TY - ABST AN - 01616418 TI - Medical Review Guidelines and Medical Advisory Board Practices AB - In many States, physicians, family members or others may report concerns regarding an older driver’s competency to the licensing agency. In other cases, law enforcement officers or licensing agency staff members may have concerns about a driver’s abilities, so refer the driver for evaluation. Many States rely on a Medical Review process to examine medical histories of individuals flagged as potentially risky drivers to identify medical conditions that could undermine driving performance. Medical Reviewers can generally recommend the State revoke a driver’s license, impose driving restrictions, or continue full, unrestricted licensure. This project explores different “typical” Medical Review structures to identify strengths and weaknesses of different types of structures rather than to identify a “best” type. A second focus is outcomes of evaluations for drivers referred by different sources (e.g., law enforcement, physicians, and licensing agency staff). This information will be useful in developing or updating training programs. KW - Aged drivers KW - Driver licenses KW - Driver performance KW - Guidelines KW - Law enforcement personnel KW - Medical services KW - Revocation KW - Risk assessment UR - https://trid.trb.org/view/1435104 ER - TY - ABST AN - 01618697 TI - Evaluation of the 2013 Click It or Ticket Mobilization AB - This two-part research project is an evaluation of the annual Click It or Ticket (CIOT) high-visibility seat belt enforcement mobilization. The first part is an evaluation of the 2013 CIOT campaign. The evaluation includes conducting a nationally representative telephone survey before and after the mobilization to measure changes in public awareness, such as recognition of the CIOT slogan, awareness of special seat belt enforcement efforts, and perceived risk of getting a ticket for not wearing a seat belt. It also includes analyzing media and enforcement data to describe CIOT activities. The second part analyzes multi-year trends in awareness, enforcement, and media to explore long-term program changes and to address the apparent downward trend in reported CIOT seat belt citations. KW - Awareness KW - Click It or Ticket KW - Seat belt use KW - Seat belts KW - Surveys KW - Tickets UR - https://trid.trb.org/view/1436850 ER - TY - ABST AN - 01616415 TI - Evaluation of a Distracted Driving Enforcement Program: Enforcing Texting Laws AB - Distracted driving laws vary across the States in how they are written and how they can be enforced. Some laws specify particular behaviors, such as reading, writing, and sending a text message, but don’t include the many other actions that could be executed on a hand-held device, such as dialing a phone number, searching the internet, or emailing. Laws like this require enforcement to differentiate between particular actions, a requirement identified as challenging by States in the Governors Highway Safety Association's 2013 Distracted Driving Survey. The National Highway Traffic Safety Administration (NHTSA) is working with Massachusetts and Connecticut to develop and test tactics for enforcing texting laws. This evaluation describes the tactics used by law enforcement in these States and summarizes first-hand experiences shared by the participating law enforcement on the strengths and weaknesses of the enforcement tactics tested. KW - Connecticut KW - Distraction KW - Evaluation KW - Massachusetts KW - States KW - Text messaging KW - Traffic law enforcement KW - U.S. National Highway Traffic Safety Administration UR - https://trid.trb.org/view/1434988 ER - TY - ABST AN - 01624545 TI - Matching Countermeasures to Driver Types and Speeding Behaviors AB - Speeding related crashes continue to be a serious problem. For over a decade, there has been little change in the proportion of speed-related fatal crashes. Recent National Highway Traffic Safety Administration (NHTSA) sponsored research is providing important new insights into speeding behavior as it reveals some of the complexity of this pervasive and multi-faceted traffic safety problem. Given this complexity, it is evident that different countermeasures may be better suited to address different speeding types/patterns. For this project, NHTSA will conduct a survey of licensed drivers in a State (State to be determined) to further explore typologies of driver speeding types developed in our "Motivations for Speeding" and "2011 National Survey of Speeding Attitudes and Behavior" projects with a focus on finding appropriate countermeasures for various speeder types. This project will collect information on the attitudes and experiences of the drivers surveyed with regard to speeding countermeasures, as well as actual driving records, and match countermeasures with driver types. One objective of this project is to further examine the driver speeding typologies from the two previous studies. Each of the typologies provides a different way of defining speeder types. A second objective of this project is the exploration of appropriate speeding countermeasures for various driver speeding types and roadways. Based on this analysis, recommendations for the most appropriate speeding countermeasures for various driver types will be produced. The third objective of this project is to match actual driver records with individual survey responses in order to compare patterns of actual driving violations with speeding types and other responses, and to validate self-report information found in the survey. This information will then be used to design countermeasure approaches for future evaluation. KW - Attitudes KW - Behavior KW - Crash causes KW - Drivers KW - Fatalities KW - Speed control KW - Speeding KW - Surveys KW - Traffic safety UR - https://trid.trb.org/view/1448589 ER - TY - ABST AN - 01620668 TI - Older Drivers' Pedal Behaviors AB - This project collected data on driver pedal behaviors that may contribute to pedal errors. Participants included four groups of drivers: those diagnosed with mild cognitive impairment; with peripheral neuropathy; orthopedic patients who had injuries or surgery involving lower extremities; and a control group whose members did not have any of these conditions. Participants drove a vehicle instrumented with cameras focused on the drivers’ feet, as well as sensors in the brake and accelerator pedals to provide detailed information about how drivers use the pedals during real-world driving. A driving rehabilitation specialist accompanied participants as they complete a course that incorporated situations that the earlier study showed to be associated with pedal errors. Analyses of the data explored relationships between factors related to the driver and specific driving tasks and drivers’ foot movements (e.g., moving the right foot back and forth above the brake and accelerator) that could increase the likelihood of a pedal error. Findings from this study will be useful in developing countermeasures to reduce pedal application error crashes. KW - Aged drivers KW - Brakes KW - Cameras KW - Cognitive impairment KW - Countermeasures KW - Crashes KW - Drivers KW - Injuries KW - Pedals UR - https://trid.trb.org/view/1442031 ER - TY - SER AN - 01455857 JO - Traffic Safety Facts - Research Note PB - National Highway Traffic Safety Administration TI - Distracted Driving 2010 PY - 2012/09/12 SP - 8p AB - Distracted driving is a behavior dangerous to drivers, passengers, and nonoccupants alike. Distraction is a specific type of inattention that occurs when drivers divert their attention from the driving task to focus on some other activity instead. Nine percent of fatal crashes in 2010 were reported as distraction-affected crashes. Fatal crashes involving distraction in 2010 should not be compared to fatal crashes involving distraction for years 2009 and prior due to significant changes in data collection. Eighteen percent of injury crashes in 2010 were reported as distraction-affected crashes. In 2010, 3,092 people were killed in crashes involving distracted drivers and an estimated additional 416,000 were injured in motor vehicle crashes involving distracted drivers. Of those people killed in distraction-affected crashes, 408 occurred in crashes in which at least one of the drivers was using a cell phone (13% of fatalities in distraction-affected crashes) at the time of the crash. Use of a cell phone includes talking/listening to a cell phone, dialing/texting a cell phone, or other cell-phone-related activities. This definition is different than previous years and cannot be compared directly to cell phone involvement prior to 2010. Of those injured in distraction-affected crashes, an estimated 24,000 were injured in crashes that involved the use of cell phones at the time of the crashes (6% of injured people in distraction-affected crashes). Eleven percent of all drivers under age 20 involved in fatal crashes were reported as distracted at the time of the crashes. This age group has the largest proportion of drivers who were distracted. For drivers under age 20 involved in fatal crashes, 19 percent of the distracted drivers were distracted by the use of cell phones. KW - Age groups KW - Cellular telephones KW - Crash injuries KW - Distraction KW - Drivers KW - Fatalities UR - http://www-nrd.nhtsa.dot.gov/Pubs/811650.pdf UR - https://trid.trb.org/view/1223700 ER - TY - ABST AN - 01625574 TI - Influential Factors for Helmet Use Compliance in States without Universal Helmet Laws AB - Motorcycle helmets are highly effective in reducing rider fatalities (by 22 – 42%) and brain injuries (by 41 – 69%). Universal helmet-use laws (UHUL) are effective at increasing helmet use. Observed helmet use compliance is 84% across States with UHUL compared to 50% compliance across States with no, or partial, helmet use laws (e.g., those that cover only young riders). However, there is variability in helmet use rates among States without a UHUL, which suggests that other factors besides the law contribute to rates of helmet use among riders. The objective of this study is to identify State initiatives and actions that increase helmet use in the absence of a UHUL for the purpose of applying those lessons in other States. The project examined whether helmet use rates vary among those States that do not have a universal motorcycle helmet use law. The project sought to identify the factors that influence the use of helmets in the higher-use rate States. The outcome should provide information of use to all States working to increase the rate of helmet use among motorcycle riders. To explore the factors associated with increased helmet use, the researchers obtained information on State safety programs and strategies in the 31 States without universal helmet laws. KW - Brain KW - Crash injuries KW - Fatalities KW - Law KW - Motorcycle crashes KW - Motorcycle driving KW - Motorcycle helmets UR - https://trid.trb.org/view/1453686 ER - TY - SER AN - 01457561 JO - Traffic Safety Facts - Research Note PB - National Highway Traffic Safety Administration AU - National Highway Traffic Safety Administration TI - National Child Restraint Use Special Study PY - 2012/09 SP - 2p AB - From June to August of 2011 the National Highway Traffic Safety Administration conducted the National Child Restraint Use Special Study (NCRUSS), a survey of child restraint system (CRS) use. This survey was nationally representative, with data collected at 24 randomly selected geographic areas within the United States. The survey data includes observations of the restraint systems of child passengers from birth to age 8, conducted by certified child passenger safety technicians (CPSTs), as well as associated interview data given by the drivers of these child passengers. In total, 4,167 complete observations (child restraint inspections with driver interviews) were gathered by the research staff. This report gives some of the early findings of this survey, specifically, the five significant mistakes in CRS and child installation most commonly observed in the survey. A detailed analysis is currently in progress. KW - Child restraint systems KW - Children KW - Infants KW - Surveys KW - United States KW - Vehicle occupants KW - Vehicle safety UR - https://trid.trb.org/view/1225530 ER - TY - RPRT AN - 01454142 AU - National Highway Traffic Safety Administration TI - Working Group Best-Practice Recommendations for the Safe Transportation of Children in Emergency Ground Ambulances PY - 2012/09 SP - 46p AB - The major objectives of this project were to: build consensus in the development of a uniform set of recommendations to safely and appropriately transport children (injured, ill, or uninjured) from the scene of a crash or other incident in an ambulance; to foster the creation of best practice recommendations after reviewing the practices currently being used to transport children in ambulances; and to provide consistent national recommendations that will be embraced by local, State and national emergency medical services organizations, enabling them to reduce the frequency of emergency transport of ill, injured or uninjured children who may be transported in an unsafe or inappropriate manner. To achieve these major objectives, a working group was formed; the working group was comprised of members with experience, background, and extensive knowledge in the current practices of the emergency transportation of children in ground ambulances. KW - Ambulances KW - Best practices KW - Child restraint systems KW - Child safety KW - Children KW - Vehicle safety UR - http://www.nhtsa.gov/staticfiles/nti/pdf/811677.pdf UR - https://trid.trb.org/view/1218544 ER - TY - RPRT AN - 01454122 AU - National Highway Traffic Safety Administration TI - Teen Distracted Driver Data PY - 2012/09 SP - 1p AB - This one page document presents 2010 data on distracted driving and fatalities focusing on the percentage of teen drivers involved in distraction-affected crashes. In 2012, 403 people died in crashes that involved distracted teen (15 to 19) drivers; 307 teens were killed in distraction-affected crashes; and 368 teen drivers involved in fatal crashes were distracted. KW - Crash data KW - Distraction KW - Fatalities KW - Teenage drivers KW - Traffic crashes UR - http://www-nrd.nhtsa.dot.gov/Pubs/811649.pdf UR - https://trid.trb.org/view/1218604 ER - TY - RPRT AN - 01454121 AU - National Highway Traffic Safety Administration TI - National Traffic Speeds Survey I: 2007 PY - 2012/09 SP - 2p AB - Vehicle speeds are a crucial factor in traffic safety. National Highway Traffic Safety Administration (NHTSA) estimates that speeding is involved in approximately 31% of fatal motor vehicle crashes, costing society over $40 billion per year. Since speeding is such a pervasive traffic safety issue, NHTSA funded a field survey to measure driving speeds for all types of motor vehicles on freeways, arterial highways, and collector roads across the United States and to produce national and regional estimates of travel speeds for various types of roads and vehicles. KW - Arterial highways KW - Average travel speed KW - Collector roads KW - Field studies KW - Freeways KW - Speed estimates KW - Speeding KW - Traffic speed KW - United States UR - http://www.nhtsa.gov/staticfiles/traffic_tech/811644.pdf UR - https://trid.trb.org/view/1218694 ER - TY - RPRT AN - 01454109 AU - LeBlanc, David AU - Belzowski, Bruce AU - University of Michigan Transportation Research Institute AU - National Highway Traffic Safety Administration TI - Interoperability Issues for Commercial Vehicle Safety Applications PY - 2012/09//Final Report SP - 68p AB - A connected-vehicles program has been undertaken by the U.S. Department of Transportation and its partners, with the goal of exploring and possibly enabling a new generation of technology to address highway transportation safety, mobility, and environmental challenges. This program has been underway for several years, and one area of intensive work has been the development of enabling devices, to be installed onboard vehicles, which use wireless technology to communicate with nearby vehicles and the infrastructure. This can be achieved through 5.9 GHz dedicated short-range communications (DSRC). Such technologies represent highly capable, low-cost alternatives or complements to vehicle-based crash avoidance systems. The wireless-enabled systems may enable vehicle-to-vehicle (V2V) applications as well as vehicle-infrastructure (V2I) applications, and would be capable of interfacing with other devices as well (V2X). This study sought to identify and prioritize issues unique to commercial vehicles that affect the interoperability of DSRC communications, and especially V2V safety applications. V2V safety applications represent a primary set of applications for DSRC because they leverage the unique aspects of DSRC: low latency, and design for broadcast mode (as opposed to peer-to-peer). A series of ground-breaking projects and activities have been underway, and are still ongoing. The results presented in this report identify and prioritize issues related to connected vehicle systems and applications that are unique to commercial vehicles. In particular, the technical aspects of the exchange of information were studied. This project considered the current state of the art, and identified areas in which commercial vehicle considerations may result in revisions to past decisions or changes to future plans. This focus was necessary to support upcoming activities to equip heavy trucks with these connected vehicle systems, and because the breadth of commercial vehicles was not possible to consider in the scope of this project. KW - Commercial vehicles KW - Connected vehicle technologies KW - Crash avoidance systems KW - Dedicated short range communications KW - Heavy duty trucks KW - Highway safety KW - Intelligent transportation systems KW - Interoperability KW - Vehicle to vehicle communications UR - http://www.nhtsa.gov/DOT/NHTSA/NVS/Crash%20Avoidance/Technical%20Publications/2012/811674.pdf UR - https://trid.trb.org/view/1218667 ER - TY - RPRT AN - 01449578 AU - Esteban-Muir, R P AU - National Highway Traffic Safety Administration TI - Community-Based Impaired-Driving Programs: Local Ordinances and Other Strategies Addressing Impaired Driving PY - 2012/09 SP - 76p AB - While many impaired-driving programs are implemented at the State level, the National Highway Traffic Safety Administration (NHTSA) recognizes that the lack of resources and political challenges may make implementation of needed and effective legislation and programs difficult. In addition, States may find that some programs are effective in some communities but not others. This publication is intended to be a resource to help communities identify appropriate, effective, and promising strategies and legislation that can be implemented on a local level. It is not intended as a how-to-guide, but rather describes and provides examples of each strategy. Leaders and program managers within communities may find this useful in helping to jump start or reenergize their efforts to reduce impaired driving. This publication is divided into three primary sections: understanding a community’s impaired-driving problem, strategies that reduce impaired driving, and references and appendix. KW - Community action programs KW - Countermeasures KW - Drunk driving KW - Highway safety KW - Ordinances KW - Outreach KW - Prevention KW - State laws UR - http://www.nhtsa.gov/staticfiles/nti/pdf/811678.pdf UR - https://trid.trb.org/view/1217084 ER - TY - RPRT AN - 01490604 AU - National Highway Traffic Safety Administration TI - Fatality Analysis Reporting System General Estimates System: 2010 Data Summary PY - 2012/08 SP - 36p AB - The Fatality Analysis Reporting System (FARS), which became operational in 1975, contains data on a census of fatal traffic crashes within the 50 States, the District of Columbia, and Puerto Rico. To be included in FARS, a crash must involve a motor vehicle traveling on a trafficway customarily open to the public, and must result in the death of an occupant of a vehicle or a nonoccupant within 30 days of the crash. The 2010 FARS data file used for the statistics in this report was created in July 2011. The updated final counts for 2009 are reflected in this report. The updated final counts for 2010 will be reflected in the 2011 report. Data in the General Estimates System (GES) are obtained from a nationally representative probability sample selected from all police-reported crashes. The system began operation in 1988. To be eligible for the GES sample, a police accident report (PAR) must be completed for the crash, and the crash must involve at least one motor vehicle traveling on a trafficway and must result in property damage, injury, or death. The 2010 GES file used for the statistics in this report was completed in October 2011. KW - Crash data KW - Crash injuries KW - Crash reports KW - Data files KW - Fatalities KW - Fatality Analysis Reporting System KW - General Estimates System KW - Statistics KW - Traffic crashes KW - United States UR - http://www-nrd.nhtsa.dot.gov/Pubs/811660.pdf UR - https://trid.trb.org/view/1259526 ER - TY - RPRT AN - 01478581 AU - Shaulov, Mark AU - Green, Kevin AU - Harrington, Ryan AU - Mergel, Joe AU - Pickrell, Don AU - Keefe, Ryan AU - Van Schalkwyk, John AU - Research and Innovative Technology Administration AU - National Highway Traffic Safety Administration TI - 2017 – 2025 Corporate Average Fuel Economy Compliance and Effects Modeling System Documentation PY - 2012/08 SP - 134p AB - The Volpe National Transportation Systems Center (Volpe Center) of the United States Department of Transportation’s Research and Innovative Technology Administration has developed a modeling system to assist the National Highway Traffic Safety Administration (NHTSA) in the evaluation of potential new Corporate Average Fuel Economy (CAFE) standards. Given externally-developed inputs, the modeling system estimates how manufacturers could apply additional fuel-saving technologies in response to new CAFE standards, and estimates how doing so would increase vehicle costs, reduce national fuel consumption and carbon dioxide emissions, and result in other effects and benefits to society. The modeling system can also be used to estimate the stringency at which an attribute-based CAFE standard satisfies various criteria. For example, the system can estimate the stringency that produces a specified average required fuel economy level, or that maximizes net benefits to society. KW - Carbon dioxide KW - Corporate Average Fuel Economy (CAFE) KW - Costs KW - Evaluation KW - Fuel consumption KW - Pollutants KW - Standards KW - Technological innovations UR - http://ntl.bts.gov/lib/47000/47000/47027/CAFE_HS_811_670.pdf UR - https://trid.trb.org/view/1247584 ER - TY - RPRT AN - 01478331 AU - Kahane, Charles J AU - National Highway Traffic Safety Administration TI - Relationships between Fatality Risk, Mass, and Footprint in Model Year 2000-2007 Passenger Cars and LTVs PY - 2012/08//Final Report SP - 189p AB - Mass reduction while holding a vehicle’s footprint (size) constant is a potential strategy for meeting footprint-based corporate average fuel economy (CAFE) and greenhouse gases (GHG) standards. An important corollary issue is the possible effect of mass reduction that maintains footprint on fatal crashes. One way to estimate these effects is statistical analyses of societal fatality rates per vehicle miles of travel (VMT), by vehicles’ mass and footprint, for the current on-road vehicle fleet. Societal fatality rates include occupants of all vehicles in the crash as well as pedestrians. The analyses comprised model year 2000-2007 cars and light trucks and vans in calendar year 2002-2008 crashes. Fatality rates were derived from Fatality Analysis Reporting System (FARS) data, 13 State crash files, and registration and mileage data from R.L. Polk. This analysis finds that societal fatality risk increases by 1.56% if mass is reduced by 100 pounds in the lighter cars. This is the only statistically significant effect found in the current analysis. KW - Corporate Average Fuel Economy (CAFE) KW - Crash rates KW - Crash risk forecasting KW - Fatalities KW - Greenhouse gases KW - Light trucks KW - Passenger cars KW - Vehicle size KW - Vehicle weight UR - http://www-nrd.nhtsa.dot.gov/Pubs/811665.pdf UR - https://trid.trb.org/view/1246777 ER - TY - SER AN - 01470197 JO - TRAFFIC TECH PB - National Highway Traffic Safety Administration TI - Seat Belt Use, Especially Among Low-Use Drivers, Increases as Florida Upgrades to Primary Seat Belt Enforcement PY - 2012/08 SP - 2p AB - As a secondary seat belt law State, Florida had worked for many years to encourage more drivers to wear their seat belts by participating in annual Click It or Ticket (CIOT) mobilizations, and by conducting special programs in rural areas of the State. When Florida upgraded its seat belt law to primary enforcement on June 30, 2009, there was an excellent opportunity to evaluate the impact of the law change in the context of the annual CIOT high-visibility enforcement (HVE) mobilization that concluded one month before. Additionally, detailed driver data were available from 36 northern counties that were part of a Rural Demonstration Program (RDP) to increase seat belt use. Overall, observed belt use increased 7.3 percentage points from April to July 2009, 3 points immediately after CIOT plus another 4.3 points after the primary law went into effect (from 77.9% to 80.9% to 85.2%). This was the highest usage rate achieved in Florida at the time. By June 2010, Florida’s seat belt use increased to 87.4%. The 2010 gain was from a baseline that was 6.4 percentage points higher than in 2009. KW - Drivers KW - Florida KW - Highway safety KW - Primary enforcement KW - Rural areas KW - Seat belt usage KW - Seat belts KW - State laws KW - Traffic law enforcement UR - http://www.nhtsa.gov/staticfiles/traffic_tech/811657.pdf UR - https://trid.trb.org/view/1237162 ER - TY - RPRT AN - 01454105 AU - National Highway Traffic Safety Administration TI - Traffic Safety Facts 2001-2010 Data: School Transportation-Related Crashes PY - 2012/08 SP - 4p AB - A school transportation-related crash is a crash which involves, either directly or indirectly, a school bus body vehicle, or a non-school bus functioning as a school bus, transporting children to or from school or school-related activities. Since 2001 there were 363,839 fatal motor vehicle traffic crashes. Of those, 1,236 (0.34%) were classified as school transportation-related. Since 2001, 1,368 people have died in school transportation-related crashes, an average of 137 fatalities per year. Occupants of school transportation vehicles accounted for 7% of the fatalities, and nonoccupants (pedestrians, bicyclists, etc.) accounted for 21% of the fatalities. Most (72%) of the people who lost their lives in these crashes were occupants of other vehicles involved. Since 2001, 123 school-age pedestrians (younger than 19) have died in school transportation-related crashes. Over two-thirds (69%) were struck by school buses, 5% by vehicles functioning as school buses, and 26% by other vehicles involved in the crashes. There were 49 (40%) school-age pedestrians killed in school transportation-related crashes between the ages of 5 and 7. Additional statistics on 2000-2010 school transportation-related crashes are provided in this traffic safety fact sheet. KW - Fatalities KW - Pedestrians KW - School buses KW - School children KW - School transportation KW - Statistics KW - Traffic crashes KW - Trend (Statistics) KW - United States KW - Vehicle occupants UR - http://www-nrd.nhtsa.dot.gov/Pubs/811618.pdf UR - https://trid.trb.org/view/1222408 ER - TY - RPRT AN - 01454078 AU - Environmental Protection Agency AU - National Highway Traffic Safety Administration TI - Joint Technical Support Document: Final Rulemaking for 2017-2025 Light-Duty Vehicle Greenhouse Gas Emission Standards and Corporate Average Fuel Economy Standards PY - 2012/08 SP - 602p AB - The Environmental Protection Agency (EPA) and the National Highway Traffic Safety Administration (NHTSA) are issuing a joint final rule to establish new standards for light-duty highway vehicles that will reduce greenhouse gas emissions and improve fuel economy. This joint final rulemaking is consistent with the Presidential Memorandum issued by President Obama on May 21, 2010, requesting that NHTSA and EPA develop through notice and comment rulemaking a coordinated National Program to reduce greenhouse gas emissions and improve the fuel economy of light-duty vehicles for model years (MY) 2017-2025. This final rule, consistent with the President’s request, responds to the country’s critical need to address global climate change and to reduce oil consumption. EPA is regulating greenhouse gas (GHG) emissions standards under the Clean Air Act, and NHTSA is regulating Corporate Average Fuel Economy (CAFE) standards under the Energy Policy and Conservation Act, as amended. These standards apply to passenger cars, light-duty trucks, and medium-duty passenger vehicles, covering model years 2017 through 2025. They require these vehicles to meet an estimated combined average emissions level of 163 grams of carbon dioxide per mile in MY 2025 under EPA’s GHG program, and 49.6 mpg in MY 2025 under NHTSA’s CAFE program and represent a harmonized and consistent national program. These standards are designed such that compliance can be achieved with a single national vehicle fleet whose emissions and fuel economy performance improves each year from MY 2017 to 2025. This document describes the supporting technical analysis for areas of these joint rules which are consistent between the two agencies. KW - Air quality management KW - Automobiles KW - Carbon dioxide KW - Corporate Average Fuel Economy (CAFE) KW - Emission standards KW - Exhaust gases KW - Fuel consumption KW - Greenhouse gases KW - Light duty vehicles KW - Light trucks KW - Pollutants KW - Standards UR - http://epa.gov/otaq/climate/documents/420r12901.pdf UR - https://trid.trb.org/view/1218669 ER - TY - RPRT AN - 01449600 AU - Richard, Christian M AU - Campbell, John L AU - Lichty, Monica G AU - Brown, James L AU - Chrysler, Susan AU - Lee, John D AU - Boyle, Linda AU - Reagle, George AU - Battelle Memorial Institute AU - National Highway Traffic Safety Administration TI - Motivations for Speeding, Volume I: Summary Report PY - 2012/08//Final Report SP - 40p AB - This is volume one of a three-volume report. It contains the results of a study that examined the speeding behavior of drivers in their own vehicles over the course of three to four weeks of naturalistic driving in urban (Seattle, Washington) and rural (College Station, Texas) settings. The purpose of this research was to (1) identify the reasons why drivers speed, (2) model the relative roles of situational, demographic, and personality factors in predicting travel speeds, (3) classify speeders, and (4) identify interventions, countermeasures, and strategies for reducing speeding behaviors. Data collected from 164 drivers included 1-Hz recordings of vehicle position and speed using a global positioning system (GPS) receiver, responses to personal inventory questionnaires, and daily driving logs that captured trip-specific situational factors. Vehicle speed and position data were combined with road network data containing validated posted speed information to identify speeding episodes. The descriptive analysis of speeding data provided evidence for different types of speeding behaviors among individual drivers including: infrequent or incidental speeding, which may be unintentional; trip-specific situational speeding; taking many trips with a small amount of speeding per trip (i.e., casual speeding); and habitual or chronic speeding. Regression models were developed to identify predictors of “any” speeding (logistic regression) and amount of speeding (linear regression). Significant predictors included demographic variables, such as age and gender, situational factors, such as time-of-day and day-of-week, and key personal inventory factors, such as attitudes towards reckless driving. In addition, focus group discussions were conducted with a subset of study participants who were classified as “speeders” and “non-speeders” to identify key attitudes and beliefs towards speeding and the effectiveness of potential countermeasures. KW - Attitudes KW - Automobile drivers KW - Behavior KW - College Station (Texas) KW - Countermeasures KW - Demographics KW - Focus groups KW - Personality KW - Seattle (Washington) KW - Situational triggers KW - Speeding UR - http://www.nhtsa.gov/staticfiles/nti/pdf/811658.pdf UR - http://ntl.bts.gov/lib/45000/45800/45874/811658.pdf UR - https://trid.trb.org/view/1216284 ER - TY - RPRT AN - 01449588 AU - Nichols, J L AU - Chaffe, R AU - Solomon, Mark G AU - Preusser Research Group, Incorporated AU - National Highway Traffic Safety Administration TI - Impact of Implementing a Primary Enforcement Seat Belt Law in Florida: A Case Study PY - 2012/08//Final Report SP - 68p AB - On June 30, 2009, Florida implemented a primary seat belt law. The State was already engaged in a Rural Demonstration Program (RDP) to increase belt usage in rural areas in the northern part of the State and participated regularly in annual Click It or Ticket (CIOT) mobilizations. This study examines the changes in belt usage associated with the primary law change and the contribution of the rural and statewide belt programs. Awareness surveys indicate that 94% of respondents knew of the primary law and 77% supported the law immediately after the law went into effect. The 2009 CIOT May Mobilization resulted in a 3-point increase in statewide usage, from 77.9% to 80.9%. The new primary law provided an additional gain of 4.3 percentage points in statewide usage to 85.2%. Belt use increased the most among the lowest belt use groups, including males, the African-American population, pickup truck occupants, younger occupants, and motorists on local roads. Statewide belt usage increased to 87.4% after the 2010 CIOT, about one full year after the primary belt law went into effect. KW - Awareness KW - Behavior modification KW - Click It or Ticket KW - Florida KW - Primary seat belt laws KW - Rural areas KW - Seat belt usage KW - Seat belts KW - Surveys UR - http://ntl.bts.gov/lib/45000/45800/45875/811656.pdf UR - https://trid.trb.org/view/1216282 ER - TY - RPRT AN - 01449585 AU - Casanova, Tara AU - Hedlund, James AU - Tison, Julie AU - Preusser Research Group, Incorporated AU - National Highway Traffic Safety Administration TI - State Blood Alcohol Concentration (BAC) Testing and Reporting for Drivers Involved in Fatal Crashes: Current Practices, Results, and Strategies, 1997-2009 PY - 2012/08//Final Report SP - 98p AB - This report documents current State blood alcohol concentration (BAC) testing and reporting practices and results for drivers involved in fatal crashes. It summarizes known BAC results by State for the years 1997 to 2009 for both fatally injured and surviving drivers. It provides an overview of State practices using information obtained from telephone discussions with all States and all National Highway Traffic Safety Administration Regions. It documents case studies of 9 States (Alaska, Hawaii, Indiana, Kansas, Maryland, Missouri, New Mexico, Oklahoma, and South Dakota), each of which has improved or maintained high rates of BAC testing and reporting. Successful BAC testing and reporting involves three components: high testing rates, accurate and complete reporting, and careful management. This can be accomplished through laws, policies, or practices. The process involves testing, reporting, tracking, and follow-up. The context involves education, training, and management. A summary presents good practices and strategies for States that wish to improve their BAC testing and reporting. KW - Best practices KW - Blood alcohol levels KW - Case studies KW - Drunk driving KW - Fatalities KW - Fatality Analysis Reporting System KW - Impaired drivers KW - States KW - Statistics UR - http://www.nhtsa.gov/staticfiles/nti/pdf/811661.pdf UR - http://ntl.bts.gov/lib/45000/45800/45876/811661.pdf UR - https://trid.trb.org/view/1216280 ER - TY - RPRT AN - 01449580 AU - Huey, R AU - De Leonardis, D AU - Shapiro, G AU - Freedman, M AU - Westat AU - National Highway Traffic Safety Administration TI - National Traffic Speeds Survey I: 2007 PY - 2012/08//Final Report SP - 98p AB - A field survey was conducted during spring and summer 2007 to measure travel speeds and prepare nationally representative speed estimates for all types of motor vehicles on freeways, arterial highways, and collector roads across the United States. Over 10 million vehicle speeds were measured at more than 700 sites included in the geographic cluster sample of 20 primary sampling units (PSUs). Each PSU was a city, county, or group of two or three counties representing combinations of regions of the United States, level of urbanization, and type of topography (flat, hilly, mountainous). Speeds were acquired on randomly drawn road segments on limited access highways, major and minor arterial roads, and collector roads. Speed measurement sites were selected in road segments with low, medium or high degrees of horizontal and vertical curvature or gradient. Overall, speeds of free-flow traffic on freeways averaged 64.7 mph and were approximately 11 mph higher than on major arterials, which at 53.6 mph were in turn about 7 mph higher than the mean speed of 46.9 mph on minor arterials and collector roads. Most traffic exceeded the speed limits. Nearly half of traffic on limited access roads and about 60% of traffic on arterials and collectors exceeded the speed limit. About 15% of traffic exceeded the speed limit by 10 mph or more on freeways, arterials and collector roads. Speeds of passenger vehicle size classes were generally higher than for medium trucks. Often, speeds of large trucks were higher than medium trucks, and in some circumstances, large truck speeds were higher than passenger vehicles. KW - Arterial highways KW - Average travel speed KW - Collector roads KW - Field studies KW - Freeways KW - Speed estimates KW - Speeding KW - Traffic speed KW - United States UR - http://ntl.bts.gov/lib/45000/45800/45877/811663.pdf UR - https://trid.trb.org/view/1216279 ER - TY - RPRT AN - 01449546 AU - Blower, Daniel AU - Woodrooffe, John AU - Page, Oliver AU - University of Michigan Transportation Research Institute AU - National Highway Traffic Safety Administration TI - Analysis of Rear Underride in Fatal Truck Crashes, 2008 PY - 2012/08 SP - 90p AB - This study was conducted by the University of Michigan Transportation Research Institute (UMTRI) to collect and analyze crash data on rear underride in fatal truck crashes in 2008. The underride data was collected as a supplement to the 2008 Trucks Involved in Fatal Accidents (TIFA) survey, which in turn supplements National Highway Traffic Safety Administration’s Fatality Analysis Reporting System file. Data was collected on the rear geometry of the rear-most unit of all trucks in the 2008 TIFA file. In addition, for all collisions in which the rear of the truck was struck, data was collected on the extent of underride, damage to the underride guard, if any, and whether the collision was offset. In addition, international rear underride protection standards were surveyed and summarized. Overall, accounting for the rear geometry of the vehicles and exemptions for certain cargo body types, it is estimated that about 39 percent of straight trucks in the crashes were required to have underride guards, and about 64 to 66 percent of trailers pulled by tractors were required to have them. Rear underride was noted in about 63 percent of rear-end-struck (RES) crash involvements. The underride was to the windshield or beyond in 26 percent of RES involvements. Vehicles with lower front geometry tended to experience more underride than vehicles with a higher front geometry. Offset impact was not associated with greater damage to the underride guard, but did tend to result in more extensive underride. There were 532 fatalities to the occupants of vehicles that struck the rears of trucks. There was some underride reported in 59 percent of the fatalities. Considering light passenger vehicles only, 403 fatalities occurred in RES involvements, with some underride in 260, or 65 percent of the cases. KW - Fatalities KW - Rear end crashes KW - Traffic safety KW - Truck crashes KW - Trucks KW - Trucks Involved in Fatal Accidents KW - Underride guards KW - Underride override crashes UR - http://www.nhtsa.gov/DOT/NHTSA/NVS/Crashworthiness/Truck%20Underride/811652.pdf UR - https://trid.trb.org/view/1217083 ER - TY - SER AN - 01448618 JO - Traffic Safety Facts - Research Note PB - National Highway Traffic Safety Administration TI - Prevalence of High BAC in Alcohol-Impaired-Driving Fatal Crashes PY - 2012/08 SP - 6p AB - Among the notable findings of this research are the following: For 70% of alcohol-impaired-driving fatalities, at least one driver in the crash had a blood alcohol concentration (BAC) of .15 grams per deciliter (g/dL) or higher; The most frequently recorded BAC among all drinking drivers in fatal crashes in 2010 was .18 g/dL, more than twice the legal limit in every State; One alcohol-impaired-driving fatality occurred, on average, every 51 minutes during 2010; The age group with the highest percentage of drivers with BACs of .08 or higher was 21 to 24 years old; When looking at drivers by the type of vehicle, motorcycle riders had the highest percentage of alcohol-impaired drivers involved in fatal crashes; The rate of alcohol impairment among drivers in fatal crashes in 2010 was four times higher at night than during the day; Sixteen percent of drivers involved in fatal crashes during the week were alcohol-impaired, compared to 31% on weekends; and Drivers with BACs of .08 or higher involved in fatal crashes were four times more likely to have prior driving while impaired (DWI) convictions than were drivers with no alcohol. KW - Age groups KW - Blood alcohol levels KW - Drunk drivers KW - Drunk driving KW - Fatalities KW - Motorcyclists KW - Nighttime crashes KW - Traffic conviction KW - Weekdays KW - Weekends UR - http://www-nrd.nhtsa.dot.gov/Pubs/811654.pdf UR - https://trid.trb.org/view/1215933 ER - TY - SER AN - 01447859 JO - TRAFFIC TECH PB - National Highway Traffic Safety Administration TI - National Traffic Speeds Survey II: 2009 PY - 2012/08 SP - 2p AB - Vehicle speeds are a crucial factor in traffic safety. National Highway Traffic Safety Administration (NHTSA) estimates that speeding is involved in approximately 31% of fatal motor vehicle crashes, costing society over $40 billion per year. Since speeding is such a pervasive traffic safety issue, NHTSA funded two field surveys to measure driving speeds for all types of motor vehicles on freeways, arterial highways, and collector roads across the United States, to produce national and regional estimates of travel speeds for various types of roads and vehicles, and track these speed measurements over time. KW - Arterial highways KW - Collector roads KW - Field studies KW - Freeways KW - Speed estimates KW - Speeding KW - Traffic speed KW - United States UR - http://www.nhtsa.gov/staticfiles/nti/pdf/811647.pdf UR - https://trid.trb.org/view/1214957 ER - TY - RPRT AN - 01447858 AU - Staplin, Loren AU - Lococo, Kathy H AU - Gish, Kenneth W AU - Joyce, John AU - TransAnalytics, LLC AU - National Highway Traffic Safety Administration TI - Functional Assessments, Safety Outcomes, and Driving Exposure Measures for Older Drivers PY - 2012/08//Final Report SP - 87p AB - This project was conducted to provide an objective measure of the relationship between older adults’ scores on a set of driving assessment tools and their (serious point) violations and crashes over a period of 18 months following the assessments. An additional objective was to compare alternative methods of measuring driver exposure. The assessments were performed on 692 participants age 70 and older who visited one of four Maryland Motor Vehicle Administration (MVA) field offices between September 2008 and June 2009. The assessments emphasized cognitive performance domains, specifically visuospatial ability, speed of (visual information) processing, divided attention, visual search, working memory, and response planning or “executive function.” Contrast sensitivity was also measured, as well as simple and choice brake reaction time. The functional assessments examined in this research were computer-based and designed to be self-administered, although the assistance of a test administrator was always available and was required for some measures. Univariate and multivariate analyses examined the relationships between functional assessment scores and safety indicators. The measure of “executive function” (maze performance) was highlighted as a significant predictor of crash risk in the study results. This may be of interest to occupational therapy/driving rehabilitation providers as a potentially valuable tool to support clinical evaluations of fitness to drive; and, to developers of screening tools for early warning of driving impairments, and of products meant to educate older drivers and their families about age-related changes that impact safe driving. A subsample of 10 drivers participated in a naturalistic study, driving their own cars for a 1-month period with instrumentation installed by the research team. Data collected included the date and time of each trip taken, monitored via the vehicle’s on-board diagnostic (OBD)-II port; self-reported driving habits obtained via a Driving Preferences Instrument (DPI); and the date, time, and other characteristics for each trip as recorded using a paper-and-pencil trip log. The results showed a very strong (r > 0.90), significant correlation between trip log entries and OBD data; whereas DPI responses, that relied on memory and estimation, were only weakly correlated with the objective OBD record, and included both over- and under-reporting of driving exposure. These results reinforce a growing concern about the reliability of self-reported exposure data in traffic safety research. KW - Advanced driver information systems KW - Aged drivers KW - Crash prediction models KW - Driving assessments KW - Functional abilities KW - Multivariate analysis KW - Self assessments KW - Traffic safety KW - Univariate analysis UR - http://www.nhtsa.gov/staticfiles/nti/pdf/811630.pdf UR - http://ntl.bts.gov/lib/45000/45700/45707/811630.pdf UR - https://trid.trb.org/view/1214951 ER - TY - SER AN - 01447854 JO - TRAFFIC TECH PB - National Highway Traffic Safety Administration TI - Examination of Supplemental Driver Training and Online Basic Driver Education Courses PY - 2012/08 SP - 2p AB - National Highway Traffic Safety Administration conducted a study to examine supplemental driver training programs found in the United States and around the world and reviewed online basic driver education courses available in the United States. For supplemental programs, the focus was on programs that covered knowledge and skills beyond those normally found in traditional driver education as delivered in the United States. KW - Advanced driver training KW - Driver education KW - Driver training KW - International KW - Online courses KW - Online training KW - United States UR - http://www.nhtsa.gov/staticfiles/traffic_tech/811623.pdf UR - https://trid.trb.org/view/1214950 ER - TY - SER AN - 01447432 JO - TRAFFIC TECH PB - National Highway Traffic Safety Administration TI - Blood Alcohol Concentration Testing and Reporting by the States PY - 2012/08 SP - 2p AB - Accurate and complete data on blood alcohol concentration (BAC) levels for drivers in fatal crashes are critical in monitoring alcohol-impaired-driving rates across the country, developing alcohol-impaired-driving programs, and evaluating their effectiveness. The States, the District of Columbia, and Puerto Rico gather these data and report them to the National Highway Traffic Safety Administration's (NHTSA)'s Fatality Analysis Reporting System (FARS). The reporting levels vary from State to State and, in some States, from year to year. In 2008, the last year for which complete data are available, BACs were known for 75.9% of fatally injured drivers and 29.3% of surviving drivers. NHTSA has suggested that States attempt to reach 80% and 60%, respectively. This study examines how some States have maintained high BAC testing and reporting rates and how other States have made substantial progress. KW - Blood alcohol levels KW - Drunk driving KW - Fatalities KW - Fatality Analysis Reporting System KW - Impaired drivers KW - States KW - Statistics KW - Tables (Data) KW - Trend (Statistics) KW - United States UR - http://www.nhtsa.gov/staticfiles/traffic_tech/811662.pdf UR - https://trid.trb.org/view/1214605 ER - TY - SER AN - 01446533 JO - TRAFFIC TECH PB - National Highway Traffic Safety Administration TI - Breath Test Refusals and DWI Prosecution PY - 2012/08 SP - 2p AB - There are typically about 1.4 million driving while impaired (DWI) arrests each year in the United States. An officer’s request to a driver for a breath (or blood, or urine) test is an important part of the arrest process. The percentage of drivers refusing to provide a blood alcohol concentration (BAC) sample has varied widely across States. As part of a 2008 Report to Congress (see DOT HS 811 098), the National Highway Traffic Safety Administration examined States’ refusal rates. It also examined the relationship between refusals and impaired driving convictions in three States. Although it is widely assumed that a BAC is needed for a strong DWI court case, and will greatly enhance the chances for conviction, the relationship is not clear. NHTSA contracted with the Mid-America Research Institute to examine the effect that BAC refusals have on the prosecution and adjudication of impaired driving cases. Some of the information from this study was included in the Report to Congress, but this current report provides more in-depth information and includes prosecution and conviction data from two additional States. KW - Adjudication KW - Alcohol breath tests KW - Alcohol test refusal KW - Blood alcohol levels KW - Conviction rates KW - Drunk drivers KW - Drunk driving KW - Penalties KW - Prosecution UR - http://www.nhtsa.gov/staticfiles/traffic_tech/811653.pdf UR - https://trid.trb.org/view/1214058 ER - TY - RPRT AN - 01446035 AU - McKnight, A Scott AU - Fell, James C AU - Auld-Owens, Amy AU - Pacific Institute for Research and Evaluation AU - National Highway Traffic Safety Administration TI - Transdermal Alcohol Monitoring: Case Studies PY - 2012/08//Final Report SP - 136p AB - Judges, probation officers, and parole officers sometimes require impaired-driving offenders and other offenders to abstain from alcohol and other drugs. Consequently, they need a way to determine whether offenders are complying with that requirement. This report describes the experiences of six jurisdictions using continuous transdermal alcohol monitoring, a technology that can detect the use of alcohol by offenders and report it to authorities. Judges frequently make abstinence a requirement of an offenders’ sentence for a repeat driving-while-intoxicated (DWI) violation and sometimes make it a formal probation requirement. Unless enforced by a monitoring program, however, such a requirement may not have the desired effect. The Secure Continuous Remote Alcohol Monitoring (SCRAM) device produced by Alcohol Monitoring Systems (AMS) and the Transdermal Alcohol Detection (TAD) system developed by BI Incorporated (BI) are two transdermal alcohol-monitoring devices that are increasingly being used across the country on alcohol-related criminal offenders. Both devices use ankle bracelets that sample perspiration to detect ethanol vapor and can automatically transfer the information stored on the ankle bracelet via modem to a secure Web server. The data is used to generate daily reports of offenders’ drinking events, tamper attempts, and other forms of noncompliance with program requirements. The system was designed for security and remote reporting to minimize circumvention and render the data usable by supervising agencies. In the United States, the SCRAM device has been in use longer and has achieved much greater market penetration than the TAD. SCRAM reportedly is being used in 46 States. AMS reports that it works with more than 200 service providers in more than 1,800 courts and agencies around the United States. From a group of 9,100 offenders who were monitored using the SCRAM device from 2004 to 2009, 75 percent were considered compliant (no alcohol use or tampering occurred). BI currently has more than 1,700 TAD units in use at nearly 200 sites. The objectives of this project were to determine how extensively transdermal alcohol-monitoring devices are used and to document examples of strong and innovative programs through case studies that can be used by agencies at the State and local levels considering the use of these devices to monitor offenders. Six programs were selected for case study. Information from these six case studies revealed the following: (a) use of transdermal alcohol monitoring of DWI offenders is increasing; (b) transdermal alcohol monitoring appears to reliably monitor alcohol use by offenders (prior methods had not been as reliable) and thus is beneficial to officials; (c) transdermal-monitoring devices appear not to have any insurmountable problems (cost is an issue, but costs are paid mostly by the offender). Research is needed to carefully study whether transdermal alcohol-monitoring devices reduce drinking and DWI recidivism by offenders. KW - Alcohol tests KW - Blood alcohol levels KW - Case studies KW - Drunk driving KW - Measuring instruments KW - Technological innovations KW - Transdermal alcohol testing UR - http://www.nhtsa.gov/staticfiles/nti/pdf/811603.pdf UR - https://trid.trb.org/view/1212685 ER - TY - RPRT AN - 01446024 AU - National Highway Traffic Safety Administration TI - Summary of Vehicle Occupant Protection Laws, Tenth Edition, Current as of May 1, 2011 PY - 2012/08//Tenth Edition SP - 193p AB - This publication provides a summary chart of the key provisions of State occupant protection laws and detailed lists of these laws in every State. Such laws include requiring the use of (1) seat belts, (2) child passenger restraint devices, and (3) motorcycle or bicycle helmets. Also included are laws concerning age restrictions for motorcycle passengers and laws that prohibit riding in the bed of a pickup truck. Except as noted, the status of the State laws reported is as of May 1, 2011. KW - Bicycle helmets KW - Child restraint systems KW - Motorcycle helmets KW - Motorcyclists KW - Occupant protection devices KW - Pickup trucks KW - Seat belts KW - State laws UR - http://www.nhtsa.gov/staticfiles/nti/pdf/811648.pdf UR - https://trid.trb.org/view/1213599 ER - TY - RPRT AN - 01446009 AU - National Highway Traffic Safety Administration TI - Traffic Safety Facts 2010 Data: Speeding PY - 2012/08 SP - 6p AB - The National Highway Traffic Safety Administration (NHTSA) considers a crash to be speeding-related if the driver was charged with a speeding-related offense or if an officer indicated that racing, driving too fast for conditions, or exceeding the posted speed limit was a contributing factor in the crash. Speeding is one of the most prevalent factors contributing to traffic crashes. NHTSA estimates that the annual economic cost to society of speeding-related crashes is $40.4 billion. In 2010, speeding was a contributing factor in 31 percent of all fatal crashes, and 10,395 lives were lost in speeding-related crashes. Speeding related fatalities decreased by 3 percent from 10,664 in 2009 to 10,395 in 2010. Additional data in this report includes alcohol involvement and seat belt use. KW - Blood alcohol levels KW - Crash injuries KW - Fatalities KW - Seat belts KW - Speeding KW - Statistics KW - Traffic crashes KW - Traffic safety KW - Trend (Statistics) UR - http://www-nrd.nhtsa.dot.gov/Pubs/811636.pdf UR - https://trid.trb.org/view/1213683 ER - TY - RPRT AN - 01446006 AU - National Highway Traffic Safety Administration TI - Traffic Safety Facts 2010 Data: Pedestrians PY - 2012/08 SP - 7p AB - In 2010, 4,280 pedestrians were killed and an estimated 70,000 were injured in traffic crashes in the United States. On average, a pedestrian was killed every two hours and injured every eight minutes in traffic crashes. A pedestrian, as defined for the purpose of this Traffic Safety Fact Sheet, is any person on foot, walking, running, jogging, hiking, sitting or lying down who is involved in a motor vehicle traffic crash. For the purpose of this Traffic Safety Fact Sheet a traffic crash is an incident that involves one or more vehicles where at least one vehicle is in-transport and the crash originates on a public traffic way. Crashes that occurred exclusively on private property, including parking lots and driveways, were excluded. The 4,280 pedestrian fatalities in 2010 were an increase of 4 percent from 2009, but a decrease of 13 percent from 2001. In 2010, pedestrian deaths accounted for 13 percent of all traffic fatalities, and made up 3 percent of all the people injured in traffic crashes. Additional statistics on pedestrian fatalities and injuries in traffic accidents in 2010 are provided in this traffic safety fact sheet. KW - Crash injuries KW - Fatalities KW - Pedestrian-vehicle crashes KW - Statistics KW - Traffic crashes KW - Trend (Statistics) UR - http://www-nrd.nhtsa.dot.gov/Pubs/811625.pdf UR - https://trid.trb.org/view/1213691 ER - TY - RPRT AN - 01508843 AU - United States. National Highway Traffic Safety Administration TI - Corporate average fuel economy standards, passenger cars and light trucks, model years 2017-2025 : environmental impact statement PY - 2012/07//Volumes held: Draft, F KW - Environmental impact statements UR - https://trid.trb.org/view/1293167 ER - TY - RPRT AN - 01478270 AU - Gabler, Hampton C AU - Hampton, Carolyn AU - Johnson, Nicholas AU - Virginia Polytechnic Institute and State University, Blacksburg AU - National Highway Traffic Safety Administration TI - Development of the WinSMASH 2010 Crash Reconstruction Code PY - 2012/07//Final Report SP - 68p AB - This report describes the development of WinSMASH2010, an extensive update and enhancement to the WinSMASH crash reconstruction code. The specific objectives were (1) to correct known programming bugs in the original WinSMASH; (2) to convert the code from the obsolete Delphi language to C-Sharp to allow future upgrades; and (3) to enhance WinSMASH accuracy by implementing an automated method of selecting vehicle specific stiffness coefficients. KW - Coding systems KW - Crash reconstruction KW - National Automotive Sampling System - Crashworthiness Data System KW - Stiffness KW - WinSmash UR - http://www-nrd.nhtsa.dot.gov/Pubs/811546.pdf UR - https://trid.trb.org/view/1246775 ER - TY - RPRT AN - 01447855 AU - Huey, R AU - De Leonardis, D AU - Freedman, M AU - Westat AU - National Highway Traffic Safety Administration TI - National Traffic Speeds Survey II: 2009 PY - 2012/07//Final Report SP - 171p AB - A field survey was conducted during spring and summer 2009 as a longitudinal repetition to a similar effort undertaken in 2007. The goal was to measure travel speeds and prepare nationally representative speed estimates for all types of motor vehicles on freeways, arterial highways, and collector roads across the United States. Over 10 million vehicle speeds were measured at 627 sites included in the geographic cluster sample of 20 primary sampling units (PSUs). Each PSU was a city, county, or group of two or three counties representing combinations of regions of the United States, level of urbanization, and type of topography (flat, hilly, mountainous). Speeds were acquired on randomly drawn road segments on limited access highways, major and minor arterial roads, and collector roads. Speed measurement sites were selected in road segments with low, medium, or high degrees of horizontal and vertical curvature or gradient. Overall, speeds of free-flow traffic on freeways averaged 70.5 mph and were approximately 17 mph higher than on major arterials, which at 53.3 mph were in turn about 6 mph higher than the mean speed of 47.0 mph on minor arterials and collector roads. Most traffic exceeded the speed limits. Seventy-one percent of traffic on limited access roads and about 56% of traffic on arterials and collectors exceeded the speed limit. About 16% of traffic exceeded the speed limit by 10 mph or more on freeways, arterials, and collector roads. Speeds of passenger vehicle size classes were generally higher than for medium trucks. KW - Arterial highways KW - Average travel speed KW - Collector roads KW - Field studies KW - Freeways KW - Speed estimates KW - Speeding KW - Traffic speed KW - United States UR - http://www.nhtsa.gov/staticfiles/nti/pdf/811638.pdf UR - http://ntl.bts.gov/lib/45000/45700/45706/811638.pdf UR - https://trid.trb.org/view/1214956 ER - TY - RPRT AN - 01447157 AU - National Highway Traffic Safety Administration TI - Traffic Safety Facts 2010 Data: Children PY - 2012/07 SP - 6p AB - In 2010, there were 61 million children age 14 and younger in the United States, 20 percent of the total U.S. resident population in 2010. Motor vehicle crashes were the leading cause of death for children age 4 and ages 11 to 14 (based on 2009 figures, which are the latest mortality data currently available from the National Center for Health Statistics). During 2010, there were a total of 32,885 traffic fatalities in the United States. The 14-and-younger age group accounted for 1,210 (4%) of those traffic fatalities, which is an 8-percent decrease from the 1,320 fatalities in 2009. In 2010, there were an additional 171,000 children age 14 and younger injured, which is a 4-percent decrease from the 179,000 children injured in 2009. An average of 3 children age 14 and younger were killed and 469 were injured every day in the United States in motor vehicle crashes during 2010. In the 14-and-younger age group, males accounted for 57 percent of the fatalities and 52 percent of those injured in motor vehicle crashes during 2010. KW - Children KW - Crash data KW - Fatalities KW - Highway safety KW - Injuries KW - Traffic crashes KW - United States UR - http://www-nrd.nhtsa.dot.gov/Pubs/811641.pdf UR - https://trid.trb.org/view/1214568 ER - TY - RPRT AN - 01447156 AU - National Highway Traffic Safety Administration TI - Traffic Records Program Assessment Advisory PY - 2012/07 SP - 132p AB - This updated Traffic Records Program Assessment Advisory gives States information on the contents, capabilities, and data quality of an effective traffic records system by describing an ideal system that supports high-quality decisions and leads to cost-effective improvements in highway and traffic safety. In addition, the Advisory outlines a comprehensive approach for assessing the systems and processes that govern the collection, management, and analysis of traffic records data. The Advisory provides a uniform set of questions derived from the ideal system as described above. The questions are used by a group of qualified independent assessors to determine how close a State’s capabilities come to the described ideal. There are three gradations: (a) meets the description of the ideal traffic records system, (b) partially meets the ideal description, and (c) does not meet the ideal description. The Advisory also provides State respondents with standards of evidence that identify the specific information necessary to answer each assessment question. This assessment instrument highlights a State traffic records system’s strengths as well as opportunities for improvement. KW - Crash records KW - Data files KW - Data quality KW - Driver records KW - Information processing KW - Records management KW - Traffic data KW - Traffic records KW - Traffic safety UR - http://www-nrd.nhtsa.dot.gov/Pubs/811644.pdf UR - https://trid.trb.org/view/1214569 ER - TY - RPRT AN - 01446532 AU - Blomberg, Richard D AU - Thomas, F Dennis AU - Marziani, Bruce J AU - Dunlap and Associates, Incorporated AU - National Highway Traffic Safety Administration TI - Demonstration and Evaluation of the Heed the Speed Pedestrian Safety Program PY - 2012/07//Final Report SP - 94p AB - This study built upon the work of Blomberg and Cleven (2006) in Arizona, where they developed and pilot-tested the concept of Heed the Speed, a neighborhood-based combination of enforcement, education, and modest engineering designed to reduce vehicle speeds to benefit pedestrian safety. The current program was expanded and applied to Philadelphia, Pennsylvania, in an attempt to determine if reducing speeds in neighborhoods would lead to a reduction in pedestrian-involved crashes. The study attempted to increase speed enforcement by the Philadelphia Police Department (PPD) in six police districts by purchasing 24 Speed Tracker units that were installed and calibrated in four police cars in each of the six police districts. Since Pennsylvania law prohibits the use of radar by local police, the availability of the Speed Tracker timing devices provided the PPD with additional capability to document speed violations. It was hoped that publicizing this capability would deter speeding in the test districts. The Philadelphia Streets Department focused its efforts on engineering countermeasures in the six target police districts. Street Smarts, the city’s safety education contractor, distributed pedestrian safety information throughout the city; however, community involvement in the targeted districts was limited. The evaluation of the program showed speed reductions at 17 of 24 measurement locations. However, no crash reductions were observed in the six districts relative to the remainder of the city. Also, an awareness survey showed little penetration of the safety messages or awareness of increased speeding enforcement by the police. This is not surprising given the lack of paid media, the sparse enforcement that was actually mounted in the test districts, and the assessment of awareness at licensing centers outside the test districts. Overall, the results indicate that a direct scale-up of Heed the Speed as used in targeted Arizona neighborhoods to a city the size of Philadelphia is likely not realistic given the resources required. The study also suggested that the inability to use radar as an enforcement tool was not totally overcome by the use of quantitative speed timing devices. Either the techniques should remain as originally developed and only be applied on a road-segment-by-road-segment basis, or the Heed the Speed toolkit should be expanded to address the unique situations and constraints of large, congested cities where speeding is not an enforcement priority. KW - Countermeasures KW - Crash rates KW - Equipment KW - Pedestrian safety KW - Philadelphia (Pennsylvania) KW - Public information programs KW - Residential streets KW - Speed control KW - Speed measurement KW - Speeding KW - Surveys KW - Traffic citations KW - Traffic law enforcement KW - Traffic safety education UR - http://www.nhtsa.gov/staticfiles/nti/pdf/811515.pdf UR - http://ntl.bts.gov/lib/45000/45700/45709/811515.pdf UR - https://trid.trb.org/view/1214061 ER - TY - RPRT AN - 01446531 AU - Jones, Ralph K AU - Nichols, James L AU - Mid-America Research Institute, Inc. AU - National Highway Traffic Safety Administration TI - Breath Test Refusals and Their Effect on DWI Prosecutions PY - 2012/07//Final Report SP - 60p AB - This report describes the design and results of a project aimed at estimating the rate that drivers refuse to submit to a legally-requested breath alcohol concentration (BAC) test, and the effect of such refusals on the prosecution of driving while impaired (DWI) cases. The study found the mean refusal rate to be 21% in 39 jurisdictions providing data, a very small change from that found in prior studies. The study did not indicate a clear relationship between refusing a BAC test and the probability of conviction for DWI/DUI across five local study sites. Generally, the case studies suggested that the difference in conviction rate between refusers and compliers was quite small. Refusers who were convicted, however, consistently received greater penalties than non-refusers who were convicted. KW - Alcohol breath tests KW - Alcohol test refusal KW - Blood alcohol levels KW - Case studies KW - Conviction rates KW - Drunk drivers KW - Drunk driving KW - Highway safety KW - Penalties KW - Prosecution UR - http://www.nhtsa.gov/staticfiles/nti/pdf/811551.pdf UR - http://ntl.bts.gov/lib/45000/45700/45708/811551.pdf UR - https://trid.trb.org/view/1214057 ER - TY - SER AN - 01446530 JO - TRAFFIC TECH PB - National Highway Traffic Safety Administration TI - Demonstration and Evaluation of the Heed the Speed Pedestrian Safety Program PY - 2012/07 SP - 2p AB - Research has shown that higher vehicular speeds are related to increased pedestrian injury severity and death. It is unclear, however, if lowering vehicle speeds in residential areas would result in lower frequency of pedestrian- involved crashes. This study built upon the pilot work of Blomberg and Cleven (2006) that tested the Heed the Speed initiative on a small scale in Phoenix and Peoria, Arizona. In that study, it was found that the program significantly reduced vehicle speeds on the road segments where it was implemented. The current project focused on determining if the enforcement, education, and engineering approaches of the pilot program could be scaled up as a city-based countermeasure that might produce a reduction in the frequency of pedestrian-involved crashes in Philadelphia, Pennsylvania. KW - Countermeasures KW - Crash rates KW - Equipment KW - Pedestrian safety KW - Philadelphia (Pennsylvania) KW - Public information programs KW - Residential streets KW - Speed control KW - Speed measurement KW - Speeding KW - Traffic citations KW - Traffic law enforcement KW - Traffic safety education UR - http://www.nhtsa.gov/staticfiles/traffic_tech/811607.pdf UR - https://trid.trb.org/view/1214064 ER - TY - RPRT AN - 01446023 AU - National Highway Traffic Safety Administration TI - Traffic Safety Facts 2010 Data: Motorcycles PY - 2012/07 SP - 8p AB - In 2010, 4,502 motorcyclists were killed, a slight increase from the 4,469 motorcyclists killed in 2009. There were 82,000 motorcyclists injured during 2010, a decrease from 90,000 in 2009. In 2010, two-wheeled motorcycles accounted for 95 percent of motorcycle body types in fatal crashes. In 2010, motorcyclists accounted for 14 percent of total traffic fatalities, 16 percent of all occupant fatalities, and 4 percent of all occupants injured. Motorcycles made up 3 percent of all registered vehicles in the United States in 2010 and accounted for only 0.6 percent of all vehicle miles traveled. Per vehicle mile traveled in 2010, motorcyclists were about 30 times more likely than passenger car occupants to die in a motor vehicle traffic crash and 5 times more likely to be injured. Per registered vehicle, the fatality rate for motorcyclists in 2010 was 6 times the fatality rate for passenger car occupants. The injury rate for motorcyclists was 0.9 times the injury rate for passenger car occupants. National Highway Traffic Safety Administration estimates that helmets saved 1,550 motorcyclists’ lives in 2010, and that 706 more could have been saved if all motorcyclists had worn helmets. KW - Crash data KW - Crash injuries KW - Fatalities KW - Motorcycle crashes KW - Motorcycle helmets KW - Motorcyclists KW - Statistics KW - Traffic crashes KW - Trend (Statistics) KW - United States UR - http://www-nrd.nhtsa.dot.gov/Pubs/811639.pdf UR - https://trid.trb.org/view/1213600 ER - TY - RPRT AN - 01444603 AU - Arbogast, Kristy B AU - Belwadi, Aditya AU - Allison, Mari AU - Children's Hospital of Philadelphia AU - National Highway Traffic Safety Administration TI - Reducing the Potential for Heat Stroke to Children in Parked Motor Vehicles: Evaluation of Reminder Technology PY - 2012/07//Final Report SP - 43p AB - The primary objective of the study was to evaluate products that are designed to prevent children up to 24 months old from being left behind in closed, parked vehicles – a scenario that can result in heat stroke. This preliminary assessment was the first of its kind to evaluate this kind of product. The efficacy of heat stroke prevention technologies in sensing the presence of a child in a child restraint and alerting the caregiver if he or she walks away from the car without removing the child was evaluated. The study also examined the effects of child posture and the time/child movement associated with a typical commute on the efficacy of these devices. It was found that across different evaluations, the devices were inconsistent and unreliable in their performance. They often required adjusting of the position of the child within the child restraint. The distance to activation varied across trials and scenarios, and the devices experienced continual synching/unsynching during use. For some of the devices evaluated, issues such as interference with other electronic devices and inability to function in the presence of liquids were common. In sum, the devices require considerable effort from the parent/caregiver to ensure smooth operation, and often that operation is not consistent. KW - Audible warning devices in vehicles KW - Child restraint systems KW - Children KW - Fatalities KW - Heat KW - Hyperthermia KW - Infants KW - Market assessment KW - New products KW - Product development KW - Sensors KW - Vehicle safety UR - http://www.nhtsa.gov/DOT/NHTSA/NVS/811632.pdf UR - https://trid.trb.org/view/1212112 ER - TY - RPRT AN - 01454093 AU - Alonge, Mark AU - Alonge, Carol AU - O'Donnell, Joseph AU - Harnish, Anne AU - Matz, Marybeth AU - Decina, Lawrence E AU - National Highway Traffic Safety Administration AU - North Central Highway Safety Network TI - Avoiding “Tween” Tragedies: Demonstration Project to Increase Seat Belt Use Among 8- to 15-year-old Motor Vehicle Occupants PY - 2012/06//Final Report SP - 166p AB - The purpose of this project was to increase seat belt use among 8- to 15-year-old motor vehicle occupants (“tweens”) by using a comprehensive approach involving police-driven educational programs, earned and paid media, and enforcement of Pennsylvania’s occupant protection law. Fifteen school districts, comprised of 15 high schools, 15 junior high schools, and 31 elementary schools, participated along with law enforcement officers from 13 municipal police departments and two Pennsylvania State Police barracks. Intervention components included three age appropriate educational programs, innovative enforcement strategies, community outreach, and earned/paid media exposure involving radio, television, and newspapers. Seat belt use significantly improved from the pre- to post-intervention periods in the elementary, junior high, and high schools by 13, 17, and 20 percentage points, respectively. Back seat positioning for elementary school children (12 and under) improved by 23 percentage points. In the post-intervention period, 90% of tweens wore seat belts when their drivers were also belted. Information from knowledge-attitude-behavior surveys indicated positive increases for all school levels in terms of reporting a higher level of steady seat belt use for tweens and their parents/drivers. In addition, elementary school tweens reported a higher level of consistent backseat use. Tweens also reported their knowledge and understanding of seat belt safety and laws in numbers higher than before the study. Recommendations are provided for further outreach to tweens, research needs, enforcement and education. KW - Children KW - Demonstration projects KW - Mass media KW - Pennsylvania KW - Seat belt usage KW - Seat belts KW - Traffic law enforcement KW - Tweens KW - Vehicle occupants UR - http://www.nhtsa.gov/staticfiles/nti/pdf/811096.pdf UR - https://trid.trb.org/view/1218644 ER - TY - RPRT AN - 01447141 AU - Thomas, F Dennis AU - Blomberg, Richard D AU - Korbelak, Kristopher AU - Stutts, Jane AU - Wilkins, Jean AU - Lonero, Larry AU - Clinton, Kathryn AU - Black, Douglas AU - Dunlap and Associates, Incorporated AU - National Highway Traffic Safety Administration TI - Examination of Supplemental Driver Training and Online Basic Driver Education PY - 2012/06//Final Report SP - 152p AB - This report describes supplemental driver training programs and online basic driver education. It covers supplemental driver training that focuses on knowledge and skills beyond those normally found in traditional driver education delivered in the United States and in other countries. It also reviews online basic driver education programs that are approved or accepted in at least one U.S. State to replace the standard driver education classroom requirement in the driver licensing process. Fifty-six supplemental programs provided information for the United States study, and 59 provided information for the international study. There were many similarities among the supplemental programs with most programs covering the same topics using similar training techniques. Venues of the programs and intended target audience tended to be different. Case studies of representative programs provided in-depth information for all three studies. Program providers universally felt that their efforts were increasing driver safety, although no formal evaluations were identified to support their claims. There was virtually no oversight of the supplemental programs for a variety of reasons. Forty unique online basic driver education providers furnished information about their programs. State personnel in 14 of the 15 States that accepted online driver education provided information from their point of view. Most online programs covered the same topics, but the level of student engagement varied, ranging from none to active interaction with an instructor. Many of the 14 States were unable to provide significant oversight of the programs for various reasons, which may have contributed to the variations in program engagement levels. There is an absence of significant oversight and regulation of the training programs and a need for formal scientific evaluations of the effects of both supplemental and online driver education on young driver safety. KW - Advanced driver training KW - Case studies KW - Driver education KW - Driver training KW - International KW - Literature reviews KW - Online courses KW - Online training KW - Oversight KW - United States UR - http://www.nhtsa.gov/staticfiles/nti/pdf/811609.pdf UR - http://ntl.bts.gov/lib/45000/45700/45712/811609.pdf UR - https://trid.trb.org/view/1214522 ER - TY - RPRT AN - 01446496 AU - Karsch, H M AU - Hedlund, J H AU - Tison, J AU - Leaf, W A AU - National Highway Traffic Safety Administration AU - Preusser Research Group, Incorporated TI - Review of Studies on Pedestrian and Bicyclist Safety, 1991-2007 PY - 2012/06//Final Report SP - 84p AB - This report reviews the pedestrian and bicyclist safety research literature in print as of 2007. It summarizes and synthesizes the key studies, evaluates existing knowledge and identifies research gaps and provides recommendations for future direction. The review includes studies identified through searches of the TRIS, TRANSDOC, IRRD, PubMed, PsychLit, and SafetyLit automated databases and through contacts with research institutions and researchers. It also draws on the background papers and recommendations from the April 2000 National Highway Traffic Safety Administration/Federal Highway Administration Pedestrian and Bicycle Strategic Planning Research Workshops and from the Bicycle Safety 2000 Conference. Studies are organized into areas highlighting studies on pedestrian safety with emphasis on demographic characteristics, high-risk environments, travel behavior, injury typing and injury profiles and others. Similar grouping is made for studies on bicyclist safety. Topics include: crash and injury causation; laws and enforcement; public information and education; alcohol; conspicuity; and bicycle helmets. KW - Bicycle helmets KW - Cyclists KW - Law enforcement KW - Literature reviews KW - Pedestrian safety KW - Pedestrians KW - Public education KW - Research KW - Visibility UR - http://www.nhtsa.gov/staticfiles/nti/pdf/811614.pdf UR - http://ntl.bts.gov/lib/45000/45700/45710/811614.pdf UR - https://trid.trb.org/view/1214049 ER - TY - RPRT AN - 01421299 AU - National Highway Traffic Safety Administration TI - Blueprint for Ending Distracted Driving PY - 2012/06 SP - 20p AB - With more than 300 million wireless subscriptions in America today—and a growing number of devices and services designed to keep people constantly connected—technology is playing an increasing role in enhancing our quality of life. Yet using these technologies while you’re behind the wheel can have devastating consequences. The U.S. Department of Transportation’s National Highway Traffic Safety Administration (NHTSA) estimates that there are at least 3,000 deaths annually from distraction-affected crashes—crashes in which drivers lost focus on the safe control of their vehicles due to manual, visual, or cognitive distraction. Studies show that texting simultaneously involves manual, visual, and mental distraction and is among the worst of all driver distractions. Observational surveys show that more than 100,000 drivers are texting at any given daylight moment, and more than 600,000 drivers are holding phones to their ears while driving. While distracted driving can take on many forms and affects all road users, young drivers are at particular risk. A nationally representative survey of distracted driving attitudes and behavior published in 2011 shows that a young driver is most likely to have been involved in a crash or near-crash. Drivers under 25 are two to three times more likely than older drivers to send text messages or e-mails while driving. While almost all drivers believe that sending text messages while driving is very unsafe, young passengers are much less likely than older passengers to speak up if the driver is texting behind the wheel. Sending or receiving a text takes a driver's eyes from the road for an average of 4.6 seconds, the equivalent - at 55 mph - of driving the length of an entire football field, blind. This brochure lays out progress to date on addressing distracted driving, and offers suggestions (legal avenues, education, public awareness) for tackling it now and in the future. KW - Age KW - Countermeasures KW - Crash causes KW - Distraction KW - Fatalities KW - High risk drivers KW - Highway safety KW - Text messaging KW - Traffic crashes UR - http://www.nhtsa.gov/staticfiles/nti/distracted_driving/pdf/811629.pdf UR - https://trid.trb.org/view/1148382 ER - TY - RPRT AN - 01383582 AU - Hastings, Aaron AU - Guthy, Catherine AU - Pollard, John K AU - Garay-Vega, Lisandra AU - Volpe National Transportation Systems Center AU - National Highway Traffic Safety Administration TI - Research on Minimum Sound Specifications for Hybrid and Electric Vehicles PY - 2012/06//Final Report SP - 90p AB - This report documents research by the National Highway Traffic Safety Administration (NHTSA) to identify ways to develop sound specifications for electric and hybrid vehicles. The research was conducted to support activities related to the implementation of the Pedestrian Safety Enhancement Act of 2010. The Pedestrian Safety Enhancement Act (PSEA) requires NHTSA to conduct a rulemaking to establish a Federal Motor Vehicle Safety Standard (FMVSS) requiring an alert sound for pedestrians to be emitted by all types of motor vehicles that are electric or hybrid (EVs and HVs). The goal is to establish performance requirements for an alert sound that allows blind and other pedestrians to reasonably detect a nearby EV or HV. The alert sound must not require activation by the driver or the pedestrian, and must allow pedestrians to reasonably detect an EV or HV in critical operating scenarios such as, but not limited to, constant speed, accelerating, or decelerating. Sound specifications would include criteria for sounds to be detectable and recognizable as the sound of a motor vehicle in operation. Two concepts to identify potential detectability specifications for alert sounds are explored: (a) minimum sound levels based on psychoacoustic modeling and detection distances and (b) minimum sound levels based on the sound of internal combustion engine (ICE) vehicles. Potential detectability specifications are discussed in terms of frequency range and minimum sound level for selected one-third octave bands. Also considered is the relative proportion of acoustical energy emitted from a vehicle as a function of direction (directivity). Recognition includes two aspects: recognition that the sound is emanating from a vehicle and recognition of the type of operation that the vehicle is conducting. Potential specifications to aid in recognition are discussed in terms of broadband noise and tones (tone-to-noise ratio) and ways to denote changes in vehicle speed (pitch-shifting as a function of vehicle speed). KW - Audible warning devices in vehicles KW - Electric vehicles KW - Hybrid vehicles KW - Pedestrian detectors KW - Pedestrian safety KW - Pedestrian Safety Enhancement Act KW - Sound KW - Specifications KW - Warning devices UR - http://ntl.bts.gov/lib/45000/45500/45558/MinimumSoundSpecs.pdf UR - https://trid.trb.org/view/1148385 ER - TY - RPRT AN - 01383571 AU - Glassbrenner, Donna AU - National Highway Traffic Safety Administration TI - An Analysis of Recent Improvements to Vehicle Safety PY - 2012/06//Technical Report SP - 85p AB - This report seeks to quantify the improved safety of newer vehicles and its contribution to historically low fatality and injury rates experienced in the United States in recent years. The authors develop statistical models of crash avoidance and crash worthiness and apply the results of these models to estimate the likely result of replacing newer vehicles with older vehicles and vice versa, while controlling for human and environmental factors that would otherwise cloud the result. The analysis finds remarkable improvements to vehicle safety. The authors estimate that the likelihood of crashing in 100,000 miles of driving has decreased from 30 percent in a model year 2000 car to 25 percent in a model year 2008 one, when both vehicles are driven “as new”. The likelihood of escaping a crash uninjured has improved from 79 to 82 percent as a result of improvements between the 2000 and 2008 car fleets. Improvements are also found for light trucks and vans, and for the chances of surviving a crash and avoiding incapacitation. The nationwide impact of these advancements is substantial. The authors estimate that improvements made after the model year 2000 fleet prevented the crashes of 700,000 vehicles; prevented or mitigated the injuries of 1 million occupants; and saved 2,000 lives in the 2008 calendar year alone. Of the 9 million passenger vehicles that were in crashes, the crashes of an estimated 200,000 of them were preventable by improvements to the model year 2008 fleet, and the injuries of 300,000 of their 12 million occupants would have been prevented or mitigated, including saving 600 lives. KW - Crash injuries KW - Crashes KW - Crashworthiness KW - Fatalities KW - Traffic crashes KW - United States KW - Vehicle factors in crashes KW - Vehicle safety UR - http://www-nrd.nhtsa.dot.gov/Pubs/811572.pdf UR - https://trid.trb.org/view/1147983 ER - TY - RPRT AN - 01379793 AU - Federal Highway Administration AU - Federal Motor Carrier Safety Administration AU - National Highway Traffic Safety Administration AU - Governors Highway Safety Association TI - Model Minimum Uniform Crash Criteria (MMUCC) Guideline. Fourth Edition PY - 2012/06//Fourth Edition SP - 148p AB - The purpose of the Model Minimum Uniform Crash Criteria (MMUCC) is to provide a dataset for describing crashes of motor vehicles in transport that will generate the information necessary to improve highway safety within each State and nationally. Efforts to standardize crash data have increased since the MMUCC was originally recommended as a voluntary guideline in 1998. The MMUCC data elements represent a core set of data elements, most of which were being collected by the States before the first edition of the MMUCC Guideline was published. The 107 data elements contained in the MMUCC Guideline, 3rd Edition (2008) were revised in response to emerging issues and other highway safety needs. The fourth edition of the MMUCC Guideline contains 110 data elements. The MMUCC Guideline, 4th Edition (2012) recommends that States implement all 110 data elements included in this document. To reduce the data collection burden, MMUCC recommends that law enforcement at the scene should collect 77 of the 110 data elements. From crash scene information, 10 data elements can be derived, while the remaining 23 data elements should be obtained after linkage to other State data files. States that are unable to link to other State data to obtain the MMUCC linked data elements should collect, at a minimum, those linked data elements that are feasible to collect on the crash report. At the same time, States should work to develop data linkage capabilities so they eventually are able to obtain, via linkage, all of the information to be generated by the MMUCC linked data elements. Because State datasets and systems are difficult to implement or change, no changes will be made to the MMUCC Guideline, 4th Edition (2012) for five years. During this period, each of the data elements and their attributes will be monitored to determine their usefulness and reliability. KW - Crash data KW - Data collection KW - Highway safety KW - Model Minimum Uniform Crash Criteria KW - On the scene crash investigation KW - Standardization KW - States UR - http://mmucc.us/sites/default/files/MMUCC_4th_Ed.pdf UR - https://trid.trb.org/view/1147465 ER - TY - RPRT AN - 01372323 AU - Fieldler, Katherine AU - Brittle, Christine AU - Stafford, Scott AU - Acclaro Research Solutions, Incorporated AU - National Highway Traffic Safety Administration TI - Case Studies of Ignition Interlock Programs PY - 2012/06//Final Report SP - 172p AB - This guide profiles the work of six States and their use of ignition interlocks as part of an overall strategy to combat alcohol-impaired driving. This guide is the result of a multi-phased effort involving a scan of relevant literature, informal discussions with interlock experts and program administrators, a case study selection process, and site visits to each selected program The six States profiled in this document are Colorado, Florida, Illinois, New Mexico, New York, and Oklahoma. Each State demonstrates unique approaches and innovations in the use of interlocks. KW - Alcohol ignition interlock devices KW - Case studies KW - Colorado KW - Countermeasures KW - Drunk driving KW - Florida KW - Illinois KW - Innovation KW - New Mexico KW - New York (State) KW - Oklahoma UR - http://www.nhtsa.gov/staticfiles/nti/pdf/811594.pdf UR - https://trid.trb.org/view/1140952 ER - TY - ABST AN - 01495334 TI - Crash Scenario Framework and ID of Safety Application Countermeasures AB - No summary provided. KW - Countermeasures KW - Crash scenarios KW - High risk locations KW - Highway safety KW - Traffic crashes UR - https://trid.trb.org/view/1264885 ER - TY - ABST AN - 01490051 TI - Commercial Vehicle Rollover Prevention Technology Demonstration- Collision Mitigation Braking AB - The objective of this research project is to determine the safety effectiveness of collision mitigation braking systems for heavy truck tractor semitrailers. KW - Braking performance KW - Commercial vehicles KW - Crashes KW - Prevention KW - Rollover crashes KW - Tractor trailer combinations UR - https://trid.trb.org/view/1259598 ER - TY - ABST AN - 01465149 TI - Analysis of Heavy Vehicle Underride Crash Data AB - In this study, an analysis of crash data will be conducted to define the current rear and side underride safety problem for heavy vehicles including tractor-semitrailers, single-unit trucks, and buses. As a part of this study, supplemental Trucks in Fatal Accidents (TIFA) data will be collected for underride crashes. An analysis of crash data will be performed to determine the frequency of crash involvements for all heavy vehicles. Also, the study will examine rear underride safety standards in other countries (e.g., Canada, European Union, and Japan) to determine if these additional requirements would address more crashes than what is currently addressed by the current Federal Motor Vehicle Safety Standards (FMVSS) standards for underride protection in the U.S. KW - Buses KW - Crash data KW - Crash rates KW - Federal Motor Vehicle Safety Standards KW - Trucks KW - Underride override crashes UR - https://trid.trb.org/view/1233382 ER - TY - ABST AN - 01465147 TI - Consumer Information Program Feasibility Study for Heavy Trucks AB - This study was undertaken to determine the feasibility of developing a consumer information program to provide information to trucking fleets and heavy truck users about the various advanced safety technologies and their benefits to encourage their adoption. KW - Consumer information KW - Feasibility analysis KW - Fleet safety KW - Technology KW - Trucks UR - https://trid.trb.org/view/1233380 ER - TY - ABST AN - 01465146 TI - Enhanced Camera/Video Imaging System (C/VIS) Field Test AB - The objective of this research project is to understand the safety benefits, human performance, and fleet acceptance of a 360-degree/all-weather Indirect Viewing System. KW - Cameras KW - Field tests KW - Highway safety KW - Road weather information systems KW - Video imaging detectors UR - https://trid.trb.org/view/1233379 ER - TY - ABST AN - 01465136 TI - Evaluation of a SafeTeen Prototype Vehicle AB - The objective of this research project is to determine the potential effectiveness and acceptability of vehicle technologies that limit and/or provide in-vehicle feedback on unsafe teen behaviors. KW - Adolescents KW - Driver feedback KW - In vehicle sensors KW - Prototypes KW - Teenage drivers KW - Vehicles UR - https://trid.trb.org/view/1233369 ER - TY - ABST AN - 01465135 TI - Evaluation of the Effectiveness of CRS Related Design Changes in Reducing Installation Errors AB - The objective of this research is to evaluate the effectiveness of possible solutions for reducing installation error rates. Testing is needed to determine whether errors can be reduced with improvements to child seat instructions, vehicle user manuals, child seat labels, child seat design, or various aspects of vehicle design. KW - Child restraint systems KW - Errors KW - Improvements KW - Installation KW - Manufacturer instructions KW - Vehicle design UR - https://trid.trb.org/view/1233368 ER - TY - ABST AN - 01465129 TI - University of Virginia/Inova Fairfax Hospital CIREN Center AB - The objective of this research project is to add to the scope of data and expertise in Crash Injury Research and Engineering Network (CIREN). KW - Crash data KW - Crash injuries KW - Crash injury research KW - Crash Injury Research and Engineering Network KW - Highway safety KW - Human factors in crashes UR - https://trid.trb.org/view/1233362 ER - TY - ABST AN - 01465128 TI - University of Alabama at Birmingham CIREN Center AB - The objective of this research project is to add to the scope of data and expertise in Crash Injury Research and Engineering Network (CIREN). KW - Crash data KW - Crash injuries KW - Crash injury research KW - Crash Injury Research and Engineering Network KW - Highway safety KW - Human factors in crashes UR - https://trid.trb.org/view/1233361 ER - TY - ABST AN - 01465127 TI - Wake Forest University CIREN Center AB - The objective of this research project