TY - RPRT AN - 01574085 AU - Nodine, Emily AU - Stevens, Scott AU - Najm, Wassim G AU - Jackson, Chris AU - Lam, Andy AU - Volpe National Transportation Systems Center AU - Federal Transit Administration AU - Department of Transportation AU - Federal Highway Administration TI - Independent Evaluation of the Transit Retrofit Package Safety Applications PY - 2015/02//Final Report SP - 157p AB - This report presents the methodology and results of the independent evaluation of retrofit safety packages installed on transit vehicles in the Safety Pilot Model Deployment—part of the United States Department of Transportation’s Intelligent Transportation Systems research program. The Model Deployment included approximately 2,800 vehicles, equipped with designated short-range-communication-based vehicle-to-vehicle and vehicle-to-infrastructure technology in a real-world driving environment. The goals of the independent evaluation were to assess system performance, safety impact, and driver acceptance of the vehicle-to-vehicle safety applications based on the naturalistic driving of 75 drivers who drove the equipped transit buses during the Model Deployment. The results of the analysis suggest that the TRP safety applications have the potential to improve driver behavior and increase driver safety, but improvements in accuracy are needed. Results from the Model Deployment will help shape future research direction. KW - Attitudes KW - Automatic data collection systems KW - Behavior KW - Crash avoidance systems KW - Drivers KW - Evaluation KW - Intelligent transportation systems KW - Methodology KW - Mobile communication systems KW - Pilot studies KW - Retrofitting KW - Transit buses KW - Vehicle safety UR - http://ntl.bts.gov/lib/54000/54800/54839/FHWA-JPO-14-175_v1.pdf UR - https://trid.trb.org/view/1363632 ER - TY - RPRT AN - 01574025 AU - Bucci, Gregory AU - Rainville, Lydia AU - Volpe National Transportation Systems Center AU - Federal Highway Administration TI - Benefits and Costs of Programmatic Agreements PY - 2015/02//Final Report SP - 33p AB - The performing organization, on behalf of the Federal Highway Administration (FHWA) Office of Planning, Environment, and Realty, conducted a benefit-cost assessment of programmatic agreements and approaches. The assessment consisted of a case study approach that evaluated three agreement types within seven States. The results of the analysis indicate that programmatic agreements and approaches are advantageous methods for streamlining process and generating time and cost savings for stakeholders. The case studies focused on: (1) the Endangered Species Act of 1973; (2) the Clean Water Act/National Environmental Policy Act Merger Process; and (3) the National Historic Preservation Act Section 106. KW - Benefit cost analysis KW - Case studies KW - Clean Water Act Section 404 KW - Endangered Species Act KW - Environmental protection KW - Interagency relations KW - National Environmental Policy Act KW - National Historic Preservation Act KW - Program management KW - Programming (Planning) KW - Stakeholders KW - States UR - http://ntl.bts.gov/lib/55000/55000/55024/DOT-VNTSC-FHWA-15-07.pdf UR - https://trid.trb.org/view/1363631 ER - TY - RPRT AN - 01570618 AU - Jans, Matthew AU - Aremia, Meghann AU - Killmer, Benjamin AU - Alaittar, Laith AU - Molnar, Lisa J AU - Eby, David W AU - University of Michigan Transportation Research Institute AU - National Highway Traffic Safety Administration TI - Potential Mechanisms Underlying the Decision to Use a Seat Belt: A Literature Review PY - 2015/02 SP - 134p AB - The purpose of this literature review was to serve as the background knowledgebase for a 5-year cooperative agreement between NHTSA and the University of Michigan. This discretionary cooperative agreement is intended to study promising lines of research that elucidate the mechanisms that underlie risk perception and can be applied to converting part-time belt users to full-time users. The overall goal of this cooperative agreement is to develop testable strategies, based on basic and applied research, for influencing risk perception to move motor vehicle occupants from part-time to full-time use of seat belts. Specific topics covered in this literature review are: individual belt user characteristics; social influences on belt use; applications from research on other risky behaviors; policy/enforcement/incentive; communication and education; and technology. Conclusions are drawn within each section and for the review overall. KW - Decision making KW - Demographics KW - Literature reviews KW - Personality KW - Policy KW - Risk taking KW - Safety programs KW - Seat belt use UR - http://hdl.handle.net/2027.42/110521 UR - https://trid.trb.org/view/1362212 ER - TY - RPRT AN - 01570601 AU - Dubarry, Matthew AU - Devie, Arnaud AU - University of Hawaii, Manoa AU - Electric Vehicle Transportation Center (EVTC) AU - Research and Innovative Technology Administration TI - Initial Conditioning Characterization Test and Other Preliminary Testing PY - 2015/02 SP - 29p AB - This report summarizes results of the first stage of the testing plan implemented by the Hawaii Natural Energy Institute (HNEI) to evaluate Electric Vehicle (EV) battery durability and reliability under electric utility grid operations. Commercial EV battery cells are tested in order to assess the impact of vehicle to grid and grid to vehicle applications on cell degradation. In this report the focus is on the description of the initial conditioning and characterization test (ICCT), showcasing the intrinsic cell-to-cell variations. This report also introduces a slight modification to the previously reported test plan and provides a status update on the ongoing testing. KW - Durability KW - Electric batteries KW - Electric vehicle charging KW - Electric vehicles KW - Grids (Transmission lines) KW - Vehicle to grid UR - http://evtc.fsec.ucf.edu/publications/documents/HNEI-06-15.pdf UR - https://trid.trb.org/view/1361889 ER - TY - RPRT AN - 01570380 AU - Dowling, Richard G AU - Parks, Kamala L AU - Nevers, Brandon AU - Josselyn, Jessica AU - Gayle, Steven AU - Kittelson & Associates, Incorporated AU - Federal Highway Administration TI - Incorporating Travel-Time Reliability into the Congestion Management Process: A Primer PY - 2015/02 SP - 62p AB - This primer explains the value of incorporating travel-time reliability into the Congestion Management Process (CMP) and identifies the most current tools available to assist with this effort. It draws from applied research and best practices from regional agencies nationwide. It emphasizes the importance of expanding the scope of the CMP to include monitoring and addressing non-recurrent congestion utilizing Planning for Operations strategies. It is intended for use by state and metropolitan planning organization (MPO) planners as well as operations managers and analysts who are planning and programming transportation investments to better manage congestion in urban areas. KW - Best practices KW - Congestion management systems KW - Nonrecurrent congestion KW - Travel time KW - United States KW - Urban areas UR - http://www.ops.fhwa.dot.gov/publications/fhwahop14034/fhwahop14034.pdf UR - http://ntl.bts.gov/lib/55000/55200/55248/fhwahop14034.pdf UR - https://trid.trb.org/view/1359505 ER - TY - RPRT AN - 01570311 AU - Burden, Lindsay Ivey AU - Todd, Alex AU - University of Virginia, Charlottesville AU - Mid-Atlantic Universities Transportation Center AU - Virginia Center for Transportation Innovation and Research AU - Research and Innovative Technology Administration TI - A Method of Mapping Sinkhole Susceptibility Using a Geographic Information System: A Case Study for Interstates in the Karst Counties of Virginia PY - 2015/02//Final Report SP - 35p AB - This study proposes the use of a geographic information system (GIS) to create a susceptibility map, pinpointing regions in the karst counties of Virginia, in particular, along interstates, most susceptible to future sinkhole development, determined by five factors that have previously been shown to play a role in the acceleration of sinkhole formation in Virginia: bedrock type, proximity to fault lines, drainage class, slope of incised river banks, and minimum soil depth to bedrock. The analysis compares a 1:24,000 scale map of existing sinkholes developed by Virginia Department of Mines Minerals and Energy (DMME) geologist, David Hubbard, with a series of risk maps representing differing combinations of each of the five risk factors to determine which weighted combination is most appropriate to use for a final representative risk map. The layers representing each risk factor are created using publicly available tabular and spatial data taken from the United States Department of Agriculture (USDA) Soil Survey Geographic (SSURGO) Database, the United States Geological Survey (USGS) National Map, the USGS Mineral Resources Online Data, and the National Weather Service. The final combination choice will provide an idea of the corresponding factor’s influence on predicting sinkhole risk regions. This investigation identified the following results for karst terrain in Virginia: (1) bedrock type has the most significant impact on predicting sinkhole risk, (2) proximity to faults plays a minimal, yet present, role in determining sinkhole risk, (3) drainage class is the second most influential factor in sinkhole formation behind bedrock type, (4) slope of incised river bank plays no role in the formation of sinkholes in Virginia, and (5) depth of overlying soil to bedrock has an existent yet insignificant effect on sinkhole development. The results display how this new inexpensive and efficient method of predicting sinkhole susceptibility can highlight the influence of natural features that trigger sinkhole and provide a map that can be used by local transportation departments as a general guideline to visualize regions along heavily trafficked interstates most and least at risk for sinkhole collapse. A benefit to this methodology is that the new technique can be adjusted to accommodate for sinkhole susceptibility in regions across the world, by simply adjusting the input risk layers to consider sinkhole risk potential based on the specific geology of a particular region. KW - Case studies KW - Geographic information systems KW - Geological surveying KW - Interstate highways KW - Karst KW - Mapping KW - Methodology KW - Risk analysis KW - Sinkholes KW - Virginia UR - http://www.mautc.psu.edu/docs/UVA%202013-04.pdf UR - http://ntl.bts.gov/lib/55000/55200/55267/UVA_2013-04.pdf UR - https://trid.trb.org/view/1360049 ER - TY - RPRT AN - 01570299 AU - Head, Monique AU - Efe, Steve AU - Grose, Siafa AU - Drumgoole, Jerrell AU - Lajubutu, Oladapo AU - Wright, Ryan AU - Hansboro, Tyrone AU - Morgan State University AU - Maryland State Highway Administration AU - Mid-Atlantic Universities Transportation Center AU - Research and Innovative Technology Administration TI - Durability Assessment of Prefabricated Bridge Elements and Systems PY - 2015/02//Final Report SP - 48p AB - This study aims to address some of the concerns related to implementation of prefabricated bridge elements and systems (PBES) and accelerated bridge construction (ABC) in Maryland, where some barriers included assessment of the quality and durability (long-term performance). While many states are considering the use of PBES/ABC projects to shorten onsite construction time, work zone and safety factors, and user costs, the quality and durability of PBES units produced for long-term benefit is of concern to the Maryland State Highway Administration (SHA). Incomplete and noncompliant inspection processes and nonexistent waste management procedures not only affect the quality and durability of PBES units produced but can also drive costs and waste time. As such, this project focuses on the evaluation of quality assurance/quality control (QA/QC) processes during pre-production, fabrication, evaluation and transportation and storage of the PBES units. To aid in the evaluation process, work flow diagrams and decision framework were developed based on inspection checklists and incorporated into a database to guide precast plants during pre-production, fabrication, evaluation and transportation and storage phases of the PBES. The database, created in Microsoft Excel, can be used as a tool to automate the documentation process needed to ensure quality and durable products. Specific data entries such as camber measurements and crack widths/lengths are included to aid in quality processing of critical data on products, and provide a consistent means for data collection and tracking of SHA projects to help yield high quality PBES products. A link to the user-friendly, interactive database is provided within this report. KW - Bridge construction KW - Durability KW - Evaluation and assessment KW - Industrial plants KW - Inspection KW - Maryland KW - Prefabricated bridges KW - Quality assurance KW - Quality control UR - http://www.mautc.psu.edu/docs/MSU%202013-01.pdf UR - http://www.mautc.psu.edu/docs/MSU-2013-01.pdf UR - http://www.roads.maryland.gov/OPR_Research/MD-13_SP309B4E_Durability-Assessment-of-Prefabricated-Bridge-Elements-and-Systems_Report.pdf UR - http://ntl.bts.gov/lib/55000/55200/55253/MSU_2013-01.pdf UR - https://trid.trb.org/view/1360044 ER - TY - RPRT AN - 01570291 AU - Jones, MaryClara AU - Wilson, Nicholas AU - Transportation Technology Center, Incorporated AU - Federal Transit Administration TI - Rail Vehicle Qualification Test Compendium PY - 2015/02 SP - 93p AB - Qualification and acceptance testing and analysis for new passenger rail vehicles for transit systems has been specified by the transit/commuter agency for which the cars will be supplied to and/or by government agencies. Regulatory testing defined by the Federal Railroad Administration (FRA) is currently only for passenger vehicles operating at 90 mph or greater. Transportation Technology Center Inc. (TTCI) was contracted by the Federal Transit Administration (FTA) to identify and document all of the requirements for qualification or acceptance testing of passenger rail vehicles and signal and control systems that may be performed prior to their deployment in service in the U.S. Sources of the tests identified were found by reviewing American Public Transportation Association (APTA) recommended practices, FRA requirements, Request for Proposals (RFPs), and other international sources. In addition to identifying qualification tests, an assessment of the adequacy of the facilities currently available at the Transportation Technology Center (TTC) in Pueblo, Colorado, for conducting these tests will be performed. For tests for which the required facilities do not exist at TTC, an assessment was performed to determine whether an alternative site capable of performing the tests exists. KW - Acceptance tests KW - Passenger cars KW - Performance tests KW - Railroad traffic control devices KW - State of the practice KW - Test facilities KW - Transportation Technology Center KW - United States UR - http://www.fta.dot.gov/documents/FTA_Research_Report_No._0083.pdf UR - http://ntl.bts.gov/lib/55000/55500/55565/FTA_Research_Report_No._0083.pdf UR - https://trid.trb.org/view/1360771 ER - TY - RPRT AN - 01570270 AU - Yan, Guirong (Grace) AU - Zhou, Linren AU - University of Texas, El Paso AU - Rutgers University, Piscataway AU - Texas Department of Transportation AU - Federal Highway Administration AU - Research and Innovative Technology Administration TI - Highly Efficient Model Updating for Structural Condition Assessment of Large-Scale Bridges PY - 2015/02//Final Report SP - 33p AB - For efficiently updating models of large-scale structures, the response surface (RS) method based on radial basis functions (RBFs) is proposed to model the input-output relationship of structures. The key issues for applying the proposed method are discussed, such as selecting the optimal shape parameters of RBFs, generating samples by using design of experiments (DOE) and evaluating the RS model. The RS methods based on RBFs of Gaussian (GA), inverse quadratic (IQ), multiquadric (MQ) and inverse multiquadric (IMQ) are investigated. Results have demonstrated that RS methods based on RBFs can achieve a high approximation accuracy and better performance than the RS method based on polynomial function. The proposal method has been validated numerically and experimentally on a cable-stayed bridge model. KW - Algorithms KW - Bridges KW - Cable stayed bridges KW - Condition surveys KW - Quadratic equations KW - Structural analysis UR - https://cait.rutgers.edu/files/CAIT-UTC-016-final_0.pdf UR - http://ntl.bts.gov/lib/55000/55200/55236/CAIT-UTC-016-final_0.pdf UR - https://trid.trb.org/view/1359778 ER - TY - RPRT AN - 01570252 AU - Sisiopiku, Virginia P AU - University of Alabama, Birmingham AU - Southeastern Transportation Research, Innovation, Development and Education Center (STRIDE) AU - Alabama Department of Transportation AU - Research and Innovative Technology Administration TI - K-12 Workforce Development Activities PY - 2015/02//Final Report SP - 21p AB - The University of Alabama at Birmingham (UAB) in collaboration with the UAB Institute of Transportation Engineers (UAB ITE) student chapter and the Society of Women Engineers (SWE) organized several workforce development events in 2014 aiming at introducing transportation engineering to K-12 students in the state of Alabama. This report summarizes two UAB K-12 workforce development initiatives sponsored by the Southeastern Transportation Research, Innovation, Development and Education Center (STRIDE) and the Alabama Department of Transportation (ALDOT) that exposed elementary school students to transportation engineering and encouraged middle school girls to consider science, technology, engineering, and mathematics (STEM) related careers. These initiatives are (1) the UAB Kids in Engineering Day, a Family Engineering event targeting 4th through 6th graders, and (2) the UAB Girls in Science and Engineering Day, an all-female event promoting STEM careers with hands on workshops for introducing middle school girls to engineering. Both initiatives provided a variety of experiential learning opportunities that engaged students in planning, design, and problem solving, promoted student creativity and teamwork, and provided a fun and positive experience. The events were very successful and the feedback from the participants was overwhelmingly positive.The activities undertaken in this project can serve as a model that other Universities can replicate to empower young students in becoming engineers and pursuing transportation engineering as a career choice. KW - Alabama KW - Females KW - Students KW - Transportation careers KW - Transportation engineering UR - http://stride.ce.ufl.edu/uploads/docs/STRIDE_K-12_-_Final_Report_Year_2.pdf UR - https://trid.trb.org/view/1360193 ER - TY - RPRT AN - 01568773 AU - Al-Rahmani, Ahmed H AU - Rasheed, Hayder A AU - Kansas State University Transportation Center AU - Kansas Department of Transportation AU - Research and Innovative Technology Administration TI - Fiber-Reinforced Polymer Confinement of Square and Slightly Rectangular Concrete Columns Originally Confined with Steel Ties PY - 2015/02//Final Report SP - 127p AB - Recently, the need to increase the strength of reinforced concrete structures has become the dilemma that all civil engineers are eager to overcome. Of the many proposed solutions, fiber-reinforced polymer (FRP) material has attracted attention due to its superb properties, such as high strength-to-weight ratio, high energy absorption, and excellent corrosion resistance. FRP wrapping of concrete columns is done to enhance the ultimate strength of the structure due to the confinement effect, which is normally induced by steel ties. The existence of the two confinement systems changes the nature of the problem, thus necessitating specialized nonlinear analysis to obtain the column’s ultimate capacity. In this research, a model to estimate the combined behavior of the two systems in rectangular columns is proposed. The calculation of the effective lateral pressure is based on the Lam and Teng (2003) model and the Mander, Priestley, and Park (1988) model for FRP wraps and steel ties, respectively. The proposed model introduces load eccentricity as a parameter that affects the compression zone, and in turn the level of confinement engagement. Full confinement corresponds to zero eccentricity, while unconfined behavior corresponds to infinite eccentricity. The model then generates curves for eccentricities within these boundaries. Generalization of the moment of area approach is utilized based on proportional loading, finite layer procedure, and the secant stiffness approach in order to generate interaction diagrams for the analyzed column accounting for the combined confinement effect. KW - Columns KW - Fiber reinforced polymers KW - Jacketing (Strengthening) KW - Mathematical models KW - Reinforced concrete KW - Reinforcement (Engineering) UR - http://idmweb.ksdot.org/PublicLib/publicDoc.asp?ID=003837365 UR - https://trid.trb.org/view/1359133 ER - TY - RPRT AN - 01567345 AU - Dixon, Michael P AU - Abdel-Rahim, Ahmed AU - Bacon, Christopher J AU - Gonzalez, Angel AU - University of Idaho, Moscow AU - Idaho Transportation Department AU - Federal Highway Administration TI - Measures to Alleviate Congestion at Rural Intersections - Case Study: Intersection of State Highway 55, Banks-Lowman Road, and Banks-Grade Way PY - 2015/02//Final Report SP - 52p AB - Many rural highways experience a surge in traffic flow levels on certain “high-travel” days during national holidays. Due to the platooned nature of the high volume traffic on the main highway, vehicles on the minor approach attempting to turn to the major highway are subjected to excessive delays. This research focuses on alternative intersection treatments to alleviate congestion at rural intersections during increased traffic volume on high-travel days. Specifically, the case study the authors investigated is the intersection of State Highway 55 (SH55), Banks-Lowman Road, and Banks-Grade Way. The high hourly traffic volume on SH55 during Memorial Day, Independence Day, and other summer weekends causes excessive delay for vehicles on the Banks-Lowman Road. Traffic flow trends for the intersection were obtained from data collected from several Automatic Traffic Recorders (ATR) continuously monitoring traffic near the intersection. In addition, field data was collected at the intersection during the 2014 Memorial Day and Independence Day weekends. The results of the study showed that signalization of the intersection along with some geometry alternation are the recommended treatments to alleviate the congestion and provide safe, efficient movement for both vehicular and pedestrian traffic at this intersection. KW - Case studies KW - Highway design KW - Holidays KW - Idaho KW - Intersections KW - Rural highways KW - Signalization KW - Traffic congestion KW - Traffic flow UR - http://ntl.bts.gov/lib/55000/55100/55104/RP242Final03052015.pdf UR - https://trid.trb.org/view/1356215 ER - TY - RPRT AN - 01564442 AU - Herricks, Edwin E AU - Mayer, David AU - Majumdar, Sidney AU - University of Illinois, Urbana-Champaign AU - Federal Aviation Administration TI - Foreign Object Debris Characterization at a Large International Airport PY - 2015/02//Technical Note SP - 89p AB - Foreign object debris (FOD) and its corresponding damage is a well-recognized threat to aircraft safety. In support of the Federal Aviation Administration FOD research program, the University of Illinois Center of Excellence for Airport Technology (CEAT) in cooperation with the staff of the Chicago Department of Aviation, O’Hare International Airport (ORD) Operations, initiated an effort to characterize the FOD found on active runways at a major civil airport. The primary objective of the study was to characterize FOD over time by analyzing the FOD collected by common mechanical FOD removal devices during routine runway inspections. The CEAT analysis of FOD collected from runways at ORD showed that FOD was consistently present. The majority of the collected FOD samples was predominantly comprised of material types that could be attributed to runway pavements, such as asphalt, tar, and concrete. The conclusions in this study are based on empirical analysis and the findings in this report follow the interpretative rather than the statistical analysis. KW - Airport runways KW - Airports KW - Aviation safety KW - Chicago O'Hare International Airport KW - Debris KW - Inspection UR - http://www.airporttech.tc.faa.gov/DesktopModules/FlexNews/DownloadHandler.ashx?id=f052eb27-565d-4be1-97f9-8c2637444ace&f=TC-TN14-48.pdf UR - https://trid.trb.org/view/1354944 ER - TY - RPRT AN - 01563636 AU - Knecht, William R AU - Federal Aviation Administration AU - Federal Aviation Administration TI - Predicting Accident Rates From General Aviation Pilot Total Flight Hours PY - 2015/02//Final Report SP - 18p AB - In his 2001 book, The Killing Zone, Paul Craig presented evidence that general aviation (GA) pilot fatalities are related to relative flight experience (total flight hours, or TFH). The authors therefore ask if there is a range of TFH over which GA pilots are at greatest risk? More broadly, can pilot accident rates be predicted, given TFH? Many researchers implicitly assume that GA accident rates are a linear function of TFH when, in fact, that relation appears nonlinear. This work explores the ability of a nonlinear gamma-based modeling function to predict GA accident rates from noisy TFH data (random sampling errors). Two sets of National Transportation Safety Board /Federal Aviation Administration (FAA) data, parsed by pilot instrument rating, produced weighted goodness-of-fit estimates of .654 and .775 for non-instrumentrated and instrument-rated pilots, respectively. This model class would be useful in direct prediction of GA accident rates and as a statistical covariate to factor in flight risk during other types of modeling. Applied to FAA data, these models show that the range for relatively high risk may be far broader than first imagined, and may extend well beyond the 2,000-hour mark before leveling off to a baseline rate. KW - Air transportation crashes KW - Aviation safety KW - Crash rates KW - Crash risk forecasting KW - General aviation pilots KW - Hours of labor UR - http://www.faa.gov/data_research/research/med_humanfacs/oamtechreports/2010s/media/201503.pdf UR - https://trid.trb.org/view/1353384 ER - TY - RPRT AN - 01563563 AU - Federal Highway Administration TI - Road Diet Desk Reference PY - 2015/02 SP - 16p AB - Four-lane undivided highways have a history of crashes as traffic volumes increase due to the inside lane being shared by higher-speed through vehicles and left-turning vehicles. One option for addressing this concern is a Road Diet. A typical Road Diet is the conversion of an undivided four-lane roadway to a three-lane undivided roadway made up of two through lanes and a center two-way left-turn lane (TWLTL). The reduction of lanes allows the roadway cross section to be reallocated for other uses such as bike lanes, pedestrian refuge islands, transit uses, and/or parking. The Road Diet Desk Reference is a resource to assist transportation agencies during their decision-making process in regards to considering, implementing, and evaluating Road Diet conversions. The information in the document is derived from the Road Diet Informational Guide. KW - Evaluation KW - Highway design KW - Highway facilities for nonmotorized users KW - Highway safety KW - Implementation KW - Road diets KW - Three lane highways KW - Two way left turn lanes UR - http://safety.fhwa.dot.gov/road_diets/desk_ref/ UR - http://safety.fhwa.dot.gov/road_diets/desk_ref/sa_15_046.pdf UR - https://trid.trb.org/view/1353217 ER - TY - RPRT AN - 01563522 AU - Dissanayake, Sunanda AU - Ortiz, Logan AU - Kansas State University, Manhattan AU - Iowa Department of Transportation AU - Iowa State University, Ames AU - Federal Highway Administration TI - Highway Work Zone Capacity Estimation Using Field Data from Kansas PY - 2015/02//Final Report SP - 114p AB - Although extensive research has been conducted on urban freeway capacity estimation methods, minimal research has been carried out for rural highway sections, especially sections within work zones. This study attempted to fill that void for rural highways in Kansas, by estimating capacity of rural highway work zones in Kansas. Six work zone locations were selected for data collection and further analysis. An average of six days’ worth of field data was collected, from mid-October 2013 to late November 2013, at each of these work zone sites. Two capacity estimation methods were utilized, including the Maximum Observed 15-minute Flow Rate Method and the Platooning Method divided into 15-minute intervals. The Maximum Observed 15-minute Flow Rate Method provided an average capacity of 1469 passenger cars per hour per lane (pcphpl) with a standard deviation of 141 pcphpl, while the Platooning Method provided a maximum average capacity of 1195 pcphpl and a standard deviation of 28 pcphpl. Based on observed data and analysis carried out in this study, the suggested maximum capacity can be considered as 1500 pcphpl when designing work zones for rural highways in Kansas. This proposed standard value of rural highway work zone capacity could be utilized by engineers and planners so that they can effectively mitigate congestion at or near work zones that would have otherwise occurred due to construction/maintenance. KW - Estimating KW - Field studies KW - Highway capacity KW - Kansas KW - Rural highways KW - Traffic flow rate KW - Work zone traffic control KW - Work zones UR - http://publications.iowa.gov/19404/1/KSU_SWZDI_Dissanayake_Highway_Work_Zone_Capacity_Estimation_Using_Field_Data_Kansas_2015.pdf UR - https://trid.trb.org/view/1352955 ER - TY - RPRT AN - 01563448 AU - Harris, Dwayne AU - Purdue University AU - Indiana Department of Transportation AU - Federal Highway Administration TI - Extending the Life of Paint and Reflective Markers by Using Partial Rubber Plow Blades SN - 9781622603275 PY - 2015/02//Final Report SP - 31p AB - Winter roadway maintenance in Indiana typically involves the removal of snow and ice from the roadway with metal plow blades. The interaction of the wearable metal portion of the plow and the roadway causes damage to raised pavement markers (RPMs) and painted line markings. Partial rubber snow plow blades (PRPBs) are currently available as an alternative to full metal blades. The purpose of this project was to conduct a limited study to evaluate the decrease in damage to the RPMs and pavement markings, and rate the snow removal performance of the PRPB verses the traditional steel carbide blade. Overall there was no solid evidence supporting the premise that the PRPB equipped with rubber wingtips damaged RPMs and striping less than the traditional plow equipped with a steel cutting edge. Overall the PRPB did not perform nearly as well as the steel blade based on the opinions of Indiana Department of Transportation (INDOT) plow operators.   KW - Blades (Machinery) KW - Evaluation KW - Indiana KW - Road markings KW - Rubber KW - Snow removal KW - Snowplows KW - Winter maintenance UR - http://dx.doi.org/10.5703/1288284315519 UR - https://trid.trb.org/view/1352896 ER - TY - RPRT AN - 01561602 AU - Lazarte, Carlos A AU - Robinson, Helen AU - Gómez, Jesús E AU - Baxter, Andrew AU - Cadden, Allen AU - Berg, Ryan AU - Ryan R. Berg & Associates, Incorporated AU - Schnabel Engineering AU - National Highway Institute AU - Federal Highway Administration TI - Soil Nail Walls Reference Manual PY - 2015/02 SP - 425p AB - This document presents information on the analysis, design, and construction of permanent soil nail walls in highway applications. The main objective is to provide practitioners in this field with sound and simple methods and guidelines that will allow them to analyze, design, construct, and inspect safe and economical structures. This document updates the information contained in FHWA0-IF-03-017 (Lazarte et al. 2003). The focus is on soil nailing techniques that are commonly used in U.S. practice. The contents of this document include: an introduction; chapters on applications and feasibility, construction materials and methods, information required for design, analysis and design of soil nail walls, corrosion protection; and chapters on contracting approach, technical specifications and design examples. This manual introduces a framework for the design of soil nail walls that takes into account factors of safety used in the allowable stress design (ASD) method while integrating load and resistance factor design (LRFD) principles. KW - Construction KW - Design KW - Geotechnical engineering KW - Guidelines KW - Load and resistance factor design KW - Retaining walls KW - Soil nailing KW - Specifications KW - United States UR - http://www.fhwa.dot.gov/engineering/geotech/pubs/nhi14007.pdf UR - https://trid.trb.org/view/1352016 ER - TY - RPRT AN - 01560986 AU - Schwarzer, Volker AU - Ghorbani, Reza AU - University of Hawaii, Manoa AU - University of Hawaii, Manoa AU - Electric Vehicle Transportation Center (EVTC) AU - Research and Innovative Technology Administration TI - Transient Over-Voltage Mitigation and its Prevention in Secondary Distribution Networks with High PV-to-Load Ratio PY - 2015/02 SP - 11p AB - Recent report of utility providers have shown that under certain conditions the integration of renewable energy sources might cause damaging transient over-voltages (TOVs) in the power grid. TOVs are short, rapid rises in voltage along the electric lines of the grid that can occur when the generated power of a distribution circuit exceeds its load while the circuit is isolated. The described scenario can cause permanent damage to utility equipment or personal electric household devices. This report introduces various methodologies that can mitigate TOVs in distribution networks, or reduce the probability of their occurrence. KW - Electric vehicle charging KW - Overvoltage KW - Renewable energy sources KW - Transmission lines KW - Voltage regulation UR - http://evtc.fsec.ucf.edu/publications/documents/HNEI-02-15.pdf UR - https://trid.trb.org/view/1348922 ER - TY - SER AN - 01560978 JO - Traffic Safety Facts - Research Note PB - National Highway Traffic Safety Administration AU - Will, Kelli England AU - Decina, Lawrence E AU - Maple, Erin L AU - Perkins, Amy M TI - Effectiveness of Child Passenger Safety Information for the Safe Transportation of Children PY - 2015/02 SP - 14p AB - The objective of this project was to develop and test various methods of framing child passenger safety recommendations for children under age 13. The goal of this first study was to determine how to best communicate child passenger safety recommendations to parents/caregivers, and which information to emphasize. Thus, this study investigated various ways of framing child passenger safety recommendations, and examined the relative effectiveness on parents/caregivers’ knowledge, attitudes, and behavioral intentions related to best practices and proper use of child restraints. Specifically, should the recommendations be organized by phase of childhood (e.g., by age, or by progression of younger to older)? Should they focus on key issues, such as combating premature graduation? Should they communicate risk-reduction rationale and consequences of noncompliance? A 5 (test conditions) x 2 (time periods) experiment was conducted using a randomized controlled trial design to examine relative effectiveness of parent and caregiver preferences for different methods of framing car seat safety recommendations. The study took place in the suburbs of Philadelphia, Pennsylvania, and in Norfolk/Hampton Roads, Virginia. Each site recruited and tested 150 participants each (300 total sample). KW - Attitudes KW - Behavior KW - Best practices KW - Child restraint systems KW - Children KW - Communication KW - Information dissemination KW - Norfolk (Virginia) KW - Parents KW - Philadelphia (Pennsylvania) KW - Safety programs KW - Vehicle occupants UR - http://www.nhtsa.gov/staticfiles/nti/pdf/812121-Safe_Transportation_of_Children.pdf UR - http://www.nhtsa.gov/staticfiles/nti/pdf/812245-Effective-CPS-Safety-Info.pdf UR - https://trid.trb.org/view/1347706 ER - TY - RPRT AN - 01560968 AU - Dubarry, Matthieu AU - University of Hawaii, Manoa AU - Electric Vehicle Transportation Center (EVTC) AU - Research and Innovative Technology Administration TI - Test Plan to Assess Electric Vehicle Cell Degradation under Electric Utility Grid Operations PY - 2015/02 SP - 14p AB - This report details the testing plan that will be used by the Hawaii Natural Energy Institute (HNEI) to evaluate Electric Vehicle (EV) battery durability and reliability under electric utility grid operations. Commercial EV battery cells will be tested in order to assess the impact of vehicle to grid and grid to vehicle applications on cell degradation. The plan also includes testing other usages associated with EVs under grid operations such as the impact of charging level and charging habits. The choice of duty cycles, real driving cycles as well as constant power for the vehicle to grid charges and discharges will be detailed and justified. This report also introduces the application of design of experiments techniques for both the cycling and the calendar aging study. They will allow the authors to derive the maximum amount of information and ensure experiment consistency. KW - Durability KW - Electric batteries KW - Electric utility facilities KW - Electric vehicle charging KW - Electric vehicles KW - Test procedures UR - http://evtc.fsec.ucf.edu/publications/documents/HNEI-03-15.pdf UR - https://trid.trb.org/view/1348923 ER - TY - RPRT AN - 01560961 AU - Dong, Jing AU - Makaiwi, Micah AU - Shafieirad, Navid AU - Huang, Yundi AU - Research and Innovative Technology Administration AU - Mid-America Transportation Center AU - Federal Highway Administration AU - Iowa State University, Ames TI - Modeling Multimodal Freight Transportation Network Performance under Disruptions PY - 2015/02//Final Report SP - 48p AB - To facilitate a region’s freight transportation systems planning and operations and minimize the risk associated with increasing multimodal freight movements, this study presents a modeling framework for evaluating and optimizing freight flows on a multimodal transportation network under disruption. Unexpected events such as earthquakes, floods, and other manmade or natural disasters would cause significant economic losses. When parts of the transportation network are closed or operated at a reduced capacity, the delay of commodity movements would further increase such losses. Shifting to an alternative route or mode might help to mitigate the negative impacts. In this study, a multimodal freight transportation network was developed to simulate commodity movements, evaluate the impacts of disruptions, and develop effective emergency operation plans. A fluid-based dynamic queuing approximation was used to estimate the delays at classification yards and locks caused by disruption. Using the Federal Highway Administration’s (FHWA) Freight Analysis Framework version 3 (FAF3) database, a case study was constructed to model the transportation of cereal grains from Iowa to other states. Three hypothetical disruption scenarios were tested: a reduced service level at locks along the Mississippi River, a bridge outage on I-80 at the Missouri River, and severe weather in central Iowa closing the Union Pacific tracks in the area. The impacts of these disruptions were quantified and analyzed using the presented freight network model. KW - Case studies KW - Commodity flow KW - Freight Analysis Framework KW - Freight transportation KW - Multimodal transportation KW - Optimization KW - Simulation KW - Traffic delays KW - Traffic flow KW - Traffic incidents KW - Traffic queuing UR - http://www.intrans.iastate.edu/research/documents/research-reports/multimodal_freight_disruption_w_cvr.pdf UR - https://trid.trb.org/view/1349609 ER - TY - RPRT AN - 01560945 AU - Agurla, Mahesh AU - Lin, Sean AU - Engineering and Software Consultants, Incorporated AU - Federal Highway Administration TI - Long-Term Pavement Performance Automated Faulting Measurement PY - 2015/02//Research Report SP - 40p AB - This study focused on identifying transverse joint locations on jointed plain concrete pavements using an automated joint detection algorithm and computing faulting at these locations using Long-Term Pavement Performance (LTPP) Program profile data collected by the program’s high-speed inertial profilers (HSIP). This study evaluated two existing American Association of State Highway and Transportation Officials R 36-12 automated faulting measurement (AFM) models: ProVAL (Method-A) and Florida Department of Transportation (FDOT) PaveSuite (Method-B). A new LTPP AFM was developed using LTPP profile data. The LTPP AFM is an automated algorithm to identify joint locations where faulting is also computed for each joint identified to replicate the manually collected faulting data using the Georgia Faultmeter (GFM), which has been used on LTPP test sections since the program’s inception. The study compared the LTPP manual faulting measurements collected using the GFM with the ProVAL AFM and the LTPP AFM using LTPP profile data. Similarly, the FDOT GFM measurements were compared with the FDOT PaveSuite AFM and the LTPP AFM using the same FDOT profile data. The initial results for six LTPP test sections show that the LTPP AFM can identify joint locations with a joint detection rate (JDR) ranging from 95 to 100 percent. ProVAL’s JDR range is from 58 to 99 percent for the same six LTPP test sections. Similarly, for the one FDOT test section available, the LTPP AFM’s and FDOT PaveSuite’s JDRs are approximately 96 percent. This study outlines the LTPP AFM algorithm, discusses the comparison of the three AFM results, and recommends future research needs in this area. KW - Long-Term Pavement Performance Program KW - Algorithms KW - Alternatives analysis KW - Concrete pavements KW - Faulting (Pavements) KW - Flaw detection KW - Measurement KW - Pavement joints KW - Pavement performance KW - Recommendations UR - http://www.fhwa.dot.gov/publications/research/infrastructure/pavements/ltpp/14092/14092.pdf UR - https://trid.trb.org/view/1347695 ER - TY - RPRT AN - 01560378 AU - Sobanjo, John O AU - Tawfiq, Kamal S AU - Twumasi-Boakye, Richard AU - Inkoom, Sylvester AU - Gibbs, Sheldon AU - Florida State University, Tallahassee AU - Gibbs Group Engineers AU - Florida Department of Transportation AU - Federal Highway Administration TI - Ground Tire Rubber (GTR) as a Component Material in Concrete Mixtures for Paving Concrete PY - 2015/02//Final Report SP - 123p AB - This research was done to investigate if the problems associated with flexibility and temperature sensitivity (expansion and contraction) in roadway concrete pavements can be addressed by replacing some of the fine or coarse aggregate component with crumb rubber, specifically, Ground Tire Rubber (GTR). The research also intended to find out the general effects of adding the GTR to the conventional pavement concrete, in terms of the mechanical properties and workability, requiring several laboratory tests to be conducted as part of the study. Finally, the research was required to evaluate the practical implementation at a ready mix plant, of the proposed use of GTR as a component in the concrete. It was found from the study that the modulus of elasticity of concrete is reduced when GTR is used in concrete, thus the pavement concrete becomes more flexible. Based on the results of the tests for the coefficient of thermal expansion (CTE), it was not conclusive from this study, that adding GTR will significantly affect the expansion and contraction in the concrete pavement. Many valuable findings from this study include the following: the optimal content for GTR for use as a component in the paving concrete mixture is 15% by weight of the fine aggregate; at a water/cementitious ratio of 0.44, concrete with GTR of 15% by weight of the fine aggregate, using water-reducing admixtures, can achieve a 28-Day compressive strength of about 3000 psi as well as reasonable values of the flexural strength and split tensile strength; slump was observed to typically decrease with addition of GTR but use of the water-reducer will eliminate this problem; the unit weight of the GTR concrete is less than that of the conventional concrete; air content will always increase with addition of GTR to the concrete but the use of a defoaming agent will reduce the foam and air content; GTR concrete has a non-brittle mode of failure in compression and flexure; examining GTR concrete under the Scanning Electron Microscope (SEM) indicated that there is good bonding between the rubber particles and the cement matrix in the concrete; pretreatment of GTR by simple washing and drying may improve the compressive strength of the GTR concrete; GTR concrete has very good plastic and dry shrinkage attributes, with the ability to resist shrinkage cracking; the ready mix plant operations will require dry-safe storage of the GTR, customized packaging (bag sizes or bag material) of the GTR for convenient batching, and a less duration for mixing before placement (when compared to the 90 minutes mixing duration allowed for conventional concrete); the GTR concrete can be used in the following applications: Class I pavement; sidewalks; curbs and inlets; or applications where the compressive strength of 3000 psi or less is adequate and also where shrinkage may be a problem. KW - Coefficient of thermal expansion KW - Compressive strength KW - Concrete KW - Crumb rubber KW - Laboratory tests KW - Mechanical properties KW - Modulus of elasticity KW - Ready mixed concrete KW - Shrinkage KW - Workability UR - http://www.fdot.gov/research/Completed_Proj/Summary_SMO/FDOT-BDV30-977-08-rpt.pdf UR - https://trid.trb.org/view/1349908 ER - TY - SER AN - 01560361 JO - Civil Engineering Studies, Illinois Center for Transportation Series PB - University of Illinois, Urbana-Champaign AU - Kelly, Constance A AU - University of Illinois, Chicago AU - Illinois Department of Transportation AU - Federal Highway Administration TI - Options and Recommendations for a Web Database of Material and Construction Inspection PY - 2015/02 IS - 15-003 SP - 85p AB - The Illinois Department of Transportation (IDOT) has been using software developed in-house for their materials management and construction project management needs. The primary packages under review MISTIC (Materials Management) and ICORS (Construction Project Management) were developed at a time when there were no suitable commercial offerings. These packages have continued to provide functionality for decades, but due to personnel changes, hardware improvements, and additional software requirements; the packages should be replaced before they fail and create an untenable situation in IDOT. The purpose of this project is to determine if there are commercial packages available that will meet the ongoing needs of IDOT in these two areas. KW - Construction management KW - Databases KW - Illinois Department of Transportation KW - Materials management KW - Needs assessment KW - Recommendations KW - Software packages UR - https://apps.ict.illinois.edu/projects/getfile.asp?id=3406 UR - https://trid.trb.org/view/1348904 ER - TY - RPRT AN - 01560352 AU - Jeong, H David AU - Gransberg, Douglas D AU - Shrestha, K Joseph AU - Iowa State University, Ames AU - Mid-America Transportation Center AU - Research and Innovative Technology Administration AU - Federal Highway Administration TI - Framework for Advanced Daily Work Report System PY - 2015/02//Final Report SP - 152p AB - A significant amount of time and effort is invested to collect and document various field activity data of a highway project in Daily Work Report (DWR). Although there are many potential benefits of DWR data, the current use of the data is very limited. The objective of this study is to develop an ideal framework for an advanced DWR system to improve the DWR data collection and utilization practices. A literature review and two surveys were conducted to investigate the current practices of collecting DWR data, utilization of the data, and challenges associated with advanced collection and utilization of DWR data. The study found that there is a huge gap between the current and potential level of benefits of DWR data. The challenges for better collection and utilization of DWR data were identified and classified. An ideal framework for an advanced DWR system was developed to overcome those challenges. The ideal framework consists of seven major components: a) data attributes and its relations, b) integration with existing systems, c) visualization of data, d) advanced data collection systems, e) automation of DWR data analysis and reporting, f) human factors, and g) other technical aspects. The framework can be used by state DOTs to improve an existing DWR system or to develop a new system. The implementation of the framework is expected to improve the level of DWR data collection and utilization practices in state DOTs. KW - Construction management KW - Construction projects KW - Data analysis KW - Data collection KW - Databases KW - Recordkeeping KW - Reports KW - State departments of transportation KW - Technology assessment UR - http://www.intrans.iastate.edu/research/documents/research-reports/framework_for_advanced_daily_work_report_system_w_cvr.pdf UR - https://trid.trb.org/view/1348905 ER - TY - RPRT AN - 01558574 AU - Arrington, Dusty R AU - Theiss, LuAnn AU - Zimmer, Richard A AU - Menges, Wanda L AU - Texas A&M Transportation Institute, College Station AU - Texas Department of Transportation AU - Federal Highway Administration TI - Development of Delineator Testing Standard PY - 2015/02//Technical Report SP - 108p AB - The objective of this project was to develop a new test method for evaluating the impact performance of delineators for given applications. The researchers focused on developing a test method that was reproducible and attempted to reproduce failure modes witnessed through field observations. The researchers also attempted to optimize the testing standard to minimize the cost and effort to evaluate the products. The researchers feel that the process was successful, and a balanced testing standard meeting all requirements has been developed. KW - Costs KW - Field studies KW - Highway delineators KW - Impact tests KW - Optimization KW - Reflectivity KW - Standards KW - Test procedures UR - http://tti.tamu.edu/documents/0-6772-1.pdf UR - https://trid.trb.org/view/1346362 ER - TY - RPRT AN - 01558317 AU - Liu, Yue AU - Li, Xin AU - Hu, Yi AU - University of Wisconsin, Milwaukee AU - Iowa State University, Ames AU - Iowa Department of Transportation AU - Federal Highway Administration TI - A Smartphone-Based Prototype System for Incident/Work Zone Management Driven by Crowd-Sourced Data PY - 2015/02//Final Report SP - 138p AB - This project develops a smartphone-based prototype system that supplements the 511 system to improve its dynamic traffic routing service to state highway users under non-recurrent congestion. This system will save considerable time to provide crucial traffic information and en-route assistance to travelers for them to avoid being trapped in traffic congestion due to accidents, work zones, hazards, or special events. It also creates a feedback loop between travelers and responsible agencies that enable the state to effectively collect, fuse, and analyze crowd-sourced data for next-gen transportation planning and management. This project can result in substantial economic savings (e.g. less traffic congestion, reduced fuel wastage and emissions) and safety benefits for the freight industry and society due to better dissemination of real-time traffic information by highway users. Such benefits will increase significantly in future with the expected increase in freight traffic on the network. The proposed system also has the flexibility to be integrated with various transportation management modules to assist state agencies to improve transportation services and daily operations. KW - 511 (National Travel Information Number) KW - Advanced driver information systems KW - Crowdsourcing KW - Incident management KW - Real time information KW - Smartphones KW - Traffic congestion KW - Work zone traffic control UR - http://lib.dr.iastate.edu/cgi/viewcontent.cgi?article=1110&context=intrans_reports UR - http://lib.dr.iastate.edu/intrans_reports/111 UR - https://trid.trb.org/view/1347303 ER - TY - RPRT AN - 01557583 AU - Schwarzer, Volker AU - Ghorbani, Reza AU - University of Hawaii, Manoa AU - Electric Vehicle Transportation Center (EVTC) AU - University of Central Florida, Cocoa AU - Research and Innovative Technology Administration TI - Current State-of-the-Art of EV Chargers PY - 2015/02 SP - 19p AB - Recent reports of utility providers have shown that under certain circumstances the integration of renewable energy sources might cause damaging Transient Over-Voltages (TOV) in the power grid. With the rising availability of electric vehicle (EV) charging stations in residential neighborhoods, the potential of EV batteries for TOV reduction is being examined. This report analyses the current state-of-the-art EV charger technology with respect to utilized charging technologies and their capabilities to mitigate overvoltages. Furthermore, power ratings of charging systems, including maximum power influx control and communication strategies, are analyzed. Corresponding time constraints, as well as system response times are also determined. KW - Electric batteries KW - Electric utility facilities KW - Electric vehicle charging KW - Electric vehicles KW - State of the art KW - Voltage UR - http://evtc.fsec.ucf.edu/publications/documents/Project%2012_Hawaii_ev-charger-report_%203%202%2015.pdf UR - https://trid.trb.org/view/1346848 ER - TY - RPRT AN - 01557579 AU - Stanley, Laura AU - Manlove, Kezia AU - Peck, Alyssa AU - Western Transportation Institute AU - Montana Department of Transportation AU - Federal Highway Administration TI - Assessing the Effectiveness of Montana’s Vehicle Occupant Protection Programs PY - 2015/02//Final Report SP - 66p AB - The purpose of this project was to quantitatively evaluate the relationships between Montana Department of Transportation's (MDT's) occupant protection program activities and seat restraint usage throughout Montana, in an effort to clarify how MDT's occupant protection programs may affect seat restraint use. Quantitative evaluations of program effectiveness are critical to optimizing program impacts, yet performing evaluations of these programs is challenging. Here, a cross-disciplinary research team worked in collaboration with MDT to produce a quantitative evaluation of four programs (Office of Public Instruction driver education programs, Selective Traffic Enforcement Programs, Buckle Up Montana coalitions, and media campaigns) aimed at improving seat belt use rates in the state of Montana. Program impacts were measured using National Occupant Protection Use Survey (NOPUS) data from 2010 to 2012. The evaluation suggested that MDT’s programs largely operate independently of one another. Buckle Up Montana program presence was associated with increased seat restraint use rates, and this was especially true in areas that were not in large media catchment areas. Selective traffic enforcement programs showed a strong relationship with increased seat restraint use, but this relationship disappeared in models that included all programs. Driver education program completion rates were not associated with increased seat belt use. There was no saturating effect of program impacts, except for media campaigns, where additional dollars lead to improved occupant protection rates only to a point. Detecting program-specific effects was challenging using the NOPUS data, and the team suggested additional data collection for isolating particular program effects in the future. KW - Evaluation and assessment KW - Montana KW - National Occupant Protection Use Survey (NOPUS) KW - Occupant protection devices KW - Public information programs KW - Safety campaigns KW - Seat belt use KW - Traffic law enforcement UR - http://www.mdt.mt.gov/other/research/external/docs/research_proj/mt_seatbelt/Final_Report_15.pdf UR - https://trid.trb.org/view/1346220 ER - TY - RPRT AN - 01557577 AU - Kettles, Doug AU - Electric Vehicle Transportation Center (EVTC) AU - University of Central Florida, Cocoa AU - Research and Innovative Technology Administration TI - Electric Vehicle Charging Technology Analysis and Standards PY - 2015/02 SP - 41p AB - This report assesses the technologies and standards associated with Electric Vehicles (EVs), Electric Vehicle Service Equipment (EVSE) and the related infrastructure. A review of infrastructure, highway and vehicle safety standards are included in the paper. The report also evaluates the barriers and challenges of deploying an expanded network of EV charging stations and makes recommendations to help standardize and expedite EVSE infrastructure deployment to support the accelerating growth of EVs. The study focuses on EVSE and the infrastructure for Battery-Electric Vehicles (BEVs) and Plug-In Hybrid Electric Vehicles (PHEVs); collectively known as Plug-In Electric Vehicles (PEVs). The results are restricted to the standards, regulations and deployment of EVSE in the United States. KW - Electric vehicle charging KW - Electric vehicles KW - Highway safety KW - Infrastructure KW - Plug-in hybrid vehicles KW - Recommendations KW - Regulations KW - Standards KW - Technology assessment KW - United States KW - Vehicle safety UR - http://fsec.ucf.edu/en/publications/pdf/FSEC-CR-1996-15.pdf UR - https://trid.trb.org/view/1346847 ER - TY - RPRT AN - 01557477 AU - Hans, Zachary AU - Albrecht, Chris AU - Johnson, Patrick AU - Nlenanya, Inya AU - Center for Transportation Research and Education AU - Iowa Department of Transportation AU - Mid-America Transportation Center AU - Research and Innovative Technology Administration TI - Development of Railroad Highway Grade Crossing Consolidation Rating Formula PY - 2015/02//Final Report SP - 80p AB - The goal of this project was to provide an objective methodology to support public agencies and railroads in making decisions related to consolidation of at-grade rail-highway crossings. The project team developed a weighted-index method and accompanying Microsoft Excel spreadsheet based tool to help evaluate and prioritize all public highway-rail grade crossings systematically from a possible consolidation impact perspective. Factors identified by stakeholders as critical were traffic volume, heavy-truck traffic volume, proximity to emergency medical services, proximity to schools, road system, and out-of-distance travel. Given the inherent differences between urban and rural locations, factors were considered, and weighted, differently, based on crossing location. Application of a weighted-index method allowed for all factors of interest to be included and for these factors to be ranked independently, as well as weighted according to stakeholder priorities, to create a single index. If priorities change, this approach also allows for factors and weights to be adjusted. The prioritization generated by this approach may be used to convey the need and opportunity for crossing consolidation to decision makers and stakeholders. It may also be used to quickly investigate the feasibility of a possible consolidation. Independently computed crossing risk and relative impact of consolidation may be integrated and compared to develop the most appropriate treatment strategies or alternatives for a highway-rail grade crossing. A crossing with limited- or low-consolidation impact but a high safety risk may be a prime candidate for consolidation. Similarly, a crossing with potentially high-consolidation impact as well as high risk may be an excellent candidate for crossing improvements or grade separation. The results of the highway-rail grade crossing prioritization represent a consistent and quantitative, yet preliminary, assessment. The results may serve as the foundation for more rigorous or detailed analysis and feasibility studies. Other pertinent site-specific factors, such as safety, maintenance costs, economic impacts, and location-specific access and characteristics should be considered KW - Formulas KW - Methodology KW - Railroad grade crossings KW - Transportation planning UR - http://www.intrans.iastate.edu/research/documents/research-reports/RR_%20hwy_grade_xing_closure_rating_formula_w_cvr.pdf UR - https://trid.trb.org/view/1345873 ER - TY - RPRT AN - 01557456 AU - Hallmark, Shauna AU - Oneyear, Nicole AU - Center for Transportation Research and Education AU - Smart Work Zone Deployment Initiative AU - Federal Highway Administration TI - Modeling Merging Behavior at Lane Drops PY - 2015/02//Final Report SP - 51p AB - In work-zone configurations where lane drops are present, merging of traffic at the taper presents an operational concern. In addition, as flow through the work zone is reduced, the relative traffic safety of the work zone is also reduced. Improving workzone flow-through merge points depends on the behavior of individual drivers. By better understanding driver behavior, traffic control plans, work zone policies, and countermeasures can be better targeted to reinforce desirable lane closure merging behavior, leading to both improved safety and work-zone capacity. The researchers collected data for two work-zone scenarios that included lane drops with one scenario on the Interstate and the other on an urban arterial roadway. The researchers then modeled and calibrated these scenarios in VISSIM using real-world speeds, travel times, queue lengths, and merging behaviors (percentage of vehicles merging upstream and near the merge point). Once built and calibrated, the researchers modeled strategies for various countermeasures in the two work zones. The models were then used to test and evaluate how various merging strategies affect safety and operations at the merge areas in these two work zones. KW - Countermeasures KW - Lane drops KW - Merging traffic KW - Traffic models KW - Traffic safety KW - Work zone safety KW - Work zone traffic control UR - http://www.intrans.iastate.edu/research/documents/research-reports/merging_behavior_at_lane_drops_w_cvr.pdf UR - https://trid.trb.org/view/1345874 ER - TY - SER AN - 01557307 JO - Civil Engineering Studies, Illinois Center for Transportation Series PB - University of Illinois, Urbana-Champaign AU - Fries, Ryan AU - Yousefzadehfard, Pouya AU - Bahaaldin, Karzan AU - Fadoul, Antoun AU - Ghale, Karna AU - Atiquzzaman, Md AU - Chowdhury, Mashrur AU - Petersen, Scott AU - Minge, Erik AU - Southern Illinois University, Edwardsville AU - Illinois Department of Transportation AU - Federal Highway Administration TI - Real-Time Information Dissemination Requirements for Illinois per New Federal Rule PY - 2015/02 IS - 15-004 SP - 126p AB - Travelers on U.S. freeways could now be better-informed than ever before, because of a new federal legislation. The Final Rule 23 CFR 511 has mandated that after November 8, 2014, states provide real-time traveler data along all limited-access roadways, and that traveler information must also be provided along routes of significance in all metropolitan areas (with populations exceeding one million) two years after that. Furthermore, this law requires information be available 90% of the time, with an 85% rate of accuracy. This study was conducted, with the collaboration from the Illinois Department of Transportation (IDOT), to provide guidance on meeting the new rule effectively and quantifiably. To amass the necessary data, the authors reviewed published documents on the topic and conducted interviews and conference calls with stakeholders throughout the rural and urban transportation districts of Illinois to identify the routes that require real-time information, information sharing needs and possible changes and updates to intelligent transportation systems (ITS) architectures. Moreover, an online survey was conducted to gather information on different practices addressing the requirements of 23 CFR 511 in other state departments of transportation (DOTs). After gathering information from these sources, researchers recommended best strategies to satisfy the real-time traveler information dissemination requirements in Illinois. Accordingly, the routes requiring real-time information and the measures of effectiveness were identified, including methods to quantify accuracy and availability. Revisions to the ITS architectures relating to Illinois were proposed along with new interfaces that need to be added. The outcome of this study includes methods by which the quality of travel information for Illinois roadways can be measured by IDOT. In addition, this study proposed recommendations for archiving data, revising policy documents, updating ITS architectures, reviewing compliance with 23 CFR 511, and deploying infrastructure, all of which provide guidance towards complying with the 23 CFR 511 requirements. KW - Advanced traveler information systems KW - Illinois KW - Information dissemination KW - Information processing KW - Intelligent transportation systems KW - Laws and legislation KW - Performance measurement KW - Real time information KW - Recommendations KW - Stakeholders KW - State departments of transportation KW - Surveys UR - https://apps.ict.illinois.edu/projects/getfile.asp?id=3403 UR - https://trid.trb.org/view/1346219 ER - TY - RPRT AN - 01557305 AU - Research and Innovative Technology Administration TI - Multimodal Transportation Indicators PY - 2015/02 SP - 35p AB - This document presents economic indicators for multimodal transportation. Data includes: fatalities, the transportation services index, personal spending on transportation, employment, fuel prices, air fares, freight rail yields, passengers, ridership, freight usage, on-time performance, and capital expenditures. KW - Capital expenditures KW - Economic indicators KW - Employment KW - Fares KW - Fatalities KW - Multimodal transportation KW - On time performance KW - Passengers KW - Ridership KW - Transportation Service Index KW - Trend (Statistics) UR - http://www.rita.dot.gov/bts/sites/rita.dot.gov.bts/files/entire_2.pdf UR - https://trid.trb.org/view/1346215 ER - TY - RPRT AN - 01557298 AU - Wu, Jonathan TH AU - Ooi, Phillip S K AU - University of Hawaii, Manoa AU - University of Colorado, Denver AU - Federal Highway Administration TI - Synthesis of Geosynthetic Reinforced Soil Design Topics PY - 2015/02 SP - 89p AB - This report synthesizes six topics related to geosynthetic reinforced soil (GRS) design: embedment length, pullout check, eccentricity, lateral pressures, the W-equation for GRS capacity and required reinforcement strength, and geosynthetic reduction factors. The synopsis for each topic includes a summary of the relevant research and a review of pertinent issues. The intent is not to provide recommendations but to explain the methodology behind the Federal Highway Administration’s (FHWA) composite design for GRS, which is different than that for geosynthetic mechanically stabilized earth. The synopses support the FHWA’s GRS Integrated Bridge System (IBS) Interim Implementation Guide, (FHWA-HRT-11-026). KW - Design KW - Durability KW - Earth pressure KW - Earth walls KW - Eccentricity KW - Geosynthetics KW - Mechanically stabilized earth KW - Methodology KW - Pull out test KW - Research projects UR - http://www.fhwa.dot.gov/publications/research/infrastructure/bridge/14094/14094.pdf UR - https://trid.trb.org/view/1345862 ER - TY - RPRT AN - 01557293 AU - Merritt, David K AU - Lyon, Craig A AU - Persaud, Bhagwant N AU - Transtec Group, Incorporated AU - Federal Highway Administration AU - Federal Highway Administration TI - Evaluation of Pavement Safety Performance PY - 2015/02//Final Report SP - 158p AB - The intent of this study was to isolate the effects of various low-cost pavement treatments on roadway safety. This was a retrospective study of pavement safety performance, looking back at crash data before and after treatments were installed. Both flexible and rigid pavement treatments were analyzed, with the majority typically used for pavement preservation or minor rehabilitation purposes. Although State highway agencies recognize that most of these treatments generally improve pavement friction, they are not typically installed explicitly for safety improvement, with one exception, high-friction surfacing, which is typically applied as a spot safety treatment. The research was conducted as part of Phase VI of the Federal Highway Administration Evaluation of Low-Cost Safety Improvements Pooled Fund Study (ELCSI–PFS). This pooled fund study (PFS) was established to conduct research on the effectiveness of the safety improvements identified by the National Cooperative Highway Research Program Report 500 guides as part of implementation of the American Association of State Highway and Transportation Officials Strategic Highway Safety Plan. The intent of the work conducted under the various phases of the ELCSI-PFS is to provide a crash modification factor (CMF) and benefit-cost (BC) economic analysis for each of the targeted safety strategies identified as priorities by the PFS States. Under the effort described herein, CMFs and BC ratios were developed for various low-cost pavement treatments. KW - Before and after studies KW - Benefit cost analysis KW - Crash data KW - Flexible pavements KW - Friction KW - Highway safety KW - Pavement performance KW - Rigid pavements KW - States KW - Surface treating UR - http://www.fhwa.dot.gov/publications/research/safety/14065/14065.pdf UR - https://trid.trb.org/view/1345863 ER - TY - SER AN - 01557283 JO - Traffic Safety Facts - Crash Stats PB - National Center for Statistics and Analysis AU - Singh, Santokh TI - Critical Reasons for Crashes Investigated in the National Motor Vehicle Crash Causation Survey PY - 2015/02 SP - 2p AB - The National Motor Vehicle Crash Causation Survey (NMVCCS), conducted from 2005 to 2007, was aimed at collecting on-scene information about the events and associated factors leading up to crashes involving light vehicles. Several facets of crash occurrence were investigated during data collection, namely the pre-crash movement, critical pre-crash event, critical reason, and the associated factors. A weighted sample of 5,470 crashes was investigated over a period of two and a half years, which represents an estimated 2,189,000 crashes nationwide. About 4,031,000 vehicles, 3,945,000 drivers, and 1,982,000 passengers were estimated to have been involved in these crashes. The critical reason, which is the last event in the crash causal chain, was assigned to the driver in 94 percent (±2.2%)† of the crashes. In about 2 percent (±0.7%) of the crashes, the critical reason was assigned to a vehicle component’s failure or degradation, and in 2 percent (±1.3%) of crashes, it was attributed to the environment (slick roads, weather, etc.). Among an estimated 2,046,000 drivers who were assigned critical reasons, recognition errors accounted for about 41 percent (±2.1%), decision errors 33 percent (±3.7%), and performance errors 11 percent (±2.7%) of the crashes. KW - Crash causes KW - National Motor Vehicle Crash Causation Survey KW - Precrash phase KW - Traffic crashes UR - http://www-nrd.nhtsa.dot.gov/Pubs/812115.pdf UR - https://trid.trb.org/view/1346216 ER - TY - RPRT AN - 01557046 AU - Gaspard, Kevin AU - Zhang, Zhongjie AU - Louisiana Transportation Research Center AU - Louisiana Department of Transportation and Development AU - Federal Highway Administration TI - Assessment of Mitigating Transverse Joint Faulting on Portland Cement Concrete Pavement with Polyurethane Foam on LA 1 Bypass, State Project Number 034-30-0023 PY - 2015/02//Technical Assistance Report SP - 87p AB - A case study was conducted by the Louisiana Transportation Research Center (LTRC) to assess the effectiveness of reducing faulting on jointed concrete pavement (JCP) with polyurethane foam (PF) on LA 1 Bypass, S.P. 034-30-0023. The PF fault correction process entailed reducing faults to approximately 0.25 inches by saw cutting full depth through the joints and lifting the slabs with PF whose free rise density was 6 pcf. A sampling plan was established where the entire project was measured for faulting and roughness by a high speed profiler before treatment with the PF fault correction process and 0.6, 2.1, 3.4, and 4.4 years after treatment. Three test sections with 11 slabs each were assessed with the falling weight deflectometer (FWD), ARRB walking profiler, and manual fault measurements. Seventeen cores were taken at various locations to obtain in-place PF samples. Statistical hypothesis testing was conducted comparing the density and strength of PF before and after it was injected into the pavement. Testing results indicated that repair goals of reducing faults were realized by the PF fault correction process, but at the sacrifice of severely reducing load transfer efficiency (LTE) at the transverse joints. Service life extensions of approximately 6.0 and 8.3 years on the north and south bound roadways, respectfully, for fault height reduction were discovered. Unfortunately, the PF fault correction process severely impacted the LTE with 80 percent of joints having poor load transfer, 20 percent increase of joints needing load transfer improvement, and 0 percent of the joints in good condition. Deflections at the joints and center-intermediate slab locations were increased as much as 46 percent by the PF process indicating lower strength conditions. Void potentials were increased slightly (8 percent) by the process. The estimated service life extension based on the international roughness index (IRI) parameter was 3.1 years and 5.7 years for the north and south bound roadways, respectively. Taking into account all the parameters analyzed in this study, the PF fault correction process was not recommended as a pavement preservation treatment for fault correction or ride quality improvement due to the detrimental effects discovered in this study. KW - Deflection KW - Load transfer KW - Louisiana KW - Pavement distress KW - Pavement joints KW - Polyurethane foams KW - Portland cement concrete KW - Ride quality KW - Roughness KW - Service life KW - Test sections UR - http://www.ltrc.lsu.edu/pdf/2015/TAR_13-02-TAP.pdf UR - https://trid.trb.org/view/1345765 ER - TY - RPRT AN - 01557040 AU - Clifton, Kelly J AU - Gehrke, Steven R AU - Currans, Kristina M AU - Portland State University AU - Oregon Department of Transportation AU - National Institute for Transportation and Communities AU - Federal Highway Administration TI - Understanding Residential Location Choices for Climate change and Transportation Decision Making: Phase 2 Report PY - 2015/02//Final Report SP - 140p AB - This research builds on the related Phase 1 project. In this second phase, the authors continue to study neighborhood and housing preferences that shape the residential location decision process. An online experimental survey tool is developed to investigate lifestyle preferences and tradeoffs that households make in their location decisions. This computer-aided experimental survey draws upon stated preference methods to engage participants in questions about residential location and transportation options. The survey infrastructure was extensively piloted (6-10% response rate). The 10-minute survey can be deployed for future investigations. This infrastructure is a contribution for the integration of visualized neighborhood typologies, or concepts, which were objectively defined using data from 25 of the most populous metropolitan regions from around the United States. The construct of neighborhoods is based upon national data to account for potential options not currently available in Oregon. These visualizations help ground the survey respondents in the same reality and were carefully crafted to convey various attributes of the built and transportation environment. The initial analysis of the preference data collected in this survey (N=1,035) indicates that the preferences for neighborhood, housing, and transportation characteristics have a greater influence on the preferred neighborhood concept than the more typically used socioeconomic characteristics (income, household size, age). Another interesting preliminary finding is that 27% of respondents would prefer to live in a more urban neighborhood than they currently reside. These “urban seeking” respondents had no particular demographic trend, providing little evidence that specific socioeconomic markets had specific preferences for the built environment. KW - Climate change KW - Decision making KW - Neighborhoods KW - Oregon KW - Residential location KW - Stated preferences KW - Surveys UR - http://www.oregon.gov/ODOT/TD/TP_RES/ResearchReports/SPR745_Phase2_1-5-15FINAL_012715LP.pdf UR - https://trid.trb.org/view/1344680 ER - TY - RPRT AN - 01557034 AU - Federal Highway Administration TI - Assistive Technologies for Visually Impaired Persons PY - 