pdf UR - https://trid.trb.org/view/1096613 ER - TY - RPRT AN - 01343587 AU - Kandiah, Ramanitharan AU - Central State University AU - Ohio Transportation Consortium AU - Research and Innovative Technology Administration TI - On-Road Mobile Source Pollutant Emissions: Identifying Hotspots and Ranking Roads PY - 2010/12/30/Final Report SP - 73p AB - A considerable amount of pollution to the air in the forms of hydrocarbons, carbon monoxide (CO), nitrogen oxides (NOx), particulate matter (PM) and air toxics comes from the on-road mobile sources. Estimation of the emissions of these pollutants and quantification of the pollutants released are the most important initial steps in the process of controlling the air pollution. This study presents a methodology to rank the roads based on the On-Road Mobile Source Air Pollutant (ORMSAP) emissions using self organizing maps (SOM). This methodology was applied in a case study in Ohio with the historic Average Annual Daily Traffic (AADT) data for highways. The data were obtained from the Ohio Department of Transportation (ODOT) and the ORMSAP emission estimates were computed from Motor Vehicle Emission Simulator (MOVES). Traffic was considered as of two types of vehicles, gasoline powered passenger vehicles and diesel powered commercial trucks driven on three types of highways, interstate route, state route and US route. Five ORMSAPs - CO, NOx, PM10, PM2.5 and SO2 - were taken into account in this study. The Ohio highway network was classified into groups based on five ORMSAP emissions per road length and also per road segment. Ohio counties were classified according to the total ORMSAP emissions per county and also ORMSAP emissions per highway length, per capita and per area of the county. The results were visualized with the geographic information system (GIS) maps. KW - Air pollution KW - Air toxics KW - Automobiles KW - Carbon monoxide KW - Counties KW - Federal aid highways KW - Geographic information systems KW - Hydrocarbons KW - Interstate highways KW - Maps KW - Mobile sources KW - Nitrogen oxides KW - Ohio KW - Particulates KW - Self-organizing maps KW - State highways KW - Sulfur dioxide KW - Trucks UR - http://www.otc.uakron.edu/docs/CSU-OTC_Final_Report_Kandiah[1].pdf UR - https://trid.trb.org/view/1105670 ER - TY - RPRT AN - 01332485 AU - Deitrick, Sabina AU - Briem, Christopher AU - Beach, Scott AU - University of Pittsburgh AU - Pennsylvania Department of Transportation AU - Federal Highway Administration TI - Impacts of Vanpooling in Pennsylvania and Future Opportunities PY - 2010/12/30/Final Report SP - 154p AB - This study conducted a state survey to assess the feasibility of expanded vanpool operations in Pennsylvania and financing models available. An overview of current commuting patterns and vanpool operations in Pennsylvania is presented and an employer-based survey of attitudes toward vanpool programs was conducted among five firm-based organizations in South Central Pennsylvania in 2010. In addition, a cost-benefit analysis of vanpool programs and options for financing increased statewide vanpool programs was studied. KW - Attitudes KW - Benefit cost analysis KW - Commuting KW - Employers KW - Financing KW - Pennsylvania KW - Surveys KW - Vanpools UR - ftp://ftp.dot.state.pa.us/public/pdf/BPR_PDF_FILES/Documents/Research/Complete%20Projects/Smart%20Transportation%20Solutions/Impacts%20of%20Vanpooling.pdf UR - https://trid.trb.org/view/1096616 ER - TY - RPRT AN - 01330472 AU - Putjenter, Joseph G AU - Rosenbaugh, Scott K AU - Lechtenberg, Karla A AU - Faller, Ronald K AU - Reid, John D AU - Sicking, Dean L AU - University of Nebraska, Lincoln AU - Nebraska Department of Roads AU - Federal Highway Administration TI - Performance Evaluation of Brass Breakaway Couplings PY - 2010/12/22/Final Report SP - 259p AB - Existing breakaway couplings have several disadvantages, including proprietary in nature, prohibitively expensive, inconsistent energy absorption due to temperature effects, and variable fatigue strength due to corrosion. Thus, the Illinois Department of Transportation (ILDOT) developed a free-cutting, brass breakaway coupling for use on luminaire or support poles. The free-cutting, brass breakaway couplings in combination with luminaire poles were evaluated according to the Test Level-3 (TL-3) safety performance criteria found in NCHRP Report No. 350. A total of 7 tests were conducted at the Valmont/UNL-MwRSF pendulum testing facility in compliance with the impact criteria corresponding to test designation no. 3-60. The results of these tests were then used to predict the high-speed test results, test designation no. 3-61, using the FHWA-approved extrapolation equation. Luminaire poles used were selected to provide one of two worst-case impact scenarios: (1) a tall massive pole that requires the most energy to rotate the pole, or (2) the lightest and weakest pole that may bend, fracture, or crush before the couplings break away. Successful tests of these two scenarios then provided a range of pole sizes that could be used in combination with the brass couplings. Upon completion of the physical testing and extrapolation analysis, aluminum luminaire poles with nominal heights between 30 ft (9.1 m) and 55 ft (16.8 m) and weights less than 755 lb (343 kg) were found to satisfy the TL-3 safety performance criteria when evaluated with the brass couplings. However, the selected and tested heavy steel poles failed to satisfy the change in velocity limit for the high-speed test. Therefore, an analytical analysis was conducted to identify the largest steel poles that are compatible with the brass couplings. KW - Brass KW - Breakaway supports KW - Couplings KW - Highway safety KW - Luminaires KW - Pendulum tests KW - Performance KW - Poles (Supports) UR - http://books.google.com/books/about/Performance_Evaluation_of_Brass_Breakawa.html?id=K0SyZwEACAAJ UR - https://trid.trb.org/view/1091072 ER - TY - RPRT AN - 01349578 AU - Limber, Martha AU - Drobot, Sheldon AU - Fowler, Tressa AU - University Corporation for Atmospheric Research AU - Research and Innovative Technology Administration TI - Clarus Quality Checking Algorithm Documentation Report PY - 2010/12/21/Final Report SP - 23p AB - With funding and support from the United States Department of Transportation Research and Innovative Technology (USDOT RITA) IntelliDrive(SM) initiative and direction from the Federal Highway Administration (FHWA) Road Weather Management Program, National Center for Atmospheric Research (NCAR) enhanced Quality Checking (QCh) algorithms that are a part of the current Clarus System. Moreover, NCAR developed new QCh algorithms to extend the capabilities of the current Clarus System. This document highlights the current status of all the QCh algorithms in the Clarus System. KW - Algorithms KW - Atmosphere KW - Clarus KW - IntelliDrive (Program) KW - Quality control KW - Road weather information systems KW - Transportation planning UR - http://ntl.bts.gov/lib/38000/38500/38545/TOPR2_508_FHWA-JPO-11-075.pdf UR - https://trid.trb.org/view/1107896 ER - TY - RPRT AN - 01329748 AU - Rosenbaugh, Scott K AU - Lechtenberg, Karla A AU - Faller, Ronald K AU - Sicking, Dean L AU - Bielenberg, Robert W AU - Reid, John D AU - University of Nebraska, Lincoln AU - Nebraska Department of Roads AU - Federal Highway Administration TI - Development of the MGS Approach Guardrail Transition Using Standardized Steel Posts PY - 2010/12/21/Final Report SP - 291p AB - A W-beam to thrie beam stiffness transition was developed to connect the Midwest Guardrail System (MGS) to a previously-approved thrie beam approach guardrail transition to bridge rail. This new stiffness transition was configured with standard steel posts commonly used by State Departments of Transportation. The system was crash tested and evaluated according to the Test Level 3 (TL-3) safety performance criteria specified in the Manual for Assessing Safety Hardware (MASH). BARRIER VII computer simulation modeling, in combination with post-in-soil bogie tests, was used to evaluate multiple transition configurations. The optimal configuration was the shortest design to successfully eliminate excessive pocketing and wheel snag. The approach guardrail transition was attached to Missouri’s thrie beam and channel bridge railing system. Three full-scale crash tests were conducted. During the first test, the upstream terminal anchor post failed prematurely, thus causing a loss of rail tension which ultimately led to vehicle pocketing. After inspection, the upstream anchor post was found to have a large knot located on its tension face at groundline that led to the wood fracture and failure of the test. The test was rerun given careful attention to the quality of the BCT anchor posts to ensure that the system design strength could be met. Following the successful containment and redirection of both the ½-ton Quad Cab pickup truck (2270P) and the small car (1100C) test vehicles, the safety performance of the stiffness transition between the MGS and a thrie beam approach guardrail transition system, including an asymmetrical guardrail element, was determined to be acceptable according to the TL-3 evaluation criteria specified in MASH. KW - Bridge approaches KW - Guardrail transition sections KW - Highway safety KW - Impact tests KW - Midwest Guardrail System KW - Posts KW - Steel KW - Thrie beams KW - W beams UR - http://ne-ltap.unl.edu/Documents/NDOR/dev_of_MGS_approach.pdf UR - https://trid.trb.org/view/1090859 ER - TY - RPRT AN - 01324708 AU - Islam, A K M Anwarul AU - Youngstown State University AU - Research and Innovative Technology Administration TI - On Reducing Bumps at Pavement-Bridge Interface PY - 2010/12/21/Final Report SP - 67p AB - This report contains the causes and long-term solutions to the bumps at bridge/approach slab and/or approach slab/pavement interface. A research was conducted on both structural and geotechnical aspects of an approach slab. A 3-D finite element analysis using ALGOR was performed to find the stresses and deflections for different slab lengths under HL-93 truck loading conditions. Internal moments and applied moments for seven different state departments of transportation (DOTs) were determined and compared using MathCAD. Laboratory testing was also performed on soil samples for bridges with bumps and without significant bumps around the Youngstown area. KW - Bridge approaches KW - Bridge decks KW - Deflection KW - Differential settlement KW - Finite element method KW - Moments (Mechanics) KW - Simulation KW - Slabs KW - Soil structure interaction UR - http://web.ysu.edu/gen/stem_generated_bin/documents/basic_module/CTME_Final_Report1.pdf UR - https://trid.trb.org/view/1086137 ER - TY - RPRT AN - 01333795 AU - Nie, Yu AU - Wu, Xing AU - Zissman, Joseph AU - Lee, Chanhan AU - Haynes, Michael AU - Northwestern University, Evanston AU - Northwestern University, Evanston AU - Research and Innovative Technology Administration TI - Providing Reliable Route Guidance: Phase II PY - 2010/12/20 SP - 105p AB - The overarching goal of the project is to enhance travel reliability of highway users by providing them with reliable route guidance produced from newly developed routing algorithms that are validated and implemented with real traffic data. To these ends, the project further develops the reliable routing algorithms, tests the idea of using the Chicago Transit Authority (CTA) bus data to estimate travel times on arterial and local roads, and conducts a survey designed to understand travelers’ reaction and attitude to travel reliability and their opinions about