is to add to the scope of data and expertise in Crash Injury Research and Engineering Network (CIREN). KW - Crash data KW - Crash injuries KW - Crash injury research KW - Crash Injury Research and Engineering Network KW - Highway safety KW - Human factors in crashes UR - https://trid.trb.org/view/1233360 ER - TY - ABST AN - 01465126 TI - Global Human Model Consortium AB - This effort establishes an agreement with Global Human Body Modeling Consortium (GHBMC) LLC, an on-going effort by several vehicle and equipment manufacturers, to develop and carry-out out a multi-phase research and development program that seeks to produce improved human body models. The comprehensive nature of the approach, involving many interested parties and the use of significant resources, appears promising for the development of improved human body models. The Agency's access to improved human body models will produce a better assessment of the human experience in a motor vehicle crash, which in turn will assist the agency in developing better injury criteria and in understanding injury causation in crashes. KW - Anthropometry KW - Crash causes KW - Crash injury research KW - Human factors in crashes KW - Manufactures KW - Traffic crash victims UR - https://trid.trb.org/view/1233359 ER - TY - ABST AN - 01465125 TI - Diffuse Axonal Injury Assessment AB - The objective of this research project is to provide testing and analysis of surrogate to support agency decision on rotational (2011) and functional (2014) brain injury criteria. KW - Brain injuries KW - Crash injuries KW - Diffuse axonal injuries KW - Human factors in crashes KW - Injury criteria UR - https://trid.trb.org/view/1233358 ER - TY - ABST AN - 01465124 TI - Football Player Head Impact Data AB - This research project will present data and analysis of football player head impacts to support agency decision on rotational brain and mild traumatic brain injury criteria. KW - Brain KW - Brain injuries KW - Football KW - Head KW - Head injuries KW - Head motion range KW - Traumatic brain injuries UR - https://trid.trb.org/view/1233357 ER - TY - ABST AN - 01465123 TI - Rib Cage Morphometrics AB - This research project will present data and analysis to support agency decision on multi-point chest criteria. KW - Crash injuries KW - Data collection KW - Human factors in crashes KW - Morphology KW - Ribs KW - Thorax UR - https://trid.trb.org/view/1233356 ER - TY - ABST AN - 01465122 TI - SIMon Age Specific AB - Data and analysis to support agency decision on rotational brain criteria. KW - Brain KW - Brain injuries KW - Data collection KW - Decision making KW - Rotation UR - https://trid.trb.org/view/1233355 ER - TY - ABST AN - 01465121 TI - Pediatric Thoracic Compliance AB - The objective of this project is to measure the force versus deflection properties of the pediatric chest during cardiopulmonary resuscitation (CPR) and to use those force versus deflection characteristics to develop scale factors that can be used as a basis for biofidelity corridors for the pediatric anthropomorphic test device (ATD) for the chest. KW - Anthropomorphic test device KW - Cardiopulmonary resuscitation KW - Deflection KW - Force KW - Pediatrics KW - Thorax UR - https://trid.trb.org/view/1233354 ER - TY - ABST AN - 01465120 TI - Trauma Research at University of Virginia AB - This research project includes the following tasks: (1) characterization of response to different restraint environments and development of injury criteria using a standardized sled; (2) development of lower limb response corridors and an advanced foot/ankle finite element model; (3) review of thoracic response data and dummy upgraded assessments; experimental characterization of the pediatric spine and thorax; and (4) continued validation and updating of the THOR-NT finite element model. KW - Crash injuries KW - Dummies KW - Finite element method KW - Limb injuries KW - Restraint systems KW - Sled tests KW - Thoracic injuries UR - https://trid.trb.org/view/1233353 ER - TY - ABST AN - 01465119 TI - Vehicle Safety Communications - Applications AB - The objective of this research project is to evaluate the ability of advanced technology applications installed in a vehicle to solve specific motor vehicle safety problems. KW - Driver information systems KW - Evaluation and assessment KW - Highway safety KW - Technological innovations KW - Vehicle design KW - Vehicle safety UR - https://trid.trb.org/view/1233352 ER - TY - ABST AN - 01465117 TI - Vehicle Safety Communications - Applications: Independent Evaluation AB - The Volpe National Transportation Systems Center is leading the effort to estimate safety benefit opportunities associated with the deployment of safety applications within the Vehicle Safety Communications - Applications (VSC-A) project. KW - Applications KW - Driver information systems KW - Evaluation and assessment KW - Highway safety KW - Vehicle safety UR - https://trid.trb.org/view/1233350 ER - TY - ABST AN - 01465116 TI - Advanced Crash Avoidance Technologies Program (ACAT) II - Honda/Dynamic Research, Inc. AB - The Honda/Dynamic Research Incorporated Advanced Crash Avoidance Technologies Program(ACAT) II project is focused on head-on crashes where driver inattention may be a contributing factor. This research will investigate the feasibility of developing a safety impact methodology that can estimate the safety benefits of Honda's pre-production Head-on Collision Avoidance System (H CAAS). KW - Attention KW - Crash avoidance systems KW - Distracted drivers KW - Frontal crashes KW - Highway safety KW - Traffic crashes UR - https://trid.trb.org/view/1233349 ER - TY - ABST AN - 01465091 TI - Advanced Crash Analysis Center Cooperative Research AB - The project will perform research in the areas of joint Federal Highway Administration (FHWA) and National Highway Traffic Safety Administration (NHTSA) vehicle model development, child safety research, and joint library operations. FHWA and NHTSA share requirements to conduct finite element crash simulations of vehicles to investigate vehicle and roadside hardware safety issues. Additionally, the Advanced Crash Analysis Center maintains a film library and conducts crash simulations on a range of highway and vehicle safety issues. KW - Child safety KW - Crash analysis KW - Finite element method KW - Roadside KW - Roadside hazards KW - Traffic simulation KW - Vehicle safety UR - https://trid.trb.org/view/1233324 ER - TY - ABST AN - 01465090 TI - Post-Crash Hydrogen Leakage Limits/Fire Safety Research AB - The objective of this research project is to verify the safety of proposed post-crash hydrogen leakage limits and helium equivalent. KW - Crashes KW - Fire safety KW - Helium KW - Hydrogen fuels KW - Leakage UR - http://www.nhtsa.gov/DOT/NHTSA/Traffic%20Injury%20Control/Research%20In%20Progress/files/HydrogenFuelContainerExposureLocalizedFire2.pdf UR - https://trid.trb.org/view/1233323 ER - TY - ABST AN - 01465088 TI - Objective Tests for Advanced Restraints AB - This funding will complete this $4.4 million project. This year the Crash Avoidance Metrics Partnership (CAMP) is going to determine initial component performance specifications and determining of test modes, evaluation and ranking of candidate advanced restraint system concepts. KW - Evaluation and assessment KW - Highway safety KW - Performance specifications KW - Restraint systems KW - Specifications UR - https://trid.trb.org/view/1233321 ER - TY - ABST AN - 01465087 TI - 2009 Improving Rear Occupant Protection for Older Children AB - This research will be conducted over a period of two years. Tasks 1 and 2 will be conducted in the first year, FY 2009. The overall objectives of this project are fivefold: Task 1 - Quantify belt fit for children 6 to 12 years not in booster seats (ID target population). Task 2 - Develop parametric model to simulate children 6-12 years in rear seat (optimize/develop model). Task 3 - Computer simulations - In this task, the parametric child ATD model developed in Task 2 will be exercised for the range of seat and belt conditions identified in Task 1. Task 4 - Sled tests - For this investigation of restraint performance for older children, testing with more realistic seat and belt conditions are needed. Based on the results of Tasks 1 and 3, a test matrix will be developed that includes testing on both full-length and modified second-row vehicle seats using both a range of real-world belt geometry and the optimized belt geometry identified in Task 3.Task 5 - Develop tool to optimize with 6-10-year-olds. KW - Booster seats KW - Child restraint systems KW - Occupant protection devices KW - Rear seat occupants KW - Seat belts KW - Simulation KW - Sled tests UR - https://trid.trb.org/view/1233320 ER - TY - ABST AN - 01465086 TI - Objective Tests for Crash Imminent Automatic Braking AB - Preliminary testing will be conducted on existing automatic braking performance to assess the current state-of-the-art and to develop test procedures. Technology selection will be finalized and prototypes will be developed. Testing will begin on advanced automatic braking systems to address the crash problem previously identified. A road trip will be initiated to assess advanced radar/LiDAR/camera performance in real-world driving conditions. KW - Braking performance KW - Crash-imminent warning KW - Crashes KW - Laser radar KW - Radar KW - State of the art UR - https://trid.trb.org/view/1233319 ER - TY - ABST AN - 01465085 TI - Dynamic Rollover AB - This research will include the following: (1) assess vehicle, crash, occupant and injury patterns in rollover crashes through epidemiologic investigations; (2) develop priorities and parameter ranges for dynamic rollover research that are derived from analytical, epidemiological, and computational investigations;( 3) develop a dynamic test fixture and associated test procedure capable of simulating the dynamic rollover loading environment; (4) perform a baseline evaluation of the sensitivity of the vehicle and occupant response to static ad dynamic vehicle parameters; (5) evaluate the biofidelity of currently available anthropometric test devices in terms of thief ability to predict injury risk in rollover environments; and (6) evaluate the predictive capabilities of current injury criteria for the most common rollover injuries. KW - Anthropomorphic test devices KW - Biofidelity KW - Crash injuries KW - Epidemiology KW - Occupant protection devices KW - Rollover crashes KW - Test procedures UR - https://trid.trb.org/view/1233318 ER - TY - ABST AN - 01465084 TI - Anthropomorphic Dummies, Dummy Parts, and Instrumentation AB - The objective of this project is to provide dummy parts and support services. KW - Anthropology KW - Anthropomorphic test devices KW - Dummies KW - Instrumentation KW - Parts UR - https://trid.trb.org/view/1233317 ER - TY - ABST AN - 01465083 TI - Anthropomorphic Dummies, Dummy Parts, and Instrumentation AB - The objective of this project is to provide dummy parts and support services. KW - Anthropometry KW - Anthropomorphic test devices KW - Dummies KW - Instrumentation KW - Parts UR - https://trid.trb.org/view/1233316 ER - TY - ABST AN - 01465082 TI - Anthropomorphic Dummies, Dummy Parts, and Instrumentation AB - The objective of this project is a contract to provide dummy parts and support services. KW - Anthropology KW - Anthropomorphic test devices KW - Dummies KW - Instrumentation KW - Parts UR - https://trid.trb.org/view/1233315 ER - TY - ABST AN - 01465118 TI - Advanced Crash Avoidance Technologies Program (ACAT) I AB - The National Highway Traffic Safety Administration (NHTSA) initiated the Advanced Crash Avoidance Technologies (ACAT) program to determine if there is a methodology, or if one can be developed, that will effectively measure the link between technological advancements. KW - Advanced Crash Avoidance Technologies KW - Crash avoidance KW - Highway safety KW - Human factors in crashes KW - Technological innovations KW - Traffic crashes UR - https://trid.trb.org/view/1233351 ER - TY - RPRT AN - 01374587 AU - Greenwell, Nathan K AU - National Center for Statistics and Analysis AU - National Highway Traffic Safety Administration TI - Evaluation of the Enhancing Vehicle-to-Vehicle Crash Compatibility Agreement: Effectiveness of the Primary and Secondary Energy-Absorbing Structures on Pickup Trucks and SUVs PY - 2012/05//NHTSA Technical Report SP - 20p AB - The Enhancing Vehicle-to-Vehicle Crash Compatibility Agreement (EVC) was established in 2003 as a voluntary measure to reduce occupant fatalities of passenger cars in crashes with light trucks and vans, including pickup trucks, sport utility vehicles (SUVs), minivans, and full-size vans, generically abbreviated as LTVs. Manufacturers agreed upon voluntary standards for LTVs to reduce the height mismatches between these LTVs and passenger cars. The National Highway Traffic Safety Administration (NHTSA) statistically compared car-occupant fatality risk in crashes with pickup trucks and SUVs, referred throughout the report as light trucks, built just before and just after self-certification to the agreement based on the Fatality Analysis Reporting System (FARS) and Polk data from 2002 to 2010. Overall, there was a statistically significant 8-percent reduction in car-occupant fatalities of passenger cars after light trucks self-certified to the agreement. However, for pickup trucks and SUVs separately, the effectiveness is inconsistent. Pickup trucks experienced a non-significant increase of 5-percent likelihood of occupant fatalities of passenger cars, while SUVs were associated with a significant 17-percent reduction. Furthermore, a supplementary non-parametric analysis does not show fatality reduction for significantly more than 50 percent of the makes and models. Overall, these results provide some evidence that the EVC has reduced fatalities but are not sufficiently strong to permit an unequivocal conclusion that it has been effective in reducing fatality risk to car occupants. KW - Automobiles KW - Before and after studies KW - Enhancing Vehicle-to-Vehicle Crash Compatibility Agreement KW - Fatalities KW - Fatality Analysis Reporting System KW - Light trucks KW - Minivans KW - Pickup trucks KW - Self-certification KW - Sport utility vehicles KW - Statistical analysis KW - Vans UR - http://www-nrd.nhtsa.dot.gov/Pubs/811621.pdf UR - https://trid.trb.org/view/1142316 ER - TY - SER AN - 01374584 JO - Traffic Safety Facts - Research Note PB - National Highway Traffic Safety Administration AU - Subramanian, Rajesh TI - Motor Vehicle Traffic Crashes as a Leading Cause of Death in the United States, 2008 and 2009 PY - 2012/05 IS - HS-811 620 SP - 4p AB - For the first time since 1981 (when data was first available), motor vehicle traffic crashes were not among the top 10 causes of death in the United States. Motor vehicle crashes were the 11th leading cause of death in 2009. In 2008, motor vehicle traffic crashes were the 9th leading cause of death overall. Fatalities in motor vehicle crashes have declined by about 25 percent since 2005, influenced largely by a significant drop in crashes and fatalities involving the younger population. In spite of these changes, motor vehicle traffic crashes continue to be leading cause of death in the younger age groups. Because of the young lives lost, in 2009, motor vehicle traffic crashes ranked 5th overall in terms of the years of life lost, i.e., the number of remaining years that the person is expected to live had they not died, behind only cancer and heart diseases. The corresponding rank in 2008 in terms of the years of life lost was 4th overall. Also, in 2009, when ranked by specific ages, motor vehicle traffic crashes were the leading cause of death for age 4 and every age 11 through 27. In 2008, motor vehicle traffic crashes were the leading cause of death for each age 13 through 30. The age groups reflect categories of interest to the National Highway Traffic Safety Administration (NHTSA) in terms of child-restraint programs (toddlers, infants, and young children), new drivers (youth and young adults), other adults, and older people. KW - Age groups KW - Causes of death KW - Fatalities KW - Leading cause of death KW - Statistics KW - Traffic crashes KW - Trend (Statistics) KW - United States UR - http://www-nrd.nhtsa.dot.gov/Pubs/811620.pdf UR - https://trid.trb.org/view/1142319 ER - TY - SER AN - 01470186 JO - TRAFFIC TECH PB - National Highway Traffic Safety Administration TI - Pedal Error Crashes PY - 2012/04 SP - 2p AB - This project examined the prevalence of crashes in which the driver pressed the accelerator pedal when he or she intended to press the brake pedal, and the characteristics associated with these crashes. Technical literature published between 1980 and 2009 included few studies regarding pedal application errors. Studies conducted using driving simulators identified two predictors of pedal errors: increased driver age and impairments in drivers’ executive function as measured by clinical tests of cognitive functioning. KW - Age KW - Cognition KW - Driver errors KW - Driving simulators KW - Highway safety KW - Pedals KW - Traffic crashes UR - http://www.nhtsa.gov/staticfiles/traffic_tech/811605.pdf UR - https://trid.trb.org/view/1237163 ER - TY - RPRT AN - 01446052 AU - Thomas, F Dennis AU - Blomberg, Richard D AU - Fisher, Donald L AU - Dunlap and Associates, Incorporated AU - National Highway Traffic Safety Administration TI - A Fresh Look at Driver Education in America PY - 2012/04//Final Report SP - 96p AB - The objectives of this study were to: identify and review current driver education and training programs in use nationally and internationally; identify best teaching practices for teenagers; examine the optimal sequencing for the presentation of safe driving skills in the classroom and behind-the-wheel training; and assess whether a new approach to driver education would be beneficial. These objectives were accomplished using a survey of the driver education rules and practices in the 50 States performed by the American Association of Motor Vehicle Administrators (AAMVA) and Driver Education and Training Administrators (DETA); literature reviews of research on teen crashes, the best teaching methodologies for teenagers, and injury prevention strategies for teens; and an expert panel analysis that compared current teaching practices with identified best practices, combining driver training with graduated driver licensing (GDL) systems. Twenty-three states require driver education for all drivers under the age of 18; in 35 states a teen can obtain an unrestricted license before 18 whether or not he/she takes driver education. In 25 states, a teen who takes driver education can get an unrestricted license at a younger age. At least 18 states offer some benefit (waiving practice driving requirements, knowledge tests, road tests, or younger licensure) if a teen takes driver education. Twelve states said they developed specific curriculum guides for their driver education programs to use. Only 13 of 40 responding states were able to indicate how many teen drivers who received their first licenses in 2006 had taken driver education. Most of the states had both high school and commercial programs in operation; a few accept only one type. Six states accepted Internet driver education and 3 states accepted parent-taught driver education. The great majority of driver education programs include 30 hours of classroom instruction although the lowest number is 8 hours and the highest number is 56 hours. Oversight varies widely among states and often involves multiple agencies if more than one form of driver education is acceptable. The key findings were: driver education appears to do a good job in preparing students to pass state licensing examinations; the expectation that driver education by itself will lead to a decreased teen crash rate is unrealistic; GDL has shown evidence of a significant safety benefit and may benefit from greater parental involvement; expanding driver education training beyond the current classroom and behind-the-wheel training by integrating it with graduated driver licensing may have increased traffic safety benefits for young drivers; and an expanded driver education system would start preparing future drivers at an earlier age and encompass more stringent testing than is characteristic of current driver licensing practices. KW - Best practices KW - Driver education KW - Driver training KW - Graduated licensing KW - Highway safety KW - Literature reviews KW - Surveys KW - Teenage drivers KW - United States UR - http://ntl.bts.gov/lib/45000/45700/45711/811543.pdf UR - https://trid.trb.org/view/1213596 ER - TY - SER AN - 01445995 JO - TRAFFIC TECH PB - National Highway Traffic Safety Administration TI - A Fresh Look at the State of Driver Education In America PY - 2012/04 SP - 2p AB - Approximately 8 percent of all licensed drivers involved in fatal crashes are between 15 and 18 years old, and motor vehicle crashes remain the leading cause of death for this age group. It was once thought that effective driver education and training would reduce the high crash rates of young novice drivers. Multiple evaluations of driver education, however, have failed to provide any evidence for decreased crash rates among teen drivers who completed driver education. Nevertheless, driver education remains a standard for acquiring driving skills, and many states require driver education for all drivers under the age of 18. The high rate of driver fatalities among 15- to 18-year-olds has raised the question of whether an overhaul of current driver education practices could produce safer novice drivers. To address this issue, National Highway Traffic Safety Administration (NHTSA) conducted a study to (1) identify and review current driver education and training programs in use; (2) identify best teaching practices for teenagers; (3) examine the optimal sequencing for the presentation of safe driving skills in the classroom and during behind-the-wheel training; and (4) assess whether a new approach to driver education would be beneficial. KW - Best practices KW - Driver education KW - Driver training KW - Graduated licensing KW - Highway safety KW - Teenage drivers KW - United States KW - Young adults UR - http://www.nhtsa.gov/staticfiles/traffic_tech/811615.pdf UR - https://trid.trb.org/view/1212715 ER - TY - SER AN - 01445977 JO - TRAFFIC TECH PB - National Highway Traffic Safety Administration TI - The Role of Supervised Driving in a Graduated Driver Licensing Program PY - 2012/04 SP - 2p AB - Traditional Graduated Driver Licensing (GDL) systems, in place in all the states, include three licensing stages: the initial learner stage, an intermediate or provisional phase, and full licensure. An important component of GDL systems is the extended learner stage for beginning drivers. This stage gives novice drivers opportunity to gain valuable driving experience under the supervision of experienced adult drivers. Novice drivers rarely crash while they are being supervised by adults, but have the highest crash rates of all age groups during the first six months of unsupervised driving when they become fully licensed. Many States require parents to certify that their teens have completed a certain amount of supervised driving practice, usually 40 to 50 hours, before they are allowed to obtain an intermediate license. Some States stipulate that a certain number of these hours should be accumulated during nighttime driving. Other States have no minimum requirement, but mandate that the teens be supervised for a longer period, such as 9 or 12 months. The effectiveness of mandating specific amounts of supervised driving is unknown. National Highway Traffic Safety Administration conducted a cross-sectional comparison of fatal crash rates throughout the United States and examined state-specific crash data using interrupted time-series analysis in a small number of states that had increased their required number of supervised driving hours. KW - Driver licensing KW - Driver training KW - Graduated licensing KW - Highway safety KW - States KW - Supervision KW - Teenage drivers UR - http://www.nhtsa.gov/staticfiles/traffic_tech/811598.pdf UR - https://trid.trb.org/view/1212735 ER - TY - SER AN - 01379196 JO - Traffic Safety Facts - Research Note PB - National Highway Traffic Safety Administration AU - Pickrell, Timothy M AU - Ye, Tony Jianqiang TI - Motorcycle Helmet Use in 2011—Overall Results PY - 2012/04 IS - HS-811 610 SP - 5p AB - Use of U.S. Department of Transportation (DOT)-compliant motorcycle helmets increased significantly to 66% in 2011, up from 54% in 2010, based on the National Occupant Protection Use Survey (NOPUS). The NOPUS is the only survey that provides nationwide probability-based observed data on helmet use in the United States and is conducted annually by the National Center for Statistics and Analysis of the National Highway Traffic Safety Administration. The trend of motorcycle helmet use shows that the DOT-compliant helmet use increased in 2011 while the percentages of motorcyclists who were wearing non-compliant helmets or who were not wearing any helmet decreased. The 2011 survey also found the following: (1) The increases in helmet use in 2011 occurred in many motorcyclist groups, including motorcycle riders in States without universal helmet laws, on surface streets, in rural areas, and during weekends; and (2) Helmet use from 2010 to 2011 increased from 54% to 66% in the Northeast, from 43% to 53% in the Midwest, from 54% to 70% in the South, and from 75% to 81% in the West. KW - Helmet use KW - Motorcycle helmets KW - National Occupant Protection Use Survey KW - States KW - Trend (Statistics) KW - United States UR - http://www-nrd.nhtsa.dot.gov/Pubs/811610.pdf UR - https://trid.trb.org/view/1146785 ER - TY - RPRT AN - 01379186 AU - National Highway Traffic Safety Administration TI - Traffic Safety Facts 2010 Data: Alcohol-Impaired Driving PY - 2012/04 SP - 6p AB - Drivers are considered to be alcohol-impaired when their blood alcohol concentration (BAC) is .08 grams per deciliter (g/dL) or higher. Thus, any fatal crash involving a driver with a BAC of .08 or higher is considered to be an alcohol- impaired-driving crash, and fatalities occurring in those crashes are considered to be alcohol-impaired-driving fatalities. The term “driver” refers to the operator of any motor vehicle, including a motorcycle. Estimates of alcohol-impaired driving are generated using BAC values reported to the Fatality Analysis Reporting System (FARS) and imputed BAC values when they are not reported. The term “alcohol-impaired” does not indicate that a crash or a fatality was caused by alcohol impairment. In 2010, 10,228 people were killed in alcohol-impaired-driving crashes. These alcohol-impaired-driving fatalities accounted for 31 percent of the total motor vehicle traffic fatalities in the United States. Traffic fatalities in alcohol-impaired-driving crashes decreased by 4.9 percent from 10,759 in 2009 to 10,228 in 2010. The alcohol-impaired-driving fatality rate per 100 million vehicle miles traveled (VMT) decreased to 0.34 in 2010 from 0.36 in 2009. The alcohol-impaired-driving fatality rate in the past 10 years has declined by 29 percent from 0.48 in 2001 to 0.34 in 2010. An average of one alcohol-impaired-driving fatality occurred every 51 minutes in 2010. In 2010, all 50 States, the District of Columbia, and Puerto Rico had by law created a threshold making it illegal per se to drive with a BAC of .08 or higher. Of the 10,228 people who died in alcohol-impaired-driving crashes in 2010, 6,627 (65%) were drivers with a BAC of .08 or higher. The remaining fatalities consisted of 2,872 (28%) motor vehicle occupants and 729 (7%) nonoccupants. KW - Blood alcohol levels KW - Drunk drivers KW - Drunk driving KW - Fatalities KW - Impaired drivers KW - Per se laws KW - Traffic crashes KW - Traffic safety UR - http://www-nrd.nhtsa.dot.gov/Pubs/811606.pdf UR - https://trid.trb.org/view/1144223 ER - TY - SER AN - 01373124 JO - Traffic Safety Facts - Research Note PB - National Highway Traffic Safety Administration TI - Young Drivers Report the Highest Level of Phone Involvement in Crash or Near-Crash Incidences PY - 2012/04 IS - HS-811 611 SP - 5p AB - In the first nationally representative telephone survey on distracted driving, the National Highway Traffic Safety Administration reported attitudes and behaviors of 6,000 drivers 18 and older from all 50 States and the District of Columbia about distracted driving. This research note extracts information from the December 2011 survey about cell phone use and distracted driving for young drivers. A person was considered a driver if he or she had driven in the past year. The survey used a random-digit-dialing procedure to select one eligible driver within each eligible household and oversampled people 18 to 34 on both landlines and cell phones. The full report contains a description of the survey methodology. Briefly, it was found that about two-thirds (68%) of young drivers 18 to 20 are willing to answer incoming phone calls on some, most, or all driving trips, and most continue to drive, at slightly higher rates than older drivers. Young drivers 18 to 20 have the highest incidence of self-reported crash or near-crash experiences compared to all other age groups and the highest incidence of phone involvement at the time of the crash or near-crash. Like older drivers, most young drivers do not think that talking on a phone while driving affects their driving performance. When it comes to texting while driving, only about 1 out of 5 young drivers think that texting makes no difference to their driving performance. Young drivers under 25 were more aware than older age groups that they drift out of the lane or roadway and were more likely to report that they drive slower when texting. Drivers under 25 are much more likely to text while driving than all other age groups, and the incidence of texting while driving drops with every age group to less than 1% for those 65 and older. For those who text while driving, most continue to drive. Young drivers are less likely to pull over then send their messages than older age groups, but sometimes hand the phone to a passenger. Young drivers are less likely to say something to a driver who is sending a text message while driving than older age groups. KW - Age groups KW - Cellular telephones KW - Crashes KW - Drivers KW - Lane keeping KW - Near accidents KW - Operating speed KW - Teenage drivers KW - Text messaging KW - Traffic incidents UR - http://www.nhtsa.gov/staticfiles/nti/pdf/811611.pdf UR - http://ntl.bts.gov/lib/45000/45700/45714/811611.pdf UR - https://trid.trb.org/view/1141360 ER - TY - RPRT AN - 01372325 AU - Goodwin, Arthur H AU - Foss, Robert D AU - O'Brien, Natalie P AU - TransAnalytics, LLC AU - University of North Carolina, Chapel Hill AU - National Highway Traffic Safety Administration TI - The Effect of Passengers on Teen Driver Behavior PY - 2012/04//Final Report SP - 56p AB - A number of studies have shown that passengers substantially increase the risk of crashes for young, novice drivers. This increased risk may result from distractions that young passengers create for drivers. Alternatively, the presence of passengers may increase the likelihood of teenage drivers engaging in explicitly risky behaviors, for example, by actively encouraging drivers to take risks. A better understanding of how transporting peers contributes to young driver increased crash risk will help develop strategies to reduce this risk. The National Highway Traffic Safety Administration (NHTSA) analyzed data collected through an earlier naturalistic driving study (Goodwin, Foss, Margolis & Waller, 2010). Over a 6-month period, event-based data recorders collected 24,085 driving clips, of which 4,466 were selected for analysis. The sample included 52 drivers: 38 newly licensed teens and 14 high-school-age siblings. Risky driving behaviors by teenage drivers were more common while they were driving in the presence of teenage peers. Teenage drivers were two-and-a-half times more likely to engage in one or more potentially risky behaviors when driving with one teenage peer compared to when driving alone. When driving with multiple teenage peers the likelihood increased to 3 times. Some of the mechanisms commonly thought to explain the increased crash risk when carrying passengers were rare, such as instances of deliberate encouragement for the drivers to take risks. Rather, helpful statements on the part of passengers were 10 times more common than statements encouraging risk-taking behavior. These findings suggest the mere presence of peers may have influenced risky driving behaviors more than deliberate encouragement. Several potential distractions were common when teenage peers were present. Loud conversation was 5 times more likely and horseplay was 9 times more likely with multiple teenage passengers in the vehicle compared to when a parent/adult was present. Other distractions, such as loud music and electronic device use, were less common in the presence of passengers. This study had several limitations. First, teens may have changed their driving behavior because of the presence of the data recorders. Second, the sample was small, included a disproportionate percentage of females, and was overrepresented by families with higher-level education and higher incomes. These sample characteristics suggest caution in generalizing the findings to teenage drivers broadly. KW - Automatic data collection systems KW - Behavior KW - Crash risk forecasting KW - Distraction KW - Passengers KW - Risk taking KW - Teenage drivers UR - http://www.nhtsa.gov/staticfiles/nti/pdf/811540.pdf UR - http://ntl.bts.gov/lib/45000/45700/45713/811540.pdf UR - https://trid.trb.org/view/1140953 ER - TY - SER AN - 01470182 JO - TRAFFIC TECH PB - National Highway Traffic Safety Administration TI - Age-Related Functional Limitations, Countermeasures, and Crash Risks PY - 2012/03 SP - 2p AB - This study updates and extends our understanding of how age-related functional deficits, including changes in vision, cognition, strength, and flexibility can increase older drivers’ crash risks. The report discusses the potential of a variety of countermeasures to allow older drivers to accommodate to deficits, and thus continue driving safely. The central product of this research is a taxonomy table that displays links among functional limitations, countermeasures, and crash risk. KW - Aged drivers KW - Cognition KW - Countermeasures KW - Crash risk forecasting KW - Highway safety KW - Muscle strength KW - Physical flexibility (Human beings) KW - Vision UR - http://www.nhtsa.gov/staticfiles/traffic_tech/811596.pdf UR - https://trid.trb.org/view/1237164 ER - TY - RPRT AN - 01372632 AU - Douma, Frank AU - Tilahun, Nebiyou AU - University of Minnesota, Twin Cities AU - Minnesota Department of Public Safety AU - National Highway Traffic Safety Administration TI - Impacts of Minnesota’s Primary Seat Belt Law PY - 2012/03//Final Report SP - 22p AB - In the spring of 2009, the Minnesota Legislature changed the state’s seat belt law, making not wearing a seat belt a “primary” offense, where officers can ticket drivers for not wearing a seat belt even if no other traffic law is broken. Using data from the Minnesota Crash Records Database provided by the Department of Public Safety, the study utilized two methods of analysis, first comparing actual crash data from July 2009 – June 2011 to expected data based upon trends from July 2004 - June 2009, and second, comparing the expected post law change injury types estimated from the July 2006 – June 2009 crash data to the actual post primary crash data from July 2009 through June 2011. Results of seat belt use and public opinion surveys were also reviewed. This study estimates that there have been 68 - 92 fewer fatalities from motor vehicle crashes, and 320 - 550 fewer serious injuries since the primary seat belt law went into effect. This improved safety record translates into at least $45 million in avoided hospital charges, including a direct savings of nearly $10 million or more tax dollars that would have paid for expenses charged to government insurers. The primary seat belt law has enjoyed the support of over 70% of all Minnesotans and observed use of seat belts statewide has risen from 86.7% in 2008 to an all time high of 92.7% in 2011. KW - Cost effectiveness KW - Crash injuries KW - Fatalities KW - Minnesota KW - Policy analysis KW - Primary seat belt laws KW - Seat belts KW - State laws UR - https://dps.mn.gov/divisions/ots/seat-belts-air-bags/Documents/dps-eval-primary-seat-belt-law.pdf UR - https://trid.trb.org/view/1141114 ER - TY - RPRT AN - 01372406 AU - Foss, Robert D AU - Masten, Scott V AU - Goodwin, Arthur H AU - O'Brien, Natalie P AU - University of North Carolina, Chapel Hill AU - TransAnalytics, LLC AU - National Highway Traffic Safety Administration TI - The Role of Supervised Driving Requirements in a Graduated Driver Licensing Programs PY - 2012/03//NHTSA Technical Report SP - 92p AB - Many States require parents to certify that their teens have completed a certain amount of supervised driving practice, usually 40 to 50 hours, before they are permitted to obtain an intermediate license. Although strongly supported by numerous groups and organizations, the effectiveness of supervised practice requirements is unknown. The National Highway Traffic Safety Administration (NHTSA) conducted a cross-sectional comparison of fatal crash rates throughout the United States, and examined State crash data using interrupted time-series analysis in a small number of States that had increased their required number of supervised driving hours. To supplement and provide insight into these findings, the University of North Carolina Highway Safety Research Center conducted telephone interviews, funded by State Farm Insurance, with parents of newly licensed teenage drivers in 5 States (Maryland, Minnesota, Ohio, South Carolina, and Washington) with varying supervised driving requirements. Employees of licensing bureaus in these States were also contacted by telephone to determine how they conveyed the requirements to parents and teenagers. Analyses of the Fatality Analysis Reporting System (FARS) showed that fatal crash rates of 16- and 17-year-olds did not differ across States with varying supervised driving requirements. Crash analyses in Minnesota, the only State to change the number of required practice hours without changing other Graduated Driver Licensing (GDL) components, did not find any difference in 16- and 17-year-old-driver fatal or serious injury crash rates following the change in the requirement. Interviews with parents and licensing officials showed that awareness of the supervised driving requirements was weak in all 5 States. Only 32% of parents overall (range 15% to 55%) could correctly identify the number of hours required by their State. Almost all parents in Maryland (91%) reported using a log provided by the licensing agency to keep track of their teens’ driving and about half of Maryland parents correctly reported the number of required supervised hours. With low parental awareness and little or no licensing agency verification, it is difficult to determine whether teenagers drove the minimum number of supervised hours required by their States. These findings suggest that improvements in communications with parents and novice drivers about supervised driving requirements, guidance to parents about the best techniques to provide supervision, and tracking actual hours and conditions of supervised driving would be beneficial. KW - Crash rates KW - Fatalities KW - Fatality Analysis Reporting System KW - Graduated licensing KW - Maryland KW - Minnesota KW - Ohio KW - Parents KW - South Carolina KW - States KW - Supervision KW - Teenage drivers KW - Washington (State) UR - http://www.nhtsa.gov/staticfiles/nti/pdf/811550.pdf UR - http://ntl.bts.gov/lib/45000/45700/45715/811550.pdf UR - https://trid.trb.org/view/1141122 ER - TY - RPRT AN - 01372405 AU - Lococo, Kathy H AU - Staplin, Loren AU - Martell, Carol A AU - Sifrit, Kathy J AU - TransAnalytics, LLC AU - University of North Carolina, Chapel Hill AU - National Highway Traffic Safety Administration TI - Pedal Application Errors PY - 2012/03//Final Report SP - 132p AB - This project examined the prevalence of pedal application errors and the driver, vehicle, roadway and/or environmental characteristics associated with pedal misapplication crashes based on a literature review, analysis of news media reports, a panel of driver rehabilitation specialists, analysis of multiple crash databases, and case studies. An analysis of crashes attributed to pedal-related vehicle equipment malfunction, rather than to a driver error, was also carried out based on a media scan. Available sources provide an estimate of 15 pedal misapplication crashes per month in the United States, but there are limits to the reporting and archiving of these events that could result in underestimation. Analyses of media reports and a State crash database indicated that the drivers in almost two-thirds of such crashes were females. When crash involvement is plotted against driver age a U-shaped function shows significant over-involvement by the youngest (age 16 to 20) and oldest (76 and older) drivers. Driver inattention and distraction were common contributing factors across age groups. Analysis of news reports examined which vehicle types, makes, and models most often experienced stuck accelerators and other equipment malfunctions in crashes between 2000 and 2010. Passenger cars were by far the most prevalent, and the makes that were most strongly over-represented in relation to their proportion of the U.S. fleet were all domestic. Besides identifying future research needs, recommendations were to educate physicians about medical conditions associated with pedal misapplications; refer drivers with lower limb sensory loss to driver rehabilitation specialists for evaluation for hand controls; inform the public about how to counteract an unintended acceleration; and provide law enforcement with a practical means of recording information about drivers in pedal misapplication crashes. KW - Aged drivers KW - Attention lapses KW - Brake pedals KW - Braking KW - Case studies KW - Diseases and medical conditions KW - Distraction KW - Driver rehabilitation KW - Gender KW - Human error KW - Teenage drivers KW - Unintended vehicle acceleration KW - Vehicle classification UR - http://www.nhtsa.gov/staticfiles/nti/pdf/811597.pdf UR - http://ntl.bts.gov/lib/45000/45700/45716/811597.pdf UR - https://trid.trb.org/view/1141123 ER - TY - SER AN - 01372285 JO - Traffic Safety Facts - Research Note PB - National Highway Traffic Safety Administration TI - The Association Between Crash Proximity to Level 1 and 2 Trauma Centers and Crash Scene Mortality of Drivers Injured in Fatal Crashes PY - 2012/03 IS - HS-811 599 SP - 6p AB - This report models the association between the proximity of a fatal crash to a Level 1 or 2 trauma center and the crash scene mortality of the driver in the fatal crash. It does so by comparing drivers who died at the scene of the crash with other injured drivers who survived the crash and were taken to a hospital. Results show that the further that a fatal crash occurs from a Level 1 or 2 trauma center, the more likely it is that the driver will be listed as “died at scene.” The study shows that a driver within the 45- to 60-minute response time coverage area was 1.13 times as likely to be coded as “died at scene” (DAS) compared to a driver within the a 45-minute-or-less (notated as <45) coverage area. Similarly, a driver in the 60-minute-or-longer (notated as 60+) response time coverage area was 1.23 times as likely to be coded as DAS, compared to a driver in the <45 coverage area. Response time coverage area was determined based on American Trauma Society (ATS) data. ATS defined Level 1 and 2 trauma center coverage areas based on the average time from receipt of a 9-1-1 call to patient arrival at a trauma center. These results do not state a causal relationship, as this report does not take into account other factors that could affect health outcome, such as the treatment that the crash victims might have received from bystanders or emergency medical services (EMS) personnel. Still, this research displays an association between the location of Level 1 and 2 trauma centers and the health outcome of passenger vehicle drivers in fatal crashes. KW - Crash locations KW - Emergency response time KW - Fatalities KW - Hospital emergency rooms KW - Trauma centers UR - http://www-nrd.nhtsa.dot.gov/Pubs/811599.pdf UR - https://trid.trb.org/view/1140049 ER - TY - SER AN - 01470180 JO - TRAFFIC TECH PB - National Highway Traffic Safety Administration TI - Evaluation of Teen Seat Belt Demonstration Projects in Colorado and Nevada PY - 2012/02 SP - 2p AB - Teens have higher fatality and injury rates in motor vehicle crashes than any other age group. The combination of immaturity, inexperience, and underdeveloped decision-making skills (including hazard recognition) contributes to the high crash rates among teen drivers. Observational surveys have indicated that teenagers’ seat belt use is among the lowest of any age group with males and passengers showing even lower belt use within the teen subpopulation. In 2009, 61% of the 16-to-20-year-old passenger vehicle occupants who were killed in crashes were unrestrained. The National Highway Traffic Safety Administration contracted with the Preusser Research Group to evaluate two seat belt demonstration programs targeting teen drivers and passengers in Colorado and Nevada. The two programs were implemented from September 2007 to September 2008. The programs were based on a Special Traffic Enforcement Program (sTEP) model in which publicity and enforcement activity are implemented according to a defined schedule. These two demonstration projects involved four waves of sTEP activity, one of which was implemented in conjunction with the May 2008 Click It or Ticket (CIOT) mobilization. The teen demonstration projects implemented in Colorado and Nevada were strong programs and teen seat belt use increased in both States. The first and last program waves appeared to have the greatest impact in Colorado; the last two waves had the greatest impact in Nevada. The overall gains of 5 percentage points in Colorado and 8 in Nevada were substantial, particularly given that both States have secondary enforcement laws and low fine levels ($20 in Colorado; $25 in Nevada). It is likely that greater gains could be made with the passage of a primary law upgrade and/or increase in fine levels in either or both of these States. KW - Colorado KW - Highway safety KW - Nevada KW - Public information programs KW - Safety campaigns KW - Seat belts KW - Teenage drivers KW - Traffic crashes KW - Traffic law enforcement KW - Utilization UR - http://www.nhtsa.gov/staticfiles/traffic_tech/811570.pdf UR - https://trid.trb.org/view/1237165 ER - TY - RPRT AN - 01447098 AU - Staplin, Loren AU - Lococo, Kathy H AU - Martell, Carol AU - Stutts, Jane AU - TransAnalytics, LLC AU - University of North Carolina, Chapel Hill AU - National Highway Traffic Safety Administration TI - Taxonomy of Older Driver Behaviors and Crash Risk PY - 2012/02//Final Report SP - 107p AB - This project’s objectives were to identify risky behaviors, driving habits, and exposure patterns that have been shown to increase the likelihood of crash involvement among older drivers; and to classify these crash-contributing factors according to a set of underlying functional deficits specific to, or more prevalent among, the older driver population. Such deficits may result from normal aging, age-related medical conditions, or medication use. A further goal was to identify and critically examine behavioral countermeasures with the potential to mitigate functional loss and/or diminish the occurrence of risky behaviors, and thus ameliorate crashes among older drivers. The first task was an analysis of older driver injuries and fatalities using national databases (FARS, GES), to identify driving patterns, driving tasks, and contributing factors associated with crashes by older drivers; more details are available in a separate document, Report No. DOT HS 811 093, “Identifying Behaviors and Situations Associated With Increased Crash Risk for Older Drivers.” Additional project tasks included a review of the literature describing age-related functional changes, and evaluations of existing behavioral countermeasures to reduce older drivers’ crash risk; an expert panel meeting to supplement the information from the database analyses and literature review; and unstructured interviews with older drivers who have had crashes within the previous three years, and an age-matched group who have not had crashes within that period, to determine whether these groups differ in factors such as exposure or use of countermeasures. The outcomes of these project activities were used to develop and refine a taxonomy table that captures critical relationships between topics and subtopics highlighted in the literature review and crash database analyses. This table identifies critical performance errors that underlie crash types where older drivers are most strongly over represented; the functional deficits that are implicated in causing such performance errors; and the countermeasure strategies that presently appear to hold the greatest promise to ameliorate or to accommodate those (age-related) deficits. The taxonomy table is a resource that provides at-a-glance, state-of-the-knowledge information to assist researchers, health care practitioners, and others concerned about older driver safety to identify particular risk factors, and what can be done to reduce the risk. KW - Aged drivers KW - Countermeasures KW - Crash causes KW - Driver interviews KW - Fatalities KW - Functional abilities KW - Literature reviews KW - Risk assessment KW - Traffic safety UR - http://ntl.bts.gov/lib/45000/45700/45717/811468ab.pdf UR - http://ntl.bts.gov/lib/45000/45700/45718/811468c.pdf UR - http://ntl.bts.gov/lib/45000/45700/45719/811468d.pdf UR - https://trid.trb.org/view/1214512 ER - TY - RPRT AN - 01376230 AU - National Highway Traffic Safety Administration TI - 2011 Vehicle Theft Prevention Quick Reference Guide for the Law Enforcement Community PY - 2012/02 SP - 19p AB - The National Highway Traffic Safety Administration (NHTSA) is responsible for establishing and enforcing vehicle antitheft regulations. Motor vehicle theft is a growing problem that results in billions of dollars in losses every year. NHTSA has developed this annual guide to provide the law enforcement community with a concise reference tool to help identify passenger motor vehicles that have been exempted from the parts-marking requirements through model year 2011 and also to assist law enforcement in their prosecution and motor vehicle theft prevention efforts. This new guide provides a quick-reference, comprehensive summary of the vehicles that have been installed with antitheft devices as standard equipment, identifying which vehicles are exempted from the parts-marking requirements, the type of exemption granted (partial or full), and the production year(s) for which the exemption applies. KW - Antitheft devices KW - Law enforcement KW - Prevention KW - Vehicle design KW - Vehicle theft KW - Vehicles UR - http://www.nhtsa.gov/staticfiles/nvs/pdf/811541.pdf UR - https://trid.trb.org/view/1143643 ER - TY - RPRT AN - 01367857 AU - Ranney, Thomas A AU - Baldwin, G H Scott AU - Parmer, Ed AU - Martin, John AU - Mazzae, Elizabeth N AU - National Highway Traffic Safety Administration AU - National Highway Traffic Safety Administration TI - Distraction Effects of In-Vehicle Tasks Requiring Number and Text Entry Using Auto Alliance’s Principle 2.1B Verification Procedure PY - 2012/02//Final Report SP - 79p AB - An experiment was conducted to assess the distraction potential of secondary tasks using the Alliance of Automotive Manufacturers’ Principle 2.1B verification procedure implemented using specifications obtained from an Alliance member company. Secondary tasks included radio tuning, destination entry, 10-digit dialing, dialing via contact selection, and text messaging. These tasks were performed using the original equipment systems of a 2010 Toyota Prius V and an iPhone 3GS smart phone. Sixty-three participants 35 to 54 years old drove a low-fidelity, PC-based simulator while performing the secondary tasks. The driving scenario required participants to maintain a 150-ft following distance behind a lead vehicle that was traveling at a constant speed of 50 mph. Alliance driving performance metrics included lane exceedance frequency and the standard deviation (SD) of car-following headway. Text messaging was associated with the highest levels of driving performance degradation on both Alliance Principle 2.1B metrics, followed by destination entry. Radio tuning had the lowest levels of driving performance degradation. The two phone dialing tasks (contact selection and 10-digit number dialing) had approximately equivalent amounts of driving performance degradation. Both Alliance Principle 2.1B metrics were correlated with task duration. Use of a duration-adjusted metric revealed that text messaging was significantly more demanding than other secondary tasks and that other differences between tasks were due primarily to differences in task duration. Results using smaller sample sizes were consistent with the expected loss of statistical power inherent in the use of small samples. Differences were also apparent between replications of samples of the same sizes. Based on the results of the current study, neither 20 nor 30 participants are sufficient to obtain consistent test outcome results. Two sets of analyses compared present study outcomes with those from a previous study, which used a Dynamic Following and Detection (DFD) protocol that provided both Alliance Principle 2.1B and other vehicle control and visual target detection metrics. Results from the two Principle 2.1B verification procedure implementations were not consistent, despite the fact that both implementations were consistent with Alliance specifications. Differences in driving (car following) task demands appear to have contributed to this finding. The second comparison with previous study results used different metrics and their respective decision criteria. Decisions concerning the acceptability of specific number/text entry tasks based on Alliance Principle 2.1B metrics were not consistent with those made using DFD metrics. The two protocols provided consistent results on 7 of 10 planned comparisons. Different conclusions derive from three factors: (1) driving behaviors represented by the metrics, including target detection in the DFD protocol, (2) metric construction, reflecting the differential treatment of task duration, and (3) decision criteria. Alliance (duration-influenced) and DFD (duration-adjusted) metrics provide complementary information concerning distraction effects, a combination of which provides a better estimate of the total exposure to crash risk associated with secondary task performance than either metric type alone. KW - Car following KW - Cellular telephones KW - Distraction KW - Driving simulators KW - Headways KW - Highway safety KW - In vehicle devices KW - In vehicle tasks KW - Metrics (Quantitative assessment) KW - Secondary tasks KW - Text messaging UR - http://www.nhtsa.gov/DOT/NHTSA/NVS/Crash%20Avoidance/Technical%20Publications/2012/811571.pdf UR - https://trid.trb.org/view/1136552 ER - TY - SER AN - 01362660 JO - Traffic Safety Facts - Research Note PB - National Highway Traffic Safety Administration TI - 2010 Motor Vehicle Crashes: Overview PY - 2012/02//Revised SP - 6p AB - In 2010, 32,885 people died in motor vehicle traffic crashes in the United States—the lowest number of fatalities since 1949 (30,246 fatalities in 1949). This was a 2.9-percent decline in the number of people killed, from 33,883 in 2009, according to NHTSA’s 2010 Fatality Analysis Reporting System (FARS). In 2010, an estimated 2.24 million people were injured in motor vehicle traffic crashes, compared to 2.22 million in 2009 according to NHTSA’s National Automotive Sampling System (NASS) General Estimates System (GES). This slight increase (1.2% increase) in the estimated number of people injured is not statistically significant from the number of people injured in crashes in 2009. KW - Crash injuries KW - Fatalities KW - Fatality Analysis Reporting System KW - General Estimates System KW - National Automotive Sampling System KW - Traffic crashes KW - Traffic safety KW - Trend (Statistics) KW - United States UR - http://www-nrd.nhtsa.dot.gov/Pubs/811552.pdf UR - https://trid.trb.org/view/1127533 ER - TY - SER AN - 01370202 JO - Traffic Safety Facts - Research Note PB - National Highway Traffic Safety Administration AU - National Highway Traffic Safety Administration TI - Analysis of the Proximity of Fatal Motor Vehicle Crash Locations to the Availability of Helicopter Emergency Medical Service Response PY - 2012/01 SP - 5p AB - Emergency medical service (EMS) response combined with the increasing availability and usage of advanced automatic collision notification (AACN) systems in motor vehicles are important components in the effort to reduce fatalities and serious injuries suffered in motor vehicle crashes. This research note examines fatal motor vehicle crash locations in relation to the coverage area of helicopter-based EMS and is a first step towards a better understanding of the contributions of EMS and AACN to reducing the injury severity outcome of motor vehicle crashes. This analysis could not determine the type of EMS response (if at all), only whether a crash occurred where helicopter-based EMS was available. Key results of this analysis show: (1) About 80 percent of motor vehicle crash fatalities from 2005 to 2009 occurred within the 20-minute helicopter coverage area serving level I or II trauma centers. (2) In 2005 to 2009 about 64 percent of fatally injured people outside the coverage area died at the crash scene, compared to 55 percent inside the coverage area. KW - Air ambulances KW - Automatic crash notification KW - Crash locations KW - Distance KW - Emergency medical services KW - Emergency response time KW - Fatalities KW - Traffic crashes UR - http://www-nrd.nhtsa.dot.gov/Pubs/811542.pdf UR - https://trid.trb.org/view/1136505 ER - TY - RPRT AN - 01478343 AU - National Highway Traffic Safety Administration TI - Vehicle Theft Prevention: What Consumers Should Know PY - 2012///Brochure SP - 12p AB - According to the Federal Bureau of Investigation's 2010 Uniform Crime Report, nearly 73% of all motor vehicles reported stolen are passenger cars. According to National Highway Traffic Safety Administration (NHTSA) theft rate data, there were a total of 9,001,856 Model Year 2010 vehicles produced in calendar year 2010 - and 10,568 were stolen. Of those stolen, 8,736 were passenger cars, 1,689 were multipurpose passenger vehicles, and 143 were light-duty trucks. The top 10 vehicles stolen and the 10 states with the most stolen vehicles are listed in this report. KW - Antitheft devices KW - Automobiles KW - Passenger vehicles KW - Prevention KW - Vehicle theft UR - http://www.nhtsa.gov/Vehicle+Safety/Vehicle-Related+Theft/Theft+Prevention UR - https://trid.trb.org/view/1247367 ER - TY - RPRT AN - 01454134 AU - National Highway Traffic Safety Administration TI - Traffic Safety Facts 2010: A Compilation of Motor Vehicle Crash Data from the Fatality Analysis Reporting System and the General Estimates System PY - 2012 SP - 232p AB - In this annual report, the National Highway Traffic Safety Administration (NHTSA) presents descriptive statistics about traffic crashes of all severities, from those that result in property damage to those that result in the loss of human life. Information from two of NHTSA’s primary data systems has been combined to create a single source for motor vehicle crash statistics. The first data system, the Fatality Analysis Reporting System (FARS), is probably the better known of the two sources. Established in 1975, FARS contains data on the most severe traffic crashes, those in which someone was killed. The second source is the National Automotive Sampling System General Estimates System (GES), which began operation in 1988. GES contains data from a nationally representative sample of police-reported crashes of all severities, including those that result in death, injury, or property damage. Fatal crash data from FARS and nonfatal crash data from GES are presented in this report in five chapters. Chapter 1, “Trends,” presents data from all years of FARS (1975 through 2010) and GES (1988 through 2010). The remaining chapters present data only from 2010. Chapter 2, “Crashes,” describes general characteristics of crashes, such as when and how often they occurred, where they occurred, and what happened during the crash. Chapter 3, “Vehicles,” concentrates on the types of vehicles involved in crashes and the damage to the vehicles. Chapter 4, “People,” is the largest chapter of this report, with statistics about drivers, passengers, pedestrians, and pedalcyclists. The last chapter of the report, “States,” contains information about crashes for each State, the District of Columbia, and Puerto Rico. KW - Crash characteristics KW - Crash injuries KW - Cyclists KW - Drivers KW - Fatalities KW - Fatality Analysis Reporting System KW - General Estimates System KW - Loss and damage KW - Passengers KW - Pedestrians KW - Property damage KW - States KW - Statistics KW - Traffic crashes KW - Traffic safety KW - Trend (Statistics) KW - United States KW - Vehicles UR - http://www-nrd.nhtsa.dot.gov/Pubs/811659.pdf UR - https://trid.trb.org/view/1222409 ER - TY - SER AN - 01447140 JO - TRAFFIC TECH PB - National Highway Traffic Safety Administration TI - Computer Training Program Improves Teen Drivers' Attention to the Road PY - 2011/12 IS - 408 SP - 2p AB - Research indicates that when completing in-vehicle tasks such as looking at a road map, teen drivers are much more likely than are experienced drivers to look away from the road for long periods. Other studies indicate that glances away from the road that last longer than 2 seconds increase crash risk. The combined findings suggest that teens have an elevated risk due to visual distraction. Simply training drivers never to look inside the vehicle could be unsafe because some tasks, such as glances at gauges and mirrors might actually serve to decrease crash risk. In addition, given the large number of devices in modern vehicles, e.g., radio/entertainment systems, and cellular phones, it would be naive to think that drivers could completely ignore distraction when driving. Training that teaches novice drivers to distribute their attention safely may be a useful countermeasure for crashes resulting from visual distraction. The current effort included three studies that developed and evaluated the Forward Concentration and Attention Learning (FOCAL) training program. The first study developed and tested the effectiveness of the FOCAL training program using a computer, while the second and third studies tested the impact of FOCAL on performance in real traffic and in a high-fidelity driving simulator. KW - Attention KW - Computer aided instruction KW - Countermeasures KW - Distraction KW - Driver training KW - Driving simulators KW - Field studies KW - Glance behavior KW - In vehicle tasks KW - Teenage drivers UR - http://www.nhtsa.gov/staticfiles/traffic_tech/tt408.pdf UR - https://trid.trb.org/view/1214526 ER - TY - RPRT AN - 01376061 AU - Klinich, Kathleen D AU - Reed, Matthew P AU - Ebert, Sheila M AU - Rupp, Jonathan D AU - University of Michigan Transportation Research Institute AU - National Highway Traffic Safety Administration TI - Effect of Realistic Vehicle Seats, Cushion Length, and Lap Belt Geometry on Child ATD Kinematics PY - 2011/12 SP - 68p AB - This series of sled tests examines the effect of using real vehicle seats on child anthropomorphic test device (ATD) performance. Cushion length was varied from production length of 450 mm to a shorter length of 350 mm. Lap belt geometry was set to rear, mid, and forward anchorage locations that span the range of allowable lap belt angles found in real vehicles. Six tests each were performed with the standard Hybrid III six-year-old (6YO) and ten-year-old (10YO) ATDs. One additional test was performed using a booster seat with the 6YO. An updated version of the University of Michigan Transportation Research Institute (UMTRI) seating procedure was used to position the ATDs that positions the ATD hips further forward with longer seat cushions to reflect the effect of cushion length on posture that has been measured with child volunteers. ATD kinematics were evaluated using peak head excursion, peak knee excursion, the difference between peak head and peak knee excursion, and the minimum torso angle. Shortening the seat cushion improved kinematic outcomes, particularly for the 10YO. Lap belt geometry had a greater effect on kinematics with the longer cushion length, with mid and forward belt geometries producing better kinematics than the rearward belt geometry. The worst kinematics for both ATDs occurred with the long cushion length and rearward lap belt geometry. The improvements in kinematics from shorter cushion length or more forward belt geometry are smaller than those provided by a booster seat. The results show potential benefits in occupant protection from shortening cushion length, particularly for children the size of the 10YO ATD. KW - Booster seats KW - Children KW - Dummies KW - Hybrid III dummy KW - Kinematics KW - Seat belts KW - Seat cushions KW - Sled tests UR - http://deepblue.lib.umich.edu/bitstream/2027.42/90972/1/102859.pdf UR - https://www.nhtsa.gov/sites/nhtsa.dot.gov/files/fx_real_v_seats_cushion_length_lap_belt_geom_chd_atd_kinematics_811869.pdf UR - https://trid.trb.org/view/1143815 ER - TY - RPRT AN - 01368693 AU - National Highway Traffic Safety Administration TI - 2010 FARS/NASS GES Standardization PY - 2011/12 SP - 2p AB - The purpose of this document is to inform users of the National Highway Traffic Safety Administration's (NHTSA’s) Fatality Analysis Reporting System (FARS) and National Automotive Sampling System General Estimates System (NASS GES) data about some of the more significant changes to the 2010 data as a result of the standardization of the data elements between the two systems. The FARS/NASS GES Standardization began in 2006, with the second phase being implemented in the 2010 data collection year. The definition and element attribute changes introduced in 2010 are the most substantive and most numerous changes in one year in the reconciliation of the FARS and NASS GES data systems. In the 2011 data collection year—the third and final planned phase of the FARS/NASS GES standardization—nearly all remaining data element attribute and file structure differences will be addressed. As a single, unified data entry system, FARS/NASS GES will be compatible with the Model Minimum Uniform Crash Criteria (MMUCC), the guideline used by nearly all States to develop and revise their crash forms and databases. Once complete, the FARS/NASS GES standardization will simplify crash data coding and analysis as well as reduce costs and errors. KW - Crash data KW - Databases KW - Fatality Analysis Reporting System KW - General Estimates System KW - Model Minimum Uniform Crash Criteria KW - National Automotive Sampling System KW - Standardization UR - http://www-nrd.nhtsa.dot.gov/Pubs/811564.pdf UR - https://trid.trb.org/view/1137250 ER - TY - SER AN - 01367256 JO - Traffic Safety Facts - Research Note PB - National Highway Traffic Safety Administration TI - Seat Belt Use in 2011—Overall Results PY - 2011/12 IS - HS--811 544 SP - 4p AB - Seat belt use in 2011 was estimated at 84 percent, statistically unchanged from 85 percent in 2010. 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 1994, accompanied by a steady decline in the percentage of unrestrained passenger vehicle occupant fatalities during daytime. The 2011 survey also found the following: (1) Seat belt use for occupants in the West decreased significantly from 95 percent in 2010 to 93 percent in 2011. (2) 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. (3) Seat belt use for occupants traveling during weekday rush hours dropped to 83 percent in 2011 from 86 percent in 2010. KW - Fatalities KW - National Occupant Protection Use Survey KW - Peak hour traffic KW - Primary seat belt laws KW - Seat belt use KW - Seat belts KW - Secondary seat belt laws KW - Trend (Statistics) UR - http://www-nrd.nhtsa.dot.gov/Pubs/811544.pdf UR - https://trid.trb.org/view/1136094 ER - TY - SER AN - 01362670 JO - Traffic Safety Facts - Research Note PB - National Highway Traffic Safety Administration AU - National Highway Traffic Safety Administration TI - Driver Electronic Device Use in 2010 PY - 2011/12 SP - 8p AB - The percentage of drivers who were text-messaging or visibly manipulating hand-held devices increased significantly from 0.6 percent in 2009 to 0.9 percent in 2010, while the driver hand-held cell phone use stood at 5 percent in 2010. These results are from the National Occupant Protection Use Survey (NOPUS), which provides the only nationwide probability-based observed data on driver electronic device use in the United States. NOPUS is conducted annually by the National Center for Statistics and Analysis of the National Highway Traffic Safety Administration. The percentage of drivers holding cell phones to their ears while driving stood at 5 percent in 2010. This rate translates into 660,000 vehicles driven by people using hand-held cell phones at a typical daylight moment in 2010. It also translates into an estimated 9 percent of the vehicles whose drivers were using some type of phone (either hand-held or hands-free) at a typical daylight moment in 2010. KW - Cellular telephones KW - Distraction KW - Handheld devices KW - National Occupant Protection Use Survey KW - Text messaging KW - Traffic safety UR - http://www-nrd.nhtsa.dot.gov/Pubs/811517.pdf UR - https://trid.trb.org/view/1127535 ER - TY - RPRT AN - 01362664 AU - Pickrell, Timothy M AU - Starnes, Marc AU - National Highway Traffic Safety Administration TI - Analysis of Alcohol-Impaired Young Drivers in Fatal Crashes PY - 2011/12//NHTSA Technical Report SP - 41p AB - This report examines the relationship between the blood alcohol concentrations (BACs) of young drivers 16 to 20 years old and a comparison group (drivers 21 to 34) involved in fatal crashes and the following factors: restraint use, previous driving while intoxicated (DWI) conviction, driver license status, number of vehicles involved in the crash, speed limit, vehicle type, number of vehicle occupants, driver gender, time of day, day of week, holiday period, season, rural/urban status, and region of the country. Using NHTSA’s Fatality Analysis Reporting System (FARS) data, the authors examine the relationship between BACs and the above-listed factors first with an exploratory data analysis, presenting percentages based on the two most recent years of available FARS data (2008-2009), and then by an ordinal logistic regression analysis, using 2000-2009 FARS data. While both age groups had 5.0 percent of their drivers with BACs of .01 to .07 grams per deciliter, the percentage of drivers with BACs of .08 to .14 g/dL was slightly higher among drivers 21 to 34 (10.5%) versus drivers 16 to 20 (8.1%); by comparison, the percentage of drivers with BACs of .15 g/dL or higher was more than twice as high among drivers 21 to 34 years old (23.4%) versus drivers 16 to 20 (10.1%). Among drivers 16 to 20, 76.8 percent had BACs of .00, compared to 61.1 percent of drivers 21 to 34. Among drivers with positive BACs, 60 percent of the drivers 21 to 34 years old had BACs of .15 or higher, compared to only 43 percent of drivers 16 to 20. Ordinal logistic regression analysis demonstrated the partial effect of each factor on BAC while adjusting for the presence of all other variables in the model. This method of analysis demonstrated that the most significant factors for predicting the driver BAC level were restraint use, previous DWI status, and the time of day. Specifically, unrestrained drivers, drivers with DWI convictions recorded within three years of the crash, and drivers at night were likely to have BAC values in higher BAC categories than drivers not fitting this profile. KW - Blood alcohol levels KW - Drunk drivers KW - Fatalities KW - Nighttime crashes KW - Seat belts KW - Teenage drivers KW - Traffic conviction KW - Traffic crashes UR - http://www-nrd.nhtsa.dot.gov/Pubs/811525.pdf UR - https://trid.trb.org/view/1128152 ER - TY - SER AN - 01362629 JO - TRAFFIC TECH PB - National Highway Traffic Safety Administration AU - National Highway Traffic Safety Administration TI - National Distracted Driving Telephone Survey Finds Most Drivers Answer the Call, Hold the Phone, and Continue to Drive PY - 2011/12 IS - 407 SP - 2p AB - The National Highway Traffic Safety Administration conducted the first of several periodic national surveys of distracted driving to monitor the public’s attitudes, knowledge, and self-reported behavior about cell phones, texting, and driver choices. The 2010 survey was administered by telephone to 6,002 respondents 18 and older, with 4,877 interviews completed with respondents who were using landline phones and 1,125 interviews completed with respondents who were using cell phones. The survey over-sampled young adults 18 to 34. Interviewing ran during November and December 2010. Most drivers said they answer incoming calls while driving on all, most, or some trips. As for making calls, 5% report being willing to place calls on all driving trips, 10% on most driving trips, and 26% on some driving trips. The majority (66%) of respondents answer and drive, 9% answer and pull over, 12% answer and call back, 3% say they pull over then answer, and 9% hand the phone to a passenger. Not only do most people tend to answer and keep driving, but close to half (45%) hold the phone in their hand while driving. Seventeen percent use a hands-free earpiece, 9% have a built-in car system, and 17% use the cell phone speakers. KW - Behavior KW - Cellular telephones KW - Distraction KW - Drivers KW - Driving KW - Traffic safety UR - http://www.nhtsa.gov/staticfiles/traffic_tech/tt407.pdf UR - https://trid.trb.org/view/1127536 ER - TY - RPRT AN - 01361733 AU - Tison, Julie AU - Chaudhary, Neil AU - Cosgrove, Linda AU - Preusser Research Group, Incorporated AU - National Highway Traffic Safety Administration TI - National Phone Survey on Distracted Driving Attitudes and Behaviors PY - 2011/12//Final Report SP - 104p AB - As more drivers take their cell phones into their vehicles, distracted driving continues to grow as a traffic safety issue. Most U.S. States responded by enacting some sort of cell phone or texting ban. In November and December 2010, NHTSA conducted a nationally representative telephone survey of 6,002 drivers 18 and older from all 50 States and the District of Columbia. The goal of the National Survey of Distracted Driving Attitudes and Behaviors was to assess current attitudes and self-reported behaviors about distracted driving. Also assessed were perceptions of safety, cell phone use, laws, fines, and enforcement. Most drivers will answer a call while driving and most will continue to drive after answering. About 2 out of 10 drivers (18%) report that they have sent text messages or e-mails while driving; about half (49%) of those 21 to 24 years old report doing so. More than half believe that using a cell phone and or sending a text message/e-mail makes no difference on their driving performance, yet as passengers, 90% said they would feel very unsafe if their driver was talking on a handheld cell phone or texting/e-mailing while traveling with them. Where gender, age, and income differences exist, males and younger respondents tend to underestimate the negative effects that cell phone use has on driving. Those in the upper income tier ($100,000/year or more) tend to report higher incidences of cell phone use while driving and perceive such behavior as safer than do those in the lower income tiers. Overall, most drivers report that driving becomes more dangerous when they take their eyes off the road for more than 2 seconds, and this is related to age. About one-third of drivers 18 to 24 years old said they can take their eyes off the road for 3 to 10 seconds or more before driving becomes significantly more dangerous. KW - Age KW - Attitudes KW - Behavior KW - Cellular telephones KW - Distraction KW - Drivers KW - Driving KW - Highway safety KW - Performance KW - Surveys KW - Text messaging UR - http://ntl.bts.gov/lib/45000/45700/45720/811555.pdf UR - https://trid.trb.org/view/1127395 ER - TY - RPRT AN - 01376088 AU - Klinich, Kathleen D AU - Reed, Matthew P AU - Orton, Nichole R AU - Manary, Miriam A AU - Rupp, Jonathan D AU - University of Michigan Transportation Research Institute AU - National Highway Traffic Safety Administration TI - Optimizing Protection for Rear Seat Occupants: Assessing Booster Performance with Realistic Belt Geometry Using the Hybrid III 6YO ATD PY - 2011/11 SP - 45p AB - A series of sled tests was conducted to examine the performance of booster seats under belt geometries representing the range found in the rear seats of current vehicles. Twelve tests were performed with the standard six-year-old (6YO) Hybrid III anthropomorphic test device (ATD) and 29 tests were performed with a modified version of the 6YO ATD. The modified dummy has a pelvis with more realistic shape and flesh stiffness, a gel abdomen with biomechanically-based stiffness characteristics, and a custom neoprene jacket. Shoulder belt upper anchorage was set at the Federal Motor Vehicle Safety Standard (FMVSS) No. 213 belt anchorage location and 64 mm inboard and outboard from this location. Lap belt anchorage locations were chosen to span the range of lap belt angles permitted under FMVSS 210, using the FMVSS No. 213 belt anchorage locations and forward belt anchorage locations that produce a much steeper lap belt angle. Four booster seats that provide a range of static belt fit were used. The ATDs were positioned using either the standard FMVSS No. 213 seating procedure or an alternate University of Michigan Transportation Research Institute (UMTRI) procedure that produces postures closer to those of similar-size children. Kinematic results for the standard and modified dummies under the same test conditions were more similar than expected. The current version of the modified 6YO is less sensitive to lap belt geometry than the prototype version of the dummy. The seating procedure had a greater affect on kinematic results. The UMTRI seating procedure produced greater knee-head excursion differences and less forward torso rotation than the FMVSS No. 213 procedure. Shifting the shoulder belt upper anchorage 128 mm laterally produced minimal variations in kinematics for a given booster seat/lap belt condition, likely because the belt-routing features of the booster seats limited the differences in static shoulder belt score to less than 10 mm. Moving the lap belt geometry from rearward (shallow angle) to forward (steep angle) produced less desirable kinematics with all booster seats tested. The forward position of the lap belt anchorage allows greater forward translation of the booster and ATD before the belt engages the pelvis. Steeper belt angles are associated with better lap belt fit for children sitting without boosters, so designing rear seat belts for children who sit with and without boosters may involve a performance tradeoff. KW - Anthropometry KW - Booster seats KW - Child restraint systems KW - Crash victim simulation KW - Dummies KW - Hybrid III dummy KW - Seat belts KW - Sled tests KW - Testing UR - http://deepblue.lib.umich.edu/bitstream/2027.42/90973/1/102860.pdf UR - https://trid.trb.org/view/1143816 ER - TY - RPRT AN - 01375261 AU - Reed, Matthew P AU - Ebert-Hamilton, Sheila M AU - University of Michigan Transportation Research Institute AU - National Highway Traffic Safety Administration TI - Evaluation of Hybrid-III 6YO ATD Chest Jacket Shape and Position PY - 2011/11 SP - 40p AB - In previous work, belt fit on the Hybrid-III six-year-old (6YO) anthropomorphic test device (ATD) was found to depend on the positioning of the chest jacket of the ATD. Moreover, differences were noted between jackets manufactured by Denton-ATD and First Technology Safety Systems (FTSS). The objective of this study was to quantify differences between the manufacturers’ jackets by detailed measurements of exemplar jackets and to assess the effects of jacket installation procedure on jacket position. A custom fixture was designed to hold rigidly the thorax, pelvis, and head of a 6YO ATD while allowing the chest jacket to be installed and removed. Testing was conducted with two jackets from FTSS and one from Denton. In pilot testing, jacket position was affected by the installation procedure and by the initial position of the shoulder components. Detailed measurements were made using a portable surface measurement device (laser scanner) with each jacket in six conditions defined by initial shoulder position and the manner in which the jacket was installed. Quantitative comparisons in jacket position and shape were conducted in software using the laser scan data. Notable differences in jacket shape were observed between the FTSS and Denton jackets, with the FTSS jacket having a wider, flatter profile in the lateral shoulder area and the Denton jacket extending more forward in the upper chest area. However, the effects of jacket positioning were much larger than differences between manufacturers in jacket shape. Pulling the jacket down firmly resulted in jacket shoulder positions relative to the spine differing by more than 25 mm from those obtained by pulling the jacket down lightly, with results dependent on the initial positions of the shoulder components. The results of this study indicate that careful attention to jacket positioning is needed to obtain a consistent relationship between the chest and shoulder surfaces and the ATD skeleton. Pulling the jacket down firmly after initially placing the shoulder components in a downward/rearward position is suggested. Monitoring and adjusting the location of reference points on the jacket relative to specified hard points on the ATD skeleton provides a means for ensuring that the jacket is consistently placed for static or dynamic testing. KW - Anthropometry KW - Crash victim simulation KW - Dummies KW - Hybrid III dummy KW - Testing UR - http://deepblue.lib.umich.edu/bitstream/2027.42/89865/1/102811.pdf UR - https://www.nhtsa.gov/sites/nhtsa.dot.gov/files/811850.pdf UR - https://trid.trb.org/view/1141328 ER - TY - RPRT AN - 01373484 AU - Kahane, Charles J AU - National Highway Traffic Safety Administration TI - Evaluation of the 1999-2003 Head Impact Upgrade of FMVSS No. 201 – Upper-Interior Components: Effectiveness of Energy-Absorbing Materials Without Head-Protection Air Bags PY - 2011/11//NHTSA Technical Report SP - 122p AB - Federal Motor Vehicle Safety Standard (FMVSS) No. 201 – Occupant Protection in Interior Impact – was upgraded in 1995, with a 1998-2003 phase-in, to reduce occupants’ risk of head injury from contact with a vehicle’s upper interior, including its pillars, roof headers and side rails, and the upper roof. Initially, energy-absorbing materials alone were used to meet the standard. The National Highway Traffic Safety Administration (NHTSA) statistically analyzed the effect of these materials on head injuries due to upper-interior contact in cars and light trucks in the Crashworthiness Data System of the National Automotive Sampling System for 1995-2009 and the effect on head injuries in fatal crashes in the Fatality Analysis Reporting System – Multiple Cause of Death files for 1999-2007. FMVSS No. 201 without head-protection air bags reduces AIS 4-to-6 head injuries due to contact with upper-interior components by an estimated 24 percent (95% confidence bounds, 11 to 35%), based on the average of the analysis results for the two databases. That is equivalent to a 4.3-percent reduction of overall fatality risk (confidence bounds 2.0 to 6.2%). When all vehicles on the road meet FMVSS No. 201, it will save an estimated 1,087 to 1,329 lives per year. At a cost of $25.52 (in 2010 dollars) over the life of a vehicle, that amounts to an annual cost, depending on new-vehicle sales, ranging from $301 to $424 million for certifying all new vehicles to FMVSS No. 201. It is a very cost-effective regulation, costing less than $1 million per life saved. KW - Abbreviated Injury Scale KW - Cost effectiveness KW - Crash injuries KW - Energy absorbing materials KW - Fatalities KW - Fatality Analysis Reporting System KW - Federal Motor Vehicle Safety Standards KW - FMVSS 201 KW - Head KW - National Automotive Sampling System - Crashworthiness Data System KW - Occupant protection devices UR - http://www-nrd.nhtsa.dot.gov/Pubs/811538.pdf UR - https://trid.trb.org/view/1141474 ER - TY - RPRT AN - 01373118 AU - Reed, Matthew P AU - Ebert-Hamilton, Sheila M AU - Flannagan, Carol A C AU - University of Michigan Transportation Research Institute AU - National Highway Traffic Safety Administration TI - Improving the Repeatability and Reproducibility of Belt Fit Measurement with 6YO and 10YO ATDs PY - 2011/11 SP - 69p AB - In previous work, researchers at the University of Michigan Transportation Research Institute (UMTRI) developed a method for quantifying the belt fit provided by belt-positioning boosters by measuring the belt location relative to the six- and ten-year-old Hybrid-III dummies. In another study, the torso and lap belt scores obtained by this method were found to be closely related to the belt fit obtained by similar-size children across a wide range of booster and belt conditions. The Insurance Institute for Highway Safety (IIHS) adapted the UMTRI procedure to develop a rating system for booster belt fit, but adoption by other labs has been slowed by difficulty in obtaining repeatable results. The current study was undertaken to improve the repeatability and reproducibility across operators of the procedure. The modifications made by IIHS were studied and most incorporated, and a number of other issues were examined through pilot testing. A revised version of the procedure was tested with repeated measurements by three operators in six boosters. The results were analyzed to quantify the variance associated with the operators, the installation of the booster and dummy, and the routing of the belt. The results show that trained operators can perform the procedure with minimal systematic bias across boosters. The variability within booster varies considerably, with some boosters producing higher precision measurements due to the design of their belt-routing features. For any particular booster, the booster and dummy installation process accounts for about half the variability in the belt fit scores with the remainder due to variability in the belt routing and other measurement variability. Based on these findings, multiple measurements of belt fit in each booster are recommended to establish the desired level of confidence in the true belt fit. Straightforward statistical methods involving confidence intervals are recommended for establishing objective test methods. More testing will be needed to determine the reproducibility of the method across laboratories. KW - Anthropometry KW - Booster belt fit KW - Booster seats KW - Child restraint systems KW - Dummies KW - Hybrid III dummy KW - Measurement KW - Seat belts KW - Testing UR - http://deepblue.lib.umich.edu/bitstream/2027.42/89866/1/102812.pdf UR - https://www.nhtsa.gov/document/improving-repeatability-and-reproducibility-belt-fit-measurement-6yo-and-10yo-atds UR - https://trid.trb.org/view/1141261 ER - TY - RPRT AN - 01367865 AU - Jenness, James W AU - Huey, Richard W AU - McCloskey, Shawn AU - Singer, Jeremiah AU - Walrath, Jeremy AU - Lubar, Elisha AU - Lerner, Neil D AU - Westat AU - National Highway Traffic Safety Administration TI - Motorcycle Conspicuity and the Effect of Auxiliary Forward Lighting PY - 2011/11//Final Report SP - 63p AB - A field experiment was conducted with 32 participants to determine whether the conspicuity of approaching motorcycles viewed in daylight may be improved by various forward lighting treatments. The treatments tested included pairs of low‐mounted auxiliary lamps (LA), high‐mounted auxiliary lamps (HA), both high‐ and low‐mounted auxiliary lamps (LHA), low‐mounted light emitting diode lamps (LED), and a modulated high beam headlamp (MHB). Participants viewed approaching traffic and indicated when it would be safe (and not safe) to initiate a left turn across the path of approaching vehicles in an opposing lane of traffic. They were not informed that the specific purpose of the study was to examine their reactions to motorcycles. Researchers also recorded participant’s direction of gaze continuously with a head‐mounted eye tracker. The mean safety margin provided to an approaching motorcycle with various lighting treatments did not differ significantly between any of the experimental lighting treatments and the baseline treatment (illuminated low beam headlamp). However, having either LA or MHB lamps on the motorcycle significantly reduced the probability of obtaining a short safety margin (< 3.44 seconds) as compared to the baseline lighting treatment. Eye tracking data indicated that the average duration of participants’ gazes at the motorcycle were significantly longer with the LHA lighting as compared to the baseline condition. These results should be interpreted cautiously in light of differences that were observed between participants who reported using a landmark‐based strategy to judge when it was no longer safe to turn in front of approaching vehicles and participants who used other strategies. Overall the results suggest that enhancing the frontal conspicuity of motorcycles with lighting treatments beyond an illuminated low beam headlamp may be an effective countermeasure for daytime crashes involving right‐of‐way violations. KW - Auxiliary headlamps KW - Daylight KW - Daytime running lamps KW - Eye movements KW - Field tests KW - Gaze direction KW - High beamed headlamps KW - Light emitting diodes KW - Low beamed headlamps KW - Motorcycles KW - Vehicle lighting KW - Vehicle lighting devices KW - Visibility UR - http://www.nhtsa.gov/DOT/NHTSA/NVS/Crash%20Avoidance/Technical%20Publications/2011/811507.pdf UR - https://trid.trb.org/view/1136534 ER - TY - RPRT AN - 01367802 AU - Ranney, Thomas A AU - Baldwin, G H Scott AU - Parmer, Ed AU - Domeyer, Joshua AU - Martin, John AU - Mazzae, Elizabeth N AU - National Highway Traffic Safety Administration AU - National Highway Traffic Safety Administration TI - Developing a Test to Measure Distraction Potential of In-Vehicle Information System Tasks in Production Vehicles PY - 2011/11//Final Report SP - 103p AB - Three experiments were conducted to assess a test of distraction potential for in-vehicle information systems (IVIS) and portable devices used while driving. The test used a low-fidelity (PC-based) driving simulator; sensors record drivers’ control inputs in stationary production vehicles. Participants performed car-following and target detection together with secondary tasks. Experiment 1 examined the effects of two levels of driving task (car-following) difficulty and two detection tasks on test sensitivity. Detection tasks included a head-mounted task (HDT) and a computer-generated multiple-target task (MDT), which incorporated simple targets into the simulated roadway display. Secondary tasks included simple (Circles) and complex (navigation destination entry) visual-manual tasks and a hands-free auditory-vocal task (N-back). The MDT was more sensitive to task load differences, while the HDT created problems for the eye tracker. Increasing car-following task difficulty had no effect on metric sensitivity. The complex visual-manual task was more disruptive than the simple visual-manual task or the auditory-vocal task. The second experiment compared metrics provided by two occlusion paradigms: (1) traditional occlusion, which involves intermittent masking of the task to simulate the visual demands of driving, and (2) Enhanced Occlusion Task (EOT), which added auditory tracking to more realistically simulate driving task demands. Task duration estimates with EOT were closer to static completion times than those obtained with traditional occlusion; however their usefulness in estimating task duration requires a stronger connection to comparable estimates obtained from a driving protocol. EOT did not improve the R (task resumability) metric, although there was no independent evidence to support the expectation of differences in this metric. The R metric was not related to driving performance degradation. Auditory tracking performance metrics obtained in the EOT paradigm revealed performance degradation consistent with effects observed with simulator metrics. Experiment 3 used the simulator-based test to assess the distraction potential of navigation tasks performed with three systems with comparable functionality, including one original equipment manufacturer (OEM) and two portable systems, which had been independently rated as having different levels of usability. Metrics revealed strong and consistent differences between driving alone and driving with a secondary task. Three metrics (car-following coherence, detection task response time, and proportion of long glances) revealed differences between the (simple and complex) navigation tasks across all systems. Two metrics (standard deviation of lane position [SDLP] and detection task proportion correct) exhibited significant Systems x Task interactions; differences between navigation tasks were not consistent across systems. It was concluded that developing a simulator-based distraction potential test is feasible. Core metrics include those sensitive to visual-manual task conditions (SDLP, car-following delay, and detection task response time) and those sensitive to auditory-vocal task conditions (car-following delay, detection task response time, and detection task proportion of correct responses). Measures based on eye position data, primarily the proportion of long glances away from the forward roadway, revealed significant promise. Estimates of distraction potential can be combined with task duration estimates provided by the EOT to compute estimates of drivers’ exposure to risk. KW - Car following KW - Distraction KW - Driver information systems KW - Drivers KW - Driving simulators KW - In vehicle technology KW - In-vehicle devices KW - Navigation KW - Secondary tasks KW - Target detection UR - http://www.nhtsa.gov/DOT/NHTSA/NVS/Crash%20Avoidance/Technical%20Publications/2011/811463.pdf UR - https://trid.trb.org/view/1136519 ER - TY - RPRT AN - 01365470 AU - Curtis, S Christopher AU - Ramirez, Rebecca L AU - Pacific Institute for Research and Evaluation AU - National Highway Traffic Safety Administration TI - Source Investigations: A Tool to Combat Impaired Driving PY - 2011/11//Final Report SP - 36p AB - In 2008, the National Highway Traffic Safety Administration funded the National Liquor Law Enforcement Association and the Pacific Institute for Research and Evaluation to review law enforcement crash investigative programs and methods used to identify sources of alcohol sales and consumption related to those crashes. Many State and local law enforcement agencies have implemented source investigations as a strategy to determine where alcohol was purchased and/or consumed when an alcohol-impaired driving crash has occurred. The