2015/02 SP - 2p AB - There are approximately 2 million adults with reported vision loss in the United States. Independent travel and active interactions with the surrounding environment present significant daily challenges for these individuals, ultimately reducing quality of life and compromising safety. To begin to address these challenges, the Federal Highway Administration’s (FHWA’s) Exploratory Advanced Research (EAR) Program funded three research projects to examine new technology solutions for wayfinding and navigation guidance for people with vision impairment and other disabilities. This document gives an overview of the three projects: “Intelligent Situation Awareness and Navigation Aid for Visually Impaired Persons”, “Navigation Guidance for People with Vision Impairment”, and “Extended Event Horizon Navigation and Wayfinding for Blind and Visually Impaired Pedestrians in Unstructured Environments.” KW - Assistive technology KW - Navigational aids KW - Research projects KW - Technological innovations KW - United States KW - Visually impaired persons KW - Wayfinding UR - http://www.fhwa.dot.gov/advancedresearch/pubs/15040/15040.pdf UR - https://trid.trb.org/view/1345654 ER - TY - RPRT AN - 01557029 AU - National Center for Statistics and Analysis TI - Traffic Safety Facts 2013 Data: Pedestrians PY - 2015/02 SP - 10p AB - In 2013, there were 4,735 pedestrians killed and an estimated 66,000 injured in traffic crashes in the United States. A total of 4,653 traffic crashes each had one or more pedestrian fatalities. On average, a pedestrian was killed every 2 hours and injured every 8 minutes in traffic crashes. In 2013, 14 percent of all traffic fatalities and an estimated 3 percent of those injured in traffic crashes were pedestrians. Additional statistics on pedestrian fatalities and injuries in traffic accidents in 2013 are provided in this traffic safety fact sheet. Additional information includes: environmental characteristics, time of day and day of week, age, gender, alcohol, vehicle type and impact point, fatalities by state, and fatalities by city. KW - Age KW - Alcohol use KW - Crash injuries KW - Fatalities KW - Gender KW - Pedestrian-vehicle crashes KW - Periods of the day KW - Traffic crashes KW - Trend (Statistics) KW - United States UR - http://www-nrd.nhtsa.dot.gov/Pubs/812124.pdf UR - https://trid.trb.org/view/1345731 ER - TY - RPRT AN - 01557020 AU - Wang, Kelvin C P AU - Li, Joshua Q AU - Chen, Cheng AU - Oklahoma State University, Stillwater AU - Louisiana Department of Transportation and Development AU - Louisiana Transportation Research Center AU - Federal Highway Administration TI - Traffic and Data Preparation for AASHTO DARWin-ME Analysis and Design PY - 2015/02//Final Report SP - 93p AB - Pavement Mechanistic Empirical (ME) Design (MEPDG/DARWin-ME) is a significant advancement in pavement design, but requires much more inputs from various sources. Through the transportation pooled fund study TPF-5(242), a full-production software Prep-ME with comprehensive database features has been developed to assist state departments of transportation (DOTs) in data preparation and improve the management and workflow of Pavement ME Design input data. Prep-ME is capable of pre-processing, importing, checking the quality of raw Weigh-In-Motion (WIM) traffic data, and generating three levels of traffic data inputs with in-built clustering analysis methods for Pavement ME Design. A number of additional modules in Prep-ME may be useful to any highway agency, including those for climate, materials and Falling Weight Deflectometer (FWD). The ultimate goal of Prep-ME is to be the companion tool that can seamlessly communicate with Pavement ME Design in a full production environment for the local calibration and implementation. This tool can be used by pavement design engineers to prepare input for Pavement ME Design, but also traffic engineers to collect better traffic data and manage those data for other applications. In addition, the 1-mm 3D laser imaging PaveVision3D Ultra technology developed by the research team has been demonstrated for the potential use of calibrating Pavement ME Design. KW - Cluster analysis KW - DARWin-ME (Computer program) KW - Databases KW - Information processing KW - Mechanistic-empirical pavement design KW - Software KW - State departments of transportation KW - Traffic data UR - http://www.ltrc.lsu.edu/pdf/2015/FR_538.pdf UR - https://trid.trb.org/view/1345766 ER - TY - RPRT AN - 01556735 AU - Fan, Chunlei AU - Clark, Kelton L AU - Morgan State University AU - Maryland State Highway Administration AU - National Transportation Center AU - Research and Innovative Technology Administration TI - Evaluation Of Waste Concrete Road Materials For Use In Oyster Aquaculture – Field Test PY - 2015/02//Final Report SP - 39p AB - The overall objective of this study was to determine the suitability of recycled concrete aggregate (RCA) from road projects as bottom conditioning material for on-bottom oyster aquaculture in the Chesapeake Bay. During this Phase of the study, the research team placed RCA on test plots in the Chesapeake Bay to evaluate the impact on the benthic community. Miniature oyster reefs were also built to determine potential impacts or disruptions of RCA on the use of traditional harvesting gear. The results of this project showed that (1) There was no significant difference between substrate type (RCA, oyster shell) on benthic community structure, oyster recruitment, and the abundance and size distribution of key faunal species, demonstrating that RCA, as an alternative material, was generally similar to natural oyster shell with regard to ecosystem services provided, and (2) RCA makes a suitable substrate for supporting oysters for aquaculture operations but would require a veneer of old shell to be placed on top so as not to introduce additional weight to the catch when using shaft tongs. KW - Aquatic life KW - Chesapeake Bay KW - Environmental impacts KW - Evaluation KW - Field tests KW - Recycled materials KW - Substrates (Waterways) UR - http://www.roads.maryland.gov/OPR_Research/MD-15-SHA-MSU-3-12_Waste-Concrete-for-Oyster-Aquaculture-Phase-II_Report.pdf UR - http://ntl.bts.gov/lib/54000/54700/54757/MD-15-SHA-MSU-3-12Final.pdf UR - https://trid.trb.org/view/1345499 ER - TY - RPRT AN - 01556734 AU - Sheppard, D Max AU - Dompe, Philip E AU - Gosselin, Mark S AU - Demir, Hȕseyin AU - Ocean Engineering Associates, Incorporated AU - Louisiana Transportation Research Center AU - Louisiana Department of Transportation AU - Federal Highway Administration TI - Development of Wave and Surge Atlas for the Design and Protection of Coastal Bridges in South Louisiana PY - 2015/02//Final Report SP - 260p AB - This report summarizes the work performed by Ocean Engineering Associates, Inc. (OEA), a division of INTERA Inc. (OEA/INTERA), for Louisiana Department of Transportation and Development (DOTD) on (1) the development of a Wave and Surge Atlas for coastal Louisiana and (2) the determination of the vulnerability of selected DOTD coastal bridges to design storm surge and wave loads. In this study, the bridge is considered to be vulnerable if the surge/wave forces and moments (with the appropriate load factors) exceed the resistive forces and moments created by the dead weight of the superstructure for any of the spans. A Level III storm surge/wave analysis was performed to provide the design water level and wave parameters needed to compute the loads. This analysis entailed (1) the hindcasting of 50 of the most severe tropical storms and hurricanes that have affected Louisiana coastal waters over the past 160 years, and (2) performing extreme value analyses on water elevation and wave heights throughout the area covered by the model to obtain 100-year design met/ocean conditions. To increase the data set for the extreme value analyses, a select number of the hindcasted storm paths were shifted to the right and left of the actual path and the modified-path storms hindcasted. This resulted in 124 hindcasts to perform. The results from the extreme value analyses were used to create a Wave and Surge Atlas. The atlas is presented in a geographic information system (GIS) database for ease of access and use. The information in the GIS database has many applications beyond that of providing the conditions needed for computation of surge/wave loads on the bridge superstructures. KW - Analysis KW - Bearing capacity KW - Bridges KW - Coasts KW - Geographic information systems KW - Hurricanes KW - Louisiana KW - Storm surges KW - Water waves KW - Wave height UR - http://www.ltrc.lsu.edu/pdf/2015/FR_528.pdf UR - https://trid.trb.org/view/1345486 ER - TY - SER AN - 01556733 JO - Civil Engineering Studies, Illinois Center for Transportation Series PB - University of Illinois, Urbana-Champaign AU - Mahmoud, Enad AU - Perales, Gabriela AU - University of Texas - Pan American AU - Illinois Department of Transportation AU - Federal Highway Administration TI - Investigation of Relationships between AIMS Shape Properties and VST Friction Values PY - 2015/02 IS - 15-006 SP - 47p AB - A thorough analysis was conducted for Aggregate Imaging System (AIMS) shape properties measured for virgin aggregates, aggregates polished in the Micro-Deval (MD) for 105 and 210 minutes, and variable speed test (VST) friction samples. Excellent repeatability of AIMS angularity and texture measurements was observed. Investigating the relationships between AIMS-MD angularity and texture, a strong relationship was found between VST friction values and AIMS after Micro-Deval 105 minutes (AMD-105) angularity and a combined angularity and texture of AIMS measurements also for AMD-105. This indicates that VST friction values are a function of both texture and angularity. Furthermore, the strong correlation between AIMS AMD-105 texture and the surface texture of VST friction samples indicated that MD is a viable option for replacing VST as a polishing mechanism and that current VST procedure might not be long enough to achieve terminal texture. Further analysis indicated that AIMS AMD-105 shape properties could potentially replace AMD- 210 for selecting and ranking aggregates for friction properties. However, the recommendation is to keep testing at both polishing intervals. Finally, clustering analysis was conducted to obtain threshold for classifying aggregate angularity and texture into acceptable and non-acceptable zones (i.e., defining the criteria for qualifying aggregates for friction purposes). In this study, two types of clustering were used: two-step cluster analysis and the K-means cluster analysis. The final outcome of this analysis was that an aggregate source with texture AMD-105 >140 and angularity AMD-105 >1240 is recommended for friction purposes. KW - Aggregates KW - Angularity KW - Cluster analysis KW - Friction KW - Micro-Deval KW - Polishing (Aggregates) KW - Texture UR - https://apps.ict.illinois.edu/projects/getfile.asp?id=3415 UR - https://trid.trb.org/view/1345508 ER - TY - SER AN - 01556725 JO - Civil Engineering Studies, Illinois Center for Transportation Series PB - University of Illinois, Urbana-Champaign AU - Matthews, Jeffrey W AU - Pociask, Geoffrey E AU - University of Illinois, Urbana-Champaign AU - Illinois Department of Transportation AU - Federal Highway Administration TI - Tree Establishment in Response to Hydrology at IDOT Wetland Mitigation Sites PY - 2015/02 IS - 15-005 SP - 36p AB - The Illinois Department of Transportation (IDOT) has compensated for unavoidable impacts to wetlands in transportation project corridors by restoring and creating wetlands throughout Illinois. As part of the IDOT Wetlands Program, monitoring of performance measures is conducted by the Illinois Natural History Survey (INHS) and the Illinois State Geological Survey (ISGS). The goals of this research were to determine the effect of flood events on the establishment of planted and naturally recruiting trees in IDOT mitigation wetlands and to make specific recommendations for tree planting and the establishment of mitigation performance standards. The authors compiled and analyzed existing data from INHS and ISGS monitoring reports and conducted additional field surveys to determine long‐term planted tree survival and assess natural tree recruitment. Based on the compilation of data from INHS wetland monitoring reports, the authors determined that the number of planted trees alive at mitigation wetlands by the end of mitigation monitoring was, on average, 57% the number of trees planted originally. The authors revisited ten older mitigation wetlands in 2014 and recounted surviving planted trees, and found that survival rate continued to decline beyond site monitoring periods. Tree mortality was clearly related to site exposure to flood disturbance during individual years, through the end of site monitoring, and beyond site monitoring periods. Depth and duration of inundation were more important than flood frequency in determining tree survival. Natural colonization greatly exceeded planting in terms of both stem density and basal area. However, natural colonization was not clearly related to site flood exposure. In sites that are exposed to long‐duration or deep flooding, planted tree survival is likely to be low regardless of species planted or the degree of on‐site management of plantings. The authors recommend that realistically attainable mitigation performance standards be developed on a site‐specific basis, considering the likely hydrologic regime of the site. In some situations, faster‐growing species provide tangible environmental benefits. In addition, natural tree colonization can supplement planting, even in sites where planted hard mast species are unlikely to persist. KW - Field studies KW - Floods KW - Hydrology KW - Illinois KW - Trees KW - Wetlands UR - https://apps.ict.illinois.edu/projects/getfile.asp?id=3408 UR - https://trid.trb.org/view/1345507 ER - TY - RPRT AN - 01556723 AU - Olsen, Michael J AU - Ashford, Scott A AU - Mahlingam, Rubini AU - Sharifi-Mood, Mahyar AU - O'Banion, Matt AU - Gillins, Daniel T AU - Oregon State University, Corvallis AU - Oregon Department of Transportation AU - Federal Highway Administration TI - Impacts of Potential Seismic Landslides on Lifeline Corridors PY - 2015/02//Final Report SP - 238p AB - This report presents a fully probabilistic method for regional seismically induced landslide hazard analysis and mapping. The method considers the most current predictions for strong ground motions and seismic sources through use of the U.S. Geological Survey (U.S.G.S.) seismic hazard curves in conjunction with topographic, geologic, and other geospatial information. Probabilistic landslide triggering analysis is performed based on Newmark’s sliding block theory. Because strength parameters are difficult to obtain in detail for a large regional area, friction angles for each lithological unit are estimated from histograms of the terrain slope at locations of previously mapped landslides within the unit. Afterwards, empirical models are used to predict the probability of a landslide triggering and the probability of horizontal displacement from a landslide exceeding specific thresholds (i.e., 0.1, 0.3, 1.0 m) relevant to engineering and planning purposes. The probabilistic landslide-triggering map is evaluated by comparing its predictions with previously mapped landslides from the Statewide Landslide Inventory Database of Oregon (SLIDO). Over 99.8% of the landslides in SLIDO are located in areas mapped with very high probability (i.e., 80-100%) of a landslide triggering. The created landslide hazard maps are suitable for regional resilience and planning studies by various agencies, as well as integration with maps of other types of hazards for probabilistic-based multi-hazard calculations and risk assessment. The maps should not be used in place of site-specific analyses, but may be used to prioritize where site-specific analyses and new geotechnical investigations are most needed. Finally, the maps can be used to identify which sections of the highway corridors would likely be least affected by landslides, enabling it to serve as a lifeline route. KW - Forecasting KW - Highway corridors KW - Landslides KW - Lifelines KW - Mapping KW - Maps KW - Oregon KW - Risk assessment KW - Seismicity UR - http://www.oregon.gov/ODOT/TD/TP_RES/ResearchReports/SPR740SeismicLandslides.pdf UR - https://trid.trb.org/view/1345501 ER - TY - RPRT AN - 01556721 AU - Miller, Christopher M AU - Custer, Philip B AU - Donnelly, Shanon AU - Kennedy, Marla J AU - University of Akron AU - Ohio Department of Transportation AU - Federal Highway Administration TI - Evaluation of Box Culvert Maintenance Methods PY - 2015/02//Final Report SP - 145p AB - Traditional methods, such as using a vactor truck, for clearing culverts greater than 48 inches of debris and accumulated sediment may be inefficient and costly. A survey of states outside of Ohio has shown several regularly use remote controlled equipment for cleaning large culverts. A MicroTraxx MT 3234 was purchased from Rohmac, Inc. and evaluated on culverts in Ohio over the months of July and August of 2014. Performance statistics show that the MicroTraxx unit cleared culverts as fast as traditional methods using half as many man-hours. An analysis of the Ohio culvert database shows that close to 8,600 culverts across the state can be accessed by the MicroTraxx MT 3234 unit and could provide Ohio Department of Transportation (ODOT) cost savings in the future if the MicroTraxx were deployed for this purpose. KW - Box culverts KW - Evaluation KW - Maintenance KW - Maintenance equipment KW - Ohio KW - Performance UR - http://www.dot.state.oh.us/Divisions/Planning/SPR/Research/reportsandplans/Reports/2015/Maintenance/134839_FR.pdf UR - https://trid.trb.org/view/1345490 ER - TY - RPRT AN - 01556717 AU - Gambatese, John A AU - Zhang, Fan AU - Oregon State University, Corvallis AU - Oregon Department of Transportation AU - Federal Highway Administration TI - Safe and Effective Speed Reductions for Freeway Work Zones Phase 3 PY - 2015/02//Final Report SP - 49p AB - Freeway pavement preservation projects typically require construction workers to conduct their work in close proximity to ongoing traffic and often reduce traffic flow to a single lane while work is undertaken in an adjacent lane. During the lane closures, the paving operations place workers on the roadway within a protected work zone. The Oregon Department of Transportation (ODOT) conducted a research study to investigate the impact of 35mph advisory signs, located periodically in the work zone, on vehicle speeds within highway paving project work zones. The research study, which follows two similar studies that addressed other traffic control devices (SPR-751 and SPR-769), centered around one case study on a multi-lane paving project in Oregon. On the case study, the researchers implemented the 35mph advisory signs along with other traffic control devices (“Speed 50” signs with radar speed display, and Portable changeable message signs (PCMS) signs on rollers) and evaluated the impact of the 35mph signs on vehicle speed and speed variability. The research findings indicate that using the 35mph signs leads to lower vehicle speeds within the work zone. The reduction in speed is greater for passenger cars than for trucks. Use of 35mph advisory signs in future ODOT work zones is recommended to help reduce vehicle speeds through the work zones. KW - Case studies KW - Freeways KW - Lane closure KW - Oregon KW - Speed limits KW - Speed signs KW - Traffic control devices KW - Traffic speed KW - Work zone traffic control UR - http://www.oregon.gov/ODOT/TD/TP_RES/ResearchReports/SPR302_SpeedReduction_Phase3.pdf UR - https://trid.trb.org/view/1345488 ER - TY - RPRT AN - 01556489 AU - Keren, Nir AU - Iowa State University, Ames AU - Midwest Transportation Center AU - Department of Transportation TI - Proof of Concept: Examining Characteristics of Roadway Infrastructure in Various 3D Visualization Modes PY - 2015/02//Final Report SP - 19p AB - Utilizing enhanced visualization in transportation planning and design gained popularity in the last decade. This work is aimed at demonstrating the concept of utilizing a highly immersive, virtual reality simulation engine for creating dynamic, interactive, full-scale, three-dimensional (3D) models of highway infrastructure. For this project, the highway infrastructure element chosen was a two-way, stop-controlled intersection (TWSCI). VirtuTrace, a virtual reality simulation engine developed by the principal investigator, was used to construct the dynamic 3D model of the TWSCI. The model was implemented in C6, which is Iowa State University’s Cave Automatic Virtual Environment (CAVE). Representatives from the Institute of Transportation at Iowa State University, as well as representatives from the Iowa Department of Transportation, experienced the simulated TWSCI. The two teams identified verbally the significant potential that the approach introduces for the application of next-generation simulated environments to road design and safety evaluation. KW - Highways KW - Infrastructure KW - Intersections KW - Mathematical models KW - Simulation KW - Virtual reality UR - http://lib.dr.iastate.edu/intrans_reports/107 UR - http://www.intrans.iastate.edu/research/documents/research-reports/roadway_infrastructure_3D_visualization_w_cvr.pdf UR - https://trid.trb.org/view/1344400 ER - TY - RPRT AN - 01556467 AU - Ellis, Wendy AU - Tremblay, Jason AU - Sanborn, Devon AU - Colgrove, George W AU - Ahearn, William E AU - Vermont Agency of Transportation AU - Federal Highway Administration TI - Assessment of Design Parameters and Construction Requirements for Full Depth Reclamation Projects with Cement PY - 2015/02//Final Report SP - 55p AB - The ability to efficiently rehabilitate and maintain the State of Vermont’s Highway infrastructure in a cost-effective manner is a daunting task. Historically, pavement overlay treatments were specified because it was a rapid low cost solution to poor ride conditions. While effective at correcting surface defects, thin overlays are unable to address inadequate road base strength and thicker overlays are cost prohibitive. The Agency of Transportation (VTrans) has employed a reclaimed stabilized base method to add strength to the highway base as a cost effective approach to highway rehabilitation. The Agency has a growing interest in using non-destructive evaluation (NDE) methods as a means to evaluate the quality of the reclaiming process. NDE can also provide a more rapid test result depending on the technology applied. The results of this research have shown that the Clegg Impact Soil Tester (CIST) proved to be a reliable means to test the quality of the reclaimed stabilized base quickly without causing damage. The other non-destructive testing methods utilized also proved to have value in certain circumstances. Where the Agency has used cores to test for the compressive strength of the subbase material, the quality of the coring can be poor, providing a wide variation with the testing results. The testing results obtained from the non-destructive methods used in this research proved to have less variation than that of the cores. KW - Alternatives analysis KW - Base course (Pavements) KW - Cement KW - Full-depth reclamation KW - Nondestructive tests KW - Pavement design KW - Pavement maintenance KW - Soil tests KW - Vermont UR - http://vtransplanning.vermont.gov/sites/aot_policy/files/documents/planning/2015%20-%2005%20Assessment%20of%20Design%20Parameters%20and%20Construction%20Requirements.pdf UR - https://trid.trb.org/view/1344649 ER - TY - SER AN - 01555799 JO - Traffic Safety Facts - Research Note PB - National Highway Traffic Safety Administration AU - Compton, Richard P AU - Berning, Amy TI - Drug and Alcohol Crash Risk PY - 2015/02 SP - 11p AB - The case control crash risk study reported here is the first large-scale study in the United States to include drugs other than alcohol. It was designed to estimate the risk associated with alcohol- and drug-positive driving. Virginia Beach, Virginia, was selected for this study. Data were collected from more than 3,000 crash-involved drivers and 6,000 control drivers (not involved in crashes). Breath alcohol measurements were obtained from a total of 10,221 drivers, oral fluid samples from 9,285 drivers, and blood samples from 1,764 drivers. Research teams responded to crashes 24 hours a day, 7 days a week over a 20-month period. In order to maximize comparability, efforts were made to match control drivers to each crash-involved driver. One week after a driver involved in a crash provided data for the study, control drivers were selected at the same location, day of week, time of day, and direction of travel as the original crash. This allowed a comparison to be made between use of alcohol and other drugs by drivers involved in a crash with drivers not in a crash, resulting in an estimation of the relative risk of crash involvement associated with alcohol or drug use. In this study, the term marijuana is used to refer to drivers who tested positive for delta-9-tetrahydrocannabinal (THC). THC is associated with the psychoactive effects of ingesting marijuana. Drivers who tested positive for inactive cannabinoids were not considered positive for marijuana. This study of crash risk found a statistically significant increase in unadjusted crash risk for drivers who tested positive for use of illegal drugs (1.21 times), and THC specifically (1.25 times). However, analyses incorporating adjustments for age, gender, ethnicity, and alcohol concentration level did not show a significant increase in levels of crash risk associated with the presence of drugs. This finding indicates that these other variables (age, gender ethnicity and alcohol use) were highly correlated with drug use and account for much of the increased risk associated with the use of illegal drugs and with THC. This study found a statistically significant association between driver alcohol level and crash risk both before and after adjustment for demographic factors. KW - Crash risk forecasting KW - Drugged drivers KW - Drunk driving KW - Marijuana KW - United States KW - Virginia Beach (Virginia) UR - http://www.nhtsa.gov/staticfiles/nti/pdf/812117-Drug_and_Alcohol_Crash_Risk.pdf UR - https://trid.trb.org/view/1343066 ER - TY - SER AN - 01555797 JO - Traffic Safety Facts - Research Note PB - National Highway Traffic Safety Administration AU - Berning, Amy AU - Compton, Richard AU - Wochinger, Kathryn TI - Results of the 2013–2014 National Roadside Survey of Alcohol and Drug Use by Drivers PY - 2015/02 SP - 5p AB - Over the last four decades, the National Highway Traffic Safety Administration (NHTSA) and/or the Insurance Institute for Highway Safety (IIHS) conducted four national surveys to estimate the prevalence of drinking and driving in the United States. The first National Roadside Survey (NRS) was conducted in 1973, followed by national surveys of drivers in 1986, 1996, 2007, and now 2013–2014. These surveys used a stratified random sample of weekend nighttime drivers in the contiguous 48 States and collected data directly from drivers on the road. The 2007 NRS added procedures to the NRS for the first time to estimate the use by drivers of other potentially impairing drugs. Prior roadside surveys had only collected breath samples to determine breath alcohol concentration (BrAC). Due to developments in analytical toxicology, NHTSA determined it would be feasible in the 2007 and 2013–2014 surveys to determine driver use of a variety of potentially impairing drugs including illegal drugs as well as legal medications. In 2013–2014, NHTSA conducted the most recent National Roadside Survey of Alcohol and Drug Use by Drivers. This voluntary and anonymous study is the second to collect data on drug use, presenting the first opportunity to examine drug use trends on a national scale. The 2013–2014 NRS was designed to produce national estimates of alcohol and drug use by weekday daytime and weekend nighttime drivers. Thus, the use rates presented here are national prevalence rates calculated from the percentage of drivers using alcohol or drugs and adjusted with an appropriate weighting scheme. KW - Daylight KW - Drugged drivers KW - Drunk driving KW - National Roadside Survey KW - Night KW - Trend (Statistics) KW - United States KW - Weekdays KW - Weekends UR - http://www.nhtsa.gov/staticfiles/nti/pdf/812118-Roadside_Survey_2014.pdf UR - https://trid.trb.org/view/1343065 ER - TY - RPRT AN - 01555796 AU - Raslear, Thomas G AU - Federal Railroad Administration AU - Federal Railroad Administration TI - Using Signal Detection Theory to Understand Grade Crossing Warning Time and Motorist Stopping Behavior PY - 2015/02//Technical Report SP - 30p AB - Motorist error or poor judgment is a significant causal factor in highway-rail grade crossing collisions. Crashes at grade crossings equipped with warning devices often involve motorists who drive around gates or across railroad tracks while flashing lights are warning them that a train is approaching. This noncompliant behavior may be due to the motorists’ expectations of train arrival time following activation of gates and lights as well as the overall duration of the warning. Because warning times are variable, it is uncertain whether the mean warning duration, the variability of the warning’s duration, or both are influencing motorists’ decisions to disregard the warnings. As a result, signal detection theory was used to model motorists’ stopping behavior at active grade crossings. The key factor in predicting motorist stopping behavior is treating the subjective probability that a train is in the grade crossing as a function of the expected arrival time of the train and this was modeled with Gaussian, Chi-squared and Poisson probability distributions. The probability of stopping predicted from each probability distribution was compared with data collected by Richards and Heathington (1990). The Gaussian model provided the best fit to the data and indicated that warning time variability is the most important factor affecting motorist stopping behavior. Additional data collection to confirm and refine the model is discussed. A theory of motorist behavior at grade crossings, such as signal detection theory, provides a means to critically examine inchoate hypotheses so that they can be more formally stated and vigorously tested. This theory should continue to be developed for evaluating motorist behavior at grade crossings. KW - Behavior KW - Compliance KW - Drivers KW - Grade crossing protection systems KW - Railroad grade crossings KW - Signal detection theory KW - Warning time UR - http://www.fra.dot.gov/Elib/Document/14350 UR - https://trid.trb.org/view/1342950 ER - TY - RPRT AN - 01555763 AU - Turkan, Yelda AU - Laflamme, Simon AU - Al-Shalabi, Firas AU - Iowa State University, Ames AU - Mid-America Transportation Center AU - Research and Innovative Technology Administration TI - Digital Documentation of Element Condition for Bridge Evaluation PY - 2015/02//Final Report SP - 156p AB - Bridge condition inspection data provide critical and rich information for assessing structural condition. Currently, the majority of bridge inspection methods use printed checklists, and their interpretation is labor intensive, subject to personal judgment, and prone to error. To realize the full benefits of bridge inspections, there is a need to automate the data management process. This research project implemented Bridge Information Modeling (BrIM) technology for bridge inspections and compared it to the conventional approach of paper checklists. This environment combines a 3D representation of the infrastructure, and allows the integration of inspection data, such as the presence of damages, types of damages, severity, localization and previous maintenance decisions. In this report, BrIM acronym is used to refer to the database that integrates a 3D bridge model and bridge element condition data. In order to validate this approach, 2D drawings and previous inspection and maintenance data of two bridges located in Ames, Iowa were obtained and modeled using Revit software. Both models were then synced using cloud based solutions so that they could be accessed from tablet computers on-site. Then, the BrIM based inspection methodology was tested with Iowa Department of Transportation (Iowa DOT) engineers and bridge inspectors, who confirmed that BrIM would be beneficial to automatically query, sort, evaluate and send information to decision makers. Furthermore, a web-based survey with several DOT engineers and bridge inspectors was conducted regarding possible expected benefits of using 3D BrIM based solutions for inspections. It is concluded that this methodology has the potential to substantially improve bridge assessment and maintenance operations, which would result in time and cost savings associated with bridge inspection and assessment, as well as improved structural resiliency as a result of more effective and comprehensive bridge management means. KW - Ames (Iowa) KW - Bridge management systems KW - Bridges KW - Cloud computing KW - Condition surveys KW - Data collection KW - Databases KW - Inspection KW - Structural analysis KW - Surveys UR - http://www.intrans.iastate.edu/research/documents/research-reports/digital_doc_of_bridge_element_condition_w_cvr.pdf UR - https://trid.trb.org/view/1344390 ER - TY - RPRT AN - 01555757 AU - Maser, Ken AU - Carmichael, Adam AU - Infrasense, Incorporated AU - Washington State Department of Transportation AU - Federal Highway Administration TI - Ground Penetrating Radar Evaluation of New Pavement Density PY - 2015/02//Final Report SP - 20p AB - The objective of this project was to map pavement surface density variations using dielectric measurements from ground penetrating radar (GPR). The work was carried out as part of an Asphalt Intelligent Compaction demonstration project on SR 539 in Lynden, Washington. This demonstration was part of a larger Washington State Department of Transportation (WSDOT) project entitled, "Lynden-Aldergrove Port of Entry Improvements." The research found that comparing the GPR dielectrics and core air void data showed no significant correlation. It was speculated this lack of correlation could be due to a density gradient within the 4-inch asphalt depth, and the fact that the GPR equipment only captures the properties of the top 1-1.5 inches. By focusing on the thinnest asphalt sections, the correlation was significantly improved, with an R² of 0.77. KW - Air voids KW - Asphalt pavements KW - Density KW - Dielectric properties KW - Ground penetrating radar KW - Washington (State) UR - http://www.wsdot.wa.gov/research/reports/fullreports/839.1.pdf UR - https://trid.trb.org/view/1344398 ER - TY - SER AN - 01555384 JO - LTPP TechBrief PB - Federal Highway Administration TI - Evaluation of LTPP Climatic Data for Use in Mechanistic-Empirical Pavement Design Guide (MEPDG) Calibration and Other Pavement Analysis PY - 2015/02 SP - 8p AB - This TechBrief describes evaluating the use of the Modern-Era Retrospective Analysis for Research and Applications (MERRA) product as an alternative climatic data source for the Mechanistic-Empirical Pavement Design Guide (MEPDG) and other transportation infrastructure applications. The research was conducted from 2011 to 2014. KW - Long-Term Pavement Performance Program KW - Alternatives analysis KW - Calibration KW - Climate KW - Data collection KW - Mechanistic-Empirical Pavement Design Guide KW - Modern Era Retrospective-Analysis for Research and Application (MERRA) KW - Pavement design KW - Pavement performance UR - http://www.fhwa.dot.gov/publications/research/infrastructure/pavements/ltpp/15026/15026.pdf UR - https://trid.trb.org/view/1344149 ER - TY - SER AN - 01554243 JO - Traffic Safety Facts - Research Note PB - National Highway Traffic Safety Administration AU - Pickrell, Timothy M AU - Choi, Eun-Ha TI - Seat Belt Use in 2014—Overall Results PY - 2015/02 SP - 4p AB - Seat belt use in 2014 remained at 87 percent, unchanged from 2013. This result is from the National Occupant Protection Use Survey (NOPUS), which is the only survey that provides nationwide probability-based observed data on seat belt use in the United States. The NOPUS is conducted annually by the National Center for Statistics and Analysis of the National Highway Traffic Safety Administration. Seat belt use has shown an increasing trend since 1995, accompanied by a steady decline in the percentage of unrestrained passenger vehicle occupant fatalities during daytime. The 2014 survey also found the following: Seat belt use for occupants in the West is higher than in the other regions, Northeast, Midwest, and South in 2014; Seat belt use continued to be higher in the States in which vehicle occupants can be pulled over solely for not using seat belts (“primary law States”) as compared with the States with weaker enforcement laws (“secondary law States”) or without seat belt laws; and Seat belt use for occupants in moderately dense traffic decreased significantly from 86 percent in 2013 to 84 percent in 2014. KW - Fatalities KW - National Occupant Protection Use Survey (NOPUS) KW - Regions KW - Seat belt use KW - State laws KW - Trend (Statistics) KW - United States UR - http://www-nrd.nhtsa.dot.gov/Pubs/812113.pdf UR - https://trid.trb.org/view/1343904 ER - TY - RPRT AN - 01599254 AU - Andrawes, Bassem O AU - Edwards, J Riley AU - National University Rail Center (NURail) AU - Research and Innovative Technology Administration TI - Development of a 3D FEM Model for Concrete Tie and Fastening Systems PY - 2015/01/31/Final Report SP - 26p AB - This project conducted detailed finite element (FE) modeling of the concrete crosstie and fastening system to better understand the mechanisms through which loads transfer within various track components in the lateral direction. This was completed by quantifying the following important design and performance parameters: (1) What are the loading demands that originate at the wheel-rail interface? (2) How is the load transferred to the individual track superstructure components? (3) What is the lateral load path within the track system? In the initial stage of this project, critical input and output parameters that serve as guidelines for FE analysis were determined based on existing literature and experience from within the railroad industry. Laboratory and field instrumentation techniques were designed to extract measurements of the critical outputs in the laboratory and field environment, and the FE model was employed to predict responses of the track system. After the collection of test data, the FE modeling predictions were compared with the experimental data to verify the assumptions and simplifications included in the model. To improve the credibility of the FE models, the model validation was conducted in a hierarchical fashion based on experiments at different levels. After the validation of models, parametric studies based on the critical inputs and outputs were conducted. In this process the correlation between inputs and outputs were evaluated, and possible alternatives to the current design of concrete crossties and fastening systems were compared. The results of the parametric analyses serve as the basis for the proposed mechanistic design approach. KW - Fastenings KW - Finite element method KW - Load transfer KW - Mathematical models KW - Parametric analysis KW - Railroad ties KW - Rolling contact KW - Track components UR - http://www.nurailcenter.org/research/final_reports/UIUC/NURail2012-UIUC-R04_NURail_Final_Report1.pdf UR - http://ntl.bts.gov/lib/59000/59200/59296/NURail2012-UIUC-R04_NURail_Final_Report1.pdf UR - https://trid.trb.org/view/1405075 ER - TY - RPRT AN - 01560085 AU - Lyons, William AU - Andrew, James AU - Nash, Logan AU - Volpe National Transportation Systems Center AU - Federal Highway Administration TI - Performance-Based Planning for Small Metropolitan Areas PY - 2015/01/31/Final Report SP - 52p AB - This report provides insights on effective practices in performance based planning by Metropolitan Planning Organizations (MPOs) that plan for Urbanized Areas with populations less than 200,000. It references existing best practices research on performance based planning for MPOs in general, and presents key themes from interviews with small MPOs and Department of Transportation (DOT) partners across the country that are engaged with metropolitan performance based planning in varying ways. Finally, the report includes two case studies of small MPOs that are currently leaders in implementing performance based planning. KW - Best practices KW - Case studies KW - Charlottesville (Virginia) KW - Chittenden County (Vermont) KW - Metropolitan areas KW - Metropolitan planning organizations KW - Performance based planning KW - Transportation planning UR - http://ntl.bts.gov/lib/54000/54500/54586/fhwahep15015.pdf UR - https://trid.trb.org/view/1344666 ER - TY - ABST AN - 01587294 TI - Alternative Aviation Fuels Fire Safety AB - United States (US) firefighters were challenged with the introduction E85 fuels in 2008 as a large number of material and tactical changes were necessary by the fire service to ensure that interactions with synthetic fuel combustion and typical firefighting foams did not lead to dangerous situations for firefighters. The variety of drop-in aviation fuel blends with synthetic pathways introduces significant opportunity for similar differences negatively impacting the safety of the public and first responders. The Federal Aviation Administration Aircraft Rescue and Fire Fighting (FAA ARFF), due to the nature of short time and extreme urgency of effective response to preserve lives, will require characterization of the response challenges and training to provide incident commanders with awareness of the changes needed to make timely, effective and safe adjustments to tactical response. Recent advancements in alternative jet fuels and unleaded aviation gasoline replacement candidates have brought to our attention the need to investigate the efficiency of currently utilized fire extinguishing agents at the airports and aircraft. Firefighting foam has been the most commonly used extinguishing medium in the past years. Still, there are multiple varieties in the types of concentrates applied as well as the standards by which the foams get approved. International Civil Aviation Organization (ICAO), United Kingdom Civil Aviation Authority (CAA), FAA (Mil-F-24385), and Environmental Protection Agency (EPA) all have their test protocols for evaluating the capability of these foams. This results in multiple issues with technical variations. Thus, there is a need for evaluating the current certification protocols and specifications to alleviate compatibility concerns. The situation is further complicated by the recently approved alternative aviation fuels as the chemical differences are expected to impact the foams’ firefighting properties. With FAA’s goal of “1 billion gallons of sustainable drop-in jet fuel per year by 2018” in mind, Purdue research team will tackle this imminent challenge. The research will be executed concurrently between three teams of researchers. Dr. Kilaz’s team will be responsible for analyzing the alternative fuels (gas turbine and piston engine) to determine the chemical and physical properties that affect the performance and burn characteristics. The focus of the second team of researchers led by Dr. Qiao will be to determine the flammability limits, minimum ignition energy, and rate of fire spread of traditional and alternative aviation fuels. These properties are critical for fire safety predictions of fuels in ground handling and flight storage. Dr. Gore and Dr. Lucht will lead the third portion of this investigation towards developing an experimental fire facility at Purdue University which is capable of studying aviation fuels fire safety under a broad range of environmental conditions including ambient temperature, humidity, wind speeds and wind directions. KW - Alternate fuels KW - Aviation fuels KW - Aviation safety KW - Civil aviation KW - Fire fighting KW - Fire prevention KW - Flammability KW - Foams KW - Jet engine fuels KW - Synthetic fuels UR - https://www.pegasas.aero/projects.php?p=22 UR - https://trid.trb.org/view/1392188 ER - TY - RPRT AN - 01558266 AU - Chimka, Justin R AU - Maritime Transportation Research and Education Center (MarTREC) AU - Research and Innovative Technology Administration TI - Multimodal Transport and TransLoad Facilities in Arkansas PY - 2015/01/30/Final Research Report SP - 14p AB - National Priorities consist of “building a clean and efficient 21st century transportation sector,” and Multimodal Transportation is one of five Transportation System Efficiency strategies at the US Department of Energy. However, additional Multimodal Transport may require added TransLoad Facilities where freight is moved from truck to railcar or vice versa. Greater than 550 short line and regional railroads operating in 49 states account for almost 30% of the US rail network. These small businesses compete and cooperate with trucking interests to cost-efficiently connect local economies with the larger Class I railroad system. With three Class I railroads and 24 short lines in Arkansas it may be poised to ease State highway congestion, safeguard the environment, and support local economies by adding TransLoad Facilities. KW - Arkansas KW - Intermodal facilities KW - Multimodal transportation KW - Transportation planning UR - http://martrec.uark.edu/reports/multimodal-transport-and-transload-facilities-in-arkansas.pdf UR - https://trid.trb.org/view/1347060 ER - TY - RPRT AN - 01597416 AU - Osei-Asamoah, Abigail AU - Jackson, Eric AU - University of Connecticut, Storrs AU - Connecticut Department of Transportation AU - Federal Highway Administration TI - Development of the ConnDOT Horizontal Curve Classification Software- Phase II PY - 2015/01/28/Final Report SP - 50p AB - Horizontal curves are an integral part of roadway design; they provide a transition between tangents on a roadway. While many types of horizontal curves can be used in the geometric design of a roadway, simple circular curves are typically used. Other curve types that can be used include compound and spiral curves. The development of a quick, reliable, and efficient method for identification of horizontal curves and extraction of their geometric parameters from road inventory data is of immense benefit to transportation agencies and traffic safety. Efficient and reliable identification of horizontal curves and extraction of geometric parameters like radius, degree of curvature, point of curvature, and point of tangency can be used by transportation agencies to set advisory speeds, perform design and safety audits, select placement of curve warning signs, and evaluate vehicle crashes that occur at or near horizontal curve locations on the roadway. Phase II of this project attempts to create a software package that can automate the process of identifying the point of curvature and point of tangency of every curve on the state network in Connecticut. Using five designed curves and the reverse run of the same stretch of roadway a software package was developed. Each curve on the state system was identified and the roadway geometry for each curve was calculated. KW - Classification KW - Connecticut KW - Data files KW - Geometry KW - Highway curves KW - Horizontal curvature KW - Software packages KW - Tangent point KW - Traffic safety UR - http://www.ct.gov/dot/lib/dot/documents/dresearch/CT-2291-F-15-3.pdf UR - https://trid.trb.org/view/1402166 ER - TY - RPRT AN - 01567375 AU - Mertz, Christoph AU - Ehrlichman, Courtney AU - Kozar, John AU - Varadharajan, Srivatsan AU - Carnegie Mellon University AU - Pennsylvania Department of Transportation AU - Federal Highway Administration TI - Road Condition Reporting PY - 2015/01/27/Final Report SP - 16p AB - This report documents the findings of the road condition reporting project where the feasibility of live reporting of the road conditions with an Android camera and computer vision algorithms was tested. An app was developed that can collect videos or images and tag them with global positioning system (GPS) and other information. During the 2013/14 snow season the system was mounted on two snow plows and data from several snow events was collected. With this data a computer vision algorithm was developed and tested that is able to detect the percentages of snow, slush or normal road in the images. From these percentages the road condition can be calculated. Overall this project demonstrated that it is feasible to develop a road condition monitoring system. KW - Cameras KW - Computer vision KW - Condition surveys KW - Feasibility analysis KW - Global Positioning System KW - Mobile applications KW - Real time information KW - Smartphones KW - Snowplows KW - Winter maintenance UR - http://www.dot7.state.pa.us/BPR_PDF_FILES/Documents/Research/Complete%20Projects/Operations/Road_Condition_Reporting_Final_Report.pdf UR - http://ntl.bts.gov/lib/55000/55100/55100/Road_Condition_Reporting_Final_Report.pdf UR - https://trid.trb.org/view/1356040 ER - TY - ABST AN - 01567099 TI - National Accessibility Evaluation AB - This project has two main objectives. First, it will create a new, national Census block-level accessibility dataset that can be used by partners in local transportation system evaluation, performance management, planning, and research efforts. Second, it will produce and publish a series of annual reports describing accessibility to jobs by driving and by transit in metropolitan areas across America. This project will create a national Census-block level dataset describing accessibility to jobs from locations across the county, updated annually. Accessibility calculations will rely on detailed travel time calculations for both driving and transit, which will be implemented using commercially-available, global positioning system (GPS) based speed measurements and published transit schedules. Each Access Across America partner will have direct digital access to the accessibility datasets covering the jurisdictions of all partners. The annual Access Across America report will provide summaries of the detailed accessibility datasets for the 50 largest metropolitan areas across America. This report will be released to national and local media outlets and supported by publicity and communications efforts. Partners will be recognized in the report for their sponsorship and support. KW - Accessibility KW - Data files KW - Evaluation KW - Highway transportation KW - Local transportation KW - Metropolitan areas KW - Public transit KW - United States UR - http://www.pooledfund.org/Details/Study/564 UR - https://trid.trb.org/view/1358883 ER - TY - ABST AN - 01566736 TI - Accelerated Performance Testing for the NCAT Pavement Test Track AB - The primary objectives of the pooled fund project described herein will be: (1) Constructing 200 ft test sections on the existing 1.7 mile National Center for Asphalt Technology (NCAT) test oval and Minnesota Department of Transportation (MnRoad) that are representative of in-service roadways on the open transportation infrastructure; (2) Applying accelerated performance truck traffic in the 2 years following construction; (3) Assessing/comparing the functional and structural field performance of trafficked sections on a regular basis via surface and subsurface measures; (4) Validating/calibrating new and existing mechanistic-empirical (M-E) approaches to pavement analysis and design using pavement surface condition, pavement load response, precise traffic and environmental logging, and cumulative damage; September 2, 2011 (5) Determining the life cycle cost of various pavement preservation alternatives in a highly controlled experiment that will provide state departments of transportation (DOTs) with the financial foundation to begin to build a decision tree for their own maintenance program. These types of programs are then refined over time using actual pavement management performance data; (6) Correlating field results with laboratory data for both mechanistic and preservation applications. Laboratory performance data that can predict preservation outcomes would provide DOTs with an additional mechanism for making rational selection decisions; and (7) Answering practical questions posed by research sponsors through formal (i.e., reports and technical papers) and informal (e.g., one-on-one responses to sponsor inquiries) technology transfer. For example, can high recycled asphalt pavement (RAP) content mixes provide the same level of performance as virgin mixes? If so, can they be used in both deep and shallow layers? Although warm mix is better for the environment, will it provide the same level of rut and moisture damage resistance as conventional mixes? KW - Life cycle costing KW - Minnesota KW - Minnesota Department of Transportation KW - National Center for Asphalt Technology KW - Pavement design KW - Pavement maintenance KW - Pavement performance KW - Preservation KW - Recycled materials KW - Test tracks KW - Truck traffic UR - http://www.pooledfund.org/Details/Study/496 UR - https://trid.trb.org/view/1358392 ER - TY - RPRT AN - 01560886 AU - Mishalani, Rabi G AU - Goel, Prem AU - Ohio State University, Columbus AU - Ohio State University, Columbus AU - NEXTRANS AU - Research and Innovative Technology Administration TI - Impact of Public Transportation Market Share and other Transportation and Environmental Policy Variables on Sustainable Transportation PY - 2015/01/21/Final Report SP - 16p AB - Policies that encourage reduced travel, such as traveling shorter distances, and increased use of more efficient transportation modes, such as public transportation and high-occupancy private automobiles, are often considered one of several possible tools aimed at improving the sustainability of transportation. This study develops a statistical model that provides an important step towards quantifying the possible benefits that could be derived from such policies in terms of potential reductions in greenhouse gas (GHG) emissions. The contributions of this study are fourfold. First, an aggregate model of urban passenger travel related CO₂ emissions in US urbanized areas that includes a rich set of explanatory variables is developed. Second, in doing so, the roles of policies aimed at improving the environment or could enhance the attitudes of travelers towards making environmentally favorable choices is captured through the use of a proxy variable. Third, the possible presence of selectivity bias resulting from the hypothesized effects of such environment enhancing policies is accounted for in the model estimation. Fourth, as a result, an improved quantification of the explanatory effects of transportation demand and supply, population density, and policy variables is arrived at. KW - Carbon dioxide KW - Environmental policy KW - Greenhouse gases KW - Market share KW - Mode choice KW - Passenger transportation KW - Pollutants KW - Statistical analysis KW - Sustainable transportation KW - United States KW - Urban areas UR - http://www.purdue.edu/discoverypark/nextrans/assets/pdfs/091OY04.pdf UR - https://trid.trb.org/view/1348927 ER - TY - RPRT AN - 01570332 AU - Jeihani, Mansoureh AU - Ardeshiri, Anam AU - Du, Jianhe AU - Rakha, Hesham AU - Morgan State University AU - Pennsylvania State University, University Park AU - Mid-Atlantic Universities Transportation Center AU - Research and Innovative Technology Administration TI - Drivers’ Willingness to Pay Progressive Rate for Street Parking PY - 2015/01/20/Final Report SP - 60p AB - This study finds willingness to pay and price elasticity for on-street parking demand using stated preference data obtained from 238 respondents. Descriptive, statistical and economic analyses including regression, generalized linear model, and factor analysis are performed on the data. The average willingness to pay for on-street parking among participants is found to be $2.65. The majority of respondents preferred to pay for street parking upon departure versus upon arrival, with a fixed-rate parking fee. KW - Attitudes KW - Economic analysis KW - On street parking KW - Parking demand KW - Parking fees KW - Stated preferences KW - Statistical analysis UR - http://www.mautc.psu.edu/docs/MAUTC-2013-04.pdf UR - http://ntl.bts.gov/lib/55000/55200/55252/MAUTC-2013-04.pdf UR - https://trid.trb.org/view/1360043 ER - TY - RPRT AN - 01560934 AU - Mishalani, Rabi G AU - Akar, Gulsah AU - McCord, Mark AU - Ohio State University, Columbus AU - Ohio State University, Columbus AU - NEXTRANS AU - Research and Innovative Technology Administration TI - Investigating the Potential of Employer-Based "Real Time" Ridesharing PY - 2015/01/20/Final Report SP - 12p AB - The reemergence of ridesharing as a desirable means of travel is partly attributed to the role mobile phone and social networking technologies could play in enabling the “real-time” (or “dynamic”) matching of passengers and drivers producing shared rides. In the past few years, several workshops and conference sessions have been dedicated to real-time ridesharing with a focus on the technological, behavioral, economic, social, and institutional aspects of this form of travel. The objective of this proposed study is to investigate the viability and potential for real-time ridesharing to and from the Ohio State University (OSU) campus under a variety of incentive and travel behavior scenarios. To understand the potential for a ridesharing program, the proximities of individuals with OSU affiliation to others in their neighborhood with OSU affiliation were analyzed. To gauge the levels of the various variables that would realistically render ridesharing feasible and desirable among the OSU community, a web-based travel survey focused on ridesharing was designed and administered. KW - Feasibility analysis KW - Ohio State University KW - Real time information KW - Ridesharing KW - Travel behavior KW - Travel surveys UR - http://www.purdue.edu/discoverypark/nextrans/assets/pdfs/Final_Report_0900Y04.pdf UR - https://trid.trb.org/view/1348926 ER - TY - RPRT AN - 01557014 AU - Grossardt, Theodore AU - Ripy, John AU - Blandford, Benjamin AU - Shouse, Michael AU - University of Kentucky, Lexington AU - Multimodal Transportation and Infrastructure Consortium AU - Research and Innovative Technology Administration TI - Integrated Freight Network Model: A GIS-Based Platform for Transportation Analyses PY - 2015/01/20 SP - 32p AB - The models currently used to examine the behavior transportation systems are usually mode-specific. That is, they focus on a single mode (i.e. railways, highways, or waterways). The lack of integration limits the usefulness of models to analyze the intermodal movement of freight. This project developed a geographic information system (GIS)-based model of the three primary surface modes as well as intermodal connections. The resulting Integrated Freight Network Model (IFNM) accommodates highly detailed information about shipping costs, transfer costs, traffic volumes (including non-freight auto traffic), and network interconnectivity properties. As a proof of concept, the research team conducted an exploratory analysis that asked what the potential impact would be to Kentucky highways if approximately half of the freight currently transported by barges on the Ohio River were shifted onto trucks. Coal-haul roads in the northeastern and western part of Kentucky would be particularly hard hit by a broad scale modal shift. The IFNM highlighted that roads emanating from the Western Coalfields would experience explosive growth in freight transport, with the proportion of trucks relative to overall traffic significantly increasing. Applying the IFNM to a range of freight-related transportation questions could greatly enhance system efficiencies and positively impact local economies and environments. KW - Costs KW - Freight traffic KW - Geographic information systems KW - Ground transportation KW - Intermodal terminals KW - Kentucky KW - Multimodal transportation KW - Traffic models KW - Traffic volume UR - http://www.ktc.uky.edu/files/2015/02/KTC_15_01_MTIC5_14_1F_.pdf UR - http://www.mticutc.org/assets/pdf/151230_Integrated_Freight_Network_Model_Final_Report.pdf UR - https://trid.trb.org/view/1344681 ER - TY - RPRT AN - 01610791 AU - Ogle, Jennifer H AU - Sarasua, Wayne A AU - Davis, William J AU - Clemson University AU - South Carolina Department of Transportation AU - Federal Highway Administration TI - Operational and Safety Characteristics of Lane Widths PY - 2015/01/15/Final Report SP - 268p AB - The primary goal of this study was to investigate and assess the effect of lane widths on the safety and operation of highways in South Carolina. Because of the many site conditions that affect safety and operations on roadways, this type of research is critical to the development of appropriate road design standards. An analysis of crash records, in combination with a geometric inventory of existing highways in South Carolina, allowed for the development of models describing the effect of lane width on crashes. This research also takes into consideration the other confounding variables that affect crash rate, including paved shoulder width, speed limit, and traffic volume. A second phase of the research utilized a driving simulator to assess lane width scenarios that were not available in significant numbers in the field. Findings of this research take the form of design recommendations regarding more flexible selection of applicable lane and shoulder widths for new projects in South Carolina. These recommendations are closely aligned with the 2010 American Association of State Highway and Transportation Officials (AASHTO) Policy on the Geometric Design of Highways and Streets. This research also provides improvement suggestions regarding how crash records are recorded and reported by police officers as well as how geometric roadway characteristics are inventoried and maintained by the South Carolina Department of Transportation (SCDOT). These research findings will prove beneficial as changes are considered for lane width standards in SC. KW - Crash data KW - Crash rates KW - Crash records KW - Data analysis KW - Driving simulators KW - Geometric design KW - Highway design KW - Highway operations KW - Highway safety KW - Recommendations KW - South Carolina KW - Traffic lanes KW - Width UR - http://www.scdot.scltap.org/wp-content/uploads/2015/03/FHWA-SC-15-01-Final.pdf UR - http://ntl.bts.gov/lib/59000/59800/59816/FHWA-SC-15-01-Final.pdf UR - https://trid.trb.org/view/1420974 ER - TY - RPRT AN - 01599179 AU - Issa, Mohsen A AU - Lotfy, Ibrahim AU - Farhat, Maen AU - Al-Obaidi, Mustafa AU - National University Rail Center (NURail) AU - Research and Innovative Technology Administration TI - Flexural Behavior of High Density Polyethylene Railroad Crossties PY - 2015/01/12/Final Report SP - 28p AB - This report presents the findings of an experimental research program addressing the flexural behavior of High Density Polyethylene (HDPE) railroad crossties and their mechanical properties. The objectives of this report were to: (1) Understand and assess the flexural behavior of HDPE crossties; (2) Evaluate the performance of the crossties with the American Railway Engineering and Maintenance-of-Way Association (AREMA) manual, past applications, and the available literature; (3) Construct a calibrated material model for use in finite element analysis; and (4) Develop an accurate finite element modeling technique, which accurately portrays the behavior of the crossties using the calibrated material model. In order to investigate the flexural behavior of HDPE composite crossties, two tests from the AREMA manual were conducted; the center bending test and rail seat bending. KW - American Railway Engineering and Maintenance-of-Way Association KW - Bend tests KW - Calibration KW - Composite materials KW - Finite element method KW - Flexural strength KW - Literature reviews KW - Mechanical properties KW - Plastics KW - Railroad ties UR - http://www.nurailcenter.org/research/final_reports/UIC/NURail2012-UIC-R02-Combined_reduced1.pdf UR - http://ntl.bts.gov/lib/59000/59200/59265/NURail2012-UIC-R02-Combined_reduced1.pdf UR - https://trid.trb.org/view/1405196 ER - TY - RPRT AN - 01551401 AU - Brooker, Paul AU - Electric Vehicle Transportation Center (EVTC) AU - Research and Innovative Technology Administration TI - Fuel Cells as Electric Vehicle Range Extenders PY - 2015/01/09 SP - 11p AB - Fuel cells were modeled as range extenders for electric vehicles. In this application, the fuel cell would supplement a medium sized (16kWh) battery in order to increase the range of the electric vehicle. The fuel cell range extender is compared to an internal combustion engine (ICE) based range extender in terms of vehicle fuel economy and cost per mile driven. Since the fuel cell is about 40% more efficient than the ICE, the fuel economy of a fuel cell range extender was estimated to be 68 miles per gallon gasoline equivalent (MPGe), while the economy of an ICE range extender was estimated as 42 MPGe. The use of a fuel cell also increased the fuel economy during battery-only operation by 4%, since the fuel cell range extender is slightly lighter than the ICE. The cost per mile driven of a range extended electric vehicle changes with trip length, and energy source costs. However, at $4/kg hydrogen, the fuel cell range extended vehicle cost per mile is about 30% lower than that of the ICE-based range extended vehicle at $2.90/gal regular-grade gasoline. KW - Costs KW - Electric vehicles KW - Fuel cells KW - Fuel consumption KW - Internal combustion engines KW - Range (Vehicles) KW - Trip length UR - http://fsec.ucf.edu/en/publications/pdf/FSEC-CR-1995-14.pdf UR - https://trid.trb.org/view/1340569 ER - TY - RPRT AN - 01599214 AU - Mitchell, Cody Aaron AU - National University Rail Center (NURail) AU - Research and Innovative Technology Administration TI - Design and Construction of a Full-Scale Lateral Impact Testing Facility PY - 2015/01/05/Final Report SP - 55p AB - The goal of this project is to design and construct a fully functioning full scale lateral impact testing facility for railroad bridge girders. The test facility is needed to produce simulated impact from collision with an over-height highway vehicle passing under the bridge. The facility will support further evaluation of the behavior of various girder types. Thus, the facility must be capable of testing a variety of specimens without damage or degradation. Several test rig concepts were evaluated in the initial phases of the project. An impact cart with an elevated track was selected over drop weight and pendulum tests because it is more cost-effective, safer, and requires less construction time. The selected facility includes an impact cart, a track that supports the cart while it rolls down the slope, a support system, and a backstop that prevents the specimen from sliding during impact. KW - Crashes KW - Girders KW - Impact tests KW - Overheight vehicles KW - Railroad bridges KW - Test facilities KW - Test procedures UR - http://www.nurailcenter.org/research/final_reports/UTK/NURail2012-UTK-02_Mitchell_Final_Report1.pdf UR - http://ntl.bts.gov/lib/59000/59300/59302/NURail2012-UTK-02_Mitchell_Final_Report1.pdf UR - https://trid.trb.org/view/1405114 ER - TY - RPRT AN - 01575240 AU - Stephens, Denny AU - Schroeder, Jeremy AU - Brown, James AU - Bacon, Paige AU - Campbell, John AU - Smith, Theodore AU - Balke, Kevin AU - Charara, Hassan AU - Sunkari, Srinivasa AU - Battelle AU - Texas A&M Transportation Institute, College Station AU - Federal Highway Administration AU - Department of Transportation TI - Intelligent Network Flow Optimization (INFLO) Prototype Seattle Small-Scale Demonstration Plan PY - 2015/01/05/Final Report SP - 41p AB - This report describes the Intelligent Network Flow Optimization (INFLO) Prototype Small-Scale Demonstration to be performed in Seattle, Washington. This demonstration is intended to demonstrate that the INFLO Prototype, previously demonstrated in a controlled environment, functions well in an operating highway traffic environment and can provide a basis for planning a more comprehensive field deployment and test of the technology. The purpose of the small-scale demonstration is to deploy the INFLO system to demonstrate its functionality and performance in an operational traffic environment and to capture data that can help assess hypotheses pertaining to INFLO system functionality, INFLO system performance, INFLO algorithm performance, measured driver behaviors, and driver feedback. This document is organized into two key components and deliverables for the project: INFLO Prototype Small-Scale Demonstration Site Plan and INFLO Prototype Small-Scale Demonstration Experimental Plan. The Site Plan describes the plans, logistics and schedule for conducting the small-scale demonstration and the Experimental Plan describes the plan for data capture and analysis. KW - Data collection KW - Demonstration projects KW - Intelligent Network Flow Optimization (INFLO) KW - Prototypes KW - Seattle (Washington) UR - http://ntl.bts.gov/lib/55000/55200/55283/JPO-15-210_INFLO_Prototype_Seattle_Small-Scale_Demonstration_Plan_508C.pdf UR - https://trid.trb.org/view/1366769 ER - TY - ABST AN - 01560702 TI - Implementation of the AASHTO Mechanistic-Empirical Design Guide for Pavement Rehabilitation Design AB - The objective of this research project is to facilitate the implementation of the American Association of State Highway and Transportation Officials (AASHTO) design guide procedures for rehabilitation design of existing flexible, composite, and rigid pavement structures for the local condition. The project will primarily assist the state departments of transportation (DOTs) pavement design personnel in implementation of the new Guide for the overlay design and life cycle cost (LCC) analysis. KW - Composite pavements KW - Flexible pavements KW - Life cycle costing KW - Mechanistic-Empirical Pavement Design Guide KW - Overlays (Pavements) KW - Pavement design KW - Rehabilitation (Maintenance) KW - Rigid pavements KW - State departments of transportation UR - http://www.pooledfund.org/Details/Study/560 UR - https://trid.trb.org/view/1351265 ER - TY - RPRT AN - 01610890 AU - Khan, Abdul A AU - Atamturktur, Huriye S AU - Clemson University AU - South Carolina Department of Transportation AU - Federal Highway Administration TI - Real Time Measurement of Scour Depths Around Bridge Piers and Abutments PY - 2015/01//Final Report SP - 231p AB - Scour is one of the most significant threats to bridge infrastructure and is the leading cause of failure within the United States. Scour monitoring is an approved countermeasure as reported by the Federal Highway Administration. As the monitoring techniques available range from simple devices that rest on or in the channel bed to advanced scanning systems that provide a bed contour profile, a concise study of the state of the art in real time scour measurement capabilities is required. The available techniques for monitoring scour are reviewed to highlight the governing physics, to evaluate field performance, and to identify the effect of environmental factors on accuracy and reliability. From this assessment, two devices are selected for further study: a sonar fathometer and a Time Domain Reflectometry (TDR) device. A novel device, called a Vibration-based Turbulent Pressure (VTP) sensor, is proposed which exploits the turbulence in open channels to locate the bed level. This sensor vibrates at significantly higher amplitude when in the channel flow relative to an identical sensor located in the sediment. The vibration-based method, time domain reflectometry, and sonar devices are evaluated against simulated field conditions in order to determine their relative sensitivities to environmental conditions. These tests reveal that sonar and time domain reflectometry devices can be influenced by channel salinity and temperature. In addition, the sonar device is shown to be sensitive to the suspended sediment concentration in the channel, its height relative to the bed, and bed topography within the sonar beam. The vibration-based method is shown to be the least sensitive to environmental factors in the channel. In addition, the VTP device can provide reliable results in highly misaligned flows. Finally, the performance of TDR, sonar, and the vibration-based technique is evaluated under field conditions. The field tests reveal that all instruments perform at their accuracy level. The sonar must be deployed close to the bed to guarantee that the beam will be contained within the scour hole and would not have large width. In addition, the site should not have high suspended load concentration. The TDR is insensitive to suspended sediment; however, salinity greater than 0.5 parts per thousand renders the instrument inoperable. The VTP is proven to be insensitive to all the environmental factors. However, field deployment reveals that debris accumulation may cause the instrument to report false bed location. KW - Accuracy KW - Bridge abutments KW - Bridge piers KW - Field tests KW - Measuring instruments KW - Monitoring KW - Real time information KW - Scour KW - Sensors KW - State of the art KW - Time domain reflectometers KW - Turbulence UR - http://www.clemson.edu/t3s/scdot/pdf/projects/SPR692-report.pdf UR - https://trid.trb.org/view/1420975 ER - TY - RPRT AN - 01605659 AU - Salgado, Rodrigo AU - Prezzi, Monica AU - Ganju, Eshan AU - Purdue University AU - Indiana Department of Transportation AU - Federal Highway Administration TI - Assessment of Site Variability from Analysis of Cone Penetration Test Data PY - 2015/01//Final Report SP - 132p AB - Soil property values for use in geotechnical design are often estimated from a limited number of in situ or laboratory tests. The uncertainty involved in estimating soil properties from a limited number of tests can be addressed by quantifying the variability within individual soundings and of the collection of soundings at a site. It has been proposed that factors of safety or resistance factors used in design be linked to site variability. Site variability can be assessed by studying the correlation structure of in situ test data. The cone penetration test (CPT), which is a reliable and widely‐accepted in situ test, can be used for this purpose. Soil behavior type (SBT) charts are often used to obtain the subsurface soil profile from CPT parameters such as the cone resistance and the sleeve friction. A soil profile generation algorithm was developed in this research to generate a soil profile from an individual CPT sounding using two modified SBT charts. Soils are variable in both the vertical and horizontal directions. A vertical variability index (VVI) was defined to quantify variability in a CPT sounding. The average of the VVIs for all CPT soundings performed at a site is the site VVI. A site horizontal variability index (site HVI) was also developed, based on cross‐correlation between cone resistances, the cone resistance trend differences and the spacing between every pair of CPTs considered, to quantify the soil variability of a site in the horizontal direction. A site variability rating (SVR) system, integrating the vertical and horizontal site variability, was developed to assess the overall site variability. Depending on the SBT chart selected, the soil profile generated using the soil profile generation algorithm may be slightly different; however, the SBT chart effect on the variability indices that compose the SVR index is small. Close agreement was found between the SVRs obtained using the two SBT charts selected for this research. In order to illustrate the use of the algorithms for VVI and HVI calculations and SVR of sites, CPTs from across the state of Indiana were analyzed. CPT data were obtained from Purdue's own database, Indiana Department of Transportation's (INDOT’s) data repository and the U.S. Geological Survey (USGS) website. Site variability is calculated for specific depths of interest. For example, that depth of interest will be shallower for shallow foundations than for deep foundations. Site variability rating maps (SVR maps) for various depths of interest were constructed for the state of Indiana, illustrating the potential use of the site variability assessment methodology. An optimal sounding spacing calculation methodology was also developed to make the site investigation process more efficient, cost‐effective and reliable. KW - Algorithms KW - Cone penetrometers KW - Indiana KW - Methodology KW - Soil penetration test KW - Soil profiles KW - Sounding UR - http://dx.doi.org/10.5703/1288284315523 UR - https://trid.trb.org/view/1414705 ER - TY - RPRT AN - 01596792 AU - Anderson, Thor AU - Beck, Charles AU - Gade, Kris AU - Olmsted, Steven AU - Cambridge Systematics, Incorporated AU - Arizona Department of Transportation AU - Federal Highway Administration TI - Extreme Weather Vulnerability Assessment PY - 2015/01//Final Report SP - 124p AB - This study, as part of the Federal Highway Administration (FHWA) Climate Change Resilience Pilot program, assessed the vulnerability of Arizona Department of Transportation (ADOT)-managed transportation infrastructure to Arizona-specific extreme weather. ADOT elected to focus on the Interstate corridor connecting Nogales, Tucson, Phoenix, and Flagstaff (I-19, I-10, and I-17). This corridor includes a variety of urban areas, landscapes, biotic communities and climate zones, which present a range of weather conditions applicable to much of Arizona. The project team examined climate-related stressors including Extreme Heat, Freeze-Thaw, Extreme Precipitation, and Wildfire, considering the potential change in these risk factors as the century progresses. This assessment qualitatively addresses the complex, often uncertain interactions between climate and extreme weather, land cover types, and transportation facilities—with an ultimate focus on potential risks to infrastructure by District. KW - Arizona Department of Transportation KW - Climate change KW - Fires KW - Highway corridors KW - Infrastructure KW - Risk assessment KW - Weather and climate UR - https://www.fhwa.dot.gov/environment/climate_change/adaptation/resilience_pilots/2013-2015_pilots/arizona/final_report/arizonafinal.pdf UR - https://trid.trb.org/view/1403115 ER - TY - RPRT AN - 01596772 AU - Federal Highway Administration TI - 2013 Urban Congestion Trends PY - 2015/01 SP - 2p AB - This quarterly report is published by the Federal Highway Administration (FHWA) Office of Operations in Washington, D.C., to (1) provide timely congestion and travel reliability information to FHWA, U.S. Department of Transportation, and state and local agencies; (2) promote state and local performance monitoring to support transportation decisions; and (3) demonstrate the use of the National Performance Management Research Data Set (NPMRDS) for performance monitoring. In 2013, the average duration of congestion (speeds less than 90 percent of free-flow speed) was 4 hours and 30 minutes on interstates. The travel time index (TTI) on interstates in 2013 was 1.32, and the planning time index (PTI) on interstates was higher at 2.65. KW - Interstate highways KW - National Performance Management Research Data Set (NPMRDS) KW - Performance measurement KW - Time duration KW - Traffic congestion KW - Traffic data KW - Travel time KW - Trend (Statistics) KW - United States KW - Urban areas UR - http://www.ops.fhwa.dot.gov/publications/fhwahop15005/fhwahop15005.pdf UR - https://trid.trb.org/view/1402004 ER - TY - RPRT AN - 01596735 AU - Cambridge Systematics, Incorporated AU - ICF International AU - Capital Area Metropolitan Planning Organization AU - City of Austin AU - Federal Highway Administration TI - Central Texas Extreme Weather and Climate Change Vulnerability Assessment of Regional Transportation Infrastructure PY - 2015/01//Final Report SP - 220p AB - This report presents the results of a Climate Resilience Pilot Project conducted by the Capital Area Metropolitan Planning Organization (CAMPO), the City of Austin Office of Sustainability, and sponsored in part by the Federal Highway Administration (FHWA). The specific purpose of this study was to assess the potential vulnerability of a limited selection of critical transportation assets in the CAMPO region to the effects of extreme weather and climate; to highlight lessons learned in the process, and to outline potential next steps toward enhancing the resilience of the region’s transportation infrastructure. The assets evaluated include roadways, bridges, and rail, and the climate-related stressors considered were flooding, drought, extreme heat, wildfire, and extreme cold (icing). Commensurate with the region’s Long-Range Transportation Plan (LRTP) – under development at the time of writing), the year 2040 was selected as the analysis horizon. KW - Bridges KW - Capital Area Metropolitan Planning Organization (Texas) KW - Climate change KW - Drought KW - Fires KW - Floods KW - Highways KW - Railroads KW - Risk assessment KW - Weather and climate UR - http://www.campotexas.org/wp-content/uploads/2015/04/CAMPOExtremeWeatherReport.pdf UR - https://trid.trb.org/view/1403116 ER - TY - RPRT AN - 01592016 AU - TriMet AU - City of Portland AU - Portland Streetcar AU - Federal Transit Administration TI - TriMet Streetcar Prototype PY - 2015/01//Final Report SP - 54p AB - This report documents the effort led by TriMet, the City of Portland (City) and Portland Streetcar, Inc. (PSI) to domestically manufacture a streetcar for operation in the Portland Streetcar system. The report includes documentation of the initial process of producing the streetcar, the extension of the grant to support domestic manufacture of the propulsion system by Rockwell Automation, and operation in revenue service. Also included is a discussion of the market for streetcars in the U.S. and a history of streetcar manufacturing in the U.S. KW - History KW - Manufacturing KW - Market assessment KW - Portland (Oregon) KW - Propulsion KW - Prototypes KW - Streetcars UR - http://www.fta.dot.gov/documents/FTA_Report_No._0085.pdf UR - https://trid.trb.org/view/1398245 ER - TY - RPRT AN - 01592011 AU - Federal Aviation Administration TI - FACT3: Airport Capacity Needs in the National Airspace System PY - 2015/01 SP - 44p AB - In 2003, the Federal Aviation Administration (FAA) convened a team to assess the Nation’s future airport capacity needs. This effort, which became known as the Future Airport Capacity Task (FACT), represents a strategic approach to identify the airports that have the greatest need for additional capacity in the future. The identification is based on a macro-level analysis of the factors and trends contributing to congestion and delay at the busiest airports in the Nation. By embarking on this initiative, FAA seeks to ensure that the long-term capacity of the U.S. aviation system can adequately serve future demand. Since the publication of the second Future Airport Capacity Task (FACT) report in 2007, the aviation industry has continued to evolve, and this report has sought to keep pace with ongoing trends. The data and modeling of future demand, fleet mix, throughput, air traffic control (ATC) procedures, and the Next Generation Air Transportation System (NextGen) have all been updated. Surface components are also included to better gauge congestion that can occur on the airport surface and at gates. KW - Air traffic control KW - Airport capacity KW - Airport congestion KW - Airports KW - Forecasting KW - National Airspace System KW - NextGen (United States) KW - Traffic congestion KW - Trend (Statistics) KW - United States UR - https://www.faa.gov/airports/planning_capacity/media/FACT3-Airport-Capacity-Needs-in-the-NAS.pdf UR - https://trid.trb.org/view/1398242 ER - TY - RPRT AN - 01587677 AU - Thomas, F Dennis AU - Blomberg, Richard D AU - Masten, Scott AU - Cicchino, Jessica AU - Tippetts, Scott AU - Korbelak, Kristopher T AU - Fell, James AU - Lacey, John AU - Dunlap and Associates, Incorporated AU - National Highway Traffic Safety Administration TI - Evaluation of the Washington State Target Zero Teams Project PY - 2015/01//Final Report SP - 67p AB - As part of its “Target Zero” strategic highway safety plan that has the goal to reduce traffic fatalities in Washington to zero by the year 2030, the State of Washington established three detachments of Washington State Patrol (WSP) troopers to focus on nighttime impaired-driving offenses. These detachments stationed in King, Pierce, and Snohomish counties were named Target Zero Teams (TZT). Each included one sergeant and six troopers funded by the Washington Traffic Safety Commission (WTSC). It is important to note that Snohomish also served as the pilot site for the successful Night Emphasis Enforcement Team (NEET) project that began in late 2006 and was the model for the TZT program. In addition to the WSP detachments, the TZT program also involved local law enforcement on overtime funded by WTSC. Researchers chose 3 other counties in Washington (Clark, Spokane, and Yakima) to serve as comparison sites since they did not have any formal, WTSC-funded TZT activities taking place. Overall, during the TZT period, there were notable countywide net increases in the number of driving under the influence (DUI) arrests by troopers in the TZT counties with Pierce increasing 47.21 percent, King 13.63 percent, and Snohomish 13.28 percent. The Snohomish increase is noteworthy since it represents a net gain above and beyond that achieved by the NEET program. The TZT detachments in King, Pierce, and Snohomish showed significantly higher percentages of trooper contacts resulting in DUI arrests (15.38%, 10.83%, and 9.78% respectively) than the non-TZT troopers in those counties (1.75%, 2.02, and 1.61%), and WSP troopers in the comparison counties (2.56%, 1.98%, and 1.91%) and the rest of the State (1.22%). The study results suggested that TZT led to reduced non-fatal crashes of all types in Pierce County, reduced crashes of some types in King County, but limited crash reductions in Snohomish County where the NEET program had already achieved significant reductions as reported previously by WTSC. Results showed that relative to the comparison counties the TZT counties had a reduction of 24.8 percent in driver alcohol involvement (BAC ≥ .01) in fatal crashes and a relative reduction of 22.4 percent for high driver BAC (BAC ≥ .15) involvement in fatal crashes. Using conservative assumptions, researchers compared projected driver alcohol-involved fatality data with observed fatality data to estimate that TZT saved 11 lives that would have been lost in driver alcohol-involved crashes in the TZT counties if TZT had not been in operation. Based on these fatalities avoided alone, TZT was highly cost-effective. Overall, the study results suggest the TZT approach markedly increased the DUI enforcement productivity of the law enforcement agencies in the intervention counties which led to safety gains in these counties during the study time period. KW - Arrests KW - Blood alcohol levels KW - Counties KW - Crash rates KW - Drunk driving KW - Evaluation KW - Fatalities KW - Night KW - Traffic law enforcement KW - Washington (State) UR - http://www.nhtsa.gov/staticfiles/nti/pdf/812097-WA-StateTargetZeroProject.pdf UR - https://trid.trb.org/view/1395626 ER - TY - RPRT AN - 01587658 AU - Muench, Stephen T AU - Caraballo, Eva Martinez AU - Lin, Yen Yu AU - University of Washington, Seattle AU - Washington State Department of Transportation AU - Federal Highway Administration TI - Determining Changes in Greenhouse Gas Emissions (1990-2010) due to Pavement Technology PY - 2015/01//Research Report SP - 66p AB - This research quantifies the changes in greenhouse gas (GHG) emissions and energy consumption from Washington State Department of Transportation (WSDOT) between 1990 and 2010 associated with (1) using warm mix asphalt (WMA), reclaimed asphalt pavement (RAP), fly ash and slag in pavement materials, (2) use of the dowel bar retrofit (DBR) as a portland cement concrete pavement (PCCP) rehabilitation practice, (3) improvements in WSDOT pavement network roughness, and (4) adoption of a long-life asphalt concrete pavement (ACP) strategy. Findings show: (1) Use of WMA, RAP, fly ash and slag can result in GHG emissions and energy consumption savings of 4-44% depending upon the scenario. (2) DBR use can save on the order of 15% in GHG emissions and energy consumption if it extends the life of existing PCCP by 15 years. (3) WSDOT’s overall pavement network has actually gotten rougher from 1990 to 2010; therefore no savings associated with GHG emissions or energy consumption has been realized. Reducing WSDOT pavement network roughness as a means to reduce GHG emissions may cost on the order of $44/MTCO₂e, which is quite expensive by any measure. (4) There is no discernible trend towards long-life asphalt ACP from 1990 to 2010. Therefore, no savings associated with GHG emissions or energy consumption can be identified. In context with the GHG emissions and energy consumption associated with WSDOT fleet operations and vehicles driving on WSDOT pavement, total savings is on the order of 0.2-0.3%. KW - Dowel bar retrofit KW - Energy consumption KW - Fly ash KW - Greenhouse gases KW - Perpetual pavements KW - Pollutants KW - Portland cement concrete KW - Reclaimed asphalt pavements KW - Roughness KW - Slag KW - Warm mix paving mixtures KW - Washington State Department of Transportation UR - http://www.wsdot.wa.gov/research/reports/fullreports/838.1.pdf UR - https://trid.trb.org/view/1395640 ER - TY - RPRT AN - 01583620 AU - Krechmer, Daniel AU - Osborne, James AU - Bittner, Jason AU - Jensen, Mark AU - Flanigan, Erin AU - Cambridge Systematics AU - Federal Highway Administration TI - Connected Vehicle Impacts on Transportation Planning: Technical Memorandum #2: Connected Vehicle Planning Processes and Products and Stakeholder Roles and Responsibilities PY - 2015/01//Revision 1 SP - 60p AB - The objective of this project, “Connected Vehicle Impacts on Transportation Planning,” is to comprehensively assess how connected vehicles should be considered across the range of transportation planning processes and products developed by States, Metropolitan Planning Organizations (MPO), and local agencies throughout the country. While the focus is primarily on Connected Vehicle (CV) technology Automated Vehicle technology is considered as well. As a result, the subject of this effort is referred to as Connected/Automated Vehicle (C/AV) technology. The overall research objective of Task 2 is to develop a typology matrix that cross-references transportation planning processes and products to facilitate the advancement and deployment of C/AV. Transportation planning involves a wide range of projects, activities, tools, products, stakeholders, and timeframes. In addition, these elements vary depending on the size, location, and political context in which they exist. These factors generate a high level of complexity in identifying and evaluating C/AV impacts. The purpose of this Technical Memorandum is to help document and organize these factors to provide a framework for both the typology to be developed in Task 2 and the overall project. This Technical Memorandum further documents the range of planning activities and products that may be impacted by CV technology using the results of both a C/AV literature review and stakeholder feedback to catalog the impacts of C/AV technology on different transportation planning activities. The typology matrix covers a range of other planning agency characteristics and activities including type of agency, goal area, category of agency product, type of project, tools and processes required (data processing, modeling, etc.) and new or improved skills required. The report identifies how C/AV-related planning processes and products may be accommodated in a coordinated fashion in the next few years as agencies begin to incorporate these technologies into their planning and programming functions and identifies how C/AV technology can support and enhance performance-based planning and programming and reporting requirements imposed by the Moving Ahead for Progress in the 21st Century Act (MAP-21). The report also identifies elements and activities required to support the integration of C/AV technology into planning, including how C/AV should be considered, roles and responsibilities of stakeholders, both existing and new, and existing DOT planning guidance and tools that can provide support. KW - Intelligent vehicles KW - Literature reviews KW - Metropolitan planning organizations KW - Mobile communication systems KW - Moving Ahead for Progress in the 21st Century Act (MAP-21) KW - Stakeholders KW - Transportation departments KW - Transportation planning UR - http://ntl.bts.gov/lib/55000/55700/55711/FHWA-JPO-16-246.pdf UR - https://trid.trb.org/view/1376696 ER - TY - RPRT AN - 01580960 AU - Ashur, Suleiman AU - Alhassan, Mohammad AU - Purdue University AU - Indiana Department of Transportation AU - Federal Highway Administration TI - Selection of Pedestrian Crossing Treatments at Controlled and Uncontrolled Locations PY - 2015/01 SP - 59p AB - Designers and traffic engineers have to make decisions on selecting a pedestrian treatment whenever designing a new pedestrian facility or retrofitting an existing one. The goal is either to provide or improve pedestrian safety at pedestrian crossing facilities, including controlled locations of signalized intersections and approaches with stop and yield signs, and uncontrolled locations of intersections and midblock sites. Currently, the Indiana Department of Transportation (INDOT) has limited resources on pedestrian treatment selection that does not take into consideration key elements such as number of lanes and the existence of a raised median. Therefore, there is a need to find a more detailed and comprehensive approach to providing guidelines when deciding on a pedestrian crossing treatment. The approach has to be practical and can be easily utilized by traffic and design engineers, planners, and other constituents. Most of the State DOTs developed their guidelines on pedestrian crossing treatment based on several resources. However, the 2002 Federal Highway Administration FHWA-RD-01-075 study titled “Safety Effects of Marked Vs. Unmarked Crosswalks at Uncontrolled Locations” was adopted by several states either “as is,” with some modifications, or referenced as a source on pedestrian crosswalk selection. State DOTs mainly use standards and guidelines from the National Manual on Uniform Traffic Control Devices (MUTCD), Part 3 and National Cooperative Highway Research Program (NCHRP) Report 672 for roundabout crosswalk markings. In general, there are no clear warrants for grade separation treatment. In addition, there is a need for a national and comprehensive study to develop practical guidelines on pedestrian crossing treatments, especially on multilane roadways, complex intersections, and when the speed is 45 mph or more. This study proposed guidelines on crosswalk markings and treatment selection of pedestrian crossings based on a synthesis of federal and state reports, guidelines, design manuals, polices, and other relevant publications. It is recommended to adopt these guidelines as a reference for pedestrian treatment selection at INDOT. The results of a survey on pedestrian crossing treatments indicate that the most effective and most frequently used treatments by the different states represented in the survey are advanced signs, crosswalk signs and pavement markings, countdown displays at signalized intersections, curb extensions, high-visibility signs and markings, and median refuge islands. The least effective and least frequently used treatments are automated detection, in-roadway warning lights, overhead flashing beacons (passive), pedestrian crossing flags, pedestrian railings, and split midblock signals. In addition, the main recommendation on high-speed divided highway pedestrian crossings is to provide enough time for pedestrian to cross the entire width of the intersection without a median whenever there is a demand. KW - Crosswalks KW - Decision making KW - Guidelines KW - Indiana KW - Intersections KW - Literature reviews KW - Pedestrian safety KW - Surveys UR - http://dx.doi.org/10.5703/1288284315522 UR - https://trid.trb.org/view/1374365 ER - TY - RPRT AN - 01580926 AU - Ganju, Eshan AU - Prezzi, Monica AU - Salgado, Rodrigo AU - Siddiki, Nayyar Zia AU - Sommer, Kurt AU - Purdue University AU - Indiana Department of Transportation AU - Federal Highway Administration TI - QA/QC of Subgrade and Embankment Construction: Technology Replacement and Updated Procedures SN - 9781622603411 PY - 2015/01 SP - 82p AB - The Dynamic Cone Penetrometer (DCP) is a device that is used for the estimation of in situ compaction quality of constructed subgrades and embankments. It is a relatively inexpensive, light-weight and easy to use device that measures the dynamic penetration resistance of the compacted soil, from which an estimate of soil strength and stiffness characteristics can be made. Owing to its ease of use, many Departments of Transportation (DOTs) in the U.S. have employed the DCP in their compaction quality control procedures, and over the past few decades, extensive research has been carried out on the development of correlations between the results of the DCP test and the results of strength and stiffness tests performed on compacted soils (e.g., California bearing ratio, and resilient modulus). The objectives of this research are to refine DCP-based quality assurance (QA) and quality control (QC) correlations for compaction quality control developed by previous research studies carried out at Purdue for the Indiana Department of Transportation, especially focusing on i) grouping of the soils based on their mechanical response to the DCP loading, and ii) limiting the in situ moisture range of the soils used for development of correlations within -2% of the optimum moisture content of the tested soil. The factors outlined above are studied, and in particular, soil grouping is examined critically. The American Association of State Highway and Transportation Officials (AASHTO) (‘A-based’) classification employed previously for classification of soils is replaced by a new classification criteria specifically developed for the DCP test. Soils are grouped into one of the two categories of coarse-grained or fine-grained soils on the basis of the size of the dominant particle in the soil. The criteria developed for the classification of soil into one of these two categories is based on index properties of the soil, such as the standard Proctor maximum dry density, optimum moisture content, plasticity index (PI) and fines content (percentage passing 0.075 mm sieve size). For the purpose of refinement of the QA/QC correlations, extensive field and laboratory tests (more than 750 DCP tests) were carried out on soils found in Indiana to add to the existing database of DCP test results. The database was then statistically analyzed for extraction of the representative DCP test value (number of DCP blows required for a specific depth of penetration into the compacted soil) for different types of soil. Results show that the DCP test results for fine-grained soils have a good correlation with the PI, which is indicative of the clay content of the soil, while the DCP test results for coarse-grained soils have good correlations with the optimum moisture content of the soil, which is indicative of the targeted in situ density of the soil. Furthermore, a statistical analysis of the distribution of DCP blow counts in the field revealed that the mean of a minimum of 7 closely spaced tests is required to get a representative blow count of the compacted soil at a given location. More targeted testing is needed to assess the frequency of DCP testing required for larger areas. KW - Classification KW - Coarse grained soils KW - Cone penetrometers KW - Embankments KW - Field tests KW - Fine grained soils KW - Indiana KW - Laboratory tests KW - Moisture content KW - Plasticity index KW - Quality assurance KW - Quality control KW - Soil compaction KW - Statistical analysis KW - Subgrade (Pavements) UR - http://dx.doi.org/10.5703/1288284315521 UR - https://trid.trb.org/view/1373828 ER - TY - RPRT AN - 01579898 AU - Smart Growth America AU - State Smart Transportation Initiative AU - Rockefeller Foundation AU - Federal Highway Administration TI - The Innovative DOT: A handbook of policy and practice PY - 2015/01//Third Edition SP - 250p AB - This handbook collects the innovative approaches that state transportation leaders are using to make systems more efficient and effective in today’s challenging economy. Thirty four transportation system reforms are outlined along with examples of States that have put these ideas into practice. The handbook is divided into eight focus areas: Revenue Sources; Revenue Allocation and Project Selection; Pricing; Increasing Transportation System Efficiency; Improving Options for Mobility and Access; Providing Efficient, Safe Freight Access; Integrating Transportation and Land Use Decision-Making; and Improving State Departments of Transportation (DOT) Processes. Sections include implementation, detailed steps, case studies, and resources. KW - Access KW - Case studies KW - Freight transportation KW - Implementation KW - Land use planning KW - Mobility KW - Pricing KW - Revenues KW - State departments of transportation KW - Transportation planning KW - Transportation policy UR - http://www.smartgrowthamerica.org/documents/the-innovative-dot-third-edition.pdf UR - https://trid.trb.org/view/1360402 ER - TY - RPRT AN - 01577113 AU - Fordham, Damon AU - Norris, John AU - Proudfoot, Joshua AU - Cadmus Group, Incorporated AU - Federal Highway Administration TI - Feasibility and Implications of Electric Vehicle (EV) Deployment and Infrastructure Development PY - 2015/01//Final Report SP - 241p AB - Vehicle manufacturers and the traveling public are increasingly investing in plug-in hybrid and other electric vehicle (EV) technologies. The increased use of these technologies promises to yield multiple benefits, but it is also likely to affect the mission and programs of the Federal Highway Administration (FHWA), and other U.S. Department of Transportation (U.S. DOT) modal administrations, state DOTs, and local transportation agencies. FHWA commissioned the Feasibility and Implications of EV Deployment and Infrastructure Development project (the FHWA EV project) to help evaluate the prospects and expectations for short- and long-term deployment of plug-in electric vehicles (PEVs). The FHWA EV project analyzed the potential deployment of PEVs in the U.S. and their potential impact on the mission of FHWA, including financial implications for available highway revenues. KW - Electric vehicles KW - Feasibility analysis KW - Financial analysis KW - Hybrid vehicles KW - Revenues KW - U.S. Federal Highway Administration KW - United States UR - http://www.fhwa.dot.gov/environment/climate_change/mitigation/publications_and_tools/ev_deployment/fhwahep15021.pdf UR - https://trid.trb.org/view/1370093 ER - TY - RPRT AN - 01576035 AU - Hossain, Zahid AU - Zaman, Musharraf AU - Ghosh, Debaroti AU - University of Oklahoma, Norman AU - Oklahoma Department of Transportation AU - Federal Highway Administration TI - Creep Compliance and Percent Recovery of Oklahoma Certified Binders Using the Multiple Stress Creep Recovery (MSCR) Method PY - 2015/01//Final Report SP - 209p AB - A laboratory study was conducted to develop guidelines for the Multiple Stress Creep Recovery (MSCR) test method for local conditions prevailing in Oklahoma. The study consisted of commonly used binders in Oklahoma, namely PG 64-22, PG 70-28, and PG 76-28. The testing program also included binders recovered from four reclaimed asphalt pavement (RAP) samples and Sasobit®-modified virgin binders. Non-Recoverable Creep Compliance (J sub nr) and MSCR %Recovery, obtained from the MSCR test data, were analyzed for the MSCR grading. In addition, the Asphalt Institute (AI) recommended Polymer and Quadrant methods were followed in interpreting the test data. Analyses of test results showed that the AASHTO T 350 and AASHTO T 332 recommended J sub nr criteria could be followed in the MSCR-based grading for conditions prevailing in Oklahoma. It was observed that 97% of the tested polymer-modified binders met the Asphalt Institute (AI) recommended minimum %Recovery and stress sensitivity. Acceptable %Recovery limits are proposed for both PG 70-28 and PG 76-28 binders without penalizing a significant number of suppliers or users. It was also found that an addition of 3% Sasobit® would reduce the rut depth by half compared to other binders. It is expected that these guidelines will assist the Oklahoma Department of Transportation (ODOT) in a successful transition to the latest MSCR specifications for binders. KW - Bituminous binders KW - Compliance KW - Creep KW - Laboratory tests KW - Multiple Stress Creep Recovery KW - Oklahoma KW - Polymer asphalt KW - Relaxation (Mechanics) KW - Rut depth KW - Rutting KW - Sasobit KW - Specifications KW - Test procedures UR - http://l92018.eos-intl.net/elibsql16_L92018_Documents/FHWA-OK-14-19%202248%20Zaman.pdf UR - https://trid.trb.org/view/1368760 ER - TY - RPRT AN - 01576032 AU - Hatami, Kianoosh AU - Miller, Gerald A AU - Esmaili, Danial AU - University of Oklahoma, Norman AU - Oklahoma Department of Transportation AU - Federal Highway Administration TI - Prototype reinforced soil embankment for reconstruction of US 62 slope failure in Chickasha, OK PY - 2015/01//Final Report SP - 84p AB - One of the main concerns in internal stability of reinforced soil structures constructed with fine-grained or marginal quality soils is the change in shear strength of the soil-reinforcement interface when the soil gravimetric water content (GWC) increases. This increase can occur during construction or service life of the structure, e.g. due to prolonged precipitation. The resulting loss in the soil matric suction could reduce the interface shear strength leading to serviceability problems or even failure of the reinforced soil structure. In this study, three 1 m-high and two 1.7 m-high model embankments were constructed, which were all subjected to strip footing loading in plane-strain condition. The model embankments were constructed using a mixture of lean clay (CL), sand and a small percentage of commercially available sodium bentonite at the GWC values ranging between OMC-2% and OMC+2% (OMC: Optimum Moisture Content). The purpose for building smaller embankment models was to study the behavior of a single soil-geotextile interface in an embankment configuration. Therefore, the smaller models included only a single reinforcement layer which was placed 180 mm below the embankment surface. In contrast, the larger models were intended to simulate field reinforced embankments. Hence, those models were reinforced with four layers of reinforcement with a uniform vertical spacing of 300 mm. The location of single reinforcement layer in smaller models was selected based on preliminary embankment tests and numerical simulations to ensure that it would intercept the failure surface that developed underneath the strip footing near the embankment slope. The embankments were instrumented to measure the footing load, earth pressure, reinforcement strains and the soil GWC and matric suction values during the tests. A primary objective of the embankment tests was to investigate the influence of the as-compacted GWC value of the soil on the performance of the model embankments and thereby, validate or make necessary adjustments in the values of the moisture reduction factors (MRF) for reinforced embankment design that the authors had developed based on their prior pullout and interface shear tests. KW - Chickasha (Oklahoma) KW - Embankments KW - Geotextiles KW - Mechanically stabilized earth KW - Moisture content KW - Prototypes KW - Slope stability KW - Soil suction UR - http://l92018.eos-intl.net/elibsql16_L92018_Documents/FHWA-OK-15-03%202160%20Hatami.pdf UR - https://trid.trb.org/view/1368762 ER - TY - RPRT AN - 01575116 AU - Yamaura, Julian AU - White, George AU - Katara, Si AU - Willoughby, Kim AU - Garcia, Roxana AU - Beer, Michael AU - Pavia Systems, Incorporated AU - Washington State Department of Transportation AU - Texas Department of Transportation AU - Federal Highway Administration TI - Project Inspection Using Mobile Technology–Phase II: Assessing the impacts of mobile technology on project inspection PY - 2015/01//Research Report SP - 121p AB - As mobile technology becomes widely available and affordable, transportation agencies can use this technology to streamline operations involved within project inspection. This research, conducted in two phases, identified opportunities for process improvement using mobile technologies and measured the outcomes from incorporating mobile tools as a part of project inspection work. The research also identified additional factors to characterize the use of mobile tools for project inspection. The research approach focused on measuring three main projected outcomes, which include productivity, data quality, and data availability. Additional characteristics were observed to evaluate other aspects of using mobile tools for project inspection, in particular as it relates to recommendations toward how an agency may approach deployment of mobile technology. A pilot program was established where a mobile technology solution was used via field trials to measure these outcomes. KW - Construction projects KW - Data collection KW - Data quality KW - Field studies KW - Inspection KW - Mobile applications KW - Productivity KW - Wireless communication systems UR - http://www.wsdot.wa.gov/research/reports/fullreports/840.2.pdf UR - http://ntl.bts.gov/lib/55000/55300/55312/840.2.pdf UR - https://trid.trb.org/view/1366891 ER - TY - RPRT AN - 01574104 AU - Renne, John L AU - Tolford, Tara M AU - University of New Orleans AU - Louisiana Department of Transportation and Development AU - Louisiana Transportation Research Center AU - National Center for Intermodal Transportation for Economic Competitiveness AU - Federal Highway Administration AU - Research and Innovative Technology Administration TI - Development of Minimum State Requirements for Local Growth Management Policies – Phase 1 PY - 2015/01//Final Report SP - 121p AB - This research entailed the development of minimum requirements for local growth management policies for use in Louisiana. The purpose of developing minimum statewide standards is to try to alleviate some of the stress placed on state and local governments by uncontrolled development, while improving state and local governments’ ability to meet current and future demand for transportation infrastructure and effectively implement existing state transportation policies and programs. This study evaluated the current state of growth management practice, evaluated statewide trends, existing conditions, and opportunities, and solicited extensive local participation feedback. In addition, this study included evaluation of the potential economic, social, and environmental impacts of implementing selected growth management policies. This was achieved through a mixed methods approach that includes both quantitative and qualitative methods of data collection and analysis, including the following components: a review of the literature, identification of current state-of-practice in Louisiana and analysis of the legal framework underlying growth management policy, a socioeconomic and demographic analysis of the trends at the Parish level, two statewide polls, a series of stakeholder meetings, modeling the effectiveness of potential policies based on transportation and return-on-investment outcomes, and additional workshops with stakeholders to determine the feasibility and demand for implementation of proposed policies. The result of this research was the development of a series of potential Growth Management Guidelines that local jurisdictions, regional agencies, and the State of Louisiana may use to better align transportation and land use planning and facilitate the growth of more livable communities across the state. It includes a set of key guidelines that constitute a “blueprint” for Louisiana growth management policy. KW - Economic impacts KW - Environmental impacts KW - Evaluation KW - Guidelines KW - Land use planning KW - Louisiana KW - Policy KW - Social impacts KW - Stakeholders KW - State of the practice KW - Transportation planning KW - Transportation policy UR - http://www.ncitec.msstate.edu/wp-content/uploads/2012-38FR.pdf UR - https://trid.trb.org/view/1363645 ER - TY - RPRT AN - 01574092 AU - Ervin, Elizabeth K AU - Aranchuk, Vyacheslav AU - Chambers, James AU - University of Mississippi, University AU - University of Mississippi, University AU - University of Mississippi, University AU - National Center for Intermodal Transportation for Economic Competitiveness AU - Research and Innovative Technology Administration TI - Rapid Non-contact Measurement using Multiple Point Laser Doppler Vibrometry for Health Evaluation of Rail and Road Bridges PY - 2015/01//Final Project Report SP - 47p AB - Measurement of dynamic responses to ambient stimuli can be used to evaluate as-built structural characteristics. These parameters can be used to determine the overall “health” of the structure; that is, the damage level and location can provide reliability information that aids infrastructure managers in maintenance decision-making. This type of inspection is most practical when it is non-destructive and swift. In contrast to traditional vibration measurement systems, laser technology provides for rapid remote inspection. Laser Doppler vibrometers (LDV) have recently been used to capture non-contact vibration of bridges and are being used in an associated National Center for Intermodal Transportation for Economic Competitiveness (NCITEC) project. In order to increase inspection speed to a practical threshold, multiple simultaneous laser beams will be employed. The National Center of Physical Acoustics (NCPA) at the University of Mississippi (UM) has been a leader in developing an instrument for parallel vibration measurements at multiple points. Results have been positive for such applications as landmine and tunnel detection. Civil infrastructure has an entirely different frequency range; massive structures with such low frequencies present a unique challenge. In this project, a new method for structural vibration measurements on bridges will be implemented. The overarching idea is that parallel vibration measurements at multiple points using a multi-beam laser Doppler vibrometer will enhance non-contact bridge inspection technology. As proof of concept, the proposed effort will employ available equipment for measurements on a scale model bridge. The multiple laser beams will fan out to make parallel vibration measurements in multiple points on the model. Velocities of all interrogated points are measured and recorded simultaneously and are expected to enhance the accuracy of bridge mode shape calculation. Precise mode shapes lead to improved damage detection and thus more effective inspection results. The structural health algorithm will be modified based upon parallel measurements, and noise levels will be examined for practical feasibility. Civil Engineering and National Center for Physical Acoustics personnel will work together to create a larger field of multi-beam vision and build a vibration isolation support system. Experiments will be conducted on an available scale model reinforced concrete bridge. The UM structural health program will employ advanced signal processing to extract mode shape data for damage detection. Output plots will visibly identify damage level and location and will be evaluated for detection accuracy as well as inspection practicality for bridge maintenance. This project is expected to contribute to undergraduate/graduate courses as well as fund graduate students, which will result in advanced degrees. Technology transfer will include presented conference papers and submitted journal papers. KW - Algorithms KW - Bridges KW - Laser doppler vibrometers KW - Lasers KW - Scale models KW - Structural health monitoring KW - Vibrometers UR - http://www.ncitec.msstate.edu/wp-content/uploads/2013-27FR.pdf UR - https://trid.trb.org/view/1363650 ER - TY - RPRT AN - 01574013 AU - Kelle, Peter AU - Jin, Mingzhou AU - Louisiana State University, Baton Rouge AU - University of Tennessee, Knoxville AU - National Center for Intermodal Transportation for Economic Competitiveness AU - Research and Innovative Technology Administration TI - A Simulation Model for Intermodal Freight Transportation in Louisiana PY - 2015/01//Final Report SP - 44p AB - With increased emphasis on intermodal transportation development, the issue of how to evaluate an intermodal freight transportation system and provide intermodal solutions has been receiving intensive attention. In order to improve freight flow efficiency and therefore support economic development in the State, it is necessary to have a systematic tool to study the freight flow over all three major surface modes and their connections and, in turn, to help the Department of Transportation and Development (DOTD) identify the best way to increase freight transportation capacity and improve flow efficiency. The objectives of this proposed project are to (1) Develop a comprehensive simulation model for an intermodal freight network that considers the dynamics at the connections between transportation modes, and (2) Conduct what-if analysis of the performance of the Louisiana freight network under different scenarios and evaluate the benefits of selected network improvement initiatives. Upon this mid-term report, the research has finished the first two tasks of summarizing the literature for intermodal transportation simulation and developing the simulation framework. A preliminary simulation model has been developed, including all three major surface transportation modes of highway, railway, and waterway. Mobility, a major performance metric, has been calculated in the model. KW - Freight traffic KW - Freight transportation KW - Improvements KW - Intermodal transportation KW - Literature reviews KW - Louisiana KW - Mobility KW - Simulation KW - Transportation modes UR - http://www.ncitec.msstate.edu/wp-content/uploads/2012-34FR.pdf UR - https://trid.trb.org/view/1363644 ER - TY - RPRT AN - 01570362 AU - Plesko, Todd AU - Gorman, Alan AU - Dallas Area Rapid Transit AU - Federal Transit Administration TI - Dallas Integrated Corridor Management (ICM) – Transit Vehicle Real-time Data Demonstration PY - 2015/01//Final Report SP - 111p AB - This project demonstrated and evaluated the ability to collect and transmit transit location and passenger loading data to a transit management center(s) and/or Integrated Corridor Management (ICM) system in real time. It also demonstrated and evaluated the ability to use the data in real time in a decision support subsystem, for example, to make informed operational decisions. Included in the project were the development, installation, testing, and demonstration of on-board automatic vehicle location (AVL) and automated passenger counter (APC) equipment and communications technologies to support real-time connectivity between transit vehicles and central facilities to support potential applications such as vehicle location, speed monitoring, and passenger load monitoring. The utility of realtime transit vehicle data was explored and assessed, and the issues, challenges, and feasibility of use were examined. KW - Automatic vehicle location KW - Dallas (Texas) KW - Data collection KW - Demonstration projects KW - Evaluation KW - Integrated corridor management KW - Mobile communication systems KW - Passenger counting KW - Public transit KW - Real time information KW - Transit centers UR - http://www.fta.dot.gov/documents/FTA_Report_No._0082.pdf UR - http://ntl.bts.gov/lib/55000/55200/55274/FTA_Report_No._0082.pdf UR - https://trid.trb.org/view/1360031 ER - TY - RPRT AN - 01570343 AU - Federal Highway Administration TI - Public-Private Partnership Oversight: How FHWA Reviews P3s PY - 2015/01 SP - 56p AB - A growing number of State and local transportation agencies are considering the use of public-private partnerships (P3s), in which a private entity is involved in designing, financing, constructing, operating, and maintaining a transportation facility to address transportation needs. With rare exception, P3 projects receiving Federal-aid or credit assistance are subject to the same Federal regulations and requirements as other, traditional Federal-aid projects. Differences in the way P3s and traditional Federal–aid projects are procured, financed, and implemented raise important regulatory issues that Federal Highway Administration (FHWA) staff take into consideration as they ensure effective Federal stewardship of P3 projects in conjunction with the State or local transportation agencies. This guidance document is a reference to help State and local transportation agencies and the private sector understand how FHWA conducts stewardship and oversight of Federal-aid projects where P3s are being considered or implemented. KW - Federal aid KW - Oversight KW - Public private partnerships KW - Regulation KW - U.S. Federal Highway Administration UR - http://www.fhwa.dot.gov/ipd/pdfs/p3/p3_oversight_how_FHWA_reviews.pdf UR - http://ntl.bts.gov/lib/55000/55200/55259/p3_oversight_how_FHWA_reviews.pdf UR - https://trid.trb.org/view/1359497 ER - TY - RPRT AN - 01570257 AU - Imhof, Paul T AU - Chiu, Pei C AU - Guo, Qizhong AU - University of Delaware, Newark AU - Rutgers University, Piscataway AU - Delaware Department of Transportation AU - Federal Highway Administration AU - Research and Innovative Technology Administration TI - Enhancing Nitrogen Removal in Stormwater Treatment Facilities for Transportation PY - 2015/01//Final Report SP - 27p AB - Stormwater from roadways is a point source of pollution. State departments of transportation (DOTs) must comply with Total Maximum Daily Load (TMDL) regulations for nutrients such as nitrogen, which causes water quality impairment. Existing stormwater treatment technologies, such as bioretention cells, do not remove nitrogen adequately to meet water quality standards. New technologies that can more effectively remove nitrogen and reduce the footprint required for stormwater treatment will result in significant savings for State DOTs. The authors have hypothesized that biochar can be used in bioretention cells to promote microbial removal of nitrate from stormwater and improve bioretention cell performance. The goal of this project is to experimentally test this hypothesis and produce the data necessary to (1) develop a better understanding of biochar-enhanced denitrification and (2) secure multi-year support for a field-scale assessment of the proposed technology. The authors established a culture of the anaerobic bacterium Geobacter metallireducens and ”trained” it to utilize nitrate as an electron acceptor. Batch experiments were carried out to illustrate the ability of a commercial wood biochar, which is being tested in a field detention cell in Delaware, to support nitrate removal by G. metallireducens. This project provided direct or indirect research support for 12 students and resulted in 1 conference paper, 1 conference presentation, 3 seminars/public lectures, and 3 awarded multi-year grants. KW - biochar KW - Biodeterioration KW - Laboratory tests KW - Nitrogen KW - Runoff KW - Technological innovations KW - Water quality management UR - https://cait.rutgers.edu/files/CAIT-UTC-045-final_0.pdf UR - https://trid.trb.org/view/1359775 ER - TY - RPRT AN - 01567330 AU - Sandt, Laura AU - Thomas, Libby AU - Langford, Kristen AU - Nabors, Dan AU - Vanasse Hangen Brustlin, Incorporated AU - Federal Highway Administration TI - A Resident’s Guide for Creating Safer Communities for Walking and Biking PY - 2015/01//Final Guide SP - 100p AB - This guide is intended to assist residents, parents, community association members, and others in getting involved in making communities safer for pedestrians and bicyclists. The guide includes facts, ideas, and resources to help residents learn about traffic problems that affect pedestrians and bicyclists and to find ways to help address these problems and promote safety among all road users. The guide includes information on identifying problems, taking action to address pedestrian and bicycle concerns, finding solutions to improve safety, and resources to get additional information. KW - Bicycle travel KW - Case studies KW - Cyclists KW - Pedestrian safety KW - Pedestrians KW - Traffic safety KW - Walking UR - http://safety.fhwa.dot.gov/PED_BIKE/ped_cmnity/ped_walkguide/residents_guide2014_final.pdf UR - https://trid.trb.org/view/1357317 ER - TY - RPRT AN - 01567266 AU - Wen, Haifang AU - Sharma, Sunil AU - Rose, Mark AU - Wang, Jingan AU - Timm, Anthony AU - Washington State University, Pullman AU - Idaho Transportation Department AU - Federal Highway Administration TI - Review of Non-Nuclear Density Gauges as Possible Replacements for ITD’s Nuclear Density Gauges PY - 2015/01//Final Report SP - 173p AB - This report examines the possibility of replacing nuclear density gauges (NDGs) with non-nuclear density gauges (NNDGs) to measure density of hot mix asphalt (HMA) and unbound pavement layers in the field. The research team evaluated the effectiveness of five NNDGs for measuring density of HMA and unbound material compaction. A variety of global and local factors were evaluated to determine which factors had a significant effect on the HMA devices. The findings show that, while both NDG and NNDG could produce results that are statistically significantly different from core densities for some projects, calibrated HMA NNDG results perform as well as the current Idaho Transportation Department (ITD) NDG practice. Surface moisture was found to have effects on the NNDG measurements of HMA density. Recommendations were made to modify the test protocol of NNDGs. The team compared the density values and moisture contents of unbound materials (e.g. base, subbase, or subgrade) measured from NNDGs to those obtained using traditional devices: NDG (density and moisture), sand cone (density) and laboratory oven (moisture content). Each NNDG for unbound soils required calibration to a traditional device. Overall, the results indicate that measurements by NNDGs on unbound materials are not consistently accurate or precise enough to replace NDGs. KW - Hot mix asphalt KW - Idaho KW - Instruments for measuring density KW - Moisture content KW - Nuclear density gages KW - Pavement layers KW - Test procedures UR - http://ntl.bts.gov/lib/55000/55100/55101/RP210Final04062015.pdf UR - https://trid.trb.org/view/1356214 ER - TY - RPRT AN - 01564439 AU - Bullock, Darcy M AU - Hubbard, Sarah M L AU - Furr, Colin AU - Gilllum, Brock AU - Gallagher, Donald W AU - DiPilato, Mike AU - Purdue University AU - SRA International, Incorporated AU - Federal Aviation Administration TI - Evaluation of Aviation Rumble Strips PY - 2015/01//Interim Report SP - 34p AB - This interim report provides information about one potential strategy to mitigate the risk of incursions: rumble strips tailored to aviation. Aviation rumble strips may provide advance warning when entering an active runway or taxiway entrance that has published “hot spots.” A test bed of raised and sawcut rumble strips was installed, and quantitative and qualitative assessments were performed with a Cirrus SR20, Cessna 152, Cessna 172, Piper PA-28 Warrior, and Piper PA-34 Seneca at varying taxiing speeds. This test fleet represents approximately 66% of aircraft operating at general aviation (GA) airports. This interim report provides tables and graphics that summarize both qualitative and quantitative data. The sawcut and raised rumble strips were clearly discernible in the three-axis acceleration data for all GA aircraft at all speeds. The work is ongoing, but discussion of these preliminary results by the aviation community will be valuable to shape future research and testing. KW - Airport runways KW - Aviation safety KW - Evaluation and assessment KW - General aviation airports KW - Rumble strips KW - Runway incursions KW - Speed KW - Taxiing UR - http://www.airporttech.tc.faa.gov/DesktopModules/FlexNews/DownloadHandler.ashx?id=b705eb54-6797-4958-8f5a-f660d1d4bfb0&f=TC-15-2.pdf UR - https://trid.trb.org/view/1354943 ER - TY - RPRT AN - 01563634 AU - Avers, Katrina B AU - Johnson, William B AU - Ma, Maggie J AU - Rankin, William L AU - Drury, Colin G AU - Allen, James W AU - Brys, James J AU - Federal Aviation Administration AU - Federal Aviation Administration AU - Boeing Company AU - State University of New York, Buffalo AU - Working Healthy Always, LLC AU - Federal Aviation Administration AU - Federal Aviation Administration TI - Operator's Manual for Human Factors in Aviation Maintenance PY - 2015/01//Final Report SP - 34p AB - This manual recognizes that readers already know the importance of human factors — a science that pays attention to physical, psychological, and other human attributes to ensure that we work safely and efficiently with minimal risk to others and equipment. The chapters discuss seven critical human factors topics that contribute to the goal of creating and reinforcing a safety culture where employees practice safe habits, both at work and at home: 1) Hazard Identification, 2) Procedural Compliance and Documentation, 3) Human Factors Training – Evolution and Reinforcement, 4) Fatigue Risk Management, 5) Human Factors Health and Safety Program, 6) Considering Human Factors Issues in Design and Installation, and 7) Measuring Impact and Return on Investment. Operational data and practical experience from the U.S. and other countries are the basis of the seven critical topics. The International Civil Aviation Organization, the U.S. Occupational Safety and Health Administration, Airlines for America, Transport Canada, United Kingdom Civil Aviation Authority, the European Aviation Safety Agency, the International Air Transport Association, and information from other entities contributed to this manual. The seven contributors to this manual have worked in aviation maintenance, medicine, and engineering for an average of 35 years. The contributors characterized the seven topics and related steps discussed in this manual as “information they wish they had known years ago.” KW - Aviation KW - Aviation safety KW - Fatigue (Physiological condition) KW - Human factors KW - Maintenance KW - Maintenance personnel KW - Manuals KW - Return on investment KW - Risk management KW - Safety programs KW - Training UR - http://www.faa.gov/data_research/research/med_humanfacs/oamtechreports/2010s/media/201502.pdf UR - https://trid.trb.org/view/1353383 ER - TY - RPRT AN - 01563631 AU - Collins, William E AU - Wayda, Michael E AU - Federal Aviation Administration AU - Federal Aviation Administration TI - Index to FAA Office of Aerospace Medicine Reports: 1961-2014 PY - 2015/01//Final Report SP - 106p AB - An index to Federal Aviation Administration (FAA) Office of Aerospace Medicine Reports (1964-2014) and Civil Aeromedical Institute Reports (1961-1963) is presented for those engaged in aviation medicine and related activities. The index lists all FAA aerospace medicine technical reports published from 1961 through 2014: chronologically, alphabetically by author, and alphabetically by subject. An introduction describes recently expanded capabilities for impact testing, aircraft cabin simulator research, portable hypoxia demonstration, and advanced flight simulation. KW - Aviation medicine KW - Civil Aeromedical Institute KW - Human factors KW - Indexes (Information management) KW - Office of Aerospace Medicine KW - Research reports KW - U.S. Federal Aviation Administration UR - http://www.faa.gov/data_research/research/med_humanfacs/oamtechreports/2010s/media/201501.pdf UR - https://trid.trb.org/view/1353382 ER - TY - RPRT AN - 01563528 AU - Abdelkarim, Omar I AU - Gheni, Ahmed AU - Anumolu, Sujith AU - Wang, Song AU - ElGawady, Mohamed AU - Missouri University of Science and Technology, Rolla AU - Missouri Department of Transportation AU - Missouri Department of Transportation AU - Federal Highway Administration TI - Hollow-Core FRP-Concrete-Steel Bridge Columns Under Extreme Loading PY - 2015/01//Final Report SP - 205p AB - This report presents the behavior of hollow-core fiber reinforced polymer-concrete-steel columns (HC-FCS) under combined axial-flexural as well as vehicle collision loads. The HC-FCS column consists of a concrete wall sandwiched between an outer fiber reinforced polymer (FRP) tube and an inner steel tube. Four large-scale columns including a conventionally reinforced concrete (RC) column having solid cross section and three HC-FCS columns were investigated during this study. Each column had an outer diameter of 24 inch and a column’s height-to-diameter ratio of 4.0. The steel tube was embedded into reinforced concrete footing with an embedded length of 1.6 times the steel tube diameter. The FRP tube truncated at the top of the footing level; hence, it provided only confinement to the concrete. The hollow steel tube was the only reinforcement for shear and flexure inside the HC-FCS column. The HC-FCS column exhibited high lateral drift reaching 15.2% and failed gradually due to concrete crushing, steel tube local buckling, followed by FRP rupture. The reference RC-column failed at drift of 10.9% due to rebar rupture. Finite element models using LS-DYNA software were developed and validated against the experimental results of the investigated large-scale columns and experimental results of small-scale columns available in the literature. The proposed model was able to predict the behaviors of the investigated columns with good accuracy. Finite element modeling of vehicle collision with RC and HC-FCS bridge columns was also presented in this report. Evaluation of the peak dynamic force (PDF) and the equivalent static force (ESF) through an extensive parametric study were conducted. The American Association of State Highway and Transportation Officials (AASHTO)-Load and Resistance Factor Design (LRFD) design force was found to be non-conservative when the column was collided with heavy vehicles of a weight more than 35 kips or high-speed vehicle more than 70 mph. A new equation for estimating the ESF based on the vehicle’s mass and velocity was developed. This approach will allow Departments of Transportation (DOTs) to design different bridge columns to different impact force demands depending on the anticipated truckloads and velocities. In general, the PDF values of the HC-FCS columns were lower than those of the RC column when they were subjected to vehicle collision. KW - Bridge design KW - Columns KW - Durability KW - Dynamic loads KW - Fiber reinforced polymers KW - Finite element method KW - Highway bridges KW - Impact loads KW - Reinforced concrete KW - Steel UR - http://library.modot.mo.gov/RDT/reports/TR201408/cmr15-008.pdf UR - https://trid.trb.org/view/1352252 ER - TY - RPRT AN - 01560914 AU - McDonald, Armando AU - McIlroy, David AU - Han, Yinglei AU - Kengne, Blaise-Alexis AU - University of Idaho, Moscow AU - TranLIVE AU - Research and Special Programs Administration AU - Research and Innovative Technology Administration TI - Upgrading Biomass Pyrolysis Bio-oil to Renewable Fuels PY - 2015/01//Final Report SP - 20p AB - Fast pyrolysis is a process that can convert woody biomass to a crude bio-oil (pyrolysis oil). However, some of these compounds contribute to bio-oil shelf life instability and difficulty in refining. Catalytic hydrodeoxygenation (HDO) of the bio-oil can upgrade the bio-oil into transportation fuels. Therefore, nickel (Ni) and ruthenium (Ru) catalysts supporting a novel nanomaterial, silica nanospring (NS) showed the best performance for HDO of phenol. In terms of bio-oil hydrotreatment, the bio-oil was fractionated by phase separation by addition of water to obtain a water-insoluble (WIS) and water-soluble (WS) fractions from the bio-oil. The WS of bio-oil can be upgraded into cycloalkanes of 30% wt. and alcohols of 18% wt. over Ni-NS and Ni(65%)/SiO₂-Al₂O₃ catalyst. The WIS of bio-oil had been effectively cracked in methanol over Ni(65%)/SiO₂-Al₂O₃ catalyst. A further step of HDO on the cracked oil had successfully deoxygenated the phenolics into cycloalkanes. All the produced alkanes and alcohols can be directly used as drop-in transportation fuels. Future work will focus on upscaling the process to a small pilot operation to fully assess these catalysts for producing biofuels. KW - Alternate fuels KW - Biomass fuels KW - Catalysts KW - Oils KW - Pyrolysis KW - Renewable energy sources UR - http://tranliveutc.org/~/media/Files/orgs/ENGR/Research/NIATT/TranLIVE/Final%20Reports/UI_TranLIVE_FinalReport_BiooilUpgrading UR - https://trid.trb.org/view/1348914 ER - TY - RPRT AN - 01560601 AU - Coifman, Benjamin AU - Huang, Bo AU - Redmill, Keith AU - Wu, Mo AU - Ohio State University, Columbus AU - Ohio Department of Transportation AU - Federal Highway Administration TI - Mining vehicle classifications from the Columbus Metropolitan Freeway Management System PY - 2015/01//Final Report SP - 70p AB - Vehicle classification data are used in many transportation applications, including: pavement design, environmental impact studies, traffic control, and traffic safety. Ohio has over 200 permanent count stations, supplemented by many more short-term count locations. Due to the high costs involved, the density of monitoring stations is still very low given the lane miles that are covered. This study leveraged the deployed detectors in the Columbus Metropolitan Freeway Management System (CMFMS) to collect and analyze classification data from critical freeways where the Traffic Monitoring Section has not been able to collect much classification data in the past due to site limitations. The CMFMS was deployed in an unconventional manner because it included an extensive fiber optic network, frontloading most of the communications costs, and rather than aggregating the data in the field, the detector stations sent all of the individual per-vehicle actuations (i.e., PVR data) to the traffic management center (TMC). The PVR data include the turn-on and turn-off time for every actuation at each detector at the given station. The authors' group has collected and archived all of the PVR data from the CMFMS for roughly a decade. The PVR data allow the authors to reprocess the original actuations retroactively. As described in this report, the research undertook extensive diagnostics and cleaning to extract the vehicle classification data from detectors originally deployed for traffic operations. The work yielded length based vehicle classification data from roughly 40 bi-directional miles of urban freeways in Columbus, Ohio over a continuous monitoring period of up to 10 years. The facilities span I-70, I-71, I-270, I-670, and SR-315, including the heavily congested inner-belt. Prior to this study, these facilities previously had either gone completely unmonitored or were only subject to infrequent, short-term counts. KW - Columbus (Ohio) KW - Columbus Metropolitan Freeway Management System KW - Data mining KW - Freeways KW - Loop detectors KW - Traffic data KW - Vehicle classification UR - http://www.dot.state.oh.us/Divisions/Planning/SPR/Research/reportsandplans/Reports/2015/Planning/134696_FR.pdf UR - https://trid.trb.org/view/1350362 ER - TY - RPRT AN - 01560332 AU - Middleton, Scott AU - Regan, Terry AU - Volpe National Transportation Systems Center AU - Federal Transit Administration AU - Federal Highway Administration TI - Performance-based Planning and Programming in the Context of MAP-21 PY - 2015/01//Final Report SP - 33p AB - This report highlights key recommendations and noteworthy practices identified at the workshop on “Performance-based Planning and Programming in the Context of MAP-21” held on March 6-7, 2014 in New York City, New York and via video teleconference. This event was sponsored by the Transportation Planning Capacity Building (TPCB) Peer Program, which is jointly funded by the Federal Highway Administration (FHWA) and Federal Transit Administration (FTA). The objectives of this workshop were to increase awareness of performance management and performance-based planning and programming; to discuss the planning challenges faced by the New York Metropolitan Transportation Council (NYMTC), its adjoining metropolitan planning organizations (MPOs), and other planning partners in the New York metropolitan area; and to identify action items to help participating agencies prepare for implementation of performance-based planning and programming. This workshop helped agencies to prepare for three key requirements of the Moving Ahead for Progress in the 21st Century Act (MAP-21): (1) The development of performance measures and targets; (2) The integration of performance measures into the planning process; and (3) The development of performance-based plans for safety, asset management, and congestion. This workshop resulted in a framework for future discussions between the U.S. Department of Transportation (USDOT) and MPOs on the reporting of performance information to USDOT required by MAP-21. This workshop also provided training for NYMTC and its regional planning partners and resulted in the development of action plans for implementing performance-based planning requirements in the New York metropolitan area. KW - Metropolitan planning organizations KW - Moving Ahead for Progress in the 21st Century Act (MAP-21) KW - New York Metropolitan Area KW - New York Metropolitan Transportation Council KW - Performance based planning KW - Performance based programming KW - Performance measurement KW - Programming (Planning) KW - Transportation planning KW - Workshops UR - http://ntl.bts.gov/lib/54000/54500/54585/NYMTC_Planning_MAP21_3-6-14.pdf UR - https://trid.trb.org/view/1344677 ER - TY - RPRT AN - 01560095 AU - Filosa, Gina AU - Oster, Alexandra AU - Volpe National Transportation Systems Center AU - Federal Highway Administration TI - International Practices on Climate Adaptation in Transportation: Findings from a Virtual Review PY - 2015/01//Final Report SP - 48p AB - The Federal Highway Administration (FHWA) conducted an international review to study how international transportation agencies are addressing issues related to adapting highway infrastructure to the impacts of climate change. The review involved transportation agencies from Australia, Canada, Denmark, Korea, New Zealand, the Netherlands, Norway, and the United Kingdom. The review elicited information on adaptation issues associated with all aspects of the transportation project delivery process. This synthesis report highlights the state of the practice of how transportation agencies are addressing climate adaptation through the following: adaptation frameworks/strategies; climate change risk assessments; selecting adaptation measures and strategies; long range planning and land use; changes in design standards; maintenance and operations; asset management; and research. The information collected during the review and presented here is relevant to transportation planners, asset managers, design engineers, and policy-makers. KW - Adaptation planning (Climate change) KW - Australia KW - Canada KW - Climate change KW - Denmark KW - Highways KW - Infrastructure KW - Netherlands KW - New Zealand KW - Norway KW - Project delivery KW - South Korea KW - State of the practice KW - United Kingdom UR - http://www.fhwa.dot.gov/environment/climate_change/adaptation/publications_and_tools/international_practices/fhwahep15011.pdf UR - http://ntl.bts.gov/lib/54000/54400/54492/InternationalAdaptation_SynthesisReport.pdf UR - https://trid.trb.org/view/1344661 ER - TY - RPRT AN - 01558898 AU - Coolbeth, Elise AU - Ellis, Wendy AU - Vermont Agency of Transportation AU - Federal Highway Administration TI - Wavetronix® Smart Sensor Matrix™ Radar Stop Bar Detection PY - 2015/01//Final Report SP - 22p AB - According to the Federal Highway Administration (FHWA) negotiating intersections is one of the most complex and demanding tasks that a driver faces. Data shows that in 2007, approximately 2.4 million intersection-related crashes occurred, representing 40 percent of all reported crashes. Of the 37,435 total fatalities, 8,061 occurred at intersections, equaling 21.5 percent of total deaths (1). Many transportation agencies have developed solutions such as regulatory signs and electronic traffic control signals in an effort to reduce these alarming totals and decrease driver confusion. The Wavetronix® Smart Sensor Matrix™, a radar stop bar detection system was installed at the intersection of VT 116 and Shelburne Falls Road/CVU Road located at mile marker 5.46 in the town of Hinesburg on June 15th and 16th of 2011. The purpose of this study is to evaluate the overall effectiveness of the proprietary Wavetronix SmartSensor Matrix™ system during varying weather and traffic stream conditions. Site visits were conducted before and after the installation in an effort to compare traffic flow and overall effectiveness of the device. The following report summarizes the construction, performance, field observations, and crash data analysis of the intersection KW - Before and after studies KW - Crash analysis KW - Crash data KW - Fatalities KW - Highway safety KW - Intersections KW - Traffic flow KW - Traffic signals KW - Vermont KW - Weather conditions UR - http://vtransplanning.vermont.gov/sites/aot_policy/files/documents/planning/2015%20-%2003%20Wavetronix%C2%AE%20Smart%20Sensor%20Matrix%E2%84%A2.pdf UR - https://trid.trb.org/view/1346366 ER - TY - RPRT AN - 01557294 AU - Fitch, Jennifer AU - Tremblay, Jason P AU - Vermont Agency of Transportation AU - Federal Highway Administration TI - Cold In-Place Recycled Bituminous Pavement Dorset-Danby, VT PY - 2015/01 SP - 43p AB - The report documents the long-term performance and cost effectiveness of four rehabilitation treatments in a mostly homogenous environment. The underlying subbase and subgrade soils, traffic volume, existing pavement structure and ambient conditions are similar in all sections. The Vermont Agency of Transportation specified the construction of a standard overlay, cold recycled pavement, and reclaimed stabilized base along US Route 7 in the towns of Dorset, Mt. Tabor and Danby in 1996 and 1997. Each of these treatments is intended to address various pavement distresses. Testing and surveillance measures included annual pavement surveys prior to and following construction along with the collection of International Roughness Index (IRI) reading by Pavement Management with the use of a road profiler. Sixteen 100’ test sections were established throughout the length of the project. Associated pavement surveys included the documentation of cracking and rutting. Cracking was further analyzed for total cracking, fatigue cracking and transverse cracking. Thirteen years following construction, only three of the six pavement composites display measurable amounts of fatigue and transverse cracking including the standard overlay, 3-inch CIR with 1½-inch overlay and 4-inch CIR with 1½-inch overlay. Two of the more comprehensive treatments, 4-inch Cold in-place Recycling (CIR) and 8-inch Reclaimed Stabilized Base (RSB) with 3¼-inch bituminous overlay, displayed the greatest amount of rutting as a function of preconstruction conditions. Through the metrics developed in the study, the treatments with the thicker bituminous overlays outperformed the thinner overlays. KW - Bituminous overlays KW - Cold in-place recycling KW - Concrete pavements KW - Costs KW - Cracking KW - Pavement maintenance KW - Pavement performance KW - Rehabilitation (Maintenance) KW - Roughness KW - Rutting KW - Vermont UR - http://vtransplanning.vermont.gov/sites/aot_policy/files/documents/planning/2015%20-%2004%20Cold%20In-Place%20Recycled%20Bituminous%20Pavement%20-%20Dorset%20-%20Danby.pdf UR - https://trid.trb.org/view/1345922 ER - TY - RPRT AN - 01557291 AU - Smith, Amy AU - Fehr & Peers AU - University of North Carolina, Chapel Hill AU - Federal Highway Administration TI - Crowdsourcing Pedestrian and Cyclist Activity Data PY - 2015/01//White Paper SP - 35p AB - This paper considers how crowdsourcing applications and crowdsourced data are currently being applied, as well as potential new uses for active transportation research and planning efforts of various types. The objectives of this white paper are to review crowdsourced bicycle and pedestrian data resources and crowdsourcing tools; discuss potential planning implementations of crowdsourced data for a variety of bicycle and pedestrian project types; and provide examples of how crowdsourcing is currently being used by the planning community. Due to software application turnover, many of the examples provided describe tools that may no longer be in use, have evolved significantly, or have been/will eventually be depreciated with the advance of new technologies. This paper is not intended to be a comprehensive outline of crowdsourcing applications in the transportation planning profession or a dictionary of crowdsourcing system types, but rather a resource for those interested in using crowdsourcing systems in active transportation planning and research. KW - Crowdsourcing KW - Cyclists KW - Data collection KW - Data quality KW - Decision making KW - Pedestrians KW - Research projects KW - Transportation planning KW - Travel behavior UR - http://www.pedbikeinfo.org/cms/downloads/PBIC_WhitePaper_Crowdsourcing.pdf UR - https://trid.trb.org/view/1345920 ER - TY - RPRT AN - 01557010 AU - Clifton, Kelly J AU - Gehrke, Steven R AU - Currans, Kristina M AU - Liu, Jenny H AU - Chen, Roger B AU - Portland State University AU - Oregon Department of Transportation AU - Federal Highway Administration TI - Understanding Residential Location Choices for Climate Change and Transportation Decision Making: Phase 1 Report PY - 2015/01//Final Report SP - 123p AB - This research aims to fill the gap in the knowledge between residential location decisions and preferences and the resulting travel outcomes. In this first phase, the revealed connections between residential choices and travel patterns are examined using recently collected Oregon household travel survey data. Based on distillation of these data, Oregon households are segmented into policy-sensitive markets defined by their differences in household composition, income, and age. Statistical modeling techniques were then applied to analyze the relationship between each identified market segments, their revealed travel outcomes, and three residential location decisions: housing structure (single family or multifamily), tenure (rent or own), and neighborhood type that were combined into sets of alternatives. Each residential location decision was modeled within a nested multinomial logit framework specified for the sample of households of the Portland and Mid-Willamette Valley metropolitan regions in the Oregon Household Activity Survey (OHAS) dataset. To further link the household residential location decisions to travel behavior, a set of multivariate regression models were developed and estimated to understand how the socioeconomic characterization and revealed housing, neighborhood, and tenure decisions of a household related to four travel outcomes: vehicle miles traveled, person miles traveled by mode, number of person trips by mode, and vehicle ownership. These estimates were then used to explore travel differences for households in different lifecycle stages with or without access to light rail transit. This first phase provided insight into the connection between the revealed travel outcomes of Oregon households and their neighborhood, tenure, and housing structure decisions. KW - Climate change KW - Decision making KW - Households KW - Light rail transit KW - Multinomial logits KW - Oregon KW - Residential location KW - Socioeconomic factors KW - Travel behavior KW - Travel patterns KW - Travel surveys UR - http://www.oregon.gov/ODOT/TD/TP_RES/ResearchReports/SPR745_Phase1_12-23-14FINAL_012715LP.pdf UR - https://trid.trb.org/view/1344679 ER - TY - RPRT AN - 01556719 AU - Sanborn, Devon AU - Vermont Agency of Transportation AU - Federal Highway Administration TI - Epoplex Glomarc 90 Polyurea Pavement Marking PY - 2015/01//Final Report SP - 19p AB - Pavement markings provide an important means of communication for all roadway users and must be capable of conveying information during inclement weather and evening hours when there may be little to no contribution from overhead lighting. Recently the Vermont Agency of Transportation has been applying recessed polyurea markings on most interstate rehabilitation projects. Recessing has proven effective in extending the service life of pavement markings by protecting them from wear induced by tire abrasion and shearing effects generated by snow plows. This research was conducted to evaluate the application of an experimental pavement marking, known as Epoplex Glomarc 90 Polyurea, with respect to long line application. The Epoplex Glomarc 90 Polyurea was applied on the Derby IM 091-3(46) project, located along I-91 northbound and southbound between mile marker (MM) 169.8 and 177.4. Five test sites were established in the southbound lanes of the project, all of which were experimental. Following the placement of the markings, retroreflectivity and wear readings were collected using uniform methods. Retroreflectivity readings were taken on each line (white edge, white skip, yellow edge) within the southbound test site limits using the LTL 2000 Retroreflectometer. Each test site is 40 feet in length, with readings sampled every 10 linear feet. White skip lines that coincide transversely with any sample point were also tested. All markings were found to be in compliance with Federal Highway Administration (FHWA) recommended minimum Retroreflective values, and above the Agency’s required initial retroreflective values of 500 mcdl/m 2 /lx for white, and 400 mcdl/m 2 /lx for yellow. The most notable observation during the site visit was that on average, the yellow markings were presenting higher retroreflective values than the white lines. Research personnel will continue to monitor