reliable route guidance products. KW - Algorithms KW - Attitudes KW - Bus transit KW - Real time information KW - Route guidance KW - Routing KW - Surveys KW - Traffic data KW - Transit riders KW - Travel time KW - Travel time reliability UR - http://www.ccitt.northwestern.edu/research/projects/Nie_Y2-02.html UR - https://trid.trb.org/view/1094764 ER - TY - RPRT AN - 01343218 AU - Ooi, Phillip S K AU - Archilla, A R AU - Song, Y AU - Sagario, M L Q AU - University of Hawaii, Manoa AU - Hawaii Department of Transportation AU - Federal Highway Administration TI - Application of Recycled Materials in Highway Projects PY - 2010/12/17/Final Report SP - 390p AB - The impetus and pressure for pavement and geotechnical engineers to incorporate sustainability in engineering projects has led to a rise in the reuse of materials such as recycled concrete aggregate (RCA), reclaimed asphalt pavement (RAP) and recycled glass (RG) as fill and in pavement sub-layers. Consequently, an understanding of their behavior and characteristics are necessary prior to use in practice. Tests to characterize the materials, to assess their compactability and to address the vulnerability of RCA to tufa formation and aluminum corrosion were performed. It was found that RCA from a mechanical viewpoint has superior strength and stiffness. However, when exposed to water, it has a tendency to hydrate. Initially, the hydration leads to a gain in strength and stiffness. Subsequently, the material is prone to shrinkage cracking. Nevertheless, the RCA stiffness and strength are still quite appreciable compared to the pre-cracked value. RCA made with Hawaiian basaltic aggregate was found to not produce tufa in significant quantities as compared to dolomitic-based RCA when subjected to an accelerated leaching experiment. However, corrosion of aluminum in the presence of RCA was found to cause significant swell pressures and as such, RCA should not be used in close proximity with any aluminum infrastructure or should not be contaminated with aluminum. RAP on the other hand is more inert. However, the mechanical properties are less desirable than those of virgin aggregate and RCA. While the resilient modulus of RAP is quite appreciable, it suffered significant permanent deformation or rutting and its use should be contained by limiting its percent content. The RG obtained in this study was crushed to a very fine gradation. The large quantities of fines make working with RG hazardous as it can cause skin irritation. Finally, changes to the State of Hawaii Standard Specifications are proposed to incorporate the use of these three recycled materials as a fill or as an unbound layer in pavements. Two new sections (for RAP and RCA) are also proposed as additions to the current standard specifications. KW - Aluminum KW - Concrete aggregates KW - Corrosion KW - Deformation KW - Glass KW - Modulus of resilience KW - Pavements KW - Reclaimed asphalt pavements KW - Recycled materials KW - Tufa UR - https://trid.trb.org/view/1104513 ER - TY - RPRT AN - 01330467 AU - Department of Transportation AU - Federal Aviation Administration TI - FAA Needs to Improve Risk Assessment Processes for its Air Transportation Oversight System PY - 2010/12/16 SP - 36p AB - The Federal Aviation Administration (FAA) uses its Air Transportation Oversight System (ATOS) to conduct surveillance of nearly 100 airlines. These airlines transport more than 90 percent of U.S. airline passenger and cargo traffic. The U.S. Department of Transportation Office of Inspector General (OIG) has consistently reported that ATOS is conceptually sound because it is data-driven and intended to target inspector resources to the highest risk areas. However, in 2002 and 2005, OIG reported that FAA needed to strengthen national oversight of ATOS to hold field managers more accountable for consistently implementing effective oversight practices. After hearings on the safety issues at Southwest, the Senate Committee on Science, Commerce, and Transportation and the House Committee on Transportation and Infrastructure requested that OIG review FAA’s oversight of the U.S. airline industry. As a result of the weaknesses identified in OIG's 2008 testimony, the Committees asked OIG to determine if similar oversight weaknesses existed elsewhere in the system. Accordingly, OIG's audit objectives were to determine (1) whether FAA has completed timely ATOS inspections of air carriers’ policies and procedures for their most critical maintenance systems; (2) how effective ATOS performance inspections have been in testing and validating that these critical maintenance systems are working properly; and (3) how well FAA implemented ATOS for the remaining Part 121 air carriers and what, if any, oversight challenges FAA inspection offices face. Three areas were identified where FAA could improve its management and oversight of ATOS: timely inspection of policies and procedures for critical maintenance systems; assessments of whether or not critical maintenance systems were performed as intended; and effective implementation of ATOS. KW - Air Transportation Oversight System KW - Airlines KW - Aviation safety KW - Implementation KW - Inspection KW - Maintenance KW - Oversight KW - Risk assessment KW - U.S. Federal Aviation Administration UR - http://www.oig.dot.gov/sites/dot/files/ATOS_Report_0.pdf UR - https://trid.trb.org/view/1093568 ER - TY - RPRT AN - 01330463 AU - McGhee, Mary D AU - Lechtenberg, Karla A AU - Bielenberg, Robert W AU - Faller, Ronald K AU - Sicking, Dean L AU - Reid, John D AU - University of Nebraska, Lincoln AU - Nebraska Department of Roads AU - Federal Highway Administration TI - Dynamic Impact Testing of Wood Posts for the Midwest Guardrail System (MGS) Placed Adjacent to a 2H:1V Fill Slope PY - 2010/12/16/Final Report SP - 82p AB - A stiffened version of the Midwest Guardrail System (MGS) with steel posts has been developed for use adjacent to 2H:1V roadside slopes. However, many members of the Midwest States Pooled Fund Program utilize wood posts. Therefore, it was requested to determine a wood post alternative to the steel posts utilized in the MGS adjacent to a 2H:1V slope. Dynamic impact testing was conducted on 6-in. x 8-in. (152-mm x 203-mm) wood posts and W6x9 (W152x13.4) steel posts with varying lengths and embedment depths when installed at the slope breakpoint of a 2H:1V slope. A total of seven bogie tests were performed - five tests on wood posts and two tests on steel posts. The posts were embedded in strong soil conforming to AASHTO Grade B for all tests. For each bogie 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 wood posts were compared to those for the steel posts used in the original design of the MGS adjacent to a 2H:1V slope. From these comparisons, a recommended post length was selected for the wood post alternative to the steel post in the MGS adjacent to a steep slope. A 7.5-ft (2.3- m) long, 6-in. x 8-in. (152-mm x 203-mm) wood post with a 58-in. (1,473-mm) embedment depth was found to provide the best possible performance and the closest correlation with the 9-ft (2.7-m) long, steel post. As such, this wood post was recommended as an alternative for the 9-ft (2.7-m) long, W6x9 (W152x13.4) steel post utilized in the MGS placed adjacent to a 2H:1V slope. KW - Guardrails KW - Highway safety KW - Impact tests KW - Midwest Guardrail System KW - Posts KW - Slopes KW - Wood UR - http://books.google.com/books/about/Dynamic_Impact_Testing_of_Wood_Posts_for.html?id=zMqTZwEACAAJ UR - https://trid.trb.org/view/1091071 ER - TY - RPRT AN - 01330446 AU - Schmidt, Jennifer D AU - Sicking, Dean L AU - Faller, Ronald K AU - Reid, John D AU - Bielenberg, Robert W AU - Lechtenberg, Karla A AU - University of Nebraska, Lincoln AU - Nebraska Department of Roads AU - Federal Highway Administration TI - Investigating the Use of a New Universal Breakaway Steel Post – Phase 3 PY - 2010/12/16/Final Report SP - 150p AB - A new fracturing-bolt, Universal Breakaway Steel Post (UBSP) was developed and evaluated for use as a replacement for the wood controlled release terminal (CRT) post currently used in the thrie beam bullnose system. The breakaway steel post was implemented into the thrie beam bullnose barrier system and subjected to two full-scale vehicle crash tests according to the Test Level 3(TL-3) guidelines provided in NCHRP Report No. 350. Test no. USPBN-3 (test designation no. 3-30) demonstrated that the breakaway steel post performed in a satisfactory manner in the bullnose system as the passenger car was captured and safely brought to a controlled stop. Test no. USPBN-4 (test designation no. 3-31) demonstrated that the breakaway steel post also performed in a satisfactory manner in the bullnose system as the pickup truck was captured and safely brought to a controlled stop. With the successful completion of these two full-scale crash tests along with other prior successful testing, it is recommended that the universal breakaway steel post be considered a safe alternative to the CRT posts in the original thrie beam bullnose median barrier system. KW - Breakaway supports KW - Guardrails KW - Highway safety KW - Impact tests KW - Median barriers KW - Posts KW - Steel UR - http://ne-ltap.unl.edu/ndor-research-reports UR - https://trid.trb.org/view/1091144 ER - TY - RPRT AN - 01343113 AU - Hummer, Joseph E AU - Rasdorf, William J AU - Findley, Daniel J AU - Zegeer, Charles V AU - Sundstrom, Carl A AU - North Carolina State University, Raleigh AU - North Carolina Department of Transportation AU - Federal Highway Administration TI - Procedure for Curve Warning Signing, Delineation, and Advisory Speeds for Horizontal Curves PY - 2010/12/15/Final Report SP - 150p AB - Horizontal curves are relatively dangerous features, with collision rates at least 1.5 times that of comparable tangent sections on average. To help make these segments safer, this research developed consistent study methods with which field personnel could examine curves. This research included an examination of curve crash characteristics, the development of a manual field investigation procedure, the development of calibration factors for the relevant collision prediction equations in the Highway Safety Manual, and geographic information system (GIS) methods for finding key curve parameters. Based on this work, the research team recommends a systematic approach for identifying, investigating, analyzing, and evaluating horizontal curves. This systematic approach can lead to the selection and evaluation of promising curves, assessment of funding sources, and a recommendation of appropriate countermeasures. The approach should sometimes include a statistical analysis of horizontal curve collisions taking into account various road, crash, weather, and temporal attributes to help identify any unique circumstances that create an overrepresentation of certain types or characteristics of collisions. The research team found a calibration factor of 1.33 for the collision prediction equation for two-lane roads in the Highway Safety Manual. The research team also recommends several methodologies to identify and measure the key characteristics of horizontal curves using data already stored in GIS files. KW - Advisory speeds KW - Countermeasures KW - Crash characteristics KW - Crash rates KW - Geographic information systems KW - Highway curves KW - Highway Safety Manual KW - Road markings KW - Statistical analysis KW - Traffic control devices KW - Two lane highways KW - Warning signs UR - http://www.ncdot.org/doh/preconstruct/tpb/research/download/2009-07finalreport.pdf UR - https://trid.trb.org/view/1104900 