authors' methodology for this case study began with informally inquiring about the use of source investigations around the country. After identifying a number of programs, they selected three States based on three key factors: (a) each State must conduct at least three source investigations each year, (b) each State must be geographically different, and (c) the three States selected must represent a combination of control and license States including at least one State that has the enforcement mechanism located within the liquor control department and one State that has the enforcement arm located in another department. Ohio (control, with external enforcement mechanism), Washington (control with internal enforcement mechanism) and Louisiana (license with internal enforcement mechanism) were selected. After identifying the States, the authors obtained an inventory of source investigations conducted since 2006. They then conducted semi-structured discussions with three agents/officers and three supervisors/managers from each agency. The most noteworthy finding from the qualitative research was that, although source investigations are resource intensive, the results—holding the provider of the alcohol accountable and generating positive public relations—appear promising. This report concludes with recommendations relating to improved interagency collaboration, training and policy enhancements, and optimizing the use of the media. KW - Alcohol use KW - Alcoholic beverages KW - Drunk drivers KW - Law enforcement KW - Purchasing KW - Sales UR - http://www.nhtsa.gov/staticfiles/nti/pdf/811519.pdf UR - https://trid.trb.org/view/1132951 ER - TY - RPRT AN - 01367864 AU - Jenness, James W AU - Huey, Richard W AU - McCloskey, Shawn AU - Walrath, Jeremy AU - Westat AU - National Highway Traffic Safety Administration TI - Effect of Daytime Running Lights on Left Turning Drivers’ Gap Acceptance PY - 2011/10//Final Report SP - 38p AB - An observational field study was conducted by video recording traffic in clear weather during afternoon rush hours at two intersections. The purpose of the study was to determine whether drivers turning left from the main road onto the minor road across the path of approaching traffic were influenced in their gap acceptance decisions by daytime running lights (DRL) on approaching vehicles. Video recordings were analyzed to extract information about the size of 6711 temporal gaps available to turning drivers, whether the approaching vehicle had DRL or not, and several other factors. Clearance times between the turning vehicle exiting the intersection and the approaching vehicle entering the intersection were also determined from the video recordings. “Potential conflicts” between turning vehicles and approaching vehicles were defined based on short clearance times and decreases in the approaching vehicle’s speed. To determine the effect of DRL on gap acceptance at each site, the probability of gap acceptance was modeled (for 5125 available gaps less than seven seconds) with a logistic regression procedure that included effects of available gap size, DRL status of the approaching vehicle, approaching vehicle speed, approaching vehicle size, turning vehicle size, whether the available gap was the first gap encountered by the turning driver, and whether there were any vehicles queued behind the turning vehicle. Similar analyses were conducted for each site with available gaps less than four seconds. For all gaps taken, a separate model predicted potential conflicts based on effects of DRL, available gap size, and all other factors mentioned above. The results indicated that DRL on approaching vehicles did not significantly decrease the probability of gap acceptance suggesting that DRL may not encourage turning drivers to be more cautious. Despite the finding from one site that turning drivers were more likely to accept 3‐ to 4‐second gaps in front of approaching vehicles with DRL as compared to approaching vehicles without DRL, there was no evidence from this study to suggest that this effect would influence crash rates for left‐turn‐across‐path scenarios. DRL status of the approaching vehicle was not a reliable predictor of potential vehicle conflicts at either study site. Overall, the results do not provide evidence to support the use of daytime running lights as a countermeasure for fair weather daytime crashes involving right‐of‐way violations. KW - Behavior KW - Daytime running lamps KW - Drivers KW - Field studies KW - Gap acceptance KW - Left turns KW - Operating speed KW - Right of way (Traffic) KW - Traffic conflicts KW - Vehicle size UR - http://www.nhtsa.gov/DOT/NHTSA/NVS/Crash%20Avoidance/Technical%20Publications/2011/811506.pdf UR - https://trid.trb.org/view/1136536 ER - TY - RPRT AN - 01367794 AU - National Highway Traffic Safety Administration AU - Research and Innovative Technology Administration TI - USDOT Connected Vehicle Research Program: Vehicle-to-Vehicle Safety Application Research Plan PY - 2011/10 SP - 13p AB - The connected-vehicle research program is a major initiative under USDOT’s Connect Vehicle Research Program and includes both vehicle-to-vehicle (V2V) and vehicle-to-infrastructure research activities. The goal of the Vehicle-to-Vehicle Safety Application Research Plan is to describe the research needed to support this decision. The objectives of the research plan are to determine if vehicle-to-vehicle communication safety applications meet a safety need, are practicable technologically and economically, have objectively measurable compliance, have driver acceptance, and are effective. This research plan only reflects the V2V communication research portion of the connected-vehicles program. The research plan provides background, vision, goals and objectives, and an overview, as well as a detailed roadmap and summary descriptions of the major research tracks that make up the V2V safety application research activities. KW - Crash avoidance systems KW - Highway safety KW - Intelligent transportation systems KW - Research KW - Vehicle to vehicle communications UR - http://www.nhtsa.gov/DOT/NHTSA/NVS/Crash%20Avoidance/Technical%20Publications/2011/811373.pdf UR - https://trid.trb.org/view/1136513 ER - TY - RPRT AN - 01365966 AU - Nodine, Emily AU - Lam, Andy AU - Stevens, Scott AU - Razo, Michael AU - Najm, Wassim AU - Volpe National Transportation Systems Center AU - National Highway Traffic Safety Administration TI - Integrated Vehicle-Based Safety Systems (IVBSS) Light Vehicle Field Operational Test Independent Evaluation PY - 2011/10//Final Report SP - 156p AB - This report presents the methodology and results of the independent evaluation of a prototype integrated crash warning system for light vehicles as part of the Integrated Vehicle-Based Safety Systems initiative of the United States Department of Transportation’s Intelligent Transportation System program. The system integrates rear-end crash, curve-speed warning, lane change crash, and lane departure warning functions. The goals of the independent evaluation are to assess the safety impact, gauge driver acceptance, and characterize the capability of the integrated safety system. The evaluation is based on naturalistic driving data collected from a field operational test using 108 subjects who drove 16 passenger vehicles equipped with a prototype integrated safety system and a data acquisition system. The test subjects accumulated over 213,000 miles during a 12-month period throughout parts of southeast Michigan. For each driver, the test period was divided into a 12 day baseline condition with the system disabled and a 28 day treatment condition with the system enabled to compare the effect of the system on driving performance. The results of the analysis suggest that driving with the integrated safety system improves driver behavior and increases driver safety, that drivers feel that the system provides a safety benefit, and that the system alerts had a high degree of accuracy. This report delineates the methodology of the different analyses and discusses their results. KW - Collision warning systems KW - Driver vehicle interfaces KW - Field tests KW - Integrated Vehicle Based Safety Systems (Initiative) KW - Intelligent vehicles KW - Naturalistic driving data KW - Onboard warning systems KW - Prototypes KW - Vehicle safety KW - Warning systems UR - http://www.nhtsa.gov/DOT/NHTSA/NVS/Crash%20Avoidance/Technical%20Publications/2011/811516.pdf UR - https://trid.trb.org/view/1134964 ER - TY - RPRT AN - 01365500 AU - Fell, James C AU - Fisher, Deborah A AU - McKnight, A Scott AU - Pacific Institute for Research and Evaluation AU - National Highway Traffic Safety Administration TI - A Guide for Local Impaired-Driving Task Forces Volume II: Local Task Force Case Studies PY - 2011/10//Final Report SP - 116p AB - The purpose of this guide is to assist officials and members of the public interested in establishing an impaired-driving task force at a local or regional level (city, county, or region, not statewide) or who are exploring ways to improve their current task forces. This guide is based on case studies of nine local task forces in Costa Mesa, California; Pikes Peak Region, Colorado; Leon County, Florida; Southeastern Louisiana; Gallatin County, Montana; Broome County, New York; Bexar County, Texas; Fairfax County, Virginia; and Kent, Washington. The task forces selected represent a range of histories, structures, and approaches. This guide addresses several issues: (1) how local task forces are formed, (2) the structure and operation of local task forces, (3) the types of activities in which local task forces are involved, (4) how local task forces obtain and manage funding and other resources, (5) task force strengths and weaknesses, and (6) how to avoid pitfalls and obstacles that confront task forces. The task force contacts for this study are included in Appendix A in Volume I. Complete case studies are included in this volume, Volume II. KW - Case studies KW - Drunk driving KW - Guidelines KW - Impaired drivers KW - Local government agencies KW - Public participation UR - http://www.nhtsa.gov/staticfiles/nti/pdf/811460b.pdf UR - https://trid.trb.org/view/1132958 ER - TY - RPRT AN - 01365448 AU - Fell, James C AU - Fisher, Deborah A AU - McKnight, A Scott AU - Pacific Institute for Research and Evaluation AU - National Highway Traffic Safety Administration TI - A Guide for Local Impaired-Driving Task Forces Volume I: Final Report PY - 2011/10//Final Report SP - 64p AB - The purpose of this two-volume guide is to assist officials and members of the public interested in establishing an impaired-driving task force at a local or regional but not statewide level or who are exploring ways to improve their current task forces. Volume I is based on case studies of nine local task forces in Costa Mesa, California; Pikes Peak Region, Colorado; Leon County, Florida; Southeastern Louisiana; Gallatin County, Montana; Broome County, New York; Bexar County, Texas; Fairfax County, Virginia; and Kent, Washington. These task forces represent a range of histories, structures, and approaches. This guide addresses (1) how local task forces were formed, (2) the structure and operation of local task forces, (3) the types of activities the task forces perform, (4) how local task forces obtain and manage funding and other resources, (5) task force strengths and weaknesses, and (6) how to avoid pitfalls and obstacles that confront task forces. The task force contacts for this study are included in Appendix A to this volume. Complete case studies are included in Volume II. KW - Case studies KW - Drunk driving KW - Guidelines KW - Impaired drivers KW - Local government agencies KW - Public participation UR - http://www.nhtsa.gov/staticfiles/nti/pdf/811460a.pdf UR - https://trid.trb.org/view/1132955 ER - TY - RPRT AN - 01362662 AU - National Highway Traffic Safety Administration TI - Traffic Safety Facts 2009 Data: Motorcycles PY - 2011/10 SP - 8p AB - In 2009, 4,462 motorcyclists were killed—a decrease of 16 percent from the 5,312 motorcyclists killed in 2008. There were 90,000 motorcyclists injured during 2009. In 2009, motorcyclists accounted for 13 percent of total traffic fatalities, 15 percent of all occupant fatalities, and 4 percent of all occupants injured. Motorcycles made up 3 percent of all registered vehicles in the United States in 2009 and accounted for only 0.7 percent of all vehicle miles traveled. Per vehicle mile traveled in 2009, motorcyclists were about 25 times more likely than passenger car occupants to die in a motor vehicle traffic crash and 5 times more likely to be injured. Per registered vehicle, the fatality rate for motorcyclists in 2009 was 6 times the fatality rate for passenger car occupants. The injury rate for motorcyclists was 0.8 times the injury rate for passenger car occupants. Definitions often vary across publications with respect to individuals on motorcycles. For this document, the following terms will be used: the motorcycle rider refers only to individual operating the motorcycle; the passenger refers to any person seated on, but not operating, the motorcycle; the motorcyclist is a more general term that refers to either the rider and/or passenger. NHTSA publications prior to 2007 may not reflect this terminology. For the purpose of this fact sheet the following vehicles are include in the definition of motorcycle: mopeds, scooters, two- or three-wheeled motorcycles, off-road motorcycles, scooters, mini bikes, pocket bikes, and all-terrain vehicles (ATV). KW - Fatalities KW - Motorcycle crashes KW - Motorcycle driving KW - Motorcycling KW - Motorcyclists UR - http://www-nrd.nhtsa.dot.gov/Pubs/811389.pdf UR - https://trid.trb.org/view/1128264 ER - TY - RPRT AN - 01362654 AU - Wu, Jingshu AU - Austin, Rory AU - Chen, Chou-Lin AU - National Highway Traffic Safety Administration TI - Incidence Rates of Pedestrian And Bicyclist Crashes by Hybrid Electric Passenger Vehicles: An Update PY - 2011/10//Technical Note SP - 32p AB - Hybrid electric (HE) passenger vehicles first became available to consumers in 2000, and their numbers as well as their proportion of the passenger vehicle fleet have risen every year since their introduction. Advocacy groups have raised pedestrian safety concerns regarding HE vehicles because a vehicle using the electric motor may be relatively quieter than a vehicle using an internal combustion engine (ICE) and may not emit the sounds that non-motorists rely on for warning as vehicles approach them. In 2009 the National Highway Traffic Safety Administration released the report “Incidence of Pedestrian and Bicyclist Crashes by Hybrid Electric Passenger Vehicles” with the finding that an HE vehicle was two times more likely to be involved in a pedestrian crash than an ICE vehicle in situations involving low-speed maneuvers. This report aims to update the previous report with more data by adding additional years of State crash files as well as by increasing the number of States included in the analysis from 12 to 16. This analysis was conducted on a total of 24,297 HE and 1,001,000 ICE Honda and Toyota selected vehicles in 16 States. A total of 186 and 5,699 HE and ICE vehicles respectively were involved in pedestrian crashes, and a total of 116 and 3,052 HE and ICE vehicles respectively were involved in bicycle crashes. Overall, the odds ratios indicate that the odds of an HE vehicle being in either a pedestrian or bicycle crash are greater, 35 percent and 57 percent respectively, than the odds of an ICE vehicle being in a similar crash. The crash factors of speed limit, vehicle maneuver, and location were examined to determine the relative incidence rates of HE versus ICE vehicles and whether the odds ratio (OR) was different under different circumstances. While the results did not provide an apparent set of scenarios for bicycle crashes, the findings provide a clearer picture regarding pedestrian crashes. The largest differences between the involvement of HE and ICE vehicles in pedestrian crashes occur with speed limits of 35 mph and lower (OR = 1.39), during low-speed maneuvers (OR = 1.66) and when the crash is on the roadway (OR = 1.50). This update further extends the analysis to various other vehicle samples with similar results. For example a comparison of all HE versus ICE passenger vehicles regardless of makes and models indicates that the odds of any HE passenger vehicle being in a pedestrian crash are 22 percent greater than the odds of any ICE passenger vehicle. KW - Bicycle crashes KW - Crash rates KW - Electric vehicles KW - Hybrid vehicles KW - Pedestrian-vehicle crashes KW - Risk analysis KW - Sound UR - http://www-nrd.nhtsa.dot.gov/Pubs/811526.pdf UR - https://trid.trb.org/view/1128262 ER - TY - RPRT AN - 01357986 AU - Hastings, Aaron AU - Pollard, John K AU - Garay-Vega, Lisandra AU - Stearns, Mary D AU - Guthy, Catherine AU - Research and Innovative Technology Administration AU - National Highway Traffic Safety Administration TI - Quieter Cars and the Safety of Blind Pedestrians, Phase 2: Development of Potential Specifications for Vehicle Countermeasure Sounds PY - 2011/10//Final Report SP - 156p AB - This project performed research to support the development of potential specifications for vehicle sounds, (i.e., audible countermeasures) to be used in vehicles while operating in electric mode in specific low speed conditions. The purpose of the synthetic vehicle sound is to alert pedestrians, including blind pedestrians, of vehicle presence and operation. The project developed various options and approaches to specify vehicle sounds that could be used to provide information at least equivalent to the cues provided by ICE vehicles, including speed change. Acoustic data from a sample of ICE vehicles was used to determine the sound levels at which synthetic vehicle sounds, developed as countermeasures, could be set. Psychoacoustic models and human-subject testing were used to explore issues of detectability, masking, and recognition of ICE-like and alternative sound countermeasures. Data were used to develop potential options that could be pursued to develop specifications for synthetic vehicle sounds. Project results indicate that vehicle detectability could potentially be met through various options including: recording(s) of actual ICE sounds; synthesized ICE-equivalent sounds; alternative, non-ICE-like sounds designed for detectability; and a hybrid of the options listed above. KW - Auditory perception KW - Blind persons KW - Countermeasures KW - Detectability KW - Electric vehicles KW - Pedestrian safety KW - Sound KW - Traffic noise UR - http://www.nhtsa.gov/DOT/NHTSA/NVS/Crash%20Avoidance/Technical%20Publications/2011/811496.pdf UR - http://ntl.bts.gov/lib/42000/42800/42888/DOT-VNTSC-NHTSA-11-04.pdf UR - https://trid.trb.org/view/1122536 ER - TY - ABST AN - 01624780 TI - Age vs. Experience: Evaluation of a Video Feedback Intervention for Newly Licensed Teen Drivers AB - Previous studies have shown that event-triggered, video-based interventions have the potential to improve driving safety among young drivers. Nine states, including Iowa, have some type of restricted driving license that allows drivers under age 16 to independently operate a motor vehicle. While these license types typically restrict the kind of driving permitted, little is known about how these younger drivers compare to the traditional 16-year-old driver in terms of risky driving behaviors. This project examines the effects of age, experience, and video-based feedback on the rate of unsafe driving events captured on video event recorders for 90 newly licensed teen drivers. Half the participants receive feedback and the other half are assigned to a no-feedback control condition. The results of this study will inform whether video-based feedback has safety benefits for young drivers. KW - Behavior KW - Driver experience KW - Driver licensing KW - Driver performance KW - Highway safety KW - Iowa KW - Recently qualified drivers KW - Teenage drivers KW - Video cameras UR - https://trid.trb.org/view/1448731 ER - TY - ABST AN - 01490700 TI - National Survey of Bicyclist and Pedestrian Behavior and Attitudes AB - The most recent survey of pedestrian and bicyclist attitudes and behavior was conducted in 2002. That survey provided program planners and community leaders with detailed information on walking and bicycling behavior, level of support for facilities assisting those activities, and awareness of safety issues. This survey will update that information. It will be administered to a randomly selected national sample of 9,000 people age 16 and older. The survey will collect trip information as well as information related to bicycle helmet use, injuries while bicycling or walking, practices to increase conspicuity at night, condition and use of sidewalks, knowledge of rules of the road, and attitudes toward bicycling and walking. KW - Behavior KW - Bicycle helmets KW - Bicycle travel KW - Injuries KW - Pedestrians KW - Surveys KW - Walking UR - https://trid.trb.org/view/1260410 ER - TY - ABST AN - 01625568 TI - Washington State Roadside Survey AB - Roadside surveys allow collection of data on alcohol- and drug-positive driving from drivers directly on the road – rather than from only self-report data or from select samples of drivers who have been in arrested or in a crash.There have been National Roadside Surveys spanning the last 40 years. These surveys have allowed us to examine trend data of alcohol-positive driving, and since 1997, also drug-positive driving. For example the 2013-20014 National Roadside Survey indicated a continued decrease in alcohol use and some increase in drug use. While these surveys provide a national snapshot, they do not provide information about particular States. Washington was one of the initial States to legalize recreational use of marijuana. This study is examining whether alcohol and drug use while driving, including use of marijuana, has changed since before legalization. Subjects, in representative sites across Washington, will be randomly chosen to participate in a voluntary and anonymous study. Subjects will be asked to provide a breath sample, an oral fluid sample, and a blood sample. Subjects may decline at any point. KW - Drugged drivers KW - Drunk drivers KW - Highway safety KW - Impaired drivers KW - Samples KW - Sobriety checkpoints KW - Traffic crashes KW - Washington (State) UR - https://trid.trb.org/view/1453009 ER - TY - ABST AN - 01494925 TI - A Meta-Analysis of Graduated Driver Licensing Laws AB - Extensive research has documented the benefits of Graduated Driver Licensing (GDL programs in reducing teen novice driver crash rates. However, the contribution of the individual components (e.g. nighttime driving restrictions, teenage passenger restrictions, minimum holding periods, etc.) of typical GDL programs is less well understood. In part, this is a result of States passing multi-component laws that make isolating the effects of the individual components difficult. In this study, the Naitonal Highway Traffic Safety Administration will conduct a meta-analysis of Graduated Driver Licensing (GDL) research in an attempt to gain a better idea of the relative benefit of the various individual components typically found in GDL programs KW - Countermeasures KW - Graduated licensing KW - Highway safety KW - Meta-analysis KW - Teenage drivers UR - https://trid.trb.org/view/1264159 ER - TY - ABST AN - 01490669 TI - Countermeasures that Work Updates (7th and 8th editions) AB - The Countermeasures that Work guide was originally prepared in 2005, and has been updated annually with the 6th Edition published in January 2011. Updates to Countermeasures that Work will now be published biennially. This contract will cover the 7th and 8th Editions. The aim of this project is to update the Countermeasures that Work guide that now serves as a basic reference on traffic safety countermeasures for State Highway Safety Offices (SHSOs). For this project, the Contractor shall develop a comprehensive search and screening strategy, obtain the appropriate and necessary documents (e.g. journal articles, technical reports, conferences proceedings, books), read, critically review, and evaluate each document for each of the countermeasures covered in the latest previous edition of the guide. If new research has been published since the previously published Countermeasures that Work guide was updated, then the Contractor shall be responsible for integrating this new research into the guide as appropriate. In addition, the inclusion of new topics that were not included in previous editions will be considered. KW - Contractors KW - Countermeasures KW - Guidelines KW - Manuals KW - State highway departments KW - Traffic safety UR - https://trid.trb.org/view/1260379 ER - TY - ABST AN - 01490049 TI - Conduct National Surveys on Distracted Driving AB - This project will assess and monitor attitudes, beliefs, and behaviors related to distracted and unsafe driving practices by conducting a national telephone survey of a randomly selected sample of drivers ages 16 and older. A minimum of 6,000 U.S. drivers will be surveyed using a dual frame sampling method (landline and cell phone only). The survey will be administered in English and Spanish. The project also requires analyses of the survey data and a final report describing the background, methods, and results. The results will be compared to the baseline survey conducted in Fall 2010. The project includes up to two additional survey administrations. KW - Behavior KW - Distracted drivers KW - Driver monitoring KW - High risk drivers KW - Highway safety KW - Surveys UR - https://trid.trb.org/view/1259596 ER - TY - ABST AN - 01490046 TI - Examine the Effects of Inhaled Cannabis on Driving Performance AB - The National Highway Traffic Safety Administration (NHTSA) oversaw the development of the world's most advanced driving simulator, the National Advanced Driving Simulator (NADS), located at the University of Iowa. Previously, the NADS research team and driving simulator were employed to study participants under the influence of alcohol and many Central Nervous System active medications. To date, this simulator has never been utilized for evaluating driving impairment following ingestion of an illicit drug. The mixed results from previous cannabis-dosed driving studies have demonstrated that its effects on driving can be more difficult to detect than the effects of alcohol. The NADS, a more sensitive data collection tool, is capable of detecting the more subtle changes in the driving behavior of cannabis-dosed participants. Concurrent ingestion of cannabis and alcohol is common among impaired drivers; therefore, including this combination enhances the external validity of the study. Thus, the current project requires an advanced human motor vehicle driving simulator with validated performance characteristics and a research team able to conduct studies of individuals under the influence of psychoactive substances such as alcohol and cannabis. National Institute of Drug Abuse (NIDA) and NHTSA will work cooperatively to conduct the first of its kind study of the effects of inhaled Cannabis on Driving Performance. In the study, the effects of a placebo, low (approximately 3.5% Tetrahydrocannabinol [THC]), or high dose (approximately 6.5% THC) of inhaled cannabinoids paired with a placebo or low dose (0.05g/dL) of alcohol on driving performance, decision-making, psychomotor control, risk-taking, and divided attention tasks will be assessed in the NADS facility. The Chemistry and Drug Metabolism (CDM) Section of the National Institute on Drug Abuse's Intramural Research Program has a long and productive program in conducting controlled drug administration studies; evaluating the pharmacodynamic effects of drugs; and evaluating the disposition of drugs and metabolites in multiple biological matrices, including blood and oral fluid. They have been conducting cannabis dosing studies for more than 20 years, including Magnetic resonance imaging (MRI) specific brain activity research and the first studies of the cannabinoid receptor type 1 (CB-1) cannabinoid receptor antagonism of smoked cannabinoids. These studies are unique in that they combine the pharmacodynamics and pharmacokinetics of drug exposure providing a scientific database for interpreting drug test results in light of ongoing physiological, subjective and behavioral effects. KW - Behavior KW - Cannabis KW - Driving simulators KW - Drugged drivers KW - National Advanced Driving Simulator KW - Placebos KW - THC (Cannabis) UR - https://trid.trb.org/view/1259593 ER - TY - ABST AN - 01490707 TI - Instrumented On-Road Study of Motorcycle Riders AB - The objective of this project is to explore the feasibility of collecting naturalistic data from motorcycle riders, the National Highway Traffic Safety Administration (NHTSA) recently funded a pilot study in which instrumentation was adapted for motorcycles and data were successfully collected from several instrumented motorcycles for a short period of time. In this project, 160 motorcycles will be instrumented to collect naturalistic data for one year, continuously, whenever the motorcycle is ridden. The objective of this project is to conduct the necessary data collection, data reduction, analyses, and reporting in order to collect data on real world motorcycle riding behaviors to identify countermeasures to reduce unsafe riding behavior. KW - Behavior KW - Countermeasures KW - Data collection KW - Highway safety KW - Instrumented vehicles KW - Motorcyclists UR - https://trid.trb.org/view/1260417 ER - TY - ABST AN - 01490708 TI - Evaluation of an Impaired Riding Crackdown AB - Alcohol impairment is a significant contributing factor to motorcycle crashes. However, there has been little documented effort to combine impaired riding media campaigns with dedicated enforcement of impaired riding, by law enforcement trained to recognize impaired riding cues, in locations that are frequented by motorcycle riders. The National Highway Traffic Safety Administration (NHTSA) plans to sponsor impaired riding crackdowns in multiple sites during the 2012 riding season. It is expected that waves of high visibility enforcement (HVE) will be localized in areas and during times when motorcycle traffic is high, and will include paid and earned media. The purpose of this project is to evaluate the effectiveness of these impaired riding crackdown demonstration projects. KW - Drunk driving KW - Impaired drivers KW - Motorcycle crashes KW - Motorcyclists KW - Safety campaigns KW - Traffic law enforcement UR - https://trid.trb.org/view/1260418 ER - TY - RPRT AN - 01582860 AU - Mazzae, Elizabeth N AU - Garrott, W Riley AU - Baldwin, George H Scott AU - Andrella, Adam AU - Smith, Larry A AU - National Highway Traffic Safety Administration AU - National Highway Traffic Safety Administration TI - Vehicle Rearview Image Field of View and Quality Measurement PY - 2011/09//Technical Report SP - 61p AB - The Cameron Gulbransen Kids Transportation Safety Act of 2007 required the National Highway Traffic Safety Administration (NHTSA) to “initiate a rulemaking to revise Federal Motor Vehicle Safety Standard 111 (FMVSS 111) to expand the required field of view to enable the driver of a motor vehicle to detect areas behind the motor vehicle to reduce death and injury resulting from” backover crashes. It stated that this may be accomplished “by the provision of additional mirrors, sensors, cameras, or other technology to expand the driver’s field of view.” This report provides additional details regarding the analyses summarized in the December 2010 FMVSS No. 111 Notice of Proposed Rulemaking (NPRM) that provided the basis for proposed improved vehicle rear visibility requirements. A more detailed description is presented of the analysis performed to identify what area (i.e., field of view) should be visible to a driver behind a vehicle in order for that driver to have the best opportunity to avoid a backover crash. Likewise, the report contains a detailed description of the basis for determining the proposed criteria for minimum image quality that would need to be present in a rearview image in order for a driver of average vision to have the ability to discern child-sized obstacles located within the field of view. Test procedures that were developed to assess how well a rearview image meets the proposed field of view and rearview image quality requirements are described in detail. These procedures were developed using available existing systems covering the appropriate field of view (of which all were rearview video systems). The procedures are also considered to be useable for other technologies (such as mirrors or fiber optics) that might be used to provide visual images of the area directly behind a vehicle in the future. The test procedure involves taking a photograph of the rearview image showing several objects of known locations and dimensions from the perspective of a 50th-percentile male driver. The apparent width of an object in a photograph of the display is used to calculate the subtended visual angle of test objects (which can be related to a driver’s ability to see each object). This report demonstrates the measurement procedure by applying it to six 2010-11 model year vehicles equipped with original equipment rearview video systems. One important result obtained in this testing is that a 2.4-inch diagonal sized rearview image is not large enough to provide the degree of minimum image quality proposed in the NPRM. KW - Backing (Driving) KW - Blind spots KW - Crashes KW - Federal Motor Vehicle Safety Standards KW - Field of view KW - FMVSS 111 KW - Rearview video systems KW - Visibility UR - http://www.nhtsa.gov/DOT/NHTSA/NVS/Human Factors/Visibility and Lighting/811512.pdf UR - https://trid.trb.org/view/1376529 ER - TY - SER AN - 01446924 JO - TRAFFIC TECH PB - National Highway Traffic Safety Administration TI - States Upgrade to Primary Enforcement Seat Belt Laws PY - 2011/09 VL - 405 SP - 2p AB - States with primary seat belt enforcement laws consistently have higher observed daytime seat belt use rates than secondary law States. Secondary belt law States, on the other hand, consistently have more motor vehicle fatalities who were not restrained than do primary law States. Primary laws are associated with a 10 to 12% increase in observed belt rates and 9- to 10-percentage-point increases among occupants killed in fatal motor vehicle crashes. Observed seat belt use averages 88.2% in States with primary belt enforcement laws and 79.1% in States with secondary enforcement (NHTSA, 2009). Since the year 2000, 14 States upgraded their seat belt laws to primary enforcement status. This study documents the roles, strategies, resources, and arguments States used in their actions to pass primary belt laws. The 10 States that upgraded their seat belt laws between 2004 and 2009 (Tennessee, South Carolina, Alaska, Mississippi, Kentucky, Maine, Minnesota, Arkansas, Florida, and Wisconsin) provided in-depth information about the successes and challenges they encountered during the process. It includes a literature review of the legislative history of primary belt laws. KW - Laws and legislation KW - Literature reviews KW - Primary seat belt laws KW - Seat belt usage KW - Secondary seat belt laws KW - Strategic planning KW - Traffic law enforcement UR - http://www.nhtsa.gov/staticfiles/traffic_tech/tt405.pdf UR - https://trid.trb.org/view/1214403 ER - TY - RPRT AN - 01446921 AU - Tison, Julie AU - Williams, Allan F AU - Chaudhary, Neil K AU - Nichols, James L AU - National Highway Traffic Safety Administration AU - Preusser Research Group, Incorporated TI - Determining the Relationship of Primary Seat Belt Laws to Minority Ticketing PY - 2011/09//Final Report SP - 52p AB - Racial profiling is often raised as an issue when States change their seat belt law from secondary enforcement (i.e., stop only for some other violation) to primary enforcement (i.e., stop for an observed belt law violation alone). Thirteen States made this change during the period 2000 to 2009, of which seven did so early enough to allow for comparison of two years of data before the change to two years of data after the law change. Pre- and post- comparisons using fatal crash data demonstrated an overall drop in the number of front-seat occupant fatalities (-8% overall; -7% Caucasian, -11% Minority) and overall increases in belt use, both among Caucasians and minorities (+8 percentage points overall; +9 Caucasian, +5 Minority). Pre- and post- citation data by race were available from four States. Consistent with previous research, all four States showed that the percentage of tickets issued to minorities either stayed the same or decreased slightly from before to after the law change. Hospital discharge data (three States) indicated reductions in crash injury for both Caucasians and minorities. This study found that primary laws were related to gains in seat belt use without evidence of racial profiling associated with changing the law from secondary to primary. KW - Before and after studies KW - Demographics KW - Fatalities KW - Injury rates KW - Minorities KW - Primary seat belt laws KW - Race KW - Seat belt use KW - Seat belts KW - Traffic citations KW - Traffic law enforcement UR - http://www.nhtsa.gov/staticfiles/nti/pdf/811535.pdf UR - http://ntl.bts.gov/lib/45000/45700/45723/811535.pdf UR - https://trid.trb.org/view/1214398 ER - TY - RPRT AN - 01446919 AU - St Louis, Renee M AU - Mercer, Betty J AU - Eby, David W AU - University of Michigan Transportation Research Institute AU - National Highway Traffic Safety Administration AU - Mercer Consulting Group LLC TI - Documenting How States Recently Upgraded to Primary Seat Belt Laws PY - 2011/09//Final Report SP - 58p AB - States with primary seat belt enforcement laws consistently have higher observed daytime belt use rates than secondary law States. Secondary belt law States, on the other hand, consistently have more occupant fatalities who were not restrained than primary law States. Since the year 2000, 14 States upgraded their seat belt laws to primary enforcement status. This study documented the roles, strategies, resources, and arguments these States used in efforts to pass primary belt laws. In-depth information was gathered from 10 case study States that passed their laws in 2004 to 2009 (Tennessee, South Carolina, Alaska, Mississippi, Kentucky, Maine, Minnesota, Arkansas, Florida, and Wisconsin). The research team conducted a literature review to provide background on the legislative histories of passing primary safety belt laws and to identify people and topics for subsequent interviews. Over 80 in-depth interviews were conducted with a variety of people who played key roles in the process of upgrading to primary enforcement to identify successful strategies, describe concerns from the opposition, and outline approaches used to overcome these concerns. Each of the 10 case study States was unique in terms of the approach used to pass a primary belt law, but there were common efforts and themes among them. Issues that were important in passing a primary seat belt law included: understanding that passing a primary law is a multiyear effort involving a broad-based network of organizations and individuals working in the unique political situation in the State; identifying and effectively responding to opposition arguments; maximizing awareness of the availability of Section 406 Safety Belt Performance Grants, a portion of which could be used for highway and infrastructure projects; using paid lobbyists to provide information and address concerns of legislators; engaging the media to enlist and report on public support; presenting the bill in terms of a public health issue to save lives, reduce injuries, and reduce State medical expenditures; and using a variety of legislative techniques. The top two opposition concerns were intrusion of government on personal freedoms and racial profiling. Advocates addressed these concerns by pointing out that a primary law simply changed how an existing State belt law was enforced, making it like all other traffic violations; bringing in experts on race, public health, and law enforcement, showing how increasing belt use would result in significant health care savings and save lives; and by separating the issue of primary enforcement from racial profiling. Many brought in minority groups, universities, and medical communities to discuss primary belt laws in public health terms and some included separate legislation to address racial profiling concerns. KW - Case studies KW - Interviews KW - Laws and legislation KW - Literature reviews KW - Primary seat belt laws KW - Seat belt usage KW - Strategic planning KW - Traffic law enforcement UR - http://www.nhtsa.gov/staticfiles/nti/pdf/811524.pdf UR - http://ntl.bts.gov/lib/45000/45700/45724/811524.pdf UR - https://trid.trb.org/view/1214401 ER - TY - SER AN - 01446918 JO - TRAFFIC TECH PB - National Highway Traffic Safety Administration TI - Determining the Relationship of Primary Seat Belt Laws to Minority Ticketing PY - 2011/09 IS - 406 SP - 2p AB - When a State converts from secondary to primary seat belt enforcement, studies show increases of 10 percentage points or more in observed seat belt use. Primary enforcement laws allow an officer to ticket a motorist whenever they observe a seat belt offender. Under secondary enforcement, an officer must stop the vehicle for some other infraction first. While approval ratings of primary laws are high, issues of minority harassment, differential enforcement, racial profiling, or “driving while Black” still arise in discussions when States convert seat belt laws to primary enforcement status. A number of studies suggest that minorities perceive stricter law enforcement than Caucasians overall and were more likely to believe that they would be ticketed if unbelted. These studies showed no systematic differential enforcement in actual ticketing. KW - Before and after studies KW - Demographics KW - Fatalities KW - Injury rates KW - Minorities KW - Primary seat belt laws KW - Race KW - Seat belts KW - Traffic citations KW - Traffic law enforcement UR - http://www.nhtsa.gov/staticfiles/traffic_tech/tt406.pdf UR - https://trid.trb.org/view/1214399 ER - TY - RPRT AN - 01444849 AU - Ziegler, Francis G AU - Butts, Linda AU - Nelson, Mark AU - Mongeon, Karin AU - North Dakota Department of Transportation AU - National Highway Traffic Safety Administration AU - Federal Highway Administration TI - Highway Safety Plan: Federal Fiscal Year 2012 PY - 2011/09 SP - 55p AB - In 2010, 105 people died on North Dakota roads. This is fewer fatalities than 2009, when the state experienced 140 fatalities--the most motor vehicle crash fatalities in the state since 1982. North Dakota has been ranked consistently as one of the safest states in the nation and strives to maintain this distinction through effective traffic safety programs. The number of motor vehicle fatalities each year in North Dakota has dropped from a high of 227 in 1971 to 105 in 2010. The fatality rate has reflected a decrease from 5.73 deaths per 100 million vehicle miles of travel (VMT) in 1971 to 1.26 deaths per 100 million VMT in 2010. Historically (dating back to 1979), North Dakota's motor vehicle fatality rate had been consistently lower than the national fatality rate. But, twenty years later, in 1999, the state's fatality rate crept beyond the national rate and again in recent years (2005, 2007, 2008, 2009 and 2010). This document includes a review of the states performance plan, measures, and goals in implementing and administering their highway safety plan. KW - Administration KW - Crash rates KW - Fatalities KW - Highway safety KW - Implementation KW - North Dakota KW - Safety management KW - Transportation planning UR - http://www.dot.nd.gov/divisions/safety/docs/2012-HSP-Final.pdf UR - https://trid.trb.org/view/1212413 ER - TY - RPRT AN - 01375834 AU - Carpenter, Michael G AU - Feldmann, Michael AU - Fornari, Thomas M AU - Moury, M Todd AU - Walker, Christopher D AU - Zwicky, Timothy D AU - Kiger, Steven M AU - Crash Avoidance Metrics Partnership AU - National Highway Traffic Safety Administration TI - Objective Tests for Automatic Crash Imminent Braking (CIB) Systems, Final Report, Volume 1 of 2 PY - 2011/09//Final Report SP - 150p AB - This report documents the work completed by the Crash Avoidance Metrics Partnership (CAMP) Crash Imminent Braking (CIB) Consortium during the project titled “Objective Tests for Imminent Crash Automatic Braking Systems.” Participating companies in the CIB Consortium were Continental, Delphi Corporation, Ford Motor Company, General Motors, and Mercedes-Benz. The purpose of this project was to attempt to define minimum performance requirements and objective tests for crash imminent braking systems and to assess the potential benefits of various system configurations and performance capabilities. KW - Automatic braking KW - Crash avoidance systems KW - Performance KW - Performance tests KW - Traffic safety UR - http://www.nhtsa.gov/DOT/NHTSA/NVS/Crash%20Avoidance/Technical%20Publications/2011/811521.pdf UR - https://trid.trb.org/view/1142274 ER - TY - RPRT AN - 01367863 AU - Ahmed-Zaid, F AU - Bai, F AU - Bai, S AU - Basnayake, C AU - Bellur, B AU - Brovold, S AU - Brown, G AU - Caminiti, L AU - Cunningham, D AU - Elzein, H AU - Hong, K AU - Ivan, J AU - Jiang, D AU - Kenney, J AU - Krishnan, H AU - Lovell, J AU - Maile, M AU - Masselink, D AU - McGlohon, E AU - Mudalige, P AU - Popovic, Z AU - Rai, V AU - Stinnett, J AU - Tellis, L AU - Tirey, K AU - VanSickle, S AU - Crash Avoidance Metrics Partnership AU - National Highway Traffic Safety Administration AU - Research and Innovative Technology Administration TI - Vehicle Safety Communications – Applications (VSC-A) Final Report: Appendix Volume 3 Security PY - 2011/09//Final Report SP - 682p AB - The Vehicle Safety Communications – Applications (VSC-A) Project was a three-year project (December 2006 - December 2009) to develop and test communications-based vehicle-to-vehicle (V2V) safety systems to determine if Dedicated Short Range Communications (DSRC) at 5.9 GHz, in combination with vehicle positioning, can improve upon autonomous vehicle-based safety systems and/or enable new communications-based safety applications. The VSC-A Project was conducted by the Vehicle Safety Communications 2 Consortium (VSC2). Members of VSC2 are Ford Motor Company, General Motors Corporation, Honda R & D Americas, Inc., Mercedes-Benz Research and Development North America, Inc., and Toyota Motor Engineering & Manufacturing North America, Inc. This document presents the third volume set of appendices for the Final Report of the VSC-A Project which contains technical content for the Security Protocols and Implementation Results, Security Network Simulations, and Analysis of Infrastructure and Communications Requirements for V2V PKI Security Management. KW - Crash avoidance systems KW - Dedicated short range communications KW - Global Positioning System KW - Highway safety KW - Security KW - Vehicle safety KW - Vehicle to vehicle communications UR - http://www.nhtsa.gov/DOT/NHTSA/NVS/Crash%20Avoidance/Technical%20Publications/2011/811492D.pdf UR - https://trid.trb.org/view/1136550 ER - TY - RPRT AN - 01367862 AU - Ahmed-Zaid, F AU - Bai, F AU - Bai, S AU - Basnayake, C AU - Bellur, B AU - Brovold, S AU - Brown, G AU - Caminiti, L AU - Cunningham, D AU - Elzein, H AU - Hong, K AU - Ivan, J AU - Jiang, D AU - Kenney, J AU - Krishnan, H AU - Lovell, J AU - Maile, M AU - Masselink, D AU - McGlohon, E AU - Mudalige, P AU - Popovic, Z AU - Rai, V AU - Stinnett, J AU - Tellis, L AU - Tirey, K AU - VanSickle, S AU - Crash Avoidance Metrics Partnership AU - National Highway Traffic Safety Administration AU - Research and Innovative Technology Administration TI - Vehicle Safety Communications – Applications (VSC-A) Final Report: Appendix Volume 2 Communications and Positioning PY - 2011/09//Final Report SP - 339p AB - The Vehicle Safety Communications – Applications (VSC-A) Project was a three-year project (December 2006 - December 2009) to develop and test communications-based vehicle-to-vehicle (V2V) safety systems to determine if Dedicated Short Range Communications (DSRC) at 5.9 GHz, in combination with vehicle positioning, can improve upon autonomous vehicle-based safety systems and/or enable new communications-based safety applications. The VSC-A Project was conducted by the Vehicle Safety Communications 2 Consortium (VSC2). Members of VSC2 are Ford Motor Company, General Motors Corporation, Honda R & D Americas, Inc., Mercedes-Benz Research and Development North America, Inc., and Toyota Motor Engineering & Manufacturing North America, Inc. This document presents the second volume set of appendices for the Final Report of the VSC-A Project which contains technical content for the Communications Power Testing, Multi-Channel Operations, Relative Positioning Software Performance Analysis, GPS Service Availability Study Literature Review and Final Report, and Multiple-OBE Scalability Testing Results. KW - Crash avoidance systems KW - Dedicated short range communications KW - Global Positioning System KW - Highway safety KW - Vehicle safety KW - Vehicle to vehicle communications UR - http://www.nhtsa.gov/DOT/NHTSA/NVS/Crash%20Avoidance/Technical%20Publications/2011/811492C.pdf UR - https://trid.trb.org/view/1136548 ER - TY - RPRT AN - 01367861 AU - Jenness, James W AU - Jenkins, Frank AU - Zador, Paul AU - Westat AU - National Highway Traffic Safety Administration TI - Motorcycle Conspicuity and the Effect of Fleet DRL: Analysis of Two-Vehicle Fatal Crashes in Canada and the United States 2001-2007 PY - 2011/09//Final Report SP - 40p AB - This study involved testing the Fleet DRL Hypothesis that widespread use of daytime running lights (DRL) among the motor vehicle fleet is associated with an increased risk for certain types of multi-vehicle motorcycle crashes. This hypothesis is based on the assumption that the conspicuity of motorcycles (which normally run with their headlamp illuminated all the time) is effectively reduced during the daytime when a high proportion of other vehicles have DRL illuminated. To test the hypothesis, crash data from Canada where DRL use was mandatory were compared to crash data from 24 northern U.S. states where DRL use was not mandatory and fleet penetration of DRL was modest. Crash data from the Fatality Analysis Reporting System (FARS) for the period of 2001 – 2007 were compared to fatal crash data from the Canadian National Collision Data Base (NCDB) for the same years. Crash scenarios that were plausibly relevant to frontal conspicuity of the involved vehicles were defined as DRL-relevant. The proportion of DRL-relevant crashes was modeled by country, year, and whether the crash involved a motorcycle. The authors fit separate models for crash data that occurred in four groups defined by time of day (Day, Night) and location (Rural, Urban) of the crash. The results supported seven of ten predictions indicating that the Fleet DRL Hypothesis may be true for urban roadways (but may not be true for rural roadways). These results support the Fleet DRL Hypothesis for urban roadways, that widespread use of DRL in the vehicle fleet increases the relative crash risk for certain types of motorcycles crashes. This conclusion should be interpreted cautiously in light of the limitations of the analysis approach. KW - Canada KW - Daytime running lamps KW - Fatalities KW - Motorcycle crashes KW - Motorcycles KW - Rural highways KW - United States KW - Urban highways KW - Visibility UR - http://www.nhtsa.gov/DOT/NHTSA/NVS/Crash%20Avoidance/Technical%20Publications/2011/811505.pdf UR - https://trid.trb.org/view/1136542 ER - TY - RPRT AN - 01367860 AU - Ahmed-Zaid, F AU - Bai, F AU - Bai, S AU - Basnayake, C AU - Bellur, B AU - Brovold, S AU - Brown, G AU - Caminiti, L AU - Cunningham, D AU - Elzein, H AU - Hong, K AU - Ivan, J AU - Jiang, D AU - Kenney, J AU - Krishnan, H AU - Lovell, J AU - Maile, M AU - Masselink, D AU - McGlohon, E AU - Mudalige, P AU - Popovic, Z AU - Rai, V AU - Stinnett, J AU - Tellis, L AU - Tirey, K AU - VanSickle, S AU - Crash Avoidance Metrics Partnership AU - National Highway Traffic Safety Administration AU - Research and Innovative Technology Administration TI - Vehicle Safety Communications – Applications (VSC-A) Final Report PY - 2011/09//Final Report SP - 102p AB - The Vehicle Safety Communications – Applications (VSC-A) Project was a three-year project (December 2006 - December 2009) to develop and test communications-based vehicle-to-vehicle (V2V) safety systems to determine if Dedicated Short Range Communications (DSRC) at 5.9 GHz, in combination with vehicle positioning, can improve upon autonomous vehicle-based safety systems and/or enable new communications-based safety applications. The VSC-A Project was conducted by the Vehicle Safety Communications 2 Consortium (VSC2). Members of VSC2 are Ford Motor Company, General Motors Corporation, Honda R & D Americas, Inc., Mercedes-Benz Research and Development North America, Inc., and Toyota Motor Engineering & Manufacturing North America, Inc. This document presents the final report of the VSC-A Project. KW - Crash avoidance systems KW - Dedicated short range communications KW - Global Positioning System KW - Highway safety KW - Vehicle safety KW - Vehicle to vehicle communications UR - http://www.nhtsa.gov/DOT/NHTSA/NVS/Crash%20Avoidance/Technical%20Publications/2011/811492A.pdf UR - https://trid.trb.org/view/1136544 ER - TY - RPRT AN - 01367859 AU - Ahmed-Zaid, F AU - Bai, F AU - Bai, S AU - Basnayake, C AU - Bellur, B AU - Brovold, S AU - Brown, G AU - Caminiti, L AU - Cunningham, D AU - Elzein, H AU - Hong, K AU - Ivan, J AU - Jiang, D AU - Kenney, J AU - Krishnan, H AU - Lovell, J AU - Maile, M AU - Masselink, D AU - McGlohon, E AU - Mudalige, P AU - Popovic, Z AU - Rai, V AU - Stinnett, J AU - Tellis, L AU - Tirey, K AU - VanSickle, S AU - Crash Avoidance Metrics Partnership AU - National Highway Traffic Safety Administration AU - Research and Innovative Technology Administration TI - Vehicle Safety Communications – Applications (VSC-A) Final Report: Appendix Volume 1 System Design and Objective Test PY - 2011/09//Final Report SP - 276p AB - The Vehicle Safety Communications – Applications (VSC-A) Project was a three-year project (December 2006 - December 2009) to develop and test communications-based vehicle-to-vehicle (V2V) safety systems to determine if Dedicated Short Range Communications (DSRC) at 5.9 GHz, in combination with vehicle positioning, can improve upon autonomous vehicle-based safety systems and/or enable new communications-based safety applications. The VSC-A Project was conducted by the Vehicle Safety Communications 2 Consortium (VSC2). Members of VSC2 are Ford Motor Company, General Motors Corporation, Honda R & D Americas, Inc., Mercedes-Benz Research and Development North America, Inc., and Toyota Motor Engineering & Manufacturing North America, Inc. This document presents the first volume set of appendices for the Final Report of the VSC-A Project which contains technical content for the DSRC+Positioning and Autonomous Safety System Analysis, Test Bed System Development, Path History Reference Design and Test Results, Minimum Performance Requirements, Objective Test Procedures and Plan, and Objective Testing Results. KW - Crash avoidance systems KW - Dedicated short range communications KW - Global Positioning System KW - Highway safety KW - System design KW - Vehicle safety KW - Vehicle to vehicle communications UR - http://www.nhtsa.gov/DOT/NHTSA/NVS/Crash%20Avoidance/Technical%20Publications/2011/811492B.pdf UR - https://trid.trb.org/view/1136547 ER - TY - RPRT AN - 01367858 AU - Pierowicz, John AU - Gawron, Valerie AU - Wilson, Glenn AU - Bisantz, Amy AU - Calspan Corporation AU - National Highway Traffic Safety Administration TI - The Effects of Motor Vehicle Fleet Daytime Running Lights (DRL) on Motorcycle Conspicuity PY - 2011/09//Final Technical Report SP - 77p AB - As a group, motorcyclists experience a high fatality rate, a significant number of which are attributable to right-of-way violations by other drivers. One factor behind the high crash rate is insufficient conspicuity of motorcycles, which is now of greater concern because of the increasing use of Daytime Running Lights (DRL) in the vehicle fleet. The hypothesis is that the additional lights on all vehicles will degrade the conspicuity of the previously unique DRL signal used by motorcycles. The main goal of the current study was to evaluate the effects of motorcycle conspicuity treatments on other drivers’ left turn gap acceptance. This study was comprised of three phases. In Phase 1, a test track study measured participants’ left turn gap judgment as a function of motorcycle DRL treatments. This study was designed to determine which treatments yielded the largest gaps, thereby making that treatment a good candidate for the on-road portion. No treatment was clearly better, so lighting systems currently in use on motorcycles were selected for the on-road study. In Phase 2, an on-road study measured gap acceptance, then followed up with intercept surveys of observed drivers. This phase included data collection in the United States (low fleet DRL use) and Canada (high fleet DRL use) in order to evaluate the effect of DRL use in the vehicle fleet. However, due to concerns about the comparability of the U.S. and Canadian data, the results are inconclusive, and additional research is suggested. In Phase 3, motorcycle side conspicuity treatments (retro-reflectors and marker lamp) were compared. Results indicated that there were no differences in detection distance between the treatments. KW - Canada KW - Daytime running lamps KW - Gap acceptance KW - Left turns KW - Motorcycles KW - Retroreflectors KW - Right of way (Traffic) KW - Traffic violations KW - United States KW - Vehicle lighting KW - Visibility UR - http://www.nhtsa.gov/DOT/NHTSA/NVS/Crash%20Avoidance/Technical%20Publications/2011/811504.pdf UR - https://trid.trb.org/view/1136539 ER - TY - RPRT AN - 01367801 AU - Carpenter, Michael G AU - Feldmann, Michael AU - Fornari, Thomas M AU - Moury, M Todd AU - Walker, Christopher D AU - Zwicky, Timothy D AU - Kiger, Steven M AU - Crash Avoidance Metrics Partnership AU - National Highway Traffic Safety Administration TI - Objective Tests for Imminent Crash Automatic Braking Systems, Final Report, Volume 1 of 2 PY - 2011/09//Final Report SP - 150p AB - This report documents the work completed by the Crash Avoidance Metrics Partnership (CAMP) Crash Imminent Braking (CIB) Consortium during the project titled “Objective Tests for Imminent Crash Automatic Braking Systems.” Participating companies in the CIB Consortium were Continental, Delphi Corporation, Ford Motor Company, General Motors, and Mercedes-Benz. The purpose of this project was to attempt to define minimum performance requirements and objective tests for crash imminent braking systems and to assess the potential benefits of various system configurations and performance capabilities. KW - Automatic braking KW - Crash avoidance systems KW - Performance KW - Performance tests UR - http://www.nhtsa.gov/DOT/NHTSA/NVS/Crash%20Avoidance/Technical%20Publications/2011/811521.pdf UR - https://trid.trb.org/view/1136511 ER - TY - RPRT AN - 01367800 AU - Carpenter, Michael G AU - Feldmann, Michael AU - Fornari, Thomas M AU - Moury, M Todd AU - Walker, Christopher D AU - Zwicky, Timothy D AU - Kiger, Steven M AU - Crash Avoidance Metrics Partnership AU - National Highway Traffic Safety Administration TI - Objective Tests for Automatic Crash Imminent Braking (CIB) Systems, Appendices, Volume 2 of 2 PY - 2011/09//Final Report SP - 271p AB - These are the appendices to the report that documents the work completed by the Crash Avoidance Metrics Partnership (CAMP) Crash Imminent Braking (CIB) Consortium during the project titled “Objective Tests for Imminent Crash Automatic Braking Systems.” Participating companies in the CIB Consortium were Continental, Delphi Corporation, Ford Motor Company, General Motors, and Mercedes-Benz. The purpose of this project was to attempt to define minimum performance requirements and objective tests for crash imminent braking systems and to assess the potential benefits of various system configurations and performance capabilities. KW - Automatic braking KW - Crash avoidance systems KW - Performance KW - Performance tests UR - http://www.nhtsa.gov/DOT/NHTSA/NVS/Crash%20Avoidance/Technical%20Publications/2011/811521A.pdf UR - https://trid.trb.org/view/1136512 ER - TY - RPRT AN - 01363337 AU - Nichols, J AU - Haire, E AU - Solomon, M AU - Ellison-Potter, P AU - Cosgrove, L AU - Preusser Research Group, Incorporated AU - National Highway Traffic Safety Administration TI - Evaluation of Teen Seat Belt Demonstration Projects in Colorado and Nevada PY - 2011/09//Final Report SP - 128p AB - Colorado and Nevada initiated multiwave Teen Seat Belt Demonstration Projects in October 2007. Four waves of paid media and law enforcement activity were conducted over the next year. Three of these waves were conducted independently of statewide Click It or Ticket (CIOT) mobilizations, and one wave was conducted immediately prior to the May 2008 CIOT effort. Program data indicate that these were “strong” programs, and awareness surveys indicated that media efforts and law enforcement agencies successfully impacted the target population of teens 16 to 20 years old. Baseline use rates were substantially higher in Nevada than in Colorado; and, in Nevada, baselines were higher among college students than among high school students. Teen seat belt use increased significantly in both States. Overall gains of 5 percentage points in Colorado and 8 points in Nevada were substantial, particularly given that both States have secondary enforcement laws and low fine levels ($20 in Colorado; $25 in Nevada). It is likely that greater gains could be made with passage of a primary law upgrade and/or an increase in fine levels in either or both of these States. KW - Colorado KW - Mass media KW - Nevada KW - Safety campaigns KW - Seat belts KW - Teenage drivers KW - Traffic law enforcement KW - Utilization UR - http://www.nhtsa.gov/staticfiles/nti/pdf/811518.pdf UR - http://ntl.bts.gov/lib/45000/45700/45721/811518.pdf UR - https://trid.trb.org/view/1131893 ER - TY - RPRT AN - 01360393 AU - National Highway Traffic Safety Administration TI - Fatality Analysis Reporting System, General Estimates System, 2009 Data Summary PY - 2011/09 SP - 36p AB - This publication contains selected data from the Fatality Analysis Reporting System (FARS) and the General Estimates System (GES) for the year 2009. The 2009 FARS data file used for the statistics in this report was created in May 2010. The updated final counts for 2008 are reflected in this report. The updated final counts for 2009 will be reflected in the 2010 report. The 2009 GES file used for the statistics in this report was completed in May 2010. KW - Crash data KW - Crash injuries KW - Data files KW - Fatalities KW - Fatality Analysis Reporting System KW - General Estimates System KW - Statistics KW - Traffic crashes UR - http://www-nrd.nhtsa.dot.gov/Pubs/811401.pdf UR - https://trid.trb.org/view/1125928 ER - TY - RPRT AN - 01355859 AU - Robertson, Robyn D AU - Holmes, Erin A AU - Vanlaar, Ward G M AU - Traffic Injury Research Foundation AU - National Highway Traffic Safety Administration TI - Alcohol Interlock Programs: Vendor Oversight SN - 9781926857213 PY - 2011/09 SP - 56p AB - This guide contains practical steps to guide the development of a vendor oversight strategy for alcohol interlock programs. The steps are ranked according to priority (high, medium or low). Vendor oversight is rapidly becoming an essential feature of interlock programs, particularly as the number of devices, vendors, and breadth of technology increases along with the overall size and scope of program operations. Benefits associated with vendor oversight include streamlining program management, clarifying agency responsibilities, enhancing data collection, improving service delivery, increasing participation resulting from client satisfaction, and facilitating a rigorous program evaluation. KW - Alcohol ignition interlock devices KW - Benefits KW - Guidelines KW - Monitoring KW - Oversight KW - Program development KW - Vendors UR - http://tirf.ca/publications/PDF_publications/NHTSA_Tech_Assistance_VendorReport_4_web.pdf UR - https://trid.trb.org/view/1120814 ER - TY - RPRT AN - 01518816 AU - National Highway Traffic Safety Administration TI - Report to Congress: NHTSA’s NASS Data Needs PY - 2011/08 SP - 28p AB - The National Highway Traffic Safety Administration (NHTSA) was directed to submit a report to the House and Senate Committees on Appropriations that “evaluates the deficiencies of the National Automotive Sampling System’s Crashworthiness Data System (NASS CDS) data collection program based on current levels of case investigations and analyzes the improvements in the program that could be achieved through increased levels of case investigation and data collection.” This report fulfills that direction. NASS CDS is NHTSA’s cornerstone for providing detailed crash investigation data on a nationally representative sample of police-reported motor vehicle crashes and related injuries. National Automotive Sampling System General Estimates System (NASS GES) is also a nationally representative sample of police-reported crashes, but is limited to data from police accident reports. The underlying statistical infrastructure for both NASS CDS and NASS GES has not been refreshed for over 20 years and the number of cases and the data collected are insufficient to identify emerging trends. Expanding both NASS databases and the information contained in these databases does not come without a cost. In the agency’s FY 2012 Budget Request, NHTSA has proposed a multi-year, phased-in approach to modernize NASS. KW - Appropriations KW - Budgeting KW - Crash data KW - Crashworthiness Data System KW - Data collection KW - Data quality KW - General Estimates System KW - National Automotive Sampling System KW - U.S. National Highway Traffic Safety Administration UR - http://www-nrd.nhtsa.dot.gov/Pubs/811889.pdf UR - https://trid.trb.org/view/1301144 ER - TY - RPRT AN - 01367856 AU - Ranney, Thomas A AU - Baldwin, G H Scott AU - Parmer, Ed AU - Martin, John AU - Mazzae, Elizabeth N AU - National Highway Traffic Safety Administration AU - National Highway Traffic Safety Administration TI - Distraction Effects of Manual Number and Text Entry While Driving PY - 2011/08//Final Report SP - 146p AB - An experiment was conducted to assess the distraction potential of secondary tasks performed using in-vehicle systems (radio tuning, destination entry) and portable phones (10-digit dialing, selecting contacts, text messaging) while driving. One hundred participants, ages 25-64, completed a single session in which they drove a low-fidelity (PC-based) simulator while performing the secondary tasks. The phone tasks were performed with two smart phones, one with a touch screen interface (iPhone) and one with a hard button interface (Blackberry). The Dynamic Following and Detection (DFD) driving protocol, which combines car-following with target detection, in which drivers responded to simple visual targets presented in the simulated roadway display, was used. Each combination of primary (driving) and secondary task was performed during a single 3-minute drive. Driving performance metrics included: lane position variability, car-following delay, target-detection accuracy and target-detection response time. It was found that text messaging was associated with the highest level of distraction potential. Ten-digit dialing was the second most distracting task; radio tuning had the lowest level. Although destination entry was no more demanding than radio tuning when task duration effects were eliminated with DFD metrics, it exposes drivers to more risk than radio tuning and phone tasks due to its considerably longer duration. Modest differences between phones were observed, including higher levels of driving performance degradation associated with the touch screen relative to the hard button phone for several measures. Additional analyses demonstrated that the way in which task duration is considered in the definition of metrics influenced the outcomes of statistical tests using the metrics. The results are discussed in the context of the development of guidelines for assessment of the distraction potential of tasks performed with in-vehicle information systems and portable devices. Additional analyses were conducted to compare the DFD and Alliance and decision criteria in a simulated compliance scenario. With the large sample size (N = 100), both protocols supported the conclusion that neither text messaging nor 10-digit dialing is suitable for combining with driving; however, when a smaller (N = 40) sample was used, the protocols led to different conclusions. Additional analyses found that for, using just the vehicle performance metrics (not the eye glance metrics), samples of 20 participants did not provide sufficient statistical power to differentiate among secondary tasks. Driver age had significant effects on both primary and secondary task performance; younger drivers completed more secondary task trials on a given drive, with relatively less primary task interference than older drivers. Tests conducted using samples with wide age ranges (25-64) required larger samples to compensate for reduced homogeneity relative to samples with narrow age ranges. Half of the participants were given specific monetary incentives, while half received an equivalent amount in an unspecified completion bonus. Incentives had some effects, primarily among older participants, but no consistent overall effects on primary or secondary task performance, or on the emphasis given by drivers to the primary task. KW - Age KW - Car following KW - Cellular telephones KW - Distraction KW - Driving KW - Driving simulators KW - In vehicle devices KW - In vehicle tasks KW - Lane position KW - Metrics (Quantitative assessment) KW - Secondary tasks KW - Target detection KW - Text messaging UR - http://www.nhtsa.gov/DOT/NHTSA/NVS/Crash%20Avoidance/Technical%20Publications/2011/811510.pdf UR - https://trid.trb.org/view/1136533 ER - TY - RPRT AN - 01362617 AU - Windwalker Corporation AU - Highway Safety Services, LLC AU - National Highway Traffic Safety Administration TI - Model National Standards For Entry-Level Motorcycle Rider Training PY - 2011/08 SP - 28p AB - Specific, strong, and measurable education standards are tools to ensure students receive the level of information and experience necessary to properly prepare them for real-world riding situations. In addition to providing that foundation, the Model National Standards for Entry-level Motorcycle Rider Training (“Model Standards”) permit greater flexibility in course development and delivery. The Model Standards also facilitate growth and improvement in State education systems. The Model Standards establish baseline content that all entry-level riders should be taught in motorcycle rider training classes held in United States. States are encouraged to work with curriculum developers to not only include lessons that meet the Model Standards but to also go beyond the standards where needed to address specific State crash causes and trends Tailoring curricula to specific State needs, in addition to delivering baseline content, will produce informed students and safer riders. KW - Classroom driver instruction KW - Driver training KW - Education and training KW - Motorcycle driving KW - Motorcyclists KW - Standards UR - http://www.nhtsa.gov/staticfiles/nti/pdf/811503.pdf UR - https://trid.trb.org/view/1127588 ER - TY - RPRT AN - 01358000 AU - Perez, M AU - Angell, L S AU - Hankey, J AU - Deering, R K AU - Llaneras, R E AU - Green, C A AU - Neurauter, M L AU - Antin, J F AU - General Motors Corporation AU - National Highway Traffic Safety Administration TI - Advanced Crash Avoidance Technologies (ACAT) Program – Final Report of the GM-VTTI Backing Crash Countermeasures Project PY - 2011/08//Final Report SP - 729p AB - The Backing crash Countermeasures project, part of the U.S. Department of Transportation’s Advanced Crash Avoidance Technologies (ACAT) program, developed a basic methodological framework and computer‐based simulation model to estimate the effectiveness and potential safety benefits of various backing crash countermeasure systems. The project was led by the General Motors Corporation (GM) with support from Virginia Tech Transportation Institute (VTTI), and involved a series of tasks which included: characterizing backing crashes, assembling a research test bed for use within the project, developing a series of objective testing procedures to characterize backing crash countermeasure system performance, and developing and exercising a computer‐based Safety Impacting Methodology (SIM) model used to estimate the effectiveness and potential safety benefits of the prototype backing crash countermeasure system evaluated. The SIM was designed with an emphasis on three key characteristics: accuracy and precision of estimates, modularity, and flexibility. Despite the availability of prior work and extensive data collection within the project, many limitations remain. While the SIM serves as a useful tool to bring together data from a wide array of research into a unified simulation, the limitations identified constrain its usefulness in predicting potential real world safety benefits of emerging backing crash avoidance systems. Benefit estimates from the SIM should be considered preliminary indications of backing crash countermeasure performance useful in studying the interaction of technology with driver behavior at various stages along the crash timeline. KW - Backing (Driving) KW - Countermeasures KW - Crash avoidance systems KW - Highway safety KW - Technology KW - Traffic crashes UR - http://www.nhtsa.gov/DOT/NHTSA/NVS/Crash%20Avoidance/Technical%20Publications/2011/811452.pdf UR - https://trid.trb.org/view/1122500 ER - TY - RPRT AN - 01357996 AU - Ahmed-Zaid, F AU - Bai, F AU - Bai, S AU - Basnayake, C AU - Bellur, B AU - Brovold, S AU - Brown, G AU - Caminiti, L AU - Cunningham, D AU - Elzein, H AU - Ivan, J AU - Jiang, D AU - Kenny, J AU - Krishnan, H AU - Lovell, J AU - Maile, M AU - Masselink, D AU - McGlohon, E AU - Mudalige, P AU - Rai, V AU - Stinnett, J AU - Tellis, L AU - Tirey, K AU - VanSickle, S AU - Crash Avoidance Metrics Partnership AU - National Highway Traffic Safety Administration AU - Research and Innovative Technology Administration TI - Vehicle Safety Communications – Applications VSC-A Second Annual Report January 1, 2008 through December 31, 2008 PY - 2011/08//Annual Final Report SP - 53p AB - The Vehicle Safety Communications – Applications (VSC-A) project is a three year project (December 2006 - December 2009) to develop and test communications-based vehicle-to-vehicle safety systems to determine if Dedicated Short Range Communications (DSRC) at 5.9 GHz, in combination with vehicle positioning, can improve upon autonomous vehicle-based safety systems and/or enable new communications-based safety applications. The VSC-A project is being conducted by the Vehicle Safety Communications 2 Consortium (VSC2). Members of VSC2 are Ford Motor Company, General Motors Corporation, Honda R & D Americas, Inc., Mercedes-Benz Research and Development North America, Inc., and Toyota Motor Engineering & Manufacturing North America, Inc. This document presents the second annual report of the VSC-A project. KW - Dedicated short range communications KW - Global Positioning System KW - Vehicle positioning systems KW - Vehicle safety KW - Vehicle to vehicle communications UR - http://www.nhtsa.gov/DOT/NHTSA/NVS/Crash%20Avoidance/Technical%20Publications/2011/811466.pdf UR - https://trid.trb.org/view/1122505 ER - TY - RPRT AN - 01357992 AU - Lerner, Neil AU - Jenness, James AU - Robinson, Emanuel AU - Brown, Timothy AU - Baldwin, Carryl AU - Llaneras, Robert AU - Westat AU - National Highway Traffic Safety Administration TI - Crash Warning Interface Metrics Final Report PY - 2011/08//Final Report SP - 74p AB - The Crash Warning Interface Metrics (CWIM) project addressed issues of the driver-vehicle interface (DVI) for Advanced Crash Warning Systems (ACWS). The focus was on identifying the effects of certain warning system features (e.g., warning modality) and on methods and metrics that may be generally applied for evaluating DVIs in different vehicles. The project did not have the goal of proposing standard interfaces for particular warning functions. However, it did consider where there may be issues related to DVI variability, since even systems that test adequately by themselves may suffer problems in actual application, because users face problems due to the differences in DVI among vehicles. The project included both analytical activities and five experiments. The outcome of these efforts led to discussions of ACWS display characteristics and evaluation methods. Considerations for DVI evaluation methods included driving scenarios, research participant characteristics, pre-familiarization with the warning system, the distraction task, the participant’s task and associated expectancies, accommodating user settings and options, the use of comparison benchmarks, and issues in the treatment of data. KW - Countermeasures KW - Crash avoidance systems KW - Driver vehicle interfaces KW - Evaluation and assessment KW - Highway safety KW - Warning systems UR - http://www.nhtsa.gov/DOT/NHTSA/NVS/Crash%20Avoidance/Technical%20Publications/2011/811470a.pdf UR - https://trid.trb.org/view/1122451 ER - TY - RPRT AN - 01357962 AU - National Highway Traffic Safety Administration TI - Crash Warning Interface Metrics Task 3: Report Appendices PY - 2011/08//Appendices SP - 126p AB - These are the appendices for the report that documents the methods and findings of Task 3 under the project “Crash Warning Interface Metrics (CWIM).” The CWIM project has the objective of examining the potential advantages and concerns of Advanced Crash Warning Systems (ACWS), with a particular focus on the driver-vehicle interface (DVI). Task 3 involved new empirical research to address issues of DVI variability for ACWS systems across vehicles. Two experiments were performed. Experiment 1 addressed whether driver response to a forward collision warning (FCW) acoustic alert suffered when the participant switched from a vehicle with one acoustic alert to a different vehicle with a different acoustic alert. After the alert was switched, participants displayed substantially delayed brake reaction times, particularly in one direction of shift. This comparison provides some evidence of a potential negative transfer effect. Experiment 2 investigated whether people who are unfamiliar with ACWS features were able to identify and comprehend status displays for a variety of existing ACWS. Overall, individuals were not particularly accurate in assessing whether an advanced crash warning system was present (more than 40% of these responses were incorrect), but participants were nonetheless confident in their responses. A degree of familiarity with an ACWS (from reading owner’s manual materials) improved comprehension slightly, but there was no finding of a systematic trend toward either positive or negative transfer. The final section of the report discusses methodological assessments and implications for each experiment. The appendices include data on negative transfers, and status display comprehension. KW - Audible warning devices in vehicles KW - Comprehension KW - Countermeasures KW - Crash avoidance systems KW - Driver vehicle interfaces KW - Forward collision warning KW - Highway safety KW - Warning systems UR - http://www.nhtsa.gov/DOT/NHTSA/NVS/Crash%20Avoidance/Technical%20Publications/2011/811470c.pdf UR - https://trid.trb.org/view/1122457 ER - TY - RPRT AN - 01357943 AU - Robinson, Emanuel AU - Lerner, Neil AU - Jenness, James AU - Singer, Jeremiah AU - Huey, Richard AU - Baldwin, Carryl AU - Kidd, David AU - Roberts, Daniel AU - Monk, Chris AU - Westat AU - National Highway Traffic Safety Administration TI - Crash Warning Interface Metrics Task 3 Report: Empirical Studies of Effects of DVI Variability PY - 2011/08//Final Report SP - 72p AB - This report documents the methods and findings of Task 3 under the project “Crash Warning Interface Metrics (CWIM).” The CWIM project has the objective of examining the potential advantages and concerns of Advanced Crash Warning Systems (ACWS), with a particular focus on the driver-vehicle interface (DVI). Task 3 involved new empirical research to address issues of DVI variability for ACWS systems across vehicles. Two experiments were performed. Experiment 1 addressed whether driver response to a forward collision warning (FCW) acoustic alert suffered when the participant switched from a vehicle with one acoustic alert to a different vehicle with a different acoustic alert. After the alert was switched, participants displayed substantially delayed brake reaction times, particularly in one direction of shift. This comparison provides some evidence of a potential negative transfer effect. Experiment 2 investigated whether people who are unfamiliar with ACWS features were able to identify and comprehend status displays for a variety of existing ACWS. Overall, individuals were not particularly accurate in assessing whether an advanced crash warning system was present (more than 40% of these responses were incorrect), but participants were nonetheless confident in their responses. A degree of familiarity with an ACWS (from reading owner’s manual materials) improved comprehension slightly, but there was no finding of a systematic trend toward either positive or negative transfer. The final section of the report discusses methodological assessments and implications for each experiment. KW - Audible warning devices in vehicles KW - Countermeasures KW - Crash avoidance systems KW - Driver vehicle interfaces KW - Forward collision warning KW - Highway safety KW - Information display systems KW - Warning systems UR - http://www.nhtsa.gov/DOT/NHTSA/NVS/Crash%20Avoidance/Technical%20Publications/2011/811470b.pdf UR - https://trid.trb.org/view/1122452 ER - TY - RPRT AN - 01447147 AU - Thomas, F Dennis AU - Pollatsek, Sandy AU - Pradhan, Anuj AU - Divekar, Gautam AU - Blomberg, Richard D AU - Reagan, Ian AU - Fisher, Donald AU - Dunlap and Associates, Incorporated AU - National Highway Traffic Safety Administration TI - Field and Simulator Evaluations of a PC-based Attention Maintenance Training Program PY - 2011/07//Final Report SP - 72p AB - This report presents the results of three research studies regarding driver distraction from the forward roadway due to secondary in-vehicle tasks. Study 1 included the development and evaluation of a PC-based training program named Forward Concentration and Attention Learning (FOCAL). The computer program was designed to teach novice drivers to manage their glances away from the roadway and to avoid extended glances over 2 seconds. Results of Study 1 demonstrated that the FOCAL program was effective for changing glance behaviors as measured by the PC-based Attention Maintenance Assessment Program, also developed as part of Study 1. Study 2 was a field study on active roadways that evaluated the impact of FOCAL on glance behaviors by comparing trained and untrained newly licensed young drivers. An advance eye tracking system was used to collect data on the glance behaviors of trained and untrained participants while driving on active roadways and completing a variety in-vehicle tasks. Results showed that drivers who received FOCAL training had significantly lower proportions of tasks with glances that exceeded various thresholds (i.e., 2 seconds, 2.5 seconds, 3 seconds), and, collapsing across tasks, trained drivers had a lower proportion of glances over those thresholds compared to the untrained group. In Study 3, essentially the same study protocol used in Study 2 was applied in a high-fidelity driving simulator. Study 3 results showed a similar pattern of results to Study 2 with the trained group having significantly lower proportions of glances above the various glance duration thresholds. The magnitude of the differences between training groups was, however, greater in the simulator than in the field. Together, the results from these three studies suggest that young drivers may benefit from training that addresses attention maintenance skills. A clear limitation of this project is that the evaluations of the training always occurred immediately after training, so the extent to which the individuals retain any skill is unknown. The research also indicates that computer-based and simulator-based assessments are likely valid for testing the attention maintenance skills of drivers. The findings support further development of FOCAL-like programs and further testing of FOCAL to determine if such training impacts the driving safety of younger drivers. KW - Attention KW - Computer aided instruction KW - Distraction KW - Driver education KW - Driver training KW - Driving simulators KW - Field studies KW - Glance behavior KW - Glance duration KW - Recently qualified drivers KW - Research KW - Teenage drivers UR - http://www.nhtsa.gov/staticfiles/nti/pdf/811469.pdf UR - http://ntl.bts.gov/lib/45000/45700/45726/811469.pdf UR - https://trid.trb.org/view/1214524 ER - TY - RPRT AN - 01373116 AU - Reed, Matthew P AU - Ebert-Hamilton, Sheila M AU - Rupp, Jonathan D AU - University of Michigan Transportation Research Institute AU - National Highway Traffic Safety Administration TI - Effects of Obesity on Seat Belt Fit PY - 2011/07 SP - 31p AB - Obesity has been shown to increase the risk of some types of injury in crashes. One hypothesis is that obesity adversely effects belt fit by changing the routing of the belt relative to the underlying skeletal structures. To evaluate this hypothesis, belt fit was measured in a laboratory study of 54 men and women, 48 percent of whom were obese, with a body mass index (BMI) of 30 kg/m² or greater. Test conditions included a wide range of upper and lower belt anchorage locations and ranges of seat height, seat cushion angle, and seat back angle spanning a large fraction of current vehicle front and rear seats. In some conditions, foot position was restricted to simulate the typical situation in the second row of a small sedan. Across individuals, an increase in BMI of 10-kg/m² was associated with a lap belt positioned 43 mm further forward and 21 mm higher relative to the anterior-superior iliac spines of the pelvis. Each 10-kg/m² increase in BMI was associated with an increase in lap belt webbing length of 130 mm. The worsening of lap belt fit with restricted foot position was slightly greater for obese participants. Obesity was associated with a more-inboard shoulder belt routing across a wide range of upper belt anchorage locations, and the shoulder belt webbing length between the D-ring and latch plate increased by an average of 60 mm with each 10-kg/m² increase in BMI. The results suggest that obesity effectively introduces slack in the seat belt system by routing the belt further away from the skeleton. Particularly in frontal crashes, but also in rollovers and other scenarios, this slack will result in increased excursions and an increased likelihood and severity of contacts with the interior. The higher routing of the lap belt with respect to the pelvis also increases the likelihood of submarining in frontal crashes. KW - Laboratory studies KW - Motor vehicles KW - Obesity KW - Seat belt fit KW - Seat belts UR - http://deepblue.lib.umich.edu/bitstream/2027.42/89867/1/102813.pdf UR - https://trid.trb.org/view/1141255 ER - TY - RPRT AN - 01367799 AU - Brewer, John AU - Koopmann, Jonathan AU - Najm, Wassim G AU - Volpe National Transportation Systems Center AU - National Highway Traffic Safety Administration TI - System Capability Assessment of Cooperative Intersection Collision Avoidance System for Violations (CICAS-V) PY - 2011/07 SP - 46p AB - This report describes the system capability assessment for the Cooperative Intersection Collision Avoidance System for Violations (CICAS-V) based on data collected from objective tests and a pilot test. The CICAS-V is a vehicle-to-infrastructure system that provides visual, audio, and haptic (brake pulse) warnings when a vehicle is in danger of violating a traffic signal or stop sign at an intersection. A series of objective tests were conducted at the Virginia Tech Transportation Institute. Each test was defined by an initial geometry, a set of validity constraints [such as the sufficient Global Positioning System (GPS) accuracy], and a set of pass/fail criteria. The test series investigated the ability to appropriately warn or not warn at various speeds, in appropriately discerned lanes, under dynamic lane changes, under changing signal conditions, and in the presence of multiple equipped intersections. A pilot test was run with nearly 100 naïve drivers on a two-hour prescribed course in the Blacksburg, VA area. During the pilot test, drivers were appropriately warned when in danger of violating an obscured stop sign and when intentionally distracted. An algorithm was found to produce occasional nuisance warnings and remedied. An erroneous lane location in a geographical intersection description and a de-synchronized set of roadside equipment also produced some nuisance warnings and were also remedied. KW - Cooperative Intersection Collision Avoidance System for Violations (CICAS-V) KW - Crash avoidance systems KW - Evaluation and assessment KW - Global Positioning System KW - Testing KW - Vehicle infrastructure integration UR - http://www.nhtsa.gov/DOT/NHTSA/NVS/Crash%20Avoidance/Technical%20Publications/2011/811499.pdf UR - https://trid.trb.org/view/1136504 ER - TY - RPRT AN - 01367798 AU - Stearns, Mary AU - Vega, Lisandra-Garay AU - Volpe National Transportation Systems Center AU - National Highway Traffic Safety Administration TI - Independent Evaluation of the Driver Acceptance of the Cooperative Intersection Collision Avoidance System for Violations (CICAS-V) Pilot Test PY - 2011/07 SP - 36p AB - This report documents the results of the independent evaluation’s assessment of the driver acceptance of the Cooperative Intersection Collision Avoidance System limited to Stop Sign and Traffic Signal Violations (CICAS-V) system as tested during a pilot test in 2008. The purpose of this pilot test was to use naïve participants in on-road and test-track environments to assess the readiness and maturity of the CICAS-V for a large-scale field operational test. Data were evaluated from 87 naive drivers who were placed into equipped vehicles to navigate a two-hour prescribed route through ten stop-controlled and three signal-controlled equipped intersections. To ensure the data were sufficient to understand drivers’ impressions of the warning, 18 drivers followed the on-road study with a test-track study. Overall, subjects were neutral to slightly satisfied with the CICAS-V. A similar trend was observed for their assessment of whether the system will increase their driving safety. The data suggest that subjects need to experience the system to be able to assess it fairly. This assessment of driver acceptance was limited by the scope of the pilot test as well as the expected low frequency of intersection violations. KW - Acceptance KW - Cooperative Intersection Collision Avoidance System for Violations (CICAS-V) KW - Crash avoidance systems KW - Data collection KW - Driver satisfaction KW - Driver vehicle interfaces KW - Evaluation and assessment KW - Testing KW - Vehicle infrastructure integration UR - http://www.nhtsa.gov/DOT/NHTSA/NVS/Crash%20Avoidance/Technical%20Publications/2011/811497.pdf UR - https://trid.trb.org/view/1136508 ER - TY - RPRT AN - 01367795 AU - Sampath, Raman AU - Koopmann, Jonathan AU - Najm, Wassim G AU - Volpe National Transportation Systems Center AU - National Highway Traffic Safety Administration TI - Cooperative Intersection Collision Avoidance System for Violations (CICAS-V) - Database Structure PY - 2011/07 SP - 32p AB - This report documents the process required for data exchange between a conductor of a field operational test (FOT) and an independent evaluator based on the experience of the Cooperative Intersection Collision Avoidance System for Violations (CICAS-V) FOT project. This report also describes lessons learned from the data exchange in this project and proposes improvements to the process going forward. The main implementation of these improvements will be to design and maintain a Relational Database Management System (RDBMS). It is imperative that all future FOT conductors coordinate with the independent evaluator on the design of the RDBMS using software that will support storing, organizing, and analyzing data. The requirement should also streamline data collection, data exchange, and evaluation analyses to save resources for both the FOT conductor and the independent evaluator. KW - Cooperative Intersection Collision Avoidance System for Violations (CICAS-V) KW - Crash avoidance systems KW - Data collection KW - Database management systems KW - Electronic data interchange KW - Field tests KW - Relational databases UR - http://www.nhtsa.gov/DOT/NHTSA/NVS/Crash%20Avoidance/Technical%20Publications/2011/811498.pdf UR - https://trid.trb.org/view/1136507 ER - TY - SER AN - 01358012 JO - Traffic Safety Facts - Vehicle Safety Research Notes PB - National Highway Traffic Safety Administration AU - National Highway Traffic Safety Administration TI - Crash Warning Interface Metrics, Phase 2 PY - 2011/07 SP - 3p AB - This Vehicle Safety Research Note is a summary of the technical research report: Crash Warning Interface Metrics Final Report (DOT HS 811 470). Advanced crash warning systems (ACWS) assess emerging hazard situations and provide crash warning information to the driver. In some cases the system may also initiate some vehicle control action. Examples of ACWS include forward collision warning (FCW) and lane departure warning (LDW). ACWS have the potential to improve driver performance and reduce the frequency and severity of common crash situations, but the success of any ACWS will depend in part on the quality of the driver-vehicle interface (DVI). The DVI refers to the displays and controls through which the driver and the vehicle interact. ACWS are increasingly common in passenger vehicles and the characteristics of these systems vary considerably among vehicle manufacturers. The objectives of the crash warning interface metrics (CWIM) project were to identify the effects of certain warning system features (e.g., warning modality) on driver behavior and comprehension, consider methods that may be applied for DVI evaluation in different vehicles, and identify areas in which there may be concerns related to DVI variation among vehicles. The CWIM effort included five experiments conducted in two different locations. KW - Countermeasures KW - Crash avoidance systems KW - Crash rates KW - Crash severity KW - Driver vehicle interfaces KW - Evaluation and assessment KW - Forward collision warning KW - Highway safety KW - Ran off road crashes KW - Traffic crashes KW - Warning systems UR - http://www.nhtsa.gov/DOT/NHTSA/NVS/Crash%20Avoidance/Technical%20Publications/2011/811471.pdf UR - https://trid.trb.org/view/1122497 ER - TY - RPRT AN - 01357944 AU - Forkenbrock, Garrick AU - Heitz, Mark AU - Hoover, Richard L AU - O'Harra, Bryan AU - Vasko, Scott AU - Smith, Larry AU - National Highway Traffic Safety Administration AU - National Highway Traffic Safety Administration TI - A Test Track Protocol for Assessing Forward Collision Warning Driver-Vehicle Interface Effectiveness PY - 