and collect additional information concerning the overall durability and retroreflectivity of all test sites in accordance with the work plan. KW - Durability KW - Evaluation KW - Retroreflectivity KW - Road marking materials KW - Road markings KW - Vermont UR - http://vtransplanning.vermont.gov/sites/aot_policy/files/documents/planning/2015%20-%2002%20Epoplex%20Glomarc%2090%20Polyurea%20Pavement%20Marking.pdf UR - https://trid.trb.org/view/1345498 ER - TY - RPRT AN - 01556716 AU - Gostautas, Richard AU - Nims, Douglas AU - Steinberg, Eric AU - Hu, Liangbo AU - Walsh, Ken AU - MISTRAS Group, Incorporated AU - Ohio Department of Transportation AU - Federal Highway Administration TI - Evaluation of Overhead Support Inspection Program PY - 2015/01//Final Report SP - 136p AB - This study evaluated the adequacy and frequency of the current structural support inspection program for overhead sign supports (including bridge mounted), mast arm signal supports and high mast light supports. While Ohio Department of Transportation (ODOT) provides statewide guidance to all 12 districts with regards to support inspection, each district may implement different procedures to meet the needs of the representative district, as along as state requirements are met. To assess the current program, a detailed, hands-on inspection was conducted on 202 supports. These results were then compared to the previous ODOT inspection results which uses a ground based, visual inspection process with sounding of the anchor bolts by hammer. The hands-on inspection process found almost 1.87 times more deficiencies. While the majority of them would have likely been observed under the current ODOT process, some deficiencies observed during the field inspections would not have been observable from the ground. Additionally, it was observed that the different inspection procedures used by each district often produced inspection reports that varied in the amount of information and level of detail collected during inspection. Overall, there was no evidence that indicated the current ground based, visual inspection process, or that the maximum 5 year inspection frequency, with regards to overhead sign supports, was inadequate and should be changed at this time. Subsequent recommendations were made to address the inventory process and inspection procedures for each type of support and consider the need to establish the current condition (i.e. structural adequacy) of every support in the ODOT inventory at the time of inspection. KW - Condition surveys KW - Data collection KW - Evaluation KW - Inspection KW - Ohio Department of Transportation KW - Overhead traffic signs KW - Recommendations KW - Structural supports UR - http://worldcat.org/oclc/905346928/viewonline UR - https://trid.trb.org/view/1345487 ER - TY - RPRT AN - 01556479 AU - Dowds, Jonathan AU - Sullivan, Jim AU - Novak, David AU - Scott, Darren AU - University of Vermont, Burlington AU - Vermont Agency of Transportation AU - Federal Highway Administration TI - Strategic Location of Satellite Salt Storage for Roadway Snow and Ice Control in Vermont PY - 2015/01//Final Report SP - 37p AB - Roadway snow and ice control (RSIC) operations can account for as much as 10% of the Vermont Agency of Transportation's (VTrans) annual budget. Important considerations for planning RSIC operations are the locations and quantities of surface-treatment materials like salt. In this paper, the use of satellite salt facilities (SSF) is examined, and a novel, real-world approach for locating SSFs is developed. The authors also demonstrate a method for ranking the effectiveness of individual SSFs with respect to their reduction of the distance vehicles must travel to reload salt. The approach is demonstrated using the actual federal-aid roadway network for the state of Vermont, and a locally optimal SSF location is identified for each of the existing service territories in the state. The results of an informal survey of satellite-salt siting practices amongst snow-belt Departments of Transportation (DOTs) are also reported. A critical aspect to siting new SSFs is the ability to utilize existing right-of-way around interstates, and survey respondents note the need to explore public-private partnerships with landowners adjacent to the state highway right-of-way who may be willing to sell or lease small portions of cleared land for use as SSFs. Using the information from the survey, the research team compares a smaller set of “ready-to-use” SSF locations (with adequate right-of-way) to the locally-optimized SSF locations. KW - Deicing chemicals KW - Location KW - Public private partnerships KW - Right of way (Land) KW - State departments of transportation KW - Storage facilities KW - Surveys KW - Vermont KW - Winter maintenance UR - http://vtransplanning.vermont.gov/sites/aot_policy/files/documents/planning/2015%20-%2001%20Strategic%20Location%20of%20Satellite%20Salt%20Storage%20for%20Roadway%20Snow%20and%20Ice%20Control%20in%20Vermont.pdf UR - https://trid.trb.org/view/1344650 ER - TY - SER AN - 01555805 JO - Traffic Safety Facts - Crash Stats PB - National Center for Statistics and Analysis TI - Early Estimate of Motor Vehicle Traffic Fatalities for the First Half (Jan–Jun) of 2014 PY - 2015/01 SP - 2p AB - A statistical projection of traffic fatalities for the first half of 2014 shows that an estimated 14,950 people died in motor vehicle traffic crashes. This represents a decrease of about 2.2 percent as compared to the 15,294 fatalities that were reported to have occurred in the first half of 2013. Preliminary data reported by the Federal Highway Administration (FHWA) show that vehicle miles traveled (VMT) in the first 6 months of 2014 increased by about 6.5 billion miles, or about a 0.4-percent increase. Also presented in this report are the fatality rates per 100 million VMT, by quarter. The fatality rate for the first half of 2014 decreased to 1.02 fatalities per 100 million VMT, down from 1.05 fatalities per 100 million VMT in the first half of 2013. The actual counts for 2013 and 2014 and the ensuing percentage change from 2013 to 2014 will be further revised when the final file for 2013 and the annual reporting file for 2014 are available later this year. A chart is presented which shows the historical trend of the percentage change every quarter from the same quarter in the previous year, going back to 1976. The National Highway Traffic Safety Administration (NHTSA) has fatality data going back to 1975, and the shading in the chart depicts the years during which there were significant number of consecutive quarters with declines as compared to the corresponding quarters of the previous years. The declines during the early 1980s and 1990s lasted 11 consecutive quarters, while the most recent decline occurred over 17 consecutive quarters ending in the second quarter of 2010. KW - Fatalities KW - Traffic crashes KW - Trend (Statistics) KW - Vehicle miles of travel UR - http://www-nrd.nhtsa.dot.gov/Pubs/812093.pdf UR - https://trid.trb.org/view/1343058 ER - TY - RPRT AN - 01555800 AU - Berthaume, Andrew AU - Morton, Tom AU - Volpe National Transportation Systems Center AU - Woodward Communications AU - Federal Highway Administration AU - Federal Highway Administration TI - National Multimodal Freight Analysis Framework Research Workshop: Workshop Summary Report, December 11, 2013 PY - 2015/01//Workshop Summary Report SP - 38p AB - This report summarizes a 1-day workshop held to discuss national multimodal freight analysis framework (FAF) research. Participants discussed the state of the art, primary gaps in current capabilities, and strategies for addressing these gaps, particularly in the areas of multimodal freight networks, freight-demand modeling, and origin-destination data disaggregation. The workshop was designed to identify a set of topics for further research and to ultimately inform the development of the FAF version 4, scheduled for release in late 2015, and beyond. The objectives of the workshop were to understand the nature and purpose of FAF, outline a vision for the next generation of freight analysis, agree on primary gaps in current capabilities, and create a game plan to address gaps. Expert speakers presented historical background of the FAF, as well as perspectives on the state of the art in three specialized topics covered in focused sessions. KW - Freight Analysis Framework KW - Freight demand modeling KW - Freight transportation KW - Multimodal networks KW - Origin and destination KW - Research KW - State of the art KW - Workshops UR - http://ntl.bts.gov/lib/54000/54700/54741/NatlMultimodalFreightWorkshop.pdf UR - https://trid.trb.org/view/1342951 ER - TY - RPRT AN - 01555795 AU - Barr, Paul AU - Betti, Raimondo AU - Cousins, Tommy AU - Dyreng, Paul AU - Fausett, Robert W AU - Halling, Marv W AU - Roberts-Wollmann, Carin AU - Utah State University, Logan AU - Rutgers University, Piscataway AU - Utah Department of Transportation AU - Federal Highway Administration AU - Research and Innovative Technology Administration TI - Feasibility of Bridge Structural Health Monitoring Using Short Term Data Acquisition System PY - 2015/01//Final Report SP - 127p AB - Long-term testing of bridges can be expensive and result in a large amount of data that is difficult to manage and analyze. The purpose of this study was to investigate the feasibility of a short-term data acquisition system that used a minimal number of gauges to quantify a bridge's behavior. As a result, a system was developed that could use up to eight sensors and could be utilized in the field for up to two weeks on two marine batteries. Once the system was developed, it was installed on a bridge near Perry, Utah. This particular bridge had a permanent data acquisition system installed so a direct comparison could be performed as well as with data that were recorded during a live-load test. In general, the short-term data acquisition system performed well. It was determined that two marine batteries did not supply enough power to operate the system for the desired two week period. Future work will investigate a sleep mode that should conserve additional energy and prolong the operating life of the system. The measured results were similar to those recorded with the permanently installed system as well as the live-load data. While the testing of the system was successful, additional work needs to be performed prior to implementation. Specifically, the battery issue needs to be resolved to prolong the viable operation time of the system. Additionally, improvements to the software in terms of post processing and capabilities could be improved to make it more useful to the user. KW - Bridges KW - Data collection KW - Electric batteries KW - Equipment KW - Perry (Utah) KW - Short term KW - Structural health monitoring UR - https://cait.rutgers.edu/files/CAIT-UTC-024-final.pdf UR - https://trid.trb.org/view/1342959 ER - TY - RPRT AN - 01555765 AU - Preusser Research Group, Incorporated AU - National Highway Traffic Safety Administration TI - Process Overview of the High-Visibility Enforcement Programs Targeting Handheld Device Users in California and Delaware PY - 2015/01//Final Report SP - 27p AB - The National Highway Traffic Safety Administration, the California Office of Traffic Safety, and the Delaware Highway Safety Office demonstrated State high-visibility enforcement (HVE) programs to reduce handheld phone use while driving. HVE was conducted statewide in Delaware and across the Sacramento Valley region of California. Local law enforcement officers conducted three HVE waves between November 2012 and June 2013. Paid advertisements and news coverage supported the enforcement efforts. Messages conveyed the slogan, Phone in One Hand, Ticket in the Other. The information in this process report includes: (1) how to plan and implement a regional/statewide HVE program that targets phone use while driving; (2) distracted driving enforcement practices; and (3) lessons learned from the California and Delaware distracted driving demonstration programs. KW - California KW - Cellular telephones KW - Delaware KW - Distraction KW - Implementation KW - Safety campaigns KW - Traffic law enforcement UR - http://www.nhtsa.gov/staticfiles/nti/pdf/812109_ProcessOverviewDistractedDriving_CA-DE.pdf UR - https://trid.trb.org/view/1344287 ER - TY - SER AN - 01555764 JO - TechBrief PB - Federal Highway Administration TI - Permeable Interlocking Concrete Pavement PY - 2015/01 SP - 7p AB - This TechBrief presents an overview of permeable interlocking concrete pavement (PICP) and its use. General information is provided on PICP composition with a summary of benefits, limitations, and characteristics. Important considerations such as hydrological design, structural design, construction, and maintenance are also provided. KW - Concrete pavements KW - Hydrology KW - Pavement maintenance KW - Paving KW - Porous pavements KW - Structural design UR - http://www.fhwa.dot.gov/pavement/concrete/pubs/hif15006.pdf UR - https://trid.trb.org/view/1344289 ER - TY - RPRT AN - 01555762 AU - Federal Aviation Administration TI - The Economic Impact of Civil Aviation on the U.S. Economy: Economic Impact of Civil Aviation by State PY - 2015/01 SP - 80p AB - This report is a supplement to the Federal Aviation Administration (FAA) publication The Economic Impact of Civil Aviation on the U.S. Economy, released in June 2014. The Economic Impact Report, or The National Report, presents economic statistics on the impact of the industry on the U.S. economy at the national level for the year 2012. This supplement, also known as The State Report, examines the impact of the industry at the state level, and includes an overview of recent economic events, state-level enabling impacts, and FAA spending impacts for 2012. The State Report provides snapshots of aviation-related economic activity for all 50 states and the District of Columbia during calendar year 2012. The report is organized as follows: The first section covers the economic performance of state economies. The second section briefly examines state-level economic impacts of the civil aviation industry by the type of expenditure categories included in The National Report. These expenditure categories are: airline operations, airport operations, general aviation, aircraft manufacturing, air couriers, visitor expenditures, and travel arrangements. State-level estimates of enabling effects, or economic activities which depend on air transportation, appear in the third section. Estimates of the impact of FAA spending in each state are presented in the fourth section. Fifty-one fact sheets, one for each state and the District of Columbia, are in Appendix A. KW - Air transportation KW - Airports KW - Civil aviation KW - Economic impacts KW - Expenditures KW - General aviation KW - States KW - United States UR - http://www.faa.gov/air_traffic/publications/media/2015-economic-impact-report.pdf UR - https://trid.trb.org/view/1344314 ER - TY - SER AN - 01555755 JO - Civil Engineering Studies, Illinois Center for Transportation Series PB - University of Illinois, Urbana-Champaign AU - Medina, Juan C AU - Benekohal, Rahim F AU - University of Illinois, Urbana-Champaign AU - Illinois Department of Transportation AU - Illinois Commerce Commission AU - Federal Highway Administration TI - Field Evaluation of Smart Sensor Vehicle Detectors at Railroad Grade Crossings—Volume 4: Performance in Adverse Weather Conditions PY - 2015/01 IS - 15-002 SP - 54p AB - The performance of a microwave radar system for vehicle detection at a railroad grade crossing with quadrant gates was evaluated in adverse weather conditions: rain (light and torrential), snow (light and heavy), dense fog, and wind. The first part of this report compares the results of the modified system setup in adverse weather conditions with those from good weather conditions (as presented in Volume 3 of this study). Then, the results of a re-modified system setup were compared to the results for the modified system setup in good and adverse weather conditions. The re-modification was in response to increased detection errors in adverse weather conditions. With the modified setup, system performance was sensitive to the adverse weather conditions. In torrential rain, false calls increased to 24.82%–27.08% (e.g., May 28 and June 1) when there was some traffic on the crossing. However, when there was torrential rain but only one vehicle (e.g., May 31) or no traffic flow (e.g., June 10), the radar units generated 15 false calls on each of those 2 days. For all heavy snow datasets combined, missed calls by a single radar unit and by the two radar units working as a combined unit (i.e., systemwide) represented 13.51% and 11.66% of the loop calls, respectively. The most severe snow effects were found during freezing rain/ice. In dense fog, false calls increased to 11.58%, and all false calls were generated when the gates were moving or in the down position. Wind did not affect system performance, and the errors were similar to those in good weather conditions. With the re-modified setup, the frequency of errors in heavy rain and heavy snow conditions was reduced and system performance was similar to the good weather, light rain, and light snow conditions. In heavy rain, false calls in the re-modified setup were reduced to 2.6% compared with 30.5% in the modified setup. This reduction was the result of a significant decrease in the false calls generated without objects in the crossing. The re-modified setup eliminated the systemwide missed calls in heavy snow. The re-modified setup also reduced the false calls to less than 1% in good weather, light rain, and light snow conditions and practically had no missed, stuck-on, or dropped calls. Results indicate that re-modifications improved the performance of detection system. KW - Evaluation KW - Illinois KW - Microwave detectors KW - Performance KW - Railroad grade crossings KW - Sensors KW - Vehicle detectors KW - Weather conditions UR - https://apps.ict.illinois.edu/projects/getfile.asp?id=3382 UR - https://trid.trb.org/view/1344399 ER - TY - RPRT AN - 01555753 AU - Chaudhary, Neil K AU - Connolly, Joyce AU - Tison, Julie AU - Solomon, Mark AU - Elliott, Kim AU - Preusser Research Group, Incorporated AU - National Highway Traffic Safety Administration TI - Evaluation of the NHTSA Distracted Driving High-Visibility Enforcement Demonstration Projects in California and Delaware PY - 2015/01 SP - 72p AB - High-visibility enforcement (increased police presence supported by paid and earned media) was implemented in the Sacramento area of California and in Delaware in support of laws banning the use of handheld cell phones while driving. Three waves of enforcement were conducted from November 2012 to June 2013. Paid and earned media featured the tagline, Phone in One Hand, Ticket in the Other. The program evaluation included analyzing media and enforcement activity data, administering an awareness survey, conducting roadside observations of driver electronic device use, and analyzing crash data. Crash data analyses did not reveal any apparent effect on the incidence of distraction-related crashes in the same periods. This is likely due to the overall small percentage of crashes coded as distraction-related. Driver surveys showed an increase in awareness that cell phone laws were being enforced. Observed handheld driver cell phone use dropped by one-third from 4.1% to 2.7% in California (a 34% reduction); and from 4.5% to 3.0% in Delaware (a 33% reduction). It was concluded that high-visibility enforcement can be implemented over widespread, multijurisdictional areas and may reduce the number of people who use handheld cell phones while driving. KW - Automobile drivers KW - California KW - Cellular telephones KW - Crash data KW - Delaware KW - Distraction KW - Evaluation KW - Safety campaigns KW - Surveys KW - Traffic law enforcement UR - http://www.nhtsa.gov/staticfiles/nti/pdf/812108_EvaluationDistractedDrivingCA-DE.pdf UR - https://trid.trb.org/view/1344288 ER - TY - RPRT AN - 01554446 AU - Segev, Eran AU - Meltzer, Neil AU - Volpe National Transportation Systems Center AU - Federal Motor Carrier Safety Administration TI - FMCSA Safety Program Effectiveness Measurement: Carrier Intervention Effectiveness Model, Version 1.0: Summary Report for Fiscal Years 2009, 2010, 2011 PY - 2015/01//Final Report SP - 32p AB - The Federal Motor Carrier Safety Administration (FMCSA), in cooperation with the John A. Volpe National Transportation Systems Center (Volpe), has developed a quantitative model to measure the effectiveness of motor carrier interventions in terms of estimated crashes avoided, injuries prevented, and lives saved. The model, documented in this report, is known as the Carrier Intervention Effectiveness Model (CIEM). This model provides FMCSA management with information to address the requirements of the Government Performance and Results Act of 1993 (GPRA), which requires Federal agencies to measure the effectiveness of their programs as part of the budget cycle process. It also provides FMCSA and State safety program managers with a quantitative basis for improving enforcement processes and optimizing the allocation of safety resources in the field. KW - Commercial vehicles KW - Crash rates KW - Motor carriers KW - Safety programs KW - Truck crashes KW - Trucking safety UR - http://ntl.bts.gov/lib/54000/54400/54484/RRA-14-011-CIEM_Summary_Report-FINAL-508C.pdf UR - https://trid.trb.org/view/1342390 ER - TY - RPRT AN - 01554428 AU - Chapman, Mike AU - Linden, Seth AU - Burghardt, Crystal AU - National Center for Atmospheric Research AU - Alaska University Transportation Center AU - Alaska Department of Transportation and Public Facilities AU - Federal Highway Administration TI - Alaska Road Weather Project: Technical Performance Assessment Report Fairbanks Field Demonstration 2013-2014 PY - 2015/01//Final Report SP - 18p AB - The Alaska Department of Transportation and Public Facilities began implementation of a Maintenance Decision Support System in an effort to improve snow and ice control in the Fairbanks area. As part of the project the reliability of the weather forecast models were evaluated by comparing the forecast with the actual weather records. In general, the models were fairly accurate, but some bias was detected in the air and pavement temperatures and the dew point. All analysis used a 95% confidence level. The predicted air temperatures tended to be about -3°F between November 1, 2013 and March 30, 2014. The pavement temperature had a bias depending on the time of day and increasing as the forecast time lengthened. In the near term there was a slight warm bias. Beyond 12 hours there was a consistent cold bias of about 3°F. The dew point predicted temperature had a small bias of about 1°F. KW - Decision support systems KW - Dew point KW - Fairbanks (Alaska) KW - Snow and ice control KW - Temperature KW - Weather conditions KW - Weather forecasting KW - Winter maintenance UR - http://tundra.ine.uaf.edu/wp-content/uploads/2015/01/RR12.01.Connor.pdf UR - https://trid.trb.org/view/1342393 ER - TY - RPRT AN - 01554424 AU - Heaslip, Kevin AU - Bosworth, Ryan AU - Barnes, Ryan AU - Sobh, Ali Soltani AU - Thomas, Michael AU - Utah State University, Logan AU - Mountain-Plains Consortium AU - Research and Innovative Technology Administration TI - Do Changing Prices Portend a Shift in Fuel Consumption, Diminished Greenhouse Gas Emissions, and Lower Fuel Tax Revenue? PY - 2015/01 SP - 80p AB - The growing uncertainty about oil prices and availability has made long-range transportation planning more challenging. Rather than relying on trend extrapolation, this study uses market mechanisms to evaluate key long-range transportation planning assumptions. Although the Washington Department of Transportation (WSDOT) is pursuing alternative fuels and energy sources, this study focuses primarily on natural gas. In particular, this study will help WSDOT assess the likelihood natural gas will substitute for petroleum fuels and estimate the impact changes in fuel prices will have on travel demand, fuel consumption, emissions, and tax revenues. The results of the modeling show that the impacts of natural gas vehicles (NGV) have the potential to affect vehicle miles traveled (VMT), emissions, and fuel tax revenue. The effects of NGVs are muted by the limited use of them in the fleet. Challenges with widespread integration include the increased upfront capital costs associated with NGVs, decreased power for heavy vehicles, and range anxiety in locations without developed natural gas fueling infrastructure. The NGV market in the state of Washington is hampered by these factors. The modeling and analysis in this report can be used to analyze changing conditions in the market and the effects on key transportation metrics. KW - Alternate fuels KW - Fuel consumption KW - Fuel taxes KW - Market assessment KW - Natural gas KW - Natural gas vehicles KW - Pollutants KW - Revenues KW - Travel demand KW - Vehicle miles of travel KW - Washington (State) UR - http://www.mountain-plains.org/pubs/pdf/MPC15-278.pdf UR - https://trid.trb.org/view/1343357 ER - TY - RPRT AN - 01554398 AU - Lane, Leigh Blackmon AU - Amekudzi, Adjo AU - Fischer, Jamie M AU - Brodie, Stefanie AU - Heller, Adrienne AU - Mansfield, Ted AU - Southeastern Transportation Research, Innovation, Development and Education Center (STRIDE) AU - Research and Innovative Technology Administration TI - Livability Performance Measures to Transportation Plans and Projects PY - 2015/01//Final Report SP - 161p AB - From July to September of 2014, teams from the Georgia Institute of Technology and North Carolina State University hosted five workshops in the southeastern United States to assist localities in developing performance measures to be used in transportation and comprehensive planning. The workshops were funded by the Southeastern Transportation Research, Innovation, Development and Education (STRIDE) Center at the University of Florida, and leverages the Federal Highway Administration (FHWA) Community Vision Metrics tool to identify context-specific livability performance measures. This report summarizes the workshop methodologies, results, lessons learned, and concludes with reflections on the project. Detailed summaries of each workshop are included as appendix items. KW - Performance measurement KW - Quality of life KW - Technology transfer KW - Transportation planning KW - Workshops UR - http://stride.ce.ufl.edu/uploads/docs/Livability_Performance_Measures_FINAL.pdf UR - http://ntl.bts.gov/lib/55000/55300/55309/Livability_Performance_Measures_FINAL.pdf UR - https://trid.trb.org/view/1343112 ER - TY - RPRT AN - 01554383 AU - Hallmark, Shauna L AU - Hawkins, Neal AU - Smadi, Omar AU - Iowa State University, Ames AU - Federal Highway Administration AU - Iowa Department of Transportation AU - Midwest Transportation Consortium AU - Texas Department of Transportation TI - Evaluation of Dynamic Speed Feedback Signs on Curves: A National Demonstration Project PY - 2015/01//Final Report SP - 210p AB - Lane departure crashes are a significant safety concern. The majority of lane departure crashes occur on rural two-lane roadways, with a disproportionate number of these crashes on horizontal curves. Curve-related crashes involve a number of roadway and driver causative factors. A primary driver factor is speeding. Dynamic speed feedback sign (DSFS) systems are one method to reduce vehicle speeds and, consequently, crashes on curves. These systems show promise but they have not been fully evaluated on curves. The Center for Transportation Research and Education at Iowa State University conducted a national demonstration project to evaluate the effectiveness of two different DSFSs in reducing speed and crashes on curves at 22 total sites on rural two-lane roadways in seven States. The goal is to provide traffic safety engineers and other professionals with additional tools to manage speeds and crashes on rural horizontal curves more effectively. Data were collected before and at 1, 12, and 24 months after installation of the DSFS. On average, most sites had decreases in mean speeds, with decreases up to 10.9 miles per hour (mph) noted for both the point of curvature (PC) and center of curve (CC). Most sites experienced changes in 85th percentile speed of 3 mph or more at the PC, with the majority of sites having a decrease of 2 mph at the CC. The numbers of vehicles traveling 5, 10, 15, or 20 mph over the posted or advisory speed limit were also compared. Large reductions in the number of vehicles traveling over the posted or advisory speed occurred for all of the after periods at the PC and CC, indicating that the signs were effective in reducing high-end speeds, as well as average and 85th percentile speeds. A before-and-after crash analysis was also conducted, and crash modification factors (CMF) were developed. CMFs ranged from 0.93 to 0.95 depending on the crash type and direction of the crash. KW - 85th percentile speed KW - Before and after studies KW - Crash analysis KW - Demonstration projects KW - Evaluation KW - Highway curves KW - Rural highways KW - Speed control KW - Speed signs UR - https://trid.trb.org/view/1342273 ER - TY - RPRT AN - 01554348 AU - Knudson, Tony AU - Jordan, Brooke AU - Oregon Department of Transportation AU - Federal Highway Administration TI - FY 2015 Oregon Transportation Needs and Issues Survey: Summary of Statewide Results PY - 2015/01//Final Report SP - 65p AB - The Oregon Transportation Needs and Issues Survey was first conducted in 1993 and has been done roughly every two years. The latest survey was completed in the Autumn 2015 (State fiscal year (FY) 2015). This report summarizes the results of the FY 2015 survey. For some reoccurring questions, results are also compared to past surveys. KW - Customer satisfaction KW - Needs assessment KW - Oregon Department of Transportation KW - Public opinion KW - Surveys KW - Transportation planning UR - http://www.oregon.gov/ODOT/TD/TP_RES/ResearchReports/TNIS2015Final_v06.pdf UR - https://trid.trb.org/view/1344026 ER - TY - RPRT AN - 01554343 AU - Willis, J Richard AU - Watson, Donald AU - Rodezno, Carolina AU - Southeastern Transportation Research, Innovation, Development and Education Center (STRIDE) AU - Research and Innovative Technology Administration TI - Development of Graduate Level Course in Sustainable Pavements PY - 2015/01//Final Report SP - 34p AB - The concept of sustainability is growing rapidly throughout the world; however, while many people know the term, they lack an understanding of its implications and how to implement sustainable concepts in common practices. Recent initiatives by both the asphalt and concrete industries have focused on the idea of becoming more sustainable; however, without proper training and education, both practicing and future engineers will not be able to make truly sustainable decisions which will affect this country’s social, economic, and environmental well-being. This report documents an effort taken by the National Center for Asphalt Technology at Auburn University to begin a program which would educate both current graduate students at the university, but also practicing engineers in the region on concepts related to sustainable pavements. A graduate level course was developed for and taught at Auburn University in the Spring of 2013 which covered topics related to both asphalt and concrete sustainability in all five phases of a pavement’s life-cycle. Additionally, one-day workshops were conducted throughout the Southeastern United States which gave practicing engineers the same opportunity to gain knowledge related to this subject. Overall, approximately 135 engineers were exposed to the idea of making pavements sustainable. KW - Education and training KW - Engineers KW - Graduate study KW - Life cycle analysis KW - Pavements KW - Sustainable development KW - Workshops UR - http://stride.ce.ufl.edu/uploads/docs/STRIDE_Auburn_Final_Report.pdf UR - https://trid.trb.org/view/1343107 ER - TY - RPRT AN - 01554334 AU - Hoppe, Edward J AU - Lane, D Stephen AU - Fitch, G Michael AU - Shetty, Sameer AU - Virginia Center for Transportation Innovation and Research AU - Virginia Department of Transportation AU - Federal Highway Administration TI - Feasibility of Reclaimed Asphalt Pavement (RAP) Use As Road Base and Subbase Material PY - 2015/01//Final Report SP - 42p AB - The purpose of this study was to investigate the current state of the practice with regard to the use of reclaimed asphalt pavement (RAP) material for road base and subbase applications and the potential for such use by the Virginia Department of Transportation (VDOT). To achieve the objectives of the study, a comprehensive review of the literature was conducted and the current state of the practice by other state departments of transportation was analyzed. The results indicated that the use of RAP in road base and subbase materials is viable and has been implemented by a number of transportation agencies. There seemed to be no major environmental concerns associated with using unbound RAP without chemical stabilization agents. Numerous sources of RAP are available in Virginia. Based on practices adopted by other state transportation agencies, the study recommends that VDOT allow the use of RAP in a road base material on highway construction projects. The study further recommends that the allowable percentage of RAP in a blend be phased in gradually to allow VDOT to gain familiarity with the materials and processes involved. Compaction testing could be performed with current methods while alternative procedures were analyzed for suitability. Once a standard specification has been developed, sites for long-term field studies will be identified to implement further the recommendations stemming from this study. There is a potential for significant economic benefits if RAP is used in base and subbase applications. Approximately 30% in material cost savings could be realized with a 50/50 blend of RAP and virgin aggregate. In addition, this application would likely result in a substantial reduction in the amount of RAP material currently stockpiled in Virginia. KW - Base course (Pavements) KW - Economic benefits KW - Environmental impacts KW - Feasibility analysis KW - Literature reviews KW - Reclaimed asphalt pavements KW - State departments of transportation KW - State of the practice KW - Subbase (Pavements) KW - Virginia UR - http://www.virginiadot.org/vtrc/main/online_reports/pdf/15-r6.pdf UR - https://trid.trb.org/view/1341463 ER - TY - RPRT AN - 01554319 AU - Martin, James B AU - Bailey, Nancy R AU - Washburn, Leslie D AU - Southeastern Transportation Research, Innovation, Development and Education Center (STRIDE) AU - Research and Innovative Technology Administration TI - Engineers Change the World: A Hands-On Workshop for 13- to 18-Year-Old Girls PY - 2015/01//Final Report SP - 27p AB - The Center for Transportation and the Environment (CTE) at North Carolina State University (NCSU) and The University of Florida (UF) collaborated with the North Carolina Department of Transportation (NCDOT), and Women’s Transportation Seminar (WTS) to introduce engineering, particularly transportation engineering, as a viable career option for girls. This project used a series of one-day workshops targeted at middle and high school-level girls in North Carolina and Florida. Girls at these levels are taking classes to meet requirements for college admission and they may decide to take more science, technology, engineering and math (STEM) courses if they can see a benefit. Experiential hands-on activities, speakers, role models, and mentoring opportunities served to engage and inspire. An accompanying website was created to help market the events as well as continue the learning experience by providing resources to supplement the workshops. A companion piece to this project is to foster the establishment of a student chapter of Women’s Transportation Seminar at NCSU to help provide an additional network of role models for younger girls as well as the student members. KW - Adolescents KW - Employment KW - Females KW - Transportation careers KW - Transportation engineering KW - Workshops UR - http://stride.ce.ufl.edu/uploads/docs/STRIDE_Engineering-For-Girls-Too-FINALReport_Martin_2012-009S.pdf UR - http://stride.ce.ufl.edu/uploads/docs/STRIDE_Engineering-For-Girls-Too-FinalReport_Martin_2013-028S.pdf UR - https://trid.trb.org/view/1343105 ER - TY - RPRT AN - 01554247 AU - Edara, Praveen AU - Sun, Carlos AU - Claros, Boris R AU - Brown, Henry AU - University of Missouri, Columbia AU - Missouri Department of Transportation AU - Mid-America Transportation Center AU - Research and Innovative Technology Administration TI - Safety Evaluation of Diverging Diamond Interchanges in Missouri PY - 2015/01//Final Report SP - 57p AB - The Diverging Diamond Interchange (DDI) has gained in popularity in the United States during the last decade. The operational benefits and lower costs of retrofitting a conventional diamond with a DDI have contributed to its increased use. Existing research on DDIs has focused primarily on the assessment of operational benefits. Unfortunately, formal safety evaluations of DDIs are lacking. This study filled the knowledge gap by conducting a safety evaluation at the project-level (interchange) and the site-specific level (ramp terminals) of DDIs using three types of before-after evaluation methods: Naïve, Empirical Bayes (EB), and Comparison Group (CG). Three evaluation methods were used since the methods involved different trade-offs, such as data requirements, complexity, and regression-to-the-mean. The safety evaluation at the project-level accounts for the influence of the DDI treatment in the entire footprint of the interchange. On the other hand, the site-specific approach focused on the influence at the ramp terminals only. All three methods showed that a DDI replacing a conventional diamond decreased crash frequency for all severities. At the project-level, the highest crash reduction was observed for fatal and injury (FI) crashes – 63.2% (Naïve), 62.6% (EB), and 60.6% (CG). Property damage only crashes were reduced by 33.9% (Naïve), 35.1% (EB), and 49.0% (CG). Total crash frequency also decreased by 41.7% (Naïve), 40.8% (EB), and 52.9% (CG). Similarly, in the site-specific analysis, the highest crash reduction was observed for fatal and injury (FI) crashes – 64.3% (Naïve), 67.8% (EB), and 67.7% (CG). Property damage only crashes were reduced by 35.6% (Naïve), 53.4% (EB), and 47.0% (CG). Total crash frequency also decreased by 43.2% (Naïve), 56.6% (EB), and 53.3% (CG). A collision type analysis revealed that the DDI, as compared to a diamond, traded high severity for lower severity crashes. While 34.3% of ramp terminal-related FI crashes in a diamond occurred due to the left turn angle crashes with oncoming traffic, the DDI eliminated this crash type. In summary, the DDI offers significant crash reduction benefits over conventional diamond interchanges. KW - Before and after studies KW - Crash rates KW - Crash severity KW - Diamond interchanges KW - Diverging diamond interchanges KW - Evaluation KW - Fatalities KW - Missouri KW - Ramps (Interchanges) KW - Traffic safety UR - http://library.modot.mo.gov/RDT/reports/TR201406/cmr15-006.pdf UR - https://trid.trb.org/view/1341982 ER - TY - SER AN - 01554241 JO - Traffic Safety Facts - Research Note PB - National Highway Traffic Safety Administration TI - Validation of the National Estimates Produced From NASS GES PY - 2015/01 SP - 4p AB - The National Automotive Sampling System (NASS) General Estimates System (GES), operated by the National Highway Traffic Safety Administration, is responsible for producing national estimates for all types of motor vehicle traffic crashes that occur throughout the United States each year. The objective of this research note is to validate the GES estimate on the total number of motor vehicle traffic crashes occurring annually. The method used was to compare an annual GES estimate with numbers of motor vehicle traffic crashes reported by the 50 States and the District of Columbia in the same year. KW - Crash data KW - Estimating KW - General Estimates System KW - National Automotive Sampling System KW - Traffic crashes KW - United States KW - Validation UR - http://www-nrd.nhtsa.dot.gov/Pubs/812099.pdf UR - https://trid.trb.org/view/1342391 ER - TY - RPRT AN - 01554238 AU - Hulsey, J Leroy AU - Xiao, Feng AU - Dolan, J Daniel AU - Alaska Department of Transportation and Public Facilities AU - Alaska University Transportation Center AU - Pacific Northwest Transportation Consortium AU - Research and Innovative Technology Administration AU - Federal Highway Administration TI - Phase II: Chulitna River Bridge Structurally Health Monitoring Alaska Bridge 255 – Chulitna River Bridge PY - 2015/01//Final Report SP - 96p AB - This study is phase 2 of a two phase research project. In Phase 1 a structural health monitoring system (SHMS) was installed on the Chulitna River Bridge. This bridge is 790 feet long, 42 foot 2 inches wide and has 5 spans. As part of that effort, three loaded dump trucks were used to conduct seventeen static and dynamic loadings on the structure. In addition to studying the bridge using SHMS, two ambient free vibration tests were conducted a year apart. In 1993, the deck on this 1970 five span bridge was widened from 34-feet to a 42 foot 2 inch concrete deck. Increased load was accounted for by strengthening two variable depth exterior girders and converting interior stringers to interior truss girders. Construction documents for the upgrade called for stage construction. At the time of this study, the bridge had five bearings that were not in contact with the superstructure. Feasibility of using Structural Health Monitoring Systems (SHMS) for Alaska Highway Bridges was examined. Also, SHMS data for the load tests of Phase 1 were used to calibrate a three-dimensional model (FEM) to predict response and conduct a 2014 Operating Load Rating. KW - Alaska KW - Feasibility analysis KW - Finite element method KW - Highway bridges KW - Load factor KW - Load tests KW - Sensors KW - Structural health monitoring KW - Vibration tests UR - http://tundra.ine.uaf.edu/wp-content/uploads/2015/01/Chulitna-River-Bridge-Final-01-27-2015jlh-2.pdf UR - https://trid.trb.org/view/1342392 ER - TY - RPRT AN - 01554230 AU - Diefenderfer, Stacey D AU - McGhee, Kevin K AU - Virginia Center for Transportation Innovation and Research AU - Virginia Department of Transportation AU - Federal Highway Administration TI - Installation and Laboratory Evaluation of Alternatives to Conventional Polymer Modification for Asphalt PY - 2015/01//Final Report SP - 27p AB - The Virginia Department of Transportation (VDOT) specifies polymer-modified asphalt binders for certain asphalt mixtures used on high-volume, high-priority routes. These binders must meet performance grade (PG) requirements for a PG 76-22 binder in addition to elastic recovery requirements. This typically results in the use of binders containing styrenebutadiene-styrene (SBS) modifiers. However, other polymer modifiers may also be used to achieve the PG 76-22 classification. One of these modifiers is a copolymer of SBS and polyethylene (PE) (SBS-PE); another modifier is ground tire rubber (GTR). This study was undertaken to investigate the suitability of SBS-PE–modified PG 76-22 binder and GTR-modified PG 76-22 binder for use in Virginia. Each modified binder was used in a 12.5 mm nominal maximum aggregate size mixture to pave approximately 2.3 lane-miles. All mixtures were produced as warm mix asphalt using a foaming system. The binders evaluated included a typical SBS polymer-modified binder as a control and binders modified with SBS-PE and GTR. During construction, all processes were documented and material was sampled for evaluation. Binder and mixture tests were performed. Binder testing included performance grading and multiple stress creep and relaxation testing. Mixture testing included volumetric analysis, dynamic modulus, and flow number tests and cracking, rutting, and fatigue analysis. Binder testing indicated that the control binder and SBS-PE–modified binders met VDOT specifications for classification as a PG 76-22 binder; the GTR-modified binder graded to a PG 70-22 binder, as it did not meet the PG 76-22 hightemperature specification and did not pass the elastic recovery requirement. Laboratory mixture testing indicated that the performance of the SBS-PE–modified mixture should be similar to that of the control mixture. Laboratory test results for the GTR-modified mixture were mixed, with some indicating that the performance was similar to that of the control mixture and some indicating that the performance may be less than that of the control. Based on the study, SBS-PE–modified binders should continue to be allowed as an alternative to SBS-modified binder provided specifications for PG 76-22 binders are met. However, further investigation of GTR-modified binders is suggested before recommendations can be made. In addition, long-term evaluation of the field site is recommended for validation of the laboratory findings. KW - Bituminous binders KW - Deformation KW - Elasticity (Mechanics) KW - Evaluation KW - Laboratory tests KW - Multiple Stress Creep Recovery KW - Polymer asphalt KW - Rubber KW - Styrene butadiene styrene KW - Virginia KW - Warm mix paving mixtures UR - http://www.virginiadot.org/vtrc/main/online_reports/pdf/15-r15.pdf UR - https://trid.trb.org/view/1341464 ER - TY - RPRT AN - 01554212 AU - Sharma & Associates, Incorporated AU - Federal Railroad Administration TI - Validation of the Train Energy and Dynamics Simulator (TEDS) PY - 2015/01//Technical Report SP - 55p AB - The Federal Railroad Administration (FRA) has developed Train Energy and Dynamics Simulator (TEDS) based upon a longitudinal train dynamics and operations simulation model which allows users to conduct safety and risk evaluations, incident investigations, studies of train operations, ride quality evaluations, and evaluations of current equipment and new equipment designs. This document describes how TEDS modelling software predictions were validated with publicly available data in order to establish a sufficiently high level of confidence for users, which will enable them to conduct studies and investigations with TEDS. This report describes the approach to validating TEDS and the associated criteria that were adopted for this purpose, and it discusses validating the model at the train level as well as validating simulations of the braking systems (both pneumatic and electronically controlled pneumatic (ECP)) and the coupling systems (both draft gears and cushioning units). Train level validation was accomplished using available velocity profiles, coupler forces, brake pipe and brake cylinder pressures and stopping distance data from well documented published and publicly available sources. After the validation process concluded, it was evident that TEDS is a high fidelity model that realistically predicts longitudinal train behavior under a variety of operating conditions, including acceleration, braking, steady state running, hilly terrain operation, and certain emergency conditions. Further, it demonstrated that TEDS’ predictions are realistic for both gross train dynamics, which is measured by parameters such as position, velocity, and stopping distance, as well as inter-car dynamics, which is measured by parameters such as coupler forces. KW - Railroad trains KW - Simulation KW - Software KW - Train operations KW - Validation KW - Vehicle dynamics UR - http://www.fra.dot.gov/Elib/Document/14343 UR - https://trid.trb.org/view/1341931 ER - TY - RPRT AN - 01554195 AU - Masada, Teruhisa AU - Han, Xiao AU - Ohio University, Athens AU - Ohio Department of Transportation AU - Federal Highway Administration TI - Threshold Vertical Deflection of Flexible Thermoplastic Conduits PY - 2015/01//Final Report SP - 276p AB - The use of thermoplastic pipe products in highway-related non-pressure drainage pipe installation projects has been increasing in Ohio. Currently, many transportation agencies including Ohio Department of Transportation (ODOT) regard a vertical deflection of 7.5% to be a point of failure for flexible thermoplastic conduits. The goal of this study is to examine the validity of this 7.5% deflection limit. To meet the goal, the authors carried out an extensive literature review, structural analyses of commonly used thermoplastic pipes using the latest American Association of State Highway and Transportation Officials (AASHTO) method, and computer simulations using CANDE. The literature review uncovered many field cases where thermoplastic pipes are performing well under vertical deflections above 7.5%. The AASHTO analysis showed that limiting the vertical deflection to 7.5% can prevent the plastic pipes from failing. CANDE results turned out to be mostly unrealistic and too conservative. Based on these results, it is recommended that ODOT continue requiring its current 7.5% vertical deflection limit for thermoplastic pipe conduits under roadways in Ohio. KW - AASHTO LRFD Bridge Design Specifications KW - Culvert pipe KW - Deflection KW - Literature reviews KW - Ohio KW - Pipe KW - Simulation KW - Specifications KW - Structural analysis KW - Thermoplastic materials UR - http://www.dot.state.oh.us/Divisions/Planning/SPR/Research/reportsandplans/Reports/2014/Hydraulics/134825_FR.pdf UR - https://trid.trb.org/view/1343185 ER - TY - RPRT AN - 01554168 AU - Patnaik, Anil AU - Baah, Prince AU - University of Akron AU - Ohio Department of Transportation AU - Federal Highway Administration TI - Cracking Behavior of Structural Slab Bridge Decks PY - 2015/01//Final Report SP - 228p AB - Bridge deck cracking is a common problem throughout the United States, and it affects the service life of concrete bridges. Several departments of transportation (DOTs) in the United States prefer using continuous span structural (CSS) slab bridges without stringers over typical four-lane highways or steams. The primary objective of this project is to study the cracking behavior of CSS slab bridges. Recent inspections of such bridges in Ohio revealed permanent cracks as wide as 0.14 in. under dead load alone. These measured crack widths are more than 15 times the maximum limit recommended in American Concrete Institute (ACI) 224R-01 for bridge decks exposed to de-icing salts. Measurements using digital image correlation revealed that the cracks widened under truck loading, and in some cases, the cracks did not fully close after unloading. This report also includes details of an experimental investigation. Prism tests revealed that the concrete specimens with epoxy-coated bars (ECB) develop first crack at smaller loads, and develop larger crack widths compared to the corresponding specimens with uncoated (black) bars. Slab tests revealed that the specimens with longitudinal ECB developed first crack at smaller loads, exhibited wider cracks and a larger number of cracks, and failed at smaller ultimate loads compared to the corresponding test specimens with black bars. To investigate a preventive measure, slab specimens with basalt MiniBar or polypropylene fiber reinforced concrete were included in the test program. These specimens exhibited higher cracking loads, smaller crack widths, smaller mid-span deflections and higher ultimate failure loads compared to the slab specimens without fiber. Merely satisfying the reinforcement spacing requirements given in American Association of State Highway and Transportation Officials (AASHTO) or ACI 318-11 is not adequate to limit cracking below the ACI 224R-01 recommended maximum limit, even though all the relevant design requirements are otherwise met. Addition of fiber to concrete without changing any steel reinforcing details is expected to cost-effectively reduce the severity and extent of cracking in reinforced concrete bridge decks. KW - Bridge decks KW - Continuous girder bridges KW - Cracking KW - Fiber reinforced concrete KW - Load tests KW - Ohio KW - Reinforced concrete bridges KW - Reinforcing bars UR - http://www.dot.state.oh.us/Divisions/Planning/SPR/Research/reportsandplans/Reports/2015/Structures/134708_FR.pdf UR - https://trid.trb.org/view/1343186 ER - TY - SER AN - 01554157 JO - Traffic Safety Facts - Research Note PB - National Highway Traffic Safety Administration AU - Pickrell, Timothy M AU - Choi, Eun-Ha TI - Motorcycle Helmet Use in 2014—Overall Results PY - 2015/01 SP - 5p AB - Use of Department of Transportation (DOT)-compliant motorcycle helmets reached 64 percent in 2014, statistically unchanged from 60 percent in 2013. This result is from the National Occupant Protection Use Survey (NOPUS), the only survey that provides nationwide probability-based observed data on motorcycle helmet use in the United States. The NOPUS is conducted by the National Center for Statistics and Analysis of the National Highway Traffic Safety Administration. The 2014 survey also found the following: Helmet use among motorcyclists on expressways increased significantly to 81 percent, up from 64 percent in 2013; Helmet use among motorcyclists in the Southern states increased significantly to 78 percent, up from 65 percent in 2013; Use of non-compliant motorcycle helmets decreased significantly to 5 percent, from 7 percent in 2013; and Helmet use in 2014 continued to be significantly higher in states that require all motorcyclists to be helmeted than in other states. KW - Motorcycle helmets KW - Motorcyclists KW - National Occupant Protection Use Survey (NOPUS) KW - State laws KW - Trend (Statistics) KW - United States UR - http://www-nrd.nhtsa.dot.gov/Pubs/812110.pdf UR - https://trid.trb.org/view/1343860 ER - TY - RPRT AN - 01553160 AU - Pickrell, Timothy M AU - Liu, Cejun AU - National Highway Traffic Safety Administration TI - Occupant Restraint Use in 2013: Results From the NOPUS Controlled Intersection Study PY - 2015/01 SP - 29p AB - This report presents results from the 2013 National Occupant Protection Use Survey (NOPUS) Controlled Intersection Study. NOPUS is the only nationwide probability-based occupant restraint use survey. The National Center for Statistics and Analysis of the National Highway Traffic Safety Administration conducts this survey annually. The 2013 NOPUS found that the national seat belt use in 2013 reached 87 percent, statistically unchanged from 86 percent in 2012. Seat belt use among younger drivers (age 16 to 24) with younger passengers (all age 16 to 24) increased significantly to 85 percent in 2013 from 76 percent in 2012. Restraint use for children traveling in pickup trucks decreased significantly from 91 percent in 2012 to 76 percent in 2013. Seat belt use among child (under age 8) passengers decreased significantly to 88 percent in 2013 from 92 percent in 2012 during weekends. KW - Automobile drivers KW - Child restraint systems KW - Children KW - Demographics KW - Pickup trucks KW - Seat belt use KW - Seat belts KW - Transportation safety KW - Vehicle occupants UR - http://www-nrd.nhtsa.dot.gov/Pubs/812080.pdf UR - https://trid.trb.org/view/1341290 ER - TY - RPRT AN - 01552162 AU - Kahane, Charles J AU - National Highway Traffic Safety Administration TI - Lives Saved by Vehicle Safety Technologies and Associated Federal Motor Vehicle Safety Standards, 1960 to 2012 – Passenger Cars and LTVs – With Reviews of 26 FMVSS and the Effectiveness of Their Associated Safety Technologies in Reducing Fatalities, Injuries, and Crashes PY - 2015/01 SP - 525p AB - The National Highway Traffic Safety Administration (NHTSA) began in 1975 to evaluate the effectiveness of vehicle safety technologies associated with the Federal Motor Vehicle Safety Standards. By June 2014, NHTSA had evaluated the effectiveness of virtually all the life-saving technologies introduced in passenger cars, pickup trucks, sport utility vehicles (SUVs), and vans from about 1960 up through about 2010. A statistical model estimates the number of lives saved from 1960 to 2012 by the combination of these life-saving technologies. Fatality Analysis Reporting System (FARS) data for 1975 to 2012 documents the actual crash fatalities in vehicles that, especially in recent years, include many safety technologies. Using NHTSA’s published effectiveness estimates, the model estimates how many people would have died if the vehicles had not been equipped with any of the safety technologies. In addition to equipment compliant with specific Federal Motor Vehicle Safety Standards (FMVSS) in effect at that time, the model tallies lives saved by installations in advance of the FMVSS, back to 1960, and by non-compulsory improvements, such as pretensioners and load limiters for seat belts. FARS data has been available since 1975, but an extension of the model allows estimates of lives saved in 1960 to 1974. A previous NHTSA study using the same methods estimated that vehicle safety technologies had saved 328,551 lives from 1960 through 2002. The agency now estimates 613,501 lives saved from 1960 through 2012. The annual number of lives saved grew from 115 in 1960, when a small number of people used lap belts, to 27,621 in 2012, when most cars and light trucks and vans (LTVs) were equipped with numerous modern safety technologies and belt use on the road achieved 86 percent. KW - Automobiles KW - Crash injuries KW - Fatalities KW - Fatality Analysis Reporting System KW - Federal Motor Vehicle Safety Standards KW - Highway safety KW - Pickup trucks KW - Statistical analysis KW - Traffic crashes KW - Vans KW - Vehicle components KW - Vehicle safety UR - http://www-nrd.nhtsa.dot.gov/Pubs/812069.pdf UR - https://trid.trb.org/view/1341338 ER - TY - RPRT AN - 01552145 AU - Hassan, Marwa AU - Louisiana State University, Baton Rouge AU - Louisiana Department of Transportation and Development AU - Federal Highway Administration TI - Investigation of Best Practices for Maintenance of Concrete Bridge Railings PY - 2015/01//Final Report SP - 79p AB - Biodeterioration on concrete surfaces of vertical elements of bridges represents a serious challenge to the highway infrastructure in Louisiana. This report aims to document the causes of biodeterioration of concrete surfaces and to document current conventional and state-of-the-art practices implemented to prevent and clean biofilm. A comprehensive literature review of previous research has been carried out in order to determine the cause and mechanisms of the biodeterioration as well as to identify current methods that state departments of transportation (DOTs) have implemented in order to maintain their bridges and allow them to function in optimal structural and performance conditions. A survey was developed and distributed among different state DOTs to determine current prevention and cleaning practices and their effectiveness. This review will serve as a baseline for future research projects on this topic as identified by the results of the synthesis. Results suggest that the main cause of biodeterioration of concrete surfaces is caused by micro-organisms’ activity present at the surface. Furthermore, available methods used to prevent and clean biofilms growth are pressure washing, cleaning with biocides, and addition of photocatalytic nano titanium dioxide (TiO₂) in the concrete mix. From a prevention and cleaning perspective, the use of photocatalytic nano TiO₂ in the concrete mix appears to be the most promising method in preventing microbial growth. However, further validation of this treatment is needed. KW - Best practices KW - Biodeterioration KW - Bridge railings KW - Cleaning KW - Concrete bridges KW - Literature reviews KW - Louisiana KW - Maintenance KW - State departments of transportation KW - State of the practice KW - Surveys UR - http://www.ltrc.lsu.edu/pdf/2015/FR_532.pdf UR - https://trid.trb.org/view/1341399 ER - TY - RPRT AN - 01552138 AU - Research and Innovative Technology Administration TI - Pocket Guide to Transportation 2015 PY - 2015/01 SP - 64p AB - This guide is a compilation of statistics related to the performance and impact of the United States transportation system. The statistics are arranged in seven categories: infrastructure, moving people, moving goods, performance, economy, safety, and environment. Data covers such topics as: airport runway pavement condition, structurally deficient bridges, transit ridership, airport on-time performance, incoming truck border crossings, U.S. transportation spending, transportation injuries by mode, and hybrid vehicle sales. KW - Air travel KW - Economics KW - Environmental impacts KW - Freight transportation KW - Highways KW - Infrastructure KW - Passenger transportation KW - Ports KW - Railroads KW - Statistics KW - Trend (Statistics) UR - http://www.rita.dot.gov/bts/bts/sites/rita.dot.gov.bts/files/Pocket%20Guide%202015.pdf UR - https://trid.trb.org/view/1341351 ER - TY - RPRT AN - 01551316 AU - National Highway Traffic Safety Administration TI - Hospital Discharge Recommendations for Safe Transportation of Children: Best Practice Recommendations Developed By an Expert Working Group Convened By the National Highway Traffic Safety Administration PY - 2015/01 SP - 11p AB - While Child Passenger Safety (CPS) typically refers to the safety of children in car seats and booster seats, it also encompasses children who have outgrown car seats and booster seats and therefore need to be properly restrained by a seat belt. Hospitals and other health care providers have an interest in occupant protection no matter the age of the patient, so a thorough set of discharge protocols, including language about seat belt use beyond car seats and booster seats, is advantageous for everyone. The Hospital Child Passenger Safety Discharge Policy Planning Group met on March 25, 2014, and agreed to adopt the following consensus recommendations and best practices. This product resulted following many years of collaboration and shared ownership of a project that began with a literature review and case studies of hospitals with established discharge protocols. Consultation with experts in child passenger safety, interagency, and committee review yielded the current recommendations. KW - Best practices KW - Child restraint systems KW - Health care facilities KW - Policy KW - Recommendations KW - Seat belts UR - http://www.nhtsa.gov/staticfiles/nti/pdf/812106_HospitalDischrgeRecSafeTransChildren.pdf UR - https://trid.trb.org/view/1341231 ER - TY - SER AN - 01551275 JO - TRAFFIC TECH PB - National Highway Traffic Safety Administration TI - Evaluation of the Washington State Target Zero Teams Project PY - 2015/01 SP - 2p AB - Washington State established three detachments of Washington State Patrol (WSP) troopers to focus on night-time impaired-driving offenses. The Washington Traffic Safety Commission (WTSC) and the WSP named these detachments Target Zero Teams (TZT) since they supported Washington’s “Target Zero” strategic highway safety plan, which includes the goal of reducing traffic fatalities in Washington State to zero by 2030. From July 2010 to June 2012, Washington deployed one detachment (one sergeant and six troopers) in each of the three largest counties in the State— King, Pierce, and Snohomish. The WTSC also provided TZT grant funding to local law enforcement to conduct overtime enforcement focused on driving under the influence (DUI) offenses. For research purposes, three other counties (Clark, Spokane, and Yakima) were chosen to serve as comparison sites. These counties did not have any formal WTSC-funded TZT activities taking place. The evaluation focused on (a) the program’s effectiveness in increasing DUI enforcement; (b) whether TZT resulted in decreased alcohol-involved driving, crashes, and fatalities in the intervention counties, in relation to the comparison counties and statewide; (c) public awareness and media coverage of the project; and (d) the cost/benefit of TZT to the State of Washington. KW - Benefit cost analysis KW - Crash rates KW - Drunk driving KW - Evaluation KW - Fatalities KW - Highway safety KW - Safety programs KW - Traffic law enforcement KW - Washington (State) UR - http://www.nhtsa.gov/staticfiles/nti/pdf/812098_EvalWashingtonStateTargetZero-TT.pdf UR - https://trid.trb.org/view/1340560 ER - TY - SER AN - 01551261 JO - Civil Engineering Studies, Illinois Center for Transportation Series PB - University of Illinois, Urbana-Champaign AU - Benekohal, Rahim F AU - Gregerson, Christopher AU - Medina, Juan AU - University of Illinois, Urbana-Champaign AU - Illinois Department of Transportation AU - Federal Highway Administration TI - LED Street Lighting Evaluation—Phase II: LED Specification and Life-Cycle Cost Analysis PY - 2015/01 IS - 15-001 SP - 94p AB - Phase II of this study focused on developing a draft specification for light-emitting diode (LED) luminaires to be used by Illinois Department of Transportation (IDOT) and a life-cycle cost analysis (LCCA) tool for solid state lighting technologies. The team also researched the latest developments related to dirt depreciation factors for LED luminaires and other general developments on solid state lighting. A final draft specification was developed that included best practices from states and cities that already had their own specification, as well as feedback from several state department of transportation (DOT) staff, a few experts in roadway lighting, and six LED luminaire manufacturers. This process is recommended for the development of future specifications. A spreadsheet to conduct LCCA based on net present value was also developed. The spreadsheet contains unit costs of typical items used in roadway lighting projects, and it is completely customizable by the user. The life-cycle cost of high-pressure sodium (HPS), LED, plasma, and induction lighting designs can be compared side by side in the output table. There are significant trade-offs between larger initial investments for LED and lower maintenance/light consumption costs over the life of the project. Presently, LED lighting does not offer significant cost advantages over other technologies used in highway lighting in most of the four scenarios analyzed. However, assuming re-lamping and re-ballasting cycles of 4 years for HPS, and a cost of $845 per LED luminaire (half of current cost reported by IDOT), HPS and LED produced the most economical lighting solutions with the exception of the conventional interchange project in which LED was 8.3% more expensive than HPS. Ongoing dirt depreciation research and trends in the lighting industry, such as adaptive lighting, should be monitored to take advantage of developments and to ensure that the most qualified products are specified and purchased. In addition to LCCA, other factors may also be considered in deciding which type of luminaires to use. KW - Best practices KW - High pressure sodium lighting KW - Life cycle costing KW - Light emitting diodes KW - Luminaires KW - Specifications KW - Spreadsheets KW - State departments of transportation KW - Street lighting KW - Technological innovations UR - https://apps.ict.illinois.edu/projects/getfile.asp?id=3368 UR - https://trid.trb.org/view/1340558 ER - TY - RPRT AN - 01622401 AU - Goworowska, Justyna AU - Moore, William AU - Wingfield, Alpha AU - Research and Innovative Technology Administration TI - State Transportation by the Numbers: A Compendium of State Summaries PY - 2015 SP - 214p AB - This document presents transportation-related statistics by State for the United States. Data covers State infrastructure, energy usage, vehicles, freight movement, and passenger travel and includes statistics such as miles of public road, number of major airports, miles of waterway, licensed drivers, registered vehicles, how residents get to work, value of freight flow, top commodities, fatalities, alternative fuel stations, and more. The majority of the statistics represent 2013 data. KW - Commuting KW - Drivers KW - Energy consumption KW - Fatalities KW - Freight traffic KW - Infrastructure KW - Passenger traffic KW - Registrations KW - States KW - Statistics KW - United States KW - Vehicle miles of travel UR - http://www.rita.dot.gov/bts/sites/rita.dot.gov.bts/files/_entire.pdf UR - https://trid.trb.org/view/1440312 ER - TY - RPRT AN - 01616963 AU - Tyrell, D C AU - Llana, P AU - Volpe National Transportation Systems Center TI - Locomotive Crashworthiness Research PY - 2015 SP - 14p AB - The Federal Railroad Administration (FRA) of the U.S. Department of Transportation conducts research on locomotive crashworthiness. The research approach includes four phases: (1) Accident investigations to assemble sequences of events leading to injury and fatality. (2) Locomotive performance is analyzed, and potential improvements are explored. (3) Specifications are developed, using the research results. (4) Locomotives are designed to the evolved standard and introduced into service. As technological advances show promise for improved performance, the phases proceed in an evolutionary fashion, with continuous research leading to continuously improving standards and safer designs. Recent accidents’ consequences suggest that locomotives built to the requirements of U.S. Code of Federal Regulations Title 49 Part 229 Appendix E (Appendix E) are often more crashworthy than would be expected of older locomotives. In the 1990s, FRA conducted research in response to the Rail Safety Enforcement and Review Act of 1992. In 1997, at the request of the FRA, the Locomotive Crashworthiness Working Group was formed. Members of the working group included railroads, suppliers, and labor organizations. Further research was conducted and Appendix E was drafted and recommended to FRA. After the Working Group disbanded, FRA continued research on locomotive crashworthiness. Recently component tests were conducted of energy-absorbing anti-climbers and couplers. Full-scale impact tests are being planned, in part to show crashworthiness compatibility of modified locomotives with a range of freight and passenger equipment. Results of this research are currently being used by the Liquefied Natural Gas (LNG) Tender Technical Advisory Group of the Association of American Railroads (AAR) to develop crashworthiness requirements for LNG tenders and locomotives. KW - Couplers KW - Crashworthiness KW - Liquefied natural gas KW - Locomotives KW - Railroad safety KW - Standards KW - Underride override crashes KW - Vehicle design UR - http://ntl.bts.gov/lib/60000/60000/60019/IMECHE_Conf_Locomotive_crashworthiness_research.pdf UR - https://trid.trb.org/view/1427774 ER - TY - RPRT AN - 01613824 AU - Federal Highway Administration AU - Federal Highway Administration TI - Peer Exchange on e-Construction: Oregon and Michigan Departments of Transportation PY - 2015 SP - 42p AB - The e-Construction Peer Exchange provided a forum to discuss the Michigan Department of Transportation’s (MDOT’s) e-Construction program processes, challenges, and successes, as well as those of the Oregon Department of Transportation’s (ODOT’s) Automated Machine Guidance (AMG) and 3D modeling efforts. This report highlights the key information and the questions and answers from the meeting held March 11-12, 2015. KW - Automation KW - Construction management KW - Data management KW - Information technology KW - Mathematical models KW - Michigan Department of Transportation KW - Oregon Department of Transportation KW - Peer exchange KW - Technological innovations UR - https://www.fhwa.dot.gov/construction/econstruction/cai15006.pdf UR - https://trid.trb.org/view/1424203 ER - TY - RPRT AN - 01608695 AU - Connecticut Department of Transportation AU - Federal Highway Administration TI - FHWA Climate Resilience Pilot Program: Connecticut Department of Transportation PY - 2015 SP - 4p AB - Extreme precipitation events have been more frequent and intense in Connecticut in recent years, resulting in damage to Connecticut DOT (CTDOT) infrastructure and posing safety concerns. CTDOT conducted a systems-level vulnerability assessment of bridge and culvert structures from inland flooding associated with extreme rainfall events. The assessment included data collection and field review, hydrologic and hydraulic evaluation, criticality assessment, and hydraulic design criteria evaluation. This project complements numerous other facility assessments CTDOT has conducted both independently and jointly with other state agencies in the past as well as the tri-state Hurricane Sandy Follow-up and Vulnerability Assessment and Adaption Analysis (focused on coastal assets and adaptation efforts transportation infrastructure). KW - Climate change KW - Connecticut KW - Culverts KW - Floods KW - Highway bridges KW - Hydraulic properties KW - Rainfall KW - Risk assessment UR - http://www.fhwa.dot.gov/environment/climate_change/adaptation/resilience_pilots/2013-2015_pilots/connecticut/ctcasestudy.pdf UR - https://trid.trb.org/view/1420042 ER - TY - RPRT AN - 01608574 AU - Iowa Department of Transportation AU - Federal Highway Administration TI - FHWA Climate Resilience Pilot Program: Iowa Department of Transportation PY - 2015 SP - 4p AB - River floods can persist for days or weeks in river basins with gently sloping landscapes like those found in parts of Iowa. The basins drain slowly, creating an extended period over which new rainfall can amplify a flood pulse in the river system and flood bridges and adjacent roadways. To evaluate future flood conditions, Iowa Department of Transportation (Iowa DOT) developed a methodology to integrate climate projections of rainfall within a river system model to predict river flood response to climate change. Iowa DOT tested this methodology in two river basins to evaluate its ability to produce scenarios of future flood conditions. They analyzed the potential impact of the predicted future floods on six bridges to evaluate vulnerability to climate change and extreme weather and inform the development of adaptation options. KW - Bridges KW - Climate change KW - Floods KW - Forecasting KW - Iowa KW - Methodology KW - Rainfall KW - Risk assessment KW - Rivers KW - Weather UR - http://www.fhwa.dot.gov/environment/climate_change/adaptation/resilience_pilots/2013-2015_pilots/iowa/fhwahep16047.pdf UR - https://trid.trb.org/view/1420043 ER - TY - RPRT AN - 01604090 AU - Federal Aviation Administration TI - NextGen Works for General Aviation PY - 2015 SP - 8p AB - The movement to the next generation of aviation is being enabled by a shift to smarter, satellite-based and digital technologies and new procedures that combine to make air travel more convenient, predictable and environmentally friendly. As demand for our nation’s increasingly congested airspace continues to grow, Next Generation Air Transportation System (NextGen) improvements are enabling the Federal Aviation Administration (FAA) to guide and track aircraft more precisely on more direct routes. NextGen efficiency enhances safety, reduces delays, saves fuel and reduces aircraft exhaust emissions. This document looks at the progress of Automatic Dependent Surveillance–Broadcast (ADS-B), Wide Area Augmentation System (WAAS), and Unleaded Fuel in general aviation. KW - Aircraft navigational aids KW - Automatic Dependent Surveillance-Broadcast KW - Aviation safety KW - General aviation KW - General aviation aircraft KW - Next Generation Air Transportation System KW - United States KW - Unleaded gasoline KW - Wide Area Augmentation System UR - http://www.faa.gov/nextgen/media/generalAviation.pdf UR - https://trid.trb.org/view/1413085 ER - TY - RPRT AN - 01603550 AU - Kierkus, Christopher A AU - Johnson, Brian R AU - Michigan State Court Administrative Office AU - Michigan Office of Highway Safety Planning AU - National Highway Traffic Safety Administration AU - Michigan Association of Treatment Court Professionals TI - Michigan DWI/Sobriety Court Ignition Interlock Evaluation PY - 2015 SP - 82p AB - This report was commissioned by the Michigan Association of Treatment Court Professionals (MATCP) in cooperation with the State Court Administrative Office (SCAO). Its purpose is to provide the legislature, the Secretary of State, and the Michigan Supreme Court documentation related to program participants’ compliance with court ordered conditions, their progress through the driving while impaired (DWI)/Sobriety Court program, and the outcome(s) of being placed on ignition interlock restrictions. This document is the fourth annual report: it provides the reader with an overview of issues pertaining to ignition interlock programs in Michigan for the period 2011-2014. It also summarizes the study design, provides a description of the data, analyzes the operation and effectiveness of the DWI/Sobriety Court ignition interlock program, and discusses data validation, innovative practices, obstacles, and lessons learned from the four year study. This report is directed toward legislators, court administrators and other criminal justice practitioners who are interested in the use of ignition interlock devices within DWI/Sobriety Court as a means of controlling and reducing drunk driving recidivism in the state of Michigan. Section 1 provides the reader with supplemental information regarding the use of interlocks to monitor and control offenders beyond the issues discussed in the 2012 - 2014 reports. Following this review, Sections 2 and 3 provide the methods and findings of the 2015 Ignition