ER - TY - RPRT AN - 01339708 AU - Kommalapati, Raghava AU - Perkins, Judy AU - Jasek, Deborah AU - Benz, Robert AU - Stockton, William AU - University Transportation Center for Mobility AU - Research and Innovative Technology Administration TI - Promoting Workforce Development for the Transportation Profession through a Multi-University/Agency Partnership PY - 2010/12/15/Final Report SP - 103p AB - The objective of this multi-university/agency partnership between Prairie View A&M University (PVAMU), Texas Transportation Institute (TTI), and Texas A&M University (TAMU) is to build on the progress made through the University Transportation Center for Mobility (UTCM) seed funding to produce high-quality transportation professionals from underrepresented groups through research and other real-world experiences. This partnership strengthened the existing pipeline between local high schools and PVAMU by attracting bright young minds for a pair of summer program experiences during students’ last two summers before graduation from high school. One program is the existing Summer Transportation Institute (STI) Program, and the second is the STI Scholars program, initiated as part of the previous UTCM project and further developed in this project. The newly developed curriculum for the STI Scholars program is more challenging than the STI experience; Scholars get a chance to mentor new STI participants and also gain invaluable experience working with transportation professionals at TTI. As part of the program, STI Scholars are encouraged to pursue an existing four-year civil engineering program at PVAMU. The project produced a network of (i) former students, (ii) educational professionals (counselors and teachers), and (iii) public and private agencies including academia to ensure long-term sustainability of the program. This program can serve as a model for other outreach programs at other locations across the nation. KW - Curricula KW - High school students KW - Mentoring KW - Outreach KW - Partnerships KW - Prairie View A&M University KW - Summer Transportation Institute KW - Texas A&M University KW - Texas Transportation Institute KW - Transportation careers UR - http://utcm.tamu.edu/publications/final_reports/Kommalapati_08-45-07.pdf UR - http://ntl.bts.gov/lib/37000/37800/37829/Kommalapati_08-45-07.pdf UR - https://trid.trb.org/view/1102472 ER - TY - RPRT AN - 01335395 AU - T3 Design AU - Federal Transit Administration TI - Automated Parking Information System Operational Test Evaluation: WMATA Glenmont Parking Facility PY - 2010/12/15 SP - 29p AB - This report presents the evaluation of commuter responses to the Automated Parking Information System (APIS) at the Washington Metropolitan Area Transit Authority’s (WMATA's) Glenmont parking facility and the Maryland State Highway Administration (SHA) Park-and-Ride Lot on Norbeck Road, in Montgomery County, Maryland. The report also describes the results of the “before-and-after” parking utilization study at both of the parking locations. KW - Acceptance KW - Automated Parking Information System KW - Before and after studies KW - Commuters KW - Demonstration projects KW - Glenmont (Maryland) KW - Metrorail (Washington Metropolitan Area) KW - Montgomery County (Maryland) KW - Park and ride KW - Parking facilities KW - Washington Metropolitan Area Transit Authority UR - http://www.fta.dot.gov/documents/AUTOMATED_PARKING_INFORMATION_SYSTEM_OPERATIONAL_TEST_EVALUATION.pdf UR - https://trid.trb.org/view/1098666 ER - TY - ABST AN - 01465787 TI - PEER Exchanges Group Discussions & Informational Gathering AB - The objective of this project is to organize and facilitate up to six 1.5 day peer exchanges over the course of this period; three on the topic of climate change adaption and three on climate change mitigation. For each peer exchange, the Federal Highway Administration (FHWA) will invite representatives of 7-10 State Departments of Transportation (DOTs), Metropolitan Planning Organizations (MPOs), FHWA Division Offices and relevant stakeholder organizations to provide input in the major subject areas to be included in each peer exchange. KW - Climate change KW - Climate change mitigation KW - Information dissemination KW - Metropolitan planning organizations KW - Peer exchange KW - State departments of transportation UR - https://trid.trb.org/view/1234021 ER - TY - RPRT AN - 01324707 AU - Lamb, Carol M AU - Kurtanich, David G AU - Research and Innovative Technology Administration AU - Youngstown State University TI - Transportation Workforce Development and Outreach Seminars PY - 2010/12/13 SP - 3p AB - This proposal and subsequent funded project of outreach seminars and workforce development workshop were to add in the task of having a trained workforce and introducing middle and high school students to the transportation industry to spark their interest in the field of engineering. To meet these goals, Youngstown State University sponsored several seminars for middle/high school students and one workforce development workshop. A synopsis of each of the events is provided in this report. KW - Employment KW - High school students KW - Labor force KW - Outreach KW - Transportation careers KW - Workshops UR - http://web.ysu.edu/gen/stem_generated_bin/documents/basic_module/CTME_Final_Report_121320101.pdf UR - https://trid.trb.org/view/1086141 ER - TY - RPRT AN - 01360967 AU - Jasper, Keith AU - Armstrong, Chris AU - Golembiewski, Gary AU - Miller, Sheryl AU - Science Applications International Corporation AU - Research and Innovative Technology Administration TI - National Evaluation of the SafeTrip-21 Initiative: California Connected Traveler Test Bed, Draft Evaluation Report: Networked Traveler – Transit/Smart Parking PY - 2010/12/10 SP - 119p AB - Through the U.S. Department of Transportation’s (USDOT) SafeTrip-21 initiative, the USDOT is testing a variety of technologies in a number of locations in California as well as along the I-95 corridor on the east coast. This document presents the evaluation findings, resulting primarily from in-person interviews the Evaluation Team conducted with institutional partners. KW - Automated highways KW - California KW - Interstate 95 KW - Parking facilities KW - Real time information KW - Technological innovations KW - Traveler information and communication systems KW - Wireless communication systems UR - http://ntl.bts.gov/lib/43000/43100/43177/FINAL_NT-TSP_Report_2011_03_31.pdf UR - https://trid.trb.org/view/1126436 ER - TY - RPRT AN - 01324976 AU - Department of Transportation AU - Federal Aviation Administration TI - FAA Needs To Implement More Efficient Performance-Based Navigation Procedures and Clarify the Role of Third Parties PY - 2010/12/10 SP - 26p AB - On December 10, The U.S. Department of Transportation's Office of Inspector General (OIG) issued its report on the Federal Aviation Administration's (FAA) oversight of new flight procedures using Area Navigation (RNAV) and Required Navigation Performance (RNP) and its use of third parties to develop them. These technologies are key building blocks for the Next Generation Air Transportation System and could provide shorter, more direct flight paths; improved airport arrival rates; enhanced controller productivity; fuel savings; and reduced aircraft noise. OIG conducted this review at the request of the Chairman of the House Subcommittee on Aviation, who stated that a clear understanding of third-party roles is needed before they can be expanded. Overall, OIG found that the role of the two third parties FAA has approved to develop RNP procedures remains unclear, as well as FAA's strategy for implementing timely, high-value routes using in-house resources. FAA has also not fully established an oversight program for third parties, defined the staffing levels needed to oversee them, or finalized key guidance to industry on qualifications to become a third-party developer. OIG made eight recommendations to help FAA effectively implement and coordinate RNAV/RNP procedures and establish an oversight program for third parties. Overall, FAA's response met the intent of most of OIG's recommendations; however, OIG has requested that FAA provide additional clarifying information for three of them. KW - Aircraft pilotage KW - Implementation KW - Navigation systems KW - Next Generation Air Transportation System KW - Oversight KW - Performance based planning KW - Procedures KW - Third parties KW - U.S. Federal Aviation Administration UR - http://www.oig.dot.gov/node/5464 UR - https://trid.trb.org/view/1085253 ER - TY - RPRT AN - 01329768 AU - Smith, Nathaniel T AU - Recharge Power LLC AU - Youngstown State University AU - Research and Innovative Technology Administration TI - Recharge Power: Electric Vehicle Station and Vehicle Detection Monitor - “Maps/GPS Application For Vehicle Drivers” PY - 2010/12/06/Final Report SP - 4p AB - Between 2010 and 2012, over a dozen major automobile manufacturers will be introducing electric vehicles (EV’s) and plug-in extended range electric vehicles (PHEV’s) that will require electrical charging infrastructure in commercial parking garages and at municipal curb-side parking locations, hospitals, universities, shopping malls and other public parking environments. The ability to reliably locate and find charging stations will be critical for drivers of electric vehicles who need to recharge their batteries. Furthermore, the ability to determine whether these charging stations are actually available will be equally important. Recharge Power has developed proprietary technology to support this need of electric vehicle drivers, and it is equally applicable to drivers of gasoline-powered vehicles looking for general parking. In commercial parking garage applications, it will inform drivers about which garages have charging stations and whether they are available. In addition, a global database will monitor and record all transactions with charging stations, vehicle drivers, and host parking garage locations through advanced wireless communications and web portals. The integration of GPS location/mapping technologies support by CTME will provide drivers new ways to locate charging stations and parking spaces, track their availability, and place prepaid reservations. KW - Battery chargers KW - Battery charging KW - Electric vehicles KW - Global Positioning System KW - Mapping KW - Parking garages UR - http://stem.ysu.edu/gen/stem_generated_bin/documents/basic_module/Recharge_Power_Final_Report1.pdf UR - https://trid.trb.org/view/1090438 ER - TY - RPRT AN - 01344909 AU - Wochinger, Kathryn AU - Bunch, James A AU - Hatcher, S Gregory AU - Lowrance, Cheryl F AU - Noblis AU - Research and Innovative Technology Administration TI - U.S. DOT ITS Evaluation Workshop PY - 2010/12/03/Final Report SP - 29p AB - This document presents a summary of the Intelligent Transportation Systems (ITS) Evaluation Workshop conducted on September 20, 2010 in Irvine, California. Sixty-four participants shared ideas and exchanged information on the evaluation of ITS research and deployments in the context of emerging technologies, and the need to support sustainability and livability. Participants also discussed ways of assessing ITS research initiatives as well as evaluating sustainability and livability goals. Among the ideas expressed in the workshop are the following: (1) The emergence of technologies that enable continuous data collection requires changes in the way entities share and analyze data. (2) Evaluation should be used as an iterative feedback mechanism aimed at improving projects on an ongoing basis. (3) ITS is a valuable