2011/07//Final Report SP - 143p AB - The primary objective of the work described in this report was to develop a protocol suitable for evaluating forward collision warning (FCW) driver-vehicle interface (DVI) effectiveness. Specifically, this protocol was developed to examine how distracted drivers respond to FCW alerts in a crash imminent scenario. To validate the protocol, a diverse sample of 64 drivers was recruited from central Ohio for participation in a small-scale, test track based human factors study. Each participant was asked to follow a moving lead vehicle (MLV) within the confines of a controlled test course and, while attempting to maintain a constant headway, instructed to perform a series of four distraction tasks intended to briefly divert their attention away from a forward-viewing position. With the participant fully distracted during the final task, the MLV was abruptly steered out of the travel lane, revealing a stationary lead vehicle (SLV) in the participant’s immediate path (a realistic-looking full-size balloon car). At a nominal time-to-collision (TTC) of 2.1s from the stationary vehicle, one of eight FCW alerts was presented to the distracted participant. Each alert modality was intended to emulate one or more elements from those presently available in contemporary vehicles. The timing of the critical events contained within the protocol appears to be repeatable, appropriate, and effective. With respect to evaluation metrics, the data produced during this study indicate that reaction time and crash outcome provide good measures of FCW alert effectiveness, where reaction time is best defined as the onset of FCW to the instant the driver’s forward-facing view is reestablished. Using these criteria, the seat belt pretensioner-based FCW alerts used in this study elicited the most effective crash avoidance performance. That said, of the 32 trials performed with some form of seat belt pretensioner-based FCW alert, 53.1 percent of them still resulted in a crash. FCW modality had a significant effect on the participant reaction time from the onset of an FCW alert, and on the speed reductions resulting from the participants’ avoidance maneuvers (regardless of whether a collision ultimately occurred). Differences in participant response times from the instant their forward-facing view was reestablished to throttle release, brake application, and avoidance steer were not significant, nor were brake application and avoidance steer magnitudes. KW - Countermeasures KW - Driver vehicle interfaces KW - Evaluation and assessment KW - Forward collision warning KW - Highway safety KW - Reaction time KW - Rear end crashes KW - Test tracks KW - Traffic crashes KW - Warning systems UR - http://www.nhtsa.gov/DOT/NHTSA/NVS/Crash%20Avoidance/Technical%20Publications/2011/811501.pdf UR - https://trid.trb.org/view/1122395 ER - TY - RPRT AN - 01355897 AU - TransAnalytics, LLC AU - National Highway Traffic Safety Administration TI - Medical Review Process and License Disposition of Drivers Referred by Law Enforcement and Other Sources in Virginia PY - 2011/07 SP - 55p AB - This report describes the medical review process and license outcomes for 100 drivers referred by law enforcement officers in Virginia. Additionally, it describes the license outcomes for 105 drivers referred by seven other sources, also in Virginia: the courts for people adjudicated as mentally incapacitated, general traffic court, customers who self-report medical conditions on license application and renewal forms, Department of Motor Vehicle (DMV) customer service representatives, the Department for the Blind and Vision Impaired (DBVI), family members, and physicians. The authors note that this information is gathered and disseminated as part of the National Highway Traffic Safety Administration’s (NHTSA) goal to keep older road users safely mobile through programs directed toward reducing traffic-related injuries and fatalities among older people. The mechanism to detect and intervene with functionally impaired drivers depends critically upon the success of outreach efforts to encourage referrals to the licensing authority. In addition, there must be medical review processes in place within a State’s Department of Motor Vehicles and/or through its Medical Advisory Board to conduct case reviews and reach determinations of medical fitness-to-drive that are valid, efficient, and perceived to be fair by the driving public. The report describes the data collection methods used in the study (100 medical review cases were drawn from the pool of 1,107 drivers referred by local law enforcement officers), data extraction, demographics of the study population, reasons for referral, and the referral processes and outcomes. Of the 47 drivers who complied with all DMV medical review requirements, 12 were subsequently licensed with full driving privileges and no periodic review. These drivers ranged in age from 17 to 85; four had visual disorders, 2 metabolic disorders, 5 cardiovascular disorders, and 1 “other neurological” disorder. Twenty-five drivers were also licensed with full privileges, but were required to undergo periodic review. They ranged in age from 31 to 89 years; five had vision disorders, 5 had psychiatric disorders, 1 a musculoskeletal disorder, 7 had metabolic disorders, 2 had cardiovascular disorders, 3 had “other neurological disorders,” and 2 had seizure disorders. Of the remaining study participants, 4 received restricted privileges and no periodic review; 6 received restricted privileges with periodic review; 21 received suspension for an unacceptable medical report; and 32 received suspension for failure to comply with medical review orders. The authors conclude that law enforcement is an effective source of referrals of medically at-risk drivers, as shown by the 88% of the law enforcement referrals that resulted in license actions. The second half of the report presents similar information on 105 drivers (a sample from the total of 2,966 drivers referred to the Virginia DMV Medical Review Unit by all non-law enforcement referral sources). Just over half of the sample of other-referred drivers (54 of 105, or 51%) had their licenses suspended for failure to submit medical or vision reports; another 14 drivers had their privileges suspended because information provided in the medical or vision reports indicated they were not fit to drive at the present time. Of the remaining 31 referrals, 23 resulted in licensing actions in the form of driving restrictions or periodic review requirements. Only 8 drivers out of the total sample of 105 (8%) were deemed fit to drive without restriction or continuing medical review. The authors conclude that these high numbers indicate that those who refer medically at-risk drivers to the VA DMV are providing a valuable public safety service. KW - Aged drivers KW - Automobile drivers KW - Diseases and medical conditions KW - Driver licensing KW - Driving tests KW - Fitness to drive KW - Medical examinations and tests KW - Medical personnel KW - Physical fitness KW - State motor vehicle departments KW - Traffic law enforcement KW - Virginia KW - Vision disorders UR - http://www.nhtsa.gov/staticfiles/nti/pdf/811484.pdf UR - http://ntl.bts.gov/lib/45000/45700/45727/811484.pdf UR - https://trid.trb.org/view/1118700 ER - TY - RPRT AN - 01354590 AU - Scopatz, Robert A AU - DeLucia, Barbara Hilger AU - National Highway Traffic Safety Administration TI - State Traffic Information Systems Improvements: Promising Practices PY - 2011/07//Technical Report SP - 100p AB - This report highlights the major State-level accomplishments since 2005 in improving data systems used in traffic safety decision making. A nationwide assessment of traffic records system improvements solicited information from all NHTSA regions and all States plus the District of Columbia and U.S. territories. States were asked to report data quality improvement efforts taking place during the years following passage of the Safe Accountable Flexible Efficient Transportation Equity Act: A Legacy for Users (SAFETEA-LU) in 2005. The project was designed to identify improvements in crash, roadway, driver, vehicle, citation/adjudication, and injury surveillance datasets—the six major components of State traffic records systems. Improvements were sought in the data quality attributes of timeliness, accuracy, completeness, consistency, integration, and accessibility. State projects with quantitative measures showing data quality improvement are highlighted. Additional projects with qualitative evidence of data quality improvement are also described. Several States are listed as pursuing promising practices and the most effective of these are recommended for promotion to the traffic safety and traffic records community. KW - Crash data KW - Crash records KW - Data quality KW - Driver records KW - Information systems KW - States KW - Traffic data KW - Traffic safety UR - http://www-nrd.nhtsa.dot.gov/Pubs/811502.pdf UR - https://trid.trb.org/view/1118443 ER - TY - RPRT AN - 01354126 AU - Caldwell-Aden, Laura AU - Maryn Consulting, Incorporated AU - National Highway Traffic Safety Administration TI - Case Studies of Community-Based Self-Sufficient DWI Programs PY - 2011/07//Case Studies SP - 88p AB - This report is intended to provide guidance to communities in developing or adapting existing programs to function more self-sufficiently. The report features five case studies of community-based, self-sufficient DWI programs operating at the local level in various communities across the country. Two of the programs are enforcement-oriented, one focusing on traffic safety violations, the other on vehicle forfeiture; two programs focus on offender supervision, one operating within the court system, the other as a human services program; one program is a multijurisdictional community traffic safety coalition providing prevention and intervention programming. While it is intended to provide information on self-sufficiency strategies and program components, it does not evaluate the specific program strategies (use of enforcement, offender supervision, coalitions, etc.). Community-based, self-sufficient DWI programs are independently managed and operated at the local level using sustainable funding sources to cover at least 75 percent of program costs. Sustainable funding sources may include fees or fines dedicated to the DWI program, as well as an established funding stream dedicated exclusively to the DWI program. A self-sufficient DWI program must be funded through sustainable sources to function efficiently if nonsustainable funding sources cease. KW - Coalitions KW - Community action programs KW - Countermeasures KW - Drunk driving KW - Highway safety KW - Offenders KW - Prevention KW - Safety programs KW - Self reliance KW - Self support (Finance) KW - Traffic law enforcement UR - http://www.nhtsa.gov/staticfiles/nti/pdf/811300.pdf UR - https://trid.trb.org/view/1117454 ER - TY - RPRT AN - 01354096 AU - Greer, Pamela AU - Cambridge Systematics, Incorporated AU - National Highway Traffic Safety Administration TI - Model Impaired Driving Records Information Systems – Tying Together Data Systems to Manage Impaired Drivers PY - 2011/07//Final Report SP - 36p AB - In 2002, the National Highway Traffic Safety Administration conducted a demonstration project named the Model Impaired Driving Records Information System (MIDRIS) to document how States could further improve and expand existing data systems. In addition to funding, NHTSA provided ongoing support and guidance on the components of MIDRIS, and recommended implementation steps. In 1997, NHTSA published Driving While Intoxicated Tracking Systems (DOT 808 520) to focus attention on impaired driving data and the benefits a comprehensive data tracking system could provide to States and localities working to prevent the problem. Since that time most States implemented some components of the system, but few connected the dots and linked critical data elements from three key stake holders – law enforcement, State driver’s licensing agencies, and the courts. Four States were selected for the demonstration, Alabama, Iowa, Nebraska, and Wisconsin. Each of the pilot States had made progress on a MIDRIS prior to their selection and used the NHTSA support to make enhancements and improvements. This report documents the experience of the four States and highlights the best practices achieved through NHTSA's support. The report also provides examples of how these States made system-wide improvements in areas that until recently seemed too costly or complicated to implement. KW - Courts KW - Crash records KW - Driver licensing KW - Driver records KW - Drunk driving KW - Impaired drivers KW - Information systems KW - Law enforcement KW - Model Impaired Driving Records Information System KW - States UR - http://www.nhtsa.gov/staticfiles/nti/pdf/811489.pdf UR - https://trid.trb.org/view/1117465 ER - TY - RPRT AN - 01354077 AU - Jones, R K AU - Mid-America Research Institute, Incorporated AU - National Highway Traffic Safety Administration AU - Department of Justice TI - Evaluation of the DUI Court Program in Maricopa County, Arizona PY - 2011/07//Final Report SP - 44p AB - This is the final report of a project that evaluated the effectiveness of a DUI court program aimed at reducing felony DUI offenders’ subsequent alcohol-related traffic violations. The evaluation involved a descriptive and quantitative analysis of the program, and an impact evaluation of the program’s effect on the alcohol-related traffic law conviction recidivism of randomly assigned offenders to the DUI court program and the county’s standard probation program. The evaluation found that the DUI court concept as applied in Maricopa County was effective in reducing the recidivism of felony DUI offenders as measured by the time before a subsequent alcohol-related traffic conviction. The study also found that the DUI court program was more effective in reducing recidivism than the county’s standard probation program for the target group of offenders. KW - Court operations KW - Drunk driving KW - Effectiveness KW - Evaluation KW - Highway safety KW - Maricopa County (Arizona) KW - Offenders KW - Recidivism KW - Repeat offenders KW - Traffic courts KW - Traffic violations UR - http://www.nhtsa.gov/staticfiles/nti/pdf/811302.pdf UR - http://ntl.bts.gov/lib/45000/45700/45728/811302.pdf UR - https://trid.trb.org/view/1117455 ER - TY - SER AN - 01351870 JO - Traffic Safety Facts - Research Note PB - National Highway Traffic Safety Administration AU - Cosgrove, Linda AU - Chaudhary, Neil AU - Reagan, Ian AU - National Highway Traffic Safety Administration TI - Four High-Visibility Enforcement Demonstration Waves in Connecticut and New York Reduce Hand-Held Phone Use PY - 2011/07 SP - 12p AB - The National Highway Traffic Safety Administration initiated distracted driving demonstration programs in two communities to test whether a high-visibility enforcement (HVE) model could reduce two specific instances of distracted driving—talking or texting using a hand-held cell phone. The HVE model combines dedicated law enforcement during a specified period, paid and earned media that emphasizes an enforcement-based message, and evaluation before and after. The National Highway Traffic Safety Administration initiated distracted driving demonstration programs in two communities to test whether a high-visibility enforcement (HVE) model could reduce two specific instances of distracted driving—talking or texting using a hand-held cell phone. The HVE model combines dedicated law enforcement during a specified period, paid and earned media that emphasizes an enforcement-based message, and evaluation before and after. The demonstration projects were aimed to test whether HVE would be effective in modifying driver behavior to not use hand-held phones to talk or text, whether law enforcement would be able to observe violations, and whether an HVE campaign would increase drivers’ perceived risk of receiving a citation for violating the law. This report summarizes results from four HVE waves over the course of one year targeting distracted driving in Hartford, Connecticut, and Syracuse, New York. KW - Cellular telephones KW - Distraction KW - Handheld devices KW - Hartford (Connecticut) KW - Mass media KW - Public information programs KW - Safety campaigns KW - Syracuse (New York) KW - Text messaging KW - Traffic law enforcement KW - Traffic safety UR - http://www-nrd.nhtsa.dot.gov/Pubs/811845.pdf UR - http://ntl.bts.gov/lib/45000/45700/45729/811845.pdf UR - https://trid.trb.org/view/1114256 ER - TY - RPRT AN - 01512475 AU - United States. National Highway Traffic Safety Administration TI - Medium- and Heavy-Duty Fuel Efficiency Improvement Program : environmental impact statement PY - 2011/06//Volumes held: Draft,Dsum, Final,Fsum KW - Environmental impact statements UR - https://trid.trb.org/view/1296799 ER - TY - RPRT AN - 01483682 AU - Sifrit, Kathy J AU - Stutts, Jane AU - Martell, Carol AU - Staplin, Loren AU - National Highway Traffic Safety Administration TI - Intersection Crashes Among Drivers in Their 60s, 70s, and 80s PY - 2011/06 SP - 5p AB - Analyses of National Highway Traffic Safety Administration's Fatality Analysis Reporting System (FARS) and National Automotive Sampling System (NASS)/General Estimates System (GES) data from 2002-2006 revealed specific performance errors and combinations of driver, vehicle, and roadway/environmental characteristics associated with older drivers' crashes at intersections. For subsets of the two-vehicle crash data within each national database, crash involvement ratios based on comparisons of at-fault to not-at-fault drivers within groups of drivers age <20 to 80+, segregated in 10-year cohorts, provide exposure-adjusted estimates of the magnitude of particular risk factors. While FARS and GES data show elevated crash risk for older drivers, the effect was more pronounced in the FARS data. This exaggeration likely reflects increased frailty with increasing age; young and middle-aged drivers may have survived crashes that were fatal to the oldest drivers. While the data are consistent with the literature in that more complex driving tasks pose the most risk for older drivers, these data also provide information about the scale of the increased risk. KW - Aged drivers KW - Crash risk KW - Crash risk forecasting KW - Fatality Analysis Reporting System KW - General Estimates System KW - Intersections KW - National Accident Sampling System KW - Traffic crashes UR - http://www.nhtsa.gov/staticfiles/nti/pdf/811495.pdf UR - https://trid.trb.org/view/1251773 ER - TY - RPRT AN - 01470804 AU - Miller, Carl S AU - Rupp, Jonathan D AU - University of Michigan Transportation Research Institute AU - National Highway Traffic Safety Administration TI - PMHS Impact Response in Low and High-Speed Nearside Impacts PY - 2011/06 SP - 58p AB - Lateral impact tests were performed using seven male post-mortem human subjects (whole, unembalmed cadavers) to further characterize the response of the body, and in particular the force-deflection response of the lower abdomen, to lateral impact. All tests were performed using a dual-sled, side-impact test facility. A multi-segmented impactor was mounted on a sled that was pneumatically accelerated into a second, initially stationary sled on which a cadaver subject was seated facing perpendicular to the direction of impact. Sizes and heights of impactor segments were adjusted for each subject so that forces applied to different anatomic regions including thorax, abdomen, greater trochanter, iliac wing, and thigh could be independently measured on each cadaver. For all tests, the impactor contact surfaces were located in the same vertical plane except that the abdomen plate was offset 5.1 cm toward the subject. Each subject was first impacted on one side of the body using an initial impactor speed of 3 m/s. Following the five of these tests that did not result in injury, the contralateral side of the body was impacted at a speed of either 8 m/s or 10 m/s. The masses of the sleds and the force-deflection characteristics of the energy-absorbing material that acted as the interface between the sleds were set so that the velocity history of the impactor sled matched the average driver door velocity history produced in a series of side NCAP tests. Impactor padding was also selected so that average ATD pelvis and thorax responses from the same series of side NCAP tests were reproduced when the ATD used in these tests was impacted using the average door-velocity history. Results of these tests were used to develop force-deflection response targets for the abdomen, force history response targets for the pelvis (iliac wing and greater trochanter), the midthigh, and the thorax at each of the three impact velocities. Response targets for the lateral acceleration of the pelvis were also developed. Future work will compare side impact ATD responses to these response targets. KW - Abdomen KW - Cadavers KW - Crash injury research KW - Human subject testing KW - Impact tests KW - Pelvis KW - Side crashes UR - http://deepblue.lib.umich.edu/bitstream/handle/2027.42/91957/102871.pdf?sequence=1 UR - https://trid.trb.org/view/1238611 ER - TY - RPRT AN - 01367797 AU - Wierwille, Walter W AU - Schaudt, William A AU - Blanco, Myra AU - Alden, Andrew S AU - Hanowski, Richard J AU - Virginia Polytechnic Institute and State University, Blacksburg AU - National Highway Traffic Safety Administration TI - Enhanced Camera/Video Imaging Systems (E-C/VISs) for Heavy Vehicles: Final Report PY - 2011/06//Draft Final Report SP - 166p AB - Tests were performed to determine the feasibility of developing an Enhanced Camera/Video Imaging System (Enhanced C/VIS or E-C/VIS) to provide heavy-vehicle drivers with better situation awareness to the sides and rear of their vehicles. It is well known that large blind spots currently exist in these areas and that sideswipe crashes can occur as a result. An additional goal was to extend the operating envelope of conventional video to nighttime and to inclement weather. A three-channel system was envisioned in which there would be a camera at each (front) fender of the tractor looking backward along the sides of the rig. The third channel would be aimed rearward from the back of the trailer. The current document describes the project results. Indoor tests involved selection of components having the best capabilities, while early outdoor tests used the selected components in a single-channel side mounted system. Subjects evaluated rain and dark conditions. Results were satisfactory. Once developed, the three-channel system was tested and found to work well in the nighttime and inclement weather environments. Street lighting was also included in the testing. KW - Blind areas (Trucks) KW - Heavy vehicles KW - Night KW - Rearview cameras KW - Side object detection systems KW - Vehicle safety KW - Video cameras KW - Weather conditions UR - http://www.nhtsa.gov/DOT/NHTSA/NVS/Crash%20Avoidance/Technical%20Publications/2011/811483.pdf UR - https://trid.trb.org/view/1136509 ER - TY - RPRT AN - 01367796 AU - Fitch, Gregory M AU - Blanco, Myra AU - Camden, Matthew C AU - Olson, Rebecca L AU - McClafferty, Julie AU - Morgan, Justin F AU - Wharton, Amy E AU - Howard, Henry E AU - Trimble, Tammy AU - Hanowski, Richard J AU - Virginia Polytechnic Institute and State University, Blacksburg AU - National Highway Traffic Safety Administration TI - Field Demonstration of Heavy Vehicle Camera/Video Imaging Systems: Final Report PY - 2011/06//Final Report SP - 574p AB - To help drivers monitor the road and to reduce blind spots, Camera/Video Imaging Systems (C/VISs) display video from cameras mounted on the truck’s exterior to drivers using displays inside the truck cabin. This report investigated drivers’ performance with C/VISs in a real-world trucking operation. Twelve commercial drivers’ performance with and without a C/VIS was continuously recorded while they each drove for four months. Half of the drivers used a commercially available C/VIS that had a side-view camera on each fender. The other drivers used an advanced C/VIS (A-C/VIS) that had side-view cameras, a rear-view camera, and night-vision capabilities. The results show that when a C/VIS was provided: 1) drivers’ involvement in safety-critical events (SCEs) did not change, 2) the probability that drivers looked forward did not change, 3) drivers were more likely to use the C/VIS at night and when making right lane changes, and 4) drivers indicated that the C/VISs helped them become aware of surrounding objects and merge into traffic. In terms of disbenefits, some drivers indicated that glare from the commercially available C/VIS monitors, as positioned to specifications, could be uncomfortable at night. The A-C/VIS’s advanced features were highly rated by drivers. The rear-view camera was also used more than the left or right fender cameras. KW - Blind areas (Trucks) KW - Field tests KW - Heavy vehicles KW - Lane changing KW - Merging traffic KW - Night KW - Rearview cameras KW - Side object detection systems KW - Vehicle safety KW - Video cameras UR - http://www.nhtsa.gov/DOT/NHTSA/NVS/Crash%20Avoidance/Technical%20Publications/2011/811475.pdf UR - https://trid.trb.org/view/1136515 ER - TY - RPRT AN - 01360608 AU - National Highway Traffic Safety Administration TI - NHTSA’s Biomechanics Research Plan, 2011-2015 PY - 2011/06 SP - 34p AB - The Human Injury Research and Applied Biomechanics Divisions of the Office of Vehicle Safety Research conduct research to advance the scientific knowledge in biomechanics to enhance motor vehicle occupant safety through regulatory and non-regulatory efforts, and support NHTSA’s mission to save lives, prevent injuries, and reduce economic costs due to road traffic crashes. These divisions disseminate scientific information and conduct cooperative and collaborative research with other organizations around the world to develop tools that will help mitigate injury and death in motor vehicle crashes. This document describes a multi-year research plan that includes rationale, projects descriptions, deliverables, and schedule. KW - Biophysics KW - Crash injury research KW - Fatalities KW - Human factors engineering KW - Injuries KW - Occupant protection devices KW - Occupant vehicle interface KW - Regulations KW - Research management KW - Research projects KW - Safety engineering KW - Traffic crashes KW - U.S. National Highway Traffic Safety Administration KW - Vehicle design KW - Vehicle occupants KW - Vehicle safety UR - http://www.nhtsa.gov/DOT/NHTSA/NVS/Biomechanics%20&%20Trauma/811474rev.pdf UR - https://trid.trb.org/view/1126706 ER - TY - RPRT AN - 01358026 AU - Van Auken, R M AU - Zellner, J W AU - Chiang, D P AU - Kelly, J AU - Silberling, J Y AU - Dai, R AU - Broen, P C AU - Kirsch, A M AU - Sugimoto, Y AU - Dynamic Research, Incorporated AU - National Highway Traffic Safety Administration TI - Advanced Crash Avoidance Technologies Program – Final Report of the Honda-DRI Team Volume V: Appendices L through Q PY - 2011/06//Final Report SP - 262p AB - The Advanced Crash Avoidance Technologies (ACAT) program initiated by the National Highway Traffic Safety Administration had two major objectives. These are to develop a standardized Safety Impact Methodology (SIM) tool to evaluate the effectiveness of advanced technologies in mitigating specific types of vehicle crash avoidance crashes; and to develop and demonstrate objective tests that are used in the SIM to verify the safety impact of a real system. Honda and Dynamic Research Inc. (DRI) had been developing and applying such a SIM for several years and DRI with Honda's support entered into a Cooperative Agreement with NHTSA to extend the existing SIM, which provides an estimate of full systems safety benefits at the US level. Objective tests that produce quantifiable, repeatable and reproducible results were developed to ensure that a crash avoidance countermeasure meets system performance specifications, and that the results are directly linked to the safety needs and sample of technology-relevant crashes being addressed. The objective tests, which are based on dynamic reconstructions of a sub-sample of technology-relevant real crashes, include Track tests with an expert driver using automatically guided soft targets (GSTs) of an automobile and of a pedestrian; and Driving Simulator tests with a jury of 12 typical drivers, in order to evaluate driver-vehicle system response and to measure the driver's and vehicle's response characteristics to system warnings and interventions. Results from the objective tests were used to parameterize, calibrate and validate the SIM tool, which was then used to estimate US-level benefits. The delivered SIM tool includes modules for automated reconstruction of conflict and crash scenarios from available databases; definition and sampling of Technology Relevant Crash Types; dynamic simulations involving a human-vehicle-device-environmental model; and an overall safety effects estimator. An example application of the extended SIM tool and developed objective tests involved evaluation of Honda’s prototype Advanced Collision Mitigation Brake System (A-CMBS). KW - Automatic braking KW - Countermeasures KW - Crash avoidance systems KW - Evaluation and assessment KW - Highway safety KW - Safety Impact Methodology KW - Technological innovations KW - Tests KW - Traffic crashes UR - http://www.nhtsa.gov/DOT/NHTSA/NVS/Crash%20Avoidance/Technical%20Publications/2011/811454E-pt1.pdf UR - http://www.nhtsa.gov/DOT/NHTSA/NVS/Crash%20Avoidance/Technical%20Publications/2011/811454E-pt2.pdf UR - https://trid.trb.org/view/1122514 ER - TY - RPRT AN - 01358023 AU - Van Auken, R M AU - Zellner, J W AU - Chiang, D P AU - Kelly, J AU - Silberling, J Y AU - Dai, R AU - Broen, P C AU - Kirsch, A M AU - Sugimoto, Y AU - Dynamic Research, Incorporated AU - National Highway Traffic Safety Administration TI - Advanced Crash Avoidance Technologies Program – Final Report of the Honda-DRI Team Volume III: Appendix K PY - 2011/06//Final Report SP - 264p AB - The Advanced Crash Avoidance Technologies (ACAT) program initiated by the National Highway Traffic Safety Administration had two major objectives. These are to develop a standardized Safety Impact Methodology (SIM) tool to evaluate the effectiveness of advanced technologies in mitigating specific types of vehicle crash avoidance crashes; and to develop and demonstrate objective tests that are used in the SIM to verify the safety impact of a real system. Honda and Dynamic Research Inc. (DRI) had been developing and applying such a SIM for several years and DRI with Honda's support entered into a Cooperative Agreement with NHTSA to extend the existing SIM, which provides an estimate of full systems safety benefits at the US level. Objective tests that produce quantifiable, repeatable and reproducible results were developed to ensure that a crash avoidance countermeasure meets system performance specifications, and that the results are directly linked to the safety needs and sample of technology-relevant crashes being addressed. The objective tests, which are based on dynamic reconstructions of a sub-sample of technology-relevant real crashes, include Track tests with an expert driver using automatically guided soft targets (GSTs) of an automobile and of a pedestrian; and Driving Simulator tests with a jury of 12 typical drivers, in order to evaluate driver-vehicle system response and to measure the driver's and vehicle's response characteristics to system warnings and interventions. Results from the objective tests were used to parameterize, calibrate and validate the SIM tool, which was then used to estimate US-level benefits. The delivered SIM tool includes modules for automated reconstruction of conflict and crash scenarios from available databases; definition and sampling of Technology Relevant Crash Types; dynamic simulations involving a human-vehicle-device-environmental model; and an overall safety effects estimator. An example application of the extended SIM tool and developed objective tests involved evaluation of Honda’s prototype Advanced Collision Mitigation Brake System (A-CMBS). KW - Automatic braking KW - Countermeasures KW - Crash avoidance systems KW - Evaluation and assessment KW - Highway safety KW - Safety Impact Methodology KW - Technological innovations KW - Tests KW - Traffic crashes UR - http://www.nhtsa.gov/DOT/NHTSA/NVS/Crash%20Avoidance/Technical%20Publications/2011/811454C.pdf UR - https://trid.trb.org/view/1122512 ER - TY - RPRT AN - 01358022 AU - Van Auken, R M AU - Zellner, J W AU - Chiang, D P AU - Kelly, J AU - Silberling, J Y AU - Dai, R AU - Broen, P C AU - Kirsch, A M AU - Sugimoto, Y AU - Dynamic Research, Incorporated AU - National Highway Traffic Safety Administration TI - Advanced Crash Avoidance Technologies Program – Final Report of the Honda-DRI Team Volume II: Appendix A through J PY - 2011/06//Final Report SP - 340p AB - The Advanced Crash Avoidance Technologies (ACAT) program initiated by the National Highway Traffic Safety Administration had two major objectives. These are to develop a standardized Safety Impact Methodology (SIM) tool to evaluate the effectiveness of advanced technologies in mitigating specific types of vehicle crash avoidance crashes; and to develop and demonstrate objective tests that are used in the SIM to verify the safety impact of a real system. Honda and Dynamic Research Inc. (DRI) had been developing and applying such a SIM for several years and DRI with Honda's support entered into a Cooperative Agreement with NHTSA to extend the existing SIM, which provides an estimate of full systems safety benefits at the US level. Objective tests that produce quantifiable, repeatable and reproducible results were developed to ensure that a crash avoidance countermeasure meets system performance specifications, and that the results are directly linked to the safety needs and sample of technology-relevant crashes being addressed. The objective tests, which are based on dynamic reconstructions of a sub-sample of technology-relevant real crashes, include Track tests with an expert driver using automatically guided soft targets (GSTs) of an automobile and of a pedestrian; and Driving Simulator tests with a jury of 12 typical drivers, in order to evaluate driver-vehicle system response and to measure the driver's and vehicle's response characteristics to system warnings and interventions. Results from the objective tests were used to parameterize, calibrate and validate the SIM tool, which was then used to estimate US-level benefits. The delivered SIM tool includes modules for automated reconstruction of conflict and crash scenarios from available databases; definition and sampling of Technology Relevant Crash Types; dynamic simulations involving a human-vehicle-device-environmental model; and an overall safety effects estimator. An example application of the extended SIM tool and developed objective tests involved evaluation of Honda’s prototype Advanced Collision Mitigation Brake System (A-CMBS). KW - Automatic braking KW - Countermeasures KW - Crash avoidance systems KW - Evaluation and assessment KW - Highway safety KW - Safety Impact Methodology KW - Technological innovations KW - Tests KW - Traffic crashes UR - http://www.nhtsa.gov/DOT/NHTSA/NVS/Crash%20Avoidance/Technical%20Publications/2011/811454b.rev.pdf UR - https://trid.trb.org/view/1122510 ER - TY - RPRT AN - 01357990 AU - Van Auken, R M AU - Zellner, J W AU - Chiang, D P AU - Kelly, J AU - Silberling, J Y AU - Dai, R AU - Broen, P C AU - Kirsch, A M AU - Sugimoto, Y AU - Dynamic Research, Incorporated AU - National Highway Traffic Safety Administration TI - Advanced Crash Avoidance Technologies Program – Final Report of the Honda-DRI Team Volume IV: SIM Users Manual PY - 2011/06//Final Report SP - 160p AB - The Advanced Crash Avoidance Technologies (ACAT) program initiated by the National Highway Traffic Safety Administration had two major objectives. These are to develop a standardized Safety Impact Methodology (SIM) tool to evaluate the effectiveness of advanced technologies in mitigating specific types of vehicle crash avoidance crashes; and to develop and demonstrate objective tests that are used in the SIM to verify the safety impact of a real system. Honda and Dynamic Research Inc. (DRI) had been developing and applying such a SIM for several years and DRI with Honda's support entered into a Cooperative Agreement with NHTSA to extend the existing SIM, which provides an estimate of full systems safety benefits at the US level. Objective tests that produce quantifiable, repeatable and reproducible results were developed to ensure that a crash avoidance countermeasure meets system performance specifications, and that the results are directly linked to the safety needs and sample of technology-relevant crashes being addressed. The objective tests, which are based on dynamic reconstructions of a sub-sample of technology-relevant real crashes, include Track tests with an expert driver using automatically guided soft targets (GSTs) of an automobile and of a pedestrian; and Driving Simulator tests with a jury of 12 typical drivers, in order to evaluate driver-vehicle system response and to measure the driver's and vehicle's response characteristics to system warnings and interventions. Results from the objective tests were used to parameterize, calibrate and validate the SIM tool, which was then used to estimate US-level benefits. The delivered SIM tool includes modules for automated reconstruction of conflict and crash scenarios from available databases; definition and sampling of Technology Relevant Crash Types; dynamic simulations involving a human-vehicle-device-environmental model; and an overall safety effects estimator. An example application of the extended SIM tool and developed objective tests involved evaluation of Honda’s prototype Advanced Collision Mitigation Brake System (A-CMBS). KW - Automatic braking KW - Computer program documentation KW - Countermeasures KW - Crash avoidance systems KW - Evaluation and assessment KW - Highway safety KW - Safety Impact Methodology KW - Technological innovations KW - Tests KW - Traffic crashes UR - http://www.nhtsa.gov/DOT/NHTSA/NVS/Crash%20Avoidance/Technical%20Publications/2011/811454D.pdf UR - https://trid.trb.org/view/1122513 ER - TY - RPRT AN - 01357989 AU - Sayer, J AU - LeBlanc, D AU - Bogard, S AU - Funkhouser, D AU - Bao, S AU - Buonarosa, M L AU - Blankespoor, A AU - University of Michigan Transportation Research Institute AU - National Highway Traffic Safety Administration AU - Research and Innovative Technology Administration TI - Integrated Vehicle-Based Safety Systems Field Operational Test Final Program Report PY - 2011/06 SP - 40p AB - This document presents results from the light-vehicle and heavy-truck field operational tests performed as part of the Integrated Vehicle-Based Safety Systems (IVBSS) program. The findings are the result of analyses performed by the University of Michigan Transportation Research Institute to examine the effect of a prototype integrated crash warning system on driver behavior and driver acceptance. Both platforms included three integrated crash-warning subsystems: forward crash; lateral drift; and lane-change/merge crash warnings. The light-vehicle platform also included curve-speed warning. The integrated systems were introduced into two vehicle fleets: 16 light vehicles and 10 Class 8 tractors. The light vehicles were operated by 108 volunteer drivers for 6 weeks, and the heavy trucks were driven by 18 commercial-truck drivers for a 10-month period. Each vehicle was instrumented to capture detailed data on the driving environment, driver behavior, warning system activity, and vehicle kinematics. Data on driver acceptance was collected through post-drive surveys and debriefings. Key findings indicate that use of the integrated crash warning system resulted in improvements in lane-keeping, fewer lane departures, and increased turn-signal use. Both the passenger car and commercial drivers accepted the integrated crash warning system and benefited from improved awareness of vehicles around them. No negative behavioral-adaptation effects of using the integrated system were observed in either driver group. KW - Acceptance KW - Behavior KW - Crash avoidance systems KW - Demonstration projects KW - Drivers KW - Highway curves KW - Intelligent vehicles KW - Lane changing KW - Lateral drift KW - Rear end crashes KW - Speed KW - Traffic safety KW - Warning systems UR - http://www.nhtsa.gov/DOT/NHTSA/NVS/Crash%20Avoidance/Technical%20Publications/2011/811482.pdf UR - http://ntl.bts.gov/lib/45000/45600/45603/FHWA-JPO-11-150_IVBSS_Final_Program_Report_FINAL_508.PDF.pdf UR - https://trid.trb.org/view/1122650 ER - TY - RPRT AN - 01357979 AU - Van Auken, R M AU - Zellner, J W AU - Chiang, D P AU - Kelly, J AU - Silberling, J Y AU - Dai, R AU - Broen, P C AU - Kirsch, A M AU - Sugimoto, Y AU - Dynamic Research, Incorporated AU - National Highway Traffic Safety Administration TI - Advanced Crash Avoidance Technologies Program – Final Report of the Honda-DRI Team Volume VIII: Appendices S through AC PY - 2011/06//Final Report SP - 197p AB - The Advanced Crash Avoidance Technologies (ACAT) program initiated by the National Highway Traffic Safety Administration had two major objectives. These are to develop a standardized Safety Impact Methodology (SIM) tool to evaluate the effectiveness of advanced technologies in mitigating specific types of vehicle crash avoidance crashes; and to develop and demonstrate objective tests that are used in the SIM to verify the safety impact of a real system. Honda and Dynamic Research Inc. (DRI) had been developing and applying such a SIM for several years and DRI with Honda's support entered into a Cooperative Agreement with NHTSA to extend the existing SIM, which provides an estimate of full systems safety benefits at the US level. Objective tests that produce quantifiable, repeatable and reproducible results were developed to ensure that a crash avoidance countermeasure meets system performance specifications, and that the results are directly linked to the safety needs and sample of technology-relevant crashes being addressed. The objective tests, which are based on dynamic reconstructions of a sub-sample of technology-relevant real crashes, include Track tests with an expert driver using automatically guided soft targets (GSTs) of an automobile and of a pedestrian; and Driving Simulator tests with a jury of 12 typical drivers, in order to evaluate driver-vehicle system response and to measure the driver's and vehicle's response characteristics to system warnings and interventions. Results from the objective tests were used to parameterize, calibrate and validate the SIM tool, which was then used to estimate US-level benefits. The delivered SIM tool includes modules for automated reconstruction of conflict and crash scenarios from available databases; definition and sampling of Technology Relevant Crash Types; dynamic simulations involving a human-vehicle-device-environmental model; and an overall safety effects estimator. An example application of the extended SIM tool and developed objective tests involved evaluation of Honda’s prototype Advanced Collision Mitigation Brake System (A-CMBS). KW - Automatic braking KW - Countermeasures KW - Crash avoidance systems KW - Evaluation and assessment KW - Highway safety KW - Safety Impact Methodology KW - Technological innovations KW - Tests KW - Traffic crashes UR - http://www.nhtsa.gov/DOT/NHTSA/NVS/Crash%20Avoidance/Technical%20Publications/2011/811454H.pdf UR - https://trid.trb.org/view/1122648 ER - TY - RPRT AN - 01357974 AU - Van Auken, R M AU - Zellner, J W AU - Chiang, D P AU - Kelly, J AU - Silberling, J Y AU - Dai, R AU - Broen, P C AU - Kirsch, A M AU - Sugimoto, Y AU - Dynamic Research, Incorporated AU - National Highway Traffic Safety Administration TI - Advanced Crash Avoidance Technologies Program – Final Report of the Honda-DRI Team Volume I: Executive Summary and Technical Report PY - 2011/06//Final Report SP - 285p AB - The Advanced Crash Avoidance Technologies (ACAT) program initiated by the National Highway Traffic Safety Administration had two major objectives. These are to develop a standardized Safety Impact Methodology (SIM) tool to evaluate the effectiveness of advanced technologies in mitigating specific types of vehicle crash avoidance crashes; and to develop and demonstrate objective tests that are used in the SIM to verify the safety impact of a real system. Honda and Dynamic Research Inc. (DRI) had been developing and applying such a SIM for several years and DRI with Honda's support entered into a Cooperative Agreement with NHTSA to extend the existing SIM, which provides an estimate of full systems safety benefits at the US level. Objective tests that produce quantifiable, repeatable and reproducible results were developed to ensure that a crash avoidance countermeasure meets system performance specifications, and that the results are directly linked to the safety needs and sample of technology-relevant crashes being addressed. The objective tests, which are based on dynamic reconstructions of a sub-sample of technology-relevant real crashes, include Track tests with an expert driver using automatically guided soft targets (GSTs) of an automobile and of a pedestrian; and Driving Simulator tests with a jury of 12 typical drivers, in order to evaluate driver-vehicle system response and to measure the driver's and vehicle's response characteristics to system warnings and interventions. Results from the objective tests were used to parameterize, calibrate and validate the SIM tool, which was then used to estimate US-level benefits. The delivered SIM tool includes modules for automated reconstruction of conflict and crash scenarios from available databases; definition and sampling of Technology Relevant Crash Types; dynamic simulations involving a human-vehicle-device-environmental model; and an overall safety effects estimator. An example application of the extended SIM tool and developed objective tests involved evaluation of Honda’s prototype Advanced Collision Mitigation Brake System (A-CMBS). KW - Automatic braking KW - Countermeasures KW - Crash avoidance systems KW - Evaluation and assessment KW - Highway safety KW - Safety Impact Methodology KW - Technological innovations KW - Tests KW - Traffic crashes UR - http://www.nhtsa.gov/DOT/NHTSA/NVS/Crash%20Avoidance/Technical%20Publications/2011/811454A.pdf UR - https://trid.trb.org/view/1122508 ER - TY - RPRT AN - 01357965 AU - Van Auken, R M AU - Zellner, J W AU - Chiang, D P AU - Kelly, J AU - Silberling, J Y AU - Dai, R AU - Broen, P C AU - Kirsch, A M AU - Sugimoto, Y AU - Dynamic Research, Incorporated AU - National Highway Traffic Safety Administration TI - Advanced Crash Avoidance Technologies Program – Final Report of the Honda-DRI Team Volume VI: Appendix R (Part 1 of 2) PY - 2011/06//Final Report SP - 330p AB - The Advanced Crash Avoidance Technologies (ACAT) program initiated by the National Highway Traffic Safety Administration had two major objectives. These are to develop a standardized Safety Impact Methodology (SIM) tool to evaluate the effectiveness of advanced technologies in mitigating specific types of vehicle crash avoidance crashes; and to develop and demonstrate objective tests that are used in the SIM to verify the safety impact of a real system. Honda and Dynamic Research Inc. (DRI) had been developing and applying such a SIM for several years and DRI with Honda's support entered into a Cooperative Agreement with NHTSA to extend the existing SIM, which provides an estimate of full systems safety benefits at the US level. Objective tests that produce quantifiable, repeatable and reproducible results were developed to ensure that a crash avoidance countermeasure meets system performance specifications, and that the results are directly linked to the safety needs and sample of technology-relevant crashes being addressed. The objective tests, which are based on dynamic reconstructions of a sub-sample of technology-relevant real crashes, include Track tests with an expert driver using automatically guided soft targets (GSTs) of an automobile and of a pedestrian; and Driving Simulator tests with a jury of 12 typical drivers, in order to evaluate driver-vehicle system response and to measure the driver's and vehicle's response characteristics to system warnings and interventions. Results from the objective tests were used to parameterize, calibrate and validate the SIM tool, which was then used to estimate US-level benefits. The delivered SIM tool includes modules for automated reconstruction of conflict and crash scenarios from available databases; definition and sampling of Technology Relevant Crash Types; dynamic simulations involving a human-vehicle-device-environmental model; and an overall safety effects estimator. An example application of the extended SIM tool and developed objective tests involved evaluation of Honda’s prototype Advanced Collision Mitigation Brake System (A-CMBS). KW - Automatic braking KW - Countermeasures KW - Crash avoidance systems KW - Evaluation and assessment KW - Highway safety KW - Safety Impact Methodology KW - Technological innovations KW - Tests KW - Traffic crashes UR - http://www.nhtsa.gov/DOT/NHTSA/NVS/Crash%20Avoidance/Technical%20Publications/2011/811454F.pdf UR - https://trid.trb.org/view/1122646 ER - TY - RPRT AN - 01357955 AU - Van Auken, R M AU - Zellner, J W AU - Chiang, D P AU - Kelly, J AU - Silberling, J Y AU - Dai, R AU - Broen, P C AU - Kirsch, A M AU - Sugimoto, Y AU - Dynamic Research, Incorporated AU - National Highway Traffic Safety Administration TI - Advanced Crash Avoidance Technologies Program – Final Report of the Honda-DRI Team Volume VII: Appendix R (Part 2 of 2) PY - 2011/06//Final Report SP - 630p AB - The Advanced Crash Avoidance Technologies (ACAT) program initiated by the National Highway Traffic Safety Administration had two major objectives. These are to develop a standardized Safety Impact Methodology (SIM) tool to evaluate the effectiveness of advanced technologies in mitigating specific types of vehicle crash avoidance crashes; and to develop and demonstrate objective tests that are used in the SIM to verify the safety impact of a real system. Honda and Dynamic Research Inc. (DRI) had been developing and applying such a SIM for several years and DRI with Honda's support entered into a Cooperative Agreement with NHTSA to extend the existing SIM, which provides an estimate of full systems safety benefits at the US level. Objective tests that produce quantifiable, repeatable and reproducible results were developed to ensure that a crash avoidance countermeasure meets system performance specifications, and that the results are directly linked to the safety needs and sample of technology-relevant crashes being addressed. The objective tests, which are based on dynamic reconstructions of a sub-sample of technology-relevant real crashes, include Track tests with an expert driver using automatically guided soft targets (GSTs) of an automobile and of a pedestrian; and Driving Simulator tests with a jury of 12 typical drivers, in order to evaluate driver-vehicle system response and to measure the driver's and vehicle's response characteristics to system warnings and interventions. Results from the objective tests were used to parameterize, calibrate and validate the SIM tool, which was then used to estimate US-level benefits. The delivered SIM tool includes modules for automated reconstruction of conflict and crash scenarios from available databases; definition and sampling of Technology Relevant Crash Types; dynamic simulations involving a human-vehicle-device-environmental model; and an overall safety effects estimator. An example application of the extended SIM tool and developed objective tests involved evaluation of Honda’s prototype Advanced Collision Mitigation Brake System (A-CMBS). KW - Automatic braking KW - Countermeasures KW - Crash avoidance systems KW - Evaluation and assessment KW - Highway safety KW - Safety Impact Methodology KW - Technological innovations KW - Tests KW - Traffic crashes UR - http://www.nhtsa.gov/DOT/NHTSA/NVS/Crash%20Avoidance/Technical%20Publications/2011/811454G.pdf UR - https://trid.trb.org/view/1122647 ER - TY - RPRT AN - 01357189 AU - Sivinski, Robert AU - National Highway Traffic Safety Administration AU - National Highway Traffic Safety Administration TI - Crash Prevention Effectiveness of Light-Vehicle Electronic Stability Control: An Update of the 2007 NHTSA Evaluation PY - 2011/06//Technical Report SP - 29p AB - Statistical analyses based on FARS and NASS CDS data from 1997 to 2009 found that a vehicle equipped with electronic stability control (ESC) had a smaller likelihood of being involved in a crash than a similar vehicle without ESC. This analysis estimates the magnitude of that reduction for different types of crashes and for different types of vehicles. Overall, ESC was associated with a 5-percent decrease in the likelihood that a passenger car would be involved in any police-reported crash and a 23-percent reduction in the probability that a passenger car would be involved in a fatal crash. For light trucks and vans (LTVs), the reductions are 7 percent and 20 percent respectively. Each of these reductions is statistically significant except the 5 percent overall effect for passenger cars. Fatal first-event rollovers are reduced by 56 percent in passenger cars and by 74 percent in LTVs. Fatal impacts with fixed objects are reduced by 47 percent in passenger cars and 45 percent in LTVs. These reductions are statistically significant. KW - Countermeasures KW - Electronic control KW - Fatalities KW - Highway safety KW - Light trucks KW - Light vehicles KW - Rollover crashes KW - Stability (Mechanics) KW - Statistical analysis KW - Traffic crashes KW - Vans UR - http://www-nrd.nhtsa.dot.gov/Pubs/811486.pdf UR - https://trid.trb.org/view/1120913 ER - TY - ABST AN - 01490054 TI - Effectiveness of Child Passenger Safety Information for the Safe Transportation of Children AB - Education is fundamental to the National Highway Traffic Safety Administration's (NHTSA's) programs to promote best practices in transporting children, and therefore, there is a need to provide effective messages and communication channels to reach parents and caretakers of young children on the safest practices in transporting children. NHTSA's guidelines provide information to parents about appropriate use of rear-facing seats, forward-facing seats, booster seats, and seat belts. This includes guidance to parents on the different restraint types that are available, as well as key transition points. The purpose of this study is to develop and test educational materials on child passenger safety (CPS). The study will investigate caregivers' preferred communication modes for obtaining CPS information, and will examine the impact of various types of CPS information on parents' knowledge, attitudes, and behavioral intentions related to the proper use of child restraints. The findings of this research project will inform future countermeasure development in child occupant protection. KW - Best practices KW - Booster seats KW - Child restraint systems KW - Information dissemination KW - Passenger safety KW - Rear facing restraint systems KW - Seat belts UR - https://trid.trb.org/view/1259601 ER - TY - SER AN - 01358966 JO - Traffic Safety Facts - Research Note PB - National Highway Traffic Safety Administration AU - Stuster, Jack AU - Lim, Eunyoung AU - Berning, Amy AU - Agimi, Yll TI - Evaluation of the Effects of SFST Training on Impaired Driving Enforcement PY - 2011/05 SP - 6p AB - The Standardized Field Sobriety Test (SFST) has become the standard pre-arrest procedure for evaluating motorists who are suspected of driving while impaired (DWI). However, some police agencies do not require their officers to receive SFST training. This study evaluates the benefits of SFST training for officers in performing DWI-related tasks. The New York City Police Department’s (NYCPD) Highway District was chosen as the study site, since although many NYCPD officers have traffic enforcement as a primary responsibility, few have been trained in administration of the SFST battery. A total of 102 NYCPD officers received 22 hours of standard SFST training. In order to evaluate the impact of SFST training on officers’ DWI-related activities, data on patrol hours, number of DWI arrests, and self-reported data on DWI arrest skills were gathered. For comparison purposes, such data were also gathered from a control group of officers who did not receive SFST training. Two types of comparisons were conducted. For officers selected for training, DWI-related activities data prior to their SFST training was compared with their data following SFST training. In the second type of analysis, self-reported measures on DWI-task-related activities of 80 SFST-trained officers were compared to those of 84 officers who did not receive SFST training. As a result of SFST training, officers reported increased confidence in performing DWI-related activities compared to pre-SFST training levels. The number of DWI arrests per officer patrol hour also increased significantly after training. The majority of officers who received SFST training considered the training to be highly beneficial. The results indicate SFST training may benefit most officers early in their careers. Among SFST-trained officers, those with less experience showed a greater improvement in confidence in DWI detection and abilities to testify in court when compared to non-SFST-trained officers with comparable years of experience. The overall results from this study indicate that SFST training may contribute to increasing an officer’s confidence and skill in performing DWI roadside assessments. KW - Alcohol tests KW - Before and after studies KW - Control groups KW - Drunk drivers KW - Drunk driving KW - Evaluation KW - Intoxication KW - Law enforcement personnel KW - New York City Police Department KW - Surveys KW - Traffic arrests KW - Traffic law enforcement KW - Training UR - http://www.nhtsa.gov/staticfiles/nti/pdf/811455.pdf UR - https://trid.trb.org/view/1124254 ER - TY - RPRT AN - 01358021 AU - Nodine, Emily AU - Lam, Andy AU - Najm, Wassim AU - Wilson, Bruce AU - Brewer, John AU - Research and Innovative Technology Administration AU - National Highway Traffic Safety Administration TI - Integrated Vehicle-Based Safety Systems Heavy-Truck Field Operational Test Independent Evaluation PY - 2011/05//Final Report SP - 140p AB - This report presents results from the independent evaluation of a field operational test using a fleet of heavy trucks outfitted with a prototype integrated crash warning system. This effort was conducted as part of the U.S. DOT’s Integrated Vehicle-Based Safety Systems (IVBSS) program. The system tested included rear-end, lane-change/merge, and lane departure crash warning functions. The goals of the evaluation were to assess safety impact and driver acceptance, and to characterize the prototype system’s warning capabilities. Eighteen volunteer drivers from a commercial fleet operated the 10 equipped heavy trucks, accumulating 600,000 miles over a 10- month period. The test period consisted of 2 months of baseline driving, when the system was disabled, and an 8-month treatment period, when the system was enabled and warnings were presented to the drivers. Comparisons were made between baseline driving and the treatment period to determine the effect of system use on driver behavior and performance. Results from driver debriefings and surveys indicated that they had a favorable impression of the prototype system they used during the field trial, reporting that it was easy to learn and use. A majority of the drivers also said they would prefer driving a truck with the integrated system over a conventional, unequipped truck. Aside from improvements in lane-keeping behavior and turn signal use, results from the field test indicate that between 3,000 and 13,000 target crashes could be prevented annually by full deployment of integrated safety systems in the U.S. heavy-truck fleet. KW - Acceptance KW - Commercial vehicles KW - Crash avoidance systems KW - Demonstration projects KW - Heavy duty trucks KW - Intelligent vehicles KW - Lane changing KW - Lane departures KW - Rear end crashes KW - Truck crashes KW - Truck drivers KW - Trucking safety KW - Warning systems UR - http://www.nhtsa.gov/DOT/NHTSA/NVS/Crash%20Avoidance/Technical%20Publications/2011/811464.pdf UR - https://trid.trb.org/view/1122652 ER - TY - ABST AN - 01490701 TI - The Effects of Medical Conditions on Driving Performance AB - Shifts in the age distribution of the population will result in increased numbers of older drivers in the coming decades. Older adults are projected to drive more and to continue driving longer than previous cohorts. Most older adults are capable and conscientious drivers, but some develop medical conditions that may interfere with their functional abilities, including those that support safe driving. The objective of this study is to explore the effects of a variety of medical conditions common among older adults on their driving performance and exposure. Participants with conditions selected for the study, as well as a control group of similar age, will complete a professional driving evaluation. All participants will allow the research team to install instruments in their vehicles that will collect driving exposure data. These data will document the extent to which drivers with various medical conditions restrict their driving exposure. The findings from this study will allow the National Highway Traffic Safety Administration (NHTSA) to provide guidance to medical professionals who advise their older patients in decisions related to driving. KW - Aged drivers KW - Diseases and medical conditions KW - Driver restrictions KW - Driving performance KW - Highway safety KW - Instrumented vehicles UR - https://trid.trb.org/view/1260411 ER - TY - ABST AN - 01490064 TI - Evaluating the 2011 and 2012 Click It or Ticket High Visibility Enforcement Mobilizations AB - This task order provides an independent evaluation of the national 2011 and 2012 Click It or Ticket (CIOT) High Visibility Enforcement Mobilizations. The 2011 CIOT mobilization was conducted in May of 2011. Preusser Research Group (PRG), the National Highway Traffic Safety Administration's (NHTSA's) evaluation Contractor, conducted process (i.e., enforcement and media activity) and outcome (i.e., national telephone survey) evaluations of the mobilization. PRG will also to evaluate the 2012 CIOT mobilization. KW - Click It or Ticket KW - Mass media KW - Seat belt usage KW - Seat belts KW - Telephone surveys KW - Traffic law enforcement UR - https://trid.trb.org/view/1259611 ER - TY - RPRT AN - 01360396 AU - National Highway Traffic Safety Administration TI - Digest of Impaired Driving and Selected Beverage Control Laws, Twenty-Fifth Edition, Current as of March 1, 2010 PY - 2011/04//25th Edition SP - 569p AB - This digest reports the status of State laws that are concerned with impaired driving offenses and alcoholic beverage control. The status of the laws reported is as of March 1, 2010. The digest is designed to be an easily accessible reference to all States’ current laws on alcohol and other issues of impaired driving. It contains a selection of the most important laws pertaining to impaired driving for each State, compiled in a consistent format to make research simpler. Each State entry includes: Basis for a DWI Offense; Chemical Breath Tests for Alcohol Concentration; Adjudication of Driving While Intoxicated (DWI) charges; Sanctions; Administrative Licensing Actions; Ignition Interlock; Sobriety Checkpoints; DWI Offenses and Commercial Motor Vehicles; Other Criminal Actions Related to DWI; Minimum Age Alcohol Laws, Dram Shop Laws and Related Actions, and others. This compilation is extensively footnoted and contains comprehensive information on critical impaired driving laws for all 50 States, the District of Columbia, and Puerto Rico. KW - Adjudication KW - Alcohol breath tests KW - Alcohol ignition interlock devices KW - Alcoholic beverages KW - Commercial drivers KW - Drinking establishments KW - Drunk drivers KW - Drunk driving KW - Legal drinking age KW - Per se laws KW - Revocation KW - Sanctions KW - Sobriety checkpoints KW - State laws KW - Suspensions UR - http://www.nhtsa.gov/staticfiles/nti/pdf/811456.pdf UR - https://trid.trb.org/view/1125927 ER - TY - RPRT AN - 01355945 AU - National Highway Traffic Safety Administration TI - Summary of Vehicle Occupant Protection Laws, Ninth Edition, Current as of June 1, 2010 PY - 2011/04//Ninth Edition SP - 196p AB - This publication reports the status of State statutes that are concerned with vehicle occupant protection. A summary chart of the key provisions of State occupant protection laws and detailed lists of these laws in every State are provided. Such laws include requiring the use of (1) seat belts, (2) child passenger restraint devices, and (3) motorcycle or bicycle helmets. Also included are laws that prohibit riding in the bed of a pickup truck. Except as noted, the status of the State laws reported is as of October 15, 2008. KW - Bicycle helmets KW - Child restraint systems KW - Motorcycle helmets KW - Occupant protection devices KW - Pickup trucks KW - Seat belts KW - State laws UR - http://www.nhtsa.gov/staticfiles/nti/pdf/811458.pdf UR - https://trid.trb.org/view/1120854 ER - TY - RPRT AN - 01355944 AU - National Highway Traffic Safety Administration TI - Summary of State Speed Laws, Eleventh Edition, Current as of February 1, 2010 PY - 2011/04//Eleventh Edition SP - 299p AB - This publication provides the status of State statutes or regulations that are concerned with either speed limits or speed-related violations. Local laws are not reported. The status of the State laws or regulations reported is as of February 1, 2010. This publication includes a summary chart of key provisions of State speeding laws, and detailed lists of these laws in every State, the District of Columbia, and Puerto Rico. These lists include code and case law citations, which should help individuals conducting additional research in this area of the law, and which can be used to facilitate the comparison of State laws in this subject area. KW - Regulations KW - Speed limits KW - Speeding KW - State laws UR - http://www.nhtsa.gov/staticfiles/nti/pdf/811457.pdf UR - http://ntl.bts.gov/lib/43000/43300/43343/811457.pdf UR - https://trid.trb.org/view/1120846 ER - TY - RPRT AN - 01354154 AU - Yates, J Frank AU - Alattar, Laith AU - Eby, David W AU - Molnar, Lisa J AU - LeBlanc, David AU - Gilbert, Mark AU - Rasulis, Michelle AU - St Louis, Renee AU - University of Michigan Transportation Research Institute AU - National Highway Traffic Safety Administration TI - An Analysis of Seatbelt Use Decision Making Among Part-Time Users PY - 2011/04//Final Report SP - 52p AB - Young people, in particular young males, are overrepresented in fatal crashes. In part, this elevated fatal crash rate results from the lack of seatbelt use among teen drivers and passengers. A recent review of more than 200 teen-targeted programs for promoting belt use found that few were effective and none were empirically based on an understanding of the cognitive processes underlying the decision for a teen to use or not use a seatbelt. Seatbelt use researchers face a daunting challenge: How can they explain and influence the behavior of part-time seatbelt users? The authors' approach to this challenge rested on the assumption that a driver‘s seatbelt use—or nonuse—is at least partly a product of the driver‘s decisions. A "decision" is a commitment to a course of action that is intended to serve the interests and values of particular people, sometimes called the intended beneficiaries. In this study, the authors distinguish two levels of seatbelt use decisions: policy and spot. A driver‘s seatbelt use "policy" is a rule the driver says that he seeks to follow in determining whether to use his seatbelt on a given trip. In the present research, a "spot decision" is a driver‘s decision about whether to use a seatbelt on a given trip—literally on the spot. The theory guiding this work was the "cardinal issue perspective" (CIP) on decision making. According to the CIP, 10 issues arise in every decision situation, in some form or another. Further, each of those issues is resolved somehow by the decision maker, deliberately or not. The study involved the recruitment of 24 young male drivers. Each participant drove an instrumented vehicle, equipped with several sensors including a camera that began recording in-cabin behavior when the vehicle door opened, for 12 days. After review of the driving and belt use data by research staff, participants completed a detailed interview of their belt use policies and spot belt use decisions. The results showed that belt use varied as a function of the presence of a passenger, time of day, and trip length. About one-half of participants had policies regarding belt use. Of those who did report having policies, one-half had a policy to always use belts and the rest had part-time belt use policies. The details of the part-time policies varied widely among participants. Issues influencing spot decisions included forgetfulness, distraction, short trip lengths, and familiarity with the road network to be traveled. One factor influencing belt use decisions that clearly emerged from the study was habit. Many participants with a full-time belt use policy reported that their use of belts was simply a habit. Efforts on the behalf of driver educators and parents to instill the habit of belt use in young people will free young drivers from the necessity of having to make belt use decisions on a trip-by-trip basis. Although one benefit of having a full-time seatbelt use policy is that it frees individuals from having to expend the effort to make a belt decision on every trip, most participants in this study seemed to be unaware of the investment costs associated with such trip-by-trip decisions. Other conclusions are presented. KW - Decision making KW - Risk taking KW - Seat belts KW - Teenage drivers KW - Traffic safety KW - Utilization UR - http://deepblue.lib.umich.edu/bitstream/2027.42/85177/1/102755.pdf UR - https://trid.trb.org/view/1114741 ER - TY - RPRT AN - 01345765 AU - Haire, E R AU - Leaf, W A AU - Preusser, D F AU - Solomon, M G AU - Preusser Research Group, Incorporated AU - National Highway Traffic Safety Administration TI - Use of Warrants to Reduce Breath Test Refusals: Experiences from North Carolina PY - 2011/04//Final Report SP - 54p AB - Many States experience high rates of breath test refusals among DWI suspects. The objective of this study was to examine one possible strategy to decrease refusals rates—the use of a search warrant to obtain blood samples from a driver who refuses to provide a breath sample. Three counties in North Carolina established the use of warrants in cases of breath test refusals and were research sites. This report presents case study information on their experiences with the implementation and use of warrants. The program evaluation examined whether the use of warrants reduced refusal rates in the participating counties. However, many of the counties were unable to implement a program during the timeframe of the study, and others did not achieve much program strength. This report includes data from the evaluation effort. However, given the various methodological issues that occurred during this study, it is not possible to determine whether observed decreases in refusal rates were a result of the warrants program. In general, police officers in these participating counties report that the 15 to 60 minutes of added processing time needed to obtain a warrant and draw blood was time well spent, and that the chemical evidence obtained from blood was of great value. KW - Alcohol breath tests KW - Alcohol test refusal KW - Blood alcohol levels KW - Countermeasures KW - Drunk drivers KW - Highway safety KW - North Carolina KW - Search warrants UR - http://www.nhtsa.gov/staticfiles/nti/pdf/811461.pdf UR - https://trid.trb.org/view/1107368 ER - TY - RPRT AN - 01345762 AU - McLaughlin, Shane B AU - Doerzaph, Zachary R AU - Cannon, Brad R AU - Virginia Polytechnic Institute and State University, Blacksburg AU - National Highway Traffic Safety Administration TI - Pilot Study of Instrumentation to Collect Behavioral Data to Identify On-Road Rider Behavior PY - 2011/04//Final Letter Report SP - 168p AB - Motorcycle-related research questions of interest to the National Highway Traffic Safety Administration (NHTSA) were reviewed. Instrumentation techniques and study procedures that have been used for light- and heavy-vehicle studies were adapted for use in answering the motorcycle-related questions. Three motorcyclists rode with instrumentation for a total of over 3,100 miles. The final data acquisition system and instrumentation recorded acceleration in three axes, yaw, pitch, roll, geographic location, rear-wheel speed, position in lane, turn-signal use, braking, range and closing speed to forward objects, and five video views. The sensor and video data were collected continuously while the bike was running. Development of helmet-mounted eye tracking and three dimensional head tracking instrumentation for use in naturalistic studies was attempted. Study components including recruiting, screening, questionnaires, and garage procedures were also tested. Analyses were conducted to illustrate possible uses of the data and to confirm the effectiveness of the adapted instrumentation. An independent evaluator reviewed the project, including the technical approach, instrumentation, data and questionnaires. Demonstration of motorcycle instrumentation that will support the majority of NHTSA's motorcycle research questions was successful. Instrumentation for fine measurement of gaze location in naturalistic situations was not successful. Identification of coarse scan behavior and general areas where riders are looking (e.g., forward, left, right, down, rearward) was possible. KW - Behavior KW - Data collection KW - Instrumentation KW - Motorcycles KW - Motorcyclists KW - Naturalistic studies UR - http://www.nhtsa.gov/staticfiles/nti/pdf/811442.pdf UR - https://trid.trb.org/view/1107364 ER - TY - RPRT AN - 01343204 AU - Wiliszowski, C H AU - Fell, J C AU - Smither, D AU - Vegega, M E AU - Auld-Owens, A AU - Namuswe, E AU - Bedford Research AU - Pacific Institute for Research and Evaluation AU - National Highway Traffic Safety Administration AU - Association of Schools of Public Health TI - Feasibility of Collecting Traffic Safety Data From Law Enforcement Agencies PY - 2011/04//Final Report SP - 72p AB - The resources expended and the specific activities used by law enforcement agencies (LEAs) to enforce traffic safety laws are generally unknown, at least in the aggregate. It would be beneficial to law enforcement and traffic safety experts to follow increases and decreases in traffic law enforcement over the years in order to understand better the activity levels necessary to reach traffic safety goals. It is important to understand the relationships of these measures with the frequency, rate, and severity of traffic crashes within a community, a State, and the Nation. Currently, no data collection systems capture nationally representative information of traffic safety law enforcement activities and resources. The focus of this project was to learn from law enforcement representatives what information is currently collected; document the resources, strategies, frequency, and intensity of activities dedicated to traffic-safety-related enforcement; and learn how LEAs use these resources. It was concluded that collecting traffic safety enforcement data from LEAs for a new data system is feasible, but initially it will be a difficult and complex task. According to LEA representatives from around the United States who participated in this project, it is feasible to collect at least minimum monthly data on traffic law enforcement activities at the police agency level (e.g., staffing, equipment, strategies employed, traffic stops/contacts with drivers, violations issued, calls for service, and crashes reported). Various methods for sampling LEAs are described. Recommendations include clearly defining the data elements to be collected, conducting a pilot study, and collecting appropriate information to make accurate cost estimates of developing and running such a system. KW - Agencies KW - Crash data KW - Data collection KW - Feasibility analysis KW - Traffic law enforcement KW - Traffic safety KW - Traffic violations UR - http://www.nhtsa.gov/staticfiles/nti/pdf/811447.pdf UR - https://trid.trb.org/view/1104695 ER - TY - RPRT AN - 01361138 AU - Voas, Robert B AU - Lacey, John C AU - Pacific Institute for Research and Evaluation AU - National Highway Traffic Safety Administration TI - Alcohol and Highway Safety: A Review of the State of Knowledge PY - 2011/03//Final Draft Report SP - 368p AB - This sixth volume in NHTSA’s series of reviews on the state of knowledge in alcohol and highway safety covers research reported after the 2001 publication up to 2006. Specifically, it includes articles published between 2000 and 2006, as well as additional reports published in early 2007. As has been the practice in previous issues of this report, articles from earlier periods are included to provide sufficient background for more recent findings. Thus, this volume is a compilation of information from a 5-year span of alcohol and highway safety reports and research findings. KW - Alcohol use KW - Drunk drivers KW - Drunk driving KW - Highway safety KW - Prevention KW - Research reports KW - Safety programs UR - http://www.nhtsa.gov/staticfiles/nti/pdf/811374.pdf UR - https://trid.trb.org/view/1127195 ER - TY - RPRT AN - 01359623 AU - Wiliszowski, C AU - Fell, J AU - Tippetts, S AU - Bedford Research AU - Pacific Institute for Research and Evaluation AU - National Highway Traffic Safety Administration TI - An Evaluation of Intensive Supervision Programs for Serious DWI Offenders PY - 2011/03//Final Report SP - 118p AB - Intensive Supervision Programs (ISPs) for offenders convicted of driving while intoxicated (DWI) vary considerably around the United States. There are State “systems” that provide standard guidelines to counties and local communities in the State, and there are numerous local county and community programs that appear promising in reducing DWI recidivism. The authors prepared case studies for two State programs (Nebraska and Wisconsin), four individual area ISPs (“Staggered Sentencing for Multiple DWI Convicted Offenders” in Minnesota; “Serious Offender Program” in Nevada; “DWI Enforcement Program” in New York; and “DUII Intensive Supervision Program” (DISP) in Oregon) and two rural programs (“24/7 Sobriety Project” in South Dakota; and “DUI Supervised Probation Program” in Wyoming). These ISPs revealed certain common features: 1. Screening and assessment of offenders for the extent of their alcohol/substance abuse problem; 2. Close monitoring and supervision of the offenders; 3. Encouragement by officials to complete the program requirements successfully; 4. Jail for noncompliance. The authors evaluated three of the programs. The Minnesota Staggered Sentencing Program appeared to be successful in reducing offender recidivism, even given the small sample size of program offenders (n=200). Compared to a similar matched group of DWI offenders, the staggered sentencing offenders had a significant 30.6% lower recidivism rate (p=.017) up to 4 years post-offense. The program prevented an estimated 15 to 23 re-arrests for DWI due to its effectiveness. The Westchester County program appeared to be effective in the short term (18.1% lower recidivism in 5 years post-offense [p<.001]) but not in the long term (only 5.4% [p=.171] lower recidivism in 15 years post-offense). This program resulted in an estimated 78 fewer re-arrests for DWI in the first 5 years. The Oregon DISP intervention group had 54.1% lower recidivism up to 8 years post index offense than both of the stratified matched-sample comparison groups, adjusting for the demographic covariates (Wald=51.50; p>.001). The program prevented 67 re-arrests for DWI in the first 8 years. The benefit/cost of ISPs appears to be very good for the prevention of rearrests. Preventing re-arrest for DWI for multiple offenders saves thousands of dollars in sanctions (jail time) and rehabilitation. KW - Cost effectiveness KW - Drunk drivers KW - DUI Intensive Supervision Program (DISP) KW - Evaluation and assessment KW - Highway safety KW - Probation KW - Recidivists KW - Repeat offenders KW - Traffic law enforcement UR - http://www.nhtsa.gov/staticfiles/nti/pdf/811446.pdf UR - https://trid.trb.org/view/1125332 ER - TY - RPRT AN - 01358995 AU - Voas, Robert B AU - Lacey, John C AU - Pacific Institute for Research and Evaluation AU - National Highway Traffic Safety Administration TI - Alcohol and Highway Safety 2006: A Review of the State of Knowledge PY - 2011/03//Final Draft Report SP - 368p AB - This sixth volume in the National Highway Traffic Safety Administration’s series of reviews on the state of knowledge in alcohol and highway safety covers research reported after the 2001 publication up to 2006. Specifically, it includes articles published between 2000 and 2006, as well as additional reports published in early 2007. As has been the practice in previous issues of this report, articles from earlier periods are included to provide sufficient background for more recent findings. Thus, this volume is a compilation of information from a 5-year span of alcohol and highway safety reports and research findings. This volume is organized under the standard six headings used in previous reviews: Introduction and Methods; Overview of the Alcohol-Crash Problem; Alcohol Effects on People; Drinking Drivers, Pedestrians, and Pedalcyclists; Dealing with the Alcohol-Crash Problem; and Summary and Conclusions. The review suggests that although public attention to impaired driving has declined since its peak in the 1980s and 1990s, government support for traffic safety research and safety demonstration programs has continued to increase. However, this support is not commensurate with the magnitude of the problem. There is considerable room for revising and strengthening current State and community efforts to reduce impaired driving. Progress in understanding the drinking-and-driving problem, combined with development of new technologies, is offering opportunities to resume the decline of alcohol-related crashes nationwide, which stagnated in 1995. KW - Alcohol effects KW - Alcohol use KW - Cyclists KW - Drunk drivers KW - Drunk driving KW - Highway safety KW - Intoxication KW - Literature reviews KW - Pedestrians KW - Research KW - Traffic crashes KW - Traffic safety UR - http://www.nhtsa.gov/staticfiles/nti/pdf/811374.pdf UR - https://trid.trb.org/view/1124162 ER - TY - RPRT AN - 01357968 AU - Green, Paul E AU - Kostyniuk, Lidia P AU - Gordon, Timothy J AU - Reed, Matthew P AU - University of Michigan Transportation Research Institute AU - National Highway Traffic Safety Administration TI - Independent Review: Statistical Analyses of Relationship between Vehicle Curb Weight, Track Width, Wheelbase and Fatality Rates PY - 2011/03//Special Report SP - 84p AB - NHTSA selected the vehicle footprint (the measure of a vehicle’s wheelbase multiplied by its average track width) as the attribute upon which to base the CAFE standards for model year 2012-2016 passenger cars and light trucks. These standards are likely to result in weight reductions in new light duty vehicles. As part of its regulatory analysis, the government would like to estimate the effect of the new CAFE standards on safety in terms of crash injuries and fatalities. A number of fairly comprehensive statistical papers have been published analyzing associations between fatality/injury rates and vehicle weight, track width, and wheelbase. Many of the papers arrive at conclusions that are inconsistent. This report is a review of papers analyzing associations between crash/fatality outcome and vehicle weight and size. The various studies are based on different data sources, model assumptions, and methodologies. The authors of these studies represent a mix of those in government, research institutes, and academia, and have a broad range of professional backgrounds and philosophies. The goal of this report is to provide an independent review of the papers and to critically assess the methods and conclusions presented. The review is independent in the sense that it was conducted by a third party without any interest in the reported outcome. This review focuses on issues such as multicollinearity, data sources, the use of logistic regression, and induced exposure methods. Comments and suggestions are also made with regard to methods used in the various papers. KW - Corporate average fuel economy KW - Crash injuries KW - Fatalities KW - Statistical analysis KW - Track width KW - Vehicle safety KW - Vehicle size KW - Vehicle weight KW - Wheel base UR - http://hdl.handle.net/2027.42/85162 UR - https://trid.trb.org/view/1122789 ER - TY - RPRT AN - 01355179 AU - Kay, Gary G AU - Logan, Barry K AU - National Highway Traffic Safety Administration TI - Drugged Driving Expert Panel Report: A Consensus Protocol for Assessing the Potential of Drugs to Impair Driving PY - 2011/03 SP - 28p AB - In November 2008 and again in March 2009, an expert panel was convened by the National Highway Traffic Safety Administration with the goal of determining whether a list could be developed to indicate which medications or classes of medications may pose a hazard to driving. There was particular interest in having the panel develop a list of “safe” medications that do not impair driving. The value of the list would be to better inform patients and physicians regarding the likely effects of a drug on driving. This information could lead to better-informed prescribing practices and to more rational selection of medications by patients. The panel was composed of an international group of behavioral scientists, epidemiologists, pharmacologists, toxicologists, and traffic safety professionals to provide a broad-based perspective on the issue. Discussions included prescription (Rx) medications as well as over-the-counter (OTC) medications and illicit drugs. Although illicit drugs are best known for their impairing effects, Rx and OTC medications are also known to be capable of producing impairment and many are frequently encountered in impaired driver populations. The panel agreed that one of the barriers to categorizing drugs with respect to driving impairment risk is the lack of a common, standardized protocol for assessing the impairing potential of drugs. The panel recognized the need for a structured, standardized protocol for assessing the driving impairment risk of drugs that would lead to better classification of drugs in terms of driving impairment risk. The approach could be useful in providing more meaningful precautions for users and prescribers regarding the impact of drugs on driving. This report provides the background for the project and assembly of the expert panel, a description of the proposed protocol, and offers examples of how the protocol could be useful in evaluating a drug. KW - Drug effects KW - Drugs KW - Evaluation and assessment KW - Expert panels KW - Highway safety KW - Impaired drivers KW - Medication UR - http://www.nhtsa.gov/staticfiles/nti/pdf/811438.pdf UR - https://trid.trb.org/view/1119369 ER - TY - RPRT AN - 01349467 AU - Fell, James C AU - Tippetts, A Scott AU - Langston, Elizabeth A AU - Pacific Institute for Research and Evaluation AU - National Highway Traffic Safety Administration TI - An Evaluation of the Three Georgia DUI Courts PY - 2011/03//Evaluation SP - 63p AB - In the spring of 2002, Georgia embarked on an exploratory demonstration program, establishing three driving-under-the- influence (DUI) courts funded as part of a cooperative agreement from the National Highway Traffic Safety Administration, with additional funding from the Department of Justice. Following the model of drug courts, three Georgia DUI courts (established in Chatham, Clarke, and Hall counties) were designed to address the underlying alcohol problems of repeat DUI offenders through continuous and frequent judicially supervised treatment, periodic alcohol and other drug testing, the use of graduated sanctions, and other appropriate rehabilitative services. A team comprised of a judge, court personnel, probation officials, and treatment providers met regularly to assess offender progress, and offenders met biweekly with the judge to report their progress. As of May 2006, 1,053 offenders were referred to the three Georgia DUI courts. Of these, 301 (29%) graduated from the program, 532 (51%) were active participants in the DUI courts, and 220 (21%) were either not in compliance or had been removed from the program. The overall retention rate was 79 percent over an approximate 4-year period. There is some evidence that the Georgia DUI court program has successfully encouraged lifestyle changes for the participating offenders and may be a viable alternative to traditional sanctioning. An impact evaluation showed that after 4 years of exposure, the DUI court graduates and terminated offenders combined (intent-to-treat group) showed a recidivism rate of 15 percent compared to 24 percent for a group of matched offenders from three similar counties in Georgia (contemporary group) and a 35 percent rate for matched offenders from the same counties as the DUI court who would have been eligible for the DUI court had it been in existence (retrospective group). Offenders who graduated from the DUI courts experienced a 9 percent recidivism rate while offenders who were terminated from the DUI courts for various reasons had a recidivism rate of 26 percent. The intent-to-treat group (DUI court graduates combined with the DUI court terminated offenders) had significantly lower recidivism rates: 38 percent lower than the contemporary group and 65 percent lower than the retrospective group. It is estimated that the DUI courts prevented between 47 and 112 repeat arrests during a 4-year period due to the reduced recidivism associated with them. KW - Arrests KW - Countermeasures KW - Courts KW - Drunk drivers KW - Drunk driving KW - Georgia KW - Highway safety KW - Recidivists KW - Repeat offenders KW - Sanctions KW - Treatment programs UR - http://www.nhtsa.gov/staticfiles/nti/pdf/811450.pdf UR - https://trid.trb.org/view/1108057 ER - TY - RPRT AN - 01341162 AU - Lenkeit, J F AU - Hagoski, B K AU - Bakker, A J AU - Dynamic Research, Incorporated AU - National Highway Traffic Safety Administration TI - A Study of Motorcycle Rider Braking Control Behavior PY - 2011/03//Final Report SP - 222p AB - This document reports a study wherein a motorcycle riding simulator was used to study how non-expert motorcycle riders use conventional brakes in emergency braking situations. Sport-touring and Cruiser motorcycle configurations were used. Sixty-eight rider-subjects, divided into those who typically ride Cruisers, and those who primarily ride Sport motorcycles, were exposed to traffic situations requiring a range of braking from normal slowing to emergency braking. Braking behavior data were obtained from recordings of rider control inputs, motorcycle response, and interactions with other vehicles. Rider characteristic data were obtained from questionnaires. Data from these sources were analyzed to investigate possible relationships between rider characteristics, braking behavior and event outcome. Emergency braking behavior was analyzed based on two scenarios involving an opposing vehicle moving rapidly into the rider-subject’s lane, requiring rider-subjects to brake in order to avoid collision. There were no cases where the rider-subject used only the rear brake, though some riders used only the front brake. Analyses of event outcome indicated that a rider’s initial braking, with respect to both timing and magnitude, is important in determining the event outcome. Linear and logistic regression analyses produced generally poor correlation between individual rider factors and braking behavior or event outcome. KW - Braking KW - Driver characteristics KW - Driving simulators KW - Linear regression analysis KW - Logistic regression analysis KW - Motorcycle driving KW - Motorcyclists UR - http://www.nhtsa.gov/DOT/NHTSA/NVS/Crash%20Avoidance/Technical%20Publications/2011/811448.pdf UR - https://trid.trb.org/view/1103120 ER - TY - SER AN - 01339693 JO - Traffic Safety Facts - Research Note PB - National Highway Traffic Safety Administration AU - Subramanian, Rajesh TI - Motor Vehicle Traffic Crashes as a Leading Cause of Death in the United States, 2007 PY - 2011/03 IS - HS-811 443 SP - 2p AB - In 2007, motor vehicle traffic crashes were the leading cause of death in the United States for every age 3 through 5, 8, 9 and 11 through 33. Because of the young lives consumed, motor vehicle traffic crashes ranked third overall in terms of the years of life lost, i.e., the number of remaining years that people were expected to live had they not died, behind only cancer and heart diseases. The table in this fact sheet shows the 10 leading causes of death by age group in 2007. The age groups reflect categories of interest to the National Highway Traffic Safety Administration in terms of child-restraint programs (toddlers, infants, and young children), new drivers (youth and young adults), other adults, and older people. KW - Adolescents KW - Adults KW - Age groups KW - Aged KW - Causes of death KW - Children KW - Fatalities KW - Leading cause of death KW - Statistics KW - Traffic crashes KW - United States KW - Young adults UR - http://www-nrd.nhtsa.dot.gov/Pubs/811443.pdf UR - https://trid.trb.org/view/1102431 ER - TY - RPRT AN - 01360700 AU - National Highway Traffic Safety Administration TI - Quick Reference Guide (2010 Version) to Federal Motor Vehicle Safety Standards and Regulations PY - 2011/02 SP - 41p AB - The National Highway Traffic Safety Administration has a legislative mandate under Title 49 of the United States Code, Chapter 301, Motor Vehicle Safety, to issue Federal Motor Vehicle Safety Standards (FMVSS) and Regulations to which manufacturers of motor vehicles and items of motor vehicle equipment must conform and certify compliance. FMVSS No. 209, Seat Belt Assemblies, was the first standard to become effective, on March 1, 1967. A number of FMVSS became effective for vehicles manufactured on and after January 1, 1968. Subsequently, other FMVSS have been issued. New standards and amendments to existing standards are published in the Federal Register. These FMVSS are regulations written in terms of minimum safety performance requirements for motor vehicles or items of motor vehicle equipment. These requirements are specified in such a manner that the public is protected against unreasonable risk of crashes occurring as a result of the design, construction, or performance of motor vehicles and is also protected against unreasonable risk of death or injury in the event crashes do occur. This booklet lists the FMVSSs that were in effect as of October 2010, and gives a brief summary of each safety standard. It also provides similar information on other Federal consumer information regulations and requirements. KW - Crashworthiness KW - Federal Motor Vehicle Safety Standards KW - Motor vehicles KW - Occupant vehicle interface KW - Regulations KW - Standards KW - Vehicle design KW - Vehicle safety UR - http://www.nhtsa.gov/staticfiles/rulemaking/pdf/FMVSS-QuickRefGuide-HS811439.pdf UR - https://trid.trb.org/view/1126707 