Interlock Program in Michigan. Finally, Section 4 provides the reader with general conclusions, and a summary of the first four years of the program. KW - Alcohol ignition interlock devices KW - Compliance KW - Court decisions KW - Drunk drivers KW - Drunk driving KW - Evaluation KW - Michigan KW - Traffic conviction UR - http://courts.mi.gov/Administration/admin/op/problem-solving-courts/Drug/Documents/Ignition Interlock Device Report - revised.pdf UR - https://trid.trb.org/view/1409633 ER - TY - RPRT AN - 01599292 AU - Issa, Mohsen A AU - Lotfy, Ibrahim AU - Farhat, Maen AU - National University Rail Center (NURail) AU - Research and Innovative Technology Administration TI - Accelerated Bridge Construction for Railroad Elevated Structures PY - 2015///Final Report SP - 57p AB - In this report, a proof-of-concept for construction or replacement operations for urban railroad bridges was performed using full-scale modeling. Two prefabricated simple span bridges were considered for both freight and passenger rail. The bridges were considered supporting railroad tracks using High Density Polyethylene (HDPE) crossties. The full-scale model was considered for urban environment, specifically a metropolitan city layout as the large traffic density further encourages Accelerated Bridge Construction (ABC). The location of the bridge was chosen in the city of Chicago, Illinois; it is a bridge supporting a transfer station located on the "Red Line" of the CTA; Wilson Station. The first system selected was pretensioned U-Girders with full-depth precast panel deck system. The U-Girders have been used for highway bridges in the state of Florida. The system has an efficient cross section that can accomodate prestressing as well as ABC construction methods. Another system, which was also selected for investigation, was the post-tensioned Box girder system. This system was adopted by the California High-Speed Train Project as a typical section for aerial structures. This system can achieve the required structural performance and economy with adequate safety and pleasing aesthetic. It is recommended for implementation with a simple span and a span-to-depth ratio of 10. KW - Bridge construction KW - Chicago (Illinois) KW - Girders KW - Prefabricated bridges KW - Railroad bridges KW - Railroad ties KW - Scale models KW - Urban areas UR - http://www.nurailcenter.org/research/final_reports/UIC/NURail2012-UIC-R02-Combined_reduced1.pdf UR - https://trid.trb.org/view/1405201 ER - TY - RPRT AN - 01599181 AU - Issa, Mohsen A AU - Shibli, Aiman AU - National University Rail Center (NURail) AU - Research and Innovative Technology Administration TI - Structural Adhesive Behavior-Experimental and Computational Study PY - 2015///Final Report SP - 18p AB - Adhesive joints are being increasingly used in structural applications due to their unique characteristics and advantages. The traditional bolted joint methods have gone a long way in creating appropriate technologies and gained years of design experience, which cannot easily be replaced. Accordingly switching from traditional joining methods to adhesives bonding in civil infrastructure applications requires a large investment to establish a level of understanding comparable to that associated with traditional joining methods. In particular, it is crucial to characterize and fully understand bonded joint behavior, strength and failure properties, and to be able to predict them for a given geometries and loads. The objectives of this research were to: (1) Investigate the behavior of structural adhesive by characterizing their mechanical properties; (2) Establish a representative material model that can mimic their behavior and can be used in numerical models for computational studies; and (3) Utilize virtual testing using simulation to investigate different design options to utilize structural adhesive to rehabilitate and connect Recycled Plastics composite (RPL) beams. KW - Adhesive strength KW - Composite materials KW - Mechanical properties KW - Rail joints KW - Sandwich construction KW - Simulation UR - http://www.nurailcenter.org/research/final_reports/UIC/NURail2012-UIC-R02-Combined_reduced1.pdf UR - https://trid.trb.org/view/1405202 ER - TY - RPRT AN - 01599175 AU - Issa, Mohsen A AU - Lotfy, Ibrahim AU - Farhat, Maen AU - National University Rail Center (NURail) AU - Research and Innovative Technology Administration TI - Evaluation of the Longitudinal Restraint, Uplift Resistance, and Long-term Performance of High Density Polyethylene Crosstie Rail Support System using Static and Cyclic Testing PY - 2015///Final Report SP - 36p AB - The University of Illinois at Chicago conducted a series of studies to assess the feasibility of implementing High Density Polyethylene (HDPE) crossties in both conventional and high-speed rail applications. This report presents an experimental investigation aiming to understand and assess the performance of the full rail support system, i.e. HDPE crosstie with the rail section and the fastening system installed. The objectives of this report were to: (1) Understand the behavior of the full system and the interactions between the rail, the different fastening components, and the HDPE crosstie; (2) Evaluate the performance of the rail support system when subjected to longitudinal loading; (3) Investigate the uplift behavior of the system and the contributions of each component of the fastening assembly to the uplift resistance; (4) Assess the long-term performance of the rail support system; and (5) Identify any weak points in the system and recommend possible improvements/modifications. KW - Composite materials KW - Evaluation and assessment KW - Load tests KW - Longitudinal strength KW - Performance KW - Plastics KW - Rail fasteners KW - Railroad ties KW - Railroad tracks KW - Recommendations UR - http://www.nurailcenter.org/research/final_reports/UIC/NURail2012-UIC-R02-Combined_reduced1.pdf UR - https://trid.trb.org/view/1405200 ER - TY - RPRT AN - 01596833 AU - Research and Innovative Technology Administration TI - Transportation Statistics Annual Report 2015 PY - 2015 SP - 217p AB - The Transportation Statistics Annual Report describes the Nation’s transportation system, the system’s performance, its contributions to the economy, and its effects on people and the environment. This 20th edition of the report is based on information collected or compiled by the Bureau of Transportation Statistics (BTS), a Federal statistical agency within the U.S. Department of Transportation. Chapters include: Extent and Physical Condition of the U.S. Transportation System; Moving People; Moving Goods; Transportation System Performance; Transportation Economics; Transportation Safety; Transportation Energy Use and Environmental Impacts; and The State of Transportation Statistics. KW - Condition surveys KW - Economics KW - Energy consumption KW - Environmental impacts KW - Freight and passenger traffic KW - Freight transportation KW - Highways KW - Passenger transportation KW - Pipelines KW - Statistics KW - Transportation modes KW - Transportation safety KW - Travel behavior KW - Trend (Statistics) KW - United States UR - http://www.rita.dot.gov/bts/sites/rita.dot.gov.bts/files/TSAR_2015_final_0.pdf UR - https://trid.trb.org/view/1403385 ER - TY - RPRT AN - 01596749 AU - Michigan Department of Transportation AU - Cambridge Systematics AU - Stratus Consulting AU - Federal Highway Administration TI - Michigan DOT Climate Vulnerability Assessment Pilot Project Final Report PY - 2015 SP - 71p AB - This study was conducted by the Michigan Department of Transportation (MDOT) to better understand future climate and extreme weather risks, and to identify approaches for integrating climate risk analysis into MDOT’s planning practices. This work included: (1) Identifying the primary climate stressors impacting the transportation system in Michigan; (2) Reviewing the transportation and climate data needed to assess those impacts and identifying gaps that limit what can be done with current data; (3) Examining risks from future climate and extreme weather impacts; (4) Assessing the vulnerability of transportation assets to those risks; and (5) Defining strategies for incorporating this information into asset management and agency decision-making. The scope of this study was on the Michigan highway system owned and operated by MDOT. It provides a foundation to help evaluate the adequacy of planning, design guidelines and standards, and operation and maintenance practices that may be impacted by future climate conditions. Due to the statewide scale of this analysis, the study focused on a small number of assets, but identified opportunities to collaborate with local planning efforts that include a broader range of asset owners and types. KW - Asset management KW - Climate change KW - Highways KW - Michigan Department of Transportation KW - Risk assessment KW - Transportation planning KW - Weather and climate UR - http://www.fhwa.dot.gov/environment/climate_change/adaptation/resilience_pilots/2013-2015_pilots/michigan/mdotfiinalreport.pdf UR - https://trid.trb.org/view/1403120 ER - TY - RPRT AN - 01596700 AU - National Highway Traffic Safety Administration TI - NHTSA 2015: Advancing Safety on America's Roads PY - 2015 SP - 4p AB - In 2015, the National Highway Traffic Safety Administration (NHTSA) built on decades of road safety progress by improving in three specific areas: bolstering innovation across the agency and specifically in vehicle safety technology; reforming the identification and recall of vehicles and equipment with safety-related defects; and strengthening core safety programs that help Americans make safer choices on the road. In this brief report, NHTSA presents some of the significant improvements the agency made in 2015 in these areas and in how they communicate with the public. KW - Recall campaigns KW - Technological innovations KW - Traffic safety KW - U.S. National Highway Traffic Safety Administration KW - United States KW - Vehicle safety UR - http://www.nhtsa.gov/nhtsa/accomplishments/2015/img/NHTSA_2015.pdf UR - https://trid.trb.org/view/1403015 ER - TY - RPRT AN - 01594691 AU - American Geriatrics Society AU - National Highway Traffic Safety Administration TI - Clinician’s Guide to Assessing and Counseling Older Drivers PY - 2015///3rd Edition SP - 311p AB - This edition of the Clinician's Guide to Assessing and Counseling Older Drivers is an update to the Physician’s Guide to Assessing and Counseling Older Drivers that was originally developed by the American Medical Association (AMA) under a prior cooperative agreement with National Highway Traffic Safety Administration (NHTSA). This guide is intended as an aid to health care professionals in identifying older adults who may be having trouble driving and advising these drivers on alternate means of transportation and the necessity of driving cessation. Topics include: Screening and assessment of functional abilities, Clinical interventions, Ethical and legal issues, State licensing and reporting laws, and Medical conditions and medications that may affect driving. The appendices include patient and caregiver educational material, CPT codes, and clinical team resources. KW - Aged drivers KW - Communication KW - Diseases and medical conditions KW - Driving cessation KW - Health care services KW - Legal factors KW - Medical personnel UR - http://www.nhtsa.gov/staticfiles/nti/pdf/812228-CliniciansGuideToOlderDrivers.pdf UR - https://trid.trb.org/view/1401769 ER - TY - RPRT AN - 01593940 AU - Research and Innovative Technology Administration TI - National Transportation Atlas Databases 2015 PY - 2015 AB - The National Transportation Atlas Databases 2015 (NTAD2015) is a set of nationwide geographic databases of transportation facilities, transportation networks, and associated infrastructure. These datasets include spatial information for transportation modal networks and intermodal terminals, as well as the related attribute information for these features. Metadata documentation, as prescribed by the International Organization of Standards, is also provided for each database. The data support research, analysis, and decision-making across all modes of transportation. They are most useful at the national level, but have major applications at regional, state, and local scales throughout the transportation community. This product is distributed in shapefile format. KW - Databases KW - Geographic information systems KW - Infrastructure KW - Intermodal facilities KW - Metadata KW - Spatial analysis KW - Transportation modes KW - Transportation, hydraulic and utility facilities UR - http://www.rita.dot.gov/bts/sites/rita.dot.gov.bts/files/publications/national_transportation_atlas_database/2015/index.html UR - http://ntl.bts.gov/lib/56000/56700/56701/NTAD_2015.zip UR - https://trid.trb.org/view/1400285 ER - TY - RPRT AN - 01593934 AU - Frey, H Christopher AU - Graver, Brandon M AU - Hu, Jiangchuan AU - North Carolina State University, Raleigh AU - Federal Railroad Administration AU - Federal Railroad Administration TI - Locomotive Biofuel Study – Rail Yard and Over the Road Measurements Using Portable Emissions Measurement System PY - 2015///Final Report SP - 388p AB - The emissions of three locomotive engines were measured with ultra low sulfur diesel (ULSD) and multiple biofuel blends, including B10, B20, and B40. B20 biodiesel fuel reduced emissions of carbon dioxide (CO₂), carbon monoxide (CO), hydrocarbon (HC), and particulate matter (PM). Portable Emissions Measurement Systems (PEMS) were used to measure the exhaust concentrations and emission rates. Measurements were made on an EMD F59PHI and two EMD F59PH passenger locomotives, each with 3,000 hp, 2-stroke turbocharged EMD12-710 prime mover engines. There were no observed adverse impacts of biofuel use on engine wear, operability, or maintenance; however, the fuel has a limited impact on NOx emissions. Testing revealed that B20 biodiesel fuel led to the largest reductions in CO₂, CO, HC, and PM from railroad locomotives based on rail yard and over-the-rail measurements. This research demonstrates methods for rail yard and over the rail locomotive emissions measurements using PEMS, and these methods can be applied to address a wide variety of study objectives related to locomotives, fuels, duty cycles, emission controls, and others. KW - Biomass fuels KW - Carbon dioxide KW - Carbon monoxide KW - Diesel fuels KW - Engine operation KW - Hydrocarbons KW - Locomotives KW - Nitric oxide KW - Particulates KW - Pollutants KW - Portable Emissions Measurement System UR - http://www.fra.dot.gov/Elib/Document/15649 UR - https://trid.trb.org/view/1400244 ER - TY - RPRT AN - 01587766 AU - Federal Highway Administration TI - Alabama Speed Management Action Plan: Problem Identification, Solutions, Implementation, Evaluation PY - 2015 SP - 106p AB - The primary purpose of the Alabama Speed Management Action Plan (Plan) is to help the State, in partnership with local agencies, reduce speeding-related fatal and injury-causing crashes. This Plan aims to help meet Alabama’s short- and long-term strategic highway safety plan (SHSP) goals. The Plan is intended to be used by a diverse group of stakeholders, including Alabama Department of Transportation (ALDOT), the State Department of Public Safety, and the Alabama Public Health Department. In addition, other agencies with a significant role in roadway safety, injury prevention, and speed management may potentially use and help to implement elements of the Plan. The Plan characterizes speeding-related crash problems, sets safety goals, describes Plan actions to meet the goals, and discusses evaluation measures appropriate to the goals and objectives. The Plan outlines broad actions needed to implement best speed management strategies Statewide to reduce future loss of life and injury. In addition to comprehensive and strategic actions, the Plan also includes specialized information for engineers, enforcement agencies and their partners, regarding systematic identification and treatment of high-crash routes or other local area issues. Countermeasures described include engineering and design, enforcement and penalty systems, public information, and communications measures. KW - Alabama KW - Best practices KW - Countermeasures KW - Evaluation KW - Implementation KW - Speed control KW - Speeding KW - Stakeholders KW - Strategic planning KW - Traffic safety UR - http://safety.fhwa.dot.gov/speedmgt/ref_mats/docs/alabama_pilotplan_final.pdf UR - https://trid.trb.org/view/1395761 ER - TY - RPRT AN - 01587711 AU - Research and Innovative Technology Administration TI - Transportation in the United States: Highlights from 2015 Transportation Statistics Annual Report PY - 2015 SP - 30p AB - The analysis contained in this report is taken from the Bureau of Transportation Statistics’ Transportation Statistics Annual Report. Data includes: extent of the U.S. transportation system, recent trends, bridge condition by age group, moving people and moving goods, system performance, percent of congestion by time of day, billion-dollar weather and climate disasters, transportation economics, fatalities, energy use and environmental impacts, and the state of transportation statistics. KW - Condition surveys KW - Economic impacts KW - Energy consumption KW - Environmental impacts KW - Fatalities KW - Freight and passenger traffic KW - Safety KW - Statistics KW - Traffic congestion KW - Transportation modes KW - Trend (Statistics) KW - United States UR - https://www.rita.dot.gov/bts/sites/rita.dot.gov.bts/files/TITUS_2015.pdf UR - https://trid.trb.org/view/1395629 ER - TY - RPRT AN - 01587710 AU - Jensen, Travis AU - WCEC Engineers AU - Utah Department of Transportation AU - Department of Transportation TI - Scan Tour of Safety-Related Intelligent Transportation Systems Across the United States PY - 2015///Final Report SP - 61p AB - The Utah Department of Transportation (UDOT) has long been on the forefront of nationwide efforts to improve roadway safety. Their safety focus encompasses infrastructure improvements as well as non-infrastructure elements such as education and enforcement. The use of intelligent transportation systems (ITS) technology is one method that UDOT uses to improve safety. ITS devices include variable message signs (VMS), vehicle detection, and other electronic systems that convey information to drivers or sense traffic conditions. UDOT is working to deploy ITS technology on the state roadway system where it can be an effective means of reducing crashes and crash severity. UDOT commissioned a scan tour and research study to identify potential safety-related ITS devices and practices in use around the US that could be adapted to Utah’s roadway system. This report documents the process used to determine scan tour locations, describes the information learned during the scan tour visits, and then presents recommendations for using the information to inform safety-related ITS applications in Utah. The research team emailed a list of survey questions about safety-related ITS applications to safety and research staff at other state DOTs around the country. A total of 33 responses to the initial survey were received, representing input from 25 states and the Canadian province of British Columbia. Responses were used to select Iowa and Minnesota as scan tour destinations. KW - Highway safety KW - Intelligent transportation systems KW - Iowa KW - Minnesota KW - Recommendations KW - State departments of transportation KW - State of the practice KW - Traffic control devices KW - United States KW - Utah UR - http://www.udot.utah.gov/main/uconowner.gf?n=26394030306426124 UR - https://trid.trb.org/view/1392175 ER - TY - RPRT AN - 01587708 AU - Chambers, Matthew AU - Goworowska, Justyna AU - Rick, Christopher AU - Sedor, Joanne AU - Research and Innovative Technology Administration TI - Freight Facts and Figures 2015 PY - 2015 SP - 111p AB - This 11th edition of Freight Facts and Figures was developed by the Bureau of Transportation Statistics. It provides a snapshot of the volume and value of freight flows in the United States; the extent, condition, and performance of the physical network over which freight moves; the economic conditions that generate freight movements; the industry that carries freight; and the safety, energy, and environmental implications of freight transportation. This snapshot helps decisionmakers, planners, and the public understand the magnitude and importance of freight transportation to the economy. Chapter 1 summarizes the basic demographic and economic characteristics of the United States that contribute to the demand for raw materials, intermediate goods, and finished products. Chapter 2 identifies the freight that is moved and highlights international trade. Chapter 3 describes the extent and condition of the freight transportation system; volumes of freight moving over the system; and the amount of highway, air, rail, port, and pipeline activities required to move that freight. Chapter 4 presents information on transportation system performance and its effect on freight movement. Chapter 5 focuses on the economic characteristics of the transportation industry that operates the system. Chapter 6 covers the safety aspects, energy consumption, and environmental implications of freight transportation. KW - Commodity flow KW - Economic factors KW - Energy consumption KW - Environmental impacts KW - Freight traffic KW - Freight transportation KW - International trade KW - Transportation safety KW - Trend (Statistics) KW - United States UR - http://www.rita.dot.gov/bts/sites/rita.dot.gov.bts/files/FF%26F_complete.pdf UR - https://trid.trb.org/view/1395628 ER - TY - RPRT AN - 01587704 AU - Barker, James AU - Bennett, Lola AU - Conwill, Joseph AU - Duwadi, Sheila Rimal AU - Gasparini, Dario AU - O'Connor, Richard AU - Reckard, Matthew AU - Sangree, Rachel Herring AU - National Park Service AU - Federal Highway Administration TI - Covered Bridges and the Birth of American Engineering SN - 9780578171067 PY - 2015 SP - 246p AB - The book represents the culmination of research under the Federal Highway Administration (FHWA)-sponsored National Historic Covered Bridge Preservation (NHCBP) Program. The Historic American Engineering Record (HAER) and the FHWA's Office of Infrastructure Research and Development have maintained a joint research and technology program for historic covered bridges since 2002. This book examines the development of wood trusses and covered bridge construction, profiles the pioneering craftsmen and engineers involved, explores the function of trusses in covered bridges, and looks at the preservation and future of these distinctly American bridges. Chapters include: HAER and the documentation of covered bridges; Overview of the National Historic Covered Bridge Preservation Program; History of covered bridges in the United States; Engineering design of covered bridges; Development of the American truss; Builders and practices; and The preservation and future of covered bridges in the U.S. KW - Bridge construction KW - Bridge design KW - Covered bridges KW - Historic preservation KW - History KW - National Historic Covered Bridge Preservation Program KW - Trusses KW - United States UR - http://www.nps.gov/hdp/coveredbridges.htm UR - https://trid.trb.org/view/1392127 ER - TY - RPRT AN - 01587690 AU - Federal Highway Administration TI - Speed Management Action Plan for Randolph County: Analysis, Problem Identification, Planning, Implementation PY - 2015 SP - 106p AB - This Speed Management Action Plan characterizes Randolph County’s speeding and safety problems and speed management issues, identifies appropriate countermeasures and strategies, and describes implementation actions the State, County, and other partners can take to reduce speeding and speeding-related fatal and injury crashes on the County’s roads. It identifies engineering, road design measures, enforcement and adjudication improvements to support established speed limits. The Plan will help Randolph County stakeholders, including the North Carolina Department of Transportation (NCDOT), public safety agencies, injury prevention partners, and other stakeholders work together to identify optimal solutions to reduce the level of speeding and the resultant serious injuries and fatalities in a cost-effective manner. KW - Adjudication KW - Countermeasures KW - Highway design KW - Implementation KW - Randolph County (North Carolina) KW - Speed control KW - Speeding KW - Stakeholders KW - Strategic planning KW - Traffic law enforcement KW - Traffic safety UR - http://safety.fhwa.dot.gov/speedmgt/ref_mats/docs/randolphco-smap_final.pdf UR - https://trid.trb.org/view/1395749 ER - TY - RPRT AN - 01587669 AU - Bureau of Transportation Statistics TI - Two Decades of Change in Transportation: Reflections from Transportation Statistics Annual Reports, 1994–2014 PY - 2015 SP - 34p AB - This 20th anniversary edition of the Transportation Statistics Annual Report departs from the normal review of current transportation statistics to highlight how the world of transportation and the methods to measure that world have changed over the last two decades. Rather than cataloging trends enumerated in other Bureau of Transportation Statistics (BTS) publications, this report focuses on three questions: (1) Are transportation challenges and opportunities relatively unchanged after 20 years, or have new issues emerged? (2) Do statistics developed over the last 20 years support effective understanding of transportation challenges and opportunities, or are new statistics needed? (3) Will new methods of measurement provide new perspectives on transportation? KW - Annual reports KW - Data analysis KW - Data collection KW - Information dissemination KW - Performance measurement KW - Statistics KW - U.S. Bureau of Transportation Statistics UR - http://www.rita.dot.gov/bts/sites/rita.dot.gov.bts/files/TSAR_2014_reflections.pdf UR - https://trid.trb.org/view/1394934 ER - TY - RPRT AN - 01587662 AU - Federal Highway Administration TI - U.S. DOT Gulf Coast Study, Phase 2 PY - 2015 SP - 5p AB - This document summarizes the third task (Task 3.1: Screen for Vulnerability) of the project, Support for Impacts of Climate Change and Variability on Transportation Systems and Infrastructure: Gulf Coast Study Phase 2. The project developed methodologies for evaluating vulnerability and adaptation measures for local transportation systems. These transferrable methodologies were pilot tested in Mobile, Alabama. The project team evaluated the impacts on six transportation modes (highways, ports, airports, rail, transit, and pipelines) from projected changes in temperature and precipitation, sea level rise, and the surges and winds associated with more intense storms. The third task of the project involved combining all of the information gathered about asset criticality, projected changes in climate, and asset sensitivity to climate changes, to identify which critical assets might be most vulnerable to climate change. The study examined 67 assets, selected to be representative of the most critical assets across all modes of the Mobile transportation system. KW - Climate change KW - Infrastructure KW - Methodology KW - Mobile (Alabama) KW - Risk assessment KW - Transportation modes UR - http://www.fhwa.dot.gov/environment/climate_change/adaptation/case_studies/gulf_coast_study/engineering_and_tasks/task31.pdf UR - https://trid.trb.org/view/1395308 ER - TY - RPRT AN - 01587607 AU - Granato, Gregory E AU - DeSimone, Leslie A AU - Barbaro, Jeffrey R AU - Jeznach, Lillian C AU - U.S. Geological Survey AU - Federal Highway Administration TI - Methods for Evaluating Potential Sources of Chloride in Surface Waters and Groundwaters of the Conterminous United States PY - 2015 SP - 104p AB - The purpose of this report is to provide information about potential sources of chloride, water and solute budgets, and methods for collecting water-quality data to help identify potential sources of chloride in the surface waters and groundwaters of the conterminous United States. This study was done by the U.S. Geological Survey (USGS), in cooperation with the Federal Highway Administration (FHWA), because scientists, engineers, regulators, and decisionmakers need this information for the evaluation of potential sources of chloride in areas where chloride may have adverse ecological effects or may degrade water supplies used for drinking water, agriculture, or industry. Knowledge of potential sources can help decisionmakers identify the best mitigation measures to reduce the total background chloride load, thereby reducing the potential for water-quality exceedances caused by superposition on rising background concentrations. Also, knowledge of potential sources may help decisionmakers identify the potential for the presence of contaminants that have toxic, carcinogenic, mutagenic, or endocrine-disrupting effects at concentrations that are lower by orders of magnitude than the chloride concentrations in the source water. KW - Chlorides KW - Contaminants KW - Data collection KW - Environmental impacts KW - Evaluation KW - Groundwater KW - United States KW - Water quality management KW - Watersheds UR - http://pubs.usgs.gov/of/2015/1080/ofr20151080.pdf UR - https://trid.trb.org/view/1378519 ER - TY - RPRT AN - 01581092 AU - Federal Highway Administration TI - Traffic Incident Management Benefit-Cost Estimation Tool PY - 2015 SP - 2p AB - The research team at Turner-Fairbank Highway Research Center (TFHRC) developed a Web-based Traffic Incident Management Benefit-Cost (TIM-BC) tool with standardized methodology that can be universally employed in benefit-cost ratio estimation for different TIM programs. The TIM-BC tool can estimate travel delay, fuel consumption, emissions, and secondary incidents. The data and equations encompassed in the database are derived directly from well-designed simulation experiments, which consider various incident information (i.e., number of lanes, lane blockage, duration, and location) under different traffic conditions. KW - Benefit cost analysis KW - Incident management KW - Traffic incidents KW - Web applications UR - http://www.fhwa.dot.gov/publications/research/operations/16016/16016.pdf UR - https://trid.trb.org/view/1375491 ER - TY - RPRT AN - 01581081 AU - Research and Innovative Technology Administration TI - State Transportation Statistics 2015 PY - 2015 SP - 142p AB - The Bureau of Transportation Statistics (BTS) presents State Transportation Statistics 2015, a statistical profile of transportation in the 50 States and the District of Columbia. This is the 13th annual edition of State Transportation Statistics, a companion document to National Transportation Statistics (NTS), which is updated quarterly on the BTS website. Like the previous editions, this document presents transportation information from BTS and other Federal Government agencies and national sources. A picture of each State’s transportation infrastructure, freight movement and passenger travel, system safety, vehicles, transportation-related economy and finance, energy usage, and the environment is presented in table form. Tables have been updated with the most recently available data. Included in this State Transportation Statistics 2015 report is a brief description of the data sources used and a glossary of terms. Also contained in this publication is a summary table that displays the approximate timing of future data releases and contact information for each State’s department of transportation. KW - Air pollution KW - Economics KW - Energy consumption KW - Finance KW - Freight transportation KW - Infrastructure KW - Passenger transportation KW - Registrations KW - States KW - Statistics KW - Tables (Data) KW - Transportation safety KW - United States KW - Vehicle miles of travel UR - http://www.rita.dot.gov/bts/sites/rita.dot.gov.bts/files/STS_2015.pdf UR - https://trid.trb.org/view/1375485 ER - TY - RPRT AN - 01580938 AU - Florida Department of Transportation AU - Massachusetts Department of Transportation AU - Federal Highway Administration TI - e-Construction Peer-To-Peer Exchange: Summary Report PY - 2015 SP - 23p AB - The Florida Department of Transportation (FDOT) hosted a peer exchange with the Massachusetts Department of Transportation (MassDOT) in Tampa, Florida on September 16-17, 2015. The focus of the peer exchange was e-Construction – or a paperless construction administration delivery process that includes electronic submission of all construction documentation by all stakeholders, electronic document routing/approvals (e-signature), and digital management of all construction documentation in a secure environment that nonetheless allows distribution to all authorized project stakeholders through mobile devices. The event was sponsored by the Federal Highway Administration (FHWA). KW - Administrative procedures KW - Construction management KW - Data communications KW - Forms (Documents) KW - Implementation KW - Mobile communication systems KW - Peer exchange KW - Technological innovations UR - https://www.fhwa.dot.gov/construction/econstruction/peer_exchange/fl_ma.pdf UR - https://trid.trb.org/view/1375076 ER - TY - RPRT AN - 01580883 AU - Federal Highway Administration TI - Road Diets (Roadway Reconfiguration) PY - 2015 SP - 2p AB - Road Diets are a safety-focused alternative to a four-lane, undivided roadway. The most common type of Road Diet involves converting an existing four-lane, undivided roadway segment that serves both through and turning traffic into a three-lane segment with two through lanes and a center, two-way left-turn lane (TWLTL). The reclaimed space can be allocated for other uses such as bike lanes, pedestrian refuge islands, bus lanes and parking. This document includes an overview of the benefits of road diets, the state of the practice, and support and available tools. KW - Benefits KW - Highway design KW - Road diets KW - State of the practice KW - Traffic lanes UR - https://www.fhwa.dot.gov/innovation/everydaycounts/edc-3/factsheets/edc-3_factsheet_road_diets.pdf UR - https://trid.trb.org/view/1373769 ER - TY - RPRT AN - 01579628 AU - Research and Innovative Technology Administration TI - National Transportation Statistics 2015 PY - 2015 SP - 465p AB - This document presents information on the U.S. transportation system, including its physical components, safety record, economic performance, energy use, and environmental impacts. National Transportation Statistics is a companion document to the Transportation Statistics Annual Report, which analyzes some of the data presented here, and State Transportation Statistics, which presents state-level data on many of the same topics presented here. The report has four chapters: Chapter 1 provides data on the extent, condition, use, and performance of the physical transportation network. Chapter 2 details transportation's safety record, giving data on accidents, crashes, fatalities, and injuries for each transportation mode and hazardous materials. Chapter 3 focuses on the relationship between transportation and the economy, presenting data on transportation's contribution to the gross domestic product, employment by industry and occupation, and transportation-related consumer and government expenditures. Chapter 4 presents data on transportation energy use and transportation-related environmental impacts. KW - Economic factors KW - Employment KW - Energy consumption KW - Environmental impacts KW - Expenditures KW - Fatalities KW - Hazardous materials KW - Traffic crashes KW - Transportation modes KW - Transportation safety KW - Trend (Statistics) KW - United States UR - http://www.rita.dot.gov/bts/sites/rita.dot.gov.bts/files/NTS_Entire_15Q2_rev.pdf UR - https://trid.trb.org/view/1371948 ER - TY - RPRT AN - 01579188 AU - Murfitt, Tyrel AU - Montana Department of Transportation AU - Department of Transportation TI - Osterberg Cell Test Report: Thompson River - East PY - 2015///Final Report SP - 338p AB - The proposed structure over the Thompson River on Highway 200 in Montana demanded a high level of performance from the foundations elements. During the design process multiple foundation options were investigated. Drilled shafts were chosen as the preferred foundation type for the bridge due to site constraints, load demand, available capacity, and seismic concerns. During construction of the new bridge, a sacrificial test shaft was installed for conducting a static load test. The static load test was conducted using Osterberg Load Cell (O-Cell) technology and procedures. The data obtained by the successful load test allowed the Pier 2 shaft design lengths to be shortened. The reduction in drilled shaft length offset the cost for the installation and execution of the O-Cell test. Approximately $64,000 was saved based on the unit bid prices for the project. This document includes information regarding the load test as well as example contract documents for future projects where O-Cell testing is a consideration. KW - Bridge construction KW - Bridge design KW - Bridge foundations KW - Drilling KW - Load tests KW - Montana KW - Osterberg cells KW - Static loads KW - Test procedures UR - http://www.mdt.mt.gov/other/research/external/docs/epsl/osterberg/final_report_sep15.pdf UR - https://trid.trb.org/view/1371642 ER - TY - RPRT AN - 01576155 AU - Federal Highway Administration AU - Federal Transit Administration TI - The Transportation Planning Process Briefing Book: Key Issues for Transportation Decisionmakers, Officials, and Staff PY - 2015 SP - 84p AB - This book provides an overview of transportation planning and will be useful for government officials, transportation decisionmakers, planning board members, transportation service providers, interested stakeholders, and the public. It covers the basics and key concepts of metropolitan and Statewide transportation planning, along with references for additional information. Part I discusses transportation planning and its relationship to decisionmaking. This section is general and provides a broad introduction to the planning process. Part II presents short descriptions of the key products that are prepared as part of the transportation planning process. This book has been updated to reflect recent changes in Federal legislation concerning the requirements for transportation planning at the metropolitan, and Statewide and nonmetropolitan levels. It is an informational publication that replaces its predecessor of the same title published in 2007. KW - Decision making KW - Legislation KW - Metropolitan planning organizations KW - Policy KW - State departments of transportation KW - Transportation planning UR - http://www.fhwa.dot.gov/planning/publications/briefing_book/fhwahep15048.pdf UR - https://trid.trb.org/view/1367532 ER - TY - RPRT AN - 01574067 AU - Eksioglu, Sandra D AU - Clemson University AU - National Center for Intermodal Transportation for Economic Competitiveness AU - Research and Innovative Technology Administration TI - Analyzing the Impact of Intermodal-Related Risk to the Design and Management of Biofuel Supply Chain PY - 2015///Final Report SP - 36p AB - The objective of this research is to design a decision-support tool for identifying biorefinery locations that ensure a cost-efficient and reliable supply chain. The authors built mathematical models which take into consideration the benefits (such as, accessibility to different modes of transportation), and risks associated with locating a refinery near an intermodal facility. These mathematical models capture the impact of facility disruptions on biorefinery location and supply chain design. A visualization interface is developed and connected to the mathematical models. This web-based interface enables decision-makers to input the practical data related to the location problems and display chosen biorefinery locations after calculation of mathematical models. The outcomes of this research are in compliance with the mission of the Intermodal Planning Division of the Mississippi Department of Transportation (MDOT) to promote and support intermodal transportation by providing technical assistance which aims to improve and increase the usability of existing intermodal facilities. Through the decision-support tool, users will be able to identify under what conditions locating a biofuel plant near an intermodal facility is advisable; and what are the benefits/costs of such a decision. These results can be used to encourage biofuel plants to use intermodal facilities/transportation and make their investments accordingly. KW - Biomass fuels KW - Biorefineries KW - Decision support systems KW - Intermodal facilities KW - Mathematical models KW - Mississippi KW - Plant location KW - Supply chain management UR - http://www.ncitec.msstate.edu/wp-content/uploads/2012-05FR.pdf UR - https://trid.trb.org/view/1363639 ER - TY - RPRT AN - 01574039 AU - Federal Highway Administration TI - Air Quality Planning for Transportation Officials PY - 2015 SP - v.p. AB - The purpose of this guide is to provide an overview of the air quality planning requirements of the Clean Air Act (CAA) that are transportation-related. Contents include: National Ambient Air Quality Standards, Monitoring for air quality levels, Nonattainment area boundaries, State implementation plans, Mobile source emissions inventory, Sanctions, and Interagency consultation and public involvement. KW - Air quality management KW - Interagency relations KW - National Ambient Air Quality Standards KW - Nonattainment areas KW - Pollutants KW - Public participation KW - Sanctions KW - Transportation planning UR - http://www.fhwa.dot.gov/environment/air_quality/publications/air_quality_planning/aqplan00.cfm UR - https://trid.trb.org/view/1363096 ER - TY - CONF AN - 01573996 AU - Inomata, Hiroyuki AU - Kishino, Yoko AU - Miyamoto, Souta AU - National Highway Traffic Safety Administration TI - The Assessment results of the Advanced Safety Technology in JNCAP and its future PY - 2015 SP - 7p AB - The Japanese government has set up the target of fatalities-from-traffic-accidents reduction. Its aim is to be at the safest traffic society in the world. However, the reduction rate of the death toll in Japan has declined but it’s still in a severe situation. Moreover, Japan has a rapidly aging society. This is another problem. On the other hand, with the rise of a national safety consciousness, many cars equipped with advanced technology are available on Japan’s market including the small sized car, so called kei-car and it is in the most diffused situation in the world at a present stage. But more promotion is desired. Nevertheless, an understanding about a difference of the performance and the characteristic of that technology are not yet understood efficiently. Although the New Car Assessment Program (NCAP) has so far achieved big success by the technique of the information dissemination to a consumer for improvement in the safety performance of a car, extending this to the domain of advanced safety technology is called for. Japan New Car Assessment Program (JNCAP) started advanced safety technology assessment from 2014 based on our roadmap. In 2014, the authors adjusted the protocol of the procedure of Autonomous Emergency Braking System (AEBS) test, Lane Departure Warning System (LDWS) test and an evaluation method. In the protocol of an evaluation method, it is prescribed that an official announcement shows the overall points of several results of advanced safety technology assessment. The authors are targeting the spread of technology by evaluating various advanced safety technology synthetically and thus more technical development is urged with the digitization technique of evaluating the reduction effect of a deaths and serious injury accidents based on the actual accident data from Japan. The authors implemented the assessment according to these protocols and released the result of 37 models in FY2014. So, various characteristics for every technology became clear as a result of the AEBS tests. Although various technologies, such as laser radar equipment, millimeter-wave radar equipment, mono-eye, dual-eye camera is used, the authors are able to discuss about the important information that should be given to a consumer and the future course of the advanced safety technology depending on current test results. Finally, the authors would also like to write about the future work of JNCAP based on the discussion taken in our steering committee meetings and the working groups (WGs). U1 - 24th International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationGothenburg,Sweden StartDate:20150608 EndDate:20150611 Sponsors:National Highway Traffic Safety Administration KW - Active safety systems KW - Aged KW - Evaluation and assessment KW - Japan KW - Japan New Car Assessment Program (JNCAP) KW - Performance measurement KW - Ratings KW - Vehicle safety UR - http://www-esv.nhtsa.dot.gov/Proceedings/24/isv7/main.htm UR - https://trid.trb.org/view/1364321 ER - TY - CONF AN - 01573994 AU - Kubota, Hidenobu AU - National Highway Traffic Safety Administration TI - Government Status Report of Japan PY - 2015 SP - 4p AB - The number of fatalities (those who died within 24 hours) resulting from traffic accidents in Japan in 2014 was 4,113. This represents the fourteenth consecutive year that the number of fatalities has been decreasing. This number was about one-fourth the 16,765 fatalities in 1970, which was the year in which the number of fatalities reached a peak. In addition, the number of accidents resulting in injury or death and the number of injured persons decreased for the tenth consecutive year in a row since 2004, when the numbers were at their worst. However, the number of fatalities and injured persons and the number of accidents resulting in injury remained high in 2014, as there were approximately 710,000 fatalities and injured persons, and approximately 570,000 accidents resulting in injury or death. New targets were established: to reduce the number of fatalities to below 3,000 (those who died within 24 hours) and to below around 3,500 (those who died within 30 days) by 2015 in the Ninth Fundamental Traffic Safety Program for 2011–2015. The road transport environment is beginning to change greatly due to the change in types of traffic accident victims reflecting the aging society and the introduction of new technologies including electric vehicles for a low carbon society. Therefore, on 1 June 2011 the Working Group on Technology and Vehicle Safety of the Council for Transport Policy of the Ministry of Land, Infrastructure, Transport and Tourism (MLIT) reported a new target for 2020 to reduce the number of fatalities by implementing vehicle safety measures and evaluating their effect, and setting the policy for reaching the new target. Future direction of safety measures includes the following: 1) Correspondence to declining birthrate and a growing proportion of elderly people 2) Reduction of traffic accident victims for pedestrian and bicycle crew's 3) Correspondence to new mobility such as electric vehicles (EV), micro mobility 4) Measures against grievous accident in which heavy duty vehicles are involved. U1 - 24th International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationGothenburg,Sweden StartDate:20150608 EndDate:20150611 Sponsors:National Highway Traffic Safety Administration KW - Aged drivers KW - Electric vehicles KW - Fatalities KW - Heavy duty vehicles KW - Japan KW - Japan Ministry of Land, Infrastructure, Transport, and Tourism KW - Prevention KW - Traffic crashes KW - Trend (Statistics) KW - Vehicle safety KW - Vulnerable road users UR - http://www-esv.nhtsa.dot.gov/Proceedings/24/isv7/main.htm UR - https://trid.trb.org/view/1365432 ER - TY - CONF AN - 01573993 AU - Lie, Anders AU - Strandroth, Johan AU - Tingvall, Claes AU - National Highway Traffic Safety Administration TI - Government Status Report, Sweden 2015 PY - 2015 SP - 9p AB - The Ministry of Enterprise and Innovation is responsible for road traffic safety in Sweden. But due to the decentralised structure in Sweden, the Ministry works with budget, goals, and policy related issues while the operations are managed by the Swedish Transport Administration based on the directions from the ministry. The administration is responsible for the planning of the entire transport system with all modes of transport. It is also responsible for the building and maintenance of roads and railroads. The Swedish Transport Administration, also has an overarching role in the development of long term strategies and plans for all modes of transport in the transport system, contributing to the goals set up by the government for the transport sector. The Transport Administration holds responsibility for research within the fields of mobility, environment and traffic safety. It is also performing in-depth studies of fatal crashes within the road traffic system. If co-operation with other actors in society is necessary to effectively achieve its goals the Administration may work together with these actors. The other authority in the sector is the Swedish Transport Agency which has overall responsibility for regulations within air, sea, rail road and road traffic. Within the Swedish Transport Agency the Road and Railway Department formulates regulations, examines and grants permits, as well as exercise supervision within the field of road transport over e.g. road traffic, vehicles, driving licences and commercial transport. The agency also conducts analyses of road traffic and supply information about injuries and accidents within the road transport system. Swedish Transport Agency is also maintains vehicle and driver licence registers. The Swedish Transport Administration and the Swedish Transport Agency are both responsible to work towards the transport policy goals. In Sweden the main other bodies active in road traffic safety efforts are the police and the local authorities. Other important parties are the non-governmental organizations (NGOs) for example the National Society for Road Safety (NTF), with its member organisations, and transport industry organisations. The Group for National Road Safety Co-operation (GNS) is a central body that co-ordinates the co-operation between the Swedish Transport Administration and Agency, the local authorities the authority for occupational health and safety and the police. The NTF is an additional member of this group, as well as some other key partners from the traffic safety sector. U1 - 24th International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationGothenburg,Sweden StartDate:20150608 EndDate:20150611 Sponsors:National Highway Traffic Safety Administration KW - Fatalities KW - Highway safety KW - Highway safety organizations KW - Prevention KW - Sweden KW - Swedish Transport Administration (Trafikverket) KW - Traffic crashes KW - Trend (Statistics) UR - http://www-esv.nhtsa.dot.gov/Proceedings/24/isv7/main.htm UR - https://trid.trb.org/view/1366506 ER - TY - CONF AN - 01573992 AU - Schmit, Kai-Uwe AU - Baumgartner, Laura AU - Muser, Markus AU - Baudenbacher, Mathias AU - Simma, Anja AU - National Highway Traffic Safety Administration TI - Improving the Swiss National Accident Statistics by Providing AIS Data to Classify Injury Severity PY - 2015 SP - 6p AB - To provide more detailed data on the injury severity of persons involved in a traffic accident, Switzerland has implemented various measures. The key component was the establishment of Abbreviated Injury Scale (AIS) coded injury severity data. Linking the national hospital statistics to the national traffic accident statistics allowed identifying persons that were injured in a police recorded traffic accident. Using information on the diagnosis given in the hospital statistics (Internal Classification of Diseases (ICD) code) the corresponding AIS code was derived. An ICD-to-AIS translator was developed, mapping the medical information to corresponding AIS codes. Since not all ICD codes correspond to a unique AIS code the translator made use of additional medical information in order to map as many cases as possible. Applying the translator to the data sets of 2011 and 2012, a MAIS could be derived for approximately 95% of all cases. Using the newly implemented procedures, it is now possible to report the share of Maximum Abbreviated Injury Scale (MAIS)3+ injuries sustained on Swiss roads. U1 - 24th International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationGothenburg,Sweden StartDate:20150608 EndDate:20150611 Sponsors:National Highway Traffic Safety Administration KW - Abbreviated Injury Scale KW - Crash data KW - Hospitals KW - Injury classification KW - Injury severity KW - Maximum Abbreviated Injury Scale KW - Medical treatment KW - Switzerland UR - http://www-esv.nhtsa.dot.gov/Proceedings/24/isv7/main.htm UR - https://trid.trb.org/view/1365431 ER - TY - CONF AN - 01573989 AU - Mynatt, Mark AU - Brophy, John AU - Chidester, Augustus “Chip” AU - National Highway Traffic Safety Administration TI - EDR Data Collection in NHTSA's Crash Databases PY - 2015 SP - 9p AB - The National Highway Traffic Safety Administration (NHTSA) has been gathering Event Data Recorder (EDR) information in its data collection programs since the late 1990s. The various EDR data elements collected in NHTSA’s crash databases provide insight into the vehicles’ safety systems and actions leading up to a crash. This EDR data will be a key source as focus on crash avoidance countermeasures increase and crashworthiness countermeasures are optimized in the automotive safety community. The purpose of this paper is to describe the evolution of EDR data collection in NHTSA’s in-depth crash investigation programs leading up to the implementation of the Code of Federal Regulation (CFR) 49 Part 563. Additionally, the paper will discuss the techniques used to collect EDR data, and detail future plans for their coding in NHTSA’s crash databases. U1 - 24th International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationGothenburg,Sweden StartDate:20150608 EndDate:20150611 Sponsors:National Highway Traffic Safety Administration KW - Crash data KW - Crash investigation KW - Data collection KW - Databases KW - Event data recorders KW - U.S. National Highway Traffic Safety Administration UR - http://www-esv.nhtsa.dot.gov/Proceedings/24/isv7/main.htm UR - https://trid.trb.org/view/1365429 ER - TY - CONF AN - 01573982 AU - O’Malley, Sean AU - Zuby, David AU - Moore, Matthew AU - Paine, Michael AU - Paine, David AU - National Highway Traffic Safety Administration TI - Crashworthiness Testing of Electric and Hybrid Vehicles PY - 2015 SP - 16p AB - Electric and hybrid vehicles are increasingly being offered as a means to provide personal transportation with less negative impact on the environment and lower operational cost. While still representing a small portion of fleets in industrialized countries, the availability of these types of vehicles is growing. Electric and hybrid vehicles comprised approximately 1 percent of new vehicle sales in the United States in 2004, and by 2013 this had grown to almost 4 percent. As a result, there is considerable interest in the crash safety of these vehicles and, in particular, potential hazards unique to their electrical drive systems such as electrocution, fire, and electrolyte spillage. This paper summarizes the crash test experience of electric/hybrid vehicle from the Australasian New Car Assessment Program (ANCAP) and Insurance Institute for Highway Safety (IIHS). Since 2004, ANCAP and IIHS have subjected 42 hybrid and electric drivetrain vehicles to a variety of crashworthiness tests including both moderate and small overlap front crashes, side crashes, and roof strength tests. Crashworthiness results are summarized with special attention paid to the risk of electrical drive system hazards, and laboratory best practice related to electric vehicle testing is described. The crashworthiness of hybrid and electric drive vehicles is typically similar to that of vehicles with internal combustion engines. IIHS has assigned eight good ratings, three acceptable ratings, and three poor ratings in frontal crash tests (both moderate and small overlap tests); 10 good ratings and one poor rating in side crash tests; and eight good ratings and one acceptable rating in roof strength tests. To date, ANCAP has assigned one 4-star rating and two 5-star ratings to electric vehicles in its evaluation program. Neither organization observed damage to the batteries or other portions of the electrical drive systems that indicated a potential risk. Safety precautions and inspections of the electrical systems have evolved to include post-crash checks for isolation of high voltage from the chassis, leakage of volatile gases, and physical damage of the systems. In addition, vehicles are quarantined and observed after a test to ensure hidden damage does not result in fire risk developing over time. Ten years of crash testing electric/hybrid vehicles by ANCAP and IIHS, covering a wide range of crash conditions, indicates the variation in crashworthiness performance of hybrid/electrical drive vehicles is comparable with the variation observed with conventionally powered vehicles. Neither ANCAP nor IIHS has observed problems associated with the electrical drive systems in tests of more than 40 hybrid and electrical vehicles. This observation suggests safety designers are providing good protection of the electrical drive systems in crashes represented by federal and consumer information tests. While vehicles with high-voltage batteries present unique challenges to laboratory safety, ANCAP and IIHS experience suggests these potential hazards can be managed. Using appropriate tools and taking extra steps to ensure isolation of the battery from other parts of the vehicle has resulted in the successful execution of electric vehicle crash tests by both organizations without injury or other dangerous incident. U1 - 24th International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationGothenburg,Sweden StartDate:20150608 EndDate:20150611 Sponsors:National Highway Traffic Safety Administration KW - Australasian New Car Assessment Program (ANCAP) KW - Crashworthiness KW - Electric vehicles KW - Hybrid vehicles KW - Insurance Institute for Highway Safety KW - Ratings KW - Vehicle safety UR - http://www-esv.nhtsa.dot.gov/Proceedings/24/isv7/main.htm UR - https://trid.trb.org/view/1364309 ER - TY - CONF AN - 01573980 AU - Strick, Stefan AU - National Highway Traffic Safety Administration TI - Status Report, Federal Republic of Germany PY - 2015 SP - 13p AB - The total number of police registered road accidents has stagnated for the last 10 years – between 2.2 and 2.4 million road accidents. There were slight increases in single years such as 2004, 2007 or 2010, but as well slight decreases in 2002 or 2011. On the long run, there is an increase since 2000 by 2.7 percent in 2013. The forecast for 2014 thus indicates a decrease in accident figures by roundabout 2 percent (2013: 2.41 million road accidents). The number of road accidents with personal injury has decreased by 24 % since 2000, resulting in 291,105 road accidents with personal injury in 2013. For 2014 a slight increase of almost 2.5 percent to approximately 298,000 injury accidents is expected. Casualty figures have also decreased, with lower reductions for slight injuries and higher reductions for severe injuries and fatalities. The total number of casualties has decreased by more than 26 percent from 511,577 in 2000 to 377,481 in 2013. For 2014 the increased number of injury accidents will lead also to an increased number of casualties of approximately 2.5 percent compared to 2013 – to about 387,000 casualties in 2014. Since 2000, the number of severe injuries has been reduced by nearly 37 percent to 64,057 seriously injured road users in 2013 and the number of slight injuries has been reduced by nearly 23 percent to 310,085 slightly injured road users. Fatalities have decreased by 55 percent from 7,503 fatalities in 2000 to 3,339 fatalities in 2013. A slight increase to approximately 3,360 fatalities has been predicted for 2014. According to the positive development on the long term, the year 2013 showed the lowest number of fatalities since introduction of accident statistics. And also for the number of injury crashes and casualties the year 2013 was the second best after 2010, when accident figures were even lower than 2013. But the forecast for 2014 with stagnating or even increasing numbers shows, that the positive development cannot be taken for granted. While many factors concerning e.g. safety behavior or vehicle and infrastructure safety play an important role for the long term development of fatality and crash figures, short-term increases result mainly from changes in mobility and traffic behavior due to different and extreme weather conditions. The year 2014 was characterized by an early and mild spring, resulting in high accident and fatality figures concerning mainly motorized and non-motorized two-wheelers. U1 - 24th International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationGothenburg,Sweden StartDate:20150608 EndDate:20150611 Sponsors:National Highway Traffic Safety Administration KW - Crash injuries KW - Fatalities KW - Germany KW - Traffic crashes KW - Trend (Statistics) KW - Vehicle safety KW - Weather conditions UR - http://www-esv.nhtsa.dot.gov/Proceedings/24/isv7/main.htm UR - https://trid.trb.org/view/1366507 ER - TY - CONF AN - 01573976 AU - Paine, Michael AU - Paine, David AU - Smith, Jason AU - Case, Michael AU - Haley, Jack AU - Worden, Stuart AU - National Highway Traffic Safety Administration TI - Vehicle Safety Trends and the Influence of NCAP Safety Ratings PY - 2015 SP - 7p AB - In 1999 the Australasian New Car Assessment Program (ANCAP) aligned its test and assessment protocols with Euro NCAP and began issuing safety ratings, with a maximum rating of 5 stars. In effect, to achieve 5 stars, the vehicle needed good frontal offset crash test performance and good head protection in intrusive side impacts. The rating system awards bonus points for intelligent seat belt reminders and, recently, requires certain safety features such electronic stability control (ESC) and emergency brake assist (EBA). The proportion of models achieving a 5-star safety rating has gradually increased from zero in 2002 to an estimated 75% of models on sale in 2014. This paper presents an analysis of trends with safety ratings and the uptake of key safety features during this period. This paper also provides estimates of future savings due to the penetration of 5-star vehicles into the Australian vehicle fleet. U1 - 24th International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationGothenburg,Sweden StartDate:20150608 EndDate:20150611 Sponsors:National Highway Traffic Safety Administration KW - Active safety systems KW - Australasian New Car Assessment Program (ANCAP) KW - Australia KW - New Car Assessment Program KW - Ratings KW - Safety ratings KW - Vehicle safety UR - http://www-esv.nhtsa.dot.gov/Proceedings/24/isv7/main.htm UR - https://trid.trb.org/view/1363382 ER - TY - CONF AN - 01573967 AU - National Highway Traffic Safety Administration TI - Road Safety Vademecum: Road safety trends, statistics and challenges in the EU 2010-2013 PY - 2015 SP - 15p AB - The Transport White Paper announced a strategic target for European Union (EU) road safety for the period 2011- 2020: to reduce the number of road deaths by half. In 2010, some 31,500 people lost their lives on the roads in the 28 EU Member States. This figure is the baseline for the strategy objective and the target is to have less than 15,750 road deaths in 2020. If the target is achieved, more than 90,000 lives would have been saved in total during the decade. Following a slow year in 2011, the number of road fatalities is now again substantially decreasing. The preliminary data for 2013 bring the EU development in line with the target curve. This text provides an overview of the latest road safety data and the main road safety developments in the EU. It presents the first provisional figures reported for 2013, where available, complemented with the final detailed data for 2012. U1 - 24th International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationGothenburg,Sweden StartDate:20150608 EndDate:20150611 Sponsors:National Highway Traffic Safety Administration KW - European Union countries KW - Fatalities KW - Highway safety KW - Prevention KW - Trend (Statistics) UR - https://trid.trb.org/view/1366746 ER - TY - CONF AN - 01573961 AU - Hyun-Sung, Shin AU - National Highway Traffic Safety Administration TI - Korea Government Status Report PY - 2015 SP - 7p AB - Korea has maintained its status as the world’s fifth largest player in auto production. Development of both the domestic economy and the auto industry has led to quantitative growth of the auto market with the number of registered car exceeding 20 million. However, Korea still lags behind advanced countries in terms of reducing the number of road traffic accidents and fatalities. Under the circumstance, the Korean government set comprehensive measures to reduce traffic deaths and has put cross-ministry efforts to meet the challenge. In this context, the government is devoted to harmonizing domestic vehicle safety regulations with international regulations while improving the domestic regulations to better fit with the traffic environments of the country. In addition, the government is inducing vehicle manufacturers to produce safer vehicles by strengthening the New Car Assessment Program. U1 - 24th International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationGothenburg,Sweden StartDate:20150608 EndDate:20150611 Sponsors:National Highway Traffic Safety Administration KW - Fatalities KW - Industries KW - Korea KW - Korean New Car Assessment Program (KNCAP) KW - Motor vehicle industry KW - Prevention KW - Regulation KW - Traffic crashes KW - Traffic safety KW - Vehicle safety UR - http://www-esv.nhtsa.dot.gov/Proceedings/24/isv7/main.htm UR - https://trid.trb.org/view/1366742 ER - TY - CONF AN - 01573960 AU - Wiacek, Christopher AU - Bean, James AU - Sharma, Dinesh AU - National Highway Traffic Safety Administration TI - Real-World Analysis of Fatal Rear-End Crashes PY - 2015 SP - 15p AB - In March 2011, the National Highway Traffic Safety Administration (NHTSA) published its Vehicle Safety Rulemaking and Research Priority Plan 2011 – 2013, which described the projects that are the agency’s priority in the rulemaking and research areas in those calendar years. Programs that are priorities or will take significant agency resources included the development of performance criteria and objective tests to support the identification of effective advanced safety technologies that provide a warning of an impending forward collision and/or automatically brake the vehicle. In support of the Forward Collision Avoidance and Mitigation project listed in the priority plan, an analysis of real-world crash data was conducted to determine the scope of the crash problem and examine the factors that contribute to rear-end crashes in light vehicles. A review of the 2003 – 2012 National Automotive Sampling System-Crashworthiness Data System (NASS-CDS) was conducted for rear-end crashes involving a fatal occupant. For each crash identified, a review of the accompanying investigation was conducted using a methodology similar to that described by Bean, et al. [2009]. The authors were then able to identify crash characteristics associated with occupants sustaining fatal injuries in rear-end crashes. For each case, primary and secondary factors were assigned as crash attributes which contributed to the fatal injuries to an involved occupant. This review suggests that fatal rear-end crashes are generally attributed to excessive speed at the time of impact. In order to address these crashes with a forward collision avoidance system, a crash alert warning must be timely and any automatic emergency braking must be aggressive to significantly reduce the impact speed to mitigate the severity or prevent the crash from occurring. U1 - 24th International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationGothenburg,Sweden StartDate:20150608 EndDate:20150611 Sponsors:National Highway Traffic Safety Administration KW - Crash causes KW - Crash severity KW - Crashworthiness KW - Fatalities KW - Rear end crashes KW - Speed KW - Vehicle safety UR - http://www-esv.nhtsa.dot.gov/Proceedings/24/isv7/main.htm UR - https://trid.trb.org/view/1365430 ER - TY - CONF AN - 01573955 AU - Erario, Antonio AU - National Highway Traffic Safety Administration TI - ESV Conference 2015 - Italian Government Status Report PY - 2015 SP - 7p AB - This paper provides an overview of the main results achieved by Italy in the field of road safety during recent years. It focuses on the “National Plan on Road Safety” adopted in 1999, on its follow-up, in particular on its last edition titled “Horizon 2020”. After a general introduction of main road safety results, this paper describes the principal measures adopted during the last period, focusing on regulatory policies and enforcement. A brief description of the research activities in the field of vehicle safety is given as well as a summary of the main recommended actions to improve road safety. U1 - 24th International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationGothenburg,Sweden StartDate:20150608 EndDate:20150611 Sponsors:National Highway Traffic Safety Administration KW - Highway safety KW - Italy KW - Policy KW - Vehicle safety UR - http://www-esv.nhtsa.dot.gov/Proceedings/24/isv7/main.htm UR - https://trid.trb.org/view/1366747 ER - TY - CONF AN - 01573954 AU - Collins, Samantha AU - Truong, Jessica AU - Cockfield, Samantha AU - National Highway Traffic Safety Administration TI - HOWSAFEISYOURFIRSTCAR.COM.AU – A Website to Assist Young Drivers to Find a Safe Car, in Their Budget PY - 2015 SP - 5p AB - Young drivers constitute approximately 13% of all license holders, yet they represent around 25% of drivers killed each year. Although gains have been made in reducing the number of young people being killed and seriously injured on Australia's roads, they continue to be overrepresented in fatal and serious injury crashes each year. Research has demonstrated that young drivers are at greater risk because they are inexperienced and more likely to take risks on the road. Some of the factors that increase the risks of crashing among young drivers include: • Driving with peer aged passengers • Night time driving • Use of mobile phones • Drink/drug driving • Speeding • Driving older and less safe cars Research shows that young drivers tend to drive the least safe and oldest cars on Australia's roads. Research from the Monash University Accident Research Centre (2009) demonstrated that: • Both female and male young crash-involved drivers are driving older vehicles than their older counterparts. • Young males are driving older vehicles than females. • Young female drivers are driving smaller vehicles than their older counterparts. • Crashworthiness of cars driven by younger drivers is poorer than for older drivers. • Young female’s cars are less crashworthy than young male’s cars. An annual survey from the Transport Accident Commission (TAC) demonstrates that 24% of 18-25 year olds intend to buy a new car, 51% intend to purchase a used car and 25% are undecided. Safety features rank second in importance for 18-25 year olds after condition of vehicle (and price). 