tool for reducing greenhouse gases. (4) Maintenance and operations costs are elements that belong in the evaluation analysis. (5) The ITS Knowledge Resources databases are valuable and the benefits databases should include high-level summaries of benefits. (6) Legacy ITS projects and applications such as ramp metering still require evaluation. KW - Data collection KW - Evaluation and assessment KW - Greenhouse gases KW - Intelligent transportation systems KW - Knowledge acquisition (Expert systems) KW - Quality of life KW - Ramp metering KW - Sustainable development KW - Technological innovations KW - Traffic data KW - Transportation planning KW - Workshops UR - http://ntl.bts.gov/lib/38000/38100/38105/ITS_Evaluation_2010_Workshop_Summary__r_.pdf UR - https://trid.trb.org/view/1105243 ER - TY - RPRT AN - 01595737 AU - Federal Aviation Administration TI - Voluntary Airport Low Emission Program Technical Report Version 7 PY - 2010/12/02/Technical Report SP - 164p AB - The contents of this report are presented in the following chapters: (1) Introduction - The Voluntary Airport Low Emission Program (VALE) is described in this chapter, including VALE program benefits, airport eligibility, agency and industry participants, applicable environmental regulations, and associated Federal Aviation Administration (FAA) programs; (2) Application Procedures; (3) Fuel Eligibility and Characteristics; (4) General Vehicle Eligibility; (5) Program Low-Emission Standards for New Vehicles; (6) Infrastructure Eligibility and Fuel Facility Guidelines; (7) Airport Improvement Program (AIP) and Passenger Facility Charge (PFC) Project Eligibility; (8) Airport Program Responsibilities; and (9) Assessment Methodology, KW - Airport Improvement Program KW - Alternate fuels KW - Benefits KW - Eligibility KW - Environmental regulations KW - Evaluation and assessment KW - Exhaust gases KW - Facilities KW - Fuels KW - Infrastructure KW - Passenger facility charges KW - Standards KW - Vehicles KW - Voluntary Airport Low Emissions program UR - https://www.faa.gov/airports/environmental/vale/media/vale_techreport_v7.pdf UR - https://trid.trb.org/view/1398237 ER - TY - ABST AN - 01467850 TI - Innovative Roadway Light Source and Dye Combinations to Improve Visibility AB - The Lighting Research Center (LRC) proposes to develop a combination of an energy efficient light emitting diodes (LED) streetlight and a road surface treatment that will reduce sky glow light pollution and increase visibility of objects in the road. Streetlights are a necessary element for roadway safety, but they have a negative impact on the environment in two ways. First, they use 56 TWh/year of electricity in the U.S., resulting in 33 million metric tons of carbon dioxide emissions annually. Second, outdoor lighting causes light pollution. According to National Geographic magazine, "Most of humanity lives under intersecting domes of reflected, refracted light, of scattering rays from overlit cities and suburbs, from light-flooded highways and factories." Commercially available LED streetlights already have the potential to reduce streetlight power demand per mile (up to 41% according to an LRC study), and as LED efficacies and light output improve, the power demand per mile is expected to improve even further. However, current LED streetlights do not reduce light pollution. A significant portion of light pollution is caused by light reflected from the ground, not light emitted directly from outdoor luminaires. The LRC proposes to create a new streetlight system that significantly reduces light pollution by preventing its light from reflecting off of the roadway surface. This will be accomplished by harnessing the unique properties of LEDs and creating a new road surface coating. The streetlight will produce white light with a combination of red, green, and blue LEDs, which produce pure colors in a narrow wavelength bands. A road surface coating will be developed that incorporates dyes that absorb those specific wavelengths but reflect most other wavelengths. The result will be a road that reflects little light from the streetlights, but will reflect most wavelengths of sunlight during the day. At night, objects on the road will be visible because they will be illuminated with white light, but the road will appear dark. This will increase the luminance contrast between an object in the road and the roadway surface, making obstructions even more visible. Standard striping along the center and edge of the road will demarcate the roadway boundaries to drivers. Conventional headlights will illuminate the road normally. Because the roadway coating will reflect most wavelengths of sunlight, it will not add to the urban heat island effect nor contribute to global warming. The primary deliverable for this project will be measurements of a laboratory-scale demonstration of an RGB luminaire and a coated surface to determine the reflectance of the light from the luminaire compared with standard roadway materials. The LRC will create the luminaire, identify potential dyes, and measure the photometric properties of the coatings. The LRC will partner with Passonno Paints, a paint manufacturer based in Watervliet, NY, to advise on materials and manufacturability and to fabricate sample roadway coatings. KW - Light emitting diodes KW - Light pollution KW - Luminance KW - Pavement coatings KW - Street lighting UR - http://www.utrc2.org/research/projects/innovative-roadway-light-source UR - https://trid.trb.org/view/1236086 ER - TY - ABST AN - 01463663 TI - Driver Distraction: An Inattention-Mitigation Component for Behavior-Based Safety Programs in Commercial Vehicle Operations (IM-BBS) AB - The aim of this research effort is to develop a comprehensive inattention mitigation component of a behavior-based safety program (IM-BBS) in commercial motor vehicle operations. A key focus will be on the use of real-time inattention monitoring technologies which could provide real-time feedback to the driver as well as post-trip summary reports based on data continuously transmitted to the back-office via wireless communication. Inattention monitoring will be based on existing on-market or prototype systems developed by Volvo. Another key focus of the project will be on the development of effective attention performance feedback and incentive strategies. The use of simulator-based attention training in this context will also be investigated. The research is expected to have significant impact on road safety as well as lead to significant cost reductions for commercial vehicle fleets. KW - Attention KW - Behavior KW - Commercial vehicle operations KW - Distracted drivers KW - Distraction KW - Motor carriers KW - Real time information KW - Simulation KW - Traffic safety KW - Travel behavior KW - Wireless communication systems UR - http://www.ntrci.org/areas_of_research/distracted_driving.aspx?id=21 UR - https://trid.trb.org/view/1231889 ER - TY - ABST AN - 01463462 TI - Relating Ride Quality and Structural Adequacy for Pavement Rehabilitation/Design Decisions AB - Ride quality and structural adequacy are key pavement performance indicators. The relationship between these two indicators has been a topic of frequent and continuing discussion in the pavement community, but to date an accepted and widely used relationship has not been identified. The objective of this project was to identify and verify the relationship between these two performance indicators, if any, using the Long-Term Pavement Performance (LTPP) and other pavement performance data sources. This was done in an effort to improve the evaluation and use of pavement condition data in pavement rehabilitation and design decisions. More specifically, the project was intended to develop and document a mechanism to include both ride and structural adequacy values within the context of current network-level pavement management system (PMS) practices for highway agency implementation to ensure smooth pavements that are also structurally adequate. Towards the accomplishment of the project objective, two major activities were carried out: (1) a literature search to gather, review and synthesize available information on relating ride quality and structural adequacy, and (2) a review and assessment of data from the LTPP program to determine if such relationship existed. KW - Condition surveys KW - Long-Term Pavement Performance Program KW - Pavement design KW - Pavement maintenance KW - Pavement management systems KW - Pavement performance KW - Ride quality KW - Smoothness UR - http://www.fhwa.dot.gov/research/tfhrc/programs/infrastructure/pavements/ltpp/prelim.cfm UR - https://trid.trb.org/view/1231688 ER - TY - RPRT AN - 01376065 AU - Baxter, Christopher D P AU - University of Rhode Island, Narragansett AU - University of Rhode Island, Narragansett AU - Rhode Island Department of Transportation AU - Federal Highway Administration TI - Evaluation of the Cyclic Resistance of Providence Silts Using Mini-Cone Penetration and Standard Penetration Tests PY - 2010/12/01/Final Report SP - 31p AB - Most areas of coastal Rhode Island are underlain by thick layers of non-plastic silt and it is important to know if the existing standard-of-practice liquefaction potential evaluations (e.g. Robertson and Wride (1998) or Seed et al. (1985)) are accurate. The objective of this research was to critically evaluate the applicability of cone penetration test (CPT) and standard penetration test (SPT) based approaches to Providence silts. This was accomplished through a laboratory testing program involving the University of Rhode Island (URI) mini-cone calibration chamber and cyclic triaxial tests to develop a new relationship between cyclic resistance ratio and tip resistance for Providence silt. The new relationship was compared to the standard-of practice liquefaction potential evaluation methods from the literature. There was good agreement between the approaches which shows that the existing field-based CPT methods are applicable to Rhode Island silts. This is consistent with previous Rhode Island Department of Transportation (RIDOT) funded research on the liquefaction potential evaluation of silts in Rhode Island (Bradshaw et al. 2007; 2007a; Baxter et al. 2008). An attempt was also made to evaluate SPT-based approaches in silt using the mini-cone and laboratory cyclic data. A correlation between SPT blow counts and CPT tip resistance (qc/N60) was evaluated from two loose silt sites in Rhode Island where SPT and CPTs were performed adjacent to each other. The agreement between blow counts and tip resistance was very poor, most likely due to the small number of tests and small range of in situ densities. Because of the poor agreement, it was not possible to directly evaluate the SPT-based liquefaction evaluation approaches in the study. KW - Cone tip resistance KW - Cyclic resistance ratios KW - Laboratory tests KW - Liquefaction KW - Providence (Rhode Island) KW - Silts KW - Soil penetration test UR - http://www.dot.ri.gov/documents/about/research/Cyclic_Resistance_of_Providence%20Silts_(10-1)_2292.pdf UR - https://trid.trb.org/view/1142353 ER - TY - RPRT AN - 01551444 AU - Federal Highway Administration AU - Research and Innovative Technology Administration TI - Project Management Plan: Dallas Integrated Corridor Management (ICM) Demonstration Project PY - 2010/12//Final Report SP - 74p AB - The Dallas Integrated Corridor Management (ICM) System Demonstration Project is a multi-agency, de-centralized operation which will utilize a set of regional systems to integrate the operations of the corridor. The purpose of the