ER - TY - RPRT AN - 01354095 AU - Yang, Yang AU - Dasgupta, Kohinoor AU - Eby, David W AU - Molnar, Lisa J AU - Nair, Vijayan N AU - Pollock, Stephen AU - University of Michigan Transportation Research Institute AU - National Highway Traffic Safety Administration TI - Explaining State-to-State Differences in Seat Belt Use: An Analysis of Socio-Demographic Variables PY - 2011/02//Final Report SP - 26p AB - Despite the extensive evidence about the benefits of seat belt use, there is a great deal of variation in use within the US. For example, the national average for seat belt use in 2009 was 84 percent while the state-level averages ranged from 68 percent in Wyoming to 98 percent in Michigan. The overarching goal of this project was to gain a better understanding of the socio-demographic variables (or factors) that influence statewide belt use rates. To the extent that these vary among states, they can partially account for differences in statewide belt uses. Previous studies have already identified some important factors that affect belt use rates: gender, age, race, vehicle type, seat-belt enforcement laws, and amount of fine for belt-use law violation. This project studied the influence of additional socio-demographic factors on state-level use rates. These factors were: education (percentage of high school educated population), racial composition (percentage of White), median household income, political leaning (percentage of Democrats), and a measure of religiosity. The analysis was based on data from the 2008 Fatality Analysis Reporting System (FARS) which has information on seat belt use on all vehicle crashes that resulted in at least one fatality. The use rates in FARS data were lower than that for the general population. However, the authors' interest is on differences in rates between the states. To the extent that the state-to-state differences in FARS data are consistent with those in the general population, the findings are likely to hold for the population-at-large. Exploratory analysis showed that many of the use rate patterns in FARS data were in fact consistent with those found in other data sets. Of the five socio-demographic factors that were considered, three were identified as important: religiosity, race (percentage White), and political leaning (percentage Democrat). The other two – income and education – were not significant. Hold-out analyses confirmed that this conclusion was consistent across different subsets of data. A regression model that included these new factors accounted for a substantial amount of the state-to-state variation in seat belt use rates, providing further evidence of the usefulness of the results. The findings from this study are preliminary and have to be confirmed on other data sets. Nevertheless, they demonstrate that socio-demographic factors can be used to effectively explain state-to-state variation in seat belt use rates. If factors such as religiosity are indeed important, they can be used to develop appropriate programs for increasing belt use. KW - Demographics KW - Education KW - Income KW - Political factors KW - Race KW - Religion KW - Seat belts KW - Socioeconomic factors KW - States KW - Traffic safety KW - Utilization UR - http://deepblue.lib.umich.edu/bitstream/2027.42/85176/1/102754.pdf UR - https://trid.trb.org/view/1114746 ER - TY - RPRT AN - 01341965 AU - National Highway Traffic Safety Administration TI - Model Performance Measures for State Traffic Records Systems PY - 2011/02 AB - Quality traffic safety records are critical to the planning, management, and evaluation of any successful State traffic safety program. This need has become even more pronounced in light of grant requirements in the Safe, Accountable, Flexible, Efficient Transportation Equity Act: A Legacy for Users (Public Law 109‐59; SAFETEA‐LU) and rising Congressional expectations for data‐driven performance management with outcome‐oriented measures. The National Highway Traffic Safety Administration is releasing this new collection of 61 performance measures to help States meet this need. These performance measures were crafted with substantial input from a group of 35 experts with experience in at least one of the six core State traffic records systems. The measures are designed to provide traffic records professionals with the information necessary to develop and deploy quantifiable performance measures appropriate for their traffic record systems. The measures are intended for use by Federal, State, and local governments to monitor the development and implementation of traffic record data systems, strategic plans, and data-improvement grant processes. They have been grouped by performance attribute—timeliness, accuracy, completeness, uniformity, integration, and accessibility—across the six core State traffic record data systems ‐‐ crash, vehicle, driver, roadway, citation/adjudication, and emergency medical services (EMS)/injury surveillance. These common performance measures and the attendant guidance on their application are expected to help stakeholders quantify systemic improvements to their traffic records systems. KW - Crash records KW - Data files KW - Data quality KW - Databases KW - Driver records KW - Performance measurement KW - Records management KW - Safe, Accountable, Flexible, Efficient Transportation Equity Act: A Legacy for Users KW - Traffic records KW - Traffic safety UR - http://www-nrd.nhtsa.dot.gov/Pubs/811441.pdf UR - https://trid.trb.org/view/1104338 ER - TY - RPRT AN - 01337561 AU - Goodwin, Arthur H AU - Thomas, Libby J AU - Hall, William L AU - Tucker, Mary Ellen AU - University of North Carolina, Chapel Hill AU - National Highway Traffic Safety Administration TI - Countermeasures That Work: A Highway Safety Countermeasure Guide For State Highway Safety Offices PY - 2011/02//Sixth Edition SP - 350p AB - This guide is a basic reference to assist State Highway Safety Offices (SHSOs) in selecting effective, science-based traffic safety countermeasures for major highway safety problem areas. The guide: describes major strategies and countermeasures that are relevant to SHSOs; summarizes their use, effectiveness, costs, and implementation time; and provides references to the most important research summaries and individual studies. The guide contains a chapter for each problem area. Each chapter begins with a brief overview of the problem area’s size and characteristics, the main countermeasure strategies, a glossary of key terms, and a few general references. Next, a table lists specific countermeasures and summarizes their use, effectiveness, costs, and implementation time. Each countermeasure is then discussed in approximately one page. Some countermeasure areas are covered in more depth than others due to the availability of published research. For example, impaired driving has a long and rich research history while other topics, such as driver distraction and drowsiness, have received less attention. Highway safety problem areas covered include the following: alcohol-impaired and drugged driving, seat belt use and child restraints, aggressive driving and speeding, distracted and drowsy driving, motorcycle safety, young drivers, older drivers, pedestrians, and bicycles. KW - Aged drivers KW - Aggression KW - Bicycle crashes KW - Child restraint systems KW - Countermeasures KW - Distraction KW - Drivers KW - Drowsiness KW - Drugged drivers KW - Drunk driving KW - Highway safety KW - Motorcycle crashes KW - Pedestrian safety KW - Seat belts KW - Speeding KW - Strategic planning KW - Teenage drivers KW - Young adults UR - http://www.nhtsa.gov/staticfiles/nti/pdf/811444.pdf UR - http://ntl.bts.gov/lib/46000/46600/46662/811444.pdf UR - https://trid.trb.org/view/1100460 ER - TY - ABST AN - 01463578 TI - Modeling Driver Car-following Behavior AB - Sponsored by the National Highway Traffic Safety Administration (NHTSA), the 100-car Naturalistic Driving Study was conducted in the Northern Virginia area with the recording of nearly 43,000 hours of driving data. Initially collected to investigate crash and near-crash events, this study included instrumentation of vehicles to collect and store onboard vehicle diagnostics data, global positioning systems (GPS) location information, front and rear radar tracking of objects, and synchronized video feeds viewing both the inside and the outside of the vehicle. Additional information collected from drivers includes demographics and personality questionnaires. The 100-car Study serves as the foundation for the currently ongoing SHRP 2 data collection effort, which promises to produce a much larger dataset with higher fidelity information. The current research effort focuses on the driver-specific data available from naturalistic driving studies, leveraging the unique perspective this data provides for the calibration of car-following models. Traditionally, car-following models have been both created and calibrated through the use of either loop detector data, or vehicle trajectory data created from aerial photography and videography. The data collected from these sources has limitations both in the lack of information available about the drivers, and in the length of the car-following events; limited to either instantaneous in the case of loop detector data, or as long as it takes a vehicle to progress across the field of view for the aerial trajectory data. Car-following models continue to become more sophisticated as traffic simulation software programs seek to produce more representative results compared to real-life driving behavior. It is important to probe both the limitations of the existing car-following models, and the limitations of the conventional data gathering techniques. Due to the probe-vehicle nature of naturalistic driving data, the vast dataset must first be reviewed to identify specific homogeneous sections of roadway frequently traveled by multiple drivers. Once a roadway section is identified, and a subselection of datapoints are withdrawn from the database, specific car-following events must then be identified. With respect to the 100-car study conducted not for the purpose of calibrating car-following information, but to generate safety information, this proves difficult due to the lack of sophistication in the data collection equipment, including low-resolution video feeds and sometimes unreliable object detection radar equipment. Once the processed dataset is in hand, a wealth of information relating to car-following can be investigated. The initial research investigation is intended to look at driver heterogeneity, both the variability of calibrated parameters between trips for a given driver, and the variability between drivers. Future research for this dataset may include the correlation of personality traits to model parameters, and the impact of the duration of a car-following event on the calibrated model parameters, with comparison to NGSIM data. KW - Automobile navigation systems KW - Calibration KW - Car following KW - Data collection KW - Data storage KW - Drivers KW - Global Positioning System KW - Loop detectors KW - Next generation design KW - Northern Virginia KW - Probe vehicles KW - Traffic crashes KW - Traffic simulation KW - Vehicle trajectories UR - https://trid.trb.org/view/1231804 ER - TY - RPRT AN - 01357981 AU - Sayer, James R AU - Bogard, Scott E AU - Buonarosa, Mary Lynn AU - LeBlanc, David J AU - Funkhouser, Dillon S AU - Bao, Shan AU - Blankespoor, Adam D AU - Winkler, Christopher B AU - University of Michigan Transportation Research Institute AU - National Highway Traffic Safety Administration AU - Research and Innovative Technology Administration TI - Integrated Vehicle-Based Safety Systems Light-Vehicle Field Operational Test Key Findings Report PY - 2011/01 SP - 132p AB - This document presents key findings from the light-vehicle field operational test conducted as part of the Integrated Vehicle-Based Safety Systems program. These findings are the result of analyses performed by the University of Michigan Transportation Research Institute to examine the effects of a prototype integrated crash warning system on driving behavior and driver acceptance. The light-vehicle platform included four integrated crash-warning subsystems (forward-crash, lateral-drift, lane-change/merge crash, and curve-speed warnings) installed on a fleet of 16 passenger cars and operated by 108 randomly-sampled drivers for a period of six weeks each. Each car was instrumented to capture detailed data on the driving environment, driver behavior, warning system activity, and vehicle kinematics. Data on driver acceptance was collected through a post-drive survey, debriefings and focus groups. Key findings indicate that use of the integrated crash warning system resulted in improvements in lane-keeping, fewer lane departures, and increased turn-signal use. The research also indicated that drivers were slightly more likely to maintain shorter headways with the integrated system. No negative behavioral adaptation effects were observed as a result of drivers’ involvement in secondary task behaviors. Drivers generally accepted the integrated crash warning system and 72 percent of all drivers said they would like to have an integrated warning system in their personal vehicles. Drivers also reported that they found the blind-spot detection component of the lane-change/merge crash warning system to be the most useful and satisfying aspect of the integrated system. KW - Acceptance KW - Behavior KW - Crash avoidance systems KW - Demonstration projects KW - Drivers KW - Highway curves KW - Highway safety KW - Intelligent vehicles KW - Lane changing KW - Lateral drift KW - Light vehicles KW - Rear end crashes KW - Speed KW - Warning systems UR - http://www.nhtsa.gov/DOT/NHTSA/NVS/Crash%20Avoidance/Technical%20Publications/2011/811416.pdf UR - http://ntl.bts.gov/lib/43000/43100/43136/IVBSS_LV_Key_Findings_-_FHWA-JPO-11-082_-_FINAL_7-21-11.pdf UR - https://trid.trb.org/view/1122654 ER - TY - SER AN - 01340822 JO - Traffic Safety Facts - Research Note PB - National Highway Traffic Safety Administration AU - Wang, Jing-Shiarn TI - Effectiveness of Stability Control Systems for Truck Tractors PY - 2011/01 IS - HS-811 437 SP - 8p AB - This Research Note describes the process of deriving the effectiveness rates of electronic stability control systems (ESC) and roll stability control systems (RSC) in truck tractors that are used by the National Highway Traffic Safety Administration to estimate the benefits of these systems. ESC and RSC are two types of stability control systems that have been developed for heavy vehicles. RSC is designed to mitigate on-road, untripped truck rollovers by automatically decelerating the vehicle by applying the foundation brakes and reducing engine torque output. ESC includes the RSC function described previously but it has added capability that allows it to also mitigate severe oversteer or understeer conditions that can lead to vehicle loss-of-control (LOC), by automatically applying selective brakes to generate a yawing moment that helps the driver maintain directional control of the vehicle. KW - Electronic stability control KW - Heavy vehicles KW - Loss of control KW - Oversteer KW - Roll stability control KW - Rollover crashes KW - Stability (Mechanics) KW - Truck tractors KW - Understeer UR - http://www-nrd.nhtsa.dot.gov/Pubs/811437.pdf UR - https://trid.trb.org/view/1102812 ER - TY - RPRT AN - 01337282 AU - Leaf, W A AU - Preusser, D F AU - Preusser Research Group, Incorporated AU - National Highway Traffic Safety Administration TI - Evaluation of Minnesota’s Vehicle Plate Impoundment Law for Impaired Drivers PY - 2011/01//Final Report SP - 60p AB - Vehicle sanctions – such as vehicle impoundment – have been found to be effective in reducing recidivism among drivers arrested for DWI; however, their application is cumbersome and generally infrequent. A far less cumbersome strategy is to seize the vehicle license plate while leaving the actual vehicle in the owner’s hands. Beginning in 1998, Minnesota implemented license plate impoundment for first-offense drivers whose blood alcohol concentration (BAC) was .20 or higher. DWI recidivism and Driving While Suspended violations were compared for first offenders with BACs of .17-.19 (no plate impoundment) and first offenders with BACs of .20-.22 (very similar BACs but with plate impoundment). The results indicated substantial reductions in DWI recidivism and Driving While Suspended violations for those drivers whose vehicle license plates were impounded. Effects were strongest among younger drivers (ages 21-34) during the period of plate impoundment (up to one year). Some effects persisted for as much as three years. Vehicle plate impoundment was seen as an effective means to reduce DWI recidivism and reduce driving by suspended drivers during the term of their license suspension. KW - Blood alcohol levels KW - Countermeasures KW - Driving while suspended KW - Drunk drivers KW - Evaluation KW - Impaired drivers KW - Impoundment KW - License plates KW - Minnesota KW - Recidivism KW - Sanctions UR - http://www.nhtsa.gov/staticfiles/nti/pdf/811351.pdf UR - https://trid.trb.org/view/1097797 ER - TY - RPRT AN - 01335396 AU - National Highway Traffic Safety Administration TI - Technical Assessment of Toyota Electronic Throttle Control (ETC) Systems PY - 2011/01 SP - 77p AB - The National Highway Traffic Safety Administration (NHTSA) issues this report to present their studies and findings concerning unintended acceleration (UA) in vehicles manufactured by Toyota. This report should be read in conjunction with the report issued by the National Aeronautics and Space Administration (NASA) concerning the electronic throttle control (ETC) system in Toyota vehicles. In March 2010, NHTSA enlisted the support of NASA in analyzing the Toyota ETC system to determine whether it contained any vulnerabilities that might realistically be expected to produce UA in a consumer’s use of those vehicles. NASA did not find an electronic cause of large throttle openings that can result in UA incidents. NHTSA did not find a vehicle-based cause of those incidents in addition to those causes already addressed by Toyota recalls. KW - Acceleration (Mechanics) KW - Electronic throttle control KW - Evaluation and assessment KW - Throttles KW - Toyota automobile KW - Unintended vehicle acceleration KW - Vehicle safety UR - http://www.nhtsa.gov/staticfiles/nvs/pdf/NHTSA-UA_report.pdf UR - https://trid.trb.org/view/1098782 ER - TY - CONF AN - 01573877 AU - Nombela, Mario AU - Boix, Eloi AU - National Highway Traffic Safety Administration TI - Relationship Between Pedestrian Protection Test Protocols and a Real Scenario PY - 2011 SP - 9p AB - Of the one and a half million accidents which occur in the Euro-15 area every year, and which cause nearly 40,000 deaths, pedestrians account for 15% of these, i.e. about 6,000 per year. The percentage of pedestrians killed in road accidents is about 12% for Canada, USA and Australia, while in Korea and Japan pedestrian fatalities account for as much as 30% and 40% of road deaths. Organizations like Euro NCAP, EEVC and the new Regulation, together with vehicle manufacturers are seeking solutions through the development of advanced safety systems and accurate methods for testing these systems. IDIADA carried out two studies related to pedestrian protection and the relation of protocol to real world accidents. The first study was focused on real world accidents involving pedestrians, and was divided into two parts: 1) Assessment of vehicle speed influence. Sixty-two cases, collected by the Municipal Police and the Public Health Service Agency in which pedestrians were involved in accidents were studied in Barcelona city. 75.1% of accidents occurred during the day, with an ISS 4-5 level of injury, and an ISS 3-4 at night; 2) Study about speed as a cause of accidents. 75.3% of drivers made a braking avoidance maneuver. The average speed before the accident was 50.8 km/h and the impact average velocity was 24.78 km/h. As a result, injury level related to vehicle speed was evaluated. The speed threshold between slight and severe injuries is at about 40 km/h. This value is very similar to the impact velocity used in the current tests to evaluate pedestrian protection in passive safety testing, as for example in Euro NCAP. The objective of the second study was to test the influence of the vehicle design, mainly the front end, on pedestrian head injuries in the case of runover. Several accident simulations were performed using the program MADYMO® in which a pedestrian’s head was impacted into a different point of the hood depending on the situation. The head impact position changes according to vehicle category: collisions in compact and roadster sports cars take place within the limits set by Euro NCAP for adult head impactor while, in the offroad 4x4 class, some points are located below the lower limit for the adult head. If the analysis focuses on the pedestrian's head impact angle and speed against the hood of the car, the following conclusions can be expounded: a) For the same vehicle, impact speed and angle of the adult head against the hood are virtually unchanged although the pedestrian’s speed is different; b) If impact speed is higher, the collision involves worse consequences; c) The shape of the front part of the vehicle is not decisive in the severity of pedestrian injuries; and, d) Further testing is needed to verify that parameters defined by the EEVC, Euro NCAP or pedestrian Regulation are entirely valid according to real world scenarios. The main conclusion of the study and the analysis of actual accident data was that current pedestrian testing protocols are reliable enough to be taken into account when a vehicle pedestrian protection level is assessed. U1 - 22nd International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationWashington,DC StartDate:20110613 EndDate:20110616 Sponsors:National Highway Traffic Safety Administration KW - Crash causes KW - Human factors in crashes KW - Injury severity KW - Pedestrian safety KW - Pedestrian-vehicle crashes KW - Pedestrians KW - Speed KW - Vehicle design UR - http://www-esv.nhtsa.dot.gov/Proceedings/22/isv7/main.htm UR - https://trid.trb.org/view/1366369 ER - TY - CONF AN - 01573876 AU - Voigt, Tom AU - Schrenk, Werner AU - Zellmer, Harald AU - National Highway Traffic Safety Administration TI - Enhanced Seat Belt Modeling Process to Improve Predictive Accuracy of Dummy Response in Frontal Impact PY - 2011 SP - 8p AB - Computer simulations are a standard tool for improving vehicle safety. In these simulations, predictions about dummy responses and injury assessment values can be made. For accurate predictions, the behaviour of the retractor as a major part of the seatbelt system has to be known. Tests are needed to generate this knowledge and incorporate it into a simulation model. Standard sled tests are too expensive and generally have too much deviation to be a useful correlation environment. Component tests are of limited use due of the lack of interaction, or the coupling between the different crash phases. Subcomponent tests are only useful if a robust simulation model already exists. Furthermore, a model structure is needed which reflects all main effects of the retractor in a time independent way. Thus, there are two needs for an enhanced modelling process: A correlation test device as well as a model concept which reflects the interaction in a simple and robust way. This paper demonstrates a new process on how a retractor model can be correlated in different solvers with a component test, within the typical working points of a retractor. The improved process is based on a new easy test assembly for retractors (ETAR) and on a general model structure (GMS) for the retractor models. The new component test assembly reflects the three phases of pretensioning, coupling and load limiting of a frontal crash without the need of a sled and/or dummy. Furthermore, for the correlation of retractor models in different solver codes, ETAR allows to generate test data in a fast and simple way with low deviation. The GMS implements all the main functionalities of a retractor and due to the GMS, the tuning of the models is easily transformed into other solver codes, commonly used for crash simulations. Correlations between test and simulation for different load-cases and different retractors in different solvers demonstrates the applicability of ETAR and GMS for an improved retractor modelling. U1 - 22nd International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationWashington,DC StartDate:20110613 EndDate:20110616 Sponsors:National Highway Traffic Safety Administration KW - Accuracy KW - Dummies KW - Frontal crashes KW - Impact tests KW - Numerical models KW - Seat belts KW - Simulation UR - http://www-esv.nhtsa.dot.gov/Proceedings/22/isv7/main.htm UR - https://trid.trb.org/view/1366391 ER - TY - CONF AN - 01573875 AU - Lee, Tae Hee AU - Ham, Byung Ryul AU - Hong, Seong Oh AU - National Highway Traffic Safety Administration TI - Study on Steering Column Collapse Analysis Using Detailed FE Model PY - 2011 SP - 6p AB - EASC (Energy Absorbing Steering Column) is a kind of steering column which minimizes the injury of the driver during a car accident by collapsing or breaking at a particular part of the system. Up to now, in steering column crash analysis, there was no way to describe these 'collapse' or 'slip' movements that were due to the axial and lateral forces from the driver. In this paper, the authors have created a new steering column using a detailed finite element (FE) model which can describe such collapse behavior. U1 - 22nd International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationWashington,DC StartDate:20110613 EndDate:20110616 Sponsors:National Highway Traffic Safety Administration KW - Collapse KW - Crash analysis KW - Crash injuries KW - Crash injury research KW - Finite element method KW - Steering columns UR - http://www-esv.nhtsa.dot.gov/Proceedings/22/isv7/main.htm UR - https://trid.trb.org/view/1366446 ER - TY - CONF AN - 01573874 AU - Pipkorn, Bengt AU - Lundström, Jesper AU - Ericsson, Mattias AU - National Highway Traffic Safety Administration TI - Safety and Vision Improvements by Expandable A-Pillars PY - 2011 SP - 7p AB - In modern passenger vehicles the A-Pillar is an important structural safety component. In full frontal, frontal offset-, pole and rollover collisions the A-Pillar is carrying a large load in order to minimize the deformation of the occupant compartment. Generally the larger the cross-section the more load the A-pillar can transfer. However, the A-pillars in general more or less reduce the forward vision angles for the driver. Therefore the width and strength of the A-Pillar are important vehicle safety parameters. The strength and size requirements on the A-Pillar are in contradiction. In an A-pillar design in which the cross section is folded and expands when needed the conflicting requirements can be combined in one component. As a normal state the cross-section of the component is folded, obscuring less of the driver’s visibility compared to a state of the art A-pillar. In a crash the A-pillar expands which results in a significant increase in the cross section. The expanded cross section increases the strength of the A-pillar. An expanding A-pillar can be accomplished by pressurizing a folded structure. A cost- and weight-efficient way to generate over pressure is by pyrotechnics (gas-generators). An expandable A-pillar design was developed in which the conflicting requirements of high strength and small cross section were combined in one component. The goal was to develop an A-pillar that obscures less of the driver’s vision in the normal operation, is lighter and has the same crash performance as a state of the art A-pillar. The development was carried out by combining mathematical simulations and mechanical crash tests. For the development of the expandable A-Pillar a mathematical sub structure model was developed and validated. The model was validated by comparing predictions from the model to results from a mechanical crash test. The expandable A-Pillar was mounted in the sub structure and the deformation performance was evaluated relative to the performance of a state of the art A-Pillar. The deformation force is less than or equal to the deformation force of a vehicle with a state of the art A-pillar. The obscuration angle is reduced by more than 25% (for left hand side A-Pillar from 12.3 – 8.9 degrees) and the mass is reduced by 8% (excluding mounting brackets and gas generator) relative to a state of the art A-pillar. The expandable A-pillar combines the conflicting goals of high strength, small cross section and low mass. U1 - 22nd International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationWashington,DC StartDate:20110613 EndDate:20110616 Sponsors:National Highway Traffic Safety Administration KW - A-pillars KW - Columns KW - Impact tests KW - Mathematical models KW - Strength of materials KW - Vehicle design KW - Vehicle safety KW - Visibility UR - http://www-esv.nhtsa.dot.gov/Proceedings/22/isv7/main.htm UR - https://trid.trb.org/view/1366514 ER - TY - CONF AN - 01573873 AU - Schmortte, Uwe AU - National Highway Traffic Safety Administration TI - Crash-Test Results to Analyse the Impact of Non-Professional Repair on the Performance of Side Structure of a Car PY - 2011 SP - 9p AB - Non-professional repairs can have a negative influence on the deformation behaviour of a vehicle involved in a crash. The introduction by OEM’s of new materials and production techniques in cars makes it increasingly important that the repair of such cars is carried out with appropriate techniques and quality. These are the aims described in a project named “Fair Repair”, to which this paper is linked. This research project deals with the influence of non-professional repairs, on the behaviour of a car’s structure in an additional crash. KTI, with the support of the OEM (VW) tested the side structure of a VW Passat, MY 2005. With a side impact at 50 km/h (Euro NCAP standard) it was shown that a non-professional repair of a vehicle previously damaged in the same side impact scenario results in negative influences on the crashworthiness and protection afforded by the structure. The repair of the damage caused by the first crash was carried out using incorrect repair methods and equipment, e.g. welding machines. It is evident that the safety of such a vehicle after the non-professional repair is not to the same high level as that of the original build, or to the standard of a professionally repaired vehicle. U1 - 22nd International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationWashington,DC StartDate:20110613 EndDate:20110616 Sponsors:National Highway Traffic Safety Administration KW - Automobile repair shops KW - Impact tests KW - Protection KW - Repairing KW - Side crashes KW - Vehicle performance KW - Vehicle safety KW - Vehicle sides UR - http://www-esv.nhtsa.dot.gov/Proceedings/22/isv7/main.htm UR - https://trid.trb.org/view/1366472 ER - TY - CONF AN - 01573872 AU - Wollny, Frank AU - Buckholz, André AU - National Highway Traffic Safety Administration TI - Heavy Truck Occupant Restraint System - New Approved Concepts and Development Methods PY - 2011 SP - 4p AB - The efficiency of current frontal restraint systems in heavy trucks is not comparable to systems in passenger cars. There are no rating tests and legal requirements for the functionality of such systems. Therefore it is comprehensible that even non-severe truck crashes in the field lead to non-fatal but severe injuries with high rehabilitation costs. Another reason for the low efficiency of the current systems is the non-availability of an adequate development method. During the development phase of a restraint system it is not possible to observe significant loads applied to the lower extremities by using the conventional test methods. However, the lower extremities gain more and more importance with respect to real world crash data. For that reason a new and approved test method will be introduced and published for the first time. It takes the intrusion of the cabin and interior displacement into account resulting in a good correlation between full scale tests and sled tests. The new method allows the verification of advanced and additional restraint system components such as optimized knee impact zones, knee airbags and activated steering column kinematics. A restraint system as described above provides optimized occupant kinematics with the effect of reduced loads. The developed methodology is based on the so called “Trailer Back Barrier” test configuration. However, to date this configuration is not yet being used as a standard evaluation in the industry. This study is concentrating on cab over trucks due to the higher injury risk for the lower extremities compared to bonnet trucks. U1 - 22nd International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationWashington,DC StartDate:20110613 EndDate:20110616 Sponsors:National Highway Traffic Safety Administration KW - Air bags KW - Heavy duty trucks KW - Heavy vehicles KW - Restraint systems KW - Sled tests KW - Trucks by weight UR - http://www-esv.nhtsa.dot.gov/Proceedings/22/isv7/main.htm UR - https://trid.trb.org/view/1366440 ER - TY - CONF AN - 01573871 AU - Friedman, Donald AU - Rico, Diego AU - Mattos, Garrett AU - Paver, Jacqueline AU - National Highway Traffic Safety Administration TI - Predicting and Verifying Dynamic Occupant Protection PY - 2011 SP - 12p AB - The objective of this paper is to describe the developments that provide the basis for predicting new car occupant protection in real-world rollovers. An analytical technique has been developed for predicting a vehicle’s dynamic occupant protection performance at any severity from a Jordan Rollover System (JRS) 50-vehicle rollover test database; static test roof strength, stiffness and elasticity data; inertial-influenced impact pitch orientation; size, roll moment and geometry dimensions; and occupant protection features. Only sampling, updating and verification of the JRS database will be necessary to reflect innovative construction and protection techniques until dynamic testing is implemented. A noteworthy finding of this study was that reducing a vehicle’s major radius (i.e., its shape at the windshield) was more effective in reducing rollover deaths and injuries than increasing roof strength-to-weight ratio (SWR) above 3.0. U1 - 22nd International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationWashington,DC StartDate:20110613 EndDate:20110616 Sponsors:National Highway Traffic Safety Administration KW - Injury severity KW - Mathematical prediction KW - Occupant protection devices KW - Protection KW - Rollover crashes KW - Vehicle occupants UR - http://www-esv.nhtsa.dot.gov/Proceedings/22/isv7/main.htm UR - https://trid.trb.org/view/1366512 ER - TY - CONF AN - 01573870 AU - Louden, Alison E AU - Weston, Doug AU - National Highway Traffic Safety Administration TI - NHTSA Research on Improved Restraints in Rollovers PY - 2011 SP - 15p AB - As part of a comprehensive plan to reduce the risk of death and serious injury in rollover crashes, the National Highway Traffic Safety Administration (NHTSA) has a program to characterize restraint system response in rollovers. A rollover restraint tester (RRT) was developed and utilized to produce a 180 degree roll followed by a simulated roof-to-ground impact. This device was modified to incorporate a reaction surface to analyze how advanced restraints would perform in a more realistic environment. The device was renamed as a rollover reaction surface tester (RRST). The original device (RRT) was discussed in previous ESV papers. Recognizing the unpredictability of the real world rollover phenomenon, this test device provides a repeatable and consistent dynamic environment for suitable lab evaluation. Technologies that were evaluated for this study included integrated seat systems, pyrotechnic and electric resettable pretensioners, and four-point belt systems. High speed video data were collected and analyzed to examine occupant head excursion throughout the tests and are presented for discussion. The RRST has demonstrated to be repeatable; however, there are some concerns about the real world relevancy of the RRST dynamics in the absence of a lateral component. The RRST does not have a mechanical component for lateral motion that is typical in some real world rollover events. Results presented in paper 09-0483 demonstrated that excursion characteristics can be affected with the implementation of advanced restraints in tests using the Hybrid III50th and 95th percentile male and 5th percentile female dummies [Sword, 2009]. This paper presents expanded research with the 50th percentile male and 5th percentile female dummies using the RRST and compares the results back to the RRT results. In addition to the RRST testing, a series of full scale dynamic tests was also conducted using a full vehicle in various dynamic rollover scenarios. The advanced restraints were chosen based on the test results of the RRST and availability of the devices. The following tests were conducted and will be discussed in this paper: Federal Motor Vehicle Safety Standard (FMVSS) No. 208 dolly test, curb trip, soil trip, and corkscrew ramp. The goals of the testing were to understand how the improved restraints perform in various conditions and to assess the occupant’s kinematics in the various conditions. U1 - 22nd International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationWashington,DC StartDate:20110613 EndDate:20110616 Sponsors:National Highway Traffic Safety Administration KW - Dynamic tests KW - Impact tests KW - Kinematics KW - Restraint systems KW - Rollover crashes KW - Vehicle occupants UR - http://www-esv.nhtsa.dot.gov/Proceedings/22/isv7/main.htm UR - https://trid.trb.org/view/1366471 ER - TY - CONF AN - 01573869 AU - Lange, Robert AU - Iyer, Madhu AU - Pearce, Harry AU - Jacuzzi, Eric AU - Croteau, Jeffrey AU - National Highway Traffic Safety Administration TI - Rollover Injury Science and Rollover Crash Typology PY - 2011 SP - 11p AB - Motor vehicle manufacturers have developed and deployed rollover roof rail mounted air bags to mitigate occupant injury and the potential for occupant ejection in rollover collisions. Some manufacturers have published information on the type of rollover collisions that are used to establish criteria and define the circumstances for rollover air bag deployment commands. This paper examines the National Automotive Sampling System Crashworthiness Data System (NASS CDS) to characterize the type and severity of rollover collisions that occur on United States roadways and reports upon the distribution of rollover occurrence by type, and rollover injury occurrence by type of rollover event. Involvement rates are reported for light duty vehicles. Occurrence rates for rollover collision and rollover collision related injury are compared to the rollover collision types that have been identified by motor vehicle manufacturers to assess the proportion of rollover collisions and injuries that might be subject to mitigation with the installation of roof rail mounted rollover air bags. This comparison shows, if all light duty vehicles in the new vehicle fleet applied similar deployment criteria, approximately 84% of rollover collisions and injuries could be subject to the injury mitigation effects of existing roof rail mounted rollover air bags. U1 - 22nd International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationWashington,DC StartDate:20110613 EndDate:20110616 Sponsors:National Highway Traffic Safety Administration KW - Crash avoidance systems KW - Ejection KW - Electronic stability control KW - Manual safety belts KW - Occupant protection devices KW - Protection KW - Rollover crashes KW - Seat belt use KW - Seat belts KW - Vehicle occupants KW - Vehicle roofs UR - http://www-esv.nhtsa.dot.gov/Proceedings/22/isv7/main.htm UR - https://trid.trb.org/view/1366513 ER - TY - CONF AN - 01573868 AU - Avery, Matthew AU - Weekes, Alix Mary AU - Brookes, David AU - National Highway Traffic Safety Administration TI - A Proposal for Rear Seat Head Restraint Geometric Ratings PY - 2011 SP - 10p AB - Consumer safety ratings organisations have published static ratings of the head restraint geometry, with the aim of raising public awareness of correct head restraint positioning, and encouraging vehicle manufacturers to improve geometry. The geometry of front seat head restraints has improved each year, but the rear seats have not been investigated. Research into protection against whiplash injuries has shown that reducing the head restraint backset and improving height is effective in reducing real world injury risk. In comparison to the front seats whiplash injuries occur less frequently in the rear seats, but rear seat occupancy can be as high as 12%. The research objective in this paper is therefore to examine the head restraint geometry of the rear seats in comparison to the front seats, by presenting a feasibility study for geometric rating of the rear seats and an initial set of ratings for over 100 car models. The RCAR-IIWPG procedure for static geometric rating of head restraints was adapted for use in the rear seats, allowing for the associated space and practical considerations. An H-Point Machine (HPM) with Head Restraint Measuring Device (HRMD) fitted was used to measure the horizontal backset from the head to the head restraint, and the height from the top of the head to the top of the head restraint. The measurements were rated according to zones of Good, Acceptable, Marginal, and Poor. 115 rear seats were rated from a variety of mainstream cars, with the top sellers selected for each vehicle manufacturer. Both the outboard and centre seats were rated where applicable. Only 9% of outboard rear seats rated as Good, but 2% of centre seats. 42% of the outboard seats rated as Poor, but for centre seats this was increased to 69%. In comparison to the front seats the rear seat ratings were much poorer. The front seats have 91% rated Good, and 0% rated Poor. However nearly half the rear seats are rated Poor, and only 9% are rated Good. Whiplash prevention technologies have focused on the front seats, but consideration must now be given to the rear seats. The paper offers a new insight into the protection offered by rear seat head restraints against whiplash injuries. The ratings can be used by consumer safety organisations to increase public awareness and to encourage development of rear seats that can offer protection against whiplash injuries. U1 - 22nd International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationWashington,DC StartDate:20110613 EndDate:20110616 Sponsors:National Highway Traffic Safety Administration KW - Crash injuries KW - Deployable head restraints KW - Head KW - Occupant protection devices KW - Ratings KW - Rear seats KW - Restraint systems KW - Whiplash UR - http://www-esv.nhtsa.dot.gov/Proceedings/22/isv7/main.htm UR - https://trid.trb.org/view/1366328 ER - TY - CONF AN - 01573867 AU - Togawa, Atsushi AU - Murakami, Daisuke AU - Saeki, Hidetsugu AU - Pal, Chinmoy AU - Okabe, Tomosaburo AU - National Highway Traffic Safety Administration TI - An Insight into Multiple Impact Crash Statistics to Search for Future Directions of Counter-Approaches PY - 2011 SP - 5p AB - Multiple impact crashes (MICs) consist of more than 50 percent of all tow-away crashes that occurred on US roadways between 2000 and 2008. The total number of injured occupants with Maximum Abbreviated Injury Scale (MAIS)3+ injury, based on National Automotive Sampling System - Crashworthiness Data System (NASS-CDS) data for 3-point lap and shoulder belted occupants, without rollover and no-ejection for the model year 2000-08, is 1,571(weighted 109,276). No significant change or variation can be observed with respect to the model year of the vehicle. The probability of a higher level of injury (MAIS>3-5) suffered by the occupants inside the vehicle, is more likely to occur in a MIC scenario than that in a SIC (single impact crash) scenario. As passive safety measures, especially irreversible systems, are generally more effectively designed for occupant protection in single impact, there are opportunities for future advanced active systems as mentioned by Sander (2009). U1 - 22nd International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationWashington,DC StartDate:20110613 EndDate:20110616 Sponsors:National Highway Traffic Safety Administration KW - Crash data KW - Injury severity KW - Maximum Abbreviated Injury Scale KW - Multiple vehicle crashes KW - National Automotive Sampling System - Crashworthiness Data System KW - Vehicle occupants UR - http://www-esv.nhtsa.dot.gov/Proceedings/22/isv7/main.htm UR - https://trid.trb.org/view/1366329 ER - TY - CONF AN - 01573866 AU - Eickhoff, Burkhard AU - Schrenk, Werner AU - Zellmer, Harald AU - Meywerk, Martin AU - National Highway Traffic Safety Administration TI - Optimization of Seat Belt Buckle Motion for Reducing Chest Deflection, Using Rib Eye Sensors PY - 2011 SP - 7p AB - To achieve overall good ratings in frontal impacts according to US and Euro NCAP, low chest deflection values have to be obtained. Concerning belt induced chest deflection, belt forces as well as the geometry of the belt system have to be optimized. Hence, the objective of this study was to analyse the influence of the buckle position and motion during crash on chest deflection. Theoretical investigations as well as simulations (software MADYMO / Facet - Q-dummy) were used to study the influence of the buckle position and motion on chest deflection. Sled tests, where the environment represents a middle class vehicle, were conducted to verify the findings. In order to obtain detailed insight regarding the deformation of the HIII 50% dummy’s thorax and the load distribution, rib eye sensors were used showing the deformation of each individual rib during the crash. As an outcome, the rib eye sensors show an unbalanced thorax deformation. Relevant differences in rib deformation are observed between left and right ribs of the thorax. Smaller differences are seen between upper and lower ribs. Concerning chest deflection, simulation and test results show an important influence of the buckle motion on chest deflection and on the energy absorption of the dummy. Significant differences in load distribution are detectable by the usage of rib eye sensors. The retention of a Hybrid III 50% dummy with a 3-point belt leads to an unbalanced deformation of the thorax ribcage. To achieve low chest deflection values, the upper and lower diagonal belt force as well as the belt geometry have to be tuned. In fact, the belt geometry significantly influences the deflection of the ribcage. The buckle position and buckle motion during forward displacement of the dummy can be identified as significant tuning parameters. U1 - 22nd International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationWashington,DC StartDate:20110613 EndDate:20110616 Sponsors:National Highway Traffic Safety Administration KW - Buckles (Fasteners) KW - Crash injuries KW - Deformation KW - Frontal crashes KW - Seat belts KW - Thorax UR - http://www-esv.nhtsa.dot.gov/Proceedings/22/isv7/main.htm UR - https://trid.trb.org/view/1366442 ER - TY - CONF AN - 01573865 AU - Park, Brian T AU - Collins, Lauren A AU - Rockwell, Taryn E AU - Smith, Christina S AU - National Highway Traffic Safety Administration TI - The Newly Enhanced U.S. NCAP: A First Look at Model Year 2011 Ratings PY - 2011 SP - 14p AB - In 2008, the National Highway Traffic Safety Administration (NHTSA) published a notice detailing changes to its New Car Assessment Program (NCAP), a consumer information program that tests and rates vehicles for safety using an easily recognizable 5-star rating system. In recent years, more vehicles were achieving 4- and 5-stars, which led the agency to recognize the need for a tougher rating system that, in keeping with the program’s goal, would encourage continuous advancement of vehicle safety through market forces. With the availability of improved test devices and a better understanding of occupant injuries and crash conditions, the agency was able to develop a more stringent set of criteria for its safety ratings program. The agency began applying this criteria and disseminating the new safety ratings to consumers starting with model year (MY) 2011 vehicles. This paper details changes made to the crashworthiness tests conducted under the NCAP program and provides analyses of crash test results for MY 2011 vehicles tested during the 2010 calendar year. More specifically, this paper shows that the average star ratings assigned to MY 2011 vehicles are lower than those from recent model years. Despite lower star ratings, based on the MY 2011 rating system and comparing to the extent possible data from previous model years, MY 2011 vehicles on a whole are offering consumers lower injury risks (a higher level of crash protection) than the baseline injury risk used within the new rating system. Driver injury results from MY 2007-2010 Frontal NCAP tests will be directly compared to those from MY 2011 NCAP tests. A comparative analysis of injury data and ratings from vehicles known to be compliant with the upgraded Federal Motor Vehicle Safety Standard (FMVSS) No. 214, “Side impact protection,” to those that have not yet been redesigned to meet this upgrade, will also be shown. While some vehicle manufacturers have made changes to comply with the upgraded side impact standard, additional protection for certain body regions may still be needed. The analyses show that while many vehicles are achieving high ratings under the new rating system, others still need to improve their crashworthiness protection. For ease of discussion, the vehicle rating system that applies to MY 2011 vehicles and beyond (NHTSA 2008a) is referred to as the “new” rating system. The system that applies to MY 1990-2010 vehicles (DOT 2007) is referred to as the “old” rating system. It is important to note that while this paper makes injury data comparisons between 2011 and previous model year vehicles, the actual star ratings calculated under the new and old systems should not be compared. U1 - 22nd International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationWashington,DC StartDate:20110613 EndDate:20110616 Sponsors:National Highway Traffic Safety Administration KW - Crashworthiness KW - Impact tests KW - New Car Assessment Program KW - Ratings KW - Vehicle safety UR - http://www-esv.nhtsa.dot.gov/Proceedings/22/isv7/main.htm UR - https://trid.trb.org/view/1366371 ER - TY - CONF AN - 01573864 AU - Thompson, John AU - Cockfield, Samantha AU - Truong, Jessica AU - National Highway Traffic Safety Administration TI - Increasing the Uptake of Key Vehicle Safety Features – a Consumer Focused Approach PY - 2011 SP - 4p AB - In 2006, having developed a successful brand and on-going campaign on which to create demand for more crashworthy cars, (www.howsafeisyourcar.com.au), the Transport Accident Commission (TAC) in Victoria, Australia looked at what opportunities were available to it, to further increase the safety of the Victorian vehicle fleet. The TAC is a government owned and operated, third party injury insurer that invests heavily in road safety initiatives to help meet its legislative responsibility to reduce the incidence and severity of transport injury on Victorian roads. In 2006, evidence around the effectiveness of Electronic Stability Control (ESC) and Curtain Airbags (CA) in reducing crashes and injuries respectively, had firmed, yet compared with European and US vehicles the uptake of these lifesaving features in Australia was very poor. The TAC built a business case to extend its howsafeisyourcar.com.au campaign, to specifically create awareness of and develop demand for ESC and CA. A mass media campaign was developed that included TV, radio and on-line advertising, outdoor billboards and point of sale promotions at events such as the Melbourne Formula 1 Grand Prix and the Melbourne Motorshow. Demonstrating how these usually invisible technologies worked to reduce crashes (ESC) and prevent serious injury (CA). The campaign was launched early in 2007 and continues to be used to this day. Since the development of the campaign, fitment rate of ESC and CA has increased dramatically, with Victoria outstripping the rest of Australia and is comparable to Europe in relation to standard fitment of the technologies. In addition, many vehicle manufacturers have made ESC standard in popular models and most importantly, the Victorian Government announced ahead of all other Australasian jurisdictions, the mandatory fitment of ESC on new cars registered after 31 December 2010. This paper will outline the development of the ESC and CA campaign, the barriers faced along the way, and the outcomes. U1 - 22nd International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationWashington,DC StartDate:20110613 EndDate:20110616 Sponsors:National Highway Traffic Safety Administration KW - Active safety systems KW - Advertising campaigns KW - Air bags KW - Australia KW - Curtain air bags KW - Electronic stability control KW - Safety campaigns KW - Vehicle safety UR - http://www-esv.nhtsa.dot.gov/Proceedings/22/isv7/main.htm UR - https://trid.trb.org/view/1366361 ER - TY - CONF AN - 01573863 AU - Balavich, Karen M AU - Soderborg, Nathan R AU - Lange, Robert C AU - Pearce, Harry AU - National Highway Traffic Safety Administration TI - Deployment Characteristics of Seat Mounted Side Impact Airbags PY - 2011 SP - 10p AB - There are over 230 current model year vehicles in the U.S. market that offer seat mounted side airbag systems. Compared to the considerable amount of crush space present in frontal crashes, the relatively limited amount of crush space available in side crashes creates a challenge for side airbag deployment performance. In the case of seat mounted side airbag technology, when the side impact sensor senses an impact that warrants deployment, it sends a deploy signal to the airbag module located in the outboard seat bolster. The airbag must then deploy from the seat and continue to move into position between the occupant and the interior door surface before the gap closes due to the intruding object. The deployment timing and positioning of the airbag is critical in providing enhanced occupant protection. In this study, 88 front seat mounted side airbag systems from 1999-2010 model year vehicles were analyzed. The side airbag systems included airbags that deploy through seat bolster seams and systems that deploy through discrete seat deployment doors. Of the 88 production seat side airbag systems tested, 38 were equipped with side airbags that provide only thoracic coverage, 27 provided a combination of head and thoracic coverage, and 23 provided thoracic and pelvic coverage. Seventy-eight of the systems were unique; ten of the systems were repeat deployments. The front seats equipped with side airbag systems were mounted on a generic fixture with the outboard seat bolster packaging the airbag placed approximately 100 mm from a Plexiglas reaction surface. The Plexiglas was backed with a grid of 2 inch squares to utilize in film analysis of the deployment. High speed cameras were placed to capture front, profile, and rear views of the airbag deployment. The deployment time intervals associated with initial break out (airbag first becomes visible), two inch extension forward, six inch extension forward and full extension position were recorded. The average deployment time calculated for break out, two inch extension, 6 inch extension, and full extension deployment intervals for the total set of seats was calculated as 3.3 ms, 5.0 ms, 7.3 ms, and 14.9 ms, respectively. The standard deviation characterizing the variation within each deployment interval was calculated as 1.17, 1.17, 1.83, and 5.73 ms, respectively. Further comparisons of average time and variation in timing between types of side airbags (thorax, head/thorax, and pelvis/thorax), deployment mechanisms (through seam vs. discrete door), repeat deployments, and across model years were also made. Discussion regarding the factors that influence the variation in deployment timing among the airbag types, deployment mechanisms, and model year groupings is included. U1 - 22nd International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationWashington,DC StartDate:20110613 EndDate:20110616 Sponsors:National Highway Traffic Safety Administration KW - Air bag deployment KW - Head KW - Pelvis KW - Side air bags KW - Side crashes KW - Thorax UR - http://www-esv.nhtsa.dot.gov/Proceedings/22/isv7/main.htm UR - https://trid.trb.org/view/1366511 ER - TY - CONF AN - 01573862 AU - Paine, Michael AU - Paine, David AU - Newland, Craig AU - Worden, Stuart AU - National Highway Traffic Safety Administration TI - Encouraging Safer Vehicles Through Enhancements to the NCAP Rating System PY - 2011 SP - 13p AB - Since 1999 the Australasian New Car Assessment Program (ANCAP) has tested and rated vehicles using essentially the same protocols as Euro NCAP. This produces a rating out of 5 stars for front occupant (driver and front passenger) protection. More than half of the model ratings published by ANCAP in that time have been based on at least one set of crash test results from Euro NCAP. Crash test data from Europe is therefore an important component of ANCAP model coverage. Euro NCAP recently changed its rating system to encourage better performance in other areas, such as whiplash protection, child occupant protection and pedestrian protection. Euro NCAP also introduced a Safety Assist component of its rating system to encourage certain safety features. The changes to Euro NCAP's rating system, together with the requirements of other World NCAP organisations have been evaluated by ANCAP and a Roadmap has been prepared. This takes into account the automotive regulatory and marketing environments in Australia and New Zealand. The process included consultation with the local automotive industry. This paper describes the changes to the rating system that ANCAP will progressively introduce in coming years. These include recognition of a wide range of vehicle safety features and minimum performance in tests of pedestrian protection, whiplash protection and roof strength. U1 - 22nd International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationWashington,DC StartDate:20110613 EndDate:20110616 Sponsors:National Highway Traffic Safety Administration KW - Australasian New Car Assessment Program KW - Australia KW - Improvements KW - New Zealand KW - Pedestrian safety KW - Ratings KW - Vehicle roofs KW - Vehicle safety KW - Whiplash UR - http://www-esv.nhtsa.dot.gov/Proceedings/22/isv7/main.htm UR - https://trid.trb.org/view/1366358 ER - TY - CONF AN - 01573861 AU - Roberts, H Alex AU - Gilbert, Mickey AU - National Highway Traffic Safety Administration TI - Side-By-Side Utility and Recreational Vehicles—A Safety Analysis PY - 2011 SP - 9p AB - Recently there has been a dramatic increase in the popularity and sales of side-by-side utility and recreational vehicles (sometimes referred to as utility terrain vehicles (UTVs) and recreational off highway vehicles (ROVs). One potential reason for the increased popularity is the perceived additional safety of the side-by-side compared to a standard all terrain vehicle (ATV). These side-by-sides more closely resemble passenger vehicles than ATVs because of such features as a steering wheel, bench or bucket seats, 3 point safety belts, and a roll-cage or protective structure. However, there are increasing numbers of low speed accidents on these vehicles resulting in catastrophic injuries and even deaths. This paper will analyze the causation of these low speed accidents and will address the effectiveness of the safety features of these vehicles at protecting the occupants during such events. This paper will first address the vehicle dynamics involved and their role in the loss of control and tip-over of the vehicle. Secondly, the paper will examine various occupant restraint systems (i.e. belts and the occupant containment envelope) found on these vehicles. Conclusions will be made addressing the shortcomings of some of the current designs, and suggestions at how to improve these will be discussed. U1 - 22nd International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationWashington,DC StartDate:20110613 EndDate:20110616 Sponsors:National Highway Traffic Safety Administration KW - All terrain vehicles KW - Occupant protection devices KW - Recreational vehicles KW - Restraint systems KW - Stability (Mechanics) KW - Vehicle design KW - Vehicle dynamics KW - Vehicle safety UR - http://www-esv.nhtsa.dot.gov/Proceedings/22/isv7/main.htm UR - https://trid.trb.org/view/1366515 ER - TY - CONF AN - 01573769 AU - Yaguchi, Masayuki AU - Omoda, Yuichi AU - Ono, Koshiro AU - Masuda, Mitsutoshi AU - Onda, Kazuhiro AU - National Highway Traffic Safety Administration TI - Traffic Accident Analysis Towards the Development of an Advanced Frontal Crash Test Dummy Indispensable for Further Improving Vehicle Occupant Protection Performance PY - 2011 SP - 13p AB - In this study, authors investigated and analyzed the injured body region and injury type for vehicle occupants from recent traffic accident statistics; that will be a basis to determine what human body regions should be evaluated in the frontal crash test, and what injury parameters should be measured utilizing an advanced test dummy. From the traffic accident statistics of the National Police Agency (NPA) in 2004 to 2008, the number of injured front seat occupants (i.e., drivers and passengers) by injury severity of vehicles damaged on front in the vehicle-to-vehicle accidents and the single vehicle accidents were collected. This then was analyzed by the seatbelt use, gender, and age group. In five years from 2004 to 2008, the fatalities (the sum of drivers and passengers) due to the head and thorax injuries since 2005 tended to decrease conspicuously, whereas fatalities due to abdominal injuries were almost constant except for a slight increasing in 2008 from 2007. Reviewing the fatalities with regard to the seatbelt use, gender, and age group, more frequent injured body regions of the fatalities were the thorax, head, and abdomen. Of these, the most frequent injury types were organ injury on the thorax and abdomen, and skull fracture. Reviewing the fatalities by age group, the fatality rate was highest with injuries on the head in case of under 25 year olds, and was highest on the abdomen in cases of 26-64 year olds and over 65 year olds. According to investigation and analysis in this study, in order to further improve the occupant protection performance during frontal crash, it was suggested that the abdominal injury that is impossible to evaluate in the Hybrid III and the injury measurement capability of the abdomen are particularly requested for a future frontal dummy. U1 - 22nd International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationWashington,DC StartDate:20110613 EndDate:20110616 Sponsors:National Highway Traffic Safety Administration KW - Crash analysis KW - Crash injuries KW - Crash injury research KW - Front seat occupants KW - Frontal crashes KW - Injury classification KW - Injury types KW - Japan KW - Occupant protection devices UR - http://www-esv.nhtsa.dot.gov/Proceedings/22/isv7/main.htm UR - https://trid.trb.org/view/1366327 ER - TY - CONF AN - 01573768 AU - Mallory, Ann AU - Herriott, Rod AU - Rhule, Heather AU - National Highway Traffic Safety Administration TI - Subdural Hematoma and Aging: Crash Characteristics and Associated Injuries PY - 2011 SP - 15p AB - Among motor vehicle crash head injuries, subdural hematomas (SDH) are both frequent and life-threatening, especially for older occupants. Previous research on the mechanism of injury and on the increased vulnerability of older individuals to SDH has focused on the failure of bridging veins, which are one possible source of subdural bleeding. For all age groups, the injury mechanism and injury tolerance for SDH as a result of other bleeding sources has not been addressed. In the current study, two US crash databases were used to compare crash and injury characteristics for SDH cases in different age groups, with a focus on the original source of bleeding. Review of cases from the Crash Injury Research and Engineering Network (CIREN) database showed that both bridging veins and bleeding sources other than bridging veins are responsible for SDH among crash occupants in all age groups. Analysis of weighted data from the National Automotive Sampling System Crashworthiness Data System (NASS CDS) showed that the frequency of isolated SDH increases with age, potentially reflecting an increase in the frequency of SDH caused by bridging vein bleeding, particularly in frontal crashes and among women. SDH accompanied by brain contusions or other potential bleeding sources on the surface of the brain are also common, especially in side impacts and among occupants younger than 70. These cases potentially represent injuries where subdural bleeding came from sources other than bridging veins. Improved definition of SDH injury tolerance for all adult occupants will require a better understanding of the mechanism of injury from sources other than bridging veins, but determination of SDH injury tolerance for older occupants should focus on evaluation of the increasing risk of bridging vein failure with age. U1 - 22nd International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationWashington,DC StartDate:20110613 EndDate:20110616 Sponsors:National Highway Traffic Safety Administration KW - Aging (Biology) KW - Bleeding KW - Crash characteristics KW - Crash injuries KW - Crashes KW - Head KW - Hematoma KW - Injuries KW - Veins UR - http://www-esv.nhtsa.dot.gov/Proceedings/22/isv7/main.htm UR - https://trid.trb.org/view/1365433 ER - TY - CONF AN - 01573767 AU - Wu, Jingshu AU - National Highway Traffic Safety Administration TI - Survival Analysis of Real-World Tire Aging Data PY - 2011 SP - 9p AB - This paper focuses on tire aging and tire failures due to increased chronological tire age, miles driven, and harsher environmental conditions. A fundamental material failure mechanism is presented first to illustrate why tires are aging faster under higher loads or temperatures. Then Kaplan-Meier curves and Logrank tests are used to compare various risk factors that may lead to tire aging. Similarly, Weibull analysis is used to predict the tire failure probability against tire age or mileage. Finally, a Cox proportional hazard model is utilized to explore the tire aging relative risk with statistical significances. It is found that greater chronological tire age, higher mileage, initial tire loads, and manufacturing characteristics or tire types all contribute to tire aging or failures. U1 - 22nd International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationWashington,DC StartDate:20110613 EndDate:20110616 Sponsors:National Highway Traffic Safety Administration KW - Age KW - Aging (Materials) KW - Degradation failures KW - Deterioration KW - Failure KW - Loads KW - Mileage KW - Tire mechanics KW - Tires KW - Types of tires KW - Wear UR - http://www-esv.nhtsa.dot.gov/Proceedings/22/isv7/main.htm UR - https://trid.trb.org/view/1365318 ER - TY - CONF AN - 01573766 AU - Park, Chung-Kyu AU - Morgan, Richard M AU - Digges, Kennerly H AU - National Highway Traffic Safety Administration TI - Analysis of Child Dummy Responses and CRS Performance in Frontal NCAP Tests PY - 2011 SP - 11p AB - The new car assessment program (NCAP) conducted 95 frontal crashes with child dummies in child restraint systems (CRS) in the rear seat. In addition to the two mid-size male dummies in the front seat, there were one or two child dummies in the rear seat area. The child dummies were (1) 12-month-old, (2) 3-year-old, and (3) 6-year-old. The child dummies were restrained in a CRS or a booster. This research focused on comparing the response of the child dummies with the adult dummy. The study examined the dynamic readings of the head acceleration, chest acceleration, chest deflection, and upper neck loading. In terms of the customary injury assessment reference values (IARVs) for the adult and child dummies, the adult dummy had an easier time going under the IARVs than the child dummies. The passing rate for the adult was almost 100% while the passing rate was 60 - 70% for the child dummies. In short, the different dummy sizes in their respective seating location do not show the same relative level of protection as measured by body motion and instrumentation inside the dummy occupant. The 3-year-old and 6-year-old child dummies show relatively elevated head response because their heads are not restrained in the sense that the adult’s head is cushioned by the airbag. Some device or concept is needed to reduce the rotational motion of the head for the forward-facing child. The child dummies do not take advantage of the ride down (connecting the occupant to the initial crushing of the vehicle structure to slow down the occupant) as capably as the adult dummy. Some device or concept - such as the pre-tensioner for the adult in the front seat - is needed to reduce the free motion of the forward-facing child. The motion and response of the 6-year old child dummy appear to vary more than the other crash test dummies. U1 - 22nd International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationWashington,DC StartDate:20110613 EndDate:20110616 Sponsors:National Highway Traffic Safety Administration KW - Child restraint systems KW - Children KW - Dummies KW - Frontal crashes KW - Impact tests KW - Performance tests UR - http://www-esv.nhtsa.dot.gov/Proceedings/22/isv7/main.htm UR - https://trid.trb.org/view/1364526 ER - TY - CONF AN - 01573765 AU - Mukherjee, Sudipto AU - Chawla, Anoop AU - Borouah, Saurabh AU - Sahoo, Debashish AU - Arun, Mike W J AU - Sharma, Girish AU - Shah, Parthiv AU - Ageorges, Christophe AU - National Highway Traffic Safety Administration TI - Dynamic Properties of the Shoulder Complex Bones PY - 2011 SP - 7p AB - This paper reports on a characterization of stress-strain response of the humerus, clavicle and scapula through impact studies followed by property estimation. For the humerus, the modulus obtained for quasi-static tests varies between 0.4 to 18 GPa while the modulus obtained from the drop height of 0.5m varies from 0.7 to 40.5 GPa, that obtained from a drop height of 1m varies from 0.8 to 40.95 GPa and that from the 1.5m drop tests varies from 1.8 to 53 GPa. The increase in modulus with strain rate is consistent with earlier studies including McElahney. U1 - 22nd International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationWashington,DC StartDate:20110613 EndDate:20110616 Sponsors:National Highway Traffic Safety Administration KW - Bones KW - Deformation curve KW - Dynamic tests KW - Impact tests KW - Modulus KW - Shoulder KW - Simulation UR - http://www-esv.nhtsa.dot.gov/Proceedings/22/isv7/main.htm UR - https://trid.trb.org/view/1365888 ER - TY - CONF AN - 01573764 AU - Parker, Donald AU - Mikolajczak, Celina AU - Lange, Robert AU - National Highway Traffic Safety Administration TI - Considerations Regarding Electric and Hybrid Vehicle Safety PY - 2011 SP - 8p AB - Lithium-ion batteries are often the preferred choice for powering rechargeable-battery-operated consumer products due to their high value proposition for cost and energy density. Lithium-ion batteries are also highly reliable. Therefore, lithium-ion battery packs are now finding their way into very complex consumer products including hybrid and electric vehicles. The utilization of lithium batteries in small consumer products is increasing rapidly. However, lithium-ion battery failures can be substantially more energetic than failures of conventional battery units traditionally used in the automotive market, due to higher quantities of stored electrical and chemical energy within lithium-ion cells. The large and complex battery configurations needed for electric and hybrid vehicles and the applications to very demanding automotive operational conditions present new challenges in areas of safety, durability, reliability, and performance. Thus, the risk potential and exposure to new potential technical challenges in a new and demanding operational environment should be considered in the vehicle development process. As new uses are explored, this battery technology must be well understood and thoroughly considered in the context of the new application. U1 - 22nd International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationWashington,DC StartDate:20110613 EndDate:20110616 Sponsors:National Highway Traffic Safety Administration KW - Electric vehicles KW - Hybrid vehicles KW - Lithium batteries KW - Risk assessment KW - Vehicle safety UR - http://www-esv.nhtsa.dot.gov/Proceedings/22/isv7/main.htm UR - https://trid.trb.org/view/1365258 ER - TY - CONF AN - 01573763 AU - Gehre, Christian AU - Stahlschmidt, Sebastian AU - National Highway Traffic Safety Administration TI - Assessment of Dummy Models by Using Objective Rating Methods PY - 2011 SP - 9p AB - The numerical simulation is an inherent process of the development of the passive vehicle safety. Robust and predictable computational models are the base of the successful application of numerical simulations. This study is focused on the assessment of the quality of dummy models used in occupant simulations. The progress of those models was remarkable over the past years. By increasing the quality, the potential of further improvements declines. Hence, the assessment of model improvements and their impact on the quality of simulations is getting more and more complicated. Major improvements of sub-parts do not necessarily improve the overall performance of a model. Therefore, a standardised objective evaluation of models would ease the definition of priorities of model updates. Objective rating tools could help to solve this problem. These tools are calculating the level of correlation between two signals, usually coming from test and simulation. All signal ratings can be merged to a global rating of a loading case. However, the analysis of only one loading case is not sufficient to calculate a reliable and a robust quality score of a dummy model. A more comprehensive approach is required to provide a valid rating for all relevant loading conditions. Furthermore, it must distinguish between good and poor models and should correlate with user experiences. This paper provides guidelines of defining boundary conditions of an overall quality rating of dummy models. The LS-Dyna ES-2 dummy model was used as a demonstrator of the new approach. The study analyses the possibilities of an objective rating tool. Various tests with dummy parts, sled tests as well as dummy certification tests were analysed to define a set of characteristic loading conditions of the ES-2. Furthermore, the extraction of the most relevant dummy responses was an essential part of the evaluation, too. Finally, all defined scenarios were applied to different releases of the same dummy model. The calculated quality scores were verified with the experiences of users of the model. The findings of this feasibility study are limited to the LS-Dyna ES-2 model. However, they can easily be transferred to other ES-2 models. If another side impact dummy or a dummy for a different crash scenario (e.g. frontal impact) is used, then the selection of loading cases and signals must be revised. U1 - 22nd International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationWashington,DC StartDate:20110613 EndDate:20110616 Sponsors:National Highway Traffic Safety Administration KW - Component tests KW - Computational models KW - Crash victim simulation KW - Dummies KW - Performance tests KW - Sled tests KW - Validation KW - Vehicle tests UR - http://www-esv.nhtsa.dot.gov/Proceedings/22/isv7/main.htm UR - https://trid.trb.org/view/1365453 ER - TY - CONF AN - 01573762 AU - German, Alan AU - Dalmotas, Danius AU - Comeau, Jean-Louis AU - National Highway Traffic Safety Administration TI - Crash Pulse Data from Event Data Recorders in Rigid Barrier Tests PY - 2011 SP - 12p AB - In recent years, major advances in field data collection and analysis have been achieved through the integration of real-world vehicle crash data captured by on-board, electronic, event data recorders (EDRs). For some time, data has been publicly available from EDR’s in General Motors, Ford, and Chrysler vehicles. Recently, Toyota has provided a proprietary tool through which researchers can access EDRs installed in their vehicles. The current study looks at the crash data that are available and explores the accuracy of this information. The study uses a series of staged collisions with EDR-equipped vehicles and compares data downloaded from these devices to equivalent information captured by laboratory instrumentation. Full-frontal crash tests, conducted by Transport Canada, at 48 km/h into a rigid barrier are used. The results show generally good agreement between the two datasets, with some limitations in the EDR-reported data being noted. These comparisons of data obtained from on-board vehicle EDRs, with equivalent information collected using sophisticated laboratory instrumentation, provide a valuable measure of confidence in the use of similar data collected from real-world events. U1 - 22nd International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationWashington,DC StartDate:20110613 EndDate:20110616 Sponsors:National Highway Traffic Safety Administration KW - Crash data KW - Crash pulse KW - Event data recorders KW - Impact tests KW - Real world data KW - Rigid barrier tests KW - Velocity UR - http://www-esv.nhtsa.dot.gov/Proceedings/22/isv7/main.htm UR - https://trid.trb.org/view/1364776 ER - TY - CONF AN - 01573761 AU - Marx, Edmund AU - Bieck, Werner AU - Mousel, Thierry AU - National Highway Traffic Safety Administration TI - Impactor Development for the Assessment of Active Pedestrian Protection Systems PY - 2011 SP - 15p AB - Although pedestrian protection regulation does not yet cover the complete testing of active protection systems, Euro NCAP introduced in 2011 a pop-up hood test protocol. Part of this assessment is a physical impact of a leg impactor against the vehicle front-end at the system’s lower deployment threshold speed to test the sensing systems’ response. As the leg impactors used for injury assessment are not suitable for sensor testing, some first generation "sensor assessment impactors" were developed. Three of them can be selected within the Euro NCAP testing: IEE lower limit impactor, PDI, TRL SensorLeg. But as each of these impactors has certain limitations, further research was needed to develop an impactor reproducing a representative human impact. This paper describes the development of an enhanced impactor with the highest possible level of abstraction, representing an appropriate effective mass not depending on the vehicle front-end geometry, showing human-like material properties and suitable for testing the "lower limit" case. The "lower limit" is defined as the lowest possible impact imprint that a sensing system must detect in a pedestrian-vehicle collision. A first step in the development is based on LSDYNA MADYMO coupled simulations where collisions between various MADYMO model statures (six-year-old child, 5% female, slim tall male, 50% male) and a variable test rig are evaluated. The test rig consists of variable load paths representing hood leading edge, lower bumper stiffener and the crossbeam area. In a second step, calculations are performed with an IEE in-house finite element human pedestrian model that is based on a driver knee-thigh-hip model which was further developed to a pedestrian model. This model was also scaled to represent the same adult pedestrian statures as mentioned above. Both simulation results were cross-checked and resulting differences were elaborated in a sensitivity analysis regarding knee-joint bending, knee-joint shear stiffness and contact stiffness of the MADYMO models. The resulting impactor with a mass of approximately 6.6 kg at maximum abstraction level represents the lower limit against a wide range of different vehicle front-end designs. Omitting the knee joint allows the representation of the lower limit stature, which can be the 5th percentile female, the slim tall male or the six-year-old child, depending on the front end geometry. The impactor has a flexible robust core and the tissue is made of PU material replicating human tissue characteristics. The impactor can be shot with a propulsion system or used in driving tests. The applicability of the impactor may be restricted for low bumper vehicles with a sensor mounting height below 400 mm above road level. As the development of active protection systems including A-pillar airbags is ongoing, there is a pressing need for defining procedures testing the sensors triggering these systems. A "lower limit" impactor properly reproducing pedestrian-bumper interaction in a realistic way is a crucial element within such tests. U1 - 22nd International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationWashington,DC StartDate:20110613 EndDate:20110616 Sponsors:National Highway Traffic Safety Administration KW - Active safety systems KW - Hoods KW - Impact tests KW - Legform impactors KW - Pedestrian-vehicle crashes KW - Pedestrians KW - Protection UR - http://www-esv.nhtsa.dot.gov/Proceedings/22/isv7/main.htm UR - https://trid.trb.org/view/1364523 ER - TY - CONF AN - 01573760 AU - Vogt, Florian AU - Fevriér, Pierre AU - National Highway Traffic Safety Administration TI - Measurements of the Grip Level and the Water Film Depth for Real Accidents of the German In-Depth Accident Study (GIDAS) PY - 2011 SP - 10p AB - The grip between the road surface and vehicle tires is the physical basis for the moving of all vehicles in road traffic. In case of an accident the available grip level is one of the most relevant influence factors, influencing the causation and the procedure of the accident. However, the estimation of the grip level is not easy and therefore, is commonly not done on the accident scene. This is especially true for the measurement of the water depth. Until now, real accident databases provide no measurement data about the grip level and the water film depth and thus, the estimation of its influence is not possible yet. From the tyre manufacturers point of view, it is important to know about the road conditions (namely grip level, macro-texture, water depth, temperature) at the accident scene, as well as the operating conditions of the vehicles (braking, loss of control, speed, etc). These data are necessary to define relevant tyre traction tests for the end-user and for regulations. For this reason VUFO and Michelin developed a consistent method for the measurements of grip level and water depth for the accidents of the GIDAS database. The accident research team of Dresden, which documents about 1000 accidents with at least one injured person every year, is measuring the micro-roughness and the macro-roughness directly on the spot. For the measurement of the micro-roughness a Skid Resistance Tester (British Pendulum) is used. The Mean Texture Depth (describing the macro-roughness) is measured by the Sand Depth Method. Since June 2009, measurements for more than 700 accidents including 1200 participants have been carried out. In case of wet or damp road conditions during the accident, the water depth is measured additionally. Therefore VUFO and Michelin developed a special measurement device, which allows measurements with an accuracy of 1/10 millimetre. The measurement point at the accident scene is clearly defined and thus, the results are comparable for all different accidents and participants. The use of the GIDAS database and the accident sampling plan allows representative statements for the German accident scenario. With this data it is possible for the first time to have an accurate view of the road conditions at the accident scene. One possibility is a more detailed estimation of hydroplaning accidents using the actually measured water depths. The development of new testing methods and new tires can be based on the real situation of the road infrastructure. Furthermore, the combination of the technical GIDAS data and the measured road surface properties can also be used for the estimation of effectiveness of several safety systems like the brake assist and/or emergency braking systems. The calculation of a reduced collision speed due to the use of a brake assist is only one example for the application of real measured grip level data. U1 - 22nd International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationWashington,DC StartDate:20110613 EndDate:20110616 Sponsors:National Highway Traffic Safety Administration KW - German In-Depth Accident Study KW - Germany KW - Highway factors in crashes KW - Hydroplaning KW - Road conditions KW - Skidding KW - Surface course (Pavements) KW - Water depth UR - http://www-esv.nhtsa.dot.gov/Proceedings/22/isv7/main.htm UR - https://trid.trb.org/view/1365298 ER - TY - CONF AN - 01573759 AU - Zini, Gustavo AU - National Highway Traffic Safety Administration TI - Why Should Aluminum Continue to Replace Steel in Cars? an LCA (Life Cycle Assessment) Comparison PY - 2011 SP - 12p AB - “To achieve more sustainable production and consumption patterns, we must consider the environmental implications of the whole supply-chain of products, both goods and services, their use, and waste management, i.e. their entire life cycle from ‘cradle to grave’ ”. (Preface to the ILCD Handbook: General guide for Life Cycle Assessment). Though conventional wisdom states that more fuel-efficient vehicles are lighter and smaller, yet less safe than their less fuel-efficient counterparts, another point of view will be shown. Aluminum and other materials have proven to replace steel with a good trade-off of fuel efficiency against safety. Yet steel is predominant in mass production automobiles, representing around 65% of their weight. The reasons behind this choice could be explained through both cost effectiveness and technology expertise, but they will not be thoroughly analyzed in this paper. However, it can be argued that a complete assessment of the ecological impact of using aluminum instead steel has not been done up till now, or at least has not been taken into full consideration. The use of lighter yet impact-efficient materials will certainly improve both safety and fuel economy, so a comprehensive study in this issue is proposed. Therefore, this paper will compare the LCA (Life Cycle Assessment) of two different cars, one with a steel chassis group and body-in white, and another one having these parts made out of aluminum. This comparison has already been made by the University of California. Nevertheless, a different approach is hereby proposed, so that both conclusions can be contrasted. To conclude, a new LCA model will be developed, and two hypothetical vehicles will be compared on a theoretical approach, pointing out some aspects that should be developed thoroughly within the corresponding settings and using appropriate resources. U1 - 22nd International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationWashington,DC StartDate:20110613 EndDate:20110616 Sponsors:National Highway Traffic Safety Administration KW - Aluminum KW - Energy consumption KW - Greenhouse gases KW - Life cycle analysis KW - Steel KW - Vehicle bodies KW - Vehicle design KW - Vehicle weight UR - http://www-esv.nhtsa.dot.gov/Proceedings/22/isv7/main.htm UR - https://trid.trb.org/view/1365259 ER - TY - CONF AN - 01573758 AU - Lee, Kwang-Bum AU - Lee, Jae-Wan AU - Kim, Jong-Soo AU - Yong, Gee-Joong AU - National Highway Traffic Safety Administration TI - A Study of Fuel System Integrity and Electric Safety of HFCV PY - 2011 SP - 9p AB - This research consists of two parts. The first part is to evaluate the fire risk due to the hydrogen leakage or diffusion from the hydrogen storage system. The second part is to verify compliance with the fuel leakage limit of a hydrogen fuel cell vehicle in the event of collision. To evaluate the fire risk of the fuel storage and delivery system in a hydrogen fuel-cell vehicle, sensors were installed at locations where leaking hydrogen was likely to be trapped. These sensors were installed in the engine compartment, the occupant compartment and in the rear of a vehicle. The fuel processing system and fuel-cell stacks were located in the engine compartment. The behavior of leaking hydrogen was investigated when a vehicle was at rest, moving, and after shut-down caused by hydrogen leakage. In some areas the concentration reached up to 4%. The optimization of the number of sensors and locations was also investigated for effective detection. To assess the vehicle fuel system integrity and electrical safety in the event of a crash, three different crashes were carried out. One full frontal impact test at the speed of 48 km/h, one side impact test at the speed of 50 km/h with a deformable moving barrier, and one rear impact test at the speed of 48 km/h with a moving barrier were conducted. The hydrogen fuel storage systems were filled to 90 % of the nominal working pressure with helium gas at each test. Even though the hydrogen fuel cell vehicle subject to tests was equipped with crash sensors that enabled the high pressure valve of the storage container to be closed automatically in the event of a crash; all crash sensors were removed to simulate severe test conditions in these experiments. After each crash, the amounts of hydrogen leakages were measured, and electrical safety was examined. In this experiment 8 research institutes, including the Korea Automobile Testing and Research Institute, Hyundai Motor Company, took part. This project was supported by the Ministry of Land, Transportation and Maritime Affairs of the Republic of Korea. U1 - 22nd International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationWashington,DC StartDate:20110613 EndDate:20110616 Sponsors:National Highway Traffic Safety Administration KW - Fuel cell vehicles KW - Fuel storage and delivery devices KW - Fuel systems KW - Hydrogen fuels KW - Impact tests KW - Leakage KW - Safety KW - Vehicle electrical systems UR - http://www-esv.nhtsa.dot.gov/Proceedings/22/isv7/main.htm UR - https://trid.trb.org/view/1365257 ER - TY - CONF AN - 01573757 AU - Yoon, Yong-Won AU - Kim, Gyu-Hyun AU - Lim, Jae-Moon AU - Park, Gyun-Jin AU - National Highway Traffic Safety Administration TI - Evaluation of Usefulness and Repeatability for Pedestrian Protection Flex-PLi PY - 2011 SP - 7p AB - Pedestrian-vehicle traffic accidents are a globally recognized safety concern. UN/ECE/WP29 established the Global Technical Regulation (GTR) for pedestrian safety on 12 November 2008. GTR is expected to significantly reduce the injuries of pedestrians in the event of frontal impacts. Recently, a new pedestrian lower legform named Flex-PLi has been developed for the body model of the human lower leg. Flex-PLi is introduced, and the characteristics of the model are identified through a comparison study with an existing lower legform. Usability, durability and repeatability are evaluated by using real vehicle impact tests. Moreover, the model is examined by considering the possibility of its application to pedestrian safety GTR phase 2. U1 - 22nd International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationWashington,DC StartDate:20110613 EndDate:20110616 Sponsors:National Highway Traffic Safety Administration KW - Durability KW - Flexible Pedestrian Legform Impactor KW - Impact tests KW - Pedestrian safety KW - Pedestrian-vehicle crashes KW - Pedestrians KW - Protection KW - Repeatability KW - Usability UR - http://www-esv.nhtsa.dot.gov/Proceedings/22/isv7/main.htm UR - https://trid.trb.org/view/1364437 ER - TY - CONF AN - 01573756 AU - Lee, Hong Guk AU - Park, Hwan Seo AU - Yoo, Song Min AU - National Highway Traffic Safety Administration TI - LDWS Performance Study Based on Human Factors PY - 2011 SP - 8p AB - In order to reduce fatal traffic accidents by up to 50%, various tools are being developed for the safer operation of vehicles on the road. A serious portion of accidents are believed to be the result of driving across the lane due to either negligence or drowsiness of the driver. As a prior step to a lane keeping system (LKS) which enforces a vehicle to run within its current lane, a lane departure warning system (LDWS) is developed to warn a driver before it moves over to the next lane unintentionally and is being widely installed by vehicle manufacturers or sold as an aftermarket product. Even though a LDWS is believed to prevent accidents and reduce fatalities by 25% and 15% respectively, its effectiveness in performance is yet to be confirmed in many aspects. A LDWS is designed to issue a warning within the tolerance limits defined on both sides of the lane boundary so that the driver would take an evasive maneuver back to the original lane and securing a safe gap against vehicles moving in the adjacent lane. Since the driver may not perceive and respond properly due to human delay in recognition and in response, the warning may not be triggered early enough. In this study, the vehicle lateral locations relative to the warning zone envelop (earliest and latest warning zone defined in the International Organization for Standardization (ISO) standard, Economic Commission for Europe (ECE) and National Highway Traffic Safety Administration (NHTSA) regulations) are compared with respect to the various factors including delays, vehicle velocity, and vehicle heading angle with respect to the lane. Since a LDWS is designed to be activated a velocity over 60 km/h, vehicle velocity range for the study is set to be from 60 to 100 km/h. The vehicle heading angle (yaw angle) is set to be up to 5 degrees away from the lane (abrupt lane change) considering the standard for a lane change test using a double lane-change test specification. There are no solid guidelines for human perception and response delay for an imminent accident. A tentative delay of up to 2.0 seconds is found from an emergency braking case study for accident perception while a 0.54 to 0.73 second range actuation delay is necessary. Even though a further study may follow for the assessment of human delays in a more systematic approach, a preliminary study still suggests that a LDWS might not be sufficient enough to issue a proper warning for drivers. A thorough knowledge of human factors related to the system is needed in order to understand the limits of a LDWS and to facilitate the technology of a LKS. U1 - 22nd International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationWashington,DC StartDate:20110613 EndDate:20110616 Sponsors:National Highway Traffic Safety Administration KW - Automatic steering control KW - Human factors KW - Lane departure warning systems KW - Lane keeping KW - Traffic crashes UR - http://www-esv.nhtsa.dot.gov/Proceedings/22/isv7/main.htm UR - https://trid.trb.org/view/1364326 ER - TY - CONF AN - 01573755 AU - Shah, Chirag AU - Harn, Wen-Ren AU - Zhou, Hong AU - Klessen, Christian AU - Zhu, Fuchun AU - Kant, Robert AU - National Highway Traffic Safety Administration TI - A New Advancement in Pedestrian Safety: Finite Element (FE) Modeling of the FLEX-PLI GTR PY - 2011 SP - 10p AB - The lower limb is one of the most frequently injured body regions in crashes involving pedestrians. A biofidelic FLEXible-Pedestrian Legform Impactor Global Technical Regulations (FLEX-PLI GTR) device has been developed with aim to advance global pedestrian safety regulations. It has been achieved under directions of the Flex-PLI Technical Evaluation Group (FLEX-PLI