67% of 18-25 year olds say they will consider crash test results or safety ratings before purchasing a car, compared to 71% of 26-39 year olds, 64% of 40-60 year olds and 87% of 61+ year olds. 23% of 18-25 year olds say they will not consider safety ratings, and 11% don’t know. In addition to other initiatives to improve young driver safety, including a graduated licensing scheme and school based road safety education, the TAC has now developed a website to make it easier for young drivers to find a safe car within their budget. The website allows users to search through a database of cars that have a 4 or 5 star Australasian New Car Assessment Program (ANCAP) rating or Used Car Safety Rating (UCSR) and are approved by the roads authority for probationary license holders to drive. Users can search by price ranges starting from as low as $2,500 to find a safe car, within their budget. This paper will detail the background research, development of the website, including data used, marketing strategies and an early evaluation. U1 - 24th International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationGothenburg,Sweden StartDate:20150608 EndDate:20150611 Sponsors:National Highway Traffic Safety Administration KW - Australasian New Car Assessment Program (ANCAP) KW - Automobile ownership KW - Costs KW - Home pages (Websites) KW - Internet KW - Ratings KW - Teenage drivers KW - Transport Accident Commission KW - Vehicle safety KW - Young adults UR - http://www-esv.nhtsa.dot.gov/Proceedings/24/isv7/main.htm UR - https://trid.trb.org/view/1364310 ER - TY - CONF AN - 01573949 AU - Friedman, Donald AU - Paver, Jacqueline G AU - National Highway Traffic Safety Administration TI - Identifying and Proving Automotive Algorithm Defects and Affecting Recalls PY - 2015 SP - 4p AB - The societal cost in lives lost and injuries sustained from electronic defects, such as occupant size algorithm misclassification and ignition switch failure, was studied. In addition, the societal cost of ineffective production restraint systems in frontal and angled-frontal crashes was evaluated. Fatalities due to electronic defects were compared to the total fatalities from frontal and angled-frontal crashes. Accident statistics show that, from 2001 to 2013, there were only 50 electronic algorithm defect deaths annually compared to 10,676 deaths annually from frontal and angled-frontal crashes involving vehicles that met the Federal Motor Vehicle Safety Standard (FMVSS) 208 test requirements. The authors' research indicates that many more deaths would have been prevented in a single year than electronic defects caused in 20 years if certain features of passive restraint systems proposed in the 1970’s had been implemented. The same trend applies to injury mitigation. The research question explored here is: Should “WE” prioritize identifying and repairing: • algorithm defects that cause only 50 of the 10,676 fatalities annually, or • ineffective production restraints systems in vehicles compliant with FMVSS 208 test requirements that cause 10,626 of the 10,676 fatalities annually. Since the National Highway Transportation Safety Administration (NHTSA) cannot specify design requirements, a simple solution is to substitute for the right and left angled barrier test a compartment angled at 20º to the right and then 20º degrees to the left on a sled simulating a 30 mph crash. U1 - 24th International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationGothenburg,Sweden StartDate:20150608 EndDate:20150611 Sponsors:National Highway Traffic Safety Administration KW - Algorithms KW - Automobiles KW - Defects KW - Externalities KW - Fatalities KW - Frontal crashes KW - Recall campaigns KW - Sled tests KW - Vehicle electronics UR - https://trid.trb.org/view/1365428 ER - TY - CONF AN - 01573939 AU - Wu, Jingshu AU - Craig, Matthew AU - Longthorne, Anders AU - National Highway Traffic Safety Administration TI - Updated Estimates of Potential Traffic Fatality Reductions with Automatic Collision Notification PY - 2015 SP - 12p AB - This paper updates the earlier work done by Wu, Craig, et al. (2013) that explored the effects of earlier emergency medical services (EMS) through Automatic Collision Notification (ACN) on passenger/driver survivability using Fatality Analysis Reporting System (FARS) 2005-09. In this continuing study the earlier results are updated using recent FARS 2009-2012 data, while additional factors together with ACN are also considered: such as EMS arrival, time to hospital, urban/rural location comparison, occupant age and correlation between EMS factors. Kaplan-Meier estimator is applied to compare the survival rates between two conditions (e.g., earlier versus late EMS notification); Proportional hazard model explores simultaneously multiple risk factors related to traffic mortality. Correlations between notification and EMS arrival are explored and especially in rural area. Based on FARS data from 2009-2012, Kaplan-Meier life curves clearly show the benefits associated with earlier notifications within 1-2 minutes (approximately 1.5-2.0% fatality reduction within a timeframe of 6 hours after crash) and earlier arrivals. The relative hazard ratio associated with collision notification, location and age are obtained from a multiple regression model, and the relatively higher fatality hazard (up to 4% higher) is associated the later notification of more than 2 minutes. This paper obtains the driver/passenger survival probability differences over time under different conditions of collision notifications, EMS arrivals, time to reach a hospital, and crash locations, furthermore, this analysis provides the estimations of lives that could potentially be saved (177 to 244 per year approximately) due to earlier crash notification, or Automatic Collision Notification (ACN). U1 - 24th International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationGothenburg,Sweden StartDate:20150608 EndDate:20150611 Sponsors:National Highway Traffic Safety Administration KW - Automatic crash notification KW - Correlation analysis KW - Emergency medical services KW - Estimation theory KW - Fatalities KW - Fatality Analysis Reporting System KW - Multiple regression analysis KW - Survival UR - http://www-esv.nhtsa.dot.gov/Proceedings/24/isv7/main.htm UR - https://trid.trb.org/view/1364325 ER - TY - CONF AN - 01573936 AU - Leone, Nicola AU - Kietlinski, Kajetan AU - Unger, Michiel AU - National Highway Traffic Safety Administration TI - Occupant Protection Performance in Side Impact Collisions Preceded by Pre-Crash Deployment of On-Board Safety Systems PY - 2015 SP - 10p AB - This paper presents a simulation methodology for developing new automotive safety systems in an integrated manner that ensures optimal exploitation of benefits of predictive sensing and occupant restraints. The investigation was performed using the combination of available simulation techniques for modeling Advance Driver Assistance Systems (PreScan software) and simulating the behavior of dummies and real humans under certain load conditions (MADYMO software and Active Human Model (AHM)). The methodology was applied to investigate the occupant protection in side impact collisions making use of pre-crash deployed safety systems, such as pre-crash thorax airbag, inflatable seat bolsters, movable seat and a combination of them. The impact load on the dummy was derived from the simulation of the full FE vehicle under Euro New Car Assessment Program (NCAP) Side Impact Testing protocol conditions. The results obtained showed the clear potential of adopting an integrated safety system for side impact protection applications. When the collision is detected in advance the time gained can be exploited to increase the overall occupant protection by deploying safety countermeasures prior to the crash. Keeping the occupant further from the intrusion zone, reducing the relative impact velocity and controlling the occupant motion when entering the in-crash phase were key to significantly reduce the injury risk. To realize the above phenomena, different pre-crash concept occupant motion solutions were defined and investigated: pre-crash deployed thoracic airbag, pre-crash deployed side-bolsters and pre-crash deployed laterally moving seat. Additionally combinations of each solution were investigated. The simulation analysis showed the best protection is ensured by the system combined of side-bolsters and moving seat deployed before the collision, in which case the overall injury risk was lowered from 130% to 44%, when expressed as values normalized with respect to high performance Euro NCAP limits. U1 - 24th International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationGothenburg,Sweden StartDate:20150608 EndDate:20150611 Sponsors:National Highway Traffic Safety Administration KW - Active safety systems KW - European New Car Assessment Program KW - In vehicle sensors KW - Occupant protection devices KW - Performance KW - Precrash phase KW - Predictive control KW - Side crashes KW - Simulation KW - Vehicle safety UR - http://www-esv.nhtsa.dot.gov/Proceedings/24/isv7/main.htm UR - https://trid.trb.org/view/1364323 ER - TY - CONF AN - 01573932 AU - Sandsjö, Leif AU - Sjöqvist, Bengt Arne AU - Candefjord, Stefan AU - National Highway Traffic Safety Administration TI - A Concept for Naturalistic Data Collection for Vulnerable Road Users Using a Smartphone-Based Platform PY - 2015 SP - 6p AB - This paper presents a smartphone-based platform for large-scale, low-cost, long-term naturalistic data collection aimed at vulnerable road users (VRUs). The approach taken is to collect naturalistic movement data from VRUs based on information from the embedded sensors in high-end smartphones. The Smartphone application, LogYard, developed in the current study, allows the recording of high quality data (tri-axial acceleration and rotation at 100 Hz plus global positioning system (GPS) position and velocity each second). This way, large data quantities from all-terrain vehicle (ATV) drivers’ movements during daily use in different use cases, can be transferred from a large number of users and accumulated in a cloud-based server for off-line analysis. Apart from the description on how data is recorded and managed in the smartphone-based platform, also a procedure on how to include participants to studies and how private integrity issues and informed consent can be handled from a distance is presented. By means of the presented smartphone based platform, large number of participants taking part in several parallel on-going studies can be easily administered. This makes the platform a powerful tool to use in large-scale, low-cost, long-term studies providing data from large groups of study participants. The information made available this way can be used to develop automatic crash notification (ACN) systems directed to VRUs based on identifying movements outside what is “normal” for bicyclists, mopedists, motorcyclists and ATV users. U1 - 24th International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationGothenburg,Sweden StartDate:20150608 EndDate:20150611 Sponsors:National Highway Traffic Safety Administration KW - All terrain vehicles KW - Automatic crash notification KW - Automatic data collection systems KW - Global Positioning System KW - Smartphones KW - Vulnerable road users UR - http://www-esv.nhtsa.dot.gov/Proceedings/24/isv7/main.htm UR - https://trid.trb.org/view/1365409 ER - TY - CONF AN - 01573912 AU - National Highway Traffic Safety Administration TI - Government Status Report for Australia PY - 2015 SP - 5p AB - Australia is in the fourth year of a co-ordinated national strategy on road safety, and continues a downward trend in road crash fatalities. However, the trend is not consistent across all road user categories, leaving a number of areas for continued improvement. U1 - 24th International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationGothenburg,Sweden StartDate:20150608 EndDate:20150611 Sponsors:National Highway Traffic Safety Administration KW - Australia KW - Fatalities KW - Prevention KW - Strategic planning KW - Traffic safety KW - Trend (Statistics) UR - http://www-esv.nhtsa.dot.gov/Proceedings/24/isv7/main.htm UR - https://trid.trb.org/view/1366509 ER - TY - CONF AN - 01573911 AU - Chidester, Augustus “Chip” AU - Mynatt, Mark AU - National Highway Traffic Safety Administration TI - Air Bag Related Injuries in NHTSA's Crash Databases PY - 2015 SP - 10p AB - The National Highway Traffic Safety Administration (NHTSA) has been monitoring and gathering information on air bag related injuries and fatalities in its data collection programs since air bags were introduced. As frontal air bag technology has progressed from barrier certified (a.k.a. first generation) to sled certified (a.k.a redesigned) and to advanced certified air bag systems, there has been a drastic reduction in the number of injuries and fatalities attributed to these air bags. More recently developed air bags designed to protect occupants in side impacts and rollovers also do not appear to pose a serious threat. The purpose of this paper is to describe the evolution of air bag injuries in all types of air bags collected in NHTSA’s in-depth investigation and crash report based programs. Additionally, the paper discusses future plans for collection of air bag and injury information as NHTSA’s data collection programs are redesigned in the Data Modernization Project. U1 - 24th International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationGothenburg,Sweden StartDate:20150608 EndDate:20150611 Sponsors:National Highway Traffic Safety Administration KW - Air bags KW - Crash data KW - Data collection KW - Databases KW - Injuries KW - U.S. National Highway Traffic Safety Administration UR - http://www-esv.nhtsa.dot.gov/Proceedings/24/isv7/main.htm UR - https://trid.trb.org/view/1365347 ER - TY - CONF AN - 01573909 AU - Tijssens, Martin AU - Bosma, Freerk AU - Kietlinski, Kajetan AU - National Highway Traffic Safety Administration TI - A Methodology and Tool Chain to Develop Integrated Safety Systems PY - 2015 SP - 12p AB - This paper presents a methodology that enables designing integrated safety systems. The advantages of the methodology are demonstrated by applying it to a passive safety system that is supplemented by an AEB active safety system. The passive and integrated safety systems are compared through simulations with a set of vehicles and occupants subjected to load cases obtained from regulations. The methodology reveals changes in injury mechanisms and advantages of the addition of AEB. U1 - 24th International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationGothenburg,Sweden StartDate:20150608 EndDate:20150611 Sponsors:National Highway Traffic Safety Administration KW - Active safety systems KW - Automatic braking KW - Design KW - Integrated systems KW - Methodology KW - Occupant protection devices KW - Simulation UR - http://www-esv.nhtsa.dot.gov/Proceedings/24/isv7/main.htm UR - https://trid.trb.org/view/1364324 ER - TY - CONF AN - 01573903 AU - Ramachandran, Dinesh AU - Ravishankar, Karthik AU - National Highway Traffic Safety Administration TI - Automatic Opening of Emergency Window by Magnetic Release Mechanism PY - 2015 SP - 5p AB - The main objective is to facilitate quicker and safer evacuation of passengers in case of frontal and rear impact of bus by automatic opening of emergency windows. The integrated magnetic release mechanism controlled by various sensors like piezo sensor, accelerometer sensor, temperature sensor and poison gas sensor installed at various locations inside the bus, helps in releasing the emergency windows during an impact. This reduces the time the passenger takes to exile the bus as the need for break opening of the windows is avoided. This system also facilitates increased number of exit points for the passengers by changing all windows into exit windows. At normal situations, the metal beaded windows are held firmly in position by the magnet, whereas during impact it releases the windows without damaging them which increases the longevity of the system. U1 - 24th International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationGothenburg,Sweden StartDate:20150608 EndDate:20150611 Sponsors:National Highway Traffic Safety Administration KW - Automatic controllers KW - Buses KW - Emergency equipment KW - Evacuation KW - Frontal crashes KW - In vehicle sensors KW - Magnetic properties KW - Side crashes KW - Trigger mechanism KW - Windows (Vehicles) UR - http://www-esv.nhtsa.dot.gov/Proceedings/24/isv7/main.htm UR - https://trid.trb.org/view/1364322 ER - TY - CONF AN - 01573893 AU - Lorenz, Bernd AU - National Highway Traffic Safety Administration TI - Status Report, European Enhanced Vehicle-Safety Committee (EEVC) PY - 2015 SP - 6p AB - The European Enhanced Vehicle-Safety Committee (EEVC) was formed in February 1971 in Rome and has been active in participating in the ESV-programme since that time. EEVC comprised 8 members representing the administrations in charge of vehicle safety regulation from France, Germany, Italy, the Netherlands, Poland, Spain, Sweden and the United Kingdom. During those four decades the environment of pre-regulatory research in the field of vehicle safety in Europe (and world-wide) has considerably evolved and it was necessary to realign EEVC to keep up with the future challenges. Therefore the EEVC Steering Committee agreed on new Transient Terms of Reference [1] which allow more flexibility and open EEVC to non-EEVC countries. U1 - 24th International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationGothenburg,Sweden StartDate:20150608 EndDate:20150611 Sponsors:National Highway Traffic Safety Administration KW - Europe KW - European Enhanced Vehicle-Safety Committee KW - Regulation KW - Vehicle safety UR - http://www-esv.nhtsa.dot.gov/Proceedings/24/isv7/main.htm UR - https://trid.trb.org/view/1366510 ER - TY - CONF AN - 01573889 AU - Przybylski, Wojciech AU - National Highway Traffic Safety Administration TI - Government Status Report - Poland PY - 2015 SP - 8p AB - The following report contains information on the progress achieved in Poland with regard to aspects of road traffic safety since the time of 22nd Enhanced Safety of Vehicles (ESV) Conference (Washington DC, 2011). This period was generally characterised as the intentional effort towards the traffic safety items within all its main system fields taking into account priorities drawn from analysis of domestic and international accident statistics. In 2014 on Polish roads 34 970 road accidents occurred resulted in 3202 fatalities and 42545 injured persons which gives for the years between 2010 and 2014 as follows: 3862 less road accidents (- 9.9%); 705 less fatalities (- 18%); and 6407 less injured (- 13,1%). Even if the last four years on our roads were not that bed still Poland demonstrate the higher level of danger on the roads in comparison to other European Union (EU) countries. U1 - 24th International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationGothenburg,Sweden StartDate:20150608 EndDate:20150611 Sponsors:National Highway Traffic Safety Administration KW - Crash injuries KW - Fatalities KW - Poland KW - Traffic crashes KW - Traffic safety KW - Trend (Statistics) KW - Vehicle safety UR - http://www-esv.nhtsa.dot.gov/Proceedings/24/isv7/main.htm UR - https://trid.trb.org/view/1366744 ER - TY - SER AN - 01572105 JO - Transportation Decisionmaking: Information Tools for Tribal Governments PB - Federal Highway Administration TI - Partnering and Leveraging PY - 2015 SP - 31p AB - This training is part of a continuing educational series designed for tribal governments offering modules in transportation planning, transportation programming, intergovernmental relations, and safety and asset management. This module focuses on partnering and leveraging and has six parts: (1) Introduction. Topic description. Practice While You Learn! (2) What are Partnerships and What Is Leveraging? Overview. (3) Steps in Partnering and Leveraging. Four basic steps. (4) From Indian Country. Tribal partnership examples. (5) Toolbox and Checklist. Key points. (6) Appendices. Further reading. Memorandum of Agreement example. KW - Cooperation KW - Indian reservations KW - Interagency relations KW - Transportation planning KW - Tribal government UR - http://www.fhwa.dot.gov/planning/processes/tribal/planning_modules/partnering_and_leveraging/partneringandleveragingmodule.pdf UR - https://trid.trb.org/view/1363095 ER - TY - SER AN - 01572104 JO - Transportation Decisionmaking: Information Tools for Tribal Governments PB - Federal Highway Administration TI - Data Collection and Use PY - 2015 SP - 21p AB - This training is part of a continuing educational series designed for tribal governments offering modules in transportation planning, transportation programming, intergovernmental relations, and safety and asset management. This module focuses on data collection. Contents include an overview of data collection and data analysis; how data is used in transportation planning; where tribes can find data; data management and data maintenance; and how data can be used to tell a story. KW - Data analysis KW - Data collection KW - Data management KW - Indian reservations KW - Transportation planning KW - Tribal government UR - http://www.fhwa.dot.gov/planning/processes/tribal/planning_modules/data_collection/training_datacoll_module.pdf UR - https://trid.trb.org/view/1363085 ER - TY - SER AN - 01572102 JO - Transportation Decisionmaking: Information Tools for Tribal Governments PB - Federal Highway Administration AU - Southern, Valerie J TI - Tribal Transportation Funding Resources PY - 2015 SP - 133p AB - This training is part of a continuing educational series designed for tribal governments offering modules in transportation planning, transportation programming, intergovernmental relations, and safety and asset management. The goal of this module is to identify funding programs and strategies that will assist Tribal governments with their transportation planning. The module should be used as a reference guide. It contains detailed information on thirty‐six (36) federal funding programs and the eligibility criteria for each. Sections include: Federal Lands Highway Program programs; Federal-Aid Highway programs; Public transportation programs; Alternative funding programs; Innovative project finance techniques. In addition, the appendix includes a case study describing the infrastructure projects of the Jamestown S’Klallam Tribe and how they were funded. KW - Case studies KW - Federal aid highways KW - Federal Lands Highway Program KW - Government funding KW - Indian reservations KW - Public transit KW - Transportation planning KW - Tribal government UR - http://www.fhwa.dot.gov/planning/processes/tribal/planning_modules/training_fund_module/training_fund_module.pdf UR - https://trid.trb.org/view/1363092 ER - TY - SER AN - 01572101 JO - Transportation Decisionmaking: Information Tools for Tribal Governments PB - Federal Highway Administration TI - Asset Management PY - 2015 SP - 36p AB - This training is part of a continuing educational series designed for tribal governments offering modules in transportation planning, transportation programming, intergovernmental relations, and safety and asset management. This module focuses on asset management and has six parts: (1) Introduction. Topic description. Practice While You Learn! (2) How Do I Do Asset Management? Step by step instructions. (3) Toolbox. Techniques for performing task. (4) Checklist. (5) From Indian Country. Tribal example. (6) Appendices. For Further Reading. Asset Management Quiz. KW - Asset management KW - Implementation KW - Indian reservations KW - Tribal government UR - http://www.fhwa.dot.gov/planning/processes/tribal/planning_modules/asset_management/assetmanagementmodule.pdf UR - https://trid.trb.org/view/1363081 ER - TY - SER AN - 01572100 JO - Transportation Decisionmaking: Information Tools for Tribal Governments PB - Federal Highway Administration TI - Financial Planning PY - 2015 SP - 46p AB - This training is part of a continuing educational series designed for tribal governments offering modules in transportation planning, transportation programming, intergovernmental relations, and safety and asset management. This module focuses on financial planning and has six parts: (1) Introduction. Topic description and Practice While You Learn! (2) What Is Financial Planning, and How Does It Work? Overview. (3) Step-by-Step Financial Planning. Four basic steps. (4) Financial Planning Checklist. Key points. (5) From Indian Country. Financial planning example. (6) Appendices. For further reading. Blank worksheets. KW - Finance KW - Indian reservations KW - Transportation planning KW - Tribal government UR - http://www.fhwa.dot.gov/planning/processes/tribal/planning_modules/financial_planning/financialplanningmodule.pdf UR - https://trid.trb.org/view/1363090 ER - TY - SER AN - 01572098 JO - Transportation Decisionmaking: Information Tools for Tribal Governments PB - Federal Highway Administration TI - Introduction to Transportation Planning PY - 2015 SP - 21p AB - This training is part of a continuing educational series designed for tribal governments offering modules in transportation planning, transportation programming, intergovernmental relations, and safety and asset management. This module focuses on the benefits, products, and processes of transportation planning. It also looks at tribal sovereignty in the planning process and barriers tribes face when doing transportation planning. KW - Benefits KW - Indian reservations KW - Intergovernmental relations KW - Transportation planning KW - Tribal government UR - http://www.fhwa.dot.gov/planning/processes/tribal/planning_modules/training_intro_module/training_intro_module.pdf UR - https://trid.trb.org/view/1363094 ER - TY - SER AN - 01572096 JO - Transportation Decisionmaking: Information Tools for Tribal Governments PB - Federal Highway Administration TI - Public Involvement PY - 2015 SP - 21p AB - This training is part of a continuing educational series designed for tribal governments offering modules in transportation planning, transportation programming, intergovernmental relations, and safety and asset management. This module focuses on public involvement. Sections include when to involve the public, the goals and considerations of public involvement, and techniques and strategies used. KW - Indian reservations KW - Public participation KW - Transportation planning KW - Tribal government UR - http://www.fhwa.dot.gov/planning/processes/tribal/planning_modules/public_involvement/training_PItool_module.pdf UR - https://trid.trb.org/view/1363098 ER - TY - SER AN - 01572095 JO - Transportation Decisionmaking: Information Tools for Tribal Governments PB - Federal Highway Administration TI - Statewide, MPO, and FHWA Role in Tribal Consultation PY - 2015 SP - 31p AB - This training is part of a continuing educational series designed for tribal governments offering modules in transportation planning, transportation programming, intergovernmental relations, and safety and asset management. This module focuses on tribal consultation and has six parts: (1) Introduction. Topic description and Practice While You Learn! (2) Tribal Sovereignty. Definition and Federal directives. (3). What Is Tribal Consultation? Definition and overview. (4) Federal, State Department of Transportation and Metropolitan Planning Organization (MPO) Practices. Examples of consultation practices. (5) Toolbox, Key Points and Checklist. Summary. (6) Appendices. For Further Reading. Practice While You Learn! - One Possible Answer. KW - Cooperation KW - Federal government agencies KW - Indian reservations KW - Intergovernmental relations KW - Metropolitan planning organizations KW - State departments of transportation KW - Transportation planning KW - Tribal government KW - U.S. Federal Highway Administration UR - http://www.fhwa.dot.gov/planning/processes/tribal/planning_modules/tribal_consultation/tcmodule.pdf UR - https://trid.trb.org/view/1363082 ER - TY - SER AN - 01572094 JO - Transportation Decisionmaking: Information Tools for Tribal Governments PB - Federal Highway Administration TI - Developing the Tribal Transportation Improvement Program PY - 2015 SP - 26p AB - This training is part of a continuing educational series designed for tribal governments offering modules in transportation planning, transportation programming, intergovernmental relations, and safety and asset management. This module focuses tribal transportation improvement programs. It provides an overview of the fundamental process for developing a Tribal Transportation Improvement Program (TTIP) in coordination with Federal, State, and local governments. Similar to the TTIP, there are three other types of TIPs that are relevant and directly applicable to Tribal transportation: Indian Reservation Roads Transportation Improvement Program (IRRTIP); Metropolitan Transportation Improvement Program (“metropolitan TIP”); and Statewide Transportation Improvement Program (STIP). A key message in this module is the importance of continuous, cooperative, and comprehensive (the “3Cs”) planning efforts between the Tribe and other Federal, State, and local planning partners. KW - Cooperation KW - Indian reservations KW - Interagency relations KW - Transportation Improvement Program KW - Transportation planning KW - Tribal government UR - http://www.fhwa.dot.gov/planning/processes/tribal/planning_modules/ttip/training_ttip_module.pdf UR - https://trid.trb.org/view/1363087 ER - TY - SER AN - 01572093 JO - Transportation Decisionmaking: Information Tools for Tribal Governments PB - Federal Highway Administration TI - Project Prioritization PY - 2015 SP - 36p AB - This training is part of a continuing educational series designed for tribal governments offering modules in transportation planning, transportation programming, intergovernmental relations, and safety and asset management. This module focuses on project prioritization and has six parts: (1) Introduction: Topic description. Practice While You Learn! (2) How Do I Prioritize Transportation Projects? Step by step instructions. (3) Toolbox: Techniques for performing tasks. (4) Checklist and Tips: Check list. (5) From Indian Country: A tribal example. (6) Appendices. For Further Reading. Title 25-Part 170 (Excerpt). Quinault Indian Nation Resolutions. Practice While You Learn! - One Possible Answer. Sample Sheets. KW - Construction projects KW - Decision making KW - Indian reservations KW - Strategic planning KW - Transportation planning KW - Tribal government UR - http://www.fhwa.dot.gov/planning/processes/tribal/planning_modules/project_prioritization/ppmodule.pdf UR - https://trid.trb.org/view/1363097 ER - TY - SER AN - 01572092 JO - Transportation Decisionmaking: Information Tools for Tribal Governments PB - Federal Highway Administration TI - Developing a Transportation Safety Plan PY - 2015 SP - 44p AB - This training is part of a continuing educational series designed for tribal governments offering modules in transportation planning, transportation programming, intergovernmental relations, and safety and asset management. This module focuses on transportation safety planning and has five parts: (1) Overview. Topic description and Practice While You Learn! (2) What Is Transportation Safety Planning? Overview, data, funding, and resources. (3) Step-by-Step Transportation Safety Planning. Seven basic steps. (4) Additional Resources. Links for more information. (5) Appendix Continued reading and worksheets. KW - Financing KW - Implementation KW - Indian reservations KW - Transportation planning KW - Transportation safety KW - Tribal government UR - http://www.fhwa.dot.gov/planning/processes/tribal/planning_modules/safety/tribalsafetyplan.pdf UR - https://trid.trb.org/view/1361877 ER - TY - CONF AN - 01572024 AU - Reński, Andrzej AU - National Highway Traffic Safety Administration TI - Investigation of the Influence of the Centre of Gravity Position on the Course of Vehicle Rollover PY - 2015 SP - 12p AB - Rollover crashes belong to the most danger type of road accidents. Particularly vehicles with a high situated center of gravity are exposed to this type of accidents. The basic measure of vehicle resistance to rollover is Static Stability Factor SST, i.e. the ratio of half the track width to the height of the center of gravity. In the quasi-static rollover limit it is assumed that the SST should not be less than the tire-to-road friction coefficient. This follows from the assumption that the side skid is less dangerous than the rollover. Most of the passenger cars are designed in order to prevent the rollover on flat surface with normal friction. However from several reports it is known that the quasi-static rollover limit can be not met in the case of vehicles with the high center of gravity position (in relation to the tread): heavy trucks, delivery vans or busses, especially high-floor coaches and double-deckers. Also other cars especially, very trendy at present, SUVs and trucks could also undergo the rolling over when the tire-to-road friction coefficient would be extremely high, namely its value would exceed 1 or more. The rollover can happen on a flat surface also when the height of the centre of gravity is higher then the height assumed by the designers. In the paper the method of calculation of the course of rollover in time domain is described and it is investigated the influence of the height the centre of gravity on the increase of the rollover angle velocity. The conducted calculations show that during rollover the rotation angle of the vehicle increases progressively. It can be noted that the higher the vehicle centre of gravity is located, the faster the rotation angle increases. On the basis of calculation results it is discussed whether the drive has a chance to counteract the rollover of the vehicle. It is shown, that in a few first tenth parts of the second the angle of the rotation is small enough that it gives the driver a chance to correct the movement of the car using the steering wheel or by reducing speed, even when the rollover process has already begun. U1 - 24th International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationGothenburg,Sweden StartDate:20150608 EndDate:20150611 Sponsors:National Highway Traffic Safety Administration KW - Buses KW - Calculation KW - Center of gravity KW - Crash phase KW - Drivers KW - Heavy duty trucks KW - Ratios KW - Rollover crashes KW - Rotation KW - Sport utility vehicles KW - Stability (Mechanics) KW - Vans UR - http://www-esv.nhtsa.dot.gov/Proceedings/24/isv7/main.htm UR - https://trid.trb.org/view/1362815 ER - TY - CONF AN - 01571914 AU - Brandt, Jonas AU - Willstrand, Ola AU - Ochoterena, Raúl AU - Rakovic, Alen AU - Försth, Michael AU - National Highway Traffic Safety Administration TI - Detection of Fires in Heavy Duty (HD) Vehicles PY - 2015 SP - 7p AB - Detection of fires in the engine compartments, toilet compartments, baggage bays and sleeping cabins of Heavy Duty (HD) vehicles is arduous. The elevated air flows, concentration of pollutants and wide range of surface temperatures in the engine compartment together with the complicated geometries of the latter spaces complicate the operation of all types of detectors. These lead to difficulties defining the optimal type of detection technologies to be used as well as the adequate location of each detector. This paper presents research for understanding the challenges and necessary characteristics of detection systems in compartments with high air flows, large temperature variations and complicated geometries. In particular, this work reports about literature surveys of existing standards, legislations and research in the field as well as experimental findings. U1 - 24th International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationGothenburg,Sweden StartDate:20150608 EndDate:20150611 Sponsors:National Highway Traffic Safety Administration KW - Air flow KW - Fire detection systems KW - Heavy duty vehicles KW - Legislation KW - Literature reviews KW - Standards KW - Temperature KW - Vehicle fires UR - http://www-esv.nhtsa.dot.gov/Proceedings/24/isv7/main.htm UR - https://trid.trb.org/view/1363339 ER - TY - CONF AN - 01571913 AU - Lee, Kwang-bum AU - Kwon, Hae-boung AU - Ahn, Ho-soon AU - Jeon, Sang-Woo AU - Son, Young-sam AU - National Highway Traffic Safety Administration TI - A Study on Toughened Glass Used for Vehicles and its Testing Methods PY - 2015 SP - 8p AB - Toughened glass for vehicles is used for most window glass, except for windshield glass, and in particular is also generally used for sunroofs installed on the roofs of vehicles. Toughened glass is known to have external impact resistance that is about four times stronger than original glass. The authors would like to verify that ceramic-printed toughened glass does not meet of Global Technical Regulations (GTR) No. 6 and its strength is lower than original glass through tests. The tests were conducted with the test piece of original glass, toughened glass, and ceramic-printed toughened glass from five glass manufacturers. In Test 1, a 227g steel ball was dropped from a height of 2 meters, and damage was checked according to the test method of GTR No. 6, and in Test 2, a steel ball was freely dropped from different heights and limited damage height was determined. In the result of Test 1 according to the test method of GTR No. 6, while all five test pieces of toughened glass were not damaged, all the ceramic-printed toughened glass from the five manufacturers were damaged. In the result of Test 2, none of the five test pieces of toughened glass were damaged by a 10m ball drop, the original glasses were damaged by an average of 3m ball drop, and the ceramic-printed toughened glasses were damaged by an average of 1.4m ball drop. As the results of the tests show, ceramic-printed toughened glass does not have the features of toughened glass due to its very low strength. Therefore, the authors would like to contribute to the safety of consumers by considering the GTR No.6, and by revising the toughened glass test method. U1 - 24th International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationGothenburg,Sweden StartDate:20150608 EndDate:20150611 Sponsors:National Highway Traffic Safety Administration KW - Global Technical Regulation KW - Nonshattering glass KW - Performance based specifications KW - Test procedures KW - Vehicle safety UR - http://www-esv.nhtsa.dot.gov/Proceedings/24/isv7/main.htm UR - https://trid.trb.org/view/1363341 ER - TY - CONF AN - 01571912 AU - Clarke, Nicholas AU - Paine, Michael AU - Robson, Rhianne AU - Smith, Jason AU - Haley, Jack AU - National Highway Traffic Safety Administration TI - Improving Vehicle Safety in Australia and New Zealand: The Role of ANCAP PY - 2015 SP - 6p AB - The Australasian New Car Assessment Program (ANCAP) has had a significant impact on the Australian and New Zealand motor vehicle landscape over the past 20 years through its independent, non-regulatory, consumer-driven program. Five star cars are now available in all vehicle categories; the majority of manufacturers now approach ANCAP to obtain a rating prior to launch to leverage sales; and ANCAP assessments are now seen as the de facto standard, taking the place of regulation. Since 2011 ANCAP has been increasing the stringency of its requirements for each star rating level annually. In future years ANCAP will continue to raise the bar, updating and broadening its suite of physical crash tests and introducing performance testing of safety assist technologies (SAT). These advancements will see consumers provided with even safer vehicles, and in time, perhaps even cars that will not be able to crash at all. U1 - 24th International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationGothenburg,Sweden StartDate:20150608 EndDate:20150611 Sponsors:National Highway Traffic Safety Administration KW - Australia KW - Australian New Car Assessment Program KW - Automobiles KW - Consumers KW - New Zealand KW - Ratings KW - Vehicle performance KW - Vehicle safety UR - https://trid.trb.org/view/1363381 ER - TY - CONF AN - 01571911 AU - Xu, Xiao AU - Chen, Junyi AU - Wang, Hongyan AU - He, Yutong AU - National Highway Traffic Safety Administration TI - Characteristic Analysis of Passenger Cars' Side Impact Based on In-Depth Accident Research in China PY - 2015 SP - 10p AB - Based on the in-depth accident study of 138 cases that occurred in Shanghai, China, in which a passenger car got side impact, the characteristics of human - vehicle/equipment - environment factors were analyzed in order to reveal the causation and damage/casualty consequence of these side impact accidents. The results show that the average deformation of these side struck passenger cars was 22.4cm. Furthermore, the deformations caused by large striking vehicles (trucks and buses) were 52% larger and the ratio of critical casualty consequence (serious injury or death) hovered at 22%. On the other hand, the highest mortality occurred at both sides of rear seats, and was nearly 13%. The head and neck were the most prominent injured parts of the body, which occupied narrowly 64% of the casualties. These above objective characteristics of side impact accidents provide a reliable basis for the development and application of occupant protection system and collision avoidance technology in China. U1 - 24th International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationGothenburg,Sweden StartDate:20150608 EndDate:20150611 Sponsors:National Highway Traffic Safety Administration KW - Buses KW - Crash causes KW - Crash data KW - Deformation KW - Loss and damage KW - Passenger vehicles KW - Shanghai (China) KW - Side crashes KW - Trucks UR - http://www-esv.nhtsa.dot.gov/Proceedings/24/isv7/main.htm UR - https://trid.trb.org/view/1363255 ER - TY - CONF AN - 01571910 AU - Friedman, Donald AU - Jimenez, Josh AU - National Highway Traffic Safety Administration TI - Matching Structural Injury Risk Statistics and Dummy Injury Measures for a Dynamic Rollover Rating and Regulatory Compliance Test PY - 2015 SP - 8p AB - A study was conducted on five different vehicles. Each vehicle was dynamically rollover tested using similar rollover test parameters. The study was performed to examine the major factors in a rollover that match structural injury risk to injury measures for occupants that were neither ejected nor partially ejected. U1 - 24th International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationGothenburg,Sweden StartDate:20150608 EndDate:20150611 Sponsors:National Highway Traffic Safety Administration KW - Compliance KW - Crash causes KW - Crash injuries KW - Ratings KW - Regulation KW - Risk KW - Rollover crashes KW - Statistics KW - Tests KW - Vehicle occupants UR - http://www-esv.nhtsa.dot.gov/Proceedings/24/isv7/main.htm UR - https://trid.trb.org/view/1363257 ER - TY - CONF AN - 01571909 AU - Grzebieta, Raphael AU - Rechnitzer, George AU - Simmons, Keith AU - Hicks, David AU - Patton, Declan AU - Mongiardini, Mario AU - National Highway Traffic Safety Administration TI - The Australian Terrain Vehicle Assessment Program (ATVAP) PY - 2015 SP - 13p AB - Around 12 to 14 people are killed and 1400 injured annually in Australia resulting from Quad bike (All- Terrain Vehicle - ATV) and Side by Side Vehicle (SSV) incidents. The Australian Terrain Vehicle Assessment Program (ATVAP) consumer safety star rating system has been developed on the basis of a series of tests assessing a vehicle’s static stability, dynamic handling and rollover crashworthiness and is being proposed as a method to reduce these serious and fatal injuries mainly resulting from Quad bike rollovers. The ATVAP objective is to introduce a robust, test based rating system, in order to provide consumer based incentives for informed, safer and appropriate vehicle purchase, highlighting ‘Fit For Purpose’ criteria, with corresponding incentives and competition amongst the Quad-bike and SSV industry for improved designs and models. This paper presents an overview of the testing basis on which the proposed rating system was developed. U1 - 24th International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationGothenburg,Sweden StartDate:20150608 EndDate:20150611 Sponsors:National Highway Traffic Safety Administration KW - All terrain vehicles KW - Australia KW - Australian Terrain Vehicle Assessment Program (ATVAP) KW - Crashworthiness KW - Ratings KW - Test procedures KW - Vehicle performance KW - Vehicle tests UR - http://www-esv.nhtsa.dot.gov/Proceedings/24/isv7/main.htm UR - https://trid.trb.org/view/1363379 ER - TY - CONF AN - 01571908 AU - Cicchino, Jessica B AU - National Highway Traffic Safety Administration TI - Consumer Response to Vehicle Safety Ratings PY - 2015 SP - 9p AB - This study assessed how the release of the Insurance Institute for Highway Safety’s (IIHS) new crashworthiness ratings based on a small overlap front crash configuration and ratings of front crash prevention systems affected consumer behavior. Telephone surveys were conducted with U.S. Volvo dealers after the August 2012 inaugural release of the IIHS small overlap frontal crash test ratings, in which the Volvo S60 was one of two models receiving the highest rating of good, and with U.S. Subaru and Jeep dealers after the May 2013 release of small overlap frontal test ratings of small sport utility vehicles (SUVs), in which the Subaru Forester was the only model rated good and the Jeep Patriot was rated poor. Additional surveys were conducted following the September 2013 inaugural release of IIHS’s front crash prevention ratings with U.S. Subaru, Volvo, and Cadillac dealers, automakers that offered automatic emergency braking systems receiving the top superior rating; U.S. Ford dealers, which offered a forward collision warning system rated basic; and U.S. Hyundai dealers, which had no rated system and offered little collision avoidance technology at the time. Nearly half of Volvo dealers and 75% of Subaru dealers reported increased consumer interest in the S60 and Forester models, respectively, after their good ratings in the small overlap frontal test were broadcast. Volvo dealers reported a 41% increase in sales of the S60 and an 18% increase in sales of all Volvo models the week following this announcement compared with the week before. Subaru dealers reported a 14% increase in sales of the Forester and an 11% increase in all Subaru models compared with the week before the announcement, while Jeep Patriot sales declined slightly and sales of all Jeep models were essentially unchanged. About a third of Subaru, Volvo, and Cadillac dealers and 10% of Ford dealers reported increased consumer interest in front crash prevention systems after the inaugural ratings were released. Sales for all surveyed automakers declined from the week before the front crash prevention rating announcement to the following week. However, sales of Subaru, Volvo, Cadillac, and Ford models with rated systems declined 41% less than sales of Hyundai models, and sales of all models from these automakers declined 6% less than sales of Hyundai models. The findings suggest that well-publicized safety ratings can translate directly into changes in consumer vehicles purchases. U1 - 24th International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationGothenburg,Sweden StartDate:20150608 EndDate:20150611 Sponsors:National Highway Traffic Safety Administration KW - Consumer behavior KW - Crash avoidance systems KW - Crashworthiness KW - Frontal crashes KW - Insurance Institute for Highway Safety KW - Jeep automobile KW - Purchasing KW - Ratings KW - Subaru automobile KW - Vehicle safety KW - Volvo automobile UR - http://www-esv.nhtsa.dot.gov/Proceedings/24/isv7/main.htm UR - https://trid.trb.org/view/1363380 ER - TY - CONF AN - 01571907 AU - Sturk, David AU - Gustafsson, Per AU - Sundmark, Hakan AU - Persson, Robert AU - Vavalidis, Kyriakos AU - Dufaut, Dominique AU - Evrat, Nicolas AU - National Highway Traffic Safety Administration TI - High-Risk E-Vehicle Battery Sled Testing PY - 2015 SP - 12p AB - Crash testing of E-Vehicles (electrified vehicles, e.g. electric and hybrid electric vehicles) is required to assure compliance with global safety regulations and standards as well as the even higher requirements set by the car manufacturers themselves. The introduction of E-Vehicle battery systems of as much as 200 to 600 Volt dc presents new safety considerations when performing crash tests. At a crash test, safety by regulations, standards and ratings as well as the limits of durability are investigated. If investigating the limits of durability, scenarios such as release of harmful gases and thermal events must not be disregarded. In order to ensure safe testing conditions, regardless of the severity of impact to be evaluated, new risk analysis, routines and laboratory designs need to be assessed when a new technology, such as high voltage (HV) battery systems, are introduced to the vehicle market. Autoliv has a long experience in crashworthiness testing and offers car manufacturers assessments of crash safety in laboratories and crash tracks available on all continents. E-Vehicles are being crash tested as well, and for that reason Autoliv have established research and testing capabilities for HV batteries as well as updated routines and laboratory designs. Besides Autoliv’s full size crash tracks around the world a new laboratory facility for battery sled testing is now available in Sweden for high-risk durability-limit testing U1 - 24th International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationGothenburg,Sweden StartDate:20150608 EndDate:20150611 Sponsors:National Highway Traffic Safety Administration KW - Durability tests KW - Electric batteries KW - Electric vehicles KW - High voltage KW - Hybrid vehicles KW - Impact tests KW - Risk KW - Sled tests KW - Sweden UR - http://www-esv.nhtsa.dot.gov/Proceedings/24/isv7/main.htm UR - https://trid.trb.org/view/1363340 ER - TY - CONF AN - 01571906 AU - Rau, Paul AU - Yanagisawa, Mikio AU - Najm, Wassim G AU - National Highway Traffic Safety Administration TI - Target Crash Population of Automated Vehicles PY - 2015 SP - 11p AB - This paper describes a method to determine the target crash population that could be addressed by automated vehicles. The method maps specific automated vehicle functions to five layers of crash information including crash location, pre-crash scenario, driving conditions, travel speed, and driver condition. The focus of this paper is on automated vehicle functions at automation levels 2 through 4 as defined by the National Highway Traffic Safety Administration. This paper identifies the automated vehicle functions and their automation levels, operational characteristics and conditions, and applicable pre-crash scenarios through literature review and relevant research programs. This paper also identifies the approach to query the crash data and account for level 0 and level 1 automated vehicle functions when estimating target crash populations for automated vehicle functions at levels 2 through 4. The application of this method, using the General Estimates System and Fatality Analysis Reporting system crash databases, would express the target crash populations in terms of the annual frequency of all crashes, fatal-only crashes, and involved persons at different injury levels. U1 - 24th International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationGothenburg,Sweden StartDate:20150608 EndDate:20150611 Sponsors:National Highway Traffic Safety Administration KW - Automation KW - Crash data KW - Crash injuries KW - Crash rates KW - Fatality Analysis Reporting System KW - Intelligent vehicles KW - Precrash phase UR - http://www-esv.nhtsa.dot.gov/Proceedings/24/isv7/main.htm UR - https://trid.trb.org/view/1363337 ER - TY - CONF AN - 01571905 AU - Beahlen, Breanna AU - Beebe, Michael AU - Crandell, Jeff AU - Forman, Jason AU - Joodaki, Hamed AU - National Highway Traffic Safety Administration TI - First Generation Obese ATD (FGOA) PY - 2015 SP - 8p AB - This paper sets forth the need for an obese anthropomorphic test device (ATD). The goal of this study was to build a prototype that accurately represents an obese subject with a body mass index (BMI) of 35 kg/m2 , and also to explore new ATD flesh material options. The prototype ATD was designed using a THOR-M platform and a 35 kg/m2 BMI target. The finished prototype was then tested on a rear seat buck at 29 km/h and 48 km/h. The kinematic data from these tests was compared to the kinematic data from previous tests run at the University of Virginia using a 35 kg/m2 BMI post mortem human subjects (PMHS). This comparison was used to evaluate the existing prototype and reform the next iteration of the ATD. U1 - 24th International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationGothenburg,Sweden StartDate:20150608 EndDate:20150611 Sponsors:National Highway Traffic Safety Administration KW - Anthropometry KW - Anthropomorphic test devices KW - Design KW - Dummies KW - Obesity KW - Prototypes KW - Vehicle safety UR - http://www-esv.nhtsa.dot.gov/Proceedings/24/isv7/main.htm UR - https://trid.trb.org/view/1363258 ER - TY - CONF AN - 01571904 AU - Gidlewsk, Mirosław AU - Prochowski, Leon AU - Zielonka, Karol AU - National Highway Traffic Safety Administration TI - Analysis of the Influence of Motor Cars' Relative Positions During a Right Angle Crash on the Dynamic Loads Acting on Car Occupants and the Resulting Injuries PY - 2015 SP - 12p AB - Side collisions of vehicles participating in the traffic are very common road accidents in Poland. In 2013, such collisions amounted to 29% of all the traffic accidents and they were accountable for 31% of the injured and 18% of the killed among all the accident victims. In spite of a decline in the total numbers of road accidents and of the resulting casualties, recorded for more than the recent decade, the percentages of side collisions of vehicles in the traffic and of the resulting casualties in the total figures have been observed to grow. On the other hand, the severity rate of accidents of this type has been remaining for many years on a stable level while it has been decreasing for other vehicle crash types. This shows that the progress in the protection of motor car users from the effects of side impacts is too slow. Therefore, it seems reasonable to carry out research on the processes that take place during side collisions. A research project, expected to facilitate the exploration of the course of some processes in result of which dynamic effects are produced by a right-angle collision of two motor cars on car occupants, has now been in progress at the Automotive Industry Institute (PIMOT) in Warsaw. Within the project, six crash tests were performed with the use of 12 passenger cars of the same make and model. At each test, the front of car A crashed into the left side of car B. The pre-impact speed of car A was about 50 km/h and it was twice as high as that of car B. At successive tests, different places on car B were struck by car A. In each car, a Hybrid III test dummy was placed on the front right seat and a Hybrid II dummy was placed on the front left seat. The measuring systems used made it possible to determine the following: ƒ dynamic interactions between the cars; ƒ lateral displacements of the torsos and heads of the dummies placed on the front car seats; ƒ dynamic loads acting on dummies’ heads and torsos; ƒ relations between the force applied to car B and the dynamic loads acting on the occupants of that car. The paper includes test results, thanks to which the time histories of the force acting on the impacted car as well as the effect of this force on the displacements and accelerations of the test dummies could be presented. An analysis of the test and computation results has shown that the location of the place of impact on car B has a considerable influence on the loads received by the car occupants. The knowledge of the dynamic loads acting on the occupants of front seats of car B makes it possible to predict the likelihood and scope of injuries to the occupants depending on the relative positions of the car during a collision. The test and analysis results presented herein will be used for improving the construction of the system of individual protection of motor car occupants, including a system to restrain lateral displacements of car occupants during a side collision. U1 - 24th International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationGothenburg,Sweden StartDate:20150608 EndDate:20150611 Sponsors:National Highway Traffic Safety Administration KW - Crash injuries KW - Crash victim simulation KW - Dynamic loads KW - Impact tests KW - Occupant kinetics KW - Poland KW - Right angle crashes UR - http://www-esv.nhtsa.dot.gov/Proceedings/24/isv7/main.htm UR - https://trid.trb.org/view/1363256 ER - TY - CONF AN - 01570923 AU - Bahouth, George T AU - Murakhovskiy, Dennis AU - Digges, Kennerly H AU - Rist, Holger AU - Wiik, Richard AU - National Highway Traffic Safety Administration TI - Opportunities for Reducing Far-Side Casualties PY - 2015 SP - 17p AB - This paper uses National Automotive Sampling System (NASS) 2004-2013 to estimate the population of belted front seat occupants exposed to far-side crashes and those with serious injuries. The use of the most recent ten years of NASS data permitted an update of the characteristics of far-side crashes that are associated with serious injuries among belted front seat occupants. When compared with earlier studies, it was found that the vehicle category that includes sport utility vehicles (SUVs), pickups and vans, has increased as the collision partner in far-side crashes. There has likewise been an increase in the median crash severity for maximum abbreviated injury scale (MAI)S 3+ injured. For the 2004-2013 NASS CDS data, the median crash severity for MAIS 3+ injured was a lateral delta V of 36 kph. Chest/abdominal injuries accounted for 43% and head injuries accounted for 23% of the abbreviated injury scale (AIS)) 3+ injuries. Drivers accounted for 79% of the MAIS 3+ injured belted front outboard occupants that were involved in far-side crashes. About 53% of front outboard occupant’s chest injuries were caused by contacts with the vehicle center stack or seat back and 21% were associated with contacts with the far-side structure. In regards to head injuries, the far side structure accounts for more than 60% of the AIS 3+ injuries. Of the far side crash involved occupants analyzed, they sustained AIS3+ head or chest injuries from the far side of the vehicle more than 4.4 times more often than were attributed to occupant to occupant contact. Another striking trend is the disproportionate number of AIS3+ injured occupants in light passenger cars where belted front outboard occupants sustained severe injuries at a rate 2.7 times higher than exposed. Finally, this study identified that only 3.1% of belted AIS3+ injured occupants involved in far-side collisions sustained their injuries due to head to head contact with another front seat occupant. U1 - 24th International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationGothenburg,Sweden StartDate:20150608 EndDate:20150611 Sponsors:National Highway Traffic Safety Administration KW - Casualties KW - Far-side occupants KW - Front seat occupants KW - Frontal crashes KW - Injury severity KW - Maximum Abbreviated Injury Scale KW - Prevention KW - Seat belt use UR - http://www-esv.nhtsa.dot.gov/Proceedings/24/isv7/main.htm UR - https://trid.trb.org/view/1362814 ER - TY - CONF AN - 01570658 AU - Kim, Taewoo AU - Lee, Taeyoung AU - Yi, Kyongsu AU - Lee, Jaewan AU - National Highway Traffic Safety Administration TI - Safety Assessment Procedure for Advanced Emergency Braking System PY - 2015 SP - 11p AB - This paper suggests a safety assessment procedure for evaluation of enhanced longitudinal safety by Advanced Emergency Braking (AEB) system in Korea. The objective of project is to suggest safety evaluation procedure of the AEB system with the consideration of Korean road condition and physically meaningful situation. To develop the impact assessment procedure of the AEB system, the AEB test vehicle as well as the test scenario should be designed. Before the development of the test procedure, this paper reviews the international regulation of AEB system and traffic accident statistics, and develops domestic safety standards and evaluation requirements. Test scenario has been developed to assess the safety performance of AEB systems for the reductions in collision frequency and severity by using the Korea’s traffic accident statistics. Also, the test scenario is designed to represent the real driving condition and to evaluate the safety performance of AEB system in various situations. The AEB test vehicle comprises of a millimeter wave radar sensor, charge-coupled device (CCD) camera and pre-developed AEB algorithm of which are processed to judge the collision risk. To evaluate the collision avoidance performance of the AEB test vehicle, pre-performance test was conducted by using the NCAPAEBS draft test procedure and proposed test scenario. From the traffic accident statistics and the field test result, it is shown that proposed AEBS test scenario represents not only the frequently occurred collision case but also physically meaningful situation in terms of expected control performance of the AEB system. Also, it has been shown that AEB system of prior study can reduce the collision velocity and provide the greatest real world benefits. Because of the limitation of test equipment and safety, test scenario about Cut-in vehicle could not be included in the test results of the proposed test procedure. However, by using the analysis methods and simulation test, the safety effect for enhanced longitudinal safety of the AEBS with respect to Cut-in case has been assessed scientifically. In this paper, the safety assessment procedure for AEB system has been described to evaluate the safety performance of the AEB system. The test procedure according to AEB system provides objective safety performance level of each AEB system. Also, these tests are expected to be a strong driver of improved safety in the real world. U1 - 24th International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationGothenburg,Sweden StartDate:20150608 EndDate:20150611 Sponsors:National Highway Traffic Safety Administration KW - Algorithms KW - Driver support systems KW - Evaluation and assessment KW - Korea KW - New Car Assessment Program KW - Performance KW - Safety UR - http://www-esv.nhtsa.dot.gov/Proceedings/24/isv7/main.htm UR - https://trid.trb.org/view/1362649 ER - TY - CONF AN - 01570654 AU - Lee, Eun Dok AU - Lee, Jae Wan AU - Kang, Byung Do AU - Kim, Jung Soo AU - Seo, Myung Won AU - National Highway Traffic Safety Administration TI - The Development of Assessment Technologies for Advanced Safety Vehicles PY - 2015 SP - 7p AB - Like many industrialized countries, the Republic of Korea (ROK) has implemented policy and research aimed at reducing the number of casualties caused by traffic accidents. For example, ROK launched the project titled "Reduce traffic casualties by half in 10 years" in 2008, Sweden introduced the Vision Zero Policy in the late 1990s, and other European Union members have launched similar projects aimed at reducing traffic accident fatalities by between 30 to 50 percent. To reduce the number of casualties from road accidents requires improvements to vehicles, road and traffic managements systems. To expedite this process Intelligent Transport System has been adapted and implemented to the vehicles and road systems. Vehicles with advanced safety features will be expected to reduce or prevent accidents which drivers cannot not respond to or perceive. To date, there has been insignificant research into the effective performance of vehicles with advanced safety features. The lack of assessment procedures has impeded the public acceptance of vehicles with advanced safety features. The Development of Assessment Technologies for Advanced Safety Vehicles has been introduced for the promotion of advanced safety vehicles. The project involves the development of assessment technologies for advanced safety vehicles. This paper shows the development of assessment methods for passive and active safety technologies. These technologies primarily address active protection for pedestrians, rear passenger safety, lane keeping assistance system, and automatic emergency braking system. U1 - 24th International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationGothenburg,Sweden StartDate:20150608 EndDate:20150611 Sponsors:National Highway Traffic Safety Administration KW - Active safety systems KW - Casualties KW - Driver support systems KW - Evaluation and assessment KW - Korea KW - Passive safety KW - Prevention KW - Traffic crashes KW - Vehicle performance KW - Vehicle safety UR - http://www-esv.nhtsa.dot.gov/Proceedings/24/isv7/main.htm UR - https://trid.trb.org/view/1362650 ER - TY - CONF AN - 01570653 AU - Katagiri, Maika AU - Zhang, Ning AU - Zhao, Jay AU - Hu, Jialou AU - Scavnicky, Mike AU - Cyliax, Bernd AU - Mueller, Ingo AU - Steiner, Torsten AU - National Highway Traffic Safety Administration TI - Correlation between THOR BrlC and TBI Risk from Full Body Human Model PY - 2015 SP - 17p AB - The Brain Injury Criteria (BrIC) was recently developed by using two human head models (SIMon and GHBMC) and anthropomorphic test dummy (ATD) impact and crash test data. This study used a system simulation approach to further investigate correlations between BrIC from the Test device for Human Occupant Restraint (THOR) sled tests in the National Highway Traffic Safety Administration (NHTSA) Advanced Adaptive Restraint Program (AARP) and the human occupant traumatic brain injury (TBI) AIS 4+ risks estimated with a full body human model. Eleven sled tests for the 50th percentile male THOR Mod Kit dummy performed in AARP were selected as the basis for this analysis. The measured THOR BrIC values from these tests ranged from 0.49 to 1.89. For each of the THOR sled tests, a finite element (FE) system model was built and the correlation was confirmed with the physical test data. The full body human model, a combination of the GHBMC head model and the in-house Takata human body model (TKHM), has been validated at component and full body levels. The THOR dummy model was then replaced with the full body human model in the system and the sled test simulations for the human under the same test conditions were conducted. The maximum principal strain (MPS) and the cumulative strain damage measure (CSDM) from the human head model were calculated from deformation of the brain tissue elements. The risks of AIS 4+ TBI injuries per the CSDM and MPS measures were compared with those estimated with BrIC from the THOR sled tests using paired student t-tests. Overall, good agreement of the head, chest and pelvis translational accelerations and the head rotational velocities between the THOR dummy and the human body model were found for the full frontal sled cases. Differences between the two were observed for the head rotational velocities under the oblique sled test conditions. The results of additional simulations where an impactor struck laterally the face-jaw of the THOR, TKHM and GHBMC indicated that the THOR head-neck twisted more and faster than the human models, which could be a major cause of the inconsistency in the oblique cases. Linear correlations between the THOR BrIC and the AIS 4+ TBI risk estimations from CSDM and MPS outputs of the human model were observed (with R 2 score of 0.81 for CSDM and R 2 =0.85 for MPS). The TBI risks estimated from the THOR sled tests and the human model were similar in the full frontal, while th e BrIC from the THOR sled tests overestimated the TBI risks. U1 - 24th International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationGothenburg,Sweden StartDate:20150608 EndDate:20150611 Sponsors:National Highway Traffic Safety Administration KW - Crash victim simulation KW - Dummies KW - Sled tests KW - Test device for Human Occupant Restraint (THOR) KW - Traumatic brain injuries UR - http://www-esv.nhtsa.dot.gov/Proceedings/24/isv7/main.htm UR - https://trid.trb.org/view/1362813 ER - TY - CONF AN - 01570651 AU - Volker, Sandner AU - Andreas, Ratzek AU - National Highway Traffic Safety Administration TI - MPDB-Mobile Offset Progressive Deformable Barrier PY - 2015 SP - 19p AB - For more than 25 years the German Automobile Club ADAC is conducting tests to show the consumers and Industry the compatibility of passenger cars. With the upcoming off road vehicles in the 90´s, the structural and mass difference between the compact and the small executive cars according the Off roaders was huge. The geometries in the vehicle front structures were totally different and did not align in case of a frontal impact. In combination with less performing structures for offset crashes the outcome in a car to car offset frontal impact tests was dramatically worse. Not only the smaller and lighter car showed poor performance also the crash structure of the large off roader failed. A decade later the passenger cars have become much safer due to consumer test programs and regulatory demands. But still these cars are showing a different behaviour in a car to car impact than in a car to barrier impact. The different results of offset deformable barrier (ODB) tests, car to car impacts and the accident analyse showed that there is a need to find a test solution which will show this performance in a full size crash and allow analysing and rating the result. Several tests with vehicles, barriers and different test conditions have been carried out to find a solution to reproduce real life behaviour and a possibility to rate the vehicle according its aggressiveness and compatibility, which lead to a mobile barrier solution with a progressive deformable element. U1 - 24th International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationGothenburg,Sweden StartDate:20150608 EndDate:20150611 Sponsors:National Highway Traffic Safety Administration KW - Impact tests KW - Offset deformable barriers KW - Temporary barriers KW - Vehicle performance KW - Vehicle safety UR - http://www-esv.nhtsa.dot.gov/Proceedings/24/isv7/main.htm UR - https://trid.trb.org/view/1361746 ER - TY - CONF AN - 01570650 AU - Cadwell, John AU - Lee, Eugene AU - Shrivatri, Aviral AU - Ohara, Shiro AU - Yamada, Hiroaki AU - Asaoka, Michihisa AU - National Highway Traffic Safety Administration TI - Effect of FMVSS 226 Compliant Curtain Airbags on the BRIC Result of a Hybrid III 50th Dummy During an Oblique Impact PY - 2015 SP - 8p AB - The proposed oblique impact test with a Research Moving Deformable Barrier (RMDB) by the National Highway Traffic Safety Administration (NHTSA) is designed to represent crashes involving partial longitudinal structural engagement between vehicles. The RMDB moves at a speed of 56 mph (90kph), with a small overlap of 35% and an impact angle of 15°, into a stationary vehicle. In addition, the newly developed Test Device for Human Occupant Restraint (THOR) dummy and the Brain Injury Criterion (BrIC) are used to evaluate the injury risk. The implementation of these test modes and measurement techniques will raise the bar for performance of passive safety systems. Meanwhile, the introduction of the Federal Motor Vehicle Safety Standard 226 (FMVSS 226) as a countermeasure for ejection mitigation during a rollover has increased the occupant protection area of side curtain airbags (SCAB). As a result, SCAB designs have incorporated increases in height, width, and depth, depending on the interaction of the airbag with the vehicle’s interior. This dimensional change in FMVSS 226 compliant SCAB, while yielding positive results in side impact and rollover crashes, may also play a critical role in the prevention of injury for the NHTSA oblique test mode. This study examines the effect of the expanded occupant protection coverage of FMVSS 226 compliant SCAB on BrIC results during an oblique impact. This study used publicly available oblique pulse data (published by NHTSA) in a Finite Element (FE) model with a Hybrid III 50th% dummy to perform an oblique impact test. The interior environment of the FE model was obtained by digitizing a generic buck and morphing available FE models from the National Crash Analysis Center (NCAC) database. The FE model was validated with a belted 35 mph frontal impact test (FMVSS 208) and then used for the oblique impact analysis. This study examines three oblique FE models, each consisting of a different configuration of restraint systems. The first configuration did not utilize a SCAB; the second configuration had a non-FMVSS 226 compliant SCAB; and the third configuration had a FMVSS 226 compliant SCAB. In order to assess the effect of SCAB design, only the upper body results of the dummy were compared and analyzed. Differences in injury response were observed between the three configurations when evaluating the head acceleration, head rotation, and chest deflection. A significant improvement was observed in the BrIC result for the FMVSS 226 compliant SCAB when compared with the other two restraint system configurations tested. Though this study is design-specific, appropriate explanations are provided to support the study. U1 - 24th International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationGothenburg,Sweden StartDate:20150608 EndDate:20150611 Sponsors:National Highway Traffic Safety Administration KW - Air bags KW - Crash injuries KW - Dummies KW - Finite element method KW - Impact tests KW - Moving deformable barrier tests KW - Oblique impacts KW - Occupant protection devices UR - http://www-esv.nhtsa.dot.gov/Proceedings/24/isv7/main.htm UR - https://trid.trb.org/view/1361744 ER - TY - CONF AN - 01570649 AU - Park, In-Song AU - Yun, Kyung-Won AU - Park, Kwang-Jong AU - Kim, Hyo-Jun AU - National Highway Traffic Safety Administration TI - Study on the Safety Performance of the Rear Safety Guard with Air Bag for Truck PY - 2015 SP - 11p AB - Although the Korean government promotes the movement of safe traffic to reduce deaths in traffic accidents, the number increases every year. Especially more and more accidents and casualties are reported from the cases of car collision to the back of the vehicles parked for managing car accident on road, cleaning of main roads, side roads and medial strip, and road repair. Therefore, it has been along that the government should be responsible for taking a protective measure for road users. 