Dallas ICM System is to implement a multi-modal operations decision support tool enabled by real-time data pertaining to the operation of freeways, arterials, and public transit. The system will be shared between information systems and people involved in transportation operations and emergency response in the US-75 Corridor. The Dallas ICM System is intended to provide improved integration of operation procedures, including procedures that take advantage of the data sharing capabilities of the Dallas ICM System and facilitate improved emergency response, and traveler information. The purpose of the Project Plan is to assist the Dallas ICM Team by defining a procedural framework for management and control of the US-75 Integrated Corridor Management Demonstration Project, and development and deployment of the ICM System. The Project Plan serves as a reference for information regarding project structure and procedures throughout the project life cycle. As such it is a living document and will be updated at least twice in each year of the project. KW - Arterial highways KW - Dallas (Texas) KW - Data sharing KW - Decision support systems KW - Disasters and emergency operations KW - Freeways KW - Integrated corridor management KW - Project management KW - Public transit KW - Real time information KW - Transportation corridors KW - Traveler information and communication systems UR - http://ntl.bts.gov/lib/54000/54100/54129/Project_Management_Plan_-_Dallas_ICM_FINAL_Formatted.pdf UR - https://trid.trb.org/view/1340038 ER - TY - RPRT AN - 01551439 AU - Federal Highway Administration AU - Research and Innovative Technology Administration TI - US-75 ICM System Requirements – Dallas Integrated Corridor Management (ICM) Demonstration Project PY - 2010/12//Final Report SP - 125p AB - This document is intended as a listing and discussion of the Requirements for the US-75 Integrated Corridor Management System (ICMS) Demonstration Project in Dallas. This document describes what the system is to do (the functional requirements), how well it is to perform (the performance requirements), and under what conditions (non-functional and performance requirements). This document does not define how the system is to be built; that is the providence of the design document. This document pulls together requirements from a number of sources including but not limited to the Concept of Operations, the initial Systems Requirements Document and constraints identified by the agencies. This document sets the technical scope of the system to be built for the Demonstration Project. It is the basis for verifying the system and sub-systems when delivered via the Verification Plan. KW - Dallas (Texas) KW - Demonstration projects KW - Integrated corridor management KW - Performance measurement KW - Transportation corridors UR - http://ntl.bts.gov/lib/54000/54100/54136/US-75_ICMS_Requirements_-_Demonstration_Phase_FINAL_Formatted.pdf UR - https://trid.trb.org/view/1340049 ER - TY - RPRT AN - 01551337 AU - Federal Highway Administration AU - Research and Innovative Technology Administration TI - Systems Engineering Management Plan: Dallas Integrated Corridor Management (ICM) Demonstration Project PY - 2010/12//Final Report SP - 61p AB - The purpose of the Dallas Integrated Corridor Management (ICM) System is to implement a multi-modal operations decision support tool enabled by real-time data pertaining to the operation of freeways, arterials, and public transit. The system will be shared between information systems and people involved in transportation operations and emergency response in the US-75 Corridor. The Dallas ICM System is intended to provide improved integration of operation procedures, including procedures that take advantage of the data sharing capabilities of the Dallas ICM System and facilitate improved emergency response, and traveler information. This Systems Engineering Management Plan is designed to assist the Dallas ICM Team by defining a procedural framework for management and control of the systems engineering components provided in the US-75 Integrated Corridor Management Demonstration Project contract. The Project Management Plan serves as a reference for information regarding project structure and procedures throughout the project life cycle. As such both are living documents and will be reviewed at least twice in each year of the contract and updated as appropriate. KW - Arterial highways KW - Dallas (Texas) KW - Data sharing KW - Decision support systems KW - Disasters and emergency operations KW - Freeways KW - Integrated corridor management KW - Public transit KW - Real time information KW - Systems engineering KW - Transportation corridors KW - Traveler information and communication systems UR - http://ntl.bts.gov/lib/54000/54100/54135/Systems_Engineering_Management_Plan_-_Dallas_ICM_FINAL_Formatted.pdf UR - https://trid.trb.org/view/1340043 ER - TY - RPRT AN - 01526304 AU - Willems, Ben AU - Hah, Sehchang AU - Schulz, Kenneth AU - Federal Aviation Administration AU - Federal Aviation Administration TI - En Route Data Communications: Experimental Human Factors Evaluation PY - 2010/12//Technical Report SP - 183p AB - Data Communication (Data Comm) is one of the key enablers required for the implementation of the Next Generation Air Transportation System (NextGen) Plan. NextGen addresses increasing air traffic levels and complexity for 2015 and beyond (Joint Planning and Development Office, 2007). This report presents the experimental evaluation of Data Comm between en route controllers and pilots as an alternative to voice communication. The authors conducted the evaluation using an augmented emulation of the En Route Automation Modernization (ERAM) system. In 2009, the Federal Aviation Administration (FAA) has started to replace the current Display System Replacement and Host Computer System with ERAM. The authors recorded and analyzed system, controller performance, and controller self-report data. They also recorded and analyzed controllers’ eye movements and oxygenation levels of the prefrontal cortex using functional near infrared technology. The results showed that the most useful Data Comm interface was the Human-Machine Interface that combined keyboard, template, and graphical capabilities. An increase in the proportion of the aircraft that were Data Comm capable reduced the frequency of voice communications and lowered controller workload. Data communication failure of individual aircraft did not affect controller performance, but partial or full system failure increased the number of voice communications and workload. For the aircraft that did not have an integrated Flight Management System (FMS), controllers did not opt to use voice communications more often than using Data Comm, but integrated FMS reduced their workload. The analysis did not find a difference between first-come, first-served and best-equipped, best-served policies. On the basis of these results, recommendations are presented for the NextGen Data Comm. KW - Air pilots KW - Air traffic controllers KW - Data communications KW - En Route Automation Modernization KW - Enroute traffic control KW - Eye movements KW - Human factors KW - Human machine systems KW - Next Generation Air Transportation System KW - Voice communication KW - Workload UR - http://www.tc.faa.gov/its/worldpac/techrpt/tc106.pdf UR - https://trid.trb.org/view/1307231 ER - TY - SER AN - 01522350 JO - Tech Brief PB - Federal Motor Carrier Safety Administration TI - Duration Restart Period Needed to Recycle with Optimal Performance: Phase II PY - 2010/12 SP - 3p AB - The objective of this Phase II project was to determine whether a restart period involving two biological nights of sleep would be more effective in restoring performance in individuals working night shifts under the hours of service (HOS) regulations governing property-carrying commercial motor vehicle (CMV) drivers than the current 34-hour restart provision. Building on the Phase I project, which evaluated the 34-hour restart using two groups of drivers, one operating in daylight and one at night, this new study with nocturnal duty periods and a restart period that includes two biological nights was undertaken using a within-subjects in-laboratory experimental study design with testing of cognitive performance task and high-fidelity driving simulator performance. KW - Commercial drivers KW - Driver performance KW - Driving simulators KW - Fatigue (Physiological condition) KW - Hours of labor KW - Night shifts KW - Regulations KW - Sleep UR - http://ntl.bts.gov/lib/51000/51300/51340/Restart-Period-Phase-II.pdf UR - https://trid.trb.org/view/1306425 ER - TY - RPRT AN - 01522299 AU - Federal Motor Carrier Safety Administration TI - DART Summary Report for Fiscal Year 2010 PY - 2010/12 SP - 7p AB - In fiscal year (FY) 2010, the Data Analysis Reporting Team (DART) received and processed 675, and closed 696 data requests. On average, DART received and processed approximately 56 requests and closed 58 requests per month. The monthly number of requests closed exceeds or equals the number of requests processed. This occurs because some completed requests were subsequently reopened pursuant to a request for additional, revised, or follow-up information. This leads to multiple deliveries associated with the same request. DART services are limited to the Federal Motor Carrier Safety Administration (FMCSA), its State partners, and governmental agencies. KW - Information dissemination KW - Information management KW - U.S. Federal Motor Carrier Safety Administration KW - Websites (Information retrieval) UR - http://ntl.bts.gov/lib/51000/51200/51283/DART-Summary-Report-2010.pdf UR - https://trid.trb.org/view/1303889 ER - TY - RPRT AN - 01502024 AU - Hansen, Will AU - Kang, Youngjae AU - University of Michigan, Ann Arbor AU - Michigan Department of Transportation AU - Federal Highway Administration TI - Durability Study of the US-23 Aggregate Test Road and Recent JPCP Projects with Premature Joint Deterioration PY - 2010/12//Final Report SP - 48p AB - Materials related distress (MRD) characterized by “starburst” type corner spalling at the longitudinal centerline joint, and occasional transverse joint spalling have developed at a rapid rate in a number of jointed plain concrete pavement (JPCP) projects constructed since 1999. The main objective for this project was to isolate the major cause(s) for suspected freeze-thaw deterioration, and to provide recommendations for improved materials specifications in order to ensure long-term freeze-thaw resistance to severe surface exposure conditions (i.e. surface contact with either water or 3% sodium chloride (NaCl)) during repeated freezing and thawing. Four younger (<10 years) field projects with this type of MRD and four older field projects without MRD were selected for laboratory freeze-thaw testing for two different exposure conditions (water and 3% NaCl) during cyclic freeze-thaw. Rapid surface deterioration developed due to deicer salt exposure within a few freeze-thaw cycles for the concrete with MRD problems. The concrete without MRD had significantly improved deicer scaling resistance. Microscopic examination of the scaled surfaces demonstrated that excessive expansion and cracking had developed within the Portland cement paste consistent with inadequate air-void system. ASTM C457 test method was used to evaluate the air-void system in the hardened concrete. The four concrete projects which had not developed freeze-thaw problems at the joints also had higher air contents (>5.5%) while the concretes with low air had severe deterioration. A