TEG). The FLEX-PLI GTR device is the latest development and successor of the earlier GT version. The FLEX-PLI GTR device has three major regions: femur, knee and tibia. Central to the device are solid bone cores made of fiberglass representing tibia and femur bones. These bone cores have bending moment measuring capabilities at several locations along their axes. They are encased with segmental structures to achieve flexible human-like bending behavior during pedestrian crashes. The outermost skin and flesh of the device consists of several rubber and neoprene foam layers. The knee region contains two knee blocks representing human like knee and has ligament elongations measuring capabilities to be used as injury criteria in regulations. This paper documents the development and dynamic validations of the FLEX-PLI GTR FE models from its hardware counterpart. The models have been developed in four widely used FE codes that are LSDyna, Pam-Crash, Abaqus, and Radioss. The geometry and inertia properties of the models are obtained from available drawings and hardware. The connectivity and structural integrity of the models are established by experiments and verified against hardware. The material properties of the models are implemented from material test data. These models are then validated against a variety of dynamic loading cases at component, assembly, and full legform levels. The femur and tibia bone bending moments and knee ligament elongations from the model output are compared to test data to evaluate model performance and injury predictability. A description of the model development is restricted to LS-Dyna FE code. However, model validation results are extended to include all four FE codes. The FLEX-PLI GTR models revealed very promising performance in all validation cases and can be potentially used in future pedestrian safety regulations. The models were found to be very cost effective (in terms of CPU times) and reliable for pedestrian safety simulations. U1 - 22nd International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationWashington,DC StartDate:20110613 EndDate:20110616 Sponsors:National Highway Traffic Safety Administration KW - Finite element method KW - Flexible Pedestrian Legform Impactor KW - Leg KW - Pedestrian safety KW - Pedestrian-vehicle crashes KW - Pedestrians UR - http://www-esv.nhtsa.dot.gov/Proceedings/22/isv7/main.htm UR - https://trid.trb.org/view/1364438 ER - TY - CONF AN - 01573754 AU - Mukherjee, Sudipto AU - Chawla, Anoop AU - Marwah, Kartik AU - Grover, Lucky AU - Keishing, Joel AU - National Highway Traffic Safety Administration TI - Dynamic Properties of Human Cancellous Bones PY - 2011 SP - 4p AB - A micro drop system consisting of an impactor supported by twin parallelogram linkages was designed to enable a guided drop height as low as 10mm. The system has been used to measure dynamic compressive response of human cancellous bone for strain rates of 135/s, 150/s and 175/s. The percentage variation of Young’s modulus from its mean value of 0.083GPa obtained at these strain rates is 54.5%, which is significant, suggesting that bones become stiffer during severe impacts. U1 - 22nd International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationWashington,DC StartDate:20110613 EndDate:20110616 Sponsors:National Highway Traffic Safety Administration KW - Bones KW - Drop tests KW - Dynamic response KW - Impact tests KW - Mechanical properties KW - Modulus of elasticity KW - Pedestrian-vehicle crashes KW - Strain rate KW - Young's modulus UR - http://www-esv.nhtsa.dot.gov/Proceedings/22/isv7/main.htm UR - https://trid.trb.org/view/1364522 ER - TY - CONF AN - 01573753 AU - Van Auken, R M AU - Zellner, J W AU - Silberling, J Y AU - Sugimoto, Yoichi AU - Urai, Yoshihiro AU - National Highway Traffic Safety Administration TI - Progress Report on Evaluation of a Pre-Production Head-On Crash Avoidance Assist System Using an Extended “Safety Impact Methodology” (SIM) PY - 2011 SP - 15p AB - NHTSA reported that in 2006, 9.8% of fatal crashes and 4.1% of injury crashes were head-on crashes (Traffic Safety Facts 2006). Honda has developed a pre-production Head-on Collision Avoidance Assistance System (H-CAAS) intended to detect, warn and mitigate specific crash types, including a severe, primary crash type in which the subject vehicle drifts laterally into the path of an on-coming vehicle, typically as a result of driver inattention (due to, e.g., distraction, drowsiness or alcohol impairment). The goal of this research is to estimate H-CAAS safety benefits, at a national level, focusing on both primary and secondary technology relevant crash types (TRCT’s). This paper provides a progress report on the evaluation of US-level safety benefits of H-CAAS, based on the Safety Impact Methodology (SIM) tool developed by Honda and DRI and extended under Cooperative Agreements with NHTSA, as well as a description of recent extensions of the SIM itself. The SIM developed by Honda and DRI applies computer simulations of the driver-vehicle-environment, involving time-space relationships between the subject vehicle and a collision partner, and predicts crash, injury and fatality outcomes, with and without the Advanced Collision Avoidance Technology (ACAT) countermeasure, for a sample of NASS/CDS cases; and a systems model to extend the sample results to the national level, in order to estimate effectiveness and safety benefits of the countermeasure in terms of crash, injury, and fatality reductions. Data sources include NHTSA FARS, NASS/CDS, GES, and PCDS accident data; vehicle parameter and exposure data (e.g., from Polk vehicle registration data); and countermeasure-specific data from objective tests. For the H-CAAS evaluation, results from previous driving simulator objective tests involving n=9 distracted drivers and n=10 drowsy drivers were used to parameterize, calibrate and validate the SIM tool. The SIM was then used to estimate US-level safety benefits of H-CAAS. Results of extending the SIM include the addition of a simplified head-on accident reconstruction module which takes into account the generally large closing speeds, approximately 180 degree relative heading angles and the relatively small lateral offsets and drift rates of sampled head-on crashes; and substantial upgrades of the Guided Soft Target collision partner test system, in terms of a more realistic 2nd generation soft body and greater operating speed and range. The extensions to the SIM have resulted in a more robust, accurate and widely applicable suite of tools for estimating safety benefits of advanced safety technologies at a national level. A limitation of the SIM tool is that the uncertainty bounds associated with the estimates include some but not all sources of uncertainty. U1 - 22nd International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationWashington,DC StartDate:20110613 EndDate:20110616 Sponsors:National Highway Traffic Safety Administration KW - Benefits KW - Crash avoidance systems KW - Crash phases KW - Crash reconstruction KW - Safety KW - Safety Impact Methodology UR - http://www-esv.nhtsa.dot.gov/Proceedings/22/isv7/main.htm UR - https://trid.trb.org/view/1364408 ER - TY - CONF AN - 01573752 AU - Niewöhner, Walter AU - Roth, Franz AU - Gwehenberger, Johann AU - Gruber, Christian AU - Kuehn, Matthias AU - Sferco, Raimondo AU - Pastor, Claus-Henry AU - Nagel, Uwe AU - Stanzel, Michael AU - National Highway Traffic Safety Administration TI - Proposal for a Test Procedure of Assistance Systems Regarding Preventive Pedestrian Protection PY - 2011 SP - 9p AB - This paper presents a proposal for a test procedure regarding preventive pedestrian protection based on accident analysis. Over the past years pedestrian protection has become of increasing importance also during the development phase of new vehicles. After a phase of focusing on secondary safety, there are current activities to detect a possible collision by assistance systems. Such systems have the task to inform the driver and/or automatically activate the brakes. How practical is such a system? In which kind of traffic situations will it work? How is it possible to check the effectiveness of such a system? To test the effectiveness, currently there are no generally approved identifiable procedures. It is reasonable that such a test should be based on real accidents. The test procedure should be designed to test all systems, independent of the system’s working principle. The vFSS group (advanced Forward-looking Safety Systems) was founded to develop a proposal for a technology independent test procedure, which reflects the real accident situation. This contribution presents the results of vFSS. The developed test procedure focuses on accidents between passenger cars and pedestrians. The results are based on analysis results of in-depth databases of GIDAS, German insurers and DEKRA and added by analysis of national and international statistics. The in-depth analysis includes many pre-crash situations with several influencing factors. The factors are, e. g. speed of the car, speed of the pedestrian, moving direction and a possible obscuration of the pedestrian by an object. The results comprise also the different situations of adults and children. Furthermore, they include details regarding influence of the lighting conditions (daylight or night) especially with respect to the accident consequences. In fact, more accidents happen at daylight, but fatal accidents are more often at night. A clustering of parameter combinations was found which represents typical accident scenarios. There are six typical accident scenarios which were merged in four test scenarios. The test scenarios are varying the starting position of the pedestrian, the pedestrian size (adult or child) and the speed of the pedestrian, whereas the speed of the car will not be varied. To ensure the independence from used sensing technologies it is necessary to use a suitable dummy. For example, if sensors are based on infrared, the dummy should emit the temperature of a human being. The test procedure will identify the collision speed as the key parameter for assessing the effectiveness of the tested system. The collision speed is defined as the reduction between initial test speed of the car and impact speed. The assessment of the speed reduction value regarding the safety benefit, however, will be part of a separate procedure. U1 - 22nd International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationWashington,DC StartDate:20110613 EndDate:20110616 Sponsors:National Highway Traffic Safety Administration KW - Crash analysis KW - Driver support systems KW - Germany KW - Pedestrian safety KW - Pedestrian-vehicle crashes KW - Pedestrians KW - Protection KW - Test procedures UR - http://www-esv.nhtsa.dot.gov/Proceedings/22/isv7/main.htm UR - https://trid.trb.org/view/1364409 ER - TY - CONF AN - 01573751 AU - Eigen, Ana Maria AU - Opiela, Kenneth S AU - National Highway Traffic Safety Administration TI - Unintended Benefits of the National Motor Vehicle Crash Causation Study: a Highway Perspective PY - 2011 SP - 11p AB - Since its inception, the National Highway Traffic Safety Administration (NHTSA) has been concerned with providing the most complete and technologically feasible crash data collection. The collaboration with the Federal Highway Administration (FHWA) also dates back to the inception of the data sets. Funding issues and interest of primary users have limited coded infrastructure variables and attributes. In 2005, NHTSA embarked upon the congressionally-mandated National Motor Vehicle Crash Causation Study (NMVCCS) data collection. With on-scene reporting, nearly crashtime graphic data became available to end-users. In 2008, the Fatality Analysis Reporting System (FARS) published the first geographical coordinates for its cases. This eventually resulted in the rerelease of data from 2001 through 2007. Although not temporally compatible, those interested in infrastructure and relevant elements would be able to complement the coded variables and attributes. The improved graphic reporting was noted in the National Automotive Sampling System (NASS) Crashworthiness Data System (CDS) pursuant to 2007 and potentially drawing from the NMVCCS model. This paper offers an approach to mine, previously unconsulted NMVCCS data, rooted in precedent and established using FARS and NASS CDS. Using new data sources, the safety community might yield additional insights about crashes and the influence of various factors. In the narrowest sense, the findings might support the knowledge derived from crash testing and the limited extent of in-service evaluations of roadside safety elements that have been undertaken to date. As a natural by-product, this paper suggests that aggregated knowledge might populate an infrastructure dataset to aid those involved in roadway design, especially those addressing roadway departure issues, as supported by the overwhelming FARS incidence. During the feasibility study to identify the roadway elements and the value of image review, the digital image information has been enlightening. Tangentially, unlike NHTSA, FHWA may reference the unweighted data sets, as this furthers understanding of crash causation rather than underpinning rulemaking activities, thereby maximizing the use of unweighted NMVCCS data, predating the sampling plan. In the past, FWHA has consulted state-reported roadway features inventories and their resulting crashes when possible, aspiring to a macro view of roadside element description. As inconsistencies exist in the way that data has been collected, stored, and eventually processed at the state-level, this study seeks to review untapped digital images from national crash reporting, filling a void present in roadway design using a micro approach of roadside element description based upon crash scene locations. The present study seeks to address highway safety data needs by leveraging new data resources and tools. U1 - 22nd International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationWashington,DC StartDate:20110613 EndDate:20110616 Sponsors:National Highway Traffic Safety Administration KW - Crash causes KW - Crash data KW - Data mining KW - Fatal Accident Reporting System KW - Highway safety KW - National Automotive Sampling System - Crashworthiness Data System KW - National Motor Vehicle Crash Causation Survey KW - Ran off road crashes UR - http://www-esv.nhtsa.dot.gov/Proceedings/22/isv7/main.htm UR - https://trid.trb.org/view/1365321 ER - TY - CONF AN - 01573750 AU - Gibson, Tom AU - Clarke, Amy AU - Pisaniello, Lui AU - Stephan, Marcel AU - Fusco, Lino AU - Judd, Robert AU - National Highway Traffic Safety Administration TI - Evaluation of an Improved Performance Anti-Submarining Seat Belt System PY - 2011 SP - 13p AB - The objective of the present study is to evaluate a development of the conventional seat belt, offering improved control of anti-submarining and chest loads especially for smaller occupants. The seat belt continues to be the prime safety system fitted to automobiles. Crash injury data indicates that performance improvements continue to be required, particularly in the rear seat and with smaller occupants in the areas of anti-submarining, adaptation to smaller occupants (such as children making the transition from using child restraints) and chest loads. World interest in simple low cost, lightweight vehicles for use in developing countries is emphasising this need. The new belt system, the Lifebelt, retains similar belt geometry to current seat belt systems but with an extension of the seat belt webbing in a continuous loop around the upper thighs. It makes use of many available belt system components, and has the potential to allow a simple lightweight seat belt system with acceptable performance, without some of the complex add on systems now being used. The evaluation began with static fit trials and then used dynamic sled testing under frontal crash test conditions similar to regulatory crash tests (50 km/h and 30g pulse). A number of sled tests (n=20) were carried out in front and rear seat configurations and with different seat structures reflecting current production as well as simplified seating. The new system was compared to conventional belt systems in typical seats and belt geometries. HIII 50M and HIII 5F dummies were used to assess the effect of occupant size, with the small female having the greater tendency to submarine. Anti-submarining effectiveness was assessed from video and with belt motion monitored by iliac spine force transducers, as used for Japan NCAP testing. The enhanced system retains similar belt geometry and occupant use to current belt systems, with some changes to the seat structure for installation. The new belt with the extra continuous lap loop was shown to give a high level of anti-submarining performance while at the same time retaining good occupant kinetics and keeping the chest loads within acceptable limits. The system is able to reduce the need for add on components (such as the in seat anti-submarining ramp and pretensioners), which are required to give current, conventional seat belts acceptable performance. U1 - 22nd International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationWashington,DC StartDate:20110613 EndDate:20110616 Sponsors:National Highway Traffic Safety Administration KW - Front seat occupants KW - Impact tests KW - Performance tests KW - Proof of concept KW - Rear seat occupants KW - Seat belts KW - Submarining UR - http://www-esv.nhtsa.dot.gov/Proceedings/22/isv7/main.htm UR - https://trid.trb.org/view/1364631 ER - TY - CONF AN - 01573749 AU - Dávila, Arturo AU - Nombela, Mario AU - National Highway Traffic Safety Administration TI - Development of a Test Tool to Analyse Airbag Induced Injuries PY - 2011 SP - 11p AB - Currently, the airbag is the most important and effective restraint system available on the market. Nevertheless, its activation is related to some facial, ocular and auditory injuries. The principal objective of this project was to develop an evaluation tool capable of predicting injuries to the face. The project was designed because previous research shows that the above-mentioned injuries occur under velocities that vary in the limits of activation/no activation set by each manufacturer (delta V (ΔV) < 48 km/h). The majority of these injuries occur in frontal impacts where the interaction between driver and airbag is the greatest. Furthermore, shorter occupants (<1.60 m) tend to receive the most severe injuries due to their proximity to the airbag. The most common injuries are facial, ocular and skin abrasion. The noise produced by an activating airbag is generally over the safe limit for a person, and can cause permanent damage to the internal ear. The explosion is generated by the chemical reaction of gases that may produce intoxication or skin injury. Therefore, the first task of this project was to evaluate the injury map related to airbag activation in frontal impact, although other configurations were considered. A revision of the state of the art and the direct relation with possible facial, ocular and auditory injuries and intoxication was also performed. The next task was to develop a set of testing procedures for the evaluation of the established injuries that airbag deployment causes to the occupants. To finalize, an assessment of the developed tools and protocols was made. The project activities focused on the development of a measuring system designed to predict facial and ocular injuries resulting from blunt impacts during contact with the airbag, estimating the risk of suffering facial bone fractures or severe ocular injury. This was accomplished through a special mask that measures the pressure applied at specific points of the head, such as nose tip, eyes, eyebrows, jaw, etc. To estimate the risk of auditory injury, a specially designed dummy head made use of special microphones to measure the sound and pressure levels found in the cabin during airbag activation. This head can be used both in static and dynamic tests. For intoxication and skin abrasion injuries, a protocol and a tool to measure the amount of toxic gases released from the explosion of the airbag was developed. In this particular case, the most relevant toxic gases were selected and the adequate instrumentation established for the development of the test. With the three elements combined, an overall evaluation on the severity of the airbag system to be assessed can be made, allowing manufacturers and designers to create more effective yet non-injurious systems. The results of the project are in line with the proposed objectives, and the developed tools and the protocols are good enough to provide a more stringent evaluation of restraint systems and will also help in research regarding injury mechanisms in various accident configurations. U1 - 22nd International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationWashington,DC StartDate:20110613 EndDate:20110616 Sponsors:National Highway Traffic Safety Administration KW - Air bags KW - Crash injury research KW - Ear KW - Eye KW - Face KW - Frontal crashes KW - Head KW - Nose KW - Skin injuries KW - Test procedures UR - http://www-esv.nhtsa.dot.gov/Proceedings/22/isv7/main.htm UR - https://trid.trb.org/view/1364737 ER - TY - CONF AN - 01573748 AU - Friedman, Donald AU - National Highway Traffic Safety Administration TI - One Size Doesn't Fit All PY - 2011 SP - 6p AB - Modern passenger cars and trucks are designed for the young 50th percentile male and adjustments are provided to accommodate the 5th to 95th percentile occupant. However, the accommodating seating and occupant protection systems are grossly inadequate for the smaller people and the 30% of the U.S. population who are obese, as well as those with the diminished muscular strength and increased fragility of age. The same considerations apply to the optional inclusion of driver aids. Automotive design staffs rarely include professionals over the age of sixty because mass marketing focuses on the young to middle aged population. But the population is aging and life expectancy now reaches to the eighties. Cars can now be purchased with a myriad of options but none include a senior package. Aftermarket sales of sunroofs, electronics, etc., and even limousine conversions are commonplace but no design effort has focused on an occupant protection package for these smaller, aging, older, fragile, obese people. This paper highlights what can be done technically. U1 - 22nd International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationWashington,DC StartDate:20110613 EndDate:20110616 Sponsors:National Highway Traffic Safety Administration KW - Active safety systems KW - Aged KW - Anthropometry KW - Audible warning devices in vehicles KW - Human body size KW - Obesity KW - Occupant protection devices KW - Vehicle occupants KW - Vehicle safety UR - http://www-esv.nhtsa.dot.gov/Proceedings/22/isv7/main.htm UR - https://trid.trb.org/view/1364327 ER - TY - CONF AN - 01573747 AU - Scarboro, Mark AU - Rudd, Rodney AU - National Highway Traffic Safety Administration TI - Introduction and Initial Analysis of New Side Impact Variables Captured in NHTSA Crash Databases PY - 2011 SP - 9p AB - Long-term data systems typically need to evolve to keep pace with changing elements in the data environment. The crash data systems developed and maintained by the National Highway Traffic Safety Administration (NHTSA) are not immune to such demands. Changes in the system may be driven by known fleet changes such as the need to expand air bag definitions when additional side and knee air bags were introduced into the fleet several years ago. Changes in the data capture may also arise from issues discovered during research. Prior to the 2008 data year NHTSA crash data systems lacked coding that would identify possible compatibility issues related to side impact configurations. Beginning in 2008, NHTSA adopted new investigation protocols and data elements to improve the documentation of the aspects of a crash that aid in identifying compatibility issues and bear on the resolution of injury causation scenarios that occur in multivehicle crashes involving the interaction of the frontal-plane of one collision partner with the sideplane of the passenger compartment of the other. The new variables include damage measurements that are designed to enhance the research with respect to door intrusions, by documenting external damage to structures indicating the extent of override/underride in crashes where vehicle compatibility maybe an issue. This paper will review the case data that has been amassed in the National Automotive Sampling System Crashworthiness Data System (NASS-CDS) and the Crash Investigation Research and Engineering Network (CIREN) programs for side impact cases where the new techniques and data have been captured. Utilizing the data sets from NASS 2008 in conjunction with CIREN data (2008-10) 524 cases were extracted that indicated capture of the new variables. This paper will explore the development of a correlation between the new side impact variables collected in NASS-CDS and CIREN and crash severity. The new side impact variables are expected to perform as desired by indicating crash severity and potential for injury causation. The new variables cover a wide array of issues related to side impact crashes. Issues related to compatibility between struck and striking vehicles can be better assessed. The role of door intrusion relevant to pillar and rocker involvement can be pursued as well as using the variables as another metric for crash severity. Do the new side impact variables captured in the NASSCDS and CIREN aid in the identification of compatibility issues and severity of side impact crashes? This study was limited to the first year of NASS data and two years of CIREN data collection on the new variables. This paper describes new variables available to research crashes involving the frontal plane of one vehicle and the side plane of the struck vehicle. U1 - 22nd International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationWashington,DC StartDate:20110613 EndDate:20110616 Sponsors:National Highway Traffic Safety Administration KW - Crash data KW - Crash Injury Research and Engineering Network KW - Crash severity KW - National Automotive Sampling System - Crashworthiness Data System KW - Side crashes UR - http://www-esv.nhtsa.dot.gov/Proceedings/22/isv7/main.htm UR - https://trid.trb.org/view/1365260 ER - TY - CONF AN - 01573746 AU - Lai, Xinghua AU - Wang, Yongning AU - Zhou, Qing AU - Lin, Zhe AU - Culiere, Pierre AU - National Highway Traffic Safety Administration TI - Development of a Finite Element PAM-CRASH Model of Hybrid III Anthropomorphic Test Device with High Fidelity PY - 2011 SP - 10p AB - Prior studies indicate that a majority of Hybrid III dummy models are validated over a limited range of loading velocities in accordance with the specification of CFR 49 Part 572. The shortcoming is that the dummy model response, based on validation at regulatory velocities, may not correlate well with experiments when loaded at different velocities. The fidelity of models at an extended range of velocities is important, as in car crash tests dummies are frequently exposed to a variety of loading conditions in terms of loading type and loading velocity, which are differing from that of the Hybrid III standard certification tests. In this study, a finite element model of Hybrid III 50th percentile dummy with high-fidelity response is developed using the non-linear finite element code PAM-CRASH. The methodology implemented for the model development is presented, with particular focus on material calibration and validation of the model against experimental data at different structure levels (component level, sub-system level, and system level), under a wide range of loading velocities. In addition to compliance with the typical certification requirements, the developed model has reasonable correlations with the physical dummy for a series of loading conditions. The model response has proven to be robust and reliable while maintaining computational efficiency, showing good potential to be used for accurate prediction of occupant injury numbers in crash simulation. U1 - 22nd International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationWashington,DC StartDate:20110613 EndDate:20110616 Sponsors:National Highway Traffic Safety Administration KW - Crash prediction models KW - Crash risk forecasting KW - Crash victim simulation KW - Dummies KW - Finite element method KW - PAM-CRASH (Computer program) UR - http://www-esv.nhtsa.dot.gov/Proceedings/22/isv7/main.htm UR - https://trid.trb.org/view/1365886 ER - TY - CONF AN - 01573745 AU - Rigby, Paul AU - Juhas, Brett AU - Wong, Jessica AU - Chan, Philemon AU - National Highway Traffic Safety Administration TI - Evaluation of Biofidelity of ECE Regulation No. 22 Injury Criteria PY - 2011 SP - 16p AB - The biofidelity of the injury criteria of the European standard for motorcycle helmets (ECE Regulation No. 22, Section 7.3 Impact-absorption tests), were examined against biomechanically based injury metrics. Using a method to measure the helmet contact pressure on the headform during impact, twenty helmets were dropped according to ECE R22 free drop specifications. A total of 76 impacts to the front, crown, rear, right and left side of the helmet were examined using finite element simulations to predict skull fracture. The ECE R22 criteria, peak head acceleration and HIC, were correlated with these injury metrics. It was found that ECE R22 criterion of peak headform acceleration is the best correlate with all injuries. HIC was an acceptable correlate for brain injury metrics but a very poor correlate to skull strain. The current peak headform acceleration limit of 275 g resulted in a 20% probability of skull fracture. This research has shown that peak head acceleration can be an acceptable injury metric for skull fracture using the ECE R22 test method. The current ECE R22 linear acceleration limit of 275 g is slightly higher than the calculated thresholds of injury used in this study for skull fracture, 252 g for 15% probability of skull fracture. Even though a free head drop method was used, the resultant translational acceleration trace at the center of gravity of the headform proved no better at predicting concussion than the rigidly mounted FMVSS No. 218 headform. When headform rotation was measured and used in the SIMon analysis, an increase in the concussion injury metric was seen. In order to use SIMon as a brain injury analysis tool, unconstrained free drops with headforms instrumented to record angular motion are necessary. A comparison of test results for helmets which were tested using both FMVSS No. 218 and ECE R22 methods was conducted. It was found that the peak head acceleration was an acceptable injury metric for skull fracture in both studies. Although FMVSS No. 218 and ECE R22 test protocols are different, both have a pass/fail criterion based on the peak head acceleration. Since peak head acceleration correlates to skull fracture, any future modification of the peak head acceleration criterion can be based on acceptable probability of skull fracture analysis. U1 - 22nd International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationWashington,DC StartDate:20110613 EndDate:20110616 Sponsors:National Highway Traffic Safety Administration KW - Biofidelity KW - Crash injuries KW - Drop tests KW - Impact tests KW - Injury criteria KW - Motorcycle helmets KW - Skull fractures UR - http://www-esv.nhtsa.dot.gov/Proceedings/22/isv7/main.htm UR - https://trid.trb.org/view/1366011 ER - TY - CONF AN - 01573744 AU - Bourdet, Nicolas AU - Deck, Caroline AU - Willinger, Rémy AU - National Highway Traffic Safety Administration TI - Car Bonnet Evaluation Against Pedestrian Head Impact Based on a Lumped Modeling Approach PY - 2011 SP - 9p AB - Nowadays, physical models of a head used in pedestrian head impact standard tests are not accurate enough to represent the human head behavior and to assess the head injury risk in case of impact in a realistic way. In order to remove this technological barrier, the Strasbourg University Finite Elements Head Model (SUFEHM) is used in conjunction with a lumped model of the impact point at bonnet level in the present study. The approach consists in proposing a lumped model of the bonnet based on the experimental response of a pedestrian ISO headform impacting the bonnet surface at a velocity of 11 m/s and an impact angle of 60°. During this experimental tangential headform impact, both linear and rotational headform acceleration are recorded, and these data allow to characterize the stiffness, plasticity, energy dissipation as well as apparent mass of the bonnet lumped model. The model of the impact point at bonnet level consists of a rigid plate representing the bonnet impacted surface and connected to a fixed point by a general nonlinear spring. The nonlinear stiffnesses were implemented to the bonnet model in a normal and tangential direction in terms of force-displacement. For this approach, the force was obtained by multiplying the acceleration by the headform mass and the displacement was derived from double integration of the headform acceleration. As a demonstrator the approach was conducted numerically on a car bonnet FEM which was impacted by an ISO headform FEM. The validation of the method consists in simulating the impact of the finite element model of the headform-bonnet lumped model and comparing its response to the headform FEM impact against the complete bonnet FEM simulation in terms of resultant linear and rotational acceleration. In a last step the SUFEHM is used for the simulation of the impact against the above defined bonnet lumped model in order to assess the injury risk for the impact point under study. U1 - 22nd International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationWashington,DC StartDate:20110613 EndDate:20110616 Sponsors:National Highway Traffic Safety Administration KW - Crash injuries KW - Finite element method KW - Head KW - Headform impactors KW - Headforms KW - Hoods KW - Pedestrian-vehicle crashes KW - Pedestrians UR - http://www-esv.nhtsa.dot.gov/Proceedings/22/isv7/main.htm UR - https://trid.trb.org/view/1364440 ER - TY - CONF AN - 01573743 AU - Ikeda, Miwako AU - Suzuki, Shunji AU - Gunji, Yasuaki AU - Takahashi, Yukou AU - Motozawa, Yasuki AU - Hitosugi, Masahito AU - National Highway Traffic Safety Administration TI - Development of an Advanced Finite Element Model for Pedestrian Pelvis PY - 2011 SP - 13p AB - Because of a highly complex three-dimensional geometry of the pelvis, a variety of load transmission inside the pelvis exists. Due to the variation in pelvis internal load transmission, some of the previous studies revealed a variety of pelvis fracture patterns to pedestrians. In order to predict pelvis fractures accurately, human finite element (FE) models have been developed in past studies. However, the biofidelity of these pelvis models has not been evaluated sufficiently in terms of pelvis internal load transmission due to the lack of biomechanical data from the literature. In order to address different load paths within the pelvis when subjected to lateral impact load, a recent experimental study investigated the reaction forces at the anterior (i.e., pubic rami) and posterior (i.e., sacrum) sides separately in acetabulum and iliac impacts. The aim of this study was to improve the biofidelity of a pelvis model by performing additional validations against the published experimental data. The pelvis model used in this study was based on the FE pelvis model developed in a previous study. The structure and geometry of the baseline pelvis model were further improved. The geometry of the pubic symphysis was newly created by using CT images, and the articular cartilage was added at the acetabulum and SI joint to better represent overall compliance of the pelvis. The overall width of the pelvis was scaled in order to accurately represent the anthropometry of a mid-sized male. In addition to the response validations performed in the previous study, the pelvis model was subjected to further validations to confirm enhanced biofidelity. Four force-deflection response corridors from the combinations of the impact locations (acetabulum or iliac crest) and reaction forces (anterior or posterior) were developed in the current study from the published experimental data for dynamic lateral compression of isolated human pelvises. Material parameters of the cortical and trabecular bones were modified to better match the response corridors. The results of the response comparisons showed that the modified pelvis model is capable of representing different load paths within a human pelvis in various loading configurations. U1 - 22nd International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationWashington,DC StartDate:20110613 EndDate:20110616 Sponsors:National Highway Traffic Safety Administration KW - Australia KW - Finite element method KW - Japan KW - Lateral impact damage KW - Load transfer KW - Pedestrian-vehicle crashes KW - Pedestrians KW - Pelvis KW - Validation UR - http://www-esv.nhtsa.dot.gov/Proceedings/22/isv7/main.htm UR - https://trid.trb.org/view/1365887 ER - TY - CONF AN - 01573742 AU - Suntay, Brian AU - Moorhouse, Kevin AU - Bolte, John AU - National Highway Traffic Safety Administration TI - Characterization of the Pediatric Shoulder’s Resistance to Lateral Loading Conditions PY - 2011 SP - 23p AB - Current efforts to prevent injury to children in car accidents involve the use of pediatric anthropomorphic test devices (ATDs) which are designed based on data from adult post-mortem human subjects (PMHS) and animal surrogates, rather than from data obtained directly from the pediatric population. In this study, the force-deflection characteristics of the pediatric and adult shoulder were measured directly using a combination of optical motion capture, resistive loading, and electromyography (EMG). The right shoulder of nine adult volunteers and ten pediatric volunteers was quasi-statically displaced using a hand-held force applicator in both medial and posteromedial directions. Each subject had reflective markers placed on the upper right arm, both acromions, the manubrium, and both epicondyles of the right elbow. The motions of the reflective markers were tracked using an eight-camera Vicon motion capture system. Surface EMG electrodes were applied to the latissimus dorsi, upper trapezius, anterior deltoid, posterior deltoid, biceps brachii, and pectoralis major to measure the level of muscle activity during loading. Three to five tests were performed for each loading direction and in both relaxed and tensed states. The resulting force-deflection curves were normalized and then shoulder stiffness was calculated. Shoulder stiffness in the medial direction could not be obtained since less than 2 mm of shoulder deflection was recorded in the medial loading direction prior to the data being truncated due to subject tilting. The shoulder stiffness in the posteromedial direction was found to be 3.8 N/mm for the 50th male, 2.4 N/mm for the 10 year old age group, and 3.7 N/mm for the 6 year old group in the relaxed condition. In the tensed condition, posteromedial shoulder stiffness was found to be 9.7 N/mm for the 50th male, 4.1 N/mm for the 10 year old age group, and 5.0 N/mm for the 6 year old age group. Statistical analyses were performed and it was found that adults had a significantly higher shoulder stiffness than the children. Tensed shoulder stiffness was found to be greater than relaxed shoulder stiffness for all age groups (p < 0.001). U1 - 22nd International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationWashington,DC StartDate:20110613 EndDate:20110616 Sponsors:National Highway Traffic Safety Administration KW - Automatic steering control KW - Children KW - Lateral impacts KW - Lateral loads KW - Resistance (Mechanics) KW - Shoulder KW - Side crashes KW - Vehicle safety UR - http://www-esv.nhtsa.dot.gov/Proceedings/22/isv7/main.htm UR - https://trid.trb.org/view/1365881 ER - TY - CONF AN - 01573741 AU - Sankarasubramanian, Hariharan AU - Mukherjee, Sudipto AU - Chawla, Anoop AU - National Highway Traffic Safety Administration TI - Optimization of Vehicle Front for Safety of Pedestrians PY - 2011 SP - 8p AB - During impact with an automobile, a pedestrian suffers multiple impacts with the bumper, hood and the windscreen. Optimisation of the car front using a scalar injury cost function has been demonstrated. The results for impacts simulated in MADYMO show good co-relation with Euro-NCAP ratings for existing vehicles. Optimization of the car front to minimise the injury cost converges to vehicle profiles with features known from earlier studies to be pedestrian friendly. A method to design car fronts for pedestrian safety is evolved. U1 - 22nd International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationWashington,DC StartDate:20110613 EndDate:20110616 Sponsors:National Highway Traffic Safety Administration KW - Frontal crashes KW - Optimization KW - Pedestrian safety KW - Pedestrian-vehicle crashes KW - Pedestrians KW - Vehicle front end UR - http://www-esv.nhtsa.dot.gov/Proceedings/22/isv7/main.htm UR - https://trid.trb.org/view/1366323 ER - TY - CONF AN - 01573740 AU - Borg, Evrard AU - National Highway Traffic Safety Administration TI - Innovative Bonnet Active Actuator (B2A) for Pedestrian Protection PY - 2011 SP - 7p AB - Since the last few years, the appearance of the fronts of vehicles has changed progressively to become friendly towards pedestrians and to meet new regulatory and Euro NCAP queries. In 2009, Pedestrian Protection received an additional weight with the second phase of the European regulation “Phase 2” and the new scheme of the EuroNCAP rating. Requirements on head impact injuries mitigation have been reinforced and compel cars designers to make advised choices between passive and active solutions. Car designers implement passive solutions with significant changes of the structure to provide a clearance between the bonnet and hard surfaces underneath, allowing free deformations of the bonnet and head energy absorption during the impact. In parallel, more and more solutions named active hinge systems (or bonnet deployment mechanism) are selected with the aim to lift the bonnet in few milliseconds when a pedestrian knocks the bumper, and to create the saving space under the bonnet surface. The choice of such active hinge systems is lead by relevant benefits because they allow for: 1) car designers, to have greater freedom for the style; 2) carmakers, to meet the CO₂ rate limitation by improving aerodynamic characteristics; and, 3) consumers, to reduce gasoline consumption. In January 2011, the Euro NCAP working group on pedestrian protection has officially published a method for testing “pop-up” bonnets. As a consequence, active hinge systems can from now on be assessed with an official and comprehensive document. The Bonnet Active Actuator (B2A) designed by SNPE Matériaux Energétiques (SME) is a smart pyrotechnic piston lifter specially designed to operate Active Hinge Systems and to help carmakers to increase the pedestrian score and thus get a satisfying Euro NCAP rating. The Bonnet Active Actuator (B2A) has been tested in a various car environment and is ready for applications in car programs. U1 - 22nd International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationWashington,DC StartDate:20110613 EndDate:20110616 Sponsors:National Highway Traffic Safety Administration KW - Actuators KW - Hoods KW - Pedestrian vehicle interface KW - Pedestrian-vehicle crashes KW - Pedestrians KW - Protection UR - http://www-esv.nhtsa.dot.gov/Proceedings/22/isv7/main.htm UR - https://trid.trb.org/view/1364632 ER - TY - CONF AN - 01573739 AU - Sukegawa, Yoshihiro AU - Sekino, Masaaki AU - National Highway Traffic Safety Administration TI - Analysis of the Rescue Operations of Injured Vehicle Occupants by Fire Fighters PY - 2011 SP - 9p AB - One of the responsibilities of fire fighters is to rescue injured occupants from crushed vehicles. Such occupants are frequently trapped in vehicles whose structure has been damaged to a devastating extent. However, few studies about the relationship between the original vehicle structure and the rescue procedures have been undertaken. The main reason for this is a lack of details regarding rescue operations. In this report, rescue cases in which fire fighters rescued injured occupants in a crash using rescue equipment were analyzed statistically. These cases were collected by some fire stations in the area. Vehicle occupants are often rescued by fire fighters (rescue workers) within five minutes. The rescue time (time lapse from site arrival to rescue of the casualty from the vehicle) required by fire fighters was 20 minutes on average. However, when there were two or more persons to be rescued, the average rescue time exceeded 30 minutes. Rescues involving heavy truck frontal impacts took twice as long as rescues involving passenger car casualties. Moreover, rescue operations in which the colliding vehicle was a heavy truck required more rescue time than passenger car accidents. Proper casualty rescue from vehicles should be divided into four phases (initial opening, treatment opening, rescue opening, and rescue of the casualty). In these phases, the authors focused on five tasks (removing windows, vehicle stabilization or pulling the vehicle, door opening using a bar/door opening using hydraulic tools, pillar cutting using hydraulic tools, and pushing away the front end using hydraulic tools). The most frequent task was door opening using hydraulic tools, and next was pushing away the front end using hydraulic tools. Cases involving two tasks required more rescue time. In particular, a frontal impact involving a cab-over vehicle took more time. In addition, some typical accidents including heavy trucks were reproduced by full crash tests, and the problems in current rescue procedures were investigated by trying these rescue activities. The fire fighters could easily rescue the occupant dummies in a crash test of a car under-ride with a heavy truck rear end. However, a long rescue time occurred if lifting of the rear end of the truck was needed. The operation took over 30 minutes to rescue the truck occupant dummies in a frontal collision. The principal problems were rescue procedures of door-opening and pushing-away the front end using hydraulic tools. From these results, the authors should study original rescue procedures of door-opening and pushing-away the front end, considering the structure of heavy trucks. This should be done in cooperation with fire departments. In Europe, some rescue manuals which specialize in heavy trucks are made, and such manuals would be valuable in Japan. Because the rescue equipment in fire engines is different in Japan and Europe, an original Japanese rescue guide of heavy trucks is necessary based current rescue equipment available in Japan. The authors believe that the amount of time needed to rescue vehicle occupants injured in traffic accidents can be reduced by improving rescue procedures. U1 - 22nd International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationWashington,DC StartDate:20110613 EndDate:20110616 Sponsors:National Highway Traffic Safety Administration KW - Emergency response time KW - Firefighters KW - Japan KW - Lifesaving KW - Search and rescue operations KW - Vehicle occupant rescue KW - Vehicle occupants UR - http://www-esv.nhtsa.dot.gov/Proceedings/22/isv7/main.htm UR - https://trid.trb.org/view/1364739 ER - TY - CONF AN - 01573738 AU - Austin, Rory AU - National Highway Traffic Safety Administration TI - Drowning Deaths in Motor Vehicle Traffic Accidents PY - 2011 SP - 8p AB - Very little is known about drowning deaths that occur as the result of motor vehicle traffic accidents. The two research questions addressed in this paper are how frequently do drowning deaths as a result of motor vehicle traffic accidents occur and what are the circumstances surrounding these deaths. The choice of the word “accident” instead of “crash” in this paper is intentional to avoid confusion related to the various source documents that define traffic and transport accidents. The primary data source for this analysis is the linked Fatality Analysis Reporting System (FARS) – Multiple Cause of Death (MCoD) file that is produced by the National Highway Traffic Safety Administration’s (NHTSA) National Center for Statistics and Analysis (NCSA) in collaboration with the Centers for Disease Control (CDC). The years used for the analysis start with 2004 and end with 2007. From 2004 through 2007, there was an annual average of 384 traffic fatalities in FARS where accidental drowning was listed as one of the causes of death. Note, however, that this number may be slightly lower than the national total because of missing MCoD data from two States (Hawaii and Wisconsin). Also a few fatalities from December 2007 crashes may not have matching mortality data because the death occurred in January 2008. Drowning fatalities are more common in some States than in others. The top five States, which are all large coastal States, accounted for slightly more than half of the total drowning deaths in the 48 States and D.C. The occupants’ motor vehicles included a wide range of body types from passenger cars and pickups to motorcycles. However, the passenger vehicle category, which accounted for 94 percent of the drowning fatalities from 2004 through 2007, is the focus of this paper. Overall 63 percent of the passenger vehicle drowning fatalities involved a rollover, and 12 percent involved a collision with another motor vehicle. The most common passenger vehicle crash scenario was a single-vehicle rollover accounting for 59 percent of the fatalities. These crashes frequently involved running off the road and colliding with a fixed object prior to the rollover and immersion. In cases with known restraint use, the victim was not using any form of restraint system 52 percent of the time. Two types of motor vehicle related drowning deaths are not included in FARS based upon the American National Standards Institute’s (ANSI) definition of a motor vehicle traffic accident. The first type is a drowning that occurs as the result of a non-traffic accident, which occurs off of public roads. While NHTSA collects information about non-traffic crashes, it does not have the multiple cause of death information to enable a similar analysis. The second type is a drowning as the result of a cataclysm, such as flooding, that is not a motor vehicle accident fatality per ANSI definitions. Including non-traffic and cataclysm cases would lead to a larger number of motor vehicle related drowning fatalities. U1 - 22nd International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationWashington,DC StartDate:20110613 EndDate:20110616 Sponsors:National Highway Traffic Safety Administration KW - Drowning KW - Fatalities KW - Fatality Analysis Reporting System KW - Motor vehicles KW - Passenger vehicles KW - Rollover crashes KW - Single vehicle crashes UR - http://www-esv.nhtsa.dot.gov/Proceedings/22/isv7/main.htm UR - https://trid.trb.org/view/1364777 ER - TY - CONF AN - 01573737 AU - Wiacek, Christopher AU - Rudd, Rodney AU - Collins, Lauren A AU - National Highway Traffic Safety Administration TI - Real World Analysis of Rear Seat Occupant Safety in Frontal Crashes PY - 2011 SP - 15p AB - The National Highway Traffic Safety Administration’s (NHTSA) Vehicle Safety Rulemaking and Research Priority Plan 2009 – 2011 describes the projects the agency plans to work on in the rulemaking and research areas in those calendar years. Specific programs identified in the plan included research to improve vehicle safety for rear seat occupants, children, and older people. In support of the priority plan, an analysis of real world crash data was conducted to determine the nature of the crash problem and examine the factors that contribute to rear seat occupant injury, including children and older people. A review of the National Automotive Sampling System Crashworthiness Data System (NASS-CDS) and Crash Injury Research and Engineering Network (CIREN) case data was conducted for restrained rear seat occupants in frontal crashes that sustained an Abbreviated Injury Scale (AIS) 3+ injury in 1998 model year and newer vehicles. For each occupant 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 occupant and crash characteristics associated with rear seat occupants commonly sustaining serious injuries in frontal crashes. For each occupant, a primary cause of the most severe injury was assigned and injury sources were identified. This review suggests that in the absence of overly severe frontal crash conditions and vulnerabilities due to advanced age, properly belted adults and children in age- and stature-appropriate child restraints are reasonably well-protected in the rear seat, although improvements could be achieved in some cases. U1 - 22nd International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationWashington,DC StartDate:20110613 EndDate:20110616 Sponsors:National Highway Traffic Safety Administration KW - Aged KW - Child restraint systems KW - Crash analysis KW - Crash characteristics KW - Crash severity KW - Frontal crashes KW - Injury severity KW - Rear seat occupants KW - Seat belt use UR - http://www-esv.nhtsa.dot.gov/Proceedings/22/isv7/main.htm UR - https://trid.trb.org/view/1364634 ER - TY - CONF AN - 01573736 AU - Orlewski, Pierre AU - Federspiekl, Laurent AU - Cuddihy, Mark AU - Rao, Manoharprasad AU - Fuks, Stephen AU - National Highway Traffic Safety Administration TI - Advanced Child Occupant Detection System: Detection of Human Vital Signs by Seat-Embedded Ferroelectric Film Sensors and by Vibration Analysis PY - 2011 SP - 8p AB - The concepts of human seat occupancy detection and driver’s drowsiness monitoring require a sophisticated, sensing technology capable of capturing human vital signs in a reliable manner. The concept discussed in this paper may help enable the development of future systems capable of detecting an occupant in a seat. The present study explores the feasibility of detecting humans based on a polymer sensor fitted into the seat cushion and capable of capturing human vital signs. A bulk, polypropylene ferroelectric film has been charged and polarized in a strong external electric field prior to the sensor assembly. The resulting 323 sq cm sensors displayed a high piezoelectric d33 coefficient of approximately 200 pC/N, considerably higher than vibration sensors made of PVDF or PVDF-TR piezoelectric films. This type of electro-responsive polymer has been used for medical respiration, heartbeat and epileptic seizure monitors. The authors employed dedicated, microprocessor-based electronics including charge and variable gain amplifiers and 4th-order anti-aliasing filter for data collection. Three different types of algorithms have been fitted or developed and tested: i) a commercial medical monitor with estimation of respiratory and heart beat rates, ii) a signal extraction, filtering and matching wavelet-based algorithm for vital sign detection and (iii) a frequency domain, 2nd-order classifier for humans/objects, using knowledge-based discrimination. Experimental data involved a minimum of 20 human subjects ranging from a 5-month old infant in a child restraint to a 95th percentile male, both in fully static (sleeping like) and non-static scenarios. Recordings using test loads and a pack of water bottles were also collected as the counterpart to the passengers. Human-specific presence detection and discrimination from objects by detection of vital signs was achieved within a relatively short detection time in this conceptual study. Infants and small children were placed in dedicated child restraint seats (CRS) and not moved during the data collection, thus simulating sleeping children. All subjects were detected typically within a 20 seconds sampling interval. In a few cases and with additional time, their respective signals could be extracted from collected data as confirmed by a medical monitor used in parallel. U1 - 22nd International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationWashington,DC StartDate:20110613 EndDate:20110616 Sponsors:National Highway Traffic Safety Administration KW - Breath KW - Children KW - Detection and identification systems KW - Heart rate KW - Sensors KW - Vehicle occupants KW - Vibration KW - Vital signs UR - http://www-esv.nhtsa.dot.gov/Proceedings/22/isv7/main.htm UR - https://trid.trb.org/view/1364525 ER - TY - CONF AN - 01573735 AU - Kirschbichler, Stefan AU - Sinz, Wolfgang AU - Prüggler, Adrian AU - Huber, Philipp AU - Steiner, Kurt AU - National Highway Traffic Safety Administration TI - Detailed Analysis of 3D Occupant Kinematics and Muscle Activity During the Pre-Crash Phase as Basis for Human Modeling Based on Sled Test PY - 2011 SP - 8p AB - Today, human models are frequently used for improvements in occupant and pedestrian protection. The models have been carefully prepared with respect to anthropometric and biomechanical validity but do not include muscle activity. Hence, primary safety issues cannot be addressed by the model, since during low loading the model is not stabilized by muscles. Therefore, the OM4IS (“Occupant Model for Integrated Safety”) project was initiated by a large consortium including scientific (Virtual Vehicle Research and Test Center, Graz University of Technology, Bundesanstalt für Straßenwesen BASt) and industry (PDB, Bosch, Toyoda Gosei Europe, TRW, DYNAmore GmbH) to examine muscle activity from volunteer tests and implement the results in a human model. The second aim is to find movement patterns which will be integrated in the simulation to develop active restraint systems. The main focus in this project is set on two different driving maneuvers. The first one is an emergency braking maneuver the second one is a lane change maneuver. In a first step these two maneuvers were simulated with sled tests and later these maneuvers had been carried out with a real vehicle on a test track. The purpose of the sled tests was to generate first input data for the numerical simulation and to check if it is possible to measure necessary information without vehicle tests. A seat was fixed on a sled and accelerated longitudinally to simulate the emergency braking maneuver and afterwards turned by 90 degrees to simulate lateral loading. In total eleven volunteers, weight and hight correlated to the 50% male, were tested and analyzed. Kinematic analyses were performed using two different motion capturing systems, one infrared based system and one high-speed video system. Two different systems were chosen to evaluate the adaptability for vehicle tests. Additionally muscle activity was measured with surface EMG (Electromyography) for upper body muscles.First results showed a significant difference among volunteers. Repeated tests with the same volunteer showed minor differences. Movement patterns varied significantly between different tests. Detailed information concerning simulation is presented in a separate paper. U1 - 22nd International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationWashington,DC StartDate:20110613 EndDate:20110616 Sponsors:National Highway Traffic Safety Administration KW - Crash victim simulation KW - Human models KW - Kinematics KW - Muscles KW - Restraint systems KW - Sled tests KW - Vehicle occupants KW - Vehicle tests UR - http://www-esv.nhtsa.dot.gov/Proceedings/22/isv7/main.htm UR - https://trid.trb.org/view/1365882 ER - TY - CONF AN - 01573734 AU - Prasad, Aloke AU - Weston, Doug AU - National Highway Traffic Safety Administration TI - NHTSA's Rear Seat Safety Research PY - 2011 SP - 15p AB - NHTSA has collected a series of rear seat occupant data from full-scale frontal vehicle tests. The data set encompasses Research and Development and New Car Assessment Program (NCAP) tests and a variety of dummies, including adults and children in child restraint systems. This paper examines the effect of the cushion characteristics (shape, stiffness, thickness) and crash pulse on a small adult and a child in a forward facing child restraint (CRS) using sled tests. A controlled dynamic test will help the authors to better understand how these factors influence the CRS crash dynamics. The thickness of the cushions had the most effect on dummy injury assessment values (IAV). The crash pulse characterization Vehicle Pulse Index (VPI) was the best predictor for head and chest injuries in such occupants. U1 - 22nd International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationWashington,DC StartDate:20110613 EndDate:20110616 Sponsors:National Highway Traffic Safety Administration KW - Aged KW - Child restraint systems KW - Crash pulse KW - Cushioning materials KW - Dummies KW - Impact tests KW - Rear seat occupants KW - Seats KW - Sled tests KW - Small adults UR - http://www-esv.nhtsa.dot.gov/Proceedings/22/isv7/main.htm UR - https://trid.trb.org/view/1364633 ER - TY - CONF AN - 01573733 AU - McFadden, Joseph D AU - Stricklin, James L AU - National Highway Traffic Safety Administration TI - Evaluation of the Hybrid III 5th Female Modified Chest Jacket & Spine Box PY - 2011 SP - 13p AB - The SAE has coordinated development of a new chest jacket and spine box for the Hybrid III (HIII) Fifth Percentile Female Crash Test Dummy. The proposed modifications intend to correct dimensional inconsistencies in the chest jacket drawings, make the jackets in accordance with the new drawings and eliminate a potential source of mechanical noise in the data. NHTSA procured two new chest jackets, one from each supplier for evaluation. The following questions were investigated through a series of inspection, certification, and out-of-position (OOP) and sled tests: 1) Are the two new design chest jackets effectively the same shape, construction and performance?; 2) Do they both meet the drawing specification?; and, 3) Is the noise eliminated? The study presents data collected on both Robert A. Denton (Denton) and First Technology Safety Systems (FTSS) produced dummies. The companies have since merged into Humanetics Innovative Solutions, Inc. The dimensional inspection data presented includes a comparison of the anthropomorphic characteristics to the design specifications. The performance of the dummy is evaluated through analysis of the three types of dynamic test data. This includes deflection, acceleration, loads and high speed video from certification tests, low risk deployment tests and sled tests. The analysis of injury values is also performed. The authors’ hypothesis is that the new dummies all produce comparable dimensional data and test results. The actual variances are documented. Preliminary comparison showed dimensional compliance within 3 mm and good repeatability. Inspection reports provided dimensional data for both jackets along with laser scan results. Dynamic test data provided deflection, acceleration and load data from certification, OOP and sled testing. The data was analyzed using standard hypothesis test methods (student t-test) to accept or refute the hypothesis that the jackets are effectively the same. The test matrix was limited in sample size for both the OOP and sled tests. The use of a mandrel to assure that the jackets are dimensionally correct is a novel approach for improving quality. U1 - 22nd International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationWashington,DC StartDate:20110613 EndDate:20110616 Sponsors:National Highway Traffic Safety Administration KW - Coefficient of variation KW - Crash injury research KW - Crash victim simulation KW - Dummies KW - Durability tests KW - Sled tests KW - Thorax UR - http://www-esv.nhtsa.dot.gov/Proceedings/22/isv7/main.htm UR - https://trid.trb.org/view/1366325 ER - TY - CONF AN - 01573732 AU - Kusano, Kristofer D AU - Gabler, Hampton C AU - National Highway Traffic Safety Administration TI - Potential Effectiveness of Integrated Forward Collision Warning, Pre-Collision Brake Assist, and Automated Pre-Collision Braking Systems in Real-World, Rear-End Collisions PY - 2011 SP - 12p AB - This study examines the potential effectiveness of a Pre-Collision System (PCS) that integrates Forward Collision Warning (FCW), Pre-crash Brake Assist (PBA), and autonomous Pre-crash Braking (PB). Real-world rear-end crashes were extracted from NASS/CDS years 1993 - 2008. The sample of 1,396 collisions, corresponding to 1.1 million crashes, was simulated as if the striking vehicle had been equipped with PCS. A stochastic framework was developed to account for the variability in driver response to the warning system. The result was an estimate of PCS benefits in terms of crash severity (change in velocity during the collision, delta V (ΔV), injury reduction for drivers, and prevented collisions. The results indicate that PCS reduced the median ΔV by 34%. The number of moderately to fatally injured drivers wearing their seat belt was reduced by 50%. Finally, 7.7% of collisions were prevented. U1 - 22nd International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationWashington,DC StartDate:20110613 EndDate:20110616 Sponsors:National Highway Traffic Safety Administration KW - Active safety systems KW - Automatic braking KW - Crash avoidance systems KW - Evaluation and assessment KW - National Automotive Sampling System - Crashworthiness Data System KW - Rear end crashes KW - Simulation UR - http://www-esv.nhtsa.dot.gov/Proceedings/22/isv7/main.htm UR - https://trid.trb.org/view/1364328 ER - TY - CONF AN - 01573731 AU - Nie, Bingbing AU - Xia, Yong AU - Huang, Jun AU - Zhou, Qing AU - National Highway Traffic Safety Administration TI - A Simplified Model of Pedestrian Upper Legform Impact for Estimate of Energy-Absorption Space Underneath Bonnet Lead PY - 2011 SP - 8p AB - Pedestrian upper leg impact protection is a challenging requirement in the Euro NCAP assessment. This study is aimed at developing a simplified model to provide a more reasonable estimate of the minimum energy absorption (EA) space underneath the bonnet lead for upper leg impact protection. Typical shapes of upper legform impact response (the impact force vs. legform intrusion) are summarized. Then a simplified finite element model is built to represent the stiffness characteristics of the vehicle front-end, especially for the local area around the bonnet leading area. Energy flow under different initial energy levels is analyzed using the simplified model. A feasible estimation on the EA space requirement for achieving the specified Euro NCAP rating is established for upper legform tests. U1 - 22nd International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationWashington,DC StartDate:20110613 EndDate:20110616 Sponsors:National Highway Traffic Safety Administration KW - Energy absorption KW - Hoods KW - Leg KW - Legform impactors KW - Legforms KW - Pedestrians KW - Protection UR - http://www-esv.nhtsa.dot.gov/Proceedings/22/isv7/main.htm UR - https://trid.trb.org/view/1364439 ER - TY - CONF AN - 01573730 AU - Hasija, Vikas AU - Takhounts, Eric G AU - Ridella, Stephen A AU - National Highway Traffic Safety Administration TI - Evaluation of Statistical Methods for Generating Injury Risk Curves PY - 2011 SP - 15p AB - Statistical methods such as survival analysis (parametric and non-parametric) and logistic regression, along with other non-parametric methods such as Consistent Threshold Estimate and Certainty method are used for generating injury risk curves from biomechanical data. Recently, much attention has been drawn to the question of which statistical methodology is more appropriate in the construction of risk curves for biomechanical datasets. Most of the papers and reports focus on existing biomechanical datasets for which they generate various risk curves using parametric and non-parametric methods and then suggest the use of one method over another based on some sort of criteria. The purpose of this paper is to look at the same statistical methods, but from the “inverse perspective”, e.g. evaluate different statistical methods using non-correlated, randomly generated data and to see if any of the widely used methods would yield a “good” risk curve when they are supposed to yield a “bad” risk curve. The “goodness” of a risk curve was evaluated based on 95% confidence intervals, the shape of the curve, and “goodness of fit” statistics. If the risk curve had a well pronounced S-shape, narrow confidence intervals and good “goodness of fit” statistics, then the method was concluded to be inappropriate for non-correlated datasets as it was expected to yield poor S-shape, wide confidence intervals and poor “goodness of fit” statistics. A well-correlated, randomly generated dataset was also evaluated using the various statistical methods. It was observed that logistic regression was able to clearly identify both the non-correlated and well-correlated datasets but suffered because of the underlying distribution that sometimes resulted in non-zero injury probability at zero stimulus level. Survival analysis with different types of censoring and underlying distributions was closely studied. Survival Analysis with a Weibull/ Log-Logistic/ Log-Normal underlying distribution and left- right censored data was not only able to clearly identify both non-correlated and well-correlated datasets, but also gave zero injury probability at zero stimulus level. This paper presents a new perspective of judging the applicability of the various statistical methods and recommends the statistical method, censoring technique, and the distributions that may be used for generating injury risk curves from biomechanical datasets. U1 - 22nd International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationWashington,DC StartDate:20110613 EndDate:20110616 Sponsors:National Highway Traffic Safety Administration KW - Injury risk prediction KW - Logistic regression analysis KW - Risk assessment KW - Statistical analysis KW - Survival UR - http://www-esv.nhtsa.dot.gov/Proceedings/22/isv7/main.htm UR - https://trid.trb.org/view/1366012 ER - TY - CONF AN - 01573729 AU - Johannsen, Heiko AU - Bendjellal, Farid AU - Renaudin, François AU - Claeson, Peter AU - National Highway Traffic Safety Administration TI - Update on Lateral Impact Test Procedure for Child Restraint Systems PY - 2011 SP - 12p AB - After years of research and discussion ISO published a side impact test procedure for child restraint systems (CRS) as Technical Specification ISO/TS 29062:2009. At the same time of the finalisation of the technical specification, the GRSP Informal Group on CRS decided to establish a more simple approach than specified in ISO/TS 29062:2009 and asked ISO for support. As a response to this request ISO prepared the Publicly Available Specification ISO/PAS 13396:2009 which summarises the most important input data for the development of a side impact test procedure. That represented a significant input to the Informal Working Group on CRS to develop their own test procedure. The new GRSP lateral impact test procedure is currently under validation. It is expected that the validation will be completed by spring 2011. The new test procedure will become mandatory as part of the planned new regulation for the homologation of CRS. U1 - 22nd International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationWashington,DC StartDate:20110613 EndDate:20110616 Sponsors:National Highway Traffic Safety Administration KW - Child restraint systems KW - Crash analysis KW - Impact tests KW - Lateral impacts KW - Side crashes KW - Test procedures UR - http://www-esv.nhtsa.dot.gov/Proceedings/22/isv7/main.htm UR - https://trid.trb.org/view/1364738 ER - TY - CONF AN - 01573728 AU - Takayama, Shinichi AU - Yamamoto, Yoshihiro AU - Ejima, Susumu AU - Ono, Koshiro AU - Kamiji, Koichi AU - Yasuki, Tsuyoshi AU - National Highway Traffic Safety Administration TI - The Clarification of Individual Injury Mechanism Difference in Pedestrian FE Model Utilizing Cadaver Scaling and Posturing Techniques PY - 2011 SP - 8p AB - In car-pedestrian accidents, the pedestrian’s body size exerts strong influence on the degrees of the impacts by the vehicle on the lower limbs and the pelvis. Such individual difference affects the loading mechanism of the pedestrian accident and relates to the injury outcome. The ultimate goal of this research is to clarify the injury mechanisms of accidents of this sort. To fulfill this purpose, a 50th percentile finite element pedestrian model was developed and validated by Japan Automobile Research Institute (JARI) in the human finite element model development project by the Japan Automobile Manufacturers Association (JAMA). This model was employed in this study to reproduce full scale tests in which cadavers (Post Mortem Human Subjects) in standing position were struck by vehicles to investigate the body kinematics and the injuries caused by car-pedestrian impact. In addition, two kinds of individual scaled models were generated based on the 50th percentile standard model. In this process, the radiological data, as well as body external measurements of the cadaver recorded in the experiments, were utilized. The individual scaled models were applied to simulate two full scale tests in which two cadavers of different sizes were struck by a SUV type vehicle and a Small City Car type vehicle, respectively. For the purpose of comparison, the 50th percentile standard model was also applied to the car-pedestrian simulation. The body kinematics and the injury outcome of the models were analyzed and compared with the experimental results. It was found that, while all the models indicated acceptably good kinematics, only the scaled models could reproduce accurate injuries such as the knee ligament rupture found in the experiments. U1 - 22nd International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationWashington,DC StartDate:20110613 EndDate:20110616 Sponsors:National Highway Traffic Safety Administration KW - 50th percentile dummy KW - Cadavers KW - Crash injuries KW - Crash injury research KW - Finite element method KW - Injury characteristics KW - Japan KW - Pedestrian-vehicle crashes KW - Pedestrians UR - http://www-esv.nhtsa.dot.gov/Proceedings/22/isv7/main.htm UR - https://trid.trb.org/view/1366324 ER - TY - CONF AN - 01573727 AU - Garthe, Elizabeth AU - Mango, Nicholas AU - National Highway Traffic Safety Administration TI - The “AIS-0” Conundrum: The Complexities of Identifying the Uninjured in NASS-CDS PY - 2011 SP - 8p AB - "Uninjured" occupants are part of many National Automotive Sampling System - Crashworthiness Data System (NASS-CDS) safety analyses. However, the issue of precisely identifying "uninjured" persons in NASS-CDS is complex. There is no such severity code as "AIS-0". Neither the AIS-90 or NASS-93 manuals contain codes for persons whose medical records are examined and who have been found to have no codeable injuries. As a consequence, there is no such thing as "Maximum Abbreviated Injury Scale (MAIS) 0" defined by the Abbreviated Injury Scale (AIS) and as a result there is no way to query the NASS-CDS data on the NHTSA website for MAIS=0 injuries. The more appropriate statement about persons without AIS coding would be that the person either sustained no codeable NASS/AIS injuries, or was not coded at all. However, there is no data "flag" to identify which one is which. This paper examines the approximately 90,000 vehicles in CDS from 1997 through 2007 and their occupants to illustrate the issues with identifying uninjured persons. More than 1/3 of these vehicles do not qualify under CDS rules for occupant coding. Therefore, AIS severity or MAIS codes cannot be used for the occupants of these vehicles, even if the codes appear in the data base as "blank" or "0". In addition, for the approximately 90,000 occupants who do qualify for AIS/NASS coding (1997 through 2007) 35% (32,000) occupants have no AIS/NASS codes. A data run that relies on the MAIS code in the occupant file, (not the injury file), (which may be blank or zero) may assume these 32,000 occupants are "uninjured" rather than having “no codeable injury. This may result in a substantial overestimate of actual occupants without injury. This can seriously impact evaluation of safety interventions. This paper identifies 5 occupant groups and several methods that can be used to help identify which of the 35% of occupants qualifying for AIS coding but without AIS codes are most likely to be uninjured. Issues created by using both the police KABCOU and AIS/NASS scales in mixed analyses to identify uninjured persons are also discussed. This paper is intended to be a general resource for researchers conducting safety analyses in NASS CDS that include uninjured persons. U1 - 22nd International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationWashington,DC StartDate:20110613 EndDate:20110616 Sponsors:National Highway Traffic Safety Administration KW - Abbreviated Injury Scale KW - Crash data KW - Crash injuries KW - Injury severity KW - National Automotive Sampling System - Crashworthiness Data System KW - Vehicle occupants UR - http://www-esv.nhtsa.dot.gov/Proceedings/22/isv7/main.htm UR - https://trid.trb.org/view/1365319 ER - TY - CONF AN - 01573726 AU - Paine, Michael AU - National Highway Traffic Safety Administration TI - Safety Requirements for Small Motorised Alternative Vehicles PY - 2011 SP - 4p AB - In recent times there has been an increase in the development, availability and use of small, motorised vehicles that may be alternatives to more conventional modes of personal transport such as bicycles or cars. Much of the interest in these 'alternative vehicles' (AV) is in their perceived benefits for pollution and congestion reduction. To date there has been no uniform global approach to rules and standards governing the use of AVs. Regional requirements have mostly been applied on an ad hoc basis, differing significantly between jurisdictions. This has led to a highly prescriptive approach. This has tended to constrain innovative design, often because the vehicle concerned does not meet a regulatory definition. In many jurisdictions there appears to be confusion amongst retailers, suppliers, consumers and enforcement agencies as to what types of AV may be legal and what rules govern their use. The differences between jurisdictions also mean that manufacturers and suppliers cannot easily design a single vehicle to market in a number of regions. The authors review the types of AV that are available, or are under development, the limitations of the infrastructure on which they might be used and the safety issues arising from a mix of conventional road/path users and AVs. U1 - 22nd International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationWashington,DC StartDate:20110613 EndDate:20110616 Sponsors:National Highway Traffic Safety Administration KW - Australia KW - Bicycles KW - Bikeways KW - Pedestrians KW - Personal vehicles KW - Single occupant vehicles KW - Speed KW - Three wheeled vehicles KW - Two wheeled vehicles KW - Vehicle safety KW - Walkways UR - http://www-esv.nhtsa.dot.gov/Proceedings/22/isv7/main.htm UR - https://trid.trb.org/view/1364524 ER - TY - CONF AN - 01573725 AU - Lee, Jae-Wan AU - Kim, Gyu-Hyun AU - Han, Byeong-Kee AU - Jo, Yun-Yeong AU - National Highway Traffic Safety Administration TI - Development Plan for Assessment Technology of Advanced Safety Vehicle PY - 2011 SP - 6p AB - Although an automobile is a necessity and a convenience in the modern era, traffic accidents take a great toll on society, both economically and socially. Korea has the unenviable record of having one of the highest traffic accident and fatality rates. In 2009, there were 5,838 fatalities on the roads. A new and systematic approach to safety policy development is necessary to reduce traffic casualties. The goal of this research is the development of advanced safety vehicles and relevant assessment technologies. The results will make a contribution to Korea's national goal of “Reducing Traffic Casualties by Half.” There are four objectives in this research; the first objective is to develop technology that can reduce casualties in vehicle accidents, the second one is to establish advanced safety standards, the third one is to develop assessment technology for safety features integrated with information technology and the last one is to support the establishment of policies that can stimulate the commercialization and market penetration of these vehicles. The development plan was established with the following criteria, such as the economic feasibility, safety enhancement, timeliness and redundancy under the above goal. The research priorities were set after many elements were taken into consideration, such as target population to be protected, fatality reduction effects, technical feasibility and prospects. The planned timeline spans 7 years and 9 months, from December 2009 through September 2017. The research is divided into three stages; to reflect market variations and other development that cannot be foreseen at this moment; the latter two stages will be finalized in the final year of the 1st stage which will end in 2012. The research subjects in Stage 1 are as follows: vehicle compatibility, speed-sensitive active head restraint, commercial vehicle automatic emergency brake system, lane departure warning system, blind spot warning system, adaptive front light system and emergency rescue system. The results of this research will eventually lead to the standardization, establishment of laws/regulations, safety criteria and vehicle safety ratings. This research could be used as a resource for the development of global technical regulations in UN/ECE/WP.29. It is hoped that this project will stimulate the growth of advanced safety vehicle market and have a synergistic effect with the integration of the latest information technology. This project was supported by the Ministry of Land, Transport and Maritime Affairs of the Republic of Korea. Eleven research institutes, including the Korea Automobile Testing and Research Institute, Hyundai Motor Company and Seoul National University took part in this project. U1 - 22nd International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationWashington,DC StartDate:20110613 EndDate:20110616 Sponsors:National Highway Traffic Safety Administration KW - Active safety systems KW - Casualties KW - Crash data KW - Korea KW - Technological innovations KW - Traffic crashes KW - Vehicle safety UR - http://www-esv.nhtsa.dot.gov/Proceedings/22/isv7/main.htm UR - https://trid.trb.org/view/1363692 ER - TY - CONF AN - 01572333 AU - Padmanaban, Jeya AU - Stadter, Greg AU - Rajaraman, Ravishankar AU - Narayan, Swastik AU - Ramesh, Bharat AU - National Highway Traffic Safety Administration TI - Creation of an In-Depth Road Traffic Crash Database for India: Coimbatore Rural District Case Study PY - 2011 SP - 12p AB - Research Question/Objective: To create an accident database for India based on proven in-depth accident investigation methodologies from the US and Europe. Methods: Researchers conducted the first ever in-depth crash investigation study in South India. Research was conducted on five accident-prone national highways in Tamil Nadu. Upon police notification, investigators examined 123 crashes on-site, followed by detailed inspections of vehicles and injury coding. The methodologies of NASS, the Pedestrian Crash Data Study (PCDS) and GIDAS were adapted to reflect the Indian experience. Injury reports obtained from hospitals were coded using the AIS and ICD-10. Data Sources: Data were obtained from: 1) Examination of the crash scene followed by vehicle inspection; 2) Information from police reports; and 3) Injury information from hospital records and autopsy reports. Results: 123 crashes resulting in 43 fatalities and 89 injured road users were examined. The following observations were made: 1) Head-on collisions occur more frequently on undivided highways while front-rear collisions are more frequent on divided highways; 2) For heavy trucks, lack of rear reflectors, tail lamps and lack of underrun protection devices contribute to rear end collisions; 3) For light vehicles, significant crash factors included departing from lane and driver loss of control. Hence, active safety systems including ABS systems and/or ESC (electronic stability control) would be beneficial in reducing both crash frequency and severity; 4) Most frequent intruding vehicle components were: A-pillars, windshield headers and instrument panels. Most common interior vehicle contacts were: seat backs, instrument panels and steering wheels; 5) Pedestrian injuries can be reduced by providing infrastructure such as crossing zone markings and improving front vehicle structures; 6) Lack of crumple zone in some vehicle types was associated with increased intrusion and injury. The use of safety systems, such as helmets and seat belts, continues to be low. Conclusions: This study shows that detailed on-site crash investigation, with support of police and hospitals, provides significant benefits into understanding and mitigating injuries in India. This data also helps to address the effectiveness of infrastructure measures that are currently being developed in India. Limitations of Study: Injury data was often sparse and not detailed. In addition, these studies focused on national highways in a rural area for one state. A follow-up study on urban streets and an expansion to other states is required to address all types of crashes and injuries. What does the paper offer that is new in the field? This paper offers the first in-depth traffic crash research performed in India, with findings for improving vehicle, occupant and road safety. U1 - 22nd International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationWashington,DC StartDate:20110613 EndDate:20110616 Sponsors:National Highway Traffic Safety Administration KW - Crash causes KW - Crash data KW - Crash injury research KW - Crash investigation KW - Databases KW - India KW - Traffic crashes UR - http://www-esv.nhtsa.dot.gov/Proceedings/22/isv7/main.htm UR - https://trid.trb.org/view/1363689 ER - TY - CONF AN - 01572332 AU - Choi, Hyung Yun AU - Han, Il Song AU - Lee, Jae Wan AU - Shin, Jae Kon AU - National Highway Traffic Safety Administration TI - Development of ACNS in Korea PY - 2011 SP - 8p AB - The e-POST, an automatic crash notification system for the emergent rescue at auto accidents has been launched as a national research program in Korea in 2010. The main research objectives of the e-POST are: 1) Development of an algorithm that quantifies crash severity and the prediction of occupant injury risk based on the recorded data in the EDR (Event Data Recorder). Utilization of video images of inside and/or outside of the vehicle during (or right after) the event are under consideration. The authors hope this supplemental visual data can provide additional information for an in-depth analysis of the accident situation. For the injury risk prediction of occupants, virtual simulation using digital human body models are employed. 