71 cases have been reported to occur during highway repair and maintenance. As the result, 8 were dead and 76 were injured, showing the death rate of 11.3%, which is quite high. So it seems urgent to take some action against it. America and European countries legislate that vehicles of road repair and maintenance should be mandatorily equipped with shock absorber on car but Korea lacks in a legislative measure, which is asked to be done. Accordingly, this study compares the performance standards of shock absorber for road maintenance vehicle by applying country to establish the criteria. In addition, it tries to interpret in theory the Rear Safety Guard using Air Bag and compare the safety performance test of a vehicle with the Rear Safety Guard manufactured in accordance with related laws and that using Air Bag. Based on the result of the safety performance on the 60km/h Rear collision Test, this study proposes improvement in related regulations and laws in an attempt to reduce collision and death by proposing the Traffic Injury Prevention effect of the Rear Safety Guard using Air Bag. U1 - 24th International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationGothenburg,Sweden StartDate:20150608 EndDate:20150611 Sponsors:National Highway Traffic Safety Administration KW - Air bags KW - Crash injuries KW - Fatalities KW - Highway maintenance KW - Korea KW - Prevention KW - Rear end crashes KW - Shock absorbers KW - Towing vehicles KW - Traffic crashes KW - Trucks KW - Vehicle performance KW - Vehicle safety UR - http://www-esv.nhtsa.dot.gov/Proceedings/24/isv7/main.htm UR - https://trid.trb.org/view/1361745 ER - TY - CONF AN - 01570648 AU - Sadeghipour, Emad AU - Fischer, Morris AU - Duddeck, Fabian AU - Lienkamp, Markus AU - Ciardiello, Raffaele AU - National Highway Traffic Safety Administration TI - Critical Review of the Current Assessment Approaches for Frontal Crash Compatibility Regarding the Evaluation of Structural Interaction PY - 2015 SP - 9p AB - The assessment of structural interaction has been identified as the main challenge of the unresolved problem of frontal crash compatibility. With this background, two questions are raised: Does a better structural interaction correspond with higher safety and crash compatibility? Are current test approaches able to evaluate structural properties? Considering the structural mechanics of collisions, it is hypothesized that a poor structural interaction does not necessarily result in lower safety and should be considered together with compartment strength and restraint systems. This hypothesis is confirmed by reviewing some crash results from other studies. A spring-mass vehicle model is also used to verify the hypothesis. Finally, a comprehensive simulation study is conducted to find the answers to the two questions. For this study three different variations of a vehicle model are created, which represent different structural properties of the passenger car fleet. The crash performance of these models is analyzed in different car-to-car and car-to-barrier tests. Results of the car-to-car tests show that better structural interaction often makes the vehicle more aggressive. Generally, better structural interaction increases crash pulse and reduces intrusions. Depending on vehicle design and crash configuration, the intrusions or the crash pulse become more important as to why good or poor structural interaction cannot be overall related to more crash compatibility or occupant safety. The authors' criticism of the current assessment approaches for frontal crash compatibility is the establishment of a direct link between good structural interaction and higher safety. These approaches do not consider the effect of higher crash pulses due to the better structural interaction. The authors' recommendation is to assess the partner protection through metrics about intrusions and crash pulse of the partner, without direct assessment of the structural interaction. Instead, the test configuration should be able to reflect structural properties in intrusions or crash pulse. Results of the car-to-barrier tests show that the Progressive Deformable Barrier can reflect structural issues correctly. However, the developed metrics for this barrier result in incomprehensive interpretations. Results of the tests with other barriers are inconsistent with the structural properties of the vehicles. Finally, an exemplary test concept with the Advanced European Mobile Deformable Barrier is presented as an alternative assessment approach. Simulation results of the proposed assessment approach show good consistency with the crash performance of the vehicles in the car-to-car tests. Combination of this test concept with the Full-Width Rigid Barrier test can be used to assess the safety and crash compatibility of passenger cars. U1 - 24th International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationGothenburg,Sweden StartDate:20150608 EndDate:20150611 Sponsors:National Highway Traffic Safety Administration KW - Crashworthiness KW - Deformable barriers KW - Evaluation and assessment KW - Frontal crashes KW - Frontal Impact and Compatibility Assessment Research KW - Simulation KW - Structural mechanics UR - http://www-esv.nhtsa.dot.gov/Proceedings/24/isv7/main.htm UR - https://trid.trb.org/view/1361748 ER - TY - CONF AN - 01570647 AU - Zuolong, Wei AU - Reza, Karimi Hamid AU - Gunnar, Robbersmyr Kjell AU - National Highway Traffic Safety Administration TI - A Model of Vehicle-Fixed Barrier Frontal Crash and Its Application in the Estimation of Crash Kinematics PY - 2015 SP - 9p AB - The study of vehicle crash process is of great importance in transportation safety. The crash pulses of vehicles during the fixed barrier impacts can reflect the crashworthiness of the vehicle structure. In this paper, a mathematical model of vehicle kinematics during the frontal crash is investigated. This work is based on the analysis of crash response signals and vehicle structure. The proposed model uses piecewise linear functions to describe the trend of crash impulse and ignores the residual oscillations. To study the model variance, the crashes in various speeds and a full car crash in complex condition are compared. At the end of paper, the crash performance of a vehicle crash is predicted according to the proposed model and therefore demonstrates its effectiveness and usability. U1 - 24th International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationGothenburg,Sweden StartDate:20150608 EndDate:20150611 Sponsors:National Highway Traffic Safety Administration KW - Crash analysis KW - Frontal crashes KW - Impact tests KW - Kinematics KW - Mathematical models KW - Mathematical prediction KW - Performance UR - http://www-esv.nhtsa.dot.gov/Proceedings/24/isv7/main.htm UR - https://trid.trb.org/view/1361103 ER - TY - CONF AN - 01570644 AU - Ziyi, Peng AU - Chen, Junyi AU - Wang, Hongyan AU - Cai, Lulong AU - He, Yutong AU - National Highway Traffic Safety Administration TI - Virtual Experimental Environment Design of Camera-Sensor-Based Lane Detection System PY - 2015 SP - 7p AB - Based on the application of software model building, virtual experiment can be conducted with vehicle model, road environment model and sensor model building to develop camera-sensor-based lane detection system in PreScan. These three types of models are connected and the virtual experimental environment is built. Sensor extracted data are processed by Matlab/Simulink to acquire the accurate ground truth. Meanwhile, images from camera sensor are processed with standard size for further application. The virtual experimental environment design is the foundation for the analysis and comparison of ground true and camera-detected data, as well as for accuracy evaluation in system pre-development. In conclusion, the virtual experimental environment design can be used in camera-sensor-based lane detection system development and is a supplement to traditional system development. U1 - 24th International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationGothenburg,Sweden StartDate:20150608 EndDate:20150611 Sponsors:National Highway Traffic Safety Administration KW - Cameras KW - Design KW - Edge detection KW - Sensors KW - Simulation KW - Traffic lanes KW - Virtual reality UR - http://www-esv.nhtsa.dot.gov/Proceedings/24/isv7/main.htm UR - https://trid.trb.org/view/1362214 ER - TY - CONF AN - 01570643 AU - Kuehn, Matthias AU - Hummel, Thomas AU - Bende, Jenö AU - National Highway Traffic Safety Administration TI - Analysis of Car Accidents Caused by Unintentional Run Off Road PY - 2015 SP - 9p AB - Car accidents caused by unintentional run off road (in this paper the term “inadvertent lane departure” is used) have become an important topic within world wide accident research activities. These accidents can be addressed by lateral support systems (e.g. Lane Departure Warning) which are considered by experts to be the second most important active safety countermeasures after forward collision intervention systems. There is no common understanding for “run off road” yet. This term is being used both for the event of a departure from the own driving lane and for the event of a departure from the road. But it is known that when a driver leaves its driving lane unintentionally, it mostly results in a severe crash involving an oncoming vehicle or an obstacle (e.g. tree). The importance of this topic is also visible as efforts have already been made in order to adopt this issue in current and future testing procedures (eg. National Highway Traffic Safety Association (NHTSA), Insurance Institute for Highway Safety (IIHS), European New Car Assessment Program (Euro NCAP)). In Germany, the relevance of unintentional run off road accidents can hardly be estimated when using only official numbers. Official statistics categorize accidents by the parameter “leaving the carriageway” without any differentiation between intentional or unintentional lane departure. However, in the year 2013, these accidents made up 14% of all accidents with personal injury involving all kinds of road users but 30% of all fatalities and 23% seriously injured persons. A more accurate view on the accidents that match the definition “unintentional run off road” was given by UDV in an earlier study (paper-09-0317). This paper presents now the results of a second more detailed analysis which was carried out with up-to-date accident data. For the analysis, the In-depth database of the German Insurers (UDB) was used. It contains a representative cross section of all third party insurance claims reported between 2002 and 2011. The group of car accidents analyzed was defined as “unintentional run off road accidents” and implies only cases where a car had left his driving lane unintentionally. The aim of the analysis was to get a better understanding of the circumstances at which these incidents occur and to derive key accident scenarios. From a total of 118 relevant cases in the database, which account for 5% of all accidents caused by a car, five accident scenarios were deduced. These make up 68% of the accidents and 66% of the fatalities in the datapool. Some of the main results were: A lane departure to the left occurred more frequently than a lane departure to the right. Generally, the lane departure was followed by a collision with an oncoming vehicle (in 70% passenger car) rather than by a run off from the road. Regarding behavioral issues, health problems of the driver were found to be twice as frequent as distractions of any kind. U1 - 24th International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationGothenburg,Sweden StartDate:20150608 EndDate:20150611 Sponsors:National Highway Traffic Safety Administration KW - Crash analysis KW - Crash causes KW - Crash data KW - Drivers KW - Germany KW - Health KW - Lane departures KW - Ran off road crashes UR - http://www-esv.nhtsa.dot.gov/Proceedings/24/isv7/main.htm UR - https://trid.trb.org/view/1362648 ER - TY - CONF AN - 01570638 AU - Un-chin, Park AU - Ha-jong, Song AU - Hyun-chul, Kim AU - Ganz, Florian AU - Sankar, Sudar AU - Wohlfahrt, Mario AU - National Highway Traffic Safety Administration TI - The trolley test way of IIHS small overlap and side test - with minimized structure usage - PY - 2015 SP - 7p AB - To develop a vehicle in low cost and early well-customized performance trolley test can be used efficiently. In this research, the authors will introduce how to make the trolley for the Insurance Institute for Highway Safety (IIHS) small overlap and side crash with substituting parts by computer assisted engineering (CAE) validation and show the good validation with real vehicle crash after the test U1 - 24th International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationGothenburg,Sweden StartDate:20150608 EndDate:20150611 Sponsors:National Highway Traffic Safety Administration KW - Computer aided design KW - Crashworthiness KW - Impact tests KW - Overlap crashes KW - Side crashes KW - Validation KW - Vehicle components UR - http://www-esv.nhtsa.dot.gov/Proceedings/24/isv7/main.htm UR - https://trid.trb.org/view/1361891 ER - TY - CONF AN - 01570637 AU - National Highway Traffic Safety Administration TI - Technologies for the Prevention of Run Off Road and Low Overlap Head-On Collisions PY - 2015 SP - 10p AB - A substantial number of serious collisions occur when a vehicle: • Runs off the edge of the road way and collides with roadside furniture such as trees; and • Crosses the centre line of the road and collides head-on with an oncoming vehicle. A proportion of these are very likely to be caused by some form of inattention and/or distraction and several new technologies have been introduced into the market with the intention of preventing these crashes. Actions to promote the fitment of “lateral assist” systems are included within the Euro New Car Assessment Program (NCAP) (Euro NCAP, 2014): • Lane Keep Assist Test and Assessment Procedure for the 2016 rating scheme • Advanced Lateral Support System Test and Assessment Procedure for 2018 rating scheme. The aim of this research was to: • Analyse the frequency and severity of relevant collisions in order to understand the potential impact of lateral control technologies • Characterise crashes to inform the development of performance criteria that will be relevant to the real world • Undertake initial research to explore the capability of different technologies • Investigate the potential of candidate test procedures that could form part of future assessments. U1 - 24th International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationGothenburg,Sweden StartDate:20150608 EndDate:20150611 Sponsors:National Highway Traffic Safety Administration KW - Crash analysis KW - Crash rates KW - Crash severity KW - European New Car Assessment Program KW - Frontal crashes KW - Prevention KW - Ran off road crashes UR - http://www-esv.nhtsa.dot.gov/Proceedings/24/isv7/main.htm UR - https://trid.trb.org/view/1362630 ER - TY - CONF AN - 01570635 AU - Ootani, Ryuuji AU - Watanabe, Taisuke AU - Okabe, Tomosaburo AU - Jeff, Dix AU - Joyce, Lam AU - Muthukumar, Muthanandam AU - National Highway Traffic Safety Administration TI - Consideration of Representativeness of Real-World Accidents and Repeatability of New NHTSA Oblique Offset Frontal Impact Test PY - 2015 SP - 15p AB - The National Highway Traffic Safety Administration has been considering introducing an oblique frontal offset impact test (oblique test) as a new crash test procedure. By means of accident data analysis, it was examined whether this oblique test can represent real-world accidents. Tests were also conducted using two identical vehicles to examine the repeatability of the oblique test. Representativeness of real-world accidents was examined by using the National Automotive Sampling System Crash Worthiness Data System (NASS-CDS) to investigate frontal impact accidents from 2004 to 2008. Repeatability of the oblique test was investigated by conducting the same crash test twice using a midsize sedan. In terms of percentage of the total number of real-world accidents, the most frequent accident modes observed were Full engagement and Offset frontal impacts, accounting for about 30%. Accidents similar to the oblique test accounted for about 10%. In terms of representativeness of severe injuries, the percentage of brain rotational injuries and lower extremity injuries differed from real-world accident statistics. Brain rotational injuries were considerably different from real-world accidents. With regard to repeatability, vehicle deceleration (G) was almost the same. However, the degree of cabin deformation differed because of a difference in the buckling mode of the front longitudinal member. Another notable point in the oblique test is that, as the test vehicle weight increases, the Delta-V decreases. However, this tendency is not observed in real-world accidents. To ensure the validity and significance of introducing this test procedure, more test data are required along with continued evaluation and analysis of occupant protection performance based on actual test results. U1 - 24th International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationGothenburg,Sweden StartDate:20150608 EndDate:20150611 Sponsors:National Highway Traffic Safety Administration KW - Crash data KW - Data analysis KW - Frontal crashes KW - Impact tests KW - Offset impact test KW - Reliability KW - U.S. National Highway Traffic Safety Administration KW - Validation KW - Vehicle safety UR - http://www-esv.nhtsa.dot.gov/Proceedings/24/isv7/main.htm UR - https://trid.trb.org/view/1361101 ER - TY - CONF AN - 01570634 AU - Grover, Colin AU - Avery, Matthew AU - Knight, Iain AU - National Highway Traffic Safety Administration TI - Parking Crashes: The Rationale for Action and the Development of Test Procedures PY - 2015 SP - 11p AB - During the last decade parking and manoeuvring accidents appear to be increasingly relevant in third party damage liability and first party or motor own damage claims; a trend evident in many countries around the world. At the same time, vehicle manufacturers have offered a rapidly increasing variety of advanced driver assist systems such that there is greater scope for the avoidance of collisions than ever before. The low speed nature of parking and manoeuvring crashes strongly suggests that this problem should be solvable using technologies similar to those already used in other applications. In fact, several systems directly influencing parking crashes already exist, including proximity based warning systems, systems that will detect parking spaces and park semi-automatically and automatic braking systems similar to autonomous emergency braking (AEB) that function in reverse. This paper aims to assess the scale of the problem with low speed manoevring crashes, identify the most common collision mechanisms, assess the potential of the different technologies to solve the problem and to describe the development of test procedures capable of characterising system performance in relation to real world crashes. U1 - 24th International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationGothenburg,Sweden StartDate:20150608 EndDate:20150611 Sponsors:National Highway Traffic Safety Administration KW - Automatic braking KW - Crashes KW - Low speed collisions KW - Parking KW - Test procedures UR - http://www-esv.nhtsa.dot.gov/Proceedings/24/isv7/main.htm UR - https://trid.trb.org/view/1362215 ER - TY - CONF AN - 01570632 AU - Jacobson, Jan AU - Eriksson, Henrik AU - Janevik, Peter AU - Andersson, Håkan AU - National Highway Traffic Safety Administration TI - How is Astazero Designed and Equipped for Active Safety Testing? PY - 2015 SP - 9p AB - The Swedish test track AstaZero (Active Safety Test Area) is an open environment where vehicle original equipment manufacturers (OEMs), tier one suppliers, research institutes, and universities can come to perform development and research. AstaZero is located just outside the city of Borås in West Sweden and was inaugurated in August 2014. The initiative was taken to create an environment for innovation, testing, and research to develop new active safety functions for road vehicles. The four main environments of the facility are built especially for research and development of active safety functions. A city area for simulation of urban traffic, a multilane road, a 5.7 km long rural road, and an innovative high-speed area facilitate efficient testing. Equipment of different kinds is also at hand; test targets, position measurement and control systems, communication equipment, and driving simulators can be provided. However, the success of the AstaZero test bed is also depending on the existence of leading competence. The Swedish automotive cluster has the ability to perform research, industrial development, and rational production of road vehicles. It is essential for AstaZero to have access to strong competence in its vicinity. The organizations residing in the Gothenburg region can be reached in an hour by car. The Stockholm region is more distant but it is quite possible to travel by road in four hours. The success of AstaZero is built on the track, the competence, and all the partners supporting the facility. U1 - 24th International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationGothenburg,Sweden StartDate:20150608 EndDate:20150611 Sponsors:National Highway Traffic Safety Administration KW - Active safety systems KW - AstaZero KW - Research KW - Sweden KW - Test tracks KW - Testing UR - http://www-esv.nhtsa.dot.gov/Proceedings/24/isv7/main.htm UR - https://trid.trb.org/view/1362213 ER - TY - CONF AN - 01570630 AU - Dong, Libo AU - Chien, Stanley AU - Yang, Kai AU - Chen, Yaobin AU - Good, David AU - Sherony, Rini AU - Takahashi, Hiroyuki AU - National Highway Traffic Safety Administration TI - Determination of Pedestrian Mannequin Clothing Color for the Evaluation of Image Recognition Performance of Pedestrian Pre-Collision Systems PY - 2015 SP - 11p AB - Pedestrian Pre-Collision Systems (PPCS) for helping avoid or mitigate pedestrian crashes have been equipped on many vehicles [1]. At present, there is no common standard for the performance evaluation of PPCSs. The Transportation Active Safety Institute (TASI) at Indiana University-Purdue University-Indianapolis with support from Toyota’s Collaborative Safety Research Center (CSRC) has been studying the various issues to support the effort of developing such a standard. An important component in the PPCS evaluation is the development of a standard mannequin. This paper describes the approaches used to determine the color of the clothing on the mannequins based on the data obtained from the TASI 110 car one year naturalistic driving data collected in the greater Indianapolis area in USA. U1 - 24th International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationGothenburg,Sweden StartDate:20150608 EndDate:20150611 Sponsors:National Highway Traffic Safety Administration KW - Active safety systems KW - Clothing KW - Color KW - Driver support systems KW - Dummies KW - Indianapolis (Indiana) KW - Pedestrian safety KW - Performance KW - Visual texture recognition UR - http://www-esv.nhtsa.dot.gov/Proceedings/24/isv7/main.htm UR - https://trid.trb.org/view/1362647 ER - TY - CONF AN - 01570627 AU - Dziewiecki, Michał AU - Gidlewski, Mirosław AU - National Highway Traffic Safety Administration TI - Limitations of Use of an Intertial Positioning System in a Truck During a Maneuver of Avoiding a Suddenly Appearing Obstacle PY - 2015 SP - 9p AB - The objective of this work is to find limitations of using micro electro-mechanical systems (MEMS)-type accelerometers and gyroscopes for finding position of a vehicle in short time prospective (few seconds). Such a system could be helpful for automated vehicle driving in some situations, like bypassing a suddenly appearing obstacle. A Monte-Carlo analysis was performed to find introduced position and direction errors for various trajectories of the vehicle. Transducer noise, offset and calibration errors were taken into account as possible error sources. Also, the influence of limited data sampling rate was checked. The results are presented in form of difference statistics between real and calculated vehicle position and orientation at the end of the track as function of various parameters, including the trajectory and performance of the used sensors. The Monte-Carlo simulation accuracy was checked by bootstrap method and the errors were shown in resulting plots. Presented results show that an inertial system can be used for determining the vehicle’s position with accuracy reaching centimeters. Also, it is shown that compensation of the sensor offsets, as well as knowing the initial conditions are critical for the quality of the track reconstruction. U1 - 24th International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationGothenburg,Sweden StartDate:20150608 EndDate:20150611 Sponsors:National Highway Traffic Safety Administration KW - Accelerometers KW - Collision avoidance maneuvers KW - Highway safety KW - Inertial navigation systems KW - Maneuverability KW - Monte Carlo method KW - Obstructions (Navigation) KW - Trucks UR - http://www-esv.nhtsa.dot.gov/Proceedings/24/isv7/main.htm UR - https://trid.trb.org/view/1361892 ER - TY - RPRT AN - 01570388 AU - Federal Highway Administration AU - Federal Transit Administration TI - Public Involvement Techniques for Transportation Decisionmaking PY - 2015///Update SP - 171p AB - This guide provides a variety of tools to secure meaningful input from the public on transportation plans, programs, and projects—and it can help agencies improve their overall public involvement techniques. Contents include: Including people who are traditionally underserved; Bringing together a core participation group, Understanding different communications styles; Determining the best type of meeting; Interacting during meetings; Technology; and Generating feedback. KW - Decision making KW - Public participation KW - Transportation planning UR - http://www.fhwa.dot.gov/planning/public_involvement/publications/pi_techniques/fhwahep15044.pdf UR - https://trid.trb.org/view/1360887 ER - TY - RPRT AN - 01570296 AU - Federal Highway Administration TI - Video Analytics Research Projects PY - 2015 SP - 16p AB - The flagship dataset to emerge from the Transportation Research Board’s second Strategic Highway Research Program (SHRP 2) study is the naturalistic driving study (NDS). The study is a focus on driver behavior and addresses the notion that it is possible to obtain more and better information on what people do when they drive—not just in the moments before they get into a collision but on a day-to-day basis. Researchers for the NDS have gathered over 1.2-million hours of data, collected from the vehicles of approximately 3,000 volunteers going about their regular activities. Each of those vehicles was equipped with four cameras, a Global Positioning System (GPS), and many other sensors. Over 2 petabytes (2,000 terabytes) of data has been generated over a 2-year period, a majority of which comes from video captured by the onboard cameras. The massive size of the video data creates a serious data bottleneck for researchers and makes traditional methods for identifying features in the data, such as objects, behaviors, roadside design details, and surrounding vehicles, completely inadequate. Several video analytics research projects, funded by the EAR Program, aim to make data processing and analysis more practical by focusing on increasing the automation of video data decoding. The goal of these EAR Program projects is to assist researchers through the use of an algorithm designed to narrow down the amount of data researchers need to manually review. There are six ongoing video analytics projects funded by the EAR Program, all tasked with developing technology to make it feasible for a researcher to quickly and flexibly get what they need from an extremely large dataset. The following pages contain summary descriptions of the EAR Program-sponsored research projects investigating video analytics. KW - Algorithms KW - Automatic data collection systems KW - Behavior KW - Data analysis KW - Data processing operations KW - Drivers KW - Research projects KW - Strategic Highway Research Program 2 KW - Video UR - http://www.fhwa.dot.gov/advancedresearch/pubs/15025/15025.pdf UR - https://trid.trb.org/view/1359655 ER - TY - CONF AN - 01570073 AU - Martínez, Luis AU - García, Antonio AU - Espantaleón, Manuel AU - Alcalá, Enrique AU - National Highway Traffic Safety Administration TI - Analysis of Children Strollers and Prams Safety in Urban Buses PY - 2015 SP - 10p AB - The wide incorporation of low floor buses in our cities encourages that children younger than three years, seated on their stroller could use the buses. Currently, the United Nations Economic Commission for Europe (UNECE) Regulation No 107 at its revision 5 has included general provisions for the accessibility and basic safety for this type of users. An applied research has been performed to analyze the level of protection offered for the stroller restraint systems included in R107, by performing dynamic tests with instrumented dummies. More than 20 dynamic sled tests were performed to assess the child safety in urban buses. Two types of configurations have been tested: a vehicle specific child restraint system (CRS) for urban buses and the own stroller with different restraint systems. The specific vehicle built-in CRS tested is a rearward facing group 0/I that is currently in use in the city of Madrid (Spain) by the public urban buses. This CRS was tested in frontal and rear impact with the acceleration pulse defined in the UNECE regulation No 80. On the other hand, to make suggestions for using the stroller in urban buses, a very low severity crash pulse (up to 2 g peak acceleration and ΔV = 20 km/h) was defined and used in this study. Four stroller models with three types of restraint devices (safety belt, PRM wheelchair backrest and a folding backrest device) were tested with this pulse. The strollers were selected in order to reduce biasing of the results. Several dummies (P3, Q3 and Q1) were used to evaluate the injuries and the kinematics. Furthermore, different sources of IRAV have been applied for the Q dummies (R94 and FMVSS 208 scaled by applying Mertz 2003 techniques), an extended range of injury criteria is obtained and an in depth analysis of the protection offered by the different restraints systems used is performed. U1 - 24th International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationGothenburg,Sweden StartDate:20150608 EndDate:20150611 Sponsors:National Highway Traffic Safety Administration KW - Child restraint systems KW - Children KW - Madrid (Spain) KW - Safety KW - Sled tests KW - Strollers KW - Transit buses KW - Urban transit UR - http://www-esv.nhtsa.dot.gov/Proceedings/24/isv7/main.htm UR - https://trid.trb.org/view/1361046 ER - TY - CONF AN - 01570068 AU - Kim, Siwoo AU - Lee, Jaewan AU - Kim, Jongsoo AU - Kim, Gyuhyun AU - National Highway Traffic Safety Administration TI - Preliminary Study of the Responses of Hybrid III 5th female, 50th male, Q6 and Hybrid III 5th pregnant female dummy seated in the 2nd row seats of passenger vehicles in sled tests PY - 2015 SP - 10p AB - The objective of this study was a preliminary study of the responses of dummies seated in the 2nd row seat of passenger vehicles in frontal crashes using a sled system. Q6, Hybrid III 5th female, Hybrid III 5th pregnant female, and Hybrid III 50th male ATD were used in the tests. 8-tests were carried out according to a draft protocol for the 2nd row seat evaluation program. The vehicle type was a sedan and SUV’s. The cut-body or jig was used to simulate the ATD in the 2nd row seat/belts of a passenger vehicle. The frontal crash pulse in sled tests was an average acceleration of about 30 vehicle acceleration pulses tested according the KNCAP FFRB test. ATD seating positions were set using the H-point machine. Injury criteria were considered among the HIC15, upper neck tension force, chest deflection. The HIC15 ranged from 350 to 800 for both a Hybrid III 5th female and a pregnant female. The upper neck tension forces of a 5th female dummy and a 5th pregnant female dummy were also higher than that in FMVSS 208. The kinematics was influenced by the seat and seatbelt characteristics. The sled test results were compared with those of the same vehicle KNCAP FFRB test results. The possibility of fatal injury of Hybrid III 5th female and 50th male ATD in the rear seat could have much higher than in the front seat, especially case of the chest deflection. In addition, the further consideration should be given regarding Y- axis in the regulation at the seat belt anchorage point. . U1 - 24th International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationGothenburg,Sweden StartDate:20150608 EndDate:20150611 Sponsors:National Highway Traffic Safety Administration KW - Anthropomorphic test devices KW - Crash victim simulation KW - Dummies KW - Frontal crashes KW - Korea KW - Korean New Car Assessment Program (KNCAP) KW - Occupant kinetics KW - Passenger vehicles KW - Rear seat occupants KW - Sled tests UR - http://www-esv.nhtsa.dot.gov/Proceedings/24/isv7/main.htm UR - https://trid.trb.org/view/1361098 ER - TY - CONF AN - 01570062 AU - Xu, Lan AU - Bilkhu, Sukhbir AU - Farooq, Iskander AU - Hickman, Jeff AU - Jensen, Jack AU - McCabe, Ken AU - Nusholtz, Guy AU - National Highway Traffic Safety Administration TI - Performance Comparison and Repeatability Evaluation of the Flex PLI and the TRL Pedestrian Legform Impactors PY - 2015 SP - 18p AB - The objectives of this study were to compare the response differences of the Flex Pedestrian Legform Impactor (PLI) and TRL legforms under various test conditions and to assess their repeatability. A test fixture with four control factors was designed and fabricated to simulate a generalized front structure of a light truck. Using this fixture, thirty-six impact tests with the Flex PLI and the TRL legforms were performed at an impact speed of 32 km/h. The responses from the two legform impactors, specifically, moments in the Flex PLI and acceleration in the TRL, medial collateral ligament (MCL) elongation in the Flex PLI and bending angle in the TRL, and anterior cruciate ligament (ACL) elongation in the Flex PLI and shear displacement in the TRL were compared. The Taguchi method was applied to compare the responses from these three pairs of measurements. The shape and magnitude of the response time histories were used to evaluate the repeatability of the Flex PLI and TRL legforms. Some results from this limited study indicate that the two legforms did not consistently respond to the same test conditions in the same way and could potentially drive countermeasures in opposite directions. For example, increasing the protrusion of the lower bumper stiffener relative to the bumper generally resulted in lower moments in the upper tibia with the Flex PLI, but higher accelerations with the TRL legform. However, the MCL from the Flex PLI and bending angle of the TRL legform trended consistently with changes of all four fixture factors, although with differing sensitivity. A repeatability analysis indicated that most measurement parameters of each legform were repeatable or marginally repeatable across the spectrum of the test conditions. However, the MCL elongation of the Flex PLI and the bending angle of the TRL were non-repeatable in some test conditions. U1 - 24th International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationGothenburg,Sweden StartDate:20150608 EndDate:20150611 Sponsors:National Highway Traffic Safety Administration KW - Evaluation KW - Impact tests KW - Legform impactors KW - Legforms KW - Pedestrian safety KW - Performance KW - Taguchi experimental method UR - http://www-esv.nhtsa.dot.gov/Proceedings/24/isv7/main.htm UR - https://trid.trb.org/view/1361048 ER - TY - CONF AN - 01570057 AU - Zander, Oliver AU - Wisch, Marcus AU - National Highway Traffic Safety Administration TI - Improvement of the Protection of Lower Extremities of Vulnerable Road Users in the Event of a Collision with Motor Vehicles PY - 2015 SP - 13p AB - Since the beginning of the testing activities related to passive pedestrian safety, the width of the test area being assessed regarding its protection level for the lower extremities of vulnerable road users has been determined by geometrical measurements at the outer contour of the vehicle. During the past years, the trend of a decreased width of the lower extremity test and assessment area realized by special features of the outer vehicle front end design could be observed. This study discusses different possibilities for counteracting this development and thus finding a robust definition for this area including all structures with high injury risk for the lower extremities of vulnerable road users in the event of a collision with a motor vehicle. While Euro New Car Assessment Program (NCAP)1 is addressing the described problem by defining a test area under consideration of the stiff structures underneath the bumper fascia, a detailed study was carried out on behalf of the European Commission, aiming at a robust, world wide harmonized definition of the bumper test area for legislation, taking into account the specific requirements of different certification procedures of the contracting parties of the UN/ECE² agreements from 19583 and 19984 . This paper details the work undertaken by BASt, also serving as a contribution to the TF-BTA5 of the UN/ECE GRSP6, towards a harmonized test area in order to better protect the lower extremities of vulnerable road users. The German In-Depth Accident Database GIDAS is studied with respect to the potential benefit of a revised test area. Several practical options are discussed and applied to actual vehicles, investigating the differences and possible effects. Tests are carried out and the results studied in detail. Finally, a proposal for a feasible definition is given and a suggestion is made for solving possible open issues at angled surfaces due to rotation of the impactor. The study shows that, in principle, there is a need for the entire vehicle width being assessed with regard to the protection potential for lower extremities of vulnerable road users. It gives evidence on the necessity for a robust definition of the lower extremity test area including stiff and thus injurious structures at the vehicle front end, especially underneath the bumper fascia. The legal definition of the lower extremity test area will shortly be almost harmonized with the robust Euro NCAP requirements, as already endorsed by Global Road Safety Partnership (GRSP), taking into account injurious structures and thus contributing to the enhanced protection of vulnerable road users. U1 - 24th International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationGothenburg,Sweden StartDate:20150608 EndDate:20150611 Sponsors:National Highway Traffic Safety Administration KW - Bumpers KW - Europe KW - Lower extremities KW - New Car Assessment Program KW - Pedestrian safety KW - Pedestrian-vehicle crashes KW - Protection KW - Traffic crashes KW - Vehicle design KW - Vulnerable road users KW - Width UR - http://www-esv.nhtsa.dot.gov/Proceedings/24/isv7/main.htm UR - https://trid.trb.org/view/1361051 ER - TY - CONF AN - 01570049 AU - Kuehn, Matthias AU - Hummel, Thomas AU - Lang, Antje AU - National Highway Traffic Safety Administration TI - Cyclist-Car Accidents - Their Consequences for Cyclists and Typical Accident Scenarios PY - 2015 SP - 8p AB - The structure of the official German statistics does not permit in-depth analyses to be carried out, so the German Insurers Accident Research (UDV) built up a set of representative case material in order to examine accidents between cars and cyclists in more detail and derive effective measures to improve the safety of cyclists. This material was formed from accidents with personal injury from the years 2002 to 2010 that were covered by motor third-party insurance and involved injury and damage costs of 15,000 euros or more. The cyclist accident material consists of a total of 407 accidents between cars and cyclists. This paper describes how and under what circumstances cyclist-car accidents occur, the maximum levels of injury severity sustained by the cyclists and the impact constellations that occur particularly frequently. In 84% of the cases, the impact between the bicycle and the car occurred at the front part of the vehicle (the front of the car plus the left- and right-hand front wings). In 42% of these cases, the bicycle was coming from the right (as seen by the driver), and in 34% of the cases from the left. Moreover, the analysis of the cyclist-car accidents revealed that the average speed of the cars was a relatively low 24 km/h. The speed of the cyclists often could not be ascertained from the available documents. However, it is known from the UDV’s measurements of the speeds of 20,000 cyclists that they travel at an average speed of 18.6 km/h. Three typical scenarios were obtained from the accident material that together account for 42% of all cyclist-car accidents. These three scenarios are “car traveling straight ahead, cyclist coming from the right” (15%), “car turning right, cyclist coming from the right” (15%) and “car traveling straight ahead, cyclist coming from the left” (12%). Another key finding is that the collisions in these three scenarios often (in 47% to 85% of the cases) took place at the entries to or exits from properties or parking lots and at junctions. The findings described make it possible both to work out the requirements that have to be met by future systems for preventing cyclist-car accidents and to design effective test procedures. U1 - 24th International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationGothenburg,Sweden StartDate:20150608 EndDate:20150611 Sponsors:National Highway Traffic Safety Administration KW - Bicycle crashes KW - Crash data KW - Cyclists KW - Forecasting KW - Germany KW - Highway safety KW - Injury severity UR - http://www-esv.nhtsa.dot.gov/Proceedings/24/isv7/main.htm UR - https://trid.trb.org/view/1359037 ER - TY - CONF AN - 01570044 AU - Kinsky, Thomas AU - Fritz, Martin AU - Lessmann, Peter AU - Roth, Franz AU - National Highway Traffic Safety Administration TI - Improvements to the Flexible Pedestrian Legform Impactor: The Development of New Bone Cures PY - 2015 SP - 11p AB - During the first decade of the 21st century, pedestrian safety in general was one of the main subjects of vehicle safety development. For the legform testing, the impactor developed by the European Enhanced Vehicle-Safety Committee was the standard impactor but experts from Japan introduced a new impactor, the so-called Flexible Pedestrian Legform Impactor (FlexPLI). The FlexPLI is capable to quantify the load of a human long bone, which is a significant advantage when developing vehicles with reduced bone fracture risk. With the impactor being developed by a single company spare part availability was limited. In addition, potential improvement in terms of robustness in maximum load were identified. Therefore, a joint project was initiated, in which automobile manufacturers and their partners developed universal spare parts for the FlexPLI bone cores. These parts can withstand higher bending loads, are available from stock and do not need to be adapted to a specific legform. Furthermore, a reduction in variation of properties due to a different production process was achieved. This reduces performance variation within the legs and is comparable to the initial bone core mean performance. The document introduces the details of the project. U1 - 24th International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationGothenburg,Sweden StartDate:20150608 EndDate:20150611 Sponsors:National Highway Traffic Safety Administration KW - Bones KW - Flexible Pedestrian Legform Impactor KW - Impact loads KW - Japan KW - Joint ventures KW - Legform impactors KW - Measurement KW - Occupant kinetics KW - Pedestrian safety KW - Spare parts KW - Vehicle safety UR - https://trid.trb.org/view/1361090 ER - TY - CONF AN - 01570041 AU - Hariharan, Sankara Subramanian AU - Sudipto, Mukherjee AU - Anoop, Chawla AU - National Highway Traffic Safety Administration TI - An Inverse Monte-Carlo Based Method to Estimate Precrash Distribution for VRU Safety PY - 2015 SP - 6p AB - Current safety standards are based on maximum stiffness measures over a grid on the frontal surface of a vehicle. The safety of vulnerable road users (VRU) is also influenced by the overall shape of the impacting vehicle. “Initial conditions” (IC) from the dominant crash scenarios are used for computer-aided engineering (CAE) simulations in Industrial practice to tweak designs. The IC’s to design for are decided based on cluster analysis from reconstructions of crash data. Currently, CAE methods to predict the outcomes (final resting state of interacting elements) of a crash deterministically, given the initial conditions are available. But there are no established methods to do the inverse process, that is ascertain the conditions at the initiation of the crash given the fina l static state of the interacting elements. Recorded data being the final resting state of the interacting elements, the inverse problem is of significance, and is usually tackled by heuristics and iterations augmenting physical laws. While reconstructions of specific cases require detailed observation and experienced personnel, it is hypothesized that estimating a distribution of the pre-impact measures in crashes is more robust with respect to a distribution of the post impact observation than that of individual crashes. Individual cases from crash reconstruction, approximated to a Gaussian “normal” probability density function, were assumed for the probability of occurrence of individual cases. Crash physics was captured using a multibody simulation in MADYMO solver. An inverse Monte Carlo (MC) simulation with MADYMO solver as the system under study was modelled in “FME” module in statistical software “R”. A set of post-crash data on head hit location [O1] was generated using forward MC simulation. The variable parameters were four different vehicle profiles, relative position of 50M along vehicle lateral axis [I2] and the relative orientation of with respect to vehicle. The pedestrian represented using one 50th percentile male [50M] pedestrian model was not varied. Starting with the distribution of “O1” and an “I2” distribution perturbed by up to 20% in mean value as input, an I2 was computed using inverse MC. The “I2” distribution from inverse MC showed less than 10% deviation from the original v3 data set mean with randomized values of untracked variables. During the inverse MC process, the quality of “fit” to a desired O1 distribution was tracked using the sum of root mean square of differences between normalized density coefficients and a “relaxation parameter” computed as squared logarithmic probability to a normal distribution. The stabilization of the tracking parameter indicated a robust solution. U1 - 24th International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationGothenburg,Sweden StartDate:20150608 EndDate:20150611 Sponsors:National Highway Traffic Safety Administration KW - Computer aided design KW - Crash reconstruction KW - Crash scenarios KW - Highway safety KW - Monte Carlo method KW - Precrash phase KW - Simulation KW - Vehicle design KW - Vehicle front end KW - Vulnerable road users UR - http://www-esv.nhtsa.dot.gov/Proceedings/24/isv7/main.htm UR - https://trid.trb.org/view/1361093 ER - TY - CONF AN - 01570038 AU - Wiacek, Christopher AU - Nagabhushana, Vinay AU - Rockwell, Taryn AU - Summers, Stephen AU - Zhao, Lixin AU - Collins, Lauren A AU - National Highway Traffic Safety Administration TI - An Inverse of Frontal Crash Stiffness Measures from the U.S. New Car Assessment Program PY - 2015 SP - 18p AB - Over the years, vehicle manufacturers may have implemented structural changes to light vehicles to comply with upgraded Federal Motor Vehicle Safety Standards (FMVSS) such as advanced air bags (FMVSS No. 208), side impact protection (FMVSS No. 214), and roof crush (FMVSS No. 216), as well as to improve performance in tests conducted by consumer information programs such as NHTSA’s New Car Assessment Program (NCAP) and the Insurance Institute for Highway Safety (IIHS). Both programs have undergone changes in recent years. The NCAP was updated in 2010 to include advanced test dummies, new injury criteria, and a side pole test, and the IIHS adopted side impact, small overlap, and roof crush test protocols. Furthermore, as fuel economy requirements become more stringent, vehicle manufacturers may choose to light-weight vehicles and incorporate materials such as advanced high-strength steel and aluminum. This paper will investigate what effect, if any, these changes have had on vehicle crash pulses, as measured under NCAP. Although more stiffness metrics and crash pulse characteristics have been examined, this study mainly updates the analysis from the 2003 ESV paper, Evaluation of Stiffness Measures from the U.S. NCAP. [Swanson, 2003] This paper utilizes data from model year (MY) 2002 to MY 2014 frontal NCAP crash tests to compute vehicle stiffness using four different methods: linear “initial” stiffness, energy equivalent stiffness, dynamic stiffness and static stiffness. The data are averaged and examined historically for three light duty vehicle classes (light duty pickup trucks (PUs), multi-purpose vehicles (MPVs), and passenger cars (PCs)) to provide a fleet perspective on changes to frontal crash characteristics. In addition, various crash pulse characteristics such as duration and peak acceleration are investigated. Collectively, these metrics have been traditionally used to characterize a vehicle’s crash behavior and can subsequently influence restraint design. The Swanson study found that not only were the average stiffnesses of PCs increasing from MY 1982 to 2001, but there was also a large disparity between the average stiffnesses of PCs and those of MPVs and PUs. The current study identified different trends. The average stiffnesses of PCs and MPVs appear to be converging, indicating that these two vehicle classes may have become more structurally homogenous in this respect. This is also evidenced by the changes observed for the crash pulse characteristics. In recent years, the crash pulse durations for both PCs and MPVs have decreased (though MPVs slightly more than PCs) such that the pulse duration is now essentially equal, on average, for both vehicle classes. The average peak accelerations for PCs and MPVs also increased during the years in this study. PU data is presented for completeness, but no extensive conclusions were made on this vehicle class because no statistically significant trends could be identified. U1 - 24th International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationGothenburg,Sweden StartDate:20150608 EndDate:20150611 Sponsors:National Highway Traffic Safety Administration KW - Crash data KW - Frontal crashes KW - Impact tests KW - Light duty vehicles KW - Multipurpose vehicles KW - New Car Assessment Program KW - Passenger vehicles KW - Pickup trucks KW - Stiffness KW - Vehicle design KW - Vehicle safety UR - http://www-esv.nhtsa.dot.gov/Proceedings/24/isv7/main.htm UR - https://trid.trb.org/view/1361096 ER - TY - CONF AN - 01570008 AU - Kongsakul, Wachirut AU - Carmai, Julaluk AU - Charoenthong, Sujeepapha AU - National Highway Traffic Safety Administration TI - Finite Element Study of Effectiveness of Modified Front-End Structure with Aluminium Foam in Reducing Pedestrian Injury PY - 2015 SP - 9p AB - Pedestrians are vulnerable road users. Unlike Occupant in cars, they do not have protection equipment and are often involved in serious accidents leading to fatalities. The reduction of pedestrian injuries has recently become one of the most important road traffic accident priorities. For the bonnet type of vehicle, leg and head injuries are the most prevalent type of injury associated with car-to-pedestrian collision. The possible reduction of leg and head injuries can be done through the design of vehicle bumper structure. Strong and stiff front structure of vehicle usually leads to severe injury to pedestrians in the accident. The use of new class of material like aluminium foam as part of bumper structure can provide better energy absorption capability and hence reduction of impact force to pedestrians. However, in order to design or modify the front structure to be safer for pedestrians, it is necessary to understand kinematics and injury mechanisms of car-pedestrian collisions, which are usually analyzed through costly full scale crash tests of a dummy or a cadaver. Finite element simulations with a human body model are an alternative mean, which offers information of post-crash kinematics and injury mechanisms. This paper has therefore employed the finite element model of pedestrian-city car collisions to study the effectiveness of the modified front-end bumper with aluminium foam in reducing the level of pedestrian injuries. The front bumper structure has preliminary been modified to include the aluminium foam as part of energy absorber. Two relative densities of aluminium foam were selected. The lower density one gave a better injury reduction performance. It was used to simulate a crash with Total Human Model for Safety (THUMS) to study detail injuries of pedestrian. The modified bumper model showed improved performance of injury reduction. The results exhibited the potential use of low density Al-foam in minimizing pedestrian injury and the benefit of using the human body finite element model which provides detailed injury information to help in the design and development of vehicle for pedestrian safety with cheaper cost compared to the actual full-scale crash tests. U1 - 24th International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationGothenburg,Sweden StartDate:20150608 EndDate:20150611 Sponsors:National Highway Traffic Safety Administration KW - Aluminum KW - Crash injuries KW - Finite element method KW - Foams KW - Occupant kinetics KW - Pedestrian safety KW - Total Human Model for Safety KW - Vehicle front end KW - Vulnerable road users UR - http://www-esv.nhtsa.dot.gov/Proceedings/24/isv7/main.htm UR - https://trid.trb.org/view/1361052 ER - TY - CONF AN - 01569143 AU - Cutcliffe, Hattie AU - Brolin, Karin AU - Östh, Jonas AU - Ólafsdóttir, Jóna Marín AU - Davidsson, Johan AU - National Highway Traffic Safety Administration TI - Gender Differences in Occupant Posture and Muscle Activity with Motorized Seat Belts PY - 2015 SP - 13p AB - The aim of this study was to assess gender differences in the posture and muscular activity of occupants in response to pretension from motorized seat belts. Male and female vehicle occupants were tested in both front seat positions during normal driving and autonomous braking. This data is useful for the development of human body models (HBM), and increases the understanding of the effects of motorized belts. Kinematics and electromyography (EMG) were analyzed for 18 volunteers (9 male, 9 female) subjected to autonomous braking (11 m/s2 deceleration) during real driving on rural roads. Two restraint configurations were tested: a standard belt and a motorized belt, activated 240 ms before the initiation of braking. Statistical comparison of volunteers’ posture and normalized EMG amplitudes was performed to understand differences incurred by the motorized belts, as well as to compare response across gender and role (occupant position within the vehicle). Data was analyzed both prior to and at vehicle deceleration, which occurred 240 ms after motorized belt onset. Motorized belts significantly affected all postural metrics, and significantly elevated the activity of all muscles compared to typical riding. Though increases in muscle activity were small at deceleration onset compared with typical riding for male occupants and female passengers, female drivers demonstrated significantly larger increases in muscular activity: between 5 and 13% of the maximum voluntary contraction (MVC). At deceleration onset, standard belts showed little change in posture or muscle activation, with the median changes being well within the ranges exhibited during typical riding for all groups (i.e. not distinguishable from typical riding). Typical riding postures of males and females were similar, as were muscular activation levels—generally less than 5% of the MVC. However, drivers exhibited significantly higher muscular activity in the arm and shoulder muscles than passengers. Limitations include the repeated nature of the testing, as prior work has shown that habituation across trials alters occupant response compared to that of unaware occupants. However, randomization of the trial order helped mitigate potential habituation effects. Another limitation is the sample size of 18 volunteers. An important finding of this study is that the increase in occupant muscular activation seen with motorized belts was gender-specific: at deceleration, the change in activation of most muscles was significantly different across gender and belt type, with female drivers exhibiting larger increases in muscular activation than male drivers or passengers of either gender, particularly in the arm muscles. These activations appeared to be startle responses, and may have implications for interactions with the steering wheel and motion during a braking or crash event. This warrants further studies and stresses the importance of quantifying male and female subjects separately in future studies of pre-crash systems. U1 - 24th International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationGothenburg,Sweden StartDate:20150608 EndDate:20150611 Sponsors:National Highway Traffic Safety Administration KW - Automatic seat belts KW - Front seat occupants KW - Gender KW - Kinematics KW - Muscles KW - Occupant protection devices KW - Restraint systems UR - http://www-esv.nhtsa.dot.gov/Proceedings/24/isv7/main.htm UR - https://trid.trb.org/view/1359540 ER - TY - CONF AN - 01569142 AU - Youn, Younghan AU - Kim, Haesun AU - Park, Jiyang AU - Lee, Jaewan AU - Kim, Siwoo AU - National Highway Traffic Safety Administration TI - Investigation of Rear Seat Occupant Potential Injury Risk Based on Seat Belt Configurations PY - 2015 SP - 11p AB - The occupants of all ages and sizes can be seated in the rear seats. But legal requirements regarding the qualification of the second seat row restraint system with anthropomorphic test devices (ATDs) currently do not exist. The protection of frontal seat passengers in both driver and front seated occupant has been more focused from the auto industries as well as regulatory bodies more than 40 years. Fortunately, their interests have been extended to rear seat occupants especially children and female occupants in recent years. However, the current available safety devices for the rear seat occupants are standard seat belt system only. Also, the majority of the rear seat occupant studies were focused to evaluate and protect child either CRS or using seat belt restrained in rear seat. The rear seat seemed to offer the greatest protection to children 0-12 years. Children seated in the rear seat had a lower risk of death compared with front seat passengers whether or not they were restrained. However, among adolescent and adult passengers, the rear seat offered less protection with increasing age and when restraints were used. As a pilot project in Korea, total 452 accident cases have been collected and numbers of injured occupants (in patient) were 698. Drivers were 383 (54.9%), front passengers were 164, 2nd row left side seat were 47 (6.7%), 2nd row right side seat were 82 (11.6%), 2nd row middle seat were 15 (2.1%), and the remains are 3rd and 4th row seat occupants. Results from ISS injury severity analysis, the occupant of driver seating position has the highest ISS scores, 7.8±10.3, while front passenger (7.7±12.9), 2nd middle seat (6.3±7.7), 2nd left seat (6.1±9.3), 2nd right seat 6±11.7), 3rd left seat (6±0.0), 3rd middle seat (5±0.0), and 3rd left seat (2.8±1.7). Although the analysis was based on the limited numbers of data set, the safety of the rear seat adult occupants can’t be ignored. Especially, the majority of rear seat potential occupants may be vulnerable occupants such as child, female with children, pregnant woman, and elderly. In this study, the rear seat belts anchorage locations of the current domestic passenger vehicles were investigated to evaluate the influence of rear seat belt anchorage geometrical configurations in terms of the rear seat passenger safety. The sled type simulation models are developed with three point belts are fitted on the Hybrid III 5th percentile dummy and Hybrid III 50th percentile dummy. The injury value, particularly HIC15 and Chest deflection were examined to evaluate the contribution of rear seat belt anchorage locations. U1 - 24th International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationGothenburg,Sweden StartDate:20150608 EndDate:20150611 Sponsors:National Highway Traffic Safety Administration KW - Aged KW - Children KW - Crash victim simulation KW - Females KW - Korea KW - Rear seat occupants KW - Seat belts KW - Sled tests UR - http://www-esv.nhtsa.dot.gov/Proceedings/24/isv7/main.htm UR - https://trid.trb.org/view/1359538 ER - TY - CONF AN - 01569140 AU - Paine, David AU - Paine, Michael AU - Smith, Jason AU - Leavy, Dan AU - Suratno, Basuki AU - Mclean, Simon AU - Brown, Julie AU - Newland, Craig AU - Haley, Jack AU - Case, Michael AU - National Highway Traffic Safety Administration TI - Crash Protection Offered to Small Occupants in an Offset Frontal Crash PY - 2015 SP - 9p AB - Australasian New Car Assessment Program (ANCAP) crash tests are conducted to well-established protocols and use driver and front passenger anthropomorphic test devices (ATDs) that represent 50 percentile (%ile) adult males. Most modern vehicles do well in these crash tests. However, concerns have been raised about the protection provided to smaller occupants. In 2013 ANCAP conducted a 64km/h frontal offset crash test of a Holden Commodore VF Ute (single-cab pick-up)with two Hybrid III 50%ile male ATDs (AM50). In 2014 the opportunity arose to conduct a further research crash test of a Commodore VF Ute using a small adult female driver ATD (5%ile adult female) and a 6 year old child ATD (Hybrid III 6) in a booster seat in the front passenger seating position. The purpose of the research test was to determine whether the two occupants had an increased risk of injury, compared with the adult male ATDs. The occupant injury measures for the smaller occupants were compared to the results of the previous vehicle crash test (with 50%ile adult male front occupants) in order to make comparisons between the level of protection offered to occupants of different sizes for this type of crash. Furthermore, the authors examined whether the restraint and airbag systems that perform well for 50%ile adult male occupants provide comparable protection for smaller occupants and whether there are any additional hazards for smaller occupants. The outcome of the research was that for the case examined, with the available methods for assessing injury risk, smaller occupants appear to be offered comparative protection in a frontal offset impact for this particular vehicle model. It is apparent that the test vehicle manufacturer included consideration of smaller occupants in the design and development of this vehicle model. U1 - 24th International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationGothenburg,Sweden StartDate:20150608 EndDate:20150611 Sponsors:National Highway Traffic Safety Administration KW - Australasian New Car Assessment Program KW - Air bags KW - Anthropomorphic test device KW - Children KW - Crash injuries KW - Females KW - Front seat occupants KW - Frontal crashes KW - Impact tests KW - Restraint systems UR - http://www-esv.nhtsa.dot.gov/Proceedings/24/isv7/main.htm UR - https://trid.trb.org/view/1359524 ER - TY - CONF AN - 01569139 AU - Pipkorn, Bengt AU - Lopez-Valdes, Francisco J AU - Lundgren, Christer AU - Bråse, Dan AU - Sunnevång, Cecilia AU - National Highway Traffic Safety Administration TI - Innovative Seat Belt System for Reduced Chest Deflection PY - 2015 SP - 10p AB - An innovative seat belt concept aimed at reducing chest injuries was evaluated by means of mechanical tests and mathematical modelling. The tools used were mechanical THOR dummy, mathematical THOR dummy model, THUMS human body model and (Post Mortem Human Surrogates) PMHS. The potential chest injury reducing benefits with a innovative seat belt concept relative to a state of the art belt system was evaluated in sled tests. The reference belt system was a state of the art belt system with a pretensioning of 2kN at the retractor, a force limiter of 4.5kN and an outer lapbelt pretensioner with a pretensioning force of 3.5kN. The innovative seat belt concept was consisting of a retractor equipped with a 2kN pretensioner at the retractor, a force limiter of 6kN and two 3.5kN pretensioners at the buckle and outer lap belt anchorage. The belt was split at the buckle and the lower end of the diagonal belt was moved 50mm forward. With the altered belt geometry the load on the lower part of the chest was reduced and the peak chest deflection was reduced relative to a state of the art belt system. In mechanical sled tests with rigid seat and an impact velocity of 35 and 30kph with the THOR dummy peak chest deflection was reduced by 8.0mm compared to a state of the art belt system. In the corresponding sled model with the THOR dummy model peak chest deflection was reduced by 13mm. Head x-displacement was increased by 26mm for the mechanical THOR dummy and 24mm for the THOR dummy model. For the THUMS model pleak chest deflection was reduced by 10mm with the split buckle system. Generally for the mechanical THOR dummy, the THOR dummy model and the Autoliv THUMS model peak chest deflection was reduced by approximately 8-13mm with the split buckle belt system while only a minor increase in head x-displacement was observed relative to a state of the art belt system. U1 - 24th International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationGothenburg,Sweden StartDate:20150608 EndDate:20150611 Sponsors:National Highway Traffic Safety Administration KW - Crash injuries KW - Deflection KW - Occupant protection devices KW - Restraint systems KW - Seat belts KW - Sled tests KW - State of the art KW - Thorax UR - http://www-esv.nhtsa.dot.gov/Proceedings/24/isv7/main.htm UR - https://trid.trb.org/view/1359525 ER - TY - CONF AN - 01569138 AU - Wu, Chun-Tao AU - Ka, Zhang AU - National Highway Traffic Safety Administration TI - Preliminary Study of Roof Airbag Protecting Rear-Seat Occupants in Frontal Impact PY - 2015 SP - 12p AB - A kind of innovative Airbag, Roof Airbag (RAB), with external straps is studied via virtual engineering, which provide protection to rear-seat occupants in frontal impact. Frontal sled model with AF05 female dummy is generated in LS-DYNA, which is well correlated with full vehicle frontal crash tests in terms of the kinetics and injuries of the dummy. In addition, it is adapted for AF50 and AF95. Based on above models, different configurations of restraint system are studied, different levels of load limiter, belt with or w/o pretensioner, with or w/o RAB for instance. It can be summarized that roof airbag with low level of belt load limiter and pretensioner could provide protection to most size of rear-seat adult occupants as good as that of front-seat occupants in frontal impact. U1 - 24th International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationGothenburg,Sweden StartDate:20150608 EndDate:20150611 Sponsors:National Highway Traffic Safety Administration KW - Air bags KW - Frontal crashes KW - Impact tests KW - LS-DYNA (Computer program) KW - Occupant protection devices KW - Rear seat occupants KW - Restraint systems KW - Seat belts UR - http://www-esv.nhtsa.dot.gov/Proceedings/24/isv7/main.htm UR - https://trid.trb.org/view/1359539 ER - TY - CONF AN - 01569137 AU - Lopez-Valdes, Francisco J AU - Juste-Lorente, Oscar AU - National Highway Traffic Safety Administration TI - Innovative Restraints to Prevent Chest Injuries in Frontal Impacts PY - 2015 SP - 10p AB - By 2050, 21% of world population is expected to be older than 60 years. This age shift poses a serious challenge to the protection of car occupants, as fragility and frailty are associated to increasing age. Advanced restraint systems that aim to reduce chest loading by implementing load limiters or inflatable parts have been introduced in the market over the last years. This paper investigates the kinematics and dynamics of two surrogates (THOR dummy, Post Mortem Human Surrogates or PMHS) in 35 km/h impacts under the action of two different restraints: a pretensioning, force-limiting seat belt (PT+FL) and a concept design consisting of two separate shoulder and lap belt bands (split buckle system or SB). Three repeats per condition where done with the THOR dummy, while only one PMHS was tested per restraint system. With respect to the PT+FL, the results from the THOR tests showed that the SB seat belt decreased chest deflection significantly without a substantial increase of the forward displacement of the head. The PT+FL belt allowed the pelvis of the PMHS to move forward preventing the rotation of the torso and therefore reducing the forward excursion of the head. The PMHS test with the SB resulted in improved kinematics compared with the PT+FL. A complete understanding of the kinematics and dynamics induced by these restraints would require additional PMHS tests. U1 - 24th International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationGothenburg,Sweden StartDate:20150608 EndDate:20150611 Sponsors:National Highway Traffic Safety Administration KW - Aged drivers KW - Deflection KW - Dummies KW - Europe KW - Kinematics KW - Restraint systems KW - Seat belts KW - Thorax UR - http://www-esv.nhtsa.dot.gov/Proceedings/24/isv7/main.htm UR - https://trid.trb.org/view/1359527 ER - TY - CONF AN - 01569136 AU - Nakane, Keita AU - Nojiri, Masayoshi AU - Maekawa, Ryo AU - Esaki, Makoto AU - Suzuki, Shigeyuki AU - Masuda, Yasushi AU - Hitosugi, Masahito AU - National Highway Traffic Safety Administration TI - Analysis of Abdominal Injuries Caused by the Submarining Phenomenon in the Rear Seat Occupants PY - 2015 SP - 8p AB - Improvements to vehicle safety have targeted mainly the front seating positions, where the rate of seat belt usage was high and there were many casualties. Recently, rear seat occupant protection become an important challenge, with an increase in usage of seat belts by rear occupants due to new regulations and new performance criteria defined by Japanese and European vehicle assessment programs for rear seating occupants. Some prior analyses of accident data indicate that rear seat belted occupants tend to be injured in abdominal regions in comparison with front seat occupants. Due to this, the need to study the cause of abdominal injuries and how to countermeasure it is becoming indispensable for improving the protection performance of the rear seat occupants. The following two phenomenons are considered as factors which great impacts on abdominal injuries: the submarining phenomenon, lap belt intruding into abdominal region, and the incorrect routing of the belt, lap belt existing initially on abdominal region. However, the relationship between these probable causes and the abdominal injuries in the real world accident is not expressly described in prior studies. Therefore, first, the frequency of the abdominal injuries caused by the submarining phenomenon was estimated by micro analysis of the accident data. Second, the influence on abdominal internal organs, to which the lap belt load was applied, was analyzed using human body finite element (FE) model THUMS. The results of this analysis indicated that the effect might be applied to abdominal internal organs. As the routing of the lap belt on the pelvis was shown as being very important in this study, a parametric study using Madymo was conducted to determine additional factors that might influence the proper routing of the belt on pelvis. This study narrowed down the factors with big contribution and explains how they were determined. U1 - 24th International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationGothenburg,Sweden StartDate:20150608 EndDate:20150611 Sponsors:National Highway Traffic Safety Administration KW - Abdomen KW - Crash data KW - Crash injuries KW - Europe KW - Japan KW - Madymo KW - Occupant protection devices KW - Pelvis KW - Rear seat occupants KW - Seat belts KW - Vehicle safety UR - http://www-esv.nhtsa.dot.gov/Proceedings/24/isv7/main.htm UR - https://trid.trb.org/view/1359515 ER - TY - CONF AN - 01569135 AU - Mousel, Thierry AU - Ueda, Keisuke AU - Takahashi, Masaki AU - National Highway Traffic Safety Administration TI - Advanced Seat Belt Reminder System for Rear Seat Passengers PY - 2015 SP - 7p AB - Advanced seat belt reminder (SBR) systems with audiovisual warnings have proven to be highly effective in increasing the belt wearing rates of a vehicle's front seat occupants. While the availability of such advanced SBR systems for the front seats is almost common in some markets and fast-growing in others, also thanks to New Car Assessment Programme (NCAP) incentives, the systems available on the rear seats have so far only offered a basic functionality. In 2014, an upgraded SBR function entered the mass market, and the world's first car with an advanced rear seat SBR system including occupant detection was launched on the Japanese market. This vehicle, the Subaru LEVORG, offers an advanced audiovisual SBR warning for the rear outboard seating positions. This advanced function is enabled by occupant detection sensors designed to detect human rear seat occupants, while being robust against the detection of child restraint systems (CRS) or other objects frequently transported on a vehicle's rear seats. The robustness of the occupant detection and the object non-detection has been tested extensively. Occupants shifted their position forward and laterally away from the nominal seating position. A multitude of CRSs and objects were tested to ensure that they do not trigger unnecessary warnings. Advanced rear seat SBR systems have the potential to significantly increase the belt wearing rates, especially as those tend to be much lower on the rear than on the front seats in almost all countries. As belt load limiters and belt tensioners are more and more available for the rear seats, the advanced SBR systems ensure that more rear seat occupants will benefit from the restraint system enhancements. U1 - 24th International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationGothenburg,Sweden StartDate:20150608 EndDate:20150611 Sponsors:National Highway Traffic Safety Administration KW - Child restraint systems KW - Detection and identification systems KW - In vehicle sensors KW - Japan KW - Occupant protection devices KW - Rear seat occupants KW - Seat belt use UR - http://www-esv.nhtsa.dot.gov/Proceedings/24/isv7/main.htm UR - https://trid.trb.org/view/1359518 ER - TY - CONF AN - 01569133 AU - Yaguchi, Masayuki AU - Ono, Koshiro AU - Masuda, Mitsutoshi AU - Sokusai, Hidetoshi AU - Kusayama, Yoshinao AU - Ogaki, Kazunobu AU - National Highway Traffic Safety Administration TI - Impact Responses of THOR Mod Kit Under Different Conditions in Sled Tests and Vehicle Crash Tests PY - 2015 SP - 15p AB - In order to contribute to the development and improvement of the THOR dummies, the impact responses of the THOR Mod Kit were compared with the THOR-NT and the Hybrid III, based on the kinematic and dynamic responses to different conditions in the frontal sled and vehicle crash tests. In a 56 km/h frontal sled test where a dummy was installed on the driver seat of a white body, the responses of the THOR Mod Kit with SD3 shoulder to the differences of the seating procedures and restraint conditions were evaluated comparing with the THOR-NT and the Hybrid III. Moreover, two crash tests using a small passenger car at 55 km/h FWRB and 64 km/h ODB corresponding to JNCAP conditions were conducted, and the responses of the THOR Mod Kit were compared with that of the Hybrid III. Difference of seating procedure affected the responses of the thoracic deflection, abdominal deflection, and iliac force, etc. Compared with the THOR-NT, the THOR Mod Kit clearly showed difference on each measurement location and the forward displacement of its shoulder on the unrestrained side was more pronounced. Regardless of the D-ring positions, the shoulder belt slippage didn't occur in the Hybrid III, whereas belt slippage occurred in the THOR Mod Kit when the D-ring was at the lowest position. When the load limiter force of the seatbelt was higher, forward displacements of the thorax became smaller in both the THOR Mod Kit and the Hybrid III and the neck flexion of the THOR Mod Kit became larger. Accompanying the difference of kinematics, the responses of the head acceleration, neck force and thoracic deflection also differed. In both the FWRB and ODB tests, the maximum rotation angle of the ankle eversion exceeded the preliminary IARV for the THOR at the rebound phase, not at the intrusion phase. From the results above, it turned out, that the THOR Mod Kit response to the difference in seating procedure was more sensitive than that of the THOR-NT. The sensitivity of the THOR Mod Kit to the D-ring position was higher than that of the Hybrid III, and that the difference of load limiter affected the difference of kinematics and dynamic responses of the upper body in both the THOR Mod Kit and the Hybrid III. U1 - 24th International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationGothenburg,Sweden StartDate:20150608 EndDate:20150611 Sponsors:National Highway Traffic Safety Administration KW - Deflection KW - Dummies KW - Impact tests KW - Kinematics KW - Seat belts KW - Shoulder KW - Thorax UR - http://www-esv.nhtsa.dot.gov/Proceedings/24/isv7/main.htm UR - https://trid.trb.org/view/1359513 ER - TY - CONF AN - 01569132 AU - Johannsen, Heiko AU - Otte, Dietmar AU - National Highway Traffic Safety Administration TI - Influence of Impact Type and Restraint System Triggering Time on Injury Severity in Frontal Impact Crashes PY - 2015 SP - 8p AB - The safety performance of cars is evaluated using standard tests. These standard tests are normally performed with full overlap or 40% overlap from the corner in different speed ranges. Analysis of accident data indicated that the injury severity of car occupants that were involved in accidents that are different compared to the standard tests (e.g., central pole impact) is considerably higher than for those that are similar to the standard tests. One of the discussed possible reasons for this observation is that the restraint system triggering might not be appropriate for these situations. The combination of National Automotive Sampling System Crashworthiness Data System (NASS CDS) data with the NASS EDR data allows to analyse the accident circumstances, the restraint system triggering times and the injury situation in frontal impact accidents. The result of this analysis is a grouping of accident situations with corresponding injury severities and restraint system triggering times. These groups are rechecked using the German In-Depth Accident Study (GIDAS) data to confirm the influence of the accident circumstances on the injury severity, as restraint system triggering time is not available in the GIDAS data sample. The restraint system trigger time depends on several factors (e.g., delta-v, impact configuration (e.g., involving both long members, only one long member or no long member), impact angle etc.). While most of the differences appear to be sensible for optimal protection (e.g., at higher delta-v the airbag is needed earlier) the differences for the different impact configuration appears to be critical with respect to injury severity levels of the frontal occupants. The shown correlation between crash configuration, restraint system triggering time and injury severity does not necessarily mean that there is a causative relation between triggering delay and increased injury severity. However, it is likely that there is a causative relation. U1 - 24th International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationGothenburg,Sweden StartDate:20150608 EndDate:20150611 Sponsors:National Highway Traffic Safety Administration KW - Crash data KW - Crash injuries KW - Frontal crashes KW - German In-Depth Accident Study KW - Impact tests KW - Injury severity KW - National Automotive Sampling System - Crashworthiness Data System KW - Restraint systems UR - http://www-esv.nhtsa.dot.gov/Proceedings/24/isv7/main.htm UR - https://trid.trb.org/view/1359521 ER - TY - CONF AN - 01569131 AU - Wang, Zhenwen AU - Sherman, Donald AU - Kloppenborg, Nickolas AU - Bir, Cynthia AU - National Highway Traffic Safety Administration TI - Development of a High Energy Side Impact Dummy PY - 2015 SP - 13p AB - A high energy side impact dummy (HE-SID) was developed for special vehicle development used for law enforcement and VIP protections subjected to improvised explosive device (IED). MIL-SID, i.e. ES-2 ATD with Hybrid III head/neck and MIL-LX design, was used to develop the test rig and define inputs to mimic the IED test conditions. It was found that the MIL-SID shoulder and rib modules were not durable enough to survive the impact during the testing. In addition, the shoulder biofidelity was lacking and requires improvement. A new shoulder structure was designed to improve the shoulder biofidelity. Finite element analysis was conducted to optimize the shoulder design according to the target biofidelity as defined by a series of 12 post-mortem human surrogates (PMHS) shoulder impacts. The MIL-SID shoulder cam design was replaced with a single shoulder rib integrated with damping materials. A three-dimensional (3D) deflection measurement system was developed to measure the shoulder deflections. The 3D deflection measurement system consists of a linear potentiometer and two rotary potentiometers. An algorithm was developed to calculate the deflections at its shoulder joint attachment location. Hardware was fabricated and retrofitted in a MIL-SID for verification and validation. The preliminary test shows that the thorax durability issue was addressed. The ATD was able to withstand numerous tests without any damage. The new shoulder design demonstrated good biofidelity under high energy test conditions. U1 - 24th International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationGothenburg,Sweden StartDate:20150608 EndDate:20150611 Sponsors:National Highway Traffic Safety Administration KW - Dummies KW - Finite element method KW - Impact tests KW - Ribs KW - Shoulder harnesses KW - Side crashes KW - Thorax KW - Vehicle safety KW - Vehicle tests UR - http://www-esv.nhtsa.dot.gov/Proceedings/24/isv7/main.htm UR - https://trid.trb.org/view/1359336 ER - TY - CONF AN - 01569041 AU - Gstrein, Gregor AU - Kurzböck, Christian AU - Opelka, Jan-Mark AU - Krollmann, Jan AU - National Highway Traffic Safety Administration TI - Simulation and Testing of Adaptive FRP-Substructures for Automotive Safety PY - 2015 SP - 12p AB - This paper describes the development of a basic finite element simulation model of a concept for an adaptive structure made with carbon fiber reinforced plastic materials. Thereby in particular the prediction of the mechanical properties of necessary deformation zones in the structure, that are realized with an elastomer matrix system, is challenging due to the different properties of this material compared to conventional composites. Available material models in the FE-Code LS-DYNA are analyzed for their usability in this task. For the parameterization of the material models a number of coupon tests are conducted and the deviations between the material with the elastomer matrix and the material with the conventional duromer matrix system is analyzed. The results of these tests is used to validate the material models for both, the material used in the expansion zone and the conventional composite material in the rest of the structure. It is shown, that the prediction of the shear properties of the elastomer based material creates difficulties with the used material model (MAT_54) but in total the correlation between test and simulation is good and comparable for both materials. The first task that has to be approved for an adaptive structure made of FRP-materials is the expansion-process from the initial to the pressurized final geometry. For this purpose a quasistatic inflation test is performed. The results of the test and a corresponding simulation correlate well for the pressure at which the expansion of the structure begins. Regarding the maximum burst pressure and the location of the material failure deviations be tween test and simulation occur. Possible reasons for this deviations are analyzed and discussed. Finally the additional necessary steps in the creation of a predictive simulation model for an adaptive FRP structure under crash-load and possible approaches for the latter are discussed. U1 - 24th International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationGothenburg,Sweden StartDate:20150608 EndDate:20150611 Sponsors:National Highway Traffic Safety Administration KW - Crashworthiness KW - Fiber reinforced polymers KW - Finite element method KW - Impact tests KW - Shear properties KW - Simulation KW - Vehicle tests UR - http://www-esv.nhtsa.dot.gov/Proceedings/24/isv7/main.htm UR - https://trid.trb.org/view/1359277 ER - TY - CONF AN - 01569040 AU - Lee, Jeong