substantial improvement in deicer scaling resistance was obtained for Michigan Department of Transportation's (MDOT’s) low-cement concrete containing slag cement (328 lbs Type I, and 162 lbs slag cement). The improvement was attributed to a better quality paste-coarse aggregate interface (i.e. without air-void clustering) and air-void system (smaller sized bubbles), and lower paste permeability (i.e. lower water uptake rate). KW - Air content KW - Concrete pavements KW - Deicing chemicals KW - Deterioration KW - Freeze thaw durability KW - Freeze thaw tests KW - Michigan KW - Pavement distress KW - Pavement joints KW - Scaling (Concrete) KW - Spalling KW - Specifications UR - http://www.michigan.gov/documents/mdot/MDOT_Research_Report_RC1534_342655_7.pdf UR - https://trid.trb.org/view/1279657 ER - TY - RPRT AN - 01495180 AU - U.S. Fish and Wildlife Service AU - Research and Innovative Technology Administration TI - Transit and Trail Connections: Assessment of Visitor Access to National Wildlife Refuges PY - 2010/12 SP - 47p AB - The purpose of the study is to characterize the use of transit and non-motorized transportation modes for visitor access to National Wildlife Refuges (NWRs), as well as identify opportunities for and constraints to alternative transportation access. Specifically, the objectives of the study are to: 1. Identify NWRs with strong existing transit and trail connections, recognizing factors that contribute to the success of using these modes for NWR access; 2. Identify sites with high potential for an increased mode shift to transit or non-motorized access, including key partnerships or promotional opportunities to realize these connections; 3. Understand how current U.S. Fish and Wildlife (FWS) planning and management decisions affect transit and trail connections to NWRs; 4. Provide a tool for FWS staff, partner agencies, and friends groups to recognize potential connections, set priorities for future planning, and ultimately enhance alternative transportation access to NWRs. KW - Access KW - Bikeways KW - Decision making KW - Modal shift KW - National Wildlife Refuge System KW - Partnerships KW - Planning KW - Promotion KW - Public transit KW - Trails KW - U.S. Fish and Wildlife Service UR - http://ntl.bts.gov/lib/48000/48100/48187/Transit_Trails_Connections.pdf UR - https://trid.trb.org/view/1263010 ER - TY - RPRT AN - 01487009 AU - Henrie, Morgan AU - Ronchetti, Mike AU - Alaska University Transportation Center AU - Alaska Department of Transportation and Public Facilities AU - Federal Highway Administration AU - Research and Innovative Technology Administration TI - Feasibility Study of RFID Technology For Construction Load Tracking PY - 2010/12//Final Report SP - 41p AB - Alaska Department of Transportation and Public Facilities (ADOT&PF) is seeking more efficient business practices and processes to increase its speed in delivering supplies to work sites, optimize the workforce, and minimize costs. The current tracking process uses a computer-generated ticket carried by the truck driver to the dump point. The truck driver initially receives a cargo ticket while loading. The load weight is recorded on the ticket at a plant weigh scale. At the dump point, the ticket is handed to a ticket taker on the grade. The ticket taker records additional information on the ticket such as the time and the station of the dump point. At least four people handle this cargo tracking ticket: a truck driver, scale person, ticker taker, and an office person. A driver must maintain possession of the ticket at all times during cargo or load transportation, by state and federal regulations. A scale person updates this ticket. A ticket taker at the end records the final data. An office person tallies the day’s tickets to create an account payable item (payment) to the carrier or driver. These tracking tickets must be physically stored for three years after project date of completion. Technologies such as radio frequency identification (RFID) and global positioning system (GPS) can be used to track or record the same data. This study is exploring using new technologies to improve this process. These changes could also improve new project planning, management, and tracking of transportation operational data. In the past year, the research team has completed a literature review, purchased the necessary test RFID equipment, installed the new system in the field, and begun data collection. KW - Alaska KW - Feasibility analysis KW - Literature reviews KW - Materials management KW - Radio frequency identification KW - Technological innovations KW - Tracking systems UR - http://ine.uaf.edu/autc/files/2013/04/RFID-Final-DW.pdf UR - https://trid.trb.org/view/1256388 ER - TY - RPRT AN - 01482292 AU - Plazak, David J AU - Center for Transportation Research and Education AU - Iowa Department of Transportation AU - Midwest Transportation Consortium AU - Research and Innovative Technology Administration TI - Roadway Alignments as Assets: Evaluating Alternatives for Valuing Major Highway Corridor Rights of Way PY - 2010/12//Final Report SP - 36p AB - In most highway asset management exercises, real estate used in alignments is considered to be an asset class that does not depreciate. Although the treatment of right of way assets as non-depreciable real property may be appropriate as an accounting exercise, the fact is that the real estate contained in transportation corridors can in fact lose value from a traffic service point of view. Such facilities become functionally obsolete in that they no longer serve the purpose that was intended when they were planned, designed, and built. This report is intended to begin a discussion of the topic of how highway alignments ought be valued as assets as opposed to how they generally are valued, at either book value or replacement value, given it can be shown that some highway alignments do in fact depreciate in value. KW - Alignment KW - Asset management KW - Depreciation KW - Highway corridors KW - Real property KW - Right of way (Land) KW - Valuation UR - http://www.intrans.iastate.edu/research/documents/research-reports/alignments_as_asets_w_cvr.pdf UR - http://ntl.bts.gov/lib/47000/47900/47905/alignments_as_asets_w_cvr.pdf UR - https://trid.trb.org/view/1250804 ER - TY - RPRT AN - 01470846 AU - Perkins, Robert AU - Hazirbaba, Yildiz Dak AU - Alaska University Transportation Center AU - Alaska Department of Transportation and Public Facilities AU - Research and Innovative Technology Administration TI - Bridge Deck Runoff: Water Quality Analysis and BMP Effectiveness PY - 2010/12//Final Report SP - 116p AB - The Alaska Department of Transportation (ADOT) is responsible for more than 700 bridges, most span water bodies. Are these water bodies affected by stormwater runoff from ADOT bridges? What are the regulatory and economic constraints on the ADOT regarding this runoff? What actions, if any, should the ADOT take? This report attempts to answer those questions. Best Management Practices (BMP) are mandated or recommended for certain bridges. Which BMP is best for each bridge is not defined in law, but requires selection by the ADOT after consideration of the bridge characteristics, costs and benefits of candidate BMPs, and practicalities of construction. In the body of this report are brief descriptions of many types of stormwater BMPs, including general (not road-related) BMPs, and road and highway related BMPs. There are fewer options for bridges and fewer still that will work in Alaska’s cold climate. The options can also be quite different for a bridge that is in service versus a bridge that will undergo major repairs or new construction. The project developed a database of all the state’s bridges and their parameters relevant to stormwater runoff. From those parameters a numerical rating was developed for each bridge. This rating, together with certain regulatory thresholds, is used to determine if BMPs are required. KW - Alaska KW - Best practices KW - Bridge decks KW - Bridges KW - Economic factors KW - Regulatory constraints KW - Runoff KW - Water pollution KW - Water quality management UR - http://ine.uaf.edu/autc/files/2011/03/RR08.13.Final-Bridge-Runoff-Report-Dec-2010-sb.pdf UR - https://trid.trb.org/view/1238500 ER - TY - RPRT AN - 01458086 AU - Li, Shuo AU - Noureldin, Samy AU - Zhu, Karen AU - Purdue University AU - Indiana Department of Transportation AU - Federal Highway Administration TI - Safety Enhancement of the INDOT Network Pavement Friction Testing Program: Macrotexture and Microtexture Testing Using Laser Sensors PY - 2010/12//Final Report SP - 49p AB - The Indiana Department of Transportation has conducted annual network inventory friction testing using the locked wheel trailer to reduce wet pavement crashes. However, issues have arisen concerning the data credibility and field operation safety on high-speed highway facilities. Some researchers have investigated the evaluation of pavement friction using macrotexture measurements and found the relationship between friction and macrotexture is extremely weak. Currently, macrotexture can be readily measured at highway speeds, but microtexture is evaluated using friction at low speeds from a surrogate device. Microtexture plays an important role in friction force. The evaluation of pavement friction from texture measurements will be undermined without considering microtexture. This pilot study was conducted by the authors to examine the use of laser-based sensors in measuring pavement texture, in particular microtexture. The requirement for laser sampling frequency was established for choosing lasers during testing at highway speeds. Microtexture testing was conducted on cores taken from pavements. It was found that the Microtexture MPD, RMS and SV increased as the baseline length increased, regardless of the type of pavement, but tended to remain constant after the baseline length exceeded 12.75 mm. It was recommended that the microtexture MPD, RMS and SV should be computed in terms of a baseline length used for computing macrotexture. When estimating friction from microtexture measurements, the use of SV was as effective as the use of RMS. It is not necessary to include both SV and RMS when estimating friction from microtexture. Correlation analysis indicated that wet pavement friction had a positive relationship with macrotexture MPD, microtexture MPD, and microtexture SV. The microtexture SV may play a more important role in wet pavement friction than the microtexture MPD. Dry pavement friction is not as sensitive to macrotexture as to microtexture. Regression analysis indicated that pavement friction is related to both macrotexture and microtexture, not to macrotexture only. In addition, when pavement is wet, its surface friction is more sensitive to the slope variance than to the mean profile depth of the microtexture profile. It was recommended that more research effort is needed to investigate the characterization of microtexture and examine the effect of macrotexture slope variance. Research work is also needed to examine the image processing technology for measuring microtexture, and to confirm the hypothesis that pavement friction is probably related to microtextures with wavelengths greater than a certain value. KW - Friction KW - Friction tests KW - Lasers KW - Macrotexture KW - Microtexture KW - Pavements KW - Sensors KW - Surface texture tests UR - http://dx.doi.org/10.5703/1288284314248 UR - https://trid.trb.org/view/1218714 ER - TY - RPRT AN - 01458082 AU - Li, Shuo AU - Du, Yingzi (Eliza) AU - Jiang, Yi AU - Purdue University AU - Indiana