2) Selection of a communication protocol for the data transmits. Secure data transmit to the rescue center is an important part of the system and it becomes an even more challenging issue because the additional video data could be a large size. U1 - 22nd International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationWashington,DC StartDate:20110613 EndDate:20110616 Sponsors:National Highway Traffic Safety Administration KW - Algorithms KW - Automatic crash notification KW - Crash injuries KW - Crash severity KW - Image analysis KW - Injury risk prediction KW - Injury severity KW - Korea KW - Vehicle occupants KW - Video images UR - http://www-esv.nhtsa.dot.gov/Proceedings/22/isv7/main.htm UR - https://trid.trb.org/view/1363636 ER - TY - CONF AN - 01572331 AU - Källhammer, Jan-Erik AU - Smith, Kip AU - National Highway Traffic Safety Administration TI - Bridging Laboratory and Field Studies PY - 2011 SP - 6p AB - The method the authors present here - retrospective review and rating of Field Operational Test (FOT) data - is designed to capture both the rigor of the laboratory and the ecological validity of the field. It is tailored for studies of driver acceptance of active safety systems. The method makes it possible to leverage expensive FOT data within the confines of the laboratory. U1 - 22nd International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationWashington,DC StartDate:20110613 EndDate:20110616 Sponsors:National Highway Traffic Safety Administration KW - Acceptance KW - Active safety systems KW - Demonstration projects KW - Field studies KW - Laboratory studies UR - http://www-esv.nhtsa.dot.gov/Proceedings/22/isv7/main.htm UR - https://trid.trb.org/view/1363558 ER - TY - CONF AN - 01572330 AU - Krautscheid, Rainer AU - Müller, Nadine AU - Gail, Jost AU - National Highway Traffic Safety Administration TI - Conspicuity of Powered-Two-Wheelers PY - 2011 SP - 7p AB - The 2BeSafe project (2-Wheeler Behaviour and Safety) is a collaborative project (co-financed by the European Commission) that aims to study the naturalistic behaviour of Powered-Two-Wheeler (PTW) riders in normal and critical riding situations. That includes the interaction between PTW riders and other road users and possible conflicts between them. One of the predominant causes of accidents involving PTWs is that PTWs are often overlooked by other road users. One task of the project lead by BASt therefore deals with possible improvements in conspicuity and the development of recommendations. Particularly using the findings of the studies on conflict situations, promising lighting arrangements to enhance conspicuity of PTWs during the day and at night are selected. An abstract recognizing pattern for PTWs is defined, enabling other road users (e.g. car drivers) to clearly identify riders. Lamps and outfit like lighting configurations of different colours, different helmet lights, reflect / luminescent clothing parts and retro-reflective markings are designed and manufactured. Then, the different solutions are tested in a laboratory setting using experimental motorcycles together with riders to which the equipment is fitted. As a result a proposal for a uniform signal pattern or lamp configuration in the front of all motorcycles and riders will be outlined. The contribution first gives a short overview of the topics of the research project that deal with conflicts and their connection with poor conspicuity and then presents in detail the methods used in the activities concerning solutions for the improvement of conspicuity together with first results. U1 - 22nd International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationWashington,DC StartDate:20110613 EndDate:20110616 Sponsors:National Highway Traffic Safety Administration KW - Daytime running lamps KW - Germany KW - Lighting KW - Mopeds KW - Motorcycles KW - Night visibility KW - Traffic conflicts KW - Two wheeled vehicles KW - Visibility UR - http://www-esv.nhtsa.dot.gov/Proceedings/22/isv7/main.htm UR - https://trid.trb.org/view/1363212 ER - TY - CONF AN - 01572329 AU - Mynatt, Mark AU - Bean, James AU - Kahane, Charles J AU - Rush, Carla AU - Traube, Eric AU - Wiacek, Chris AU - National Highway Traffic Safety Administration TI - A Study of NMVCCS to Identify Critical Precrash Factors in Fatal Crashes PY - 2011 SP - 9p AB - A National Highway Traffic Safety Administration (NHTSA) paper published in 2009, “Fatalities in Frontal Crashes Despite Seat Belts and Air Bags” found that around 40% of crashes in a study of National Automotive Sampling System-Crashworthiness Data System (NASS-CDS) frontal fatal crashes with a belted occupant and frontal air bag were exceedingly severe. The paper concluded that once an occupant of a light vehicle is involved in a crash of this magnitude, chances for survival based on current crashworthiness practices are slim. Therefore, the most effective way to prevent fatalities of this type from occurring would be through avoiding or mitigating the severity of the crash. To expand upon that analysis, the intent of this study is to identify and prioritize the factors involved in fatal crashes and assess the potential effectiveness of emerging or existing technologies that may have prevented or lessened the severity of the crash. The study was conducted by a multidisciplinary team of NHTSA crash investigators, engineers and a statistician who analyzed real-world fatal crashes found in the National Motor Vehicle Crash Causation Survey (NMVCCS). NMVCCS was a nationally representative survey conducted by NHTSA from 2005-2007. Trained researchers conducted on-scene investigations on nearly 7,000 crashes during the project, focusing on the precrash phase of the crash. The ability to investigate the selected crashes on-scene, in most cases within minutes, allowed the researchers to make better assessments of the events that led up to the crash. The survey collected up to 300 data elements on the driver, vehicle, and environment. Important components of NMVCCS were based on a methodology originally outlined by Kenneth Perchonok, including coding of the critical event, critical reason, and the associated factors that were present at the time of the crash. During this study the NHTSA team conducted indepth clinical analysis of each of the fatal crashes collected in NMVCCS, assigning the critical and secondary factors that led to the crash. The team also identified potential crash prevention measures at the driver, vehicle, and environmental levels. The results indicate that crash avoidance technologies including lane departure warning/lane keeping, electronic stability control (ESC), alcohol detection, and auto/assisted braking could have been beneficial in preventing many of the fatalities. U1 - 22nd International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationWashington,DC StartDate:20110613 EndDate:20110616 Sponsors:National Highway Traffic Safety Administration KW - Alcohol tests KW - Automatic braking KW - Crash analysis KW - Crash causes KW - Electronic stability control KW - Fatalities KW - Human factors in crashes KW - Lane departure warning systems KW - Lane keeping KW - National Motor Vehicle Crash Causation Survey KW - Precrash phase UR - http://www-esv.nhtsa.dot.gov/Proceedings/22/isv7/main.htm UR - https://trid.trb.org/view/1363583 ER - TY - CONF AN - 01572328 AU - Kuehn, Matthias AU - Bende, Jenoe AU - Sferco, Raimondo AU - Schaefer, Roland AU - Georgi, Andreas AU - Niewoehner, Walter AU - Schepers, Andreas AU - Pastor, Claus-Henry AU - Scheerer, Joachim AU - National Highway Traffic Safety Administration TI - Safety of Light Goods Vehicles – Findings from the German Joint Project of BASt, DEKRA, UDV and VDA PY - 2011 SP - 14p AB - Light goods vehicles (LGVs) are an important part of the vehicle fleet, providing a vital component in the European transportation system. On the other hand, LGVs are in the focus of public discussion regarding road safety. In order to analyse the accident situation of LGVs in an objective manner, Federal Highway Research Institute (BASt), VDA, DEKRA and German Insurers Accident Research (UDV) launched a joint project. The aim of this project, which will be finished by mid 2011, is to identify reasonable measures which will further improve the safety of LGVs. For the first time, these partners jointly together conducted a research project and put together their know-how in accident research. Analyses are based on real-life accident data from the GIDAS database, the Accident Database of UDV (UDB), the DEKRA database and national statistics. The findings deliver answers to questions within the arena of future legislative actions and consumer protection activities. The analyses of databases cover areas of primary and secondary safety of LGVs with a special focus on advanced driver assistance systems (ADAS), driver behaviour as well as partner and occupant protection. Key figures from national statistics are used to highlight hotspots of accidents of LGVs in Germany. Finally, the proposed countermeasures are assessed regarding their potential effectiveness. Amongst others, the results show that the accident situation of LGVs is very similar to that of passenger cars. Noteworthy variations could be found in collisions with pedestrians, at reversing and regarding accident causes. Occupant safety of LGVs is on a higher level compared to cars. Results indicate that seatbelt use is on a significantly lower level compared to cars. This leads to higher-than-average injury risk for unbelted LGV occupants. When it comes to partner protection, there are problems with compatibility at LGVs. For car occupants there is a very high injury risk when colliding with a LGV. It indicates that higher passive safety test standards for LGVs would be counterproductive if they further increase stiffness of LGVs. The analysis of LGV-pedestrian accidents shows that pedestrian kinematic differs significantly from car-pedestrian accidents. At this point, existing pedestrian related test standards developed for cars can not be adopted to LGVs. When it comes to active safety, ESC proved its effectiveness once again. Beyond that, rear view cameras, advanced emergency braking systems and lane departure warning systems show a safety potential, too. In addition to any technical countermeasures previously discussed, the importance of the driver behavior and attitude regarding the accident risk was investigated. In order to develop successful actions it is important to understand the main target population. In the case of LGV especially the crafts business and smaller companies are the major contributors the safety issue. U1 - 22nd International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationWashington,DC StartDate:20110613 EndDate:20110616 Sponsors:National Highway Traffic Safety Administration KW - Active safety systems KW - Countermeasures KW - Driver support systems KW - Germany KW - Light duty vehicles KW - Light trucks KW - Truck crashes KW - Trucks KW - Vehicle safety UR - http://www-esv.nhtsa.dot.gov/Proceedings/22/isv7/main.htm UR - https://trid.trb.org/view/1363691 ER - TY - CONF AN - 01572327 AU - Craig, Matthew J AU - Scarboro, Mark AU - Ridella, Stephen A AU - National Highway Traffic Safety Administration TI - Predicting Occupant Outcomes with EDR Data PY - 2011 SP - 13p AB - Recommendations were made in 2008 regarding advanced automatic collision notification or AACN and the data that should be used in attempting to predict the need for trauma center care. Some have considered those recommendations and begun to produce injury predicting algorithms that can be used in part to communicate the severity of crashes to emergency medical services (EMS) and trauma personnel. One possible shortcoming of many of the data sets being used and the resulting algorithms is their reliance on investigator estimated change in velocity (delta V). Prior work has investigated the predictive ability of various occupant and crash variables as they related to occupant outcomes. The National Highway Traffic Safety Administration’s (NHTSA) Crash Injury Research and Engineering Network (CIREN) database provided the detailed crash and injury data as well as hospital care-based outcomes to enable that study. The current study has continued that work, but with an emphasis on studying the significance of the association between individual event data recorder (EDR) or telematics variables and patient outcomes that most justify the need for the highest level of care. The primary aim of this study was to document the association between potential EDR or telematics variables and occupant outcomes using three frontal crash data sets. Analysis was limited to data that could be collected via telematics or voice communication and involved logistic regression analysis to document variables that were significant associated with the occupant outcomes studied. Two CIREN (non-EDR and EDR) and one National Automotive Sampling System – Crashworthiness Data System (NASS-CDS) (EDR) data sets were analyzed. The CIREN data sets were used to study the association between predictors and hospital care-based outcomes. The NASS-CDS EDR data set was used to evaluate the association between the same predictors used in CIREN data analysis and injury severity-based outcomes. Both EDR data sets were also analyzed to evaluate differences in the predictive ability of delta V obtained from an EDR versus delta V calculated as part of the crash reconstruction (using WinSMASH, e.g.). The results of this study show that many of the recommended predictors were significantly associated with the outcomes of interest. The study also found that EDR delta V can be a better predictor of outcomes than WinSMASH delta V. This finding may have implications for the development and application of injury predicting algorithms that could be used as part of an AACN system. U1 - 22nd International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationWashington,DC StartDate:20110613 EndDate:20110616 Sponsors:National Highway Traffic Safety Administration KW - Crash data KW - Event data recorders KW - Frontal crashes KW - Injury severity KW - Outcome (Medical treatment) KW - Predictors KW - Vehicle occupants UR - http://www-esv.nhtsa.dot.gov/Proceedings/22/isv7/main.htm UR - https://trid.trb.org/view/1363638 ER - TY - CONF AN - 01572326 AU - Egelhaaf, Markus AU - Wolpert, Dieter AU - National Highway Traffic Safety Administration TI - Post Collision Vehicle Fire Analysis PY - 2011 SP - 14p AB - Other than the movie industry will have us believe post collision vehicle fires are a very seldom event. Nevertheless they pose an enormous threat to the occupants. Due to the small figure and the inevitable combination with accident damages only little reliable statistical data on post collision vehicle fires is available. The official German accident statistic does not contain the parameter fire. According to an estimate made by the German Federal Highway Research Institute (BASt), about 80 persons are killed by fire or its side effects each year on German roads. The German Insurance Association (GDV) counted about 40,000 vehicle fire claims in 1999. About 6% of these fires were caused by a traffic accident. But also this statistic does not permit a direct transfer to the accident occurrence by different reasons. American data like the FARS data provides a good overview with the limitation of only fatal accidents. The paper presents the results of different studies concerning the post-collision vehicle fire occurrence. Based on an analysis of own accident reconstructions and fire investigations the most common damage patterns resulting in fires were identified. Own fire tests with damaged cars and a screening of different video clips available through Internet portals rounded up the study. U1 - 22nd International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationWashington,DC StartDate:20110613 EndDate:20110616 Sponsors:National Highway Traffic Safety Administration KW - Crash analysis KW - Crash reconstruction KW - Fire KW - Germany KW - Postcrash phase KW - Risk assessment UR - http://www-esv.nhtsa.dot.gov/Proceedings/22/isv7/main.htm UR - https://trid.trb.org/view/1363688 ER - TY - CONF AN - 01572325 AU - Rizzi, Matteo AU - Strandroth, Johan AU - Johansson, Roger AU - Lie, Anders AU - National Highway Traffic Safety Administration TI - The Potential of Different Countermeasures in Reducing Motorcycle Fatal Crashes: What In-Depth Studies Tell Us PY - 2011 SP - 10p AB - Every year approximately 50 motorcyclists are killed on the Swedish roads and almost 400 are severely injured according to police records. The objective of this study was to analyze the relationship between a number of risk factors related to motorcycle fatal crashes in Sweden and to investigate the potential of different countermeasures aimed to motorcycle safety. The study used in-depth studies of fatal motorcycle crashes conducted by the Swedish Transport Administration during the period 2005–2008 (n=182). Proven or reasonable relationships between a specific countermeasure and the reduction in the number of fatalities were used as the basis for every calculation. Every fatal crash was analyzed and critical events throughout the chain of events leading to the crash were identified. An assessment was then made of whether certain countermeasures could have prevented the crash or mitigated the injury outcome. However, for natural reasons, the reliability of these assessments could vary depending on the problem area. In certain cases they were very dependable, whereas in other cases they could merely represent assessments of the maximum benefit. The potential (number of saved lives per year in Sweden) of different countermeasures or intervention areas included in the study were presented depending on which element of the road system (user, vehicle and infrastructure) they related to, and were successively grouped depending on the reliability of the assessment. It was also shown how no use of helmet, drunk driving, no motorcycle driving license or excessive speeding may occur in the same crashes. For instance, it was found that all killed motorcyclists who did not use a helmet were either under the influence of alcohol and/or had no motorcycle driving license. This study may constitute a suitable basis for developing local and national strategies aimed at reducing the number of fatalities among motorcyclists, as interventions should be objectively prioritized depending on the expected effects. However, it is also important to note that Swedish conditions may differ from other countries. Furthermore, these calculations did not take into account any behavioral effects that could conceivably follow from certain countermeasures. U1 - 22nd International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationWashington,DC StartDate:20110613 EndDate:20110616 Sponsors:National Highway Traffic Safety Administration KW - Countermeasures KW - Fatalities KW - High risk drivers KW - Human factors in crashes KW - Motorcycle crashes KW - Motorcycles KW - Motorcyclists KW - Risk taking KW - Sweden UR - http://www-esv.nhtsa.dot.gov/Proceedings/22/isv7/main.htm UR - https://trid.trb.org/view/1363488 ER - TY - CONF AN - 01572324 AU - Kreiss, Jens-Peter AU - Zangmeister, Tobias AU - National Highway Traffic Safety Administration TI - New Findings on the Usage of Logistic Regression in Accident Data Analysis PY - 2011 SP - 11p AB - In this paper the authors deal with different ways of statistical modeling of real world accident data in order to quantify the effectiveness of a safety function or a safety configuration (i.e. a specific combination of safety functions) in vehicles. It is shown that the effectiveness can be estimated along the so-called relative risk, even if the effectiveness does depend on a confounding variable, which may be categorical or continuous. In a second step the quite usual and from a statistical point of view classical logistic regression modeling is investigated. Main emphasis is laid on the understanding of the model and the interpretation of the occurring parameters. It is shown that the effectiveness of the safety function also can be detected via such a logistic approach and that relevant confounding variables can and should be taken into account. The interpretation of the parameters related to the confounder and the quantification of the influence of the confounder is shown to be rather problematic. All theoretical results are illuminated by numerical data examples. U1 - 22nd International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationWashington,DC StartDate:20110613 EndDate:20110616 Sponsors:National Highway Traffic Safety Administration KW - Crash analysis KW - Crash data KW - Logistic regression analysis KW - Safety factors KW - Simulation KW - Statistical analysis UR - http://www-esv.nhtsa.dot.gov/Proceedings/22/isv7/main.htm UR - https://trid.trb.org/view/1363618 ER - TY - CONF AN - 01572323 AU - Johnson, Nicholas AU - Gabler, Hampton C AU - National Highway Traffic Safety Administration TI - Evaluation of WinSmash Accuracy in NHTSA Side Crash Test Reconstructions PY - 2011 SP - 8p AB - Several researchers have raised anecdotal concerns that the National Automotive Sampling System / Crashworthiness Data System (NASS/CDS) may overestimate delta-V, or the change in velocity (ΔV), in side crashes. NASS/CDS investigators use the WinSmash code, a successor to CRASH3, to perform the estimations. The objective of this study was to determine the accuracy of WinSmash reconstruction of ΔV in side crash tests. The actual ΔV and absorbed crash energy were computed for a suite of 73 NHTSA side crash tests using crash test instrumentation. Multiple accelerometers on both the striking and struck vehicle were used to calculate full planar motion histories, vehicle rotation, and center-of-gravity ΔV at maximum crush and at vehicle separation. The same crash tests were then reconstructed using WinSmash and post-test crush measurements. This paper compares the WinSmash ΔV with the actual ΔV at maximum crush and ΔV at separation. The paper concludes that WinSmash over-predicts ΔV at separation in side crash tests by 11% on average. U1 - 22nd International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationWashington,DC StartDate:20110613 EndDate:20110616 Sponsors:National Highway Traffic Safety Administration KW - Accuracy KW - Crash reconstruction KW - Impact tests KW - National Automotive Sampling System - Crashworthiness Data System KW - Side crashes KW - Velocity KW - WinSmash UR - http://www-esv.nhtsa.dot.gov/Proceedings/22/isv7/main.htm UR - https://trid.trb.org/view/1363620 ER - TY - CONF AN - 01572322 AU - Stigson, Helena AU - Kullgren, Anders AU - Krafft, Maria AU - National Highway Traffic Safety Administration TI - Use of Car Crashes Resulting in Injuries to Identify System Weaknesses PY - 2011 SP - 9p AB - The objective was to identify system weaknesses and components (road user, vehicles, and road) where improvements would yield the highest potential for further reductions in car occupant injuries. The study also aimed to evaluate whether it is a difference in type of improvements due to injury severity (fatally injured, Maximum Abbreviated Injury Scale 2+ injury outcomes and injury leading to permanent medical impairment). Three different data sets of real-life car crashes were used; In-depth fatal crash data of the Swedish Transport Administration (n=248), in-depth crash injury data collected by the UK On The Spot (OTS) accident investigation project (n=120) and the Swedish database STRADA including police reported and hospital-registered injuries (n=451). All crashes were classified according to the vehicle’s safety rating by Euro NCAP (European New Car Assessment Programme) and whether the vehicle was fitted with ESC (Electronic Stability Control) and had some kind of defined whiplash protection systems. For each crash, the road was also classified according to EuroRAP (European Road Assessment Programme) criteria, and human behavior in terms of speeding, seat belt use, and driving under the influence of alcohol/drugs. Most of the crashes occurred when two or all three components interacted (in 40% of the total number of cases). In total, the noncompliance with the vehicle safety criteria was judged to influence the injury outcome more often in car crashes with serious injury outcomes or where the occupants sustained injuries leading to permanent medical impairment than in crashes including fatally injured only. The road standard was the one of the three components that was most often linked to a fatal outcome. Injury outcomes, irrespective of severity, were mostly related to an interaction between the three components: the road, the vehicle, and the road user. However, the significance of the components differs depending on crash severity. The vehicle’s safety is the most important component to reduce serious injury outcomes and injuries leading to permanent medical impairment. In fatal crashes improvements to the road would yield the highest potential for further reductions of car occupant injuries. U1 - 22nd International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationWashington,DC StartDate:20110613 EndDate:20110616 Sponsors:National Highway Traffic Safety Administration KW - Crash analysis KW - Crash injuries KW - Crash severity KW - Crash types KW - Sweden KW - United Kingdom KW - Vehicle factors in crashes KW - Vehicle occupants UR - http://www-esv.nhtsa.dot.gov/Proceedings/22/isv7/main.htm UR - https://trid.trb.org/view/1363619 ER - TY - CONF AN - 01572321 AU - Regh, Fabian AU - Winner, Hermann AU - Krautscheid, Rainer AU - National Highway Traffic Safety Administration TI - Field Study on Crash Causal Factors of Chassis Modifications PY - 2011 SP - 12p AB - New vehicle types are extensively tested to check almost all factors that influence ride and handling. With reference to the Association of German Car Tuners’ ( VDAT e.V.) valuations, approximately 10% of all cars in Germany are being modified by their owners. 28 % of those modifications’ sales are divergent wheel-tire combinations, 13 % are tuning measures on the chassis suspension or wheel spacers. In almost all cases the singular modifications present a general permission for specific vehicles they have been tested in. Combined tuning measures, however, are often checked by just one inspector, following a procedure of mostly subjective assessment criteria. Today, critical attributes are only being observed, in case a vehicle is involved in an accident and the modifications are identified as crash causal factors or as a cofactor on the development of a crash. For the first time, a field study allows a survey of safety affecting chassis modifications. The test layout has to comply with some basic conditions. Different vehicle concepts with a wide margin of modifications are required to get a high transferability of the results. A total amount of more than 150 tested vehicles serves the same purpose. The tests are limited concerning the installation time of measurement techniques and the requirement that no damage, defilement or immoderate wear of the vehicles are accepted by their owners. Due to such factors as well as the driver´s acceptance, the vehicles are controlled by its owners instead of robots or test drivers. For keeping down the driver´s influence, the lane has narrow boundaries and the driver has to drive in strictly adherence to the given instructions. After gathering all modifications, as well as static and kinematic parameters like the toe and camber angle, dynamic testing of predominantly lateral dynamics is conducted. Besides standardized tests like the ISO 3888-2 (Obstacle Avoidance) or the ISO 14512 (Braking on Surfaces with Split Coefficient of Friction), to test the influence of modified kingpin offsets caused by wheel spacers, some deviant tests are conducted. Those are required due to the demand of objective test results for road tests with vertical induced stimulation of the chassis suspension. Hence, new tests on corner braking with and without vertical stimulation have been developed. The interpretation of data includes thresholds, e.g. the maximum entrance velocity without hitting cones, on the one hand, and the analysis of characteristics of data concerning time and frequency range, “1-second values” and peak response times on the other hand. Besides the thresholds as indicators for the achievable velocities, which are mainly affected by friction coefficients, the vehicle reaction in the course of time characterizes the vehicle reaction in the threshold range and consequently the operational demands on the driver. The field study has started and promises the first long-range analysis of chassis modifications. The results offer a basis for hypothesis and resultant further test layouts for oncoming studies of the identified critical tuning measures. U1 - 22nd International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationWashington,DC StartDate:20110613 EndDate:20110616 Sponsors:National Highway Traffic Safety Administration KW - Causal factors KW - Chassis KW - Crash causes KW - Field studies KW - Germany KW - Vehicle safety UR - http://www-esv.nhtsa.dot.gov/Proceedings/22/isv7/main.htm UR - https://trid.trb.org/view/1363585 ER - TY - CONF AN - 01572320 AU - Benmimoun, Mohamed AU - Fahrenkrog, Felix AU - Zlocki, Adrian AU - Eckstein, Lutz AU - National Highway Traffic Safety Administration TI - Incident Detection Based on Vehicle CAN-Data Within the Large Scale Field Operational Test “euroFOT” PY - 2011 SP - 11p AB - The euroFOT project is the first large-scale Field Operational Test (FOT) of multiple Advanced Driver Assistance Systems (ADAS) in Europe. It will evaluate the impact of ADAS on safety, traffic efficiency, environment, driver behaviour and user acceptance in real life situations with normal drivers by means of collected data from instrumented vehicles. By offering valuable information for the short- and long-term impact of ADAS the euroFOT project aims to encourage the deployment of ADAS. Altogether, about 1000 vehicles equipped with different ADAS technologies will take part in the field operational test. The FOT is coordinated by five Vehicle Management Centers (VMC) and carried out at various operation sites across six European countries (France, Germany, Italy, Netherlands, Sweden and United Kingdom). Within this paper the approach and the requirements for implementing a reliable and automated incident detection process by means of CAN-data for assessing the impact of ADAS at the German1-VMC are presented. U1 - 22nd International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationWashington,DC StartDate:20110613 EndDate:20110616 Sponsors:National Highway Traffic Safety Administration KW - Automatic incident detection KW - Data management KW - Demonstration projects KW - Driver support systems KW - Europe KW - Field tests UR - http://www-esv.nhtsa.dot.gov/Proceedings/22/isv7/main.htm UR - https://trid.trb.org/view/1363492 ER - TY - CONF AN - 01572319 AU - Kuschefski, Achim AU - Haasper, Matthias AU - Vallese, André AU - National Highway Traffic Safety Administration TI - Advanced Rider Assistance Systems for Powered Two-Wheelers (ARAS-PTW) PY - 2011 SP - 12p AB - The results of a survey by the Institut für Zweiradsicherheit e.V. (ifz) on the topic “Advanced Rider Assistance Systems for Powered Two-Wheelers (ARAS-PTW)” carried out by ifz in the year 2009 triggered the study at hand. In fact the survey showed that both male and female motorcycle riders have knowledge deficiencies as regards to rider assistance systems. Against this background the authors explored the matter and found out that the respective literature offers a wide variety of definitions of assistance systems. This variety was the reason for a first attempt to clearly define the term “Rider Assistance Systems for Powered Two-Wheelers” – taking into account all the relevant specific requirements. Furthermore, the study offers a general synoptic view (updated September 2010) of current rider assistance systems for powered two-wheelers. U1 - 22nd International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationWashington,DC StartDate:20110613 EndDate:20110616 Sponsors:National Highway Traffic Safety Administration KW - Active safety systems KW - Driver support systems KW - Mopeds KW - Motorcycles KW - Motorcyclists KW - Two wheeled vehicles UR - http://www-esv.nhtsa.dot.gov/Proceedings/22/isv7/main.htm UR - https://trid.trb.org/view/1363491 ER - TY - CONF AN - 01572318 AU - Olejnik, Krzysztof AU - Kownacki, Jerzy W AU - National Highway Traffic Safety Administration TI - Modelling of Indirect Visibility PY - 2011 SP - 6p AB - It is necessary to retrofit the vehicles and road infrastructure with the devices of indirect visibility. For the purpose of the tests, a mathematical model of the tests’ subject was created, which was used to write the analytical computer program for the PC class computer. The mathematical model of the visual image transfer from the vehicle’s surroundings transmitted by the mirrors encompasses: driver’s eyes represented by the ocular points placed in the three-dimensional, rectangular left-handed, Cartesian system, the vehicle’s block, described in this system by the clear and opaque surfaces; mirrors of the known features, mounted on the vehicle’s block; the space surrounding the vehicle placed on the horizontal surface. This mathematical model was used to create the calculation program in the C++ programming language and using the Open GL library, working under the Microsoft Windows operating system. In the specific range of values it is possible to increase or decrease the size of the presented object – it helps to see the details, to change the direction of the observations. The operating program relies on an input of such quantities as width of the vehicle, location and extent of the transparent elements. The location of ocular points, and regions which driver should observe, in respect to the vehicle are also set. The results of the program calculations are presented graphically as the virtual picture of reality on the computer monitor. Apart from that, the program presents in the tabular form, values of coordinates of the points on the planes Oxy and O’yz, calculated for the given step, and for accepted parameters. Additionally there is a possibility to draw the regions covered by the eyesight. The created model of the visual transfer from the vehicle’s surroundings, transmitted by the mirror enables to conduct the virtual tests of the real objects. The necessary data such as: position of ocular points in the real vehicle, the location of the mirrors and their features, width of the vehicle must be measured in the vehicle and introduced into the program. U1 - 22nd International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationWashington,DC StartDate:20110613 EndDate:20110616 Sponsors:National Highway Traffic Safety Administration KW - Drivers KW - Mathematical models KW - Mirrors KW - Safety KW - Vehicles KW - Visibility UR - http://www-esv.nhtsa.dot.gov/Proceedings/22/isv7/main.htm UR - https://trid.trb.org/view/1363078 ER - TY - CONF AN - 01572317 AU - Glassbrenner, Donna AU - National Highway Traffic Safety Administration TI - An Analysis of Improvements to Vehicle Safety and Their Contribution to Recent Declines in Fatalities and Injury Rates PY - 2011 SP - 13p AB - Recent vehicle safety technologies have saved lives, mitigated injuries, and, to some extent, reduced the occurrence of crashes. However there have been few, if any, studies that attempt to quantify how much safer a newer model year vehicle is than an older one, at least in any controlled fashion. This paper attempts such a quantification, and estimates the combined contribution of vehicle improvements to recent declines in fatalities and injury rates. The analysis assesses the combined impact of safety improvements, and not the separate impacts of individual technologies. U1 - 22nd International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationWashington,DC StartDate:20110613 EndDate:20110616 Sponsors:National Highway Traffic Safety Administration KW - Crash avoidance KW - Crashworthiness KW - Fatalities KW - Improvements KW - Injury rates KW - Statistical analysis KW - Statistical models KW - Vehicle safety KW - Vehicles UR - http://www-esv.nhtsa.dot.gov/Proceedings/22/isv7/main.htm UR - https://trid.trb.org/view/1363690 ER - TY - CONF AN - 01571829 AU - Svenson, Alrik L AU - Mueller, Jonathan AU - National Highway Traffic Safety Administration TI - Vehicle Safety Communications for Commercial Vehicles: Issues Affecting Deployment of Vehicle-to-Vehicle Communications for Heavy Vehicles PY - 2011 SP - 12p AB - Wireless vehicle-to-vehicle communications (V2V) and the safety applications enabled by such technology are a major component of the U.S. DOT vehicle safety communications (VSC) program. The VSC program also supports wireless connectivity between vehicles and infrastructure (V2I) to deliver safety, mobility, and environmental benefits. To date, the focus of US DOT sponsored research in this area has been on light duty vehicles. However, to obtain maximum benefits, the V2V safety applications need to be deployed among all vehicles including heavy commercial vehicles. The U.S. DOT therefore initiated (in early 2010) several research efforts to examine the issues for adapting V2V safety applications for heavy commercial vehicles. These issues include interoperability with other vehicles, considerations due to vehicle size and geometry, data privacy and policy concerns, compatibility between heavy and light vehicles, and other issues related to special operating environments encountered by commercial vehicles. This paper describes the current technical research on V2V for commercial vehicles being conducted by U.S. DOT (i.e., interoperability, performance requirements and human factors considerations). For each of these studies, interviews were conducted with subject matter experts from the following entities: vehicle manufacturers; truck suppliers, commercial vehicle fleet operators, industry trade representatives, and academic researchers. The early V2V safety applications to be developed for heavy vehicles have been selected based on the most frequent crash types addressable by such technology as identified in previous studies conducted by Volpe. The studies summarized in this paper were limited to commercial vehicles including heavy truck tractors, single-unit trucks, and buses. Results from the studies identify priority issues that need to be addressed for successful deployment of V2V systems on commercial vehicles. U1 - 22nd International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationWashington,DC StartDate:20110613 EndDate:20110616 Sponsors:National Highway Traffic Safety Administration KW - Commercial vehicles KW - Heavy vehicles KW - Human factors KW - Interoperability KW - Performance KW - Vehicle safety KW - Vehicle to vehicle communications KW - Wireless communication systems UR - http://www-esv.nhtsa.dot.gov/Proceedings/22/isv7/main.htm UR - https://trid.trb.org/view/1363074 ER - TY - CONF AN - 01571828 AU - Lee, Taeyoung AU - Yi, Kyongsu AU - Kim, Jangseop AU - Lee, Jaewan AU - National Highway Traffic Safety Administration TI - Development and Evaluations of Advanced Emergency Braking System Algorithm for the Commercial Vehicle PY - 2011 SP - 7p AB - This paper presents the development and evaluation of the Advanced Emergency Braking System (AEBS) algorithm for the commercial vehicle. The AEBS is the system to slow the vehicle and mitigate the severity of an impact when a rear end collision probability is increased. To mitigate a rear end collision of the commercial heavy truck, the AEBS is comprised of a millimeter wave radar sensor, CCD camera and vehicle parameters which are processed to judge the likelihood of a collision occurring. If the likelihood of a rear end collision with an obstacle is judged as probable, warning signals are provided by the AEBS algorithm to alert the driver. If the driver fails to react to the warnings when the collision likelihood is judged as being high, the AEBS algorithm applies autonomous braking in order to reduce the impact speed. To demonstrate the control performance of the proposed AEBS algorithm, a longitudinal vehicle model of the commercial target vehicle was developed by using the real vehicle’s test data and vehicle dynamics. Also, closed-loop simulation of the AEBS was conducted. In order to indicate the safety level of the driving situation, new safety indexes are suggested. From the simulation results and analysis of using the safety indexes, it is shown that the proposed AEBS algorithm can enhance the commercial heavy truck's longitudinal safety in a dangerous driving situation, which can be occur in a rear-end collision. U1 - 22nd International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationWashington,DC StartDate:20110613 EndDate:20110616 Sponsors:National Highway Traffic Safety Administration KW - Algorithms KW - Automatic braking KW - Commercial vehicles KW - Proximity detectors KW - Rear end crashes KW - Time to collision KW - Trucks UR - http://www-esv.nhtsa.dot.gov/Proceedings/22/isv7/main.htm UR - https://trid.trb.org/view/1363075 ER - TY - CONF AN - 01571827 AU - Kuehn, Matthias AU - Hummel, Thomas AU - Bende, Jenoe AU - National Highway Traffic Safety Administration TI - Advanced Driver Assistance Systems for Trucks – Benefit Estimation from Real-Life Accidents PY - 2011 SP - 12p AB - Advanced Driver Assistance Systems (ADASs) are today becoming increasingly common in the market. This also applies to trucks, in particular. In order to quantify the effects of ADASs on truck accidents in Germany, a comprehensive study was performed, using third-party vehicle claims involving personal injury and a total claim value of at least €15,000. This study is based on a total of 443 truck accidents. Statistical methods were used to extrapolate these accidents up to 18,467 claims. To determine the possible effects of ADASs, relevant accident scenarios were identified, and system characteristics for generic ADASs were derived. Different stages of development for some of the systems were defined and evaluated, and the theoretical safety potentials of the generic ADASs were determined by systematic case-by-case analysis. All types of road users (cars, trucks, buses, motorcycles, bicycles, and pedestrians) were included as the other parties to the collisions involving the trucks (gross vehicle weight more than 5,000 kg); single-vehicle truck accidents were also included. The calculated theoretical safety potential of the different ADASs is based on the assumptions that 100% of the truck fleet is equipped with these systems and that the driver reacts perfectly when warned. The conclusions of the analyses are as follows: an autonomous emergency braking system (AEBS), which is able to detect moving and stationary two track vehicles, warn the driver and perform a braking maneuver autonomously, was able to prevent up to 12% of all truck accidents in the data sample compared to just 6% for a system that is not able to detect stationary vehicles. The safety potential of a “turning-assistant system” and an intelligent rear view camera accounts for 6% of prevented accidents in relation to all truck accidents. Detailed analysis reveals that this covers 55% of all truck accidents against vulnerable road users (VRUs). Compared to current rear-view mirror technology, these assistance systems are much more effective. The theoretical safety potential of a lane departure warning (LDW) system was found to be up to 2%. Nevertheless, this small percentage equates to about 39% of all truck accidents caused by departing the lane. The results of the study indicate that ADASs do not achieve the same safety potential for each of the three truck categories “solo truck”, “truck and drawbar trailer” and “semi-trailer truck”. This should be taken into consideration for future legislation. Although some of the ADASs examined show considerable safety potential for VRUs, the current European legislation does not take this into account. U1 - 22nd International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationWashington,DC StartDate:20110613 EndDate:20110616 Sponsors:National Highway Traffic Safety Administration KW - Automatic braking KW - Driver support systems KW - Germany KW - Lane departure warning systems KW - Truck crashes KW - Trucking safety KW - Trucks UR - http://www-esv.nhtsa.dot.gov/Proceedings/22/isv7/main.htm UR - https://trid.trb.org/view/1362898 ER - TY - CONF AN - 01571826 AU - Shin, Jangho AU - Kim, Haeng Kyeom AU - Kim, Yun Chang AU - National Highway Traffic Safety Administration TI - Front and Side Car-To-Car CAE Based Crash Analysis of Different Class Vehicles PY - 2011 SP - 8p AB - In recent years, the rapidly ncreasing market share of compact cars and SUVs has brought for both the consumer and the automaker the need to pay more attention to crash compatibility between the compact passenger vehicles and the light trucks (i.e., Pickups and SUVs). Vehicle compatibility regarding both self and partner protection in a frontal crash of different class vehicles is one of the hot issues in vehicle safety. Furthermore, it is expected that the amendment of UNECE-Regulation 94 to implement compatibility issues will happen in a couple years. This paper presents a front and side car-to-car Computer Aided Engineering (CAE) based crash of different class vehicles which describes a car accident in the real field. Structural engagement and energy balance of different class vehicles in front and side car-to-car crashes are identified. In this study, the conceptual design of compatibility compliant frontal vehicle structure which is designed to improve the distribution of frontal crash loading and structural engagement between vehicles is introduced. The effects of a proposed vehicle structure on possible candidates (i.e. Full Width Rigid Barrier (FWRB), Full Width Deformable Barrier (FWDB) and Progressive Deformable Barrier (PDB) for a compatibility evaluation test procedure and car-to-car crash are also investigated. U1 - 22nd International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationWashington,DC StartDate:20110613 EndDate:20110616 Sponsors:National Highway Traffic Safety Administration KW - Compact automobiles KW - Compatibility KW - Crash analysis KW - Frontal crashes KW - Impact tests KW - Midsize automobiles KW - Side crashes KW - Vehicle frames UR - http://www-esv.nhtsa.dot.gov/Proceedings/22/isv7/main.htm UR - https://trid.trb.org/view/1362105 ER - TY - CONF AN - 01571825 AU - Daphal, Pratap AU - Kumar C, Anil AU - National Highway Traffic Safety Administration TI - Progressive Deformable Barrier (PDB) – Evaluation of It’s Impact on Small Car Designs Through CAE Analysis PY - 2011 SP - 5p AB - The Progressive Deformable Barrier (PDB) based offset test method was recently proposed as an alternative to the existing regulatory test using Offset Deformable Barrier (ODB) as per ECE R94. Implications of this change on the structural design of cars were studied through CAE simulations. Comparative simulations were run with the two barriers for vehicles with different mass and the effect of the barrier change was studied against the mass of the vehicle. Stiffness improvements required in car structures for similar intrusions when PDB was used were then studied. The study showed that PDB was able to absorb a lot more energy compared to ODB and this could essentially mean the car structures can be engineered with reduced energy absorbing capability while still meeting the requirements with PDB. U1 - 22nd International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationWashington,DC StartDate:20110613 EndDate:20110616 Sponsors:National Highway Traffic Safety Administration KW - Deformable barriers KW - Energy absorption KW - Impact tests KW - Mass KW - Offset deformable barriers KW - Vehicle design UR - http://www-esv.nhtsa.dot.gov/Proceedings/22/isv7/main.htm UR - https://trid.trb.org/view/1362597 ER - TY - CONF AN - 01571824 AU - Scullion, Paul AU - Morgan, Richard M AU - Digges, Kennerly AU - Kan, Cing-Dao Steve AU - National Highway Traffic Safety Administration TI - Frontal Crashes Between the Longitudinal Rails PY - 2011 SP - 9p AB - The objective of this study is to further investigate the injuries and injury mechanisms associated with belted front-row occupants in Between Rail frontal crashes. This study examines real-world crash data from the NASS-CDS between the years 1998-2009 with a focus on frontal crashes involving 1997 and later model year vehicles. This study expands upon a methodology developed by Ford Motor Co. for classifying frontal impacts based upon the Collision Deformation Classification (CDC) [SAE J224] and the location of direct damage relative to the estimated location of the underlying vehicle frame-rail structure. This Frontal Impact Taxonomy will be used to identify those crashes with damage localized between the vehicle frame-rails. In a recent study, it was identified that Between Rail impacts had a higher risk of front row occupants sustaining either a Maximum Abbreviated Injury Scale (MAIS) 2+, or MAIS 3+ injury, compared to all other frontal impact damage classifications (Full engagement, Offset, Moderate offset, Small Overlap, and so on). The extent of damage will be used as a measure of impact severity. This study will investigate a laboratory test by the Insurance Institute for Highway Safety. This laboratory test involves crashing the front of a passenger vehicle into a rigid pole along the longitudinal line of the vehicle. The laboratory test will be compared with real-world crash data. U1 - 22nd International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationWashington,DC StartDate:20110613 EndDate:20110616 Sponsors:National Highway Traffic Safety Administration KW - Crash data KW - Crash injury research KW - Frontal crashes KW - Impact tests KW - Injury classification KW - Injury severity KW - Maximum Abbreviated Injury Scale KW - Vehicle frames UR - http://www-esv.nhtsa.dot.gov/Proceedings/22/isv7/main.htm UR - https://trid.trb.org/view/1362876 ER - TY - CONF AN - 01571823 AU - Brumbelow, Matthew L AU - National Highway Traffic Safety Administration TI - Crash Test Performance of Large Truck Rear Underride Guards PY - 2011 SP - 8p AB - Large truck crashes account for a substantial portion of the fatalities and serious injuries occurring in modern passenger vehicles designed for good frontal crash protection. Incompatibilities in mass, stiffness, and ground clearance present challenges in improving crash outcomes for passenger vehicle occupants. A recent Insurance Institute for Highway Safety study of cases from the Large Truck Crash Causation Study (LTCCS) found that rear underride guards meeting US federal requirements still can allow severe passenger vehicle underride, often resulting in serious or fatal injury. The study identified patterns of real-world guard failure, but the impact speeds necessary to produce these failures could not be determined. Also, due to the LTCCS case selection requirement that each crash produce an injury, differences among the large number of guard designs and resulting crash performance and injury risk could not be compared. The current study used a series of six crash tests to investigate these issues. Crash tests were conducted in which the front of a midsize sedan impacted the rear of a semi-trailer equipped with an underride guard. Three trailer/guard designs were evaluated in various conditions. Each guard design was certified to the US Federal Motor Vehicle Safety Standard (FMVSS) 223 requirements, and two also met the more stringent Canadian Motor Vehicle Safety Standard (CMVSS) 223 regulation. Quasi-static tests were conducted to determine the compliance margins. In a full-width test at 56 km/h, the guard design built only to the US requirements failed catastrophically at the points of attachment to the trailer, allowing severe underride and trailer contact with the dummy’s head. The second guard failed in 50 percent overlap tests at 40 and 56 km/h, producing underride to the base of the sedan’s windshield in the first test and to the dummy’s head in the second. The third guard was able to prevent underride in full-width and 50 percent overlap tests at 56 km/h but failed when the overlap was reduced to 30 percent. The minimum force requirements of FMVSS 223 are too low to prevent guard failure in full-width crashes. CMVSS 223 is an improvement over the US regulation, but its requirements also should be strengthened because underride still can occur in offset crashes. Both standards should require quasi-static tests to be conducted with guards attached to a trailer. The current standards allow tests using a rigid fixture, so even well-designed guards could be attached to a trailer such that they fail to prevent underride due to weakness of the trailer chassis or attachment mechanism. U1 - 22nd International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationWashington,DC StartDate:20110613 EndDate:20110616 Sponsors:National Highway Traffic Safety Administration KW - Heavy duty trucks KW - Impact tests KW - Overlap crashes KW - Passenger vehicles KW - Underride guards KW - Underride override crashes UR - http://www-esv.nhtsa.dot.gov/Proceedings/22/isv7/main.htm UR - https://trid.trb.org/view/1362878 ER - TY - CONF AN - 01571822 AU - Brewer, John AU - Patel, Sanjay AU - Summers, Stephen AU - Prasad, Aloke AU - Mohan, Pradeep AU - National Highway Traffic Safety Administration TI - Accuracy of AHOF400 with a Moment-Measuring Load Cell Barrier PY - 2011 SP - 11p AB - Several performance measures derived from rigid barrier crash testing have been proposed to assess vehicle-to-vehicle crash compatibility. One such measure, the Average Height of Force 400 (AHOF400), has been proposed to estimate the height of a vehicle’s primary energy absorbing structures. Previous studies have shown that the difference in AHOF measures is a significant predictor of crash partner fatality in vehicle to vehicle crashes. However, the single axis 250x250 mm and 125x125 mm size of the load cells limited the accuracy of these performance measures. The National Highway Traffic Safety Administration (NHTSA) recently purchased an advanced load cell barrier using 125 x 125 mm load cells (in a 9x16 load cell array) that measure compressive force and moments. Simulation studies predicted this should significantly improve the AHOF accuracy. This test program will evaluate this prediction. Previous studies suggest that single axis load cell measurements may not provide sufficient accuracy. This paper evaluates the results using a rigid barrier that measures vertical and lateral moments in addition to longitudinal force. The results are evaluated against vehicle geometry measurements. Six crash tests were conducted using an advanced load cell barrier with vertical and lateral moment capability. The test results are compared with previous single axis 125 x 125 mm rigid barrier tests. The additional accuracy resulting from the moment data is assessed. The benefits of the advanced load cell barrier in terms of amplifying and enabling compatibility criteria are discussed. U1 - 22nd International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationWashington,DC StartDate:20110613 EndDate:20110616 Sponsors:National Highway Traffic Safety Administration KW - Barriers (Roads) KW - Compatibility KW - Force KW - Frontal crashes KW - Impact tests KW - Load cells UR - http://www-esv.nhtsa.dot.gov/Proceedings/22/isv7/main.htm UR - https://trid.trb.org/view/1361780 ER - TY - CONF AN - 01571821 AU - Páez Ayuso, Francisco Javier AU - Crespo, Arturo Furones AU - Romero, Alexandro Badea AU - Fazio, Enrique Alcalá AU - Izquierdo, Francisco Aparicio AU - National Highway Traffic Safety Administration TI - Analysis of Compatibility and Occupant Injury Mechanisms in Frontal Collisions Involving Buses in Spain PY - 2011 SP - 9p AB - The European Regulations introduced over the last years on the enhancement of secondary safety of buses and coaches are proving to be efficient, reducing accident seriousness and their consequences, as real accident data can show. However these measures seem to be insufficient, especially in certain impact configurations such as frontal collisions in which not only the driver and the crew are the most prone to casualty but also the rest of the occupants who often suffer severe or fatal injuries. The aim of the study presented in this paper is to identify the main characteristics of large passenger vehicles (LPVs) frontal collisions that have occurred in Spain over the last years, and to analyse the compatibility of these vehicles with their collision partners or obstacles in frontal impacts. The study has two main parts: a statistical analysis based on the Spanish Accident Database that includes bus accidents occurred in Spain between 1993 and 2008 investigated by the Police Forces with at least one injured person as consequence of the accident; and an in-depth study using a LPV accident database including highly detailed information, retrospective investigation, reconstruction, police reports and medical records with injury description and mechanisms. A total of 28 real-world accidents were considered, in-depth analysed by the Accident Research Unit of INSIA and investigated in collaboration with the Police Forces, Paramedics and Hospitals. It is expected that the results obtained in this research will help to gauge the extent of the problem in the Spanish roads and to understand the influence of compatibility on the injury severity of the occupants of both vehicles and their mechanisms. The statistical analysis revealed that interurban frontal bus accidents represent around 50% of the total Spanish interurban bus accidents with killed or severe injuries. The in-depth analysis based on the injury mechanisms most commonly found suggests that new structural solutions in the frontal design of the bus should be considered to enhance occupant protection and to improve the compatibility between the vehicles involved. There are not many research works about LPVs frontal collisions up to day, so the potential enhancement of secondary safety is still high. This study is based on Spanish data and its conclusions reflect the situation in the Spanish roads, however it should be extended and considered as guidelines for future research works. U1 - 22nd International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationWashington,DC StartDate:20110613 EndDate:20110616 Sponsors:National Highway Traffic Safety Administration KW - Buses KW - Compatibility KW - Deformation KW - Frontal crashes KW - Injury severity KW - Passenger vehicles KW - Spain UR - http://www-esv.nhtsa.dot.gov/Proceedings/22/isv7/main.htm UR - https://trid.trb.org/view/1362897 ER - TY - CONF AN - 01571820 AU - Griffiths, Michael AU - Jarvie, John AU - National Highway Traffic Safety Administration TI - Improving the Crash Compatibility of Cars and Roadside Poles PY - 2011 SP - 5p AB - Car to pole impacts account for a large proportion of car occupant casualties in many motorized countries. Each year in Australia about 2000 vehicles crash into timber power poles resulting in approximately 100 fatalities and 1000 serious injuries at a community cost of about A$500 million. The estimates for North America are over 1000 fatalities and over 100,000 serious injuries each year, with an estimated 10-fold increase in costs. Historically the primary countermeasure used by road safety authorities has been to move utility/power poles away from the roadside. While this may reduce the risk of an impact, moving the position of the timber pole has little effect on the outcome if an impact occurs. To reduce the risk of injury there is a need to change the properties of the pole, so that the pole acts to stop the car while retaining integrity ensuring that neither becomes an unrestrained hazard. This paper presents the results of a program aimed at developing a utility pole that absorbs energy and yields sufficiently to stop the vehicle in several metres at survivable decelerations with no intrusion into the occupant space. This has been achieved by using composite materials supplemented with built in energy management systems. To test the impact properties of the prototype, the authors conducted ten fullscale frontal crash tests using a variety of car sizes at impact speeds of 50, 80 and 100 km/hr. The performance of the poles during the tests was monitored using multiple high-speed cameras, and accelerometers were fitted to the vehicles on later tests. The results demonstrate the superior impact performance of the composite poles and the ability of these poles to safely stop impacting vehicles even at high impact speeds, while retaining enough integrity to ensure cables carried by the poles remain intact and supported above the ground. This superior impact performance carries substantial potential safety benefits. Furthermore, the projected whole of life costs of the composite pole are less than existing timber poles. The lighter weight and lower cost of the poles also assists the primary countermeasure of relocation away from the road. Limitations of the preliminary test program are the lack of instrumented test dummies that means that these results cannot be communicated directly in terms of injury criteria. However the reduced decelerations measured in the vehicle, and the retention of the occupant compartment even in the highest test speeds strongly indicates likely reduction in injury risk. The composite pole used in these tests start as a standard production utility pole already in limited use in North America. It is then enhanced to absorb energy in a controlled manner, prevent unrestrained hazards and can keep the power/communication cables supported. Widespread use of these composite poles could prevent considerable serious injury, death and associated community cost. U1 - 22nd International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationWashington,DC StartDate:20110613 EndDate:20110616 Sponsors:National Highway Traffic Safety Administration KW - Australia KW - Compatibility KW - Composite materials KW - Crash severity KW - Deceleration KW - Energy KW - Frontal crashes KW - Impact tests KW - Utility poles UR - http://www-esv.nhtsa.dot.gov/Proceedings/22/isv7/main.htm UR - https://trid.trb.org/view/1362877 ER - TY - CONF AN - 01571819 AU - Grall, Loïc AU - Zeitouni, Richard AU - Adalian, Céline AU - National Highway Traffic Safety Administration TI - Frontal Impact Improvements - Enhanced Modelling of the Impact Barrier PY - 2011 SP - 13p AB - The honeycomb barrier behaviour has a major influence on the vehicle structures designed to absorb a frontal crash, for ECE 94 or Euro NCAP and other NCAP frontal tests. The increased use of modelling and the improvements made on numerical capacities forced the authors to be able to represent in a better and an in-depth manner the numerical behaviour of the honeycomb barrier in order to improve their prediction of the vehicle behaviour in a frontal crash test, especially on the load distribution in the car front-end. PSA Peugeot Citroën launched a huge physical and numerical program on the behaviour of the regulatory honeycomb barrier in order to improve its numerical model available of the major crash software. This program focused on the instabilities generated by the industrial barrier that can lead to very different load distribution profiles. Physical tests were performed from simple tests (honeycomb static compression) to more complex dynamic tests such as puncture tests, up to sub systems tests where a rigid car front end was propelled on a full ECE 94 barrier. This program highlighted new phenomena that were not represented up to now in the numerical barrier such as densification and effect of air pressure in the cells when high volume reduction and high velocities occurred. Other important scatterings due to bonding and cell wall thickness were also seen as major parameters to take into account. All these mechanical characteristics as well as the aluminium mechanical behaviour are now included in the enhanced modelling developed in the crash software in order to represent all the simple tests performed up to the more complex ones. This led the authors to better predictive modelling of the honeycomb barrier. The paper will conclude with a direct comparison between the standard barrier model and the authors' enhanced model and their consequences on the prediction of the full car crash behaviour. This brand new model is now used for the design of the new vehicle programs at PSA Peugeot Citroën. U1 - 22nd International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationWashington,DC StartDate:20110613 EndDate:20110616 Sponsors:National Highway Traffic Safety Administration KW - Barriers (Roads) KW - Frontal crashes KW - Honeycomb structures KW - Impact tests KW - Mathematical models KW - Vehicle front end UR - http://www-esv.nhtsa.dot.gov/Proceedings/22/isv7/main.htm UR - https://trid.trb.org/view/1362598 ER - TY - CONF AN - 01571818 AU - Gadekar, Ganesh AU - Kumar C, Anil AU - Joshi, Ashok G AU - Takle, Makarand AU - National Highway Traffic Safety Administration TI - Use of Secondary Energy Absorbing Structures for Improved Self Protection Performance – Experiences During the Development of a Chassis Based Vehicle PY - 2011 SP - 5p AB - Secondary Energy Absorbing Structures (SEAS) have been discussed in literature in the context of improving geometric compatibility between larger vehicles like SUVs and cars. While compatibility related work is still in a research phase, development of the vehicles for self protection remains a priority. Vehicles also have to be designed to meet set targets against consumer group tests like Euro NCAP. A Secondary Energy Absorbing Structure on a Crossover kind of vehicle was evaluated to see the effect on self protection. Through the evaluation it was realized that the SEAS can actually be optimized for improving the self protection and lead to reduced weight of the chassis frame. This concept was optimized to achieve weight savings in EuroNCAP load case. This paper presents the results of evaluations and analysis of the reasons why SEAS is expected to lead to weight savings in a typical offset frontal crash, along with the optimization work carried out for achieving weight savings. U1 - 22nd International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationWashington,DC StartDate:20110613 EndDate:20110616 Sponsors:National Highway Traffic Safety Administration KW - Chassis KW - Compatibility KW - Frontal crashes KW - Protection KW - Secondary energy absorbing structure (SEAS) KW - Vehicle frames KW - Vehicle weight UR - http://www-esv.nhtsa.dot.gov/Proceedings/22/isv7/main.htm UR - https://trid.trb.org/view/1361781 ER - TY - CONF AN - 01571817 AU - Lattke, Benedikt AU - Sperber, Frank AU - Müller, Thomas AU - Winner, Hermann AU - Eberlein, Richard AU - Hoffmann, Rainer AU - National Highway Traffic Safety Administration TI - MoLife - Hazard Detection in a Cooperative Assistance System for Motorcycles PY - 2011 SP - 13p AB - Vehicle-to-vehicle communication promises a large safety benefit for motorcycles. Furthermore, new motorcycles are equipped with an increasing number of vehicle dynamics sensors (e.g. wheel speed sensors, gyro sensors). These deliver information about the current driving state variables. Hence, the Institute of Automotive Engineering at Technische Universität Darmstadt and carhs.communication are in the process of researching the fundamentals of a communication-based warning system for motorcycles. This system generates sensor-based or manually entered warning messages and sends these to other motorcyclists using wireless communication devices. In this way, riders can receive early warnings of road hazards. In order to detect hazards based on standard sensors, new methods were developed, which are presented in this paper. An analysis of an accident database and a motorcycle rider survey revealed the following main causes for accidents that would be avoidable using a system such as that investigated here: (1) Roadway damages, e.g. unevenness, ground waves, transversal ruts, pot holes; (2) Obstacles on the road, such as broken down vehicles behind a curve; (3) Excessive speed in curves, especially in irregular road conditions; (4) Friction steps caused by oil, gravel sand, bitumen. Driving dynamics for the above mentioned situations were analyzed. New criteria were derived and used to generate warning messages based on vehicle dynamics sensor information. In order to validate the criteria, over 500 test drives were conducted. To detect hazards caused by individual roadway damages, a new criterion was derived based on the measurement of the vertical wheel acceleration. With this criterion, hazard detection becomes independent of hazard type and shape. Obstacles are detected by identifying evasive maneuvers. These are distinguished from other maneuvers by means of a correlation factor, determined on the basis of a previously defined standard maneuver and the current driving state. In a previous study, the vehicle side-slip angle velocity was found to be a criterion to detect critical driving situations during cornering. These situations are caused by friction steps or by exceeding the maximum lateral acceleration. The current study adapts this criterion for use in a communication-based warning system. Friction steps and low friction (during straight driving) are detected by evaluating braking activity and longitudinal acceleration. In addition to methods for hazard detection, a methodology to design an appropriate Human Machine Interface (HMI) was also developed and validated. To increase market acceptance, an additional comfort-oriented functionality was implemented and tested. This function is based on the same technology as the safety function. U1 - 22nd International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationWashington,DC StartDate:20110613 EndDate:20110616 Sponsors:National Highway Traffic Safety Administration KW - Hazards KW - Human machine interface KW - In vehicle sensors KW - Motorcycles KW - Vehicle dynamics KW - Vehicle to vehicle communications KW - Warning systems KW - Wireless communication systems UR - http://www-esv.nhtsa.dot.gov/Proceedings/22/isv7/main.htm UR - https://trid.trb.org/view/1363077 ER - TY - CONF AN - 01571816 AU - Rau, Paul AU - Fitch, Gregory M AU - Blanco, Myra AU - Hanowski, Richard J AU - Camden, Matthew C AU - National Highway Traffic Safety Administration TI - Driver Performance with a Camera/Video Imaging System PY - 2011 SP - 15p AB - Camera/Video Imaging Systems (C/VISs) help drivers monitor the areas around their truck by relaying live video images collected from cameras mounted on the truck’s exterior to monitors mounted inside the truck’s cabin. The purpose of this study was to expand on the favorable results from previous C/VIS test-track research performed by NHTSA and FMCSA by evaluating the implementation of C/VISs in a real-world operation. Drivers’ performance with and without a C/VIS was unobtrusively recorded using a naturalistic driving study approach. Twelve drivers from a fleet company participated in this research and drove a company truck on revenue producing routes. Each driver drove one truck that had either a commercially-available C/VIS, or an Advanced-C/VIS (A-C/VIS) developed by VTTI. The commercially-available C/VIS selected was called SIDETRACKERTM and had a side-view camera on each fender. The A-C/VIS had side-view cameras, a rear-view camera, and night-vision capabilities. The trucks that were driven in this study remained permanently coupled to 48-ft long trailers over the course of the twelve-month data-collection interval. Each driver drove a truck for one month with the C/VIS disabled (Baseline condition), and three months with the C/VIS enabled (Test condition). Drivers completed surveys regarding their driving performance and overall experience with C/VISs every two weeks. It was found that C/VISs are able to assist commercial motor vehicle (CMV) drivers in their daily driving task without deteriorating their driving performance. Specifically, the probability that drivers looked forward, their clearance to an adjacent vehicle when changing lanes, and their involvement in safety critical events (SCEs), did not change when driving with a C/VIS. Drivers also reported that the CVIS improved their awareness of surrounding objects and assisted them in performing lane changes and merge maneuvers, particularly when making right lane changes. The A-C/VIS’s rear-view vantage point was the most frequently used feature and was highly rated by drivers. Even though drivers’ positive subjective ratings can contribute to safety, it is important to note that drivers did not encounter fewer SCEs when driving with a C/VIS. A potential limitation with the study is that the driving data were collected when traffic density was low. Further research could observe drivers’ performance with and without C/VISs in congested traffic. Performance in dense traffic could provide a continued analysis of the distribution of SCE’s as an index of safety benefit. OEMs and tier-1 suppliers have developed multiple methods to implement C/VISs. The A-CVIS is an innovative approach to C/VIS that assists drivers to overcome blind spots; this paper presents a real-world evaluation of such a system including the identification of potential safety benefits. U1 - 22nd International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationWashington,DC StartDate:20110613 EndDate:20110616 Sponsors:National Highway Traffic Safety Administration KW - Driver performance KW - Imaging systems KW - Truck drivers KW - Trucking safety KW - Video cameras UR - http://www-esv.nhtsa.dot.gov/Proceedings/22/isv7/main.htm UR - https://trid.trb.org/view/1363076 ER - TY - CONF AN - 01571815 AU - Rudd, Rodney W AU - Scarboro, Mark AU - Saunders, James AU - National Highway Traffic Safety Administration TI - Injury Analysis of Real-World Small Overlap and Oblique Frontal Crashes PY - 2011 SP - 10p AB - Recent research has indicated poor injury outcomes for front row occupants of passenger vehicles equipped with frontal air bags when the longitudinal frame rail(s) are missed by the struck object. The objective of this research was to establish key factors for injury causation from a uniform manual analysis of real world crashes where very limited or no engagement of the longitudinal structures occurred. A multidisciplinary team of experts at the National Highway Traffic Safety Administration NHTSA) was assembled to review the available real-world cases matching this crash profile. The NHTSA team utilized a uniform process to review all cases to ensure the same data points were evaluated by each team member. Regular meetings were held by the team to discuss cases and to keep the reviews uniform. More than 380 cases were extracted from the National Automotive Sampling System-Crashworthiness Data System (NASS-CDS) and the Crash Injury Research and Engineering Network (CIREN) for analysis. Injuries to the thorax and pelvis were the most prevalent, and oblique loading played a role in thoracic and head injury causation. The cases reviewed demonstrated possible issues with air bag coverage of contact points, intrusion contributing to injury, and occupant lower extremity kinematics associated with crash obliquity influencing pelvic fractures. The final result of the reviews was to initiate a vehicle crash research plan to test the feasibility of recreating the real-world crash and kinematic responses seen during the case reviews. The results of these case reviews indicate opportunities for improved anthropomorphic test device (ATD) response to duplicate the crash outcomes seen in this research. U1 - 22nd International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationWashington,DC StartDate:20110613 EndDate:20110616 Sponsors:National Highway Traffic Safety Administration KW - Crash analysis KW - Crash injury research KW - Frontal crashes KW - Impact tests KW - Injury types KW - Oblique impacts KW - Overlap crashes UR - http://www-esv.nhtsa.dot.gov/Proceedings/22/isv7/main.htm UR - https://trid.trb.org/view/1362875 ER - TY - CONF AN - 01571751 AU - Aylor, David A AU - Zuby, David S AU - National Highway Traffic Safety Administration TI - Comparison of BioRID Injury Criteria Between Dynamic Sled Tests and Vehicle Crash Tests PY - 2011 SP - 9p AB - The Insurance Institute for Highway Safety rates vehicle seat/head restraint designs as good, acceptable, marginal, or poor using a protocol by the Research Council for Automobile Repairs’ International Insurance Whiplash Prevention Group (RCAR/ IIWPG). Studies of insurance neck injury claim rates for rear impact crashes show that vehicles with seats rated good have lower claim rates than vehicles with seats rated poor, but the relationship between acceptable/ marginal ratings and claim rates is less clear. To better understand the relationship between measured neck injury criteria and injury claim rates, a series of rear impact crash tests was conducted to determine the influence of crash pulse, as dictated by vehicle structure, on the performance of seat/head restraints. The role of head restraint adjustment also was examined by comparing BioRID responses in the driver position, with the restraint adjusted according to the RCAR/ IIWPG protocol, and in the front passenger position, with the restraint adjusted to its lowest position. In an attempt to match the severity of the RCAR/IIWPG crash pulse, vehicles were struck by a flat rigid barrier to create a velocity change of 16 km/h (10 mi/h). Four small cars with rated seat/head restraints and varying real-world neck injury claim rates were selected. The 2006 Honda Civic and 2005 Chevrolet Cobalt both received good ratings in the RCAR/IIWPG sled test, but the Civic had a relatively low neck injury claim rate compared with the Cobalt. The 2006 Saturn Ion and 2005 Ford Focus both received marginal ratings in the sled test, but the neck injury claim rate for the Ion was comparable with that for the good-rated Civic, and the Focus had the highest neck injury claim rate among the vehicles tested. BioRID response ratings for the driver position matched the sled test ratings for the Cobalt and Focus but were one rating level lower for the Civic and Ion. BioRID response ratings for the passenger position were the same as those for the driver position for all vehicles except the Cobalt, which was one rating level lower. The findings suggest that changing the RCAR/IIWPG protocol to include vehicle specific crash pulses and/or changing the restraint setup would not improve the relationship between seat/head restraint ratings and neck injury claim rates. Furthermore, examination of additional BioRID injury metrics not currently assessed under the protocol does not help explain real-world neck injury claim rates and does not support changing the current evaluation criteria. Additional research is needed to determine whether vehicle underride/override alters vehicle accelerations in a way that makes crash tests more predictive of neck injury claim risk in rear-end collisions. U1 - 22nd International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationWashington,DC StartDate:20110613 EndDate:20110616 Sponsors:National Highway Traffic Safety Administration KW - Air bags KW - Crash injuries KW - Deployable head restraints KW - Dummies KW - Headrests KW - Impact tests KW - Neck KW - Rear end crashes KW - Sled tests KW - Whiplash UR - http://www-esv.nhtsa.dot.gov/Proceedings/22/isv7/main.htm UR - https://trid.trb.org/view/1361003 ER - TY - CONF AN - 01571750 AU - Tabata, Toshiyuki AU - Konet, Heather AU - Kanuma, Tsuyoshi AU - National Highway Traffic Safety Administration TI - Development of Nissan Approaching Vehicle Sound for Pedestrians PY - 2011 SP - 6p AB - Electric Vehicles are very quiet at low speeds and therefore people (especially the visually impaired) have a difficulty recognizing that these vehicles are approaching. To address this concern, Approaching Vehicle Sound for Pedestrians system development has been discussed worldwide. In Japan, USA, Europe and China, government regulation is currently under study. As a solution to meet this concern, Nissan has developed the VSP (Approaching Vehicle Sound for Pedestrians) system for implementation on Nissan’s first mass production Electric Vehicle. Nissan VSP emits a futuristic sound to satisfy 3 key stakeholders’ concerns; for pedestrians to provide detectability, for drivers, and for neighborhoods to maintain a quiet environment. The sound emitted during forward motion has a “twin peaks and one dip” frequency signature, with modulation (or rhythmic structure) to accommodate human-beings ear frequency sensitivity, hearing loss due to aging and ambient noise conditions. Additionally, special emphasis is placed on the forward sound emitted when the vehicle is “taking-off’(starting forward motion)” to notify pedestrians that the vehicle is about to move, in response to real world feedback gathered in surveys with visually impaired in Japan and USA. The system also includes a reverse motion or “backing up” sound that has an easy to recognize cadenced (or rhythmic structure) characteristic. U1 - 22nd International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationWashington,DC StartDate:20110613 EndDate:20110616 Sponsors:National Highway Traffic Safety Administration KW - Audible warning devices in vehicles KW - Electric vehicles KW - Hybrid vehicles KW - Pedestrian safety KW - Pedestrian vehicle interface KW - Pedestrians UR - http://www-esv.nhtsa.dot.gov/Proceedings/22/isv7/main.htm UR - https://trid.trb.org/view/1360717 ER - TY - CONF AN - 01571749 AU - Mogodin, Stéphane AU - Bertholong, Nicolas AU - Cuny, Sophie AU - Simon, Marie-Christine AU - National Highway Traffic Safety Administration TI - Evaluation of the Car Safety Enhancements During the Last Three Decades PY - 2011 SP - 7p AB - The objective of this work is to assess the enhancement of new cars (designed in the 2000’s) compared to cars designed in the 1980’s and in the 1990’s. The improvement is evaluated according to two criteria: the involvement rate in an accident and the protection offered to the driver in case of a crash. Within each decade of conception, cars are also defined and evaluated regarding their classes (supermini, small family car, large family car, Mpv and executive). Protection is analyzed through the risk of fatal and severe injuries among drivers involved in a crash. Regarding involvement, as no data on the circulating fleet and on the characteristics of the circulating drivers are available, the involvement rate is estimated by the risk of being responsible for an accident. Logistic regressions were fitted for the two indicators, in order to avoid confounding factors. Data sources consist on the French accident national data base from year 2007 to 2009. This data base gathers all injury accidents occurred each year in France. Information regarding the circumstances of the accident, the vehicles, the people involved and their injury severity are available. Cars designed in the 1980’s, the 1990’s and in the 2000’s were selected, and the class of the cars is assigned for each vehicle. The study is based on a final sample of 97 600 car drivers. Results are given in term of safety benefits with their 95% confidence intervals. The increase or decrease in the risk of being responsible for an injury accident is presented for each category of cars, as well as the risk of being killed or severely injured. Cars are then compared according to their decades of conception and to their classes. The study enlightens the safety improvements made since the 1980’s, in term of risk of being involved in an injury accident but also in term of protection offered by car. The magnitude of the improvement turns up to be dependent on the category of the car. The sample used is mostly European but the methodology could be applied on different countries accident databases. This study provides an evaluation of car protection on recent accident and also brings new data on involvement risk according both to the conception and class of the cars. U1 - 22nd International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationWashington,DC StartDate:20110613 EndDate:20110616 Sponsors:National Highway Traffic Safety Administration KW - Crash exposure KW - Crash rates KW - Crash severity KW - Crashes KW - France KW - Occupant protection devices KW - Vehicle safety UR - http://www-esv.nhtsa.dot.gov/Proceedings/22/isv7/main.htm UR - https://trid.trb.org/view/1361375 ER - TY - CONF AN - 01571748 AU - O'Brien, Sean AU - National Highway Traffic Safety Administration TI - Priorities for the Assessment of Frontal Impact Compatibility PY - 2011 SP - 11p AB - Vehicle-to-vehicle crash compatibility is a complex subject that has been extensively researched during the last 40 years. For the purposes of this paper, compatibility is defined as the optimisation of vehicle design to help minimise the number of injuries and fatalities that occur in collisions between passenger vehicles. For the evaluation of compatibility in these collisions, the criteria of self-protection and partner-protection are considered together in a measure of ‘total safety’. It is also shown that separate evaluations of self-protection and partner-protection should not be used to guide regulatory policy on passenger vehicle to passenger vehicle compatibility because they are less effective at bringing about reductions in the total number of injuries and fatalities in passenger vehicle to passenger vehicle collisions. Front-to-front passenger vehicle collisions from the German In-Depth Accident Survey (GIDAS) relational database are evaluated, and it is shown that, in a collision between two vehicles with unequal masses, the driver of the lighter vehicle typically experiences a higher risk of injury than the driver of the heavier vehicle. However, by analysing these accidents at the collision level, it is shown that the ‘total safety’ of front-to-front collisions between passenger vehicles in the German fleet is independent of the mass ratio of the involved vehicles. In other words, the ‘total safety’ of a collision between a heavier passenger vehicle and a lighter passenger vehicle is equivalent to the ‘total safety’ of a collision between two equally massive vehicles. It is therefore concluded that mass-dependent criteria cannot be justified as the principal evaluative measure in future regulations that aim to address compatibility in front-to-front collisions between passenger vehicles. Structural homogeneity is analysed using collision simulations between a mid-sized passenger car and a larger Sports Utility Vehicle (SUV). Vertical and horizontal structural homogeneity are analysed separately by using homogeneous ‘shields’ as substitutes for the bumper crossbeam structure. The simulations show that the vertical alignment of primary structures and improved vertical homogeneity result in improved compatibility. If vertical homogeneity is achieved, horizontal homogeneity between the main load paths does not provide additional benefit and hence this should not be prioritised in a compatibility assessment. The assessment of horizontal homogeneity is only relevant for small overlap collisions outboard of the vehicles’ longitudinals. Finally, the ability of various barriers and test procedures to evaluate compatibility is discussed. It is concluded that vertical alignment may be evaluated by measuring load cell wall forces and that low speed tests may be used to improve homogeneity. U1 - 22nd International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationWashington,DC StartDate:20110613 EndDate:20110616 Sponsors:National Highway Traffic Safety Administration KW - Compatibility KW - Evaluation and assessment KW - Frontal crashes KW - Frontal Impact and Compatibility Assessment Research KW - Germany KW - Homogeneity KW - Multiple vehicle crashes KW - Vehicle safety UR - http://www-esv.nhtsa.dot.gov/Proceedings/22/isv7/main.htm UR - https://trid.trb.org/view/1361778 ER - TY - CONF AN - 01571747 AU - Chauvel, Cyril AU - Faverjon, Gérard AU - Bertholon, Nicolas AU - Cuny, Sophie AU - Delannoy, Pascal AU - National Highway Traffic Safety Administration TI - Self-Protection and Partner-Protection for New Vehicles (UNECE R94 Amendment) PY - 2011 SP - 10p AB - This work aims at bringing evidence for mass incompatibility in frontal impact for cars built according to the UNECE R94 regulation. The French national injury accidents database census for years 2005 to 2008 were used for the analysis. The heterogeneity of frontal self-protection among cars of different masses is investigated, as well as the partner protection parameter offered by these cars. The last part of the analysis deals with the estimation of the benefit, in terms of fatal and severe injuries avoided, if crashworthiness was harmonized for the whole fleet of vehicles. This calculation is done for France and is extended to all Europe. U1 - 22nd International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationWashington,DC StartDate:20110613 EndDate:20110616 Sponsors:National Highway Traffic Safety Administration KW - Crash data KW - Crashworthiness KW - France KW - Frontal crashes KW - Protection KW - Vehicle safety UR - http://www-esv.nhtsa.dot.gov/Proceedings/22/isv7/main.htm UR - https://trid.trb.org/view/1361379 ER - TY - CONF AN - 01571746 AU - Johannsen, Heiko AU - Adolph, Thorsten AU - Thomson, Robert AU - Edwards, Mervyn AU - Lazaro, Ignacio AU - Versmissen, Ton AU - National Highway Traffic Safety Administration TI - FIMCAR – Frontal Impact and Compatibility Assessment Research: Strategy and First Results for Future Frontal Impact Assessment PY - 2011 SP - 15p AB - For the assessment of vehicle safety in frontal collisions, the crash compatibility between the colliding vehicles is crucial. Compatibility compromises both the self protection and the partner protection properties of vehicles. For the accident data analysis, the CCIS (GB) and GIDAS (DE) in-depth data bases were used. Selection criteria were frontal car accidents with car in compliance with ECE R94. For this study belted adult occupants in the front seats sustaining MAIS 2+ injuries were studied. Following this analysis FIMCAR concluded that the following compatibility issues are relevant: 1) Poor structural interaction (especially low overlap and over/underriding); 2) Compartment strength; 3) Frontal force mismatch with lower priority than poor structural interaction. In addition, injuries arising from the acceleration loading of the occupant are present in a significant portion of frontal crashes. Based on the findings of the accident analysis the aims that shall be addressed by the proposed assessment approach were defined and priorities were allocated to them. The aims and priorities shall help to decide on suitable test procedures and appropriate metrics. In general it is anticipated that a full overlap and off-set test procedure is the most appropriate set of tests to assess a vehicle’s frontal impact self and partner protection. U1 - 22nd International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationWashington,DC StartDate:20110613 EndDate:20110616 Sponsors:National Highway Traffic Safety Administration KW - Compatibility KW - Crash analysis KW - Frontal crashes KW - Frontal Impact and Compatibility Assessment Research KW - Impact tests KW - Multiple vehicle crashes KW - Protection KW - Vehicle safety UR - http://www-esv.nhtsa.dot.gov/Proceedings/22/isv7/main.htm UR - https://trid.trb.org/view/1361779 ER - TY - CONF AN - 01571745 AU - Zander, Oliver AU - Gehring, Dirk-Uwe AU - Leßmann, Peter AU - National Highway Traffic Safety Administration TI - Improved Assessment Methods of Lower Extremity Injuries in Vehicle-to-Pedestrian Accidents Using Impactor Tests and Full-Scale Dummy Tests PY - 2011 SP - 15p AB - A flexible pedestrian legform impactor (FlexPLI) has been evaluated by a Technical Evaluation Group (Flex-TEG) of the Working Party on Passive Safety (GRSP) of the United Nations Economic Commission for Europe (UN-ECE). It will be implemented within phase 2 of the global technical regulation (GTR 9) as well as within a new ECE regulation on pedestrian safety as a test tool for the assessment of lower extremity injuries in lateral vehicle-to-pedestrian accidents (UN-ECE 2010-1, 2010-2 and 2010-3). Due to its biofidelic properties in the knee and tibia section, the FlexPLI is found to have an improved knee and tibia injury assessment ability when being compared to the current legislative test tool, the lower legform impactor developed by the Pedestrian Safety Working Group of the European Enhanced Vehicle-safety Committee (EEVC WG 17). However, due to a lack of biofidelity in terms of kinematics and loadings in the femur part of the FlexPLI, an appropriate assessment of femur injuries is still outstanding. The study described in this paper is aimed to close this gap. Impactor tests with the FlexPLI at different impact heights on three vehicle frontends with Sedan, SUV and FFV shape are performed and compared to tests with a modified FlexPLI with upper body mass. Full scale validation tests using a modified crash test dummy with attached FlexPLI that are carried out for the first time prove the more humanlike responses of the femur section with applied upper body mass. Apart from that they also show that the impact conditions described in the current technical provisions for tests with the FlexPLI don’t necessarily compensate the missing torso mass in terms of knee and tibia loadings either. Therefore it can be concluded that an applied upper body mass will contribute to a more biofidelic overall behavior of the legform and subsequently an improved injury assessment ability of all lower extremity injuries addressed by the FlexPLI. Nevertheless, the validity of the original as well as the modified legform for tests against vehicles with extraordinary high bumpers as well as flat front vehicles still needs to be evaluated in detail. A first clue is given by the application of an additional accelerometer to the legform. U1 - 22nd International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationWashington,DC StartDate:20110613 EndDate:20110616 Sponsors:National Highway Traffic Safety Administration KW - Accelerometers KW - Crash injuries KW - Dummies KW - Flexible Pedestrian Legform Impactor KW - Impact tests KW - Legform impactors KW - Lower extremities KW - Pedestrian-vehicle crashes UR - http://www-esv.nhtsa.dot.gov/Proceedings/22/isv7/main.htm UR - https://trid.trb.org/view/1360348 ER - TY - CONF AN - 01571744 AU - Yamasaki, Takaaki AU - Uesaka, Kouichi AU - National Highway Traffic Safety Administration TI - Rear Occupant Protection JNCAP Test - Test Results and Findings - PY - 2011 SP - 5p AB - Since its start in 1995, the Japanese New Car Assessment Program (JNCAP) has conducted full-wrap frontal collision tests (since 1995), side collision tests (since 1999) and offset frontal collision tests (since 2000), aiming for enhancing collision safety performance for drivers and front seat passengers. Safety performance of rear seat passengers had long been outside the scope of evaluation in JNCAP; however, as it became mandatory in 2008 for rear seat occupants to wear a seat belt, and the seat belt wearing rate has begun to improve, the safety assessment for rear seat occupants with seat belts has been increasing its significance. Under the above circumstances, JNCAP has amended the protocol of offset frontal crash test and introduced occupant protection methods for rear seat passengers in 2009. The authors adopted the Hybrid III AF05 (female dummy) in the rear seat instead of the AM50 (male dummy) in the front passenger seat, considering that women are more likely to become the rear seat occupant. And JNCAP developed its own rear seat dummy evaluation method referring to the FMVSS208 and the new US-NCAP. JNCAP has publicized this unique test result of 11 models so far. As this is a relatively new method, the authors have experienced some difficulties in evaluating the safety performance of rear seat occupants accurately. In this paper, they will provide the latest results and findings during their experience in the rear occupant protection JNCAP tests. U1 - 22nd International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationWashington,DC StartDate:20110613 EndDate:20110616 Sponsors:National Highway Traffic Safety Administration KW - Dummies KW - Frontal crashes KW - Impact tests KW - Japanese New Car Assessment Program KW - Occupant protection devices KW - Rear seat occupants KW - Seat belts UR - http://www-esv.nhtsa.dot.gov/Proceedings/22/isv7/main.htm UR - https://trid.trb.org/view/1361378 ER - TY - CONF AN - 01571743 AU - Cockfield, Samantha AU - Thompson, John AU - Truong, Jessica AU - National Highway Traffic Safety Administration TI - Improving the Safety Performance of Australian Vehicles – a Consumer Focused Approach PY - 2011 SP - 6p AB - In the late 1990s, despite having an excellent new car assessment program (ANCAP) and a Used Car Safety Rating program which assesses vehicles safety performance in the real world, very few car buyers in Australia were aware that information was available to help assess a vehicle’s safety performance. Even if consumers were aware of the information, compared with Europe and the US, choosing a vehicle with good safety performance usually meant buying an expensive import. In 2000, the Transport Accident Commission in Victoria, Australia, noting European estimates of reductions that could be expected in road trauma if the safety of the vehicle fleet could be substantially improved, made a decision to invest heavily in a public education (demand led) approach to improving vehicle safety. Off the back of the development of a searchable website on vehicle safety, the TAC launched the howsafeisyourcar.com.au public education campaign – which urged car buyers to consider safety as their number one criteria when purchasing their next car. The campaign including TV and radio ads, print, on-line and outdoor media, has been successful in it’s aim of increasing consumer knowledge about vehicle safety and encouraging manufacturers to make safer vehicles available to the Australian market. This paper will map the development of this campaign and present the results of Victoria’s consumer led approach to vehicle safety. U1 - 22nd International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationWashington,DC StartDate:20110613 EndDate:20110616 Sponsors:National Highway Traffic Safety Administration KW - Advertising campaigns KW - Australian New Car Assessment Program KW - Consumers KW - Customers KW - Vehicle performance KW - Vehicle safety KW - Victoria (Australia) UR - http://www-esv.nhtsa.dot.gov/Proceedings/22/isv7/main.htm UR - https://trid.trb.org/view/1361376 ER - TY - CONF AN - 01571742 AU - Saunders, James AU - Craig, Matthew J AU - Suway, Jeffrey AU - National Highway Traffic Safety Administration TI - NHTSA'S Test Procedure Evaluations for Small Overlap/Oblique Crashes PY - 2011 SP - 15p AB - In September 2009, the National Highway Traffic Safety Administration (NHTSA) published a report that investigated the question “why, despite seat belt use, air bags, and the crashworthy structures of vehicles, occupant fatalities continue to occur in frontal crashes.” The report concluded that aside from a substantial proportion of these crashes that are just exceedingly severe, the primary cause was poor structural engagement between the vehicle and its collision partner: corner impacts, oblique crashes, impacts with narrow objects, and heavy vehicle underrides. By contrast, few if any of these the 122 fatal crashes examined in the report were full-frontal or offset-frontal impacts with good structural engagement, unless the crashes were of extreme severity or the occupants were exceptionally vulnerable. As a result of the NHTSA study, the agency stated its intent to further analyze small overlap and oblique frontal crashes in its Vehicle Safety Rulemaking & Research Priority Plan 2009-2011 published in November 2009. As part of the study the agency initiated a research program to investigate crash test protocols that replicate.s real-world injury potentials in small overlap (SOI) and oblique frontal offset impacts (OI). The test program compared the results from vehicleto-vehicle (VtV) tests to tests conducted with a moving deformable barrier-to-vehicle (MDBtV) and pole using the same baseline vehicles. The first part of the analysis of the results compared the vehicle crash metrics (pulse, change in velocity, and interior intrusion) of the MDBtV/Pole test procedure to the VtV test procedure. The second part of the analysis compared injury assessment of the MDBtV/Pole test procedure to the VtV test procedure. U1 - 22nd International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationWashington,DC StartDate:20110613 EndDate:20110616 Sponsors:National Highway Traffic Safety Administration KW - Crash characteristics KW - Crash injuries KW - Crash injury research KW - Evaluation KW - Impact tests KW - Injury characteristics KW - Oblique impacts UR - http://www-esv.nhtsa.dot.gov/Proceedings/22/isv7/main.htm UR - https://trid.trb.org/view/1361004 ER - TY - CONF AN - 01571741 AU - Friedman, Donald AU - Mattos, Garrett AU - Paver, Jacqueline AU - National Highway Traffic Safety Administration TI - The Development of a Dynamic Rollover Rating Test PY - 2011 SP - 8p AB - The goal of this research is to develop a dynamic rollover test rating system similar to the star-rating system of frontal Federal Motor Vehicle Safety Standard (FMVSS) 208 and side FMVSS 214 compliance, New Car Assessment Program (NCAP) and Insurance Institute for Highway Safety (IIHS) tests. Until now, the requirement for vehicle and occupant crashworthiness in rollovers has been a structural measure only, the vehicle’s strength-to-weight ratio (SWR), in a static roof crush test. The short-term objective of this paper is to develop a quasi-dynamic rating system based on predictions derived from the Jordan Rollover System (JRS) dynamic rollover tests, IIHS static tests and finite element parameter sensitivity studies, verified by dynamic test sampling. The rating for the protocol is based on the National Accident Sampling System (NASS) and Crash Injury Research Engineering Network (CIREN) injury risk probability functions. One method of predicting performance is to adjust the results of a dynamically-tested vehicle, similar to the vehicle whose performance is to be predicted, by the parameter sensitivity relationships correlated to a larger number of dynamically-tested vehicles. Another method is to formulate and then apply a multivariate equation based on the correlated parameters of a larger number of dynamically-tested vehicles. This paper presents the prediction procedure based on a limited number of vehicles with a wide range of SWRs. The intent is to apply the procedure to vehicles compliant with 2009 FMVSS 216 and, as such, the illustrations herein are examples. In this paper, the procedure is illustrated by a calculation of two parameters, SWR and major radius (MR). Normalization procedures have also been developed to estimate real-world dynamic test protocol performance, as well as the injury measures for 5th, 50th and 95th percentile dummies. This prediction procedure is an interim solution, not a substitute, for compliance or NCAP dynamic rollover testing. A more detailed summary of the research basis for this effort is in a companion paper 11-0090 “Predicting and Verifying Dynamic Rollover Occupant Protection.” U1 - 22nd International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationWashington,DC StartDate:20110613 EndDate:20110616 Sponsors:National Highway Traffic Safety Administration KW - Crash injury research KW - Crash Injury Research Engineering Network KW - Jordan Rollover System KW - Mathematical prediction KW - National Accident Sampling System KW - Probability KW - Rollover crashes KW - Strength-to-weight ratio UR - http://www-esv.nhtsa.dot.gov/Proceedings/22/isv7/main.htm UR - https://trid.trb.org/view/1361374 ER - TY - CONF AN - 01571740 AU - Kinsky, Thomas AU - Friesen, Flavio AU - Buenger, Benjamin AU - National Highway Traffic Safety Administration TI - The Flexible Pedestrian Legform Impactor and its Impact on Vehicle Design PY - 2011 SP - 7p AB - In Japan, a new legform impactor for pedestrian protection