Keun AU - Lee, Hyo bae AU - Jeong, Hun hee AU - National Highway Traffic Safety Administration TI - Occupant Behavior and Brain Injury in NHTSA Oblique Test PY - 2015 SP - 6p AB - The National Highway Traffic Safety Administration (NHTSA) found that a large number of fatalities occurred in crashes involving poor structural interaction between the striking and the struck vehicles, such as corner impacts, oblique crashes, or impacts with narrow objects. NHTSA proposed the oblique test that can reproduce vehicle crush, occupant kinematics, and risk of injury in vehicle-to-vehicle crashes, an offset impact between a research moving deformable barrier (RMDB) and a stationary vehicle at a 15 degree angle. Recent research for NHTSA oblique test with THOR ATD showed the lateral movement of both occupants, so that the driver’s head contact with door or between door and steering wheel. For the far-side occupant, the head contact with center IP and the brain injury risk predicted using BrIC is higher than SOI. The objective of this paper is to investigate and understand the effect of airbag performance on the occupant kinematics and related injury during NHTSA oblique tests. This paper focuses on effect of various airbag parameters corresponding to the dynamic stiffness. The research integrated the injury analysis with a crash testing and computer simulation. MADYMO was used to create a NHTSA oblique test environment. Both 50th percentile THOR ATD and Hybrid III in MADYMO were respectively used to simulate occupant kinematics and injuries for the driver and passenger occupant. Airbag models for curtain airbag and passenger airbag are used in the simulations in order to understand the effect of various restraint system concepts on occupant kinematics and injuries. In this paper, driver side airbag and passenger side airbag are investigated for both near-side occupant and far-side occupant. CAE models are used to show their advantages and limitations. Further enhancements are proposed to improve the correlation of these occupant models. Passenger side airbag and driver side airbag are investigated to reduce the brain injury and head contact with compartment. NHTSA oblique test case is used to demonstrate the effectiveness of the airbag variations. Limitations of the current airbag model used for NHTSA oblique test were highlighted. Vent hole was modified to improve the head injury. For reducing the brain injury risk of occupant in an NHTSA oblique test, it was found counter measures which didn't cause head rotation was effective. U1 - 24th International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationGothenburg,Sweden StartDate:20150608 EndDate:20150611 Sponsors:National Highway Traffic Safety Administration KW - Air bags KW - Behavior KW - Crash injuries KW - Impact tests KW - Kinematics KW - Restraint systems KW - Simulation KW - Traumatic brain injuries KW - U.S. National Highway Traffic Safety Administration UR - http://www-esv.nhtsa.dot.gov/Proceedings/24/isv7/main.htm UR - https://trid.trb.org/view/1359334 ER - TY - CONF AN - 01569039 AU - Jernberg, Christian AU - Larsson, Pontus AU - National Highway Traffic Safety Administration TI - Comparison Between Occlusion Methods for Measuring Distraction Caused by Smartphone Interaction PY - 2015 SP - 10p AB - The occlusion method is an established method for measuring the visual demand from in-vehicle interfaces. The method is usually employed by means of occlusion glasses which can be automatically made opaque or transparent. However, occlusion can also be achieved by turning on and off the screen of the interface being studied. It can be hypothesized though, that glasses-occlusion requires more visual re-orientation efforts after each occluded interval which may give longer Total Shutter Open Times (TSOTs) than the method where only the interface screen is occluded. Two experiments were conducted, with 10 participants (5 female) in Experiment 1 and 14 participants (7 female) in Experiment 2. In both experiments, participants were seated in a truck mockup and performed tasks on a smartphone. Two occlusion conditions were employed: 1) Occlusion with glasses, and 2) Embedded occlusion (turning the screen of the smartphone on/off). Participants also performed a baseline condition with no occlusion. In Experiment 1, five different tasks were performed in each condition: destination selection, dialing a phone number, dialing a contact, changing radio frequency and setting the alarm clock. For each task, a note showing the data to be entered was posted next to the smartphone, e.g. the number to be dialed. The four tasks used in Experiment 2 were: visual-manual text entry, make changes in a truck driving log, dial a phone number and select item from a map (using pinch/swipe operations). The participants did not have support from any note but had to remember the data to enter for each task. For both experiments, TSOTs and Resumability (R) were submitted to separate ANOVAs to reveal differences between occlusion and tasks. The results of Experiment 1 showed a main effect of occlusion type on TSOT (p < .05), where Glasses resulted in longer TSOTs (M = 8.1s) than Embedded (M = 7.4s). However, the interaction between occlusion and task was also significant (p < .01), and suggested that mainly the phone dialing task caused the difference in TSOTs. An explanation to this could be that tasks requiring more visual-spatial reorientation are more difficult to perform with glasses occlusion. A simpler explanation could be that participants needed to look at the note while dialing – which can be done during the occluded intervals with the embedded method. The results from experiment 2 did not show any statistically significant effect of occlusion on TSOTs which suggests that the effects found in Experiment 1 were caused by the fact that participants had to look at the paper note while dialing. The current experiments indicate that the embedded method gives TSOTs comparable to the glasses-occlusion method. However, one must be aware of the fact that there are practical differences between the methods which can lead to diverging TSOTs. The current experiments show that such divergence can occur when instructions are given visually. The embedded occlusion method for evaluating distraction is nonetheless promising since it is easy to use and can be integrated in app developers’ toolkit. U1 - 24th International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationGothenburg,Sweden StartDate:20150608 EndDate:20150611 Sponsors:National Highway Traffic Safety Administration KW - Distraction KW - Drivers KW - Females KW - Human factors in crashes KW - Multitasking KW - Occlusion testing KW - Smartphones UR - http://www-esv.nhtsa.dot.gov/Proceedings/24/isv7/main.htm UR - https://trid.trb.org/view/1359307 ER - TY - CONF AN - 01569038 AU - Compigne, Sabine AU - Masuda, Mitsutoshi AU - Hanen, Gaetan AU - Vezin, Philippe AU - Bermond, François AU - National Highway Traffic Safety Administration TI - PROPOSAL FOR A MODIFIED THOR LOWER ABDOMEN INCLUDING ABDOMINAL PRESSURE TWIN SENSORS PY - 2015 SP - 15p AB - This paper presents the evaluation of a modified THOR-NT lower abdomen which includes two abdominal pressure twin sensors (APTS®) as replacement for the displacement measurements. Further small changes such as the addition of small masses in front of the abdomen have also been made to better mimic the response of the PMHSs under seat belt loading. As a result, the biofidelity of the prototype abdomen was improved compared to THOR-NT standard abdomen. The addition of the small masses succeeded in increasing the initial peak force of the force-penetration response under seat belt tests. In rigid bar impacts, the prototype force-deflection response stayed longer in the corridor. The pressure measurement was repeatable and discriminated the various impact speeds as well as the impact direction. The pressure peaks were proportional to force and penetration peaks. This study demonstrates the feasibility of introducing the APTSs into THOR lower abdomen and makes proposals for further biofidelity enhancements. U1 - 24th International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationGothenburg,Sweden StartDate:20150608 EndDate:20150611 Sponsors:National Highway Traffic Safety Administration KW - Abdomen KW - Crash injuries KW - Dummies KW - Pressure KW - Prototypes KW - Seat belts KW - Sensors UR - http://www-esv.nhtsa.dot.gov/Proceedings/24/isv7/main.htm UR - https://trid.trb.org/view/1359335 ER - TY - CONF AN - 01569037 AU - Pal, Chinmoy AU - Okabe, Tomosaburo AU - Sakurai, Masato AU - Masashi, Makita AU - Vimalathithan, Kulothungan AU - National Highway Traffic Safety Administration TI - Development of High Efficiency Load Path Structure to Enhance Side Impact Safety Performance PY - 2015 SP - 9p AB - In order to protect the occupants effectively in side impact crashes, the main tasks are (a) to minimize the intrusion of the deformed body structure after the impact in order to reduce direct contact force with the occupant and (b) to reduce the relative impact velocity of the intruding structure at the start of contact with the occupant. The existing concepts similar to SIPS (Side Impact Protection) system are basically based on good structural integrity with seat-mounted side air bags and roof-mounted curtain air bags for overall protection of the occupant in side impact crashes. However, for higher level of external input load at an inclined angle from high front-end SUVs acting on the side of an ordinary PV in case of SUV-to-PV side impact crashes, there is a room to have more efficient structural load-path system layout. A new inclined L-shaped High Efficiency Load Path System (HELPS) was developed and incorporated at the back of the existing seat back frame to bypass a part of the incoming load to the central console through the seatback frame. At first, a number of full vehicle finite element (FE) simulation studies were carried out to verify the performance in Insurance Institute for Highway Safety (IIHS) and SINCAP tests to assure the effectiveness of the concept. Finally, it is tuned to a feasible optimized structure in order to ensure other functional aspects, such as, seating comfort of the front passenger, leg-room of the rear occupants, etc. Its performance was calculated assuming various seating positions of the frontal occupant to examine the robustness of the concept in real world safety. Human Body Model (HBM) simulations were also carried out to compare two systems, one with HELPS and the other without HELPS concept. Similar to the results of the dummy response in IIHS and SINCAP tests, reductions in occupant injury level were observed in HBM simulation U1 - 24th International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationGothenburg,Sweden StartDate:20150608 EndDate:20150611 Sponsors:National Highway Traffic Safety Administration KW - Crashworthiness KW - Finite element method KW - Impact tests KW - Insurance Institute for Highway Safety KW - Occupant protection devices KW - Side air bags KW - Side crashes KW - Simulation UR - http://www-esv.nhtsa.dot.gov/Proceedings/24/isv7/main.htm UR - https://trid.trb.org/view/1359296 ER - TY - CONF AN - 01569036 AU - Aust, Mikael Ljung AU - Rydström, Annie AU - Broström, Robert AU - Victor, Trent AU - National Highway Traffic Safety Administration TI - Reliability Improvement Needed in the Eye Glance Measurement Using Driving Simulator Test PY - 2015 SP - 9p AB - To improve the interface design of in-vehicle infotainment systems, robust evaluation methods are required. The Eye Glance measurement using Driving Simulator test (EGDS) defined in the Visual-manual National Highway Traffic Safety Administration (NHTSA) Driver Distraction Guidelines for in-Vehicle Electronic Devices is a promising candidate. However, the present study indicates that EGDS needs further refinement to become sufficiently robust. When two randomly selected groups of 24 drivers tested the same ten in-vehicle tasks following the EGDS protocol, test outcomes were not the same for the two groups. The analysis showed this to be a consequence of how the EGDS pass/fail criteria are calculated. As currently formulated, they make test outcomes highly dependent on between-driver variability. To assess the problem magnitude with repeated EGDS testing, another eight virtual test groups were created by for each group randomly selecting 24 of the 48 participants’ test scores. The analysis showed that EGDS outcomes were 60 % consistent between these ten groups. While six tasks consistently passed or failed, the outcome for the other four depended on which group had tested them. This EGDS reliability problem could possibly be overcome by matching the criteria calculation principles to the underlying population variability. U1 - 24th International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationGothenburg,Sweden StartDate:20150608 EndDate:20150611 Sponsors:National Highway Traffic Safety Administration KW - Distraction KW - Driver information systems KW - Drivers KW - Driving simulators KW - Eye fixations KW - Vehicle design KW - Vehicle electronics UR - http://www-esv.nhtsa.dot.gov/Proceedings/24/isv7/main.htm UR - https://trid.trb.org/view/1359310 ER - TY - CONF AN - 01569035 AU - Kang, Yun-Seok AU - Moorhouse, Kevin AU - Bolte, John H AU - National Highway Traffic Safety Administration TI - Instrumentation Technique for Measuring Six Degrees of Freedom Head Kinematics in Impact Conditions Using Six-Accelerometers and Three-Angular Rate Sensors (6aƒç Configuration) on a Lightweight Tetrahedron Fixture PY - 2015 SP - 11p AB - The ability to measure six degree of freedom head kinematics in impact conditions (i.e. motor vehicle crashes and sport activities) plays an important role in injury assessment of the head/neck complex. Potential accuracy of head instrumentation schemes have recently been improved by using advanced angular rate sensors, so in this study an instrumentation technique for obtaining accurate head kinematics in impact conditions using an external fixture is proposed and validated. The methodology proposed in this study utilizes six accelerometers and three angular rate sensors (6aω) on a lightweight tetrahedron fixture (t6aω) originally designed for measuring head kinematics of post mortem human surrogates (PMHS) in car crash scenarios using a nine accelerometer array package (NAAP) configuration (tNAAP). A Hybrid III 50th percentile male anthropomorphic test device (ATD) head containing an internal nine accelerometer array package (iNAAP) was used to validate the t6aω method proposed in this study. The t6aω instrumentation was installed on a tetrahedron fixture which was attached externally to the Hybrid III ATD head, tested in direct contact tests of various severities, and then compared to data measured from the iNAAP of the Hybrid III ATD head which provided the kinematics gold standard to validate the proposed technique. Results indicate that angular acceleration obtained from the t6aω scheme was comparable to that determined from the iNAAP scheme in the head impact conditions, showing normalized root mean squared deviation (NRMSD) values less than 5%. Transformed linear acceleration from the t6aω to the center of gravity (CG) of the Hybrid III ATD head was also comparable to acceleration measured directly from the accelerometers at the CG, exhibiting less than 5% NRMSD. Accurate angular acceleration and velocity are important to obtain accurate transformed acceleration. Since the t6aω angular acceleration component of the transformed linear acceleration at an inaccessible point was shown to have equivalent accuracy to iNAAP (less than 5% error), and the angular velocity component of t6aω instrumentation should be more accurate than the tNAAP scheme (since it is directly measured by the ARS as opposed to using numerical integration as in tNAAP), the t6aω scheme should yield more accurate transformed linear acceleration at an inaccessible location than the tNAAP scheme. The proposed instrumentation should aid in the development and evaluation of head, neck and brain injuries in future testing. U1 - 24th International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationGothenburg,Sweden StartDate:20150608 EndDate:20150611 Sponsors:National Highway Traffic Safety Administration KW - Anthropomorphic test devices KW - Crash injuries KW - Crashes KW - Degrees of freedom KW - Dummies KW - Head KW - Instrumentation KW - Kinematics KW - Neck UR - http://www-esv.nhtsa.dot.gov/Proceedings/24/isv7/main.htm UR - https://trid.trb.org/view/1359329 ER - TY - CONF AN - 01569034 AU - Han, Byoungkee AU - Oh, Youkeun AU - Lee, Eundok AU - Lee, Jaewan AU - Kim, Gyuhyun AU - National Highway Traffic Safety Administration TI - The Effects of Road Contact Angles and Pitch/Yaw Angles on the Injuries of Drivers in CRIS Test PY - 2015 SP - 11p AB - This paper shows the effect of the roof contact angle with ground and pitch/yaw angle on head and neck injuries in CRIS tests. In this study the effect of these conditions on injury in a rollover is simulated and analyzed by using a commercial multi-body software (ADAMS). The vehicle model consists of a rigid lower body and deformable upper body. Each member of the upper body is characterized to get the similar behavior to the results obtained from an equivalent finite element model. To evaluate the severity of driver’s injuries in a CRIS test, a computer simulation to replicate the dynamic CRIS test is developed. The angular velocity of vehicle is set to a constant value of 270 degree/sec and the lateral velocity is varied to be 28.8kph or 35kph so that it can roll 2 or 3 turns. The roof contact angle with ground is selected to be 135, 145 and 155 degrees. The pitch and yaw angles of the vehicle is also varied to be 2 or 5 degrees and 0, 10, or 20 degrees, respectively. In addition to the peak acceleration of the dummy head, the maximum shear force, compressive force, and bending moment acting on the dummy neck are calculated to evaluate the rollover safety for various conditions. The simulation results are then compared to the KNCAP evaluation criteria. Considering the fact that the rollover accidents with less than 2 full turns account for about 90% of the entire rollover accidents, this study suggests that the 2-turn condition would be appropriate for a protocol of the dynamic rollover test. U1 - 24th International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationGothenburg,Sweden StartDate:20150608 EndDate:20150611 Sponsors:National Highway Traffic Safety Administration KW - Crash injuries KW - Crash injury research KW - Crash victim simulation KW - Europe KW - Fatalities KW - Finite element method KW - Korea KW - Rollover crashes KW - Yaw UR - http://www-esv.nhtsa.dot.gov/Proceedings/24/isv7/main.htm UR - https://trid.trb.org/view/1359303 ER - TY - CONF AN - 01569033 AU - Mueller, Becky AU - MacAlister, Anna AU - Nolan, Joe AU - Zuby, David AU - National Highway Traffic Safety Administration TI - Comparison of HIC and BRIC Head Injury Risk in IIHS Frontal Crash Tests to Real-World Head Injuries PY - 2015 SP - 18p AB - The Insurance Institute for Highway Safety (IIHS) has been measuring head injury criterion (HIC), a measure based on linear impact skull fracture data, to assess head injury risk in its front crash tests since 1995. In 2012, IIHS added instrumentation to measure brain injury criterion (BrIC), a rotationally based injury measure derived from animal data correlated to humans through computational modeling. BrIC is intended to complement HIC rather than replace it. Head injury risk associated with HIC and BrIC values measured with a Hybrid III dummy in 138 front crash tests was compared with real-world injury rates in similar frontal crash configurations calculated from the National Automotive Sampling System Crashworthiness Data System (NASS CDS) database. NASS CDS identified 1.3-5 percent AIS3+ head injury rates in crashes similar to the test configurations. The mechanisms of injury represented by HIC and BrIC are a subset of all head injuries; therefore, the NASS-indicated head injury rates inherently may be an overprediction of injuries directly applicable to these formulas. In crash tests, HIC AIS3+ head injury risk ranged 0-22 percent and BrIC AIS3+ head injury risk ranged 3-85 percent. BrIC AIS3+ head injury risk greater than 50 percent was associated with a variety of head kinematic events including front airbag loading, head contact with instrument panel, and non-contact forward excursion. The published injury risk curve for BrIC indicates that crash tests represent significantly higher serious head injury risk than observed in real-world crashes of similar configurations. Hybrid III may produce exaggerated measures of BrIC or, if accurate, the BrIC formula may need to be reexamined against the underlying animal test data to determine the limitations of BrIC, and the proposed injury risk curves need to be re-evaluated against real human injury risk. Despite its origins as an indicator of skull fracture risk, the range of HIC-based head injury risk observed in crash tests more closely reflects the real-world head injury rates than the range of BrIC-based head injury risk. U1 - 24th International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationGothenburg,Sweden StartDate:20150608 EndDate:20150611 Sponsors:National Highway Traffic Safety Administration KW - Air bags KW - Crash injuries KW - Dummies KW - Frontal crashes KW - Head KW - Impact tests KW - Insurance Institute for Highway Safety KW - National Automotive Sampling System - Crashworthiness Data System KW - Traumatic brain injuries UR - http://www-esv.nhtsa.dot.gov/Proceedings/24/isv7/main.htm UR - https://trid.trb.org/view/1359327 ER - TY - CONF AN - 01569032 AU - Chen, Rong AU - Kusano, Kristofer D AU - Gabler, Hampton C AU - National Highway Traffic Safety Administration TI - Driver Behavior During Lane Change from the 100-Car Naturalistic Driving Study PY - 2015 SP - 10p AB - Lane changes with the intention to overtake the vehicle in front are especially challenging scenarios for forward collision warning (FCW) designs. These overtaking maneuvers can occur at high relative vehicle speeds and often involve no brake and/or application. Therefore, overtaking presents the potential of erroneously triggering the FCW. A better understanding of lane change events can improve designs of human-machine interface and increase driver acceptance of FCW. The objective of this study was to characterize driver behavior during lane change events using naturalistic driving data.The analysis was based on data from the 100-Car naturalistic driving study, collected by the Virginia Tech Transportation Institute. The 100-Car study contains approximately 1.2 million vehicle miles of driving and 43,000 hours of data collected from 108 primary drivers. In order to identify overtaking maneuvers from a large sample of driving data, the authors study developed and validated an algorithm to automatically identify overtaking events. The lead vehicle and minimum time to collision (TTC) at the start of lane change events was identified using radar processing techniques developed in a previous study. The lane change identification algorithm was validated against video analysis which manually identified 1,425 lane change events from approximately 126 full trips. Forty-five (45) drivers with valid time series data was selected from the 100-Car study. From the sample of drivers, the authors algorithm identified 326,238 lane change events. Lane change events were evenly distributed between left side and right side lane change. The characterization of lane change frequency and minimum TTC was divided into 10 mph speed bins for vehicle travel speeds between 10 mph to 90 mph. A total of 90,639 lane change events were found to involve a closing lead vehicle. For all lane change events with a closing lead vehicle, the results showed that drivers change lanes most frequently in the 50-60 mph speed range. Minimum TTC was found to increase with travel speed, and the variability in minimum TTC between drivers also increased with travel speed. U1 - 24th International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationGothenburg,Sweden StartDate:20150608 EndDate:20150611 Sponsors:National Highway Traffic Safety Administration KW - Acceptance KW - Automatic data collection systems KW - Behavior KW - Crash avoidance systems KW - Drivers KW - Lane changing KW - Passing KW - Speed UR - http://www-esv.nhtsa.dot.gov/Proceedings/24/isv7/main.htm UR - https://trid.trb.org/view/1359316 ER - TY - CONF AN - 01569031 AU - Tan, Tana AU - Grzebieta, Raphael AU - Bambach, Mike AU - Olivier, Jake AU - McIntosh, Andrew AU - National Highway Traffic Safety Administration TI - Association Between Vehicle Panel Damage and Thoracic Injury in Rollover Crashes PY - 2015 SP - 9p AB - Rollover crashes are infrequent and account for approximately 2% to 3% of all vehicle crashes in the United States (US) annually. However, when they do occur they are more likely to result in a serious injury or fatality than some other types of crashes. In rollovers, the thorax has been identified as one of the three most frequently seriously injured body regions. As such, research has been carried out over the last few decades to understand better environmental, vehicle and occupant variables in a rollover crash which contribute to an occupant sustaining a serious, i.e. of severity greater than or equal to three on the Abbreviated Injury Scale (AIS 3+), thoracic injury. The findings from the research described in this paper will provide information for the development of a dynamic rollover crash test protocol which includes assessment of thoracic injuries. The aim of this study is to determine if there is an association between vehicle panel damage and AIS3+ thoracic injuries. NASS CDS data from 2001 to 2012 was examined for single vehicle rollover crashes with occupants receiving serious thoracic injuries (cases) and those without thoracic injuries (controls). Vehicle panel damage for both cases and controls were coded and logistic regression performed to determine if there is an association between serious thoracic injury and vehicle panel damage. The result of this study indicates that there is an association between thoracic injury and damage to the top-half of the left front door, top-half of the right front door and left side of the vehicle rearwards of the B-pillar. U1 - 24th International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationGothenburg,Sweden StartDate:20150608 EndDate:20150611 Sponsors:National Highway Traffic Safety Administration KW - Abbreviated Injury Scale KW - Crash injuries KW - Crash injury research KW - Crash victim simulation KW - Fatalities KW - Impact tests KW - Rollover crashes KW - Thorax KW - United States UR - http://www-esv.nhtsa.dot.gov/Proceedings/24/isv7/main.htm UR - https://trid.trb.org/view/1359299 ER - TY - CONF AN - 01569030 AU - Heinrich, Christian AU - National Highway Traffic Safety Administration TI - Fighting Driver Distraction – Recent Developments 2013 - 2015 PY - 2015 SP - 8p AB - Research on driver distraction has a long history and attracts the attention of the scientific community, the public and the authorities. This resulted in a great number of activities. This article will summarize the main developments since the last ESV in 2013 from the perspective of an automotive manufacturer. U1 - 24th International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationGothenburg,Sweden StartDate:20150608 EndDate:20150611 Sponsors:National Highway Traffic Safety Administration KW - Automatic data collection systems KW - Distraction KW - Driver performance KW - Drivers KW - Eye fixations KW - Highway safety KW - Human factors in crashes KW - Simulation UR - http://www-esv.nhtsa.dot.gov/Proceedings/24/isv7/main.htm UR - https://trid.trb.org/view/1359305 ER - TY - CONF AN - 01569028 AU - McKinney, Joseph H AU - Radford, Arthur AU - Stathacopoulos, Alexander AU - Aifadopoulou, Georgia AU - Giannopoulos, George AU - National Highway Traffic Safety Administration TI - The Business Value of Supply Chain Visibility and Monitoring PY - 2015 SP - pp 86–92 AB - In recent decades, freight transport and supply chains have made sophisticated state-of-the-art applications of information and communication technologies that have made visible the whole transportation and supply chain and have increased the ability for collection, analysis, and use of data to improve performance. This approach involves both the demand side—data about items being sold, inventories, order, and receipt of goods—and the supply side—data about available capacities for packing, shipping, and transporting freight. Dynamic, reliable, and relevant information and data are essential to improving the whole freight transportation process through such factors as security information (e.g., theft, tampering), location and condition of cargo (e.g., temperature variations, humidity), and routing optimization. Technologies that make this information available to enterprises have several benefits, including the financial advantages of more efficient management of stock and supply chain operations. This paper identifies and quantifies these benefits according to research results based on the monitoring specific supply chains through the development and use of container monitoring devices. This quantification of benefits is possible because of specific practical tests and experience gained through field research at enterprises that apply the systems and through participation in international research projects funded under the European Union’s Seventh Framework Programme. U1 - 24th International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationGothenburg,Sweden StartDate:20150608 EndDate:20150611 Sponsors:National Highway Traffic Safety Administration KW - Behavior KW - Detection and identification systems KW - Drivers KW - Driving simulators KW - Information technology KW - Reaction time KW - Vehicle design KW - Warning systems UR - http://www-esv.nhtsa.dot.gov/Proceedings/24/isv7/main.htm UR - https://trid.trb.org/view/1359321 ER - TY - CONF AN - 01569027 AU - Jerome, Christian AU - Monk, Chris AU - Campbell, John AU - National Highway Traffic Safety Administration TI - Driver Vehicle Interface Design Assistance for Vehicle-to-Vehicle Technology Applications PY - 2015 SP - 11p AB - This paper provides an overview of the program of research involved in the development of a set of driver-vehicle interface (DVI) design assistance intended for vehicle-to-vehicle (V2V) technology applications. The research reviewed and performed under the National Highway Traffic Safety Administration (NHTSA) sponsored program of research (Human Factors for Connected Vehicles (HFCV), Safety Pilot DVI Evaluations, Driver Issues, and Integration Strategy) will culminate in a DVI Design Assistance Document for V2V technology applications. The results of the research will inform this document, which will be a set of Design Assistance topics and will describe appropriate human-centric design attributes for the DVI. U1 - 24th International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationGothenburg,Sweden StartDate:20150608 EndDate:20150611 Sponsors:National Highway Traffic Safety Administration KW - Distraction KW - Driver support systems KW - Driver vehicle interfaces KW - Technological innovations KW - U.S. National Highway Traffic Safety Administration KW - Vehicle design KW - Vehicle to vehicle communications UR - http://www-esv.nhtsa.dot.gov/Proceedings/24/isv7/main.htm UR - https://trid.trb.org/view/1359318 ER - TY - CONF AN - 01569026 AU - Mongiardini, Mario AU - Grzebieta, Raphael H AU - Mattos, Garrett A AU - Bambach, Mike AU - Rechnitzer, George AU - McIntosh, Andrew S AU - Dal Nevo, Ross AU - National Highway Traffic Safety Administration TI - Analysis of Vehicle Roof Weakness and Potential for Neck Injuries from Experimental and Simulated Dynamic Rollover Tests PY - 2015 SP - 10p AB - Despite the considerable rollover crashworthiness research carried out to date, there is still a need to establish exactly how spine and neck injuries occur to a seat-belted occupant during a rollover. This paper details an experimental and Finite Element (FE) analysis aimed at demonstrating how a stronger vehicle roof can reduce the potential for neck injuries to a seat belted occupant seated in the front on the rollover far-side. An analysis was carried out of the head-torso kinematics of a seat-belted Anthropomorphic Test Device (ATD) measured during two rollover crash tests conducted on a weak- and strong-roof sport utility vehicle (SUV), respectively. Both experimental laboratory rollover tests were performed under the same nominal conditions using the original Center for Injury Research (CFIR) Jordan Rollover System (JRS) located in Goleta, California. Further, a comparison of the ATD kinematics was then carried out using data obtained from detailed FE simulations of vehicle rollovers carried out using the FE model of the University of New South Wales (UNSW) JRS located in Sydney Australia, and an FE model of a SUV, first with the original production roof and then with a reinforced roof. The analysis of the experimental tests indicated that an excessive roof crush would likely cause the head to be captured within the crush zone long enough for the torso to apply a large inertial axial-compression load to the neck. In contrast, a stronger roof continuously guides the occupant’s head moving it along an arc in a smoother manner, thus reducing any significant change in velocity between the head and torso, and any consequent inertial axial-compression loading. However, preliminary computer simulations confirm this mechanism only in part, and further simulations of the refined computer model of the UNSW JRS and SUV models are being conducted and will be reported on when completed. U1 - 24th International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationGothenburg,Sweden StartDate:20150608 EndDate:20150611 Sponsors:National Highway Traffic Safety Administration KW - Australia KW - California KW - Crash injuries KW - Crash victim simulation KW - Crashworthiness KW - Neck KW - Rollover crashes KW - Sport utility vehicles KW - Vehicle roofs UR - http://www-esv.nhtsa.dot.gov/Proceedings/24/isv7/main.htm UR - https://trid.trb.org/view/1359297 ER - TY - CONF AN - 01569025 AU - Singer, Jeremiah AU - Lerner, Neil AU - Baldwin, Carryl AU - Traube, Eric AU - National Highway Traffic Safety Administration TI - Auditory Alerts in Vehicles: Effects of Alert Characteristics and Ambient Noise Conditions on Perceived Meaning and Detectability PY - 2015 SP - 14p AB - Two complementary studies were conducted. In Study 1 (categorical perception of alerts), a series of experiments examined the key parameters that result in listeners perceiving a given sound as an urgent warning versus other less urgent message categories. Initial perceptual sorting experiments identified the most significant parameters and subsequent driving simulator experiments confirmed and refined the findings. Study 1 found that four auditory characteristics accounted for most of the variance in classification of auditory alerts as urgent warnings. Sounds were classified as alarms over 90 percent of the time when they had a peak-to-total-time-ratio (ratio of the time that the sound is at full intensity to the entire pulse duration including onset and offset) of greater than or equal to .7, an interburst interval of less than or equal to 125 ms, at least 3 harmonics, and a base frequency of greater than or equal to 1000 Hz. These results were observed initially in laboratory studies, and replicated during simulated driving. In Study 2 (warning perception in ambient noise environments), an experiment was conducted to investigate the effects of different in-vehicle ambient noise conditions on auditory signal detection and perception. Participants driving on a freeway experienced three ambient noise conditions (windows closed and no music, music playing, front windows open). Fifteen auditory alerts, presented at 65 or 75 decibels (A-weighted), occasionally occurred. Participants pressed a button as soon as they detected the sound, then provided ratings of the noticeability, urgency, and intended meaning of the sound. Study 2 found significant main effects for ambient noise condition and for alert sound for perceived noticeability, urgency, and response time to alert. Detection was impaired by the presence of music, and even more so with the front windows open. Even when auditory signals were heard, noise conditions modified their perceived urgency and meaning. There were also interactions between ambient noise condition and sound, indicating differences in how well sounds of similar loudness tolerated interference from noise.Results also demonstrate that the perceived urgency and meaning of auditory messages can change under noisier ambient conditions, and some features of more noise-resistant signals were suggested by the data. The findings of this research may help interface designers to create auditory signals that indicate the appropriate type and urgency of message. U1 - 24th International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationGothenburg,Sweden StartDate:20150608 EndDate:20150611 Sponsors:National Highway Traffic Safety Administration KW - Ambient noise KW - Auditory perception KW - Crash avoidance systems KW - Detection and identification systems KW - Driver support systems KW - Driver vehicle interfaces KW - Driving simulators KW - Vehicle design UR - http://www-esv.nhtsa.dot.gov/Proceedings/24/isv7/main.htm UR - https://trid.trb.org/view/1359320 ER - TY - CONF AN - 01569024 AU - Un-chin, Park AU - Ganz, Florian AU - Ha-jong, Song AU - Sankar, Sudar AU - Hyun-chul, Kim AU - Wohlfahrt, Mario AU - National Highway Traffic Safety Administration TI - The Force Measurement of Primary Parts in Vehicle Side/Smalloverlap Crash PY - 2015 SP - 7p AB - In this research, the new calibration component test methodology and converted forces from strain gauge will be proposed about measuring real time force of side structure like B-pillar, roof rail, door beams and side sill of IIHS side crash and lower arm, A-pillar force of Insurance Institute for Highway Safety (IIHS) smalloverlap. U1 - 24th International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationGothenburg,Sweden StartDate:20150608 EndDate:20150611 Sponsors:National Highway Traffic Safety Administration KW - Crashworthiness KW - Force KW - Impact tests KW - Insurance Institute for Highway Safety KW - Motor vehicle dynamics KW - Side crashes KW - Strain gages KW - Vehicle tests UR - http://www-esv.nhtsa.dot.gov/Proceedings/24/isv7/main.htm UR - https://trid.trb.org/view/1359291 ER - TY - CONF AN - 01569023 AU - Lukaszewicz, Dirk AU - National Highway Traffic Safety Administration TI - A Design Method for Robust Automotive and Aerospace Composite Structures Including Manufacturing Variations PY - 2015 SP - 10p AB - Composites may enable further weight reductions for plastic composite intensive vehicles. Among the challenges associated with greater adoption of composites in the automotive industry are the need for novel design procedures, the use of composites in impact applications and the greater variability during composite manufacture. Here, the author's method is presented to account for composite manufacturing variability in the design phase. The method is based on measuring the variability in a part and the translation into a simulation. As an example a side-pole impact into a doorsill subassembly was chosen. The test data are used to validate numerical simulations models for the impact situation. The simulation is then used to study the sensitivity of the system with respect to manufacturing variability. A novel optimization was also used that decouples multiple manufacturing variations and allows identifying limits on acceptable variability levels. The experimental tests exhibit changes in mechanical performance due to the existence of manufacturing variations. The numerical simulation including these manufacturing variations shows reasonable agreement with the experimental data. The finite element (FE) model was then used to vary the manufacturing variations and to identify allowable intervals within defined performance criteria. The design methodology has significant benefits for automotive composite design and manufacturing since it may enhance the robustness of composite crash-structures, reduce part cost and eliminate excessive safety factors to account for unknown manufacturing variations. U1 - 24th International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationGothenburg,Sweden StartDate:20150608 EndDate:20150611 Sponsors:National Highway Traffic Safety Administration KW - Composite materials KW - Crashworthiness KW - Finite element method KW - Impact tests KW - Simulation KW - Vehicle design KW - Vehicle performance KW - Vehicle weight UR - http://www-esv.nhtsa.dot.gov/Proceedings/24/isv7/main.htm UR - https://trid.trb.org/view/1359287 ER - TY - CONF AN - 01569022 AU - Toczyski, Jacek AU - Zhang, Qi AU - Foltz, Patrick AU - Overby, Brian AU - Bolton, Jim AU - White, Joey AU - Moors, John AU - Cochran, Jack AU - Roberts, Carolyn AU - Crandall, Jeff AU - Kerrigan, Jason AU - National Highway Traffic Safety Administration TI - Dynamic Validation of Rollover Buck Roof Structure PY - 2015 SP - 12p AB - Effective passive countermeasure design for rollover injury prevention requires thorough understanding of the occupant response in rollover impact. Thus, the dummy biofidelity in rollover crashes is important. To evaluate the dummy biofidelity a test buck was developed for a variety of surrogate biofidelity analyses. The buck was designed to mimic the geometry and inertial properties of a modern strong-roof vehicle. It consisted of two major parts: a deformable, replaceable greenhouse and a rigid base. The goal of this study was to show that the greenhouse structure proposed in this paper, when loaded in a static roof crush test (similar to FMVSS 216) reaches the strength-to-weight ratio level of real vehicles and when loaded in a dynamic rollover test, the roof deformation matches deformation magnitude and shapes observed in the vehicles from the current United States (US) fleet. To achieve this goal a multi-step design approach was used, including a quasi-static roof crush test and a rollover test on fabricated prototypes of the buck roof structure. Based on the gathered data, modifications were introduced to the roof design to improve the greenhouse mechanical response, both dynamically and quasi-statically. Once the design was fixed, one additional static and twelve dynamic rollover tests were performed and roof structure deformation was compared to the measurements made on two late-model US-market vehicles (an SUV and a mini-van), tested in similar conditions. The roof exhibited a desired response under the quasi-static loading with the peak value (61.1 kN) within first 127 mm of platen motion, which resulted in the strength-to-weight ratio of 3.76. During the twelve rollover tests the magnitude and shape of the buck roof deformation were consistent with those measured on the two test vehicles. In the twelve tests the maximum resultant displacements of the trailing side A- and B-pillar (after excluding three outlier tests due to welding defects) were as follows: 189-223 mm and 183-222 mm, respectively. The component displacements of the B-pillar were: between 165-198 mm in SAE Y and between 84-106 mm in SAE Z. The results of this study showed that the designed roof structure can match the deformation magnitude and shapes, including the prevalence of greater lateral than vertical displacement, seen in the current US fleet vehicles. The roof developed in this study has a quasi-static response similar to that of real vehicles loaded in a FMVSS 216-like test. It mimics the stiffness of real vehicle roofs under static and dynamic roof crush loading, and thus it can be used with the test buck to simulate real vehicle rollover crashes to perform parametric analyses and evaluate dummy biofidelity. U1 - 24th International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationGothenburg,Sweden StartDate:20150608 EndDate:20150611 Sponsors:National Highway Traffic Safety Administration KW - Deformation KW - Fracture tests KW - Impact tests KW - Motor vehicle dynamics KW - Rollover crashes KW - United States KW - Vehicle design KW - Vehicle roofs UR - http://www-esv.nhtsa.dot.gov/Proceedings/24/isv7/main.htm UR - https://trid.trb.org/view/1359301 ER - TY - CONF AN - 01569021 AU - Akima, Satoshi AU - Omiya, Masaki AU - Takahashi, Kunihiro AU - National Highway Traffic Safety Administration TI - Load Transfer of Passenger Car Compartment for Improvement of Structural Performance Side Impact PY - 2015 SP - 15p AB - We demonstrate the effectiveness of a new method for expressing the load transfer in passenger car bodies to improve structural performance in order to protect occupants in side impact. For vehicle structures, one of the most important goals is the reduction of compartment deformation. For this purpose, indicating the load transfer paths in a vehicle compartment is fundamentally significant. The present authors previously developed an index Ustar (U*) to express the load paths in structures. Our purpose in the present study is to express the load transfer using U* in a vehicle compartment in side impact. The index U* is defined as U* = 1-U/U′, where U is the work done at the loading point and U′ is the work done when an arbitrary point is constrained. We can say that U* shows the connectivity between the loading point and an arbitrary point. It is natural to think that the force is transferred along the highest part of the U* distribution. The index U* can realize a way to obtain the overall view of load transfer in the vehicle compartment during collisions. We introduce the extended U* in which the effect of inertial force is included for the calculation of vehicle collision. The calculated distribution of U* for a sample passenger car shows that the impact force is transferred mainly to the lower structure of the compartment. However, the load is not transferred to the opposite body side, because of the separation caused by the center tunnel structure. The U* distribution shows that among the several transverse cross-members, the cross-member under the B-pillar plays a key role in load transfer. In contrast, the cross-member under the front seat has a small effect for load transfer. These results of load transfer are demonstrated by the colored U* contour lines in the entire compartment for any specified instant during impact. The calculated results are expected to improve the side impact crashworthiness to reduce the risk of injury to occupants. As an example, to increase the load transfer of the cross-member under the front seat, we locate the stiffener member between the side sill and the tunnel structure. The designation of the stiffener location is pinpointed by the distribution of U*. A crash simulation of a sample vehicle equipped with the stiffened cross-member reveals that the side sill intrusion deformation decreases by more than 30%. The value of the decrease rate itself is not a key point of the result. The point of importance is the effectiveness of the deduction process by U* for the strict determination of structural improvement. U1 - 24th International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationGothenburg,Sweden StartDate:20150608 EndDate:20150611 Sponsors:National Highway Traffic Safety Administration KW - Crashworthiness KW - Deformation KW - Impact tests KW - Inertial forces KW - Load transfer KW - Side crashes KW - Simulation KW - Vehicle compartments UR - http://www-esv.nhtsa.dot.gov/Proceedings/24/isv7/main.htm UR - https://trid.trb.org/view/1359292 ER - TY - CONF AN - 01569020 AU - Kikuchi, Takahiro AU - Togawa, Atsushi AU - Murakami, Daisuke AU - Tatsu, Kaoru AU - Pal, Chinmoy AU - Okabe, Tomosaburo AU - National Highway Traffic Safety Administration TI - A Study of Brain Injury Mechanisms in Vehicle Crashes PY - 2015 SP - 9p AB - Brain injury has been researched since the 1940s and various methodologies have been discussed for evaluating brain injury risk in vehicle crash tests. In recent years, an angular velocity based brain injury criterion (BrIC) has been proposed by the National Highway Traffic Safety Administration (NHTSA) for use in regulatory or consumer vehicle safety assessment tests. One of the brain injury mechanisms can be explained by relative displacement between the brain and skull, resulting in brain deformation and strain. This paper states a hypothesis of this brain injury mechanism using a simple mass-spring-damper model. Then the hypothesis was verified by the Simulated Injury Monitor (SIMon) version 4.0, a finite element model of the human head developed by NHTSA, using a cumulative strain damage measure (CSDM) as the brain injury metric. In consequence, CSDM varies according to the input loadings, which have the same peak angular velocity but different levels of peak angular acceleration and loading durations. These results suggest that in order to evaluate brain injury risk accurately, an angular velocity based criterion may not always be sufficient and it may be necessary to consider the peak value of angular acceleration and the corresponding loading duration. This hypothesis was applied to NHSTA’s research test data to prove its validity. It was found that brain injury risk predicted by CSDM can be comparatively lower than that predicted by BrIC and vice versa. U1 - 24th International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationGothenburg,Sweden StartDate:20150608 EndDate:20150611 Sponsors:National Highway Traffic Safety Administration KW - Crash injuries KW - Head KW - Regulations KW - Traffic crashes KW - Traumatic brain injuries KW - U.S. National Highway Traffic Safety Administration KW - Vehicle safety UR - http://www-esv.nhtsa.dot.gov/Proceedings/24/isv7/main.htm UR - https://trid.trb.org/view/1359332 ER - TY - CONF AN - 01569019 AU - Rydström, Annie AU - Aust, Mikael Ljung AU - Broström, Robert AU - Victor, Trent AU - National Highway Traffic Safety Administration TI - Repeatability of the NHTSA Visual-Manual Guidelines Assessment Procedure PY - 2015 SP - 5p AB - The Visual-Manual National Highway Traffic Safety Administration (NHTSA) Driver Distraction Guidelines for In-Vehicle Electronic Devices includes the Eye Glance Measurement Using Driving Simulator Testing (EGDS) task acceptance test. This paper describes the outcome of two EGDS tests, where both tests assessed the same set of 10 in-vehicle tasks, though each test employed a different group of 24 test participants, randomly sampled according to the proscribed EGDS procedure. Thus, in total 48 test participants drove on a simulated motorway in a lead vehicle following scenario while performing tasks such as changing temperature, setting destination in the navigation system and selecting and playing mu sic using a prototype in-vehicle infotainment system located on the center panel. When comparing the test outcomes between the two groups, it was found that for 6 of the 10 tested tasks, pass/fail outcomes differed between the two groups on one or more of the proposed criteria. This high level of inconsistency in outcome between two identical tests using ten identical tasks raises questions regarding the repeatability of the proposed NHTSA EGDS procedure. U1 - 24th International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationGothenburg,Sweden StartDate:20150608 EndDate:20150611 Sponsors:National Highway Traffic Safety Administration KW - Distraction KW - Driver vehicle interfaces KW - Drivers KW - Eye fixations KW - Multitasking KW - Simulation KW - U.S. National Highway Traffic Safety Administration KW - Vehicle electronics UR - http://www-esv.nhtsa.dot.gov/Proceedings/24/isv7/main.htm UR - https://trid.trb.org/view/1359306 ER - TY - CONF AN - 01569018 AU - Roberts, Carolyn AU - Kerrigan, Jason R AU - National Highway Traffic Safety Administration TI - Injuries and Kinematics: Response of the Cervical Spine in Inverted Impacts PY - 2015 SP - 27p AB - Given the frequency and severity of cervical spine injuries resulting from rollover crashes, it is critical to analyze the mechanism of cervical spine injury in this loading condition. In rollover crashes, roof-to-ground impacts can generate axial compression of the cervical spine, which can result in paralysis and death. This study was performed to compare injury type and severity between component and full body inverted vertex impact tests with post-mortem human surrogates (PMHS); a secondary aim was to determine how changes in vertebral kinematics resulted in changes in hear reaction loads. Five PMHS were suspended in an inverted seated position and then dropped from two heights to achieve 2 m/s (one subjects once and another twice) and 4.4 m/s (all subjects) at impact. The subjects were dropped on a padded five-axis load cell to record the reaction force from impact. Each PMHS was instrumented with three blocks (each containing three accelerometers and three angular rate sensors) rigidly mounted along the upper thoracic spine and on the head. Injuries were determined using both CT scans and dissection following testing. Vertical force traces from the load cell reflect a similar two peak shape seen in previous full-body and component tests. High-speed (1000 Hz) X-ray video analysis shows the neck retains in its initial orientation but becomes increasingly compressed during the loading portion of the first peak. At the first peak, the cervical spine begins to curve, putting the cervical spine into extension, with the center of curvature around C3 or C4, and continues into bending during the unloading of the first peak. The head then translates forward and the neck moves into flexion during the second peak. Each PMHS achieved a flexion injury in the upper thoracic spine or the lower cervical spine during the testing, which occurred during the second peak of the force trace, contradicting previous theories that injury occurs at the first peak, where maximum force occurs. These tests suggest that the direction of torso loading, impact velocity, and boundary conditions at the ends of the cervical spine all affect the kinematics during impact as well as the resulting injuries, and should all be taken into account when determining appropriate injury criteria and developing biofidelic ATDs to predict injuries in crash tests. U1 - 24th International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationGothenburg,Sweden StartDate:20150608 EndDate:20150611 Sponsors:National Highway Traffic Safety Administration KW - Crash injuries KW - Crash victim simulation KW - Dummies KW - Impact tests KW - Kinematics KW - Rollover crashes KW - Spinal column UR - http://www-esv.nhtsa.dot.gov/Proceedings/24/isv7/main.htm UR - https://trid.trb.org/view/1359324 ER - TY - CONF AN - 01569016 AU - Takahashi, Tomoshi AU - Fukushima, Satoshi AU - Kitagawa, Yuichi AU - Yasuki, Tsuyoshi AU - National Highway Traffic Safety Administration TI - Injury Simulation of Rear Seat Child Occupant in Offset Deformable Barrier Frontal Impact PY - 2015 SP - 9p AB - From 2016, Euro New Car Assessment Programme (NCAP) plans to assess child occupant protection performance with Q6 and Q10 dummies in a 64 km/h offset deformable barrier (ODB) frontal impact test. This paper describes research simulating this frontal impact test using a ten-year old (10YO) version of the Total Human Model for Safety (THUMS) and a finite element (FE) model of the Q10 dummy. The changes in impact kinematics and injury values of the 10YO THUMS model were compared with the Q10 dummy under various load limiter (L/L) values ranging from 2 to 5 kN, and the differences between the two were examined. Differences in the kinematics between the two mostly appeared during the second half of the test. As a result, the displacement of the head and chest of the Q10 dummy was smaller than that of the 10YO THUMS model. This result was probably because the thoracic plate of the Q10 dummy hindered the flexion of the thoracic spine. In addition, the chest upper deflection of the Q10 dummy resulted in higher injury values. This result was assumed to be because the shoulder belt was positioned close to the chest upper deflection gauge. In addition, the change in the chest upper deflection of the Q10 dummy was greater than that of the 10YO THUMS model, with a sensitivity of approximately four times as large. This result was due to the high force transmission ratio from the clavicle to the sternum. U1 - 24th International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationGothenburg,Sweden StartDate:20150608 EndDate:20150611 Sponsors:National Highway Traffic Safety Administration KW - Child restraint systems KW - Crash injuries KW - Finite element method KW - Head KW - Impact tests KW - Occupant protection devices KW - Shoulder harnesses KW - Thorax UR - http://www-esv.nhtsa.dot.gov/Proceedings/24/isv7/main.htm UR - https://trid.trb.org/view/1359322 ER - TY - CONF AN - 01568667 AU - Kim, Taewung AU - Park, Gwansik AU - Montesinos, Salvador AU - Subit, Damien AU - Bolton, James AU - Overby, Brian AU - Forman, Jason AU - Crandall, Jeff AU - Kim, Hyungjoo AU - National Highway Traffic Safety Administration TI - Abdominal Characterization Test Under Lap Belt Loading PY - 2015 SP - 14p AB - The phenomenon of submarining is of major interest in the design and optimization of restraint systems. A biofidelic finite element human body model can be more useful for investigating this phenomenon than the existing dummy. For the validation of finite element human body models, belt pull tests were performed to characterize thoracic and abdominal regions of the PMHS, and the 50%tile male Hybrid III dummy was tested for comparison with the PMHS. The spines of subjects were rigidly mounted to a test fixture through a mounting system to minimize the influence of the spinal motion during the test. The pelvis of the subjects were positioned close to the normal driving posture, but the torso angle was more reclined than the average driving posture due to the difficulty of adjusting the torso angle during the mounting process. This torso angle led to the belt being positioned more rearward with respect to anterior superior iliac spine (ASIS) in the longitudinal direction. The subjects were loaded under lap belt only configurations with two levels of load limits, 1 kN and 3 kN. The lap belt was positioned in various vertical offsets with respect to ASIS and belt angles. The vertical offset of the belt from ASIS was determined based on volunteer test data. Belt pulling distance, belt cable force, spine reaction force, and belt kinematics were documented for the human body model validation. During the lap belt tests, both belt sliding over the pelvis and belt staying in front of the pelvis were observed, and a large amount of abdominal compression was observed during the submarining cases. After finishing the test series, autopsies were performed on the PMHS, and both PMHS showed no injuries in the abdominal region. One of the PMHS also showed a pelvic fracture at the iliac crest, but the PMHS had a pre-existing healed pelvic fracture at the same location. It was believed that this pre-existing fracture had not healed completely prior to death. Note that its ASIS region was intact so it should not have affected the occurrence of the submarining-like belt kinematics. Although only two PMHS were tested, the biomechanical responses collected through the belt pull test can be used to validate the computational human body model for further investigation on the submarining phenomenon. U1 - 24th International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationGothenburg,Sweden StartDate:20150608 EndDate:20150611 Sponsors:National Highway Traffic Safety Administration KW - Abdomen KW - Anthropometry KW - Crash injuries KW - Dummies KW - Finite element method KW - Occupant kinetics KW - Restraint systems KW - Seat belts UR - http://www-esv.nhtsa.dot.gov/Proceedings/24/isv7/main.htm UR - https://trid.trb.org/view/1358739 ER - TY - CONF AN - 01568368 AU - Fredriksson, Rikard AU - Ranjbar, Arian AU - Rosén, Erik AU - National Highway Traffic Safety Administration TI - Integrated Bicyclist Protection Systems - Potential of Head Injury Reduction Combining Passive and Active Protection Systems PY - 2015 SP - 12p AB - In recent years both pedestrian passive and active safety systems, such as pedestrian bonnets/airbags and autonomous braking, have emerged on the market and are estimated to be effective to reduce injury of vulnerable road users in car crashes. A natural next step is to develop similar protection systems for bicyclists. The aim of this study was to investigate the potential bicyclist head injury reduction from passive and active protection systems compared to an integrated system. The German In-Depth Accident Study (GIDAS) database was queried from 1999 to 2014 for severely (AIS3+) head injured bicyclists when struck by passenger car fronts. This resulted in 34 cases where information was sufficient for both the pre-crash and the in-crash part of the event. The default passive protection system was designed to mitigate head injuries caused by the bonnet area, A-pillars, and the lower windscreen (instrument panel) area (deployable hood and windshield airbag). To estimate the hood and airbag performance risk reduction functions were used based on experimental tests with and without the systems. The active protection system was an autonomous braking system, which was activated one second prior to impact if the bicyclist was visible to a forward-looking sensor. Maximum speed reduction was estimated using road condition information in each case. The integrated system was a direct combination of the passive and active protection systems. Case by case the effect from each of the active, passive and integrated systems was estimated. For the integrated system, the influence of the active system on the passive system performance was explicitly modelled in each case. A sensitivity analysis was performed varying the coverage area of the passive protection system and the activation criteria of the active system. The integrated system resulted in 29%-62% higher effectiveness than the best single system of active respectively passive protection system in reducing the number of bicyclists sustaining severe (AIS3+) head injuries. These values were statistically tested and found to be significant. The study is based on representative data from Germany, but may not be representative to countries with a different car fleet or infrastructure. This study indicates that integrated systems of passive and active vulnerable road user countermeasures offer a significantly increased potential for head injury reduction compared to either of the two systems alone. U1 - 24th International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationGothenburg,Sweden StartDate:20150608 EndDate:20150611 Sponsors:National Highway Traffic Safety Administration KW - Abbreviated Injury Scale KW - Active safety systems KW - Air bags KW - Crash injuries KW - Cyclists KW - Germany KW - Head KW - Vehicle safety KW - Vulnerable road users UR - http://www-esv.nhtsa.dot.gov/Proceedings/24/isv7/main.htm UR - https://trid.trb.org/view/1357837 ER - TY - CONF AN - 01568352 AU - Subit, Damien AU - Sandoz, Baptiste AU - Choisne, Julie AU - Amabile, Célia AU - Vergari, Claudio AU - Skalli, Wafa AU - Laporte, Sebastien AU - National Highway Traffic Safety Administration TI - Rib Length Variation with Age and Sex - Measurements from High-Resolution Low-Radiation X-Ray Images of Volunteer Subjects PY - 2015 SP - 7p AB - Human surrogates such as anthropomorphic test devices and computational models are common tools used by the automotive industry to characterize injury mechanisms and design countermeasures. The surrogates currently available were designed to be representative of certain sex and percentile of the population, such as the 5th- and 50th-percentile females, and the 50th- and 95th-percentile males. Great improvements were achieved in crash protection thanks to these models, but there is a need for more refined models that take into account a greater variation of the human diversity, such as the geometric variation due to aging. Therefore, the objective of this study was to determine how the length of ribs varies with age and sex. A total of 103 asymptomatic volunteer subjects aged 0 to 84 years old were included in the study. First, each volunteer was imaged either with a standard clinical CT-scan, or in a standing position with the EOS imaging system, a low-radiation X-ray system that acquired one frontal and one sagittal high resolution images of the ribcage. Second, a custom-made software toolbox was used to create a subject-specific geometrical three-dimensional (3D) model of each subject bony ribcage by registration of a statistical parametric ribcage model. Third, the rib length and mean thoracic index were extracted from the 3D ribcage models. The two main results were that the thoracic index (depth to width ratio of the thorax) was found to be fairly age-independent, and that the ribs length increased linearly with age between 0 and 20 years old before reaching a plateau. The growth rate of the ribs increased between each rib level from rib 1 (4 mm/year) to rib 10 (10.5 mm/year). This indicates a change in the size and shape of the ribcage during growth. The study provides a quantitative characterization of age and sex-induced variation in the ribcage geometry, based on asymptomatic adult volunteer data. This study addresses the need for the geometric data required to build a set of computational models that represent male and female subjects of various age. U1 - 24th International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationGothenburg,Sweden StartDate:20150608 EndDate:20150611 Sponsors:National Highway Traffic Safety Administration KW - Anthropometry KW - Countermeasures KW - Crash data KW - Crash injuries KW - Dummies KW - Gender KW - Injury severity KW - Ribs UR - http://www-esv.nhtsa.dot.gov/Proceedings/24/isv7/main.htm UR - https://trid.trb.org/view/1358641 ER - TY - CONF AN - 01568351 AU - Koike, Asao AU - Okami, Yoshiaki AU - Miyamae, Atsushi AU - Yamamoto, Ryota AU - de Coo, Peter AU - van Montfort, Sjef AU - National Highway Traffic Safety Administration TI - Estimation of Front Underrun Protector Effectiveness in Terms of Fatalities Reduction PY - 2015 SP - 9p AB - Frontal collisions between cars and trucks lead to high fatality rate of the car driver. Therefore the Japanese road administration established a directive, conformity to ECE-R.93 (2000/40/EC), compulsory since September 1st, 2011. As known, this directive describes a ‘rigid’ Front Underrun Protection (FUP) device installed on a truck. New developments are in the direction of energy absorbing devices in order to manage more severe impacts between both vehicles. The question is how to estimate the effectiveness of these devices. Using a virtual car fleet, the effect of different FUP devices installed on or integrated with a truck front end can be estimated by simulation, in terms of injury severity and crash severity. The relationship between both makes it possible to estimate injury severity via crash severity. By transferring injury severity to AIS scale and fatality rate, a coupling can be made with real accidents and their effects on injuries. The other subject is to indicate the car severity by replacing a specific car fleet to a general device, in order to simplify the evaluation. The paper shows the steps from the simulations, to the analyses and simplifications, transfer to AIS scale and mapping on the real accident database, to predict the reduction of fatalities by using different types of energy absorbing FUPs (e.a.FUP). In order to represent the car fleet, the Moving Progressive Deformable Barrier (MPDB) was selected. The MPDB was modelled to collide to a truck with an e.a.FUP. By this method, number of fatalities, or fatality reduction rate of the car for a certain e.a.FUP was estimated from the MPDB crash severity. The processes in this study are based on simulations and accident investigation and analysis. The vehicle models used in the simulations are mainly validated on NCAP frontal impact tests. Some cars were validated at higher speeds, up to 90 km/h. In this paper the prediction of injury levels is only based on the HIC to show the concept/principle of the method, but the method can be extended with other injury parameters. The method described in this paper uses the Acceleration Severity Index (ASI) of a car-to-truck frontal collision in order to determine the probability of injury and fatalities. It uses AIS scaling and mapping on a matrix of relevant car to truck accidents. This simplified method can be applied to predict the e.a.FUP effectiveness in terms of injury reduction, and especially the fatality reduction. U1 - 24th International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationGothenburg,Sweden StartDate:20150608 EndDate:20150611 Sponsors:National Highway Traffic Safety Administration KW - Acceleration severity index KW - Crash investigation KW - Crash severity KW - Fatalities KW - Frontal crashes KW - Impact tests KW - Injury severity KW - Japan KW - New Car Assessment Program KW - Occupant protection devices UR - http://www-esv.nhtsa.dot.gov/Proceedings/24/isv7/main.htm UR - https://trid.trb.org/view/1358348 ER - TY - CONF AN - 01568332 AU - Vertal, Peter AU - Kledus, Robert AU - Steffan, Hermann AU - National Highway Traffic Safety Administration TI - Evaluation of the Effectiveness of Volvo‘s Pedestrian Detection System Based on Selected Real-Life Fatal Pedestrian Accidents PY - 2015 SP - 8p AB - The objective of this work is to test freely available system for active pedestrian protection. Tests are based on real fatal accidents that happened in the past with passenger cars that were not equipped with active safety systems. Tests have been conducted in order to evaluate what the real benefit of the active safety system is, and not to gain only a methodological prediction. The testing procedure was the first independent testing in the world which was based on real fatal pedestrian accidents. The aim of the tests is to evaluate the effectiveness of Volvo pedestrian detection system. An in-depth accident database contains about 300 fatal pedestrian traffic accidents in urban areas. Eighteen cases of pedestrians hit by the front end of the passenger vehicle were extracted from this database. Cases covering an average traffic scenario have been reconstructed to obtain detailed model situations for testing. Simulations of accidents have been made in PC Crash 10.0 using a multibody object and a mesh model of vehicles. Active safety testing scenario was built on the basis of reconstructed accidents with Volvo V40 cc and a new dummy simulating a pedestrian. Before the tests the dummy was evaluated in anechoic room to gain required radar reflection properties which would be the same as those of a human body. The movement of the dummy was driven by the autonomous ultraflat overrunable robot (UFO) for experimental advanced driver assistance systems (ADAS) testing and synchronized with Volvo motion by global positioning system (D-GPS) with high accuracy of motion. U1 - 24th International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationGothenburg,Sweden StartDate:20150608 EndDate:20150611 Sponsors:National Highway Traffic Safety Administration KW - Crash data KW - Crash reconstruction KW - Detection and identification systems KW - Driver support systems KW - Fatalities KW - Pedestrian-vehicle crashes KW - Urban areas KW - Volvo automobile UR - http://www-esv.nhtsa.dot.gov/Proceedings/24/isv7/main.htm UR - https://trid.trb.org/view/1358455 ER - TY - CONF AN - 01568331 AU - Seiniger, Patrick AU - Hellmann, Adrian AU - Bartels, Oliver AU - Wisch, Marcus AU - Gail, Jost AU - National Highway Traffic Safety Administration TI - Test Procedures and Results for Pedestrian AEB Systems PY - 2015 SP - 11p AB - Euro New Car Assessment Programme (NCAP) will start to test pedestrian Automatic Emergency Braking Systems (AEB) from 2016 on. Test procedures for these tests had been developed by and discussed between the AsPeCSS project and other initiatives (e.g. the AEB group with Thatcham Research from the United Kingdom). This paper gives an overview on the development process from the AsPeCSS side, summarizes the current test and assessment procedures as of March 2015 and shows test and assessment results of five cars that had been tested by BASt for AsPeCSS and the respective manufacturer. The test and assessment methodology seems appropriate to rate the performance of different vehicles. The best test result - still one year ahead of the test implementation - is around 80%, while the worst rating result is around 10%. Other vehicles are between these boundaries. U1 - 24th International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationGothenburg,Sweden StartDate:20150608 EndDate:20150611 Sponsors:National Highway Traffic Safety Administration KW - Automatic braking KW - Crash avoidance systems KW - New Car Assessment Program KW - Pedestrian-vehicle crashes KW - Rear end crashes KW - Test procedures KW - Traffic safety KW - United Kingdom UR - http://www-esv.nhtsa.dot.gov/Proceedings/24/isv7/main.htm UR - https://trid.trb.org/view/1357859 ER - TY - CONF AN - 01568326 AU - Lesire, Philippe AU - Léopold, Franck AU - Chauvel, Cyril AU - Hervé, Véronique AU - Cuny, Sophie AU - National Highway Traffic Safety Administration TI - Implication of Children in Road Accidents in France in 2011 PY - 2015 SP - 15p AB - This study intends to present the analysis of all road accidents that occurred in France during the year 2011 in which children (0-13y incl.) have been involved. Based on the data collected and coded in the French safety project (VOIESUR) accidents with children have been analysed by experts. Then, these data have been weighted to be representative of the French situation. The paper proposes an analysis of the accident data for 5 categories of road users that are light vehicle occupants, pedestrians, cyclists, motorbike passengers and buses and coaches’ occupants. A distribution of the different parameters of the accident and its outcomes such as the children’s injury severity is available per different road user categories. The repartition of children across the previously described user categories shows that the most common accident for children is being light vehicle occupants (64%), then cyclists (17%) and finally pedestrians (15%). Buses and PTW occupants are representing a very small proportion (approximately 2% each). On the 101 fatally injured children, the repartition is different and as follow: 61% are light vehicle occupants, 11% are cyclists and 26% are pedestrians. No power two wheels (PTW) passengers or coach and bus occupants have been fatally injured in 2011 in France. The remaining 2% are not belonging to any of these categories of road users. For each category, a comparison of accident data between fatal cases and the others is proposed ending in a list of some remarkable differences. Countermeasures for fatal accidents are also proposed in each respective category. For light vehicle occupants, the analysis of usual data such as infrastructure and journeys have been completed by a sociological profile of children’s drivers and specific psychological items such as alcohol and drug consumption, atmosphere in the vehicle. Concerning children involved in cars, the sample size for children in cars is 654 that once weighted to make it representative of reality correspond to 17748 children including 62 that were killed. Evidence of a restraint system used by children has been coded for 69% of children, but in only 44% of the cases, the restraint system was appropriate and correctly used. For children in the other road user categories, the analysis is a little bit more limited but it includes the age distribution, infrastructure and journeys data, the responsibility of involved parts (including children). The presence of protection device such as helmets: it is about 8% for cyclists and about 82% for PTW passengers. For pedestrian children they sustained their accident while they were using a crosswalk in only 5% of the cases, and in 50% of the cases they were running across the road. This paper opens the field of considering all children involved in a road traffic accident in a national safety study, not focusing only on fatal cases and not limited to the situation of children in cars. Even if some limitations due to the use of weighting factors exist, it gives a comprehensive picture of the situation in France. U1 - 24th International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationGothenburg,Sweden StartDate:20150608 EndDate:20150611 Sponsors:National Highway Traffic Safety Administration KW - Child restraint systems KW - Children KW - Crash data KW - Crash injuries KW - Fatalities KW - France KW - Traffic crashes UR - http://www-esv.nhtsa.dot.gov/Proceedings/24/isv7/main.htm UR - https://trid.trb.org/view/1358011 ER -