Department of Transportation AU - Federal Highway Administration TI - Site Verification of Weigh-in-Motion Traffic and TIRTL Classification Data PY - 2010/12//Final Report SP - 72p AB - Quality weigh-in-motion (WIM) traffic data is essential not only in general transportation applications, but also in pavement design. The new AASHTO Mechanistic-Empirical Pavement Design Guide (MEPDG) for New and Rehabilitated Pavement Structures requires information on the detailed truck traffic, such as truck traffic volume, truck traffic monthly and hourly variations, vehicle class distribution, axle load, and axle load distributions, instead of the traditional ESALs. In addition, the Indiana Department of Transportation (INDOT) needs to collect traffic data frequently so as to timely provide accurate traffic information for planning, program development, operations, and pavement management. Currently, INDOT is using the pneumatic road traffic counters in traffic data collection, such as particular short-term or temporary traffic data collections. However, the pneumatic road traffic counter requires installation of rubber tubes on the pavement surface. As a result, the installation of rubber tubes usually creates safety issues to workers and is time consuming and labor intensive. Therefore, there is an urgent need for INDOT to utilize new devices to enhance the safety of field traffic data collection without compromising data quality. This study consists of two parts. The first part is to verify the accuracy of WIM vehicle classification and develop models for vehicle classification corrections using image processing technologies. The second part is to install and then evaluate a traffic surveillance system, i.e., the Transportable Infra-Red Traffic Logger (TIRTL). In the first part, the investigators collected video and WIM traffic data at WIM sites statewide. A digital image based vehicle monitoring and classification system was developed for verifying weigh-in-station data, in particular the vehicle classification counts. Based on the real world WIM and video traffic classification data, allocation factors were determined for correcting the unclassified vehicle counts associated with the WIM traffic data. In the second part of this study, a TIRTL system was installed to collect traffic data near a WIM site. Hourly traffic data was first gathered manually and by video cameras to verify the potential errors associated with the TIRTL vehicle counts. A large amount of daily WIM traffic data was also utilized as baseline data to evaluate the field performance of TIRTL and assess the impact of various weather conditions, such as fog, rain and snow, and thunderstorm on TIRTL’s performance. The evaluation was based on the FHWA Scheme F Vehicle Classification and solely a data-driven process. KW - Digital images KW - Traffic data KW - Traffic surveillance KW - Vehicle classification KW - Vehicle detectors KW - Weather conditions KW - Weigh in motion UR - http://dx.doi.org/10.5703/1288284314247 UR - https://trid.trb.org/view/1218713 ER - TY - RPRT AN - 01458009 AU - Bham, Ghulam H AU - Leu, Ming C AU - Mathur, Durga Raj AU - Vallati, Manoj AU - Missouri University of Science and Technology, Rolla AU - Mid-America Transportation Center AU - Federal Highway Administration AU - Research and Innovative Technology Administration TI - Improving Work Zone Safety for Freight Vehicles: Effective Design Patterns for Vehicle Mounted Attenuators PY - 2010/12//Final Report SP - 56p AB - This report presents a study of driver perceptions using a driving simulator carried out on the effectiveness of four markings which vary in striping patterns and color combinations used at the rear of vehicle mounted attenuators (VMAs) in work zones during daytime, dusk and nighttime. One hundred and twenty participants from different age groups took part in the evaluation of VMA markings by driving through virtual highway work zones. During this experiment, driver reaction to VMA markings was determined based on their lane change distance (LCD). Additionally, the drivers were surveyed using a detailed subjective survey. Analysis of variance (ANOVA) was performed to determine the significant variables affecting the LCD. For each time of day, a pair wise least-square means test was conducted to calculate the difference in LCD between the markings. A Kolmogorov-Smirnov test was carried out to evaluate the significance of differences between the LCD frequency distributions of the markings. For the subjective evaluation, the markings were ranked by participants indicating their preferences using four different criteria for each time of day. The participants were also surveyed on the features of the individual markings and for the most preferred marking. The results of the objective and subjective evaluations indicated that, overall, the red and white checkerboard pattern was most effective. KW - Behavior KW - Design KW - Drivers KW - Driving simulators KW - Periods of the day KW - Road markings KW - Truck mounted attenuators KW - Trucking safety KW - Work zone safety UR - http://ntl.bts.gov/lib/46000/46600/46645/Bham_117_Improving_Work_Zone_Safety_Combined.pdf UR - https://trid.trb.org/view/1225556 ER - TY - RPRT AN - 01455843 AU - Federal Highway Administration AU - Virginia Department of Transportation AU - Department of Agriculture TI - Virginia Forest Highway Long Range Transportation Plan: A Data-Driven Tool for Prioritizing Investments Based on Need PY - 2010/12 SP - 48p AB - This 20-year transportation plan describes the Virginia Forest Highway (FH) Program and identifies the long-range goals for the program. This plan also describes the process for coordinated planning and decision-making among the partner agencies involved in the Virginia FH Program. This long-range plan is intended to help the Tri-Agency partners make better informed investment decisions for planning, safety management, preservation, and construction on FHs in Virginia. Because funds are limited, it is essential to assess needs, set priorities, and efficiently manage and leverage funds from a variety of sources to meet transportation needs. The other primary purpose of this document is to help transportation planners, transportation professionals, forest professionals, community representatives, and citizens who have an interest in improving FHs understand the FH Program, thereby helping them understand the types of projects eligible for program funding as well as how to participate in the planning and decision-making processes. KW - Decision making KW - Forest roads KW - Highway planning KW - Investments KW - Long range planning KW - National Forest System KW - Needs assessment KW - Partnerships KW - Strategic planning KW - Virginia UR - http://www.efl.fhwa.dot.gov/files/programs/lrtp/VA/VA-FH-LRTP-Final.pdf UR - https://trid.trb.org/view/1222886 ER - TY - RPRT AN - 01451198 AU - United States Federal Transit Administration TI - Lake Oswego to Portland Transit Project, Clackamas and Multnomah counties : environmental impact statement PY - 2010/12//Volumes held: Draft KW - Environmental impact statements KW - Oregon UR - https://trid.trb.org/view/1219742 ER - TY - RPRT AN - 01451105 AU - United States Federal Highway Administration TI - Gaston East-West Connector, I-85 to I-485 and NC 160, Gaston and Mecklenburg counties : environmental impact statement PY - 2010/12//Volumes held: Draft, Final(2v) KW - Environmental impact statements KW - North Carolina UR - https://trid.trb.org/view/1219649 ER - TY - RPRT AN - 01451104 AU - United States Federal Highway Administration TI - I-70 first tier : environmental impact statement PY - 2010/12//Volumes held: Draft, Final KW - Environmental impact statements KW - Missouri UR - https://trid.trb.org/view/1219648 ER - TY - RPRT AN - 01451103 AU - United States Federal Highway Administration TI - SR 520 pontoon construction project : environmental impact statement PY - 2010/12//Volumes held: Draft, Draft Appendix,Dsum, Final,Fsum KW - Environmental impact statements UR - https://trid.trb.org/view/1219647 ER - TY - RPRT AN - 01451006 AU - United States Federal Highway Administration TI - Rex Whitton Expressway, Jefferson City, Cole County : environmental impact statement PY - 2010/12//Volumes held: Draft, Draft Appendix, Draft AppendixB, Final, Final Appendix, Final AppendixB KW - Environmental impact statements KW - Missouri UR - https://trid.trb.org/view/1219550 ER - TY - RPRT AN - 01451003 AU - United States Federal Highway Administration TI - Sunrise Corridor Highway 212/224 from I-205 to US 26, Clackamas County : environmental impact statement PY - 2010/12//Volumes held: Draft, Supplement to the draft, Final, Technical reports B1 KW - Environmental impact statements KW - Oregon UR - https://trid.trb.org/view/1219547 ER - TY - RPRT AN - 01446055 AU - Kay, Michael AU - Research and Innovative Technology Administration AU - Federal Highway Administration TI - Ridesharing Options Analysis and Practitioners’ Toolkit PY - 2010/12 SP - 38p AB - This report serves as both an analysis of current trends in ridesharing and a toolkit for public agencies, large and small, to create ridesharing programs tailored to meet the needs of their respective constituencies. Best practices from around the United States are illustrated in a series of case studies, and the report also contains a step-by-step “how to” guide for implementation. The report concludes with a comprehensive database of both public and private sector entities already engaged in ridesharing around the world. KW - Best practices KW - Carpools KW - Implementation KW - Recommendations KW - Ridesharing KW - United States KW - Vanpools UR - http://www.planning.dot.gov/documents/RidesharingOptions_Toolkit.pdf UR - https://trid.trb.org/view/1212536 ER - TY - RPRT AN - 01380350 AU - Lou, Yingyan AU - Yin, Yafeng AU - Lawphongpanich, Siriphong AU - University of Florida, Gainesville AU - Center for Multimodal Solutions for Congestion Mitigation AU - Research and Innovative Technology Administration TI - Robust Congestion Pricing under Boundedly Rational Travel Behaviors PY - 2010/12//Final Report SP - 65p AB - Congestion pricing is a market-based approach for mitigating traffic congestion and managing travel demand. For over 80 years, the literature on congestion pricing has been largely relying on the assumption that travelers are perfectly (or unboundedly) rational. Although technically convenient, this assumption implies that travelers are always able to react to pricing signals and accurately select the options with the least cost to reach their destinations. However, there is abundant empirical evidence that travelers are boundedly rational and their responses to pricing signals are not as perfect as assumed in pricing models reported in the literature. Consequently, congestion pricing projects may not achieve the results predicted by these models. This report proposes methodologies for determining pricing strategies that can better relieve congestion by proactively accounting for travelers with bounded rationality. Two classes of models are addressed. As adopted by many in the literature, one class assumes that link travel times (or costs) are deterministic. In the other class, the travel times are probabilistic and the analysis of the traveler’s route choice is based on the cumulative prospect theory, a paradigm for decision making under uncertainty advanced recently by psychologists and behavioral economists. For both classes of models, new optimization problems and algorithms are developed to accommodate boundedly rational travel behaviors to determine more