testing has been developed during the past 10 years. This legform is called “Flexible Pedestrian Legform Impactor” (FlexPLI). Compared to the existing legform currently used in Europe, the FlexPLI is intended by its developers to better reflect the behavior of a human leg during an impact with a vehicle. In addition to a more humanlike knee section, the new impactor provides for the possibility to also assess injuries of the pedestrian's tibia. In the first development phase, the legform was considered to be very biofidelic but testing robustness was limited. In its further development, the impactor was modified to better address the needs of a certification tool: The latest version of the legform is more robust than previous versions, the handling is acceptable, the repeatability of test results seems to be acceptable and the legform fits into the current sub-system test scenario of the global technical regulation (gtr) No 9 on pedestrian safety. Common vehicle designs use a forward-moved lower structure of the bumper as a load path to reduce the knee bending. However, these structures may cause higher strains in the tibia area of the FlexPLI (and consequently may indicate a risk for tibia injuries in real-world accidents). Therefore, for many vehicles the bumper systems designed to meet the requirements for the lower legform currently used in Europe will need to be redesigned to fulfill the FlexPLI targets. Nevertheless, the FlexPLI has already been proposed to be used as certification tool in gtr No 9. The study presented below provides first results of tests in a manufacturer’s lab with different vehicles of different categories and identifies general concepts for optimization towards FlexPLI requirements’ fulfillment. The intention of this paper is to summarize the experiences gained for use as information for future vehicle developments. U1 - 22nd International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationWashington,DC StartDate:20110613 EndDate:20110616 Sponsors:National Highway Traffic Safety Administration KW - Flexible Pedestrian Legform Impactor KW - Legform impactors KW - Pedestrian safety KW - Pedestrian-vehicle crashes KW - Pedestrians KW - Vehicle design UR - http://www-esv.nhtsa.dot.gov/Proceedings/22/isv7/main.htm UR - https://trid.trb.org/view/1360487 ER - TY - CONF AN - 01571739 AU - Bilston, Lynne E AU - Beck, Ben AU - McDougall, Alice AU - Brown, Julie AU - National Highway Traffic Safety Administration TI - How Useful Are the Two Child Dummies in the Rear Seat of NCAP Testing? PY - 2011 SP - 6p AB - This study aimed to investigate the utility of the responses of the two child dummies (P1.5 and P3) that are placed in the rear seat, in identical forward facing child restraints during frontal Australian New Car Assessment Program (ANCAP) tests. Dynamic responses of the two child dummies, vehicle crash parameters, and frontal dummy responses were extracted from the ANCAP report database for 35 frontal crash tests. Linear regression analysis was used to assess: the similarity between the two dummies’ responses; variation between frontal dummy responses; and relationships between the child dummy responses and other measured crash parameters. Dynamic responses from the P1.5 and P3 dummies were highly correlated with each other, including head accelerations, neck forces, and chest accelerations (p<0.0001 for all, 0.4 < R2 < 0.6). Variation between the two rear-seated child dummies was substantially less than between the driver and front passenger dummies. The child dummies’ head and chest accelerations were correlated to vehicle b-pillar deceleration (p≤0.01 for all), but not to vehicle mass, vehicle class, or other crash parameters (p>0.05 for all). Unlike the two front-seated occupants, where the dummies provide different information about the vehicle’s safety performance, the two rear-seated child dummies in child restraints are providing essentially duplicate information. Head excursion of the dummies is not measured in the current ANCAP test protocol, and this may be a more sensitive and meaningful assessment of child restraint occupant serious head injury risk. Only 35 vehicles were included in the analysis, and data on some variables (including neck moments, and harness and top tether payout during testing) were not recorded in all tests. These results suggest that using two child dummies in forward-facing child restraints is not providing significantly more information than could be gleaned from a single child dummy in a child restraint. This suggests that one of these child dummies could be usefully replaced with an alternative dummy representing an older rear seat occupant, without loss of information on a vehicle’s ability to protect child-restraint users. Possibilities for such a replacement occupant include a 10 year old child dummy using the lap-sash seatbelt (as is being trialed in Japan NCAP tests), a booster-seated 6 year old dummy, or a small female occupant. Any of these options would provide additional information on vehicle safety performance than is currently being reported in most NCAPs. U1 - 22nd International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationWashington,DC StartDate:20110613 EndDate:20110616 Sponsors:National Highway Traffic Safety Administration KW - Australia KW - Australian New Car Assessment Program KW - Child restraint systems KW - Dummies KW - Frontal crashes KW - Impact tests KW - Rear seat occupants KW - Rear seats KW - Vehicle safety UR - http://www-esv.nhtsa.dot.gov/Proceedings/22/isv7/main.htm UR - https://trid.trb.org/view/1361377 ER - TY - CONF AN - 01571738 AU - Nombela, Mario AU - Infantes, Eduard AU - National Highway Traffic Safety Administration TI - Definition of a Methodology to Define a Risk Index for Motorcyclists According to Their Exposure PY - 2011 SP - 11p AB - The casualty risk of drivers of having a road accident according to their exposure is usually defined by taking into account the frequency of use of the road infrastructure by these drivers. However, this information does not classify drivers according to their characteristics (age, sex, etc.), and does not enable effective measures for each driver profile to be adopted. The objective of this project was to define a methodology to know the risk of having a fatal accident of a particular user driver group (professional drivers, car drivers, motorcyclists, etc.) according to their exposure to this risk, and according to different driver profiles within each group. An index was also defined, which can indicate this risk. In this study the methodology was applied to motorcyclist road accidents in Spain in 2007. Motorcyclists were classified into different profiles, considering not only the drivers’ characteristics but also the type of motorbike they drove. This classification made it possible to discover which groups are more exposed to the risk of having a fatal accident, enabling prevention measures focused on these kinds of drivers to be adopted. To perform this study a database was created, by merging an existing database which contained information about the victims and the motorbike they drove with another database which contained information about the mileage for each kind of motorbike. Following this the Index of Risk according to Exposure (IREx) for each profile was calculated. The innovative aspects of this methodology are basically two: IREx assesses the risk by taking into account the mileage of the vehicle, and this assessment is performed separately for each profile of driver and type of motorcycle. The results of the study make it possible to observe some tendencies from which it is possible to draw conclusions which can be helpful in adopting measures to diminish the number of motorcyclist fatalities. U1 - 22nd International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationWashington,DC StartDate:20110613 EndDate:20110616 Sponsors:National Highway Traffic Safety Administration KW - Crash exposure KW - Motorcycle crashes KW - Motorcyclists KW - Risk KW - Spain KW - Vulnerable road users UR - http://www-esv.nhtsa.dot.gov/Proceedings/22/isv7/main.htm UR - https://trid.trb.org/view/1361373 ER - TY - CONF AN - 01571737 AU - Lubbe, Nils AU - Hikichi, Hiromi AU - Takahashi, Hiroyuki AU - Davidsson, Johan AU - National Highway Traffic Safety Administration TI - Review of the Euro NCAP Upper Leg Test PY - 2011 SP - 13p AB - The EEVC WG17 upper leg test as used in Euro NCAP was reviewed. Previous work revealed shortcomings of the EEVC WG17 test set-up. Recent published accident data show that injuries to the lower extremities by the bonnet leading edge, not including ground impacts, only accounted for 5% of all AIS2+ injuries and 4% of all AIS3+ injuries. Previous work and this data indicate a discrepancy in importance of the upper leg test between Euro NCAP and real-life injury frequencies. Suggested legform impactor threshold values have so far not been based on human injury risk transferred to impactor values. The implications of the proposed improvements to the test set-up from Snedeker et al for Euro NCAP test results have not been assessed. Both the above issues are aimed at in this study. They are important as only with the right targets and evaluation methods, traffic related injuries can be minimized. Human injury threshold values for femur and pelvis impact were derived from applicable and original PMHS data. Data was scaled to a mid-sized male, survival analysis with Weibull fit was performed with exact femur 3-point bending data, logistic regression with doubly censored pelvis impact data. Legform thresholds were derived using a linear regression between impactor and THUMS values derived form tests conducted by Snedeker et al. It is assumed that THUMS and upper leg surrogates have a similar response. The implications of the new set-up and thresholds for Euro NCAP test results were assessed for results published in 2009 and 2010 using empirical relationships between impact energy, measured force and moment. Using this approach, the resulting thresholds to be used with the legform were determined to be 7.9-9.0 kN for the pelvis test and 300-365 Nm for the femur test. These values correspond to 5 and 20% fracture risk, respectively. With the currently used set-up and limits, the average score for the upper leg test is 22% of the maximum score. With the proposed method and limits, the average score calculated is 70%. With only 30% missing, the score matches better with the accident frequency of bonnet leading edge induced injuries to lower extremities. U1 - 22nd International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationWashington,DC StartDate:20110613 EndDate:20110616 Sponsors:National Highway Traffic Safety Administration KW - Crash injuries KW - Crash injury research KW - European New Car Assessment Program KW - Femur KW - Impact tests KW - Leg KW - Legform impactors KW - Pelvis UR - http://www-esv.nhtsa.dot.gov/Proceedings/22/isv7/main.htm UR - https://trid.trb.org/view/1360489 ER - TY - CONF AN - 01571680 AU - Pinecki, Christian AU - Fontaine, Laurent AU - Adalian, Céline AU - Jeanneau, Clément AU - Zeitouni, Richard AU - National Highway Traffic Safety Administration TI - Pedestrian Protection - Physical and Numerical Analysis of the Protection Offered by the Windscreen PY - 2011 SP - 12p AB - Pedestrian head protection is mainly focused on energy absorption when impacting the bonnet. But the technical solutions for mitigating the impact are completely different for the head protection when impacting the windscreen. Even if regulations do not require an assessment of the protection offered by the windscreen in case of pedestrian impacts, consumerism increased requirements incite the authors to study in depth the windscreen, its shape, its boundary conditions and its bonding to optimise adult pedestrian head protection. A large amount of physical tests were performed with varying all the parameters in order to assess the relative influence of each one. In parallel, correlation modelling and prediction modelling were performed. Different meshing formulations were also investigated. The results are presented showing the effects on the different parameters and the difficulty of modelling them. This study results in the release of new technical specifications for the windscreen that have to be compatible with the other mechanical and acoustical requirements that need to be fulfilled as well. U1 - 22nd International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationWashington,DC StartDate:20110613 EndDate:20110616 Sponsors:National Highway Traffic Safety Administration KW - Head KW - Impact tests KW - Numerical analysis KW - Pedestrian safety KW - Pedestrian-vehicle crashes KW - Pedestrians KW - Protection KW - Windshields UR - http://www-esv.nhtsa.dot.gov/Proceedings/22/isv7/main.htm UR - https://trid.trb.org/view/1360707 ER - TY - CONF AN - 01571679 AU - Han, Woo Joon AU - Han, Il Song AU - National Highway Traffic Safety Administration TI - Bio-Inspired Neuromorphic Identification of Pedestrian and Object for the Road User Safety PY - 2011 SP - 5p AB - There has been much research and development in pedestrian detection to minimize accidents. The fast changing environment presents a challenge for reliable detection. In this paper, an algorithm inspired from the human eye was implemented. The detection of a pedestrian from an image taken from a moving car and a second deck of a moving bus proved to be successful with the same algorithm even though the condition of the image taken was quite different. The feasibility of applying this idea is further extended when it can be implemented electronically using 0.18um Complementary Metal Oxide Semiconductor (CMOS) technology. U1 - 22nd International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationWashington,DC StartDate:20110613 EndDate:20110616 Sponsors:National Highway Traffic Safety Administration KW - Cyclists KW - Motorcyclists KW - Pedestrian detectors KW - Pedestrian safety KW - Signal processing KW - Video imaging detectors KW - Vulnerable road users UR - http://www-esv.nhtsa.dot.gov/Proceedings/22/isv7/main.htm UR - https://trid.trb.org/view/1360868 ER - TY - CONF AN - 01571678 AU - Liers, Henrik AU - Hannawald, Lars AU - National Highway Traffic Safety Administration TI - Benefit Estimation of Secondary Safety Measures in Realworld Pedestrian Accidents PY - 2011 SP - 8p AB - Pedestrian accidents play an important role in the area of traffic accident research. Especially in Asia, pedestrians account for large numbers of accident involvements. However, even in the US 12% of the traffic accident fatalities are pedestrians (FARS, 2008) and in Europe, every fifth person, which died in a traffic accident, is a pedestrian (EU-27, 2008). For that reason, a study was carried out, dealing with the potential benefit of secondary safety measures for pedestrians. Thus, 669 real-world pedestrian accidents out of GIDAS (German In-Depth Accident Study) have been analyzed. The study considered the exact vehicle impact zones,the affected body regions and the injury causing parts of about 850 AIS2+ injuries. Furthermore, the relevance of the ground impact is estimated, which provides an indication about the possible benefit of primary and secondary safety systems. On the basis of the detailed impact distribution and by using the developed injury shift method, several secondary safety measures can be estimated concerning their effectiveness. In this paper, the results for measures related to the Euro New Car Assessment Program (NCAP) pedestrian rating tests are presented. It is calculated how well current vehicles perform in pedestrian protection. The benefit of different Euro NCAP point levels is estimated, including the limit value of 36 Euro NCAP. Furthermore, a correlation between the achieved number of Euro NCAP points and the expected real-world benefit is calculated. By using this correlation, the effect of improved secondary safety measures (e.g. due to increased requirements) can be projected to the future pedestrian accident scenario. The analysis of injury causation in Euro NCAP test zones bases on a high number of real-world pedestrian accidents. The analysis focused on secondary safety measures which are necessary to meet the requirements of the Euro NCAP rating tests. The developed methodology further allows the evaluation of secondary safety systems like the pop-up bonnet or a pedestrian airbag. Furthermore, the results can be later compared to the benefit of primary safety systems like a brake assistant or sensor-based forward-looking systems. U1 - 22nd International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationWashington,DC StartDate:20110613 EndDate:20110616 Sponsors:National Highway Traffic Safety Administration KW - Crash characteristics KW - Injury characteristics KW - Injury severity KW - Pedestrian safety KW - Pedestrians UR - http://www-esv.nhtsa.dot.gov/Proceedings/22/isv7/main.htm UR - https://trid.trb.org/view/1360867 ER - TY - CONF AN - 01571677 AU - Lenard, James AU - Danton, Russell AU - Avery, Matthew AU - Weekes, Alix AU - Zuby, David AU - Kühn, Matthias AU - National Highway Traffic Safety Administration TI - Typical Pedestrian Accident Scenarios for the Testing of Autonomous Emergency Braking Systems PY - 2011 SP - 9p AB - The research objective of this work was to describe typical accident scenarios for pedestrian accidents. The accident analysis forms a component of work by the AEB Test Group which aims to develop test procedures for assessing Autonomous Emergency Braking (AEB) systems. This technology is penetrating the vehicle market and is designed to offer protection against the occurrence and severity of collisions; however there is a need to evaluate the systems and their effectiveness since they are not yet subject to regulation or standardised assessment. Case files for 175 pedestrians who were struck by the front of a passenger car were extracted from an in-depth accident database and reviewed in detail to establish the position and movement of road users before impact. A dataset of key parameters was formed from the detailed case reviews and subjected to a hierarchical cluster analysis to identify groups of similar accident scenarios. A second cluster analysis was performed on a dataset derived from the British national accident database for over 10,500 accidents where a pedestrian was struck by the front of a passenger car. This led to a second set of typical accident circumstances based on a comprehensive coverage of the accident population. The national accident database for Great Britain, STATS 19, is compiled annually from police reports and effectively defines the national road accident population. In 2008 it registered over 28,000 pedestrian casualties from a total of around 230,000 road user casualties. The UK On-the-Spot (OTS) in-depth accident database was compiled by research teams at the scene of accidents in two regions of England from 2000 to 2010, including some non-injury accidents. Each team attended approximately 250 accidents per year, resulting in a total of over 4,700 accidents involving over 11,000 road users (including 288 pedestrians). This study was designed to collect a representative sample of accidents. The cluster analyses show the association of accident circumstances such as speed limit, light conditions, weather, vehicle manoeuvre, pedestrian size, pedestrian movement, obstruction of line of sight, vehicle travel speed and change of speed to impact. The proportion of fatal, serious and slight casualties associated with these scenarios is quantified, showing for example that one scenario covered 12% of the population but 23% of fatal casualties. Typical circumstances for pedestrian accidents in the dataset include (1) crossing from the kerb side without obstruction of the driver’s line of sight, (2) smaller pedestrians crossing from the kerb side with at least partial obstruction of the driver’s line of sight and (3) adult pedestrians crossing in inclement light and weather conditions. These scenarios were computed mathematically from large in-depth and national accident databases using cluster analysis and provide relevant information for the formulation of controlled tests of AEB systems. U1 - 22nd International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationWashington,DC StartDate:20110613 EndDate:20110616 Sponsors:National Highway Traffic Safety Administration KW - Automatic braking KW - Cluster analysis KW - Crash analysis KW - Crash characteristics KW - Pedestrian-vehicle crashes KW - Pedestrians KW - United Kingdom KW - Vehicle tests UR - http://www-esv.nhtsa.dot.gov/Proceedings/22/isv7/main.htm UR - https://trid.trb.org/view/1360869 ER - TY - CONF AN - 01571676 AU - Haley, Jack AU - Paine, Michael AU - Paine, David AU - National Highway Traffic Safety Administration TI - Application of ANCAP Star Ratings to Variants of Vehicle Models PY - 2011 SP - 4p AB - The Australasian New Car Assessment Program (ANCAP) crash tests vehicles and assigns an occupant protection rating out of five stars. Most NCAP organisations usually only test and rate one variant of a vehicle model. Other variants may differ from the tested vehicle in a number of ways. These factors include: body style, engine, transmission, mass and mass distribution, safety features and crashworthiness-related structure. They can all be expected to influence the crash test results to some degree. Historically, NCAPs around the world have not made any claims or statements about these untested variants. There is an increasing demand for information about the star rating of non-tested variants of models. One reason is that many vehicle fleets now insist on a minimum 4- or 5-star rating for the new vehicles that they purchase. During 2009 a working group of ANCAP considered ways in which a star rating could be extended from the tested variant to other variants. This paper sets out the results of that review and the policy that has now been published by ANCAP. This policy allows the rating of many more variants and provides benefits for consumers, ANCAP and vehicle manufacturers. U1 - 22nd International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationWashington,DC StartDate:20110613 EndDate:20110616 Sponsors:National Highway Traffic Safety Administration KW - Australasian New Car Assessment Program KW - Impact tests KW - Motor vehicles KW - Occupant protection devices KW - Ratings UR - http://www-esv.nhtsa.dot.gov/Proceedings/22/isv7/main.htm UR - https://trid.trb.org/view/1360883 ER - TY - CONF AN - 01571675 AU - Lange, Robert AU - Pearce, Harry AU - Jacuzzi, Eric AU - National Highway Traffic Safety Administration TI - Installation Patterns for Emerging Injury Mitigation Technologies, 1988 through 2010 PY - 2011 SP - 10p AB - The period 1998 through 2010 has been one of great flux in the development and application of motor vehicle injury mitigation (safety) technologies. Over this period, vehicle manufacturers have implemented: depowered air bags, advanced technology air bags, side impact air bags, automatic occupant classification and air bag suppression, electronic stability control, daytime running lamps, advanced belt restraints, various driver warning and assist devices, automatic collision notification, etc. Most of these technologies have been led by manufacturers’ voluntary development and application of emerging technologies. Some technologies have been driven by new rules, and some were permitted by rule changes. The introduction and application of 28 safety technologies have been compiled in a database created by combining data from NHTSA and Ward’s Automotive. A census of technology presence has been tabulated by: technology, model year, manufacturer, make, model, body style, and technology not available or technology presence as standard or optional equipment. The research includes information for specific identifiable technologies but does not include safety technology advances that manufacturers may have applied at an architectural or structure level in vehicle integration over this time period. Data is tabulated for each technology/model year pairing, analyzed as the proportion of vehicle models equipped with the technology, and tracked over time. Thus, researchers can determine which specific models are offered for sale with an emerging technology and the proportion of new models in each model year that are offered with the equipment. Examination of the resultant data shows: 1) each new safety technology begins with small model penetration proportions, 2) the proportion of new vehicle models offered with an emerging technology grows over time, 3) commonly in about 5 years after first introduction the penetration proportions are substantial, and 4) nearly all newly emerging safety technologies are offered both as optional and standard equipment during the introduction period. This may be the first study of safety technology insertion patterns; the raw data and tabulated results should prove to be useful to regulators and manufacturers in planning for future safety technologies and scheduling rule driven lead time and phase in periods. The study is limited to models offered for sale in the United States market only. Rollover roof rail air bags are an exception in that throughout most of the introduction period, most applications were as standard equipment only. U1 - 22nd International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationWashington,DC StartDate:20110613 EndDate:20110616 Sponsors:National Highway Traffic Safety Administration KW - Crash injuries KW - Motor vehicle industry KW - Motor vehicles KW - Technological innovations KW - Vehicle safety UR - http://www-esv.nhtsa.dot.gov/Proceedings/22/isv7/main.htm UR - https://trid.trb.org/view/1360882 ER - TY - CONF AN - 01571674 AU - van Schijndel-de Nooij, Margriet AU - de Hair-Buijssen, Stefanie AU - Versmissen, Ton AU - Fredriksson, Rikard AU - Rosén, Erik AU - Olsson, Jan AU - National Highway Traffic Safety Administration TI - Holland: VRU Paradise Goes for the Next Safety Level PY - 2011 SP - 12p AB - In Europe there has been a large focus on increasing pedestrian safety by requiring protection capability of cars, both using regulations and consumer tests, however none of this involved the safety of bicyclists in car crashes. The increasing use of bicycles in many major cities leads to the expectation that the number of cyclist fatalities will increase in the coming years, unless proper actions are taken. In the Netherlands, a country with many cyclists, there were 720 road fatalities in 2009, of which 69 were pedestrians and 185 were cyclists. About half of the cyclist fatalities were directly related to an impact by a passenger car. In the protection of cyclists and pedestrians, the cornerstones are infrastructure, training, visibility/detectability of the vulnerable road user (VRU), and VRU friendliness of the vehicle. The first three cornerstones are dealt with in several (national) projects; the latter so far gained little activity within the Netherlands. Initiated by the Dutch Cyclists’ Union, the Dutch Ministry of Transport commissioned a project on the vehicle VRU friendliness. The overall target is to decrease the number of VRU fatalities and severe injuries. The preparation phase contained experiments and simulations studying cyclists’ movements during the last seconds prior to impact. These activities were combined with accident reconstruction tests of a dummy riding a bike that was impacted by a passenger car. A study to the protection potential has been initiated, aiming to determine the number of fatally and severely injured (AIS3+) VRUs potentially saved by different types of countermeasures. This study focuses on the Dutch situation covered by the Dutch BRON database, enriched with GIDAS. While the effectiveness calculations remain to be done, the study shows that cyclists hit the windscreen area on a higher location than pedestrians. For all VRUs, the windscreen area is the main injury source. In the cases studied, ground impact accounts for 20% of all AIS3+ injuries. AIS3+ survivors sustain in most cases a single AIS3+ injury (80% for cyclists, 70% for pedestrians), while the majority of fatalities suffered from AIS3+ and AIS4+ injuries to more than one body region. Cyclists suffer from leg injuries considerably less than pedestrians. The current phase of the project is on the development and evaluation of a Proof of Concept of a VRU protection system. The major part of this phase consists of a Sensor Field Test, in which the vision system for classification of cyclists, pedestrians and “other objects”, to trigger an airbag and/or automatic braking system, is further developed and tested. This Sensor Field Test runs for a year in order to encounter enough close-to-accident situations needed to develop a system with a high detection rate in combination with a sufficiently low number of false positives. The Proof of Concept will also be evaluated in laboratory tests, in crash and pre-crash situations, using the “Beyond NCAP” protocols of Euro NCAP. When proven successful, a larger Field Test covering several European countries would be an essential step towards further implementation of these types of systems. U1 - 22nd International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationWashington,DC StartDate:20110613 EndDate:20110616 Sponsors:National Highway Traffic Safety Administration KW - Bicycle crashes KW - Cyclists KW - Netherlands KW - Pedestrian-vehicle crashes KW - Pedestrians KW - Protection KW - Safety KW - Vulnerable road users UR - http://www-esv.nhtsa.dot.gov/Proceedings/22/isv7/main.htm UR - https://trid.trb.org/view/1360716 ER - TY - CONF AN - 01571673 AU - Anata, Kenji AU - Konosu, Atsuhiro AU - Issiki, Takahiro AU - National Highway Traffic Safety Administration TI - Injury Risk Assessment at the Timing of a Pedestrian Impact with a Road Surface in a Car-Pedestrian Accident PY - 2011 SP - 10p AB - In a car-pedestrian accident, there are two major phases that exist when a pedestrian injury occurs. One is the timing of a pedestrian colliding with a car body (denoted initial collision hereafter). The other is the timing of a pedestrian colliding with a road surface (denoted secondary collision hereafter) which occurs after the initial collision. Up until now, pedestrian protection has been considered mainly for the initial collision, and several countermeasures have been developed by automobile manufacturers. On the other hand, pedestrian protection issues in a secondary collision have not been considered in depth, therefore, collision phenomenon and pedestrian protection methods in a secondary collision have not been investigated deeply. The purpose of this study is to clarify the risk to a pedestrian in a secondary collision using traffic accident data as well as a computer simulation analysis method. First, the reality of accidents relevant to a secondary collision was investigated by using car-pedestrian accident data. As a result, it was found that the rate of road surface causing pedestrian injury is twice the rate of injuries caused by a bonnet and fender of a car, both of which are targeted by regulations of pedestrian head protection worldwide. Next, the phenomenon of car to pedestrian collisions was analyzed by using JARI pedestrian models which are calculated by MADYMO (Tass) and these base models’ biofidelity was validated by using Post Mortem Human Subject test data. Computer simulation analyses were carried out in a total of 45 conditions which consisted of combinations of three kinds of vehicle models (sedan type, sports utility type, van type), five kinds of pedestrian models (six-year old child, fifty-year old male and female, seventy-year old male and female, because such ages are frequently involved in car-pedestrian accidents) and three collision velocities of car to pedestrian (20, 30, 40km/h).The results showed that the Head Injury Criterion (HIC)15 value in a secondary collision was higher than that of the initial collision in 38 of the 45 conditions. In addition, the HIC15 value in 30 of those 38 conditions was over 2000. Based on this analysis, it became clear that it is necessary to not only focus on the initial collision but also focus on a secondary collision in car-pedestrian traffic accidents. For their future plans, the authors are going to conduct additional analysis by using additional sizes of human models and additional analysis conditions, and also have a plan to develop more effective countermeasures for pedestrian protection in secondary collisions to reduce pedestrian injuries which are generated by secondary collisions in the real-world. U1 - 22nd International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationWashington,DC StartDate:20110613 EndDate:20110616 Sponsors:National Highway Traffic Safety Administration KW - Automobiles KW - Crash injuries KW - Impact tests KW - Pedestrian-vehicle crashes KW - Pedestrians KW - Risk assessment KW - Surface course (Pavements) UR - http://www-esv.nhtsa.dot.gov/Proceedings/22/isv7/main.htm UR - https://trid.trb.org/view/1360490 ER - TY - CONF AN - 01571672 AU - Beillas, Philippe AU - Mero, Mario AU - Belon, Steve AU - Maupas, Alain AU - Desfontaines, Hervé AU - Deloffre, Philippe AU - Lapauw, Pierre-Yves AU - Huet, Laurent AU - Charnaux, Sébastien AU - National Highway Traffic Safety Administration TI - Accidents Between Pedestrian and Industrial Vehicles: From Injury Patterns to Dummy and Truck Prototypes PY - 2011 SP - 15p AB - This paper provides new results on the safety of pedestrians involved in accidents with industrial vehicles such as trucks and buses. The analysis of two accident databases highlighted the importance of the frontal impacts, run over scenario and the thorax loading for this accident type (when using car pedestrian accidents as a reference). The accidents were then studied using full scale tests conducted with three standard industrial vehicles, one prototype and two pedestrian dummies (including a new modified dummy). The test results include an analysis of the kinematics and of dummy signals. Beyond specific test results, the study describes the development of a possible methodology to improve the safety of vulnerable road users involved in accidents with industrial vehicles and discusses a possible strategy. U1 - 22nd International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationWashington,DC StartDate:20110613 EndDate:20110616 Sponsors:National Highway Traffic Safety Administration KW - Buses KW - Crash injuries KW - Dummies KW - Impact tests KW - Industrial trucks KW - Kinematics KW - Pedestrian-vehicle crashes KW - Pedestrians KW - Vulnerable road users UR - http://www-esv.nhtsa.dot.gov/Proceedings/22/isv7/main.htm UR - https://trid.trb.org/view/1360708 ER - TY - CONF AN - 01571671 AU - van Ratingen, Michiel AU - Williams, Aled AU - Castaing, Pierre AU - Lie, Anders AU - Frost, Bernie AU - Sandner, Volker AU - Sferco, Raimondo AU - Segers, Erwin AU - Weimer, Christoph AU - National Highway Traffic Safety Administration TI - Beyond NCAP: Promoting New Advancements in Safety PY - 2011 SP - 7p AB - Over the last decade Euro New Car Assessment Program (NCAP) has become recognised as a reliable indicator of independent consumer information with an acknowledged positive effect on car safety. Most car manufacturers see the positive advantages of ensuring their vehicles achieve the highest possible result in this consumer test program. For Euro NCAP to keep its relevance it is important that the program reflects the improvements made in car safety over time. Many of today’s technological advancements are in active safety, driver assistance or in the combination of primary secondary and tertiary safety. Many of these safety functions are so new that no clear-cut procedures exist to test and rate them. Given this challenge, a system that enables carmakers to receive added recognition for important innovations beyond the star rating could promote the development of superior safety improvements and accelerate the introduction of new technology. Rewarding safety innovations will also keep the carmakers’ commitment to Euro NCAP and help improve vehicle safety for the whole community. The “Euro NCAP Advanced” reward is an addition to today’s star rating. With the support of the automotive industry, Euro NCAP has developed a methodology, referred to as “Beyond NCAP”, to allow the potential safety benefits of any new safety function to be determined. This process is based entirely on the assessment of scientific evidence presented in a dossier by the car manufacturer. An independent panel of experts reviews the extent of a safety issue which a new safety system aims to address. Through a logical and rigorous analysis of the way in which the technology has been developed, tested and validated, and from any real-world experience that may exist, the system’s performance and its expected effectiveness can be estimated and eventually rewarded. In particular, any submission needs to provide reliable evidence of the tests conducted and any assumptions made in assigning possible benefits for the new safety function. The method used for making these assessments also needs to be scrutinized. The challenge is to understand with an acceptable level of confidence how reliable the data presented is without intimate knowledge and involvement in the development of the technology. This is addressed firstly by selecting independent experts which are able to make judgments about the level of scientific proof provided and whether the benefits claimed are realistic and achievable. Secondly, the credibility of the source of the data is an important indicator of the reliability of the findings. Thirdly, publication in the scientific literature increases the reliability of the findings, although this may not always be possible at the time of submission for reasons of commercial confidentiality. The recognition of the potential benefit of these new safety technologies in no way undermines the importance of basic safety assessment expressed by the star rating. For this it is important that Euro NCAP continues to assess vehicle safety using existing test procedures and criteria. It is expected that the Beyond NCAP process will help identify the best assessment methods for upcoming technology. Euro NCAP intends to implement these methods for an improved rating of car safety in the future. U1 - 22nd International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationWashington,DC StartDate:20110613 EndDate:20110616 Sponsors:National Highway Traffic Safety Administration KW - Active safety systems KW - Evaluation and assessment KW - Highway safety KW - New Car Assessment Program KW - Technological innovations KW - Vehicle safety UR - http://www-esv.nhtsa.dot.gov/Proceedings/22/isv7/main.htm UR - https://trid.trb.org/view/1360871 ER - TY - CONF AN - 01571670 AU - Teoh, Eric R AU - Lund, Adrian K AU - National Highway Traffic Safety Administration TI - IIHS Side Crash Test Ratings and Occupant Death Risk in Real-World Crashes PY - 2011 SP - 9p AB - Side impact crashes accounted for 27 percent of passenger vehicle occupant deaths in the United States in 2009. Although the fronts and rears of most passenger vehicles have substantial crumple zones, the sides have relatively little space to absorb impact forces or limit occupant compartment intrusion. Side airbags help to absorb impact forces and are highly effective in reducing driver death risk, but must work well with vehicle structures to maximize occupant protection. The Insurance Institute for Highway Safety (IIHS) has been evaluating passenger vehicle side crashworthiness since 2003. In the IIHS side crash test, a vehicle is impacted perpendicularly on the driver (left) side by a moving deformable barrier weighing 1,500 kg (3,300 lb) and traveling at 50 km/h (31 mi/h). Dimensions of the barrier, especially height, are designed to simulate the front of a typical SUV or pickup. Injury measures are taken from 5th percentile female test dummies in the driver and left rear seating positions, and injury ratings are computed for the head/neck, torso, and pelvis/leg based on biomechanical and crash research. Vehicles also are rated based on their ability to protect occupants’ heads and resist occupant compartment intrusion. These component ratings are combined into an overall rating of good, acceptable, marginal, or poor. A driver-only rating was recalculated by omitting rear passenger dummy data. To evaluate how well IIHS side crash test ratings predict real-world occupant death risk, data were extracted from the Fatality Analysis Reporting System (FARS) and National Automotive Sampling System/ General Estimates System (NASS/GES) for years 2000-09. Analyses were restricted to vehicles with driver side airbags with head and torso protection as standard features. The risk of driver death was computed as the number of drivers killed (FARS) divided by the number involved (NASS/GES) in left side impacts and was modeled using logistic regression to estimate the effect of crash test rating while controlling for the effects of driver age and gender and vehicle type and curb weight. Death rates per million registered vehicle years were computed for all outboard occupants, and these were compared across the overall test rating for each vehicle. Based on the driver-only rating, drivers of vehicles rated good were 70 percent less likely to die when involved in left side crashes than drivers of vehicles rated poor, after controlling for driver and vehicle factors. Driver death risk was 64 percent lower for vehicles rated acceptable compared with poor and 49 percent lower for vehicles rated marginal compared with poor. All three results were statistically significant. The vehicle registration-based results for drivers were similar, suggesting the benefit largely was due to crashworthiness improvements and not to differences in crash risk. The same pattern of results held for outboard occupants in nearside crashes per million registered vehicle years and, with the exception of marginal-rated vehicles, also held for other crash types. This suggests design changes that improved side crashworthiness also benefited occupants in other types of crashes. Among component ratings, the vehicle structure rating exhibited the strongest relationship with driver death risk. In sum, results show that IIHS side crash test ratings encourage designs that improve crash protection in meaningful ways beyond encouraging head protection side airbags, particularly by promoting vehicle structures that limit occupant compartment intrusion. Results further highlight the need for a strong occupant compartment and its influence in all types of crashes. U1 - 22nd International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationWashington,DC StartDate:20110613 EndDate:20110616 Sponsors:National Highway Traffic Safety Administration KW - Crash exposure KW - Crashworthiness KW - Fatalities KW - Impact tests KW - Occupant vehicle interface KW - Side air bags KW - Side crashes KW - Vehicle occupants UR - http://www-esv.nhtsa.dot.gov/Proceedings/22/isv7/main.htm UR - https://trid.trb.org/view/1360962 ER - TY - CONF AN - 01571669 AU - Hamacher, Michael AU - Eckstein, Lutz AU - Kühn, Matthias AU - Hummel, Thomas AU - National Highway Traffic Safety Administration TI - Assessment of Active and Passive Technical Measures for Pedestrian Protection at the Vehicle Front PY - 2011 SP - 14p AB - Structural improvements at the vehicle front are state of the art in the field of pedestrian safety today. But due to rising requirements further measures will be needed. The active bonnet for example is the first deployable system that has entered the market. Other passive safety systems, like the windscreen airbag, are part of current research. This applies also to systems of active safety such as autonomous braking. Hereby the collision speed can be reduced or an accident can be even avoided. To assess and compare the safety potential of active and passive pedestrian safety measures on one scale, an assessment procedure has been developed and applied to various measures and vehicle fronts. An important characteristic of the assessment procedure is its modular design, combining structural characteristics of a vehicle front with accident kinematics and accident research data. Each module can be enhanced or substituted independently. The assessment procedure uses the vehicle model specific Euro New Car Assessment Program (NCAP) results and adapts the Head Injury Criterion (HIC) values to the real accident kinematics derived from numerical simulations. Since the kinematics strongly depend on the front design of a car, a categorization has been developed. For each vehicle class respective simulation data is available. Kinematics parameters are the head impact velocity, impact angle and impact probability determined for the particular wrap-around-distance zones of the vehicle front. The assessment procedure primarily provides an index value which indicates the risk for an AIS3+ head injury due to the primary impact at a collision speed of 40 km/h. It is calculated for children and adults by an injury risk curve. In addition the dependency of this index value from the collision speed is determined based on corresponding simulation data. Beside the head loading, the leg loading is also assessed. This is carried out by a simplified index calculation. The secondary impact is evaluated qualitatively. The assessment procedure brings the evaluation of active and passive safety together. Index values have been calculated for good as well as poor rated vehicles within Euro NCAP and under consideration of varying additional safety systems. It could be shown that the benefit of today’s measures applied to the vehicle front is limited. Legal test requirements and consumer ratings insufficiently reflect the vehicle-class-specific relevance of particular front areas. Simulation data points out the A-pillars and the lower windscreen area, which need to be addressed by technical measures. Furthermore there is no “one fits all” measure which performs on the same positive level at all vehicle fronts and for all pedestrian sizes. Therefore measures have to be selected and adjusted for each car front. A windscreen airbag is able to improve adult pedestrian safety significantly. Children however profit more by emergency brake systems with pedestrian detection due to the limited safety potential of an active bonnet. Consequently, future cars should offer both adequate passive pedestrian protection and additional active safety systems. The benefit of relevant passive safety systems as well as reductions in collision speed has been demonstrated by Polar-II dummy tests with an experimental vehicle. U1 - 22nd International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationWashington,DC StartDate:20110613 EndDate:20110616 Sponsors:National Highway Traffic Safety Administration KW - Active safety systems KW - Evaluation and assessment KW - Pedestrian safety KW - Pedestrian-vehicle crashes KW - Pedestrians KW - Protection KW - Vehicle front end UR - http://www-esv.nhtsa.dot.gov/Proceedings/22/isv7/main.htm UR - https://trid.trb.org/view/1360870 ER - TY - CONF AN - 01571668 AU - Strandroth, Johan AU - Rizzi, Matteo AU - Sternlund, Simon AU - Lie, Anders AU - Tingvall, Claes AU - National Highway Traffic Safety Administration TI - The Correlation Between Pedestrian Injury Severity in Real-Life Crashes and Euro NCAP Pedestrian Test Results PY - 2011 SP - 11p AB - The protection of pedestrians in crashes has been addressed by friendlier car fronts. This is a process driven by both regulation and consumer test programs. Since 1997, Euro New Car Assessment Program (NCAP) has been testing and assessing the level of protection for most car models available in Europe. In the current study, the Euro NCAP pedestrian scoring was compared with the real-life outcome in pedestrian crashes that occurred in Sweden 2003-2010. The real-life crash data was obtained from the data acquisition system STRADA, which combines police records and hospital admission data. The medical data consisted of ICD diagnoses and AIS scoring. In all approximately 500 pedestrians were included in the study. Each car model was coded according to Euro NCAP pedestrian scores. In addition, the presence or absence of Brake Assist (BA) was coded for each car involved. The injury scores for each individual were translated to Risk of Serious Consequences (RSC) at 1, 5 and 10% risk of disability level. This will indicate the total risk of a medical disability given the severity and location of injury. The results showed a significant reduction of injury severity for cars with better pedestrian scoring, although cars with a high score could not be studied, due to lack of cases. The reduction of RSC for medium performing cars in comparison with low performing cars was 17, 26 and 38% for 1, 5 and 10% of medical impairment, respectively. These results applied to urban areas with speed limits up to 50 km/h, although no significant reduction was found in higher speed zones. While Brake Assist (BA) was found to contribute to a small injury reduction of about 5%, the results were on-significant. It was also found that the combined effect of BA and higher pedestrian scoring was greater than the two effects separately. U1 - 22nd International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationWashington,DC StartDate:20110613 EndDate:20110616 Sponsors:National Highway Traffic Safety Administration KW - Automatic braking KW - Brake assist system KW - Crash injuries KW - Driver support systems KW - European New Car Assessment Program KW - Injury severity KW - Pedestrian-vehicle crashes KW - Sweden UR - http://www-esv.nhtsa.dot.gov/Proceedings/22/isv7/main.htm UR - https://trid.trb.org/view/1360718 ER - TY - CONF AN - 01571667 AU - Youn, Younghan AU - Han, Wan-Hee AU - Kim, Gyu-Hyun AU - Kim, Hyung-Jung AU - Park, Jung-Kyu AU - National Highway Traffic Safety Administration TI - Assessment of 12 Years KNCAP Performances and Plan for Elderly Occupant Protections PY - 2011 SP - 8p AB - In 1999, the Korean government established the Korean New Car Assessment Program (KNCAP) program to promote vehicle safety enhancement and to reduce road traffic fatalities. Currently, a total 0f 8 test protocols are available to evaluate vehicle safety performance including the two types of frontal crash test and side pole test. As a result of the reinforcement of safety issues, the average KNCAP vehicle safety rate reaches about 4.5 star ratings. Furthermore, from 2010, the overall crash performance assessment rating system was adapted to clear the understanding of the KNCAP results with the voluntary labeling system which is similar to the US labeling system. However, in terms of elderly occupants' safety, the fatality rate is much higher than other age groups. In conjunction with the current Korean elderly occupant protection research program, which was initiated by the government resource 5 years ago, the assessment tool may also include protecting a vulnerable road user, especially elderly drivers or occupants. Recent research shows that the elderly occupant rib cage is relatively weak and fragile compared to the nominal adult age group. The current larger mass and stiff front structure of vehicle design required a pretensioner belt system with a relatively higher load limiter. When this belt restraint system with an airbag was subjected to the anthropometric dummies such as the Hybrid III 50th percentile male or 5th percentile female dummy, the injury performance was as excellent a rate as expected. Good occupant protection in real traffic for the elderly is more than 10 times higher than other age groups. The most frequent injuries are thoracic trauma and rib fractures due to the severe rib deflections. The objective of this study was to investigate the rating criterion for pretensioner and load limiter performance for elderly occupant protection, to define requirements for an optimal belt loading forces, and to quantify the benefits for elderly occupants within the KNCAP testing system. U1 - 22nd International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationWashington,DC StartDate:20110613 EndDate:20110616 Sponsors:National Highway Traffic Safety Administration KW - Aged KW - Aged drivers KW - Impact tests KW - Injury characteristics KW - Korea KW - Korean New Car Assessment Program (KNCAP) KW - Pedestrians KW - Vehicle occupants KW - Vehicle safety UR - http://www-esv.nhtsa.dot.gov/Proceedings/22/isv7/main.htm UR - https://trid.trb.org/view/1360884 ER - TY - CONF AN - 01571666 AU - Suzuki, Shunji AU - Takahashi, Yukou AU - Oda, Shinsuke AU - National Highway Traffic Safety Administration TI - Validation of a Pedestrian Sedan Buck Using a Human Finite Element Model PY - 2011 SP - 10p AB - For the purpose of reproducing complex vehicle-pedestrian interactions using a simplified and standardized vehicle model, a previous study has developed a computational model for a generic buck to reproduce car-small sedan interaction using a standardized vehicle front model. Although the previous study validated the buck model using a finite element (FE) model for a pedestrian dummy in terms of pedestrian kinematics and vehicle-pedestrian contact forces, the buck structure has not been further validated with regard to responses of injury measures against a more biofidelic tool such as a human FE model. The objective of this study was to evaluate the buck model representing a small sedan developed in the previous study (Untaroiu et al., ESV 2009) against a human FE model in terms of pedestrian kinematics and injury measures from comparisons between the buck and full vehicle models. A human FE model developed by Takahashi et al. (IRCOBI 2010) was used in the current study. For the purpose of validating the buck model, an FE vehicle model representing the same small sedan was also used for comparisons. The pedestrian model was hit by the center of both vehicle models laterally at a baseline impact velocity of 40 km/h used by the previous study. In order to evaluate robustness of the buck model against impact velocity, impact simulations were performed at 20 and 60 km/h as well. The results of the comparisons showed that the pedestrian kinematics and values of injury parameters were generally well reproduced by the buck model compared to the vehicle model. It was also found that for enhanced representation of the responses of injury measures to the pelvis and lower limb, some modifications to the buck components are suggested in terms of geometry, material property and structure. U1 - 22nd International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationWashington,DC StartDate:20110613 EndDate:20110616 Sponsors:National Highway Traffic Safety Administration KW - Crash injuries KW - Dummies KW - Finite element method KW - Impact tests KW - Kinematics KW - Pedestrian safety KW - Pedestrian-vehicle crashes UR - http://www-esv.nhtsa.dot.gov/Proceedings/22/isv7/main.htm UR - https://trid.trb.org/view/1360706 ER - TY - CONF AN - 01570600 AU - Mages, Mark AU - Seyffert, Martin AU - Class, Uwe AU - National Highway Traffic Safety Administration TI - Analysis of the Pre-Crash Benefit of Reversible Belt Pre-Pretensioning in Different Accident Scenarios PY - 2011 SP - 14p AB - The goal of active belt systems is to reduce occupant movement in highly dynamic driving situations to increase both safety and comfort. In this paper the ability of such systems to reduce occupant displacement is quantified and the resulting increase in occupant safety is analyzed for different accident scenarios. These scenarios are characterized by the direction of occupant displacement as it results from vehicle dynamics prior to the accident such as braking or evasive steering and by the impact direction. To identify the occupant displacement as initial condition for the chosen accident types, the inertial forces prior to the accident are reproduced in a test vehicle for the chosen scenarios. Different levels of reversible pre-pretensioning are used within these tests. A conventional belt system (no pre-pretensioning), a belt system with reactive pre-pretensioning (activation based on vehicle dynamics data) and a belt system with predictive pre-pretensioning (pre-triggered based on environmental sensors) are being compared. The occupant displacement is measured during these tests. The results show, that a significant reduction of occupant displacement is possible using active belt systems. For instance forward head displacement during panic braking scenarios can be reduced significantly with reactive pre-pretensioning and even further with pre-triggered pre-pretensioning in comparison to the same scenario with a conventional belt system without pre-pretensioning. The effect of reduced occupant displacement is studied using crash simulation and sled tests. In both cases the dummy is positioned according to the measured displacement values as initial condition. Characteristic injury values of these crash simulations and sled tests are compared to identify the effect of different levels of occupant displacement on injury probability. Both simulation and sled tests demonstrate that a modified initial occupant position may result in an altered injury mechanism during the crash. The rapid deceleration in the tested panic braking situations for example leads to a forward displacement of the occupant that in case of a subsequent front crash may result in a bag slap (caused be the reduced distance between occupant and instrument panel). The improved occupant position using an active belt could decreases the probability of a bag slap for the same scenario. Lateral displacement with a subsequent frontal collision could have even more severe consequences on occupant injuries. The simulation results show that because of the lateral displacement of the occupant the contact with the frontal airbag may be misaligned and therefore airbag effectiveness could be reduced. As a worst case scenario the probability for a contact to the instrument panel could increase. This effect is intensified as the routing of the belt is influenced by lateral occupant displacement, which may reduce the effectiveness of the belt system in a crash. Reduced occupant displacement can avoid or mitigate the risk of such an injury mechanism. In case of a rear impact with initial forward occupant displacement the changed occupant position results in injury rating values many times higher than those in nominal position. Again, reduced occupant displacement can mitigate this effect. In conclusion reversible pre-pretensioning allows the reduction of occupant displacement and proves to have a direct effect on occupant safety in the examined scenarios. U1 - 22nd International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationWashington,DC StartDate:20110613 EndDate:20110616 Sponsors:National Highway Traffic Safety Administration KW - Crash injuries KW - Crash victim simulation KW - Motor vehicle dynamics KW - Occupant dynamics KW - Occupant vehicle interface KW - Precrash phase KW - Restraint systems KW - Seat belts UR - http://www-esv.nhtsa.dot.gov/Proceedings/22/isv7/main.htm UR - https://trid.trb.org/view/1361730 ER - TY - CONF AN - 01570599 AU - Reßle, Anja AU - Lienkamp, Markus AU - Fürst, Franz AU - National Highway Traffic Safety Administration TI - Method to Estimate the Field Effectiveness of an Automatic Braking System in Combination with an Adaptive Restraint System in Frontal Crashes PY - 2011 SP - 12p AB - Current passive safety standards have already achieved a very high level of occupant protection. This is confirmed year by year through declining numbers of traffic related fatalities. This trend is assumed to continue because more and more vehicles on the road are designed to fulfill strong safety requirements especially in high speed crashes. In order to further improve frontal crash protection active safety systems like automatic braking systems are introduced to the market. These systems are designed to mitigate the crash severity and they are expected to have a great impact in further reducing the number of injured persons in traffic accidents. This paper will discuss a method to estimate field effectiveness of an automatic braking system in combination with an adaptive restraint system in frontal crashes. The method is based on the German In-Depth Accident Study GIDAS. Accidents are clustered in relevant car-to-car scenarios. In each scenario the effect of an automatic braking system and of an adaptive restraint system on the injury outcome is analyzed. The sum of all the injury risks is weighted with the relevance of each scenario and the expected value of MAIS3+ injured persons is calculated with and without the integrated safety system. U1 - 22nd International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationWashington,DC StartDate:20110613 EndDate:20110616 Sponsors:National Highway Traffic Safety Administration KW - Active safety systems KW - Automatic braking KW - Crash injuries KW - Crash severity KW - Frontal crashes KW - German In-Depth Accident Study KW - Restraint systems KW - Vehicle safety UR - http://www-esv.nhtsa.dot.gov/Proceedings/22/isv7/main.htm UR - https://trid.trb.org/view/1361729 ER - TY - CONF AN - 01570598 AU - Dirndorfer, Tobias AU - Botsch, Michael AU - Knoll, Alois AU - National Highway Traffic Safety Administration TI - Model-Based Analysis of Sensor-Noise in Predictive Passive Safety Algorithms PY - 2011 SP - 14p AB - The introduction of environment perception sensors into the automotive world enables further improvement of the already highly optimized passive safety systems. Such sensors facilitate the development of safety applications that can act in a context sensitive manner concerning the protection of vehicle occupants. Hereby the quality of the provided information is decisive for the usability and effective range of such sensors within integrated safety systems. In this paper noise effects in sensors and their implications on the prediction of collision parameters are analyzed. The focus lies on sensors that can measure distances but not velocities or accelerations of the objects surrounding the car. For such sensors a noise model is presented as well as a tracking algorithm aiming to estimate the velocities and to compensate the effects of noise. This information is used by a trajectory-based algorithm to predict relevant collision parameters like time-to-collision, relative velocity at collision time etc. Monte Carlo simulations show the influence of noise on the accuracy of the predicted collision parameters. The described model-based study allows the systematic deduction of sensor requirements and represents a new way for the evaluation of the robustness of predictive passive safety systems. U1 - 22nd International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationWashington,DC StartDate:20110613 EndDate:20110616 Sponsors:National Highway Traffic Safety Administration KW - Crash avoidance systems KW - Crash sensors KW - Data quality KW - Monte Carlo method KW - Noise (Communications) KW - Passive restraint systems KW - Precrash phase KW - Vehicle trajectories UR - http://www-esv.nhtsa.dot.gov/Proceedings/22/isv7/main.htm UR - https://trid.trb.org/view/1361365 ER - TY - CONF AN - 01570597 AU - Druecker, Jan-Peter AU - National Highway Traffic Safety Administration TI - Optimization of Restraint Systems of a Vehicle Architecture Using Meta Models PY - 2011 SP - 9p AB - In the coming years, car manufacturers will continue to diversify their fleet into an ever larger number of vehicle types. Cars will be developed with a focus on new special market requirements, responding to the customer’s individual needs. Until now, at most 3-4 vehicles were derived from 1 backbone car (e.g. convertibles, coupes). In the future, however, there will be many different types of cars within a vehicle class (like the compact class). BMW is developing new solutions to deal with this increasing diversity. Each new derivative will be based on a uniform vehicle architecture and standardized construction kits. In order to have sufficient functional degrees of freedom within this architecture, it is necessary to take all planned derivatives into account. Among other requirements, crash performance has a strong influence on the limitations of diversity. This paper describes a new virtual method to optimize a frontal restraint system based on finite element vehicle models. On the basis of a limited number of finite element simulations, response surface models were developed to identify and visualize the functional relationship between restraint system parameters and dummy responses. With these surrogate or meta-models, the optimization will be faster compared to the standard development process. U1 - 22nd International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationWashington,DC StartDate:20110613 EndDate:20110616 Sponsors:National Highway Traffic Safety Administration KW - Automobiles KW - Crashworthiness KW - Design methods KW - Finite element method KW - Mathematical methods KW - Metamodels KW - Optimization KW - Restraint systems KW - System architecture UR - http://www-esv.nhtsa.dot.gov/Proceedings/22/isv7/main.htm UR - https://trid.trb.org/view/1361363 ER - TY - CONF AN - 01570596 AU - van Rooij, Lex AU - National Highway Traffic Safety Administration TI - Effect of Various Pre-Crash Braking Strategies on Simulated Human Kinematic Response with Varying Levels of Driver Attention PY - 2011 SP - 9p AB - In this study, human kinematic response resulting from various pre-crash braking scenarios is quantified. The underlying question is what effect pre-crash braking systems have on the driver or the front seat passenger. The vehicle deceleration pulses resulting from various pre-crash braking strategies are implemented on a vehicle interior model in a multibody software code. The two most important strategies are based on 1) a brake assist system with modulated braking (BAS+) and 2) an autonomous braking system (AUT). In addition, simplified braking scenarios at various deceleration levels (3, 6 and 9.5 m/s² ) are simulated. The driver is represented by a numerical human model incorporating, besides all passive stiffness and damping properties, algorithms that simulate active stabilising behaviour in case of an induced acceleration on the body. The lumbar and thoracic spine are stabilised by torque actuators, while the cervical spine is stabilised by Hill-type muscle segments. The level of control, bracing and reaction time delays can be varied. This allows for the simulation of various attention schemes. A parameter study is performed, in which sensitivity of the kinematic response to vehicle braking strategies and to various human reaction types are discussed and compared to findings in literature. This study provides insight in human kinematic motion in the vehicle under various braking scenarios and human attention levels. The methods currently lack specific validation for frontal precrash braking, due to the lack of available volunteer testing data. Also, due to the complexity of human behaviour and the current state-of-the-art regarding its characterisation or modelling, the models are empirical of nature, however provide practical guidance to the range of possible pre-crash kinematics as a result of varying human behavioural strategies. Conclusions from this research are that driver attention plays an important role in determining the effectiveness of pre-crash braking systems in preventing severe occupant motions and in positioning the occupant in an optimum position at time of impact. U1 - 22nd International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationWashington,DC StartDate:20110613 EndDate:20110616 Sponsors:National Highway Traffic Safety Administration KW - Attention KW - Braking KW - Crash victim simulation KW - Driver performance KW - Front seat occupants KW - Occupant kinetics KW - Occupant vehicle interface KW - Precrash phase UR - http://www-esv.nhtsa.dot.gov/Proceedings/22/isv7/main.htm UR - https://trid.trb.org/view/1361732 ER - TY - CONF AN - 01570595 AU - Sandner, Volker AU - Unger, Thomas AU - National Highway Traffic Safety Administration TI - Actual Restraint Systems: Reached their limits!? Analyses of Accident data of frontal impacts, compared to consumer test results PY - 2011 SP - 8p AB - In the last 25 years the safety systems, such as seat belt, airbag, and a stable body shell saved thousands of people lives in traffic accidents. New test requirements from local road administrations and consumer protection programs (NCAPs) give the information of the performance of modern cars to the consumer and the way to improve safety to the automobile industry. So a lot of work has been done to implement safety systems in the complete vehicle fleet. This was the first and very efficient step to reduce the number of fatal injured passengers involved in a vehicle accident. In Europe the number of killed people in traffic accidents decreased enormously. The number of victims in 2008 was 28.4% lower than 2001. In Germany the figures show a reduction of the fatalities in the same time period of 35.8%. The new requirements on vehicle safety lead to very complex restraint systems and to very stiff passenger compartments. In case of an accident very stiff vehicle compartments are raising the deceleration of the vehicle body and the restraint systems had to working on a high level of pretension force at a very short time. Systems which were implemented to save lives could now be contra productive and become a problem for persons who are not able to withstand such high loads according their stature, age or mass. On the background of the demographic change the number of elderly people driving cars is increasing. This issue is getting more and more important in the near future, because in the case of an accident their body is not able to withstand those high loadings induced by the restraint systems and the high deceleration. Multiple fractures of the chest with following injuries of internal organs and accelerations injuries of inner organs and soft tissue are the result of this high deceleration and loadings. Also smaller and even younger passengers will be affected by this dynamic behaviour due to the belt routing and positioning of the passenger according the vehicle interior. The data evaluation of the GIDAS [1] and ADAC [2] accident data base is showing a lot of real life crashes were injuries could be detected which are more severe than seen in consumer crash tests, while the accident parameters are comparable with those of the crash tests. Especially women, small and elderly people have a higher risk of injuries. New test methods and smarter restraint systems could help to indicate problems and safe lives in accidents. U1 - 22nd International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationWashington,DC StartDate:20110613 EndDate:20110616 Sponsors:National Highway Traffic Safety Administration KW - Aged KW - Crash analysis KW - Females KW - Frontal crashes KW - Injury characteristics KW - New Car Assessment Program KW - Restraint systems KW - Traffic crash victims KW - Vehicle safety UR - http://www-esv.nhtsa.dot.gov/Proceedings/22/isv7/main.htm UR - https://trid.trb.org/view/1361728 ER - TY - CONF AN - 01570594 AU - Bastien, Christophe AU - Blundell, Michael AU - van der Made, Robin AU - Neal-Sturgess, Clive AU - National Highway Traffic Safety Administration TI - Investigation of Pre-Braking on Unbelted Occupant Position and Injuries Using an Active Human Body Model (AHBM) PY - 2011 SP - 15p AB - Following intensive field research based on over 5000 vehicles [1], it was shown that 5% of the drivers still do not wear any seatbelts. New vehicles are now being fitted with active safety features which will influence the kinematics of these un-restrained drivers [2] and may have important safety implications. The proposed study assesses the safety benefit of a pre-braking event on the occupant position, stance and injury and will review the contribution of active muscle behaviour of a 50th percentile human model [3] in comparison with a passive human model [4] and discusses the potential using active human simulation for testing driver assistance safety technologies. U1 - 22nd International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationWashington,DC StartDate:20110613 EndDate:20110616 Sponsors:National Highway Traffic Safety Administration KW - Active safety systems KW - Crash injury research KW - Crash victim simulation KW - Driver support systems KW - Occupant kinetics KW - Occupant vehicle interface KW - Precrash phase KW - Seat belt use UR - http://www-esv.nhtsa.dot.gov/Proceedings/22/isv7/main.htm UR - https://trid.trb.org/view/1361731 ER - TY - CONF AN - 01570593 AU - Berg, Alexander AU - Rücker, Peter AU - Domsch, Christian AU - National Highway Traffic Safety Administration TI - Presentation and Discussion of a Crash Test Using a Car with Automatic Pre-Crash-Braking PY - 2011 SP - 10p AB - The utilisation of passive safety systems to protect occupants has attained a very high level over the past thirty years. Although further improvements are still possible, these increasingly minor improvements are only to be had with a high degree of effort. As a result, the key question must always be their efficacy in an accident situation. If reliable information is available on the imminent collision, measures taken in the pre-collision phase can as a rule frequently exert a significantly greater influence on the accident situation. Preventive measures are the key to success here. This paper aims to show how a preventive safety approach can contribute to lessening the serious consequences of an accident by creating an optimum interplay of active and passive safety measures. To further enhance vehicle safety, driver assistant systems are already available that warn the driver of an imminent rear-end collision, support him in his reactions or if he fails to react sufficiently, to even initiate an automatic braking, should the collision prove unavoidable. Automatic pre-crash braking can, in an ideal situation, fully prevent such collisions or can greatly reduce the collision speed and thus the impact energy (and in turn the severity of the accident). If a vehicle is being braked in the lead-up to the collision, the occupants are already being pre-stressed by the deceleration. The information available about the imminent accident can be used to activate the belt tensioners and likewise other passive safety systems in the vehicle before the advent of the impact. The vehicle deceleration before the crash also causes the front of the vehicle to dip. Conventional crash tests do not take this specific impact situation into consideration. This is why, for example, the influences of the pre-collision movements of the occupants are not recorded in the test results. Furthermore, a reproducible representation of the benefit of the vehicle safety systems which prepare the occupants for the imminent impact is not possible. In order to demonstrate the functions of automated pre-crash braking and to investigate the differences during the impact as a consequence of the altered occupant positions as well as the initiation of force and deformations of the vehicle front, DEKRA teamed up with BMW to carry out a joint crash test with the latest BMW 5 series vehicle. It involved the vehicle braking automatically from a starting test speed of 64 km/h (corresponding to the impact speed set by Euro NCAP) to 40 km/h. The test was still run by the intelligent drive system of the crash test facility. The test supplemented the work of the vFSS working group (vFSS stands advanced Forward-looking Safety Systems]). The paper will describe and discuss the relevant test results. In addition, the possible benefits of such systems will also be considered. The test required several modifications to be made to the test facility as well as the vehicle. The paper will also deal with that. U1 - 22nd International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationWashington,DC StartDate:20110613 EndDate:20110616 Sponsors:National Highway Traffic Safety Administration KW - Active safety systems KW - Automatic braking KW - Driver support systems KW - Impact tests KW - Precrash phase KW - Vehicle safety KW - Vehicle tests UR - http://www-esv.nhtsa.dot.gov/Proceedings/22/isv7/main.htm UR - https://trid.trb.org/view/1361734 ER - TY - CONF AN - 01570592 AU - Zini, Gustavo AU - National Highway Traffic Safety Administration TI - Is the Steering-Wheel Airbag the Best Solution for Protecting the Driver in Frontal Impacts? PY - 2011 SP - 8p AB - “È sbagliato partire cercando immediatamente una soluzione. È necessario prima definire completamente il problema.” (Bruno Munari, Italian designer). When considering future airbags it can be argued that their performance should be tailored considering occupant, vehicles and crash characteristics. Yet, this will increase the automobile weight, affecting in a negative way fuel economy and Ecology. Furthermore, to accomplish the target of tailoring the airbag performance, a variety of sensors and actuators should be developed and installed, as so new software to control the embedded control units. These elements add complexity and costs to an already complex and expensive solution. Therefore, this paper explores the problem of protecting the driver from the very beginning. The purpose of the steering-wheel airbag is to prevent the driver’s head hitting the steering-wheel (which is inevitable since the head will continue its movement, unrestrained). Yet, and taking into consideration the problem from a different point of view it can be argued that another way of performing this protective action is to move away the steering-wheel from the driver. On the one hand, this proposed solution needs drive-by-wire technology to be implemented. On the other, fewer sensors and actuators, and simpler software and embedded control units will be needed. The feasibility of both solutions will be analyzed from a general and synergistic point of view, taking into consideration both the cost and the effectiveness of each system. A theoretical approach will be predominant, pointing out some aspects that should be developed thoroughly within the corresponding settings and using appropriate resources. U1 - 22nd International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationWashington,DC StartDate:20110613 EndDate:20110616 Sponsors:National Highway Traffic Safety Administration KW - Air bags KW - Crashworthiness KW - Feasibility analysis KW - Frontal crashes KW - Occupant protection devices KW - Steering wheels KW - Vehicle design UR - http://www-esv.nhtsa.dot.gov/Proceedings/22/isv7/main.htm UR - https://trid.trb.org/view/1361366 ER - TY - CONF AN - 01570591 AU - Hwang, Su Hwan AU - Kim, Eun Sue AU - Kim, Gil Joo AU - Lee, Bong Jun AU - National Highway Traffic Safety Administration TI - Seat Headrest Development to Detect the Head Position of Passenger PY - 2011 SP - 4p AB - It is the essential technique to percept the position of passenger’s head before rear collision to pre-crash headrest for minimizing the one’s neck damage. This research introduces the technique of perception of head using the electrostatic capacity sensor in the head rest. When the distance between the head rest and passenger’s head is measured, pre-crash headrest could be adjusted to most proper position for Whiplash protection. It will improve safety technology. U1 - 22nd International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationWashington,DC StartDate:20110613 EndDate:20110616 Sponsors:National Highway Traffic Safety Administration KW - Crash injuries KW - Crash sensors KW - Deployable head restraints KW - Head KW - Headrests KW - Occupant protection devices KW - Rear end crashes KW - Vehicle safety KW - Whiplash UR - http://www-esv.nhtsa.dot.gov/Proceedings/22/isv7/main.htm UR - https://trid.trb.org/view/1361741 ER - TY - CONF AN - 01570590 AU - Mango, Nicholas AU - Garthe, Elizabeth AU - National Highway Traffic Safety Administration TI - Standard & Integrated Restraint First Row Seat Performance in Rear-Impact Crashes PY - 2011 SP - 7p AB - In rear impact crashes, seats provide basic occupant restraint. Using 11 years of NHTSA's NASS CDS data (1997-2007), the performance of first row standard and integrated restraint seats were compiled and contrasted to each other and also to belt restraint performance in frontal crashes. This paper defines integrated restraint (IR) seats as those where the shoulder belt anchor is attached to the seat back frame instead of the vehicle body. IR seats have strengthened frames designed to support the frontal crash belt loads. NHTSA data indicates that more than 500 make/model/model year vehicles have an occupant position with an integrated restraint seat. In this study, vehicles with IR seats were identified using NHTSA data and confirmed by individual photographic review. The median Delta V value for occupants in rear impact crashes was about 20 kph (12 mph); the same as for occupants in frontal crashes. In rear crashes, standard seats deformed or failed (per NHTSA coding) 25% of the time. In frontal crashes, seat belts (which comprise the basic frontal restraint system) failed 0.36% of the time (rate 69 times lower). The median Delta V for all reported seat failures and deformations was 27 kph (16.2 mph). Occupants reached MAIS= 3 (at least one serious injury) at half the Delta V level in rear crashes (19 kph) compared to belted occupants in frontal crashes (38 kph). The maximum Abbreviated Injury Scale (MAIS) levels were also compiled for integrated versus standard seats. No occupant in an IR seat in a rear crash reached more than MAIS= 1. 50% of all occupants in rear crashes in standard (non-IR) seats experienced injury(s) resulting in MAIS=3 by a Delta V of 19 kph. IR seats were found to significantly reduce the rate of injury (MAIS>0) in rear impact crashes compared to standard seats (p=.05). U1 - 22nd International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationWashington,DC StartDate:20110613 EndDate:20110616 Sponsors:National Highway Traffic Safety Administration KW - Crashworthiness KW - Front seats KW - Injury severity KW - Rear end crashes KW - Restraint systems KW - Seat belts KW - Vehicle safety UR - http://www-esv.nhtsa.dot.gov/Proceedings/22/isv7/main.htm UR - https://trid.trb.org/view/1361740 ER - TY - CONF AN - 01570589 AU - Uwai, Hayata AU - Isoda, Atsushi AU - Ichikawa, Hideaki AU - Takahashi, Nobuhiko AU - National Highway Traffic Safety Administration TI - Development of Body Structure for Crash Safety of the Newly Developed Electric Vehicle PY - 2011 SP - 7p AB - An electric vehicle (EV) is promising as clean energy powered vehicle, due to increased interest in fuel economy and environment in recent years. However, it requires to meet unique safety performance such as electric safety and cabin deformation although mass increase of the high-voltage battery compared with the fuel tank. Nissan has developed a new electric vehicle which achieves electric safety and occupant protection performance in addition to maintaining enough cruising distance and cabin space. This was achieved by the development of an all-new platform for electric vehicles. The electric safety was enhanced by the protection of high-voltage components based on consideration of component layout and body structure, high-voltage shutdown by impact sensing system and prevention of short circuit by fuse in the battery. As an example of the protection of high-voltage components, the battery which locates under the floor was protected by elaborative packaging and multi-layer protection structure. In addition, the same cabin deformation as the internal-combustion engine vehicle similar in size in frontal crash was achieved by developing an efficient layout and structure for the motor compartment. U1 - 22nd International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationWashington,DC StartDate:20110613 EndDate:20110616 Sponsors:National Highway Traffic Safety Administration KW - Crashworthiness KW - Electric vehicles KW - Frontal crashes KW - High voltage KW - Occupant protection devices KW - Vehicle bodies KW - Vehicle design KW - Vehicle safety UR - http://www-esv.nhtsa.dot.gov/Proceedings/22/isv7/main.htm UR - https://trid.trb.org/view/1361364 ER - TY - CONF AN - 01570588 AU - Jeong, Dongwoo AU - Kim, Gil Joo AU - Lee, Bong Jun AU - Svard, Johan AU - Axelsson, Peter AU - National Highway Traffic Safety Administration TI - Reducing Neck Injuries by Controlling Seat Back Dynamic Movement PY - 2011 SP - 6p AB - Neck injuries caused by rear-end collision are the most common injury type in motor vehicle accidents. The exact mechanism that causes whiplash is still not agreed upon. What has been agreed upon is that reducing relative movement between head and torso reduces neck injury. There are two ways to reduce relative movement between head and torso. One is supporting the passenger's head as fast as possible. Head acceleration is increased, reducing the relative acceleration between head and torso. This approach is the most common way to prevent whiplash injuries. The other way is to reduce torso acceleration by controlling the seat back and reducing the relative acceleration between head and torso. Based on benchmark test results, the second approach is an easy and robust way to handle the newly enhanced KNCAP test protocol. This study addresses a neck injury protection device to deal with enhanced neck injury rating systems in KNCAP & EURONCAP by controlling seat back frame movement. The device has been built, simulated, and tested. U1 - 22nd International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationWashington,DC StartDate:20110613 EndDate:20110616 Sponsors:National Highway Traffic Safety Administration KW - Crash injuries KW - Headrests KW - Neck KW - Occupant protection devices KW - Rear end crashes KW - Seat backs KW - Vehicle safety KW - Whiplash UR - http://www-esv.nhtsa.dot.gov/Proceedings/22/isv7/main.htm UR - https://trid.trb.org/view/1361742 ER - TY - CONF AN - 01570213 AU - Ejima, Susumu AU - Takayama, Shinichi AU - Mikami, Koji AU - Ono, Koshiro AU - Mashiko, Kunihiro AU - Motomura, Yuuichi AU - Ohashi, Hideyuki AU - National Highway Traffic Safety Administration TI - New Challenge of Integrating an Accident Research System with the Medical and Engineering Network in Japan PY - 2011 SP - 8p AB - This study introduces the accident research system integrated with the medical and engineering network in Japan. Based on the collaborative study by Japan Automobile Research Institute (JARI), Nippon Medical School Chiba Hokuso Hospital and ITARDA (Institute for Traffic Accident Research and Data Analysis), detailed accident data have been collected, and crash, vehicle damage, and injury data were analyzed. This system provides the “mechanism” of injury by employing in-depth accident investigation with physical evidence, biomechanical knowledge, and medical knowledge for depicting the injury causation scenario. Moreover, vehicle safety improvement is not the only essential concern for the reduction of road accident casualties and injuries; immediate medical care, such as emergency medical treatment during road accidents, is also necessary. Therefore, the information of emergency medical activities in the post-crash was also collected in this system. This paper introduces the prototype research of the integrated pertinent medical and engineering information and proposes an effective injury-reduction system in actual traffic accidents. The case examples are provided to demonstrate the ability of this system to improve crash /injury assessment. In addition, the accident reconstruction simulation supplements this function of this accident analysis system. U1 - 22nd International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationWashington,DC StartDate:20110613 EndDate:20110616 Sponsors:National Highway Traffic Safety Administration KW - Crash analysis KW - Crash data KW - Crash injury research KW - Data collection KW - Injury causes KW - Japan KW - Outcome (Medical treatment) KW - Traffic crashes UR - http://www-esv.nhtsa.dot.gov/Proceedings/22/isv7/main.htm UR - https://trid.trb.org/view/1360198 ER - TY - CONF AN - 01570212 AU - Yoshida, Ryoichi AU - Okada, Hiroshi AU - Nomura, Mitsunori AU - Yokohashi, Matsuto AU - Fujii, Chikayo AU - Mizuno, Koji AU - Yonezawa, Hideki AU - Tanaka, Yoshinori AU - Hosokawa, Naruyuki AU - Matsui, Yasuhiro AU - National Highway Traffic Safety Administration TI - Identification of Head Injury Mechanisms of a Child Occupant in a Child Restraint System Based on Side Impact Tests PY - 2011 SP - 14p AB - Accident data show that injury risks to children are high in side collision accidents. According to in-depth accident analyses of children seated in forward facing (FF) child restraint systems (CRSs), the head was the most frequently injured body region, and main sources of head injuries were the rear door and side window glass. There are many research studies on child occupant safety in side impacts. However, a review of previous studies of both vehicle-to-vehicle tests and sled tests found that the child head remained in the CRS shell and that the observed severe head injuries in the accident data were not reproduced in the tests. In the present study, a sport utility vehicle (SUV)-to-small car oblique side crash test and sled tests were conducted using a Q3s dummy in the FF CRS to find causes of head contacts which occur frequently in side collision accidents. In the SUV-to-small car oblique side crash test, a Q3s dummy was seated in the FF CRS installed in the rear seat on the struck side of the small car. The CRS harness was given a slack of 75 mm beforehand. The SUV impacted the rear door of the target small car at an angle of 45 degrees so as to apply a large crash loading on the child dummy. During the crash and up to 65 ms, the vehicle velocity change in the longitudinal direction was comparable to that in the lateral direction. The velocity in the lateral direction continued to increase due to car yaw rotation and reached a peak of 10.5 m/s. This velocity-time history affected the Q3s dummy kinematic behavior. The Q3s dummy moved in an oblique direction and then laterally, and made contact with the side window at 6.8 m/s and the resulting HIC was 702. This test result demonstrates that a forward component of vehicle velocity change and CRS harness slack are factors that may lead to the head making contact with the vehicle interior, thereby resulting in causing serious injuries. Sled tests were conducted by using a test apparatus specially designed to reproduce the Q3s dummy kinematic behavior in the SUV-to-small car crash test. The factors which were determined to reproduce Q3s dummy kinematic behavior in SUV-to-small car side crash test included the relative location between the test seat and door, the velocity-time history of the car in the longitudinal and lateral directions, the vehicle roll angle during impact, and the contact characteristics between the door and the dummy. From this study, the hard contact between the child head and the vehicle interior that occurs frequently in side collision accidents was reproduced in a SUV-to-small car oblique side crash test. Factors of a sled test were identified that reproduce the child occupant kinematic behavior in the SUV-to-small car side crash test. The results of this study will be useful for determining the sled test conditions of a CRS side impact, which will be effective in reducing child head injuries. U1 - 22nd International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationWashington,DC StartDate:20110613 EndDate:20110616 Sponsors:National Highway Traffic Safety Administration KW - Child restraint systems KW - Crash injury research KW - Crash victim simulation KW - Dummies KW - Head KW - Occupant vehicle interface KW - Side crashes KW - Sled tests UR - https://trid.trb.org/view/1360630 ER - TY - CONF AN - 01570211 AU - Hallman, Jason J AU - Yoganandan, Narayan AU - Halloway, Dale AU - Rinaldi, James AU - Pintar, Frank A AU - National Highway Traffic Safety Administration TI - Analysis of Thoracic Loading, Kinematics, and Injuries in Small Overlap Impacts: Field Data and Full-Scale Vehicle Tests with Dummies PY - 2011 SP - 9p AB - In the literature frontal crashes typically have been classified as full, large overlap, or small overlap impacts (SOI) in accordance with the degree of frontal area involvement. These classifications implicitly refer to the degree of longitudinal structure engagement during impact. While full and large overlap impacts have received considerable attention, SOI has undergone limited analyses through field and laboratory investigations. Limited structural engagements may expose occupants to increased intrusions and differing kinematics. The objective of this study was to summarize literature relevant to SOI, determine occupant injuries using CIREN data, and analyze occupant loading and motions using full-scale vehicle tests. CIREN results demonstrated lack of correlation between injury and typical crash severity parameters of ΔV, crush distance, and extent zone. Full-scale crash tests suggested that occupant kinematics in SOI may be unique among frontal impact configurations. U1 - 22nd International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationWashington,DC StartDate:20110613 EndDate:20110616 Sponsors:National Highway Traffic Safety Administration KW - Crash injuries KW - Dummies KW - Frontal crashes KW - Impact tests KW - Injury severity KW - Kinematics KW - Occupant kinetics KW - Thorax UR - http://www-esv.nhtsa.dot.gov/Proceedings/22/isv7/main.htm UR - https://trid.trb.org/view/1360513 ER - TY - CONF AN - 01570210 AU - Najm, Wassim G AU - Toma, Samuel AU - Harding, John AU - National Highway Traffic Safety Administration TI - Pre-Crash Scenario Framework for Crash Avoidance Systems Based on Vehicle-to-Vehicle Communications PY - 2011 SP - 10p AB - This paper prioritizes and statistically describes pre-crash scenarios as a basis for the identification of crash avoidance functions enhanced or enabled by vehicle-to-vehicle (V2V) communication technology. Pre-crash scenarios depict vehicle movements and dynamics as well as the critical event immediately prior to the crash. The prioritization of pre-crash scenarios is based on the societal harm from persons who were injured in pre-crash scenarios involving at least two vehicles. The crash must also involve at least one light vehicle (e.g., passenger car, van, minivan, sport utility vehicle, or pickup truck) with a gross vehicle weight rating less than 4,536 kg. This paper also introduces a framework that serves to connect pre-crash scenarios to crash avoidance functions and provides information that will enable the identification of appropriate functional requirements, performance specifications, objective test procedures, and initial system effectiveness benchmarks. The framework incorporates crash statistics about the driving environment, contributing and causal factors, and kinematic information. In addition, time-to-collision equations for each pre-crash scenario are derived to identify key variables that must be measured to recognize and assess the crash threat of driving conflicts. Crash statistics are obtained from national crash databases including the 2004-2008 General Estimates System, the National Motor Vehicle Crash Causation Survey, and the Event Data Recorder database. A set of ten pre-crash scenarios are identified as a priority for the development of V2V-based safety applications. These priority scenarios are arranged into five crash avoidance packages that consist of rear-end, lane change, opposite direction, junction crossing, and left turn across path/opposite direction crash countermeasures. This paper delineates the priority pre-crash