robust or reliable pricing schemes. KW - Algorithms KW - Bounded rationality framework KW - Congestion pricing KW - Optimization KW - Traffic congestion KW - Travel behavior UR - http://cms.ce.ufl.edu/research/Yin_CMS_2009-012_Final.pdf UR - http://ntl.bts.gov/lib/45000/45600/45648/Yin_CMS_2009-012_Final.pdf UR - https://trid.trb.org/view/1148079 ER - TY - RPRT AN - 01379848 AU - Federal Highway Administration TI - Bridge Management Questionnaire Report PY - 2010/12 SP - 46p AB - On January 12, 2009, the Office of Inspector General (OIG) of the U. S. Department of Transportation (DOT) provided the results of its audit of the National Bridge Inspection Program (NBIP). The report evaluated the Federal Highway Administration’s (FHWA's) efforts to promote State use of bridge management systems (BMS). The OIG recommended that the FHWA: a) initiate a program to collect data regularly on the States’ use of BMS, b) evaluate the data to identify States needing help in implementing an effective BMS, and c) provide technical assistance and training resources to them. To fulfill recommendation (a) a questionnaire was developed to assist with responding and was completed by the FHWA Division Office Bridge Engineers in coordination with their State DOT counterparts. Using the BMS questionnaire responses this report has been compiled and comments summarized. This report fulfills recommendation (b), however, FHWA plans to repeat the questionnaire process biennially. KW - Bridge management systems KW - Implementation KW - Questionnaires KW - States UR - https://www.fhwa.dot.gov/bridge/management/bms.pdf UR - https://trid.trb.org/view/1147564 ER - TY - RPRT AN - 01373099 AU - Kaisar, Evangelos I AU - Scarlatos, P D AU - Florida Atlantic University, Boca Raton AU - Federal Transit Administration TI - Preparedness and Catastrophic Event Management for the Washington, D.C. Metropolitan Area PY - 2010/12 SP - 109p AB - The devastating effects of terrorism are distinctly clear and realistic to our generation with the haunting September 11 attacks, the 2005 subway bombings in London, the 2009 attempted Christmas attack, and constant turmoil overseas. Therefore, it is important to examine and assess the outcome of potential terrorist attacks in preparation for an emergency evacuation by minimizing damages and enhancing solutions for the safety of the public. Most specifically, there is a need to investigate the ways in which a terrorist attack could affect a transportation network in densely populated areas and develop efficient emergency evacuation plans. Since 2007, Florida Atlantic University’s Transportation Research Group has developed several emergency management scenarios involving immediate aftermaths of terrorist attacks in Washington, D.C. This project is an accumulation of three separate case studies that were conducted in the Washington, D.C. downtown area with various degrees of specification. The purpose of this research is to examine and assess the existing infrastructure’s ability to handle specified disasters and to make recommendations based upon the findings of this research. KW - Case studies KW - Disaster preparedness KW - Emergency management KW - Evacuation KW - Planning KW - Terrorism KW - Washington (District of Columbia) UR - http://www.fta.dot.gov/documents/FTA_Report_No._0007.pdf UR - http://ntl.bts.gov/lib/55000/55400/55493/FTA_Report_No._0007.pdf UR - https://trid.trb.org/view/1141254 ER - TY - RPRT AN - 01367531 AU - Schueger, Joe AU - Hearndon, Bill AU - Gregg, Rob AU - Smith, Darrell AU - Faulkner, Emily AU - Simmons, Paul AU - Maldonado, Ivan AU - Duodem, Sunit AU - Faquir, Tahira AU - Barnett, LaChant AU - Whitton, Patricia AU - Central Florida Regional Transportation Authority AU - Federal Transit Administration TI - LYNX/PCTS Rural ITS Implementation and Evaluation Study PY - 2010/12//Final Report SP - 213p AB - This report documents the results of the implementation and evaluation of an intelligent transportation system, specifically mobile data terminals (MDTs) in a coordinated service approach between two neighboring transit systems, the Central Florida Regional Transportation Authority (LYNX) and Polk County Transit Services (PCTS). This project focused on a rural area where the two transit systems provide overlapping service, centered on the community of Poinciana. This area stretches between Osceola and Polk counties in central Florida. The project was evaluated based on its success in achieving four goals: (1) Increase efficiency of paratransit operation with regard to paratransit services; (2) Coordinate billing processes and funding sources to maximize the availability of transportation services in rural areas; (3) Demonstrate and evaluate how innovative intelligent transportation systems (ITS) technologies could be utilized to enhance options in rural communities; and (4) Reduce overall costs of providing paratransit service in rural areas while increasing service opportunities KW - Benefit cost analysis KW - Central Florida KW - Central Florida Regional Transportation Authority KW - Intelligent transportation systems KW - Mobile data terminals KW - Paratransit services KW - Rural transit UR - http://www.fta.dot.gov/documents/LYNX-PCTS_RuralITS_Demonstration_Report_508%281%29.pdf UR - https://trid.trb.org/view/1135955 ER - TY - RPRT AN - 01367528 AU - Cherry, Christopher R AU - Langford, Brian Casey AU - University of Tennessee, Knoxville AU - Federal Transit Administration TI - East Tennessee Hydrogen Initiative: Task II - Transition of Bus Transit to Hydrogen - A Case Study of a Medium Sized Transit Agency PY - 2010/12//Final Report SP - 51p AB - The current climate crisis and recent world events, including a global economic crisis and growing concerns over the availability and cost of petroleum fuels, has sparked a global interest in developing alternative, sustainable, clean fuel technologies for the transportation sector. While a multitude of alternative fuel and vehicle technologies have been presented, hydrogen is considered by many as the option of choice. However, the introduction of hydrogen as a new fuel option presents many challenges, including the issue of how to supply an appropriate refueling infrastructure to support the new fuel. This report addresses infrastructure needs to support the transition of a medium sized transit agency to operation using hydrogen fuel, using the Knoxville Area Transit (KAT) as a case study. Specifically, requirements for hydrogen bus fleets, production, storage, refueling and maintenance facilities, and facility personnel are addressed as well as the transition strategy for implementing the technology and associated costs are addressed. KW - Alternate fuels KW - Bus transit KW - Fuel cell vehicles KW - Hydrogen fuels KW - Infrastructure KW - Knoxville Area Transit (Tennessee) KW - Refueling UR - http://www.fta.dot.gov/documents/ETHITask2FinalReportDecember2010_v6%282%29.pdf UR - https://trid.trb.org/view/1135978 ER - TY - RPRT AN - 01359836 AU - Meade, Bobby W AU - Palle, Sudhir AU - Hopwood, Theodore AU - Younce, Rick AU - University of Kentucky, Lexington AU - Kentucky Transportation Cabinet AU - Federal Highway Administration TI - Effects of Chloride Contamination on Coatings Performance PY - 2010/12//Final Report SP - 38p AB - Research indicates that chloride concentration as determined by currently available field test methods does not reliably predict protective coating performance on KYTC bridges. Laboratory testing of chloride charged panels also failed to relate chloride concentration to coating performance. The coatings industry provides recommendations for acceptable chloride levels for various exposure conditions but bridges are different than other structural steel and the exposure conditions for bridges are not adequately addressed. Effective chloride remediation strategies and protective coatings that perform best in the presence of chlorides need to be identified. KW - Anticorrosion coatings KW - Bridges KW - Chlorides KW - Contaminants KW - Corrosion protection KW - Deicing chemicals KW - Kentucky KW - Painting KW - Protective coating KW - Winter maintenance UR - http://www.ktc.uky.edu/files/2012/06/KTC_10_10_SPR_366_08_1F.pdf UR - https://trid.trb.org/view/1125642 ER - TY - RPRT AN - 01359683 AU - Crossfield, John AU - O'Connell, Lenahan AU - Wallace, Candice AU - Walton, Jennifer R AU - University of Kentucky, Lexington AU - Kentucky Transportation Cabinet AU - Federal Highway Administration TI - Local Evaluation for the Cumberland Gap Tunnel Regional ITS Deployment PY - 2010/12//Final Report SP - 51p AB - This report is the local evaluation of an Intelligent Transportation System deployment for the Cumberland Gap Tunnel and U.S. 25E corridor in Tennessee and Kentucky. This report examines the planning for the deployment and the systems and components used to achieve the goals of the deployment. The goals and expectations of the ITS deployment were to provide updated travel information to drivers in the vicinity of the Cumberland Gap Tunnel and along the U.S. 25E corridor; to improve the integration of the tunnel systems; to improve incident detection, verification, and response times along the U.S. 25E corridor; and to develop, use, and maintain a Regional ITS Architecture. A Regional ITS Architecture, a Strategic Plan, and an ITS Integration Plan were developed and used as the basis to upgrade and expand existing systems, to deploy regional signage, and to enhance communication. The report includes discussions of institutional involvement and the use of a project champion, along with lessons learned from the deployment. KW - Advanced traveler information systems KW - Cumberland Gap Tunnel (Kentucky) KW - Deployment KW - Evaluation KW - Incident detection KW - Institutional issues KW - Intelligent transportation systems KW - Lessons learned KW - Strategic planning KW - System architecture UR - http://www.ktc.uky.edu/files/2012/06/KTC_10_21_RSF28_09_1F.pdf UR - https://trid.trb.org/view/1125596 ER - TY - SER AN - 01357977 JO - Traffic Safety Facts - Vehicle Safety Research Notes PB - National Highway Traffic Safety Administration AU - National Highway Traffic Safety Administration TI - Enhancing the Effectiveness of Safety Warning Systems for Older Drivers PY - 2010/12 SP - 4p AB - This Vehicle Safety Research Note is a summary of the technical research report: Enhancing the Effectiveness of Safety Warning Systems for Older Drivers (DOT HS 811 417). People 65 and older are the fastest growing segment of the U.S. population and the fastest growing sector of the driving population. When compared to other age groups, older drivers are overrepresented in intersection crashes, and approximately half of the charges in fatal intersection crashes are for failure to obey the traffic control device. Prior research suggests that driving performance tends to diminish with age and can be attributed to factors such as declines in vision, hearing, reaction time, cognitive function, and motor abilities. An in-vehicle system that can aid drivers at greater risk of crashes may considerably reduce the number of fatalities as the driving population ages. This project explored an in-vehicle warning system for failure-to-obey (running a stop sign or stop light) violations. KW - Aged drivers KW - Countermeasures KW - Crash avoidance systems KW - Fatalities KW - Highway safety KW - Intersections KW - Red light running KW - Traffic crashes KW - Warning systems UR - http://www.nhtsa.gov/DOT/NHTSA/NVS/Crash%20Avoidance/Technical%20Publications/2010/811418.pdf UR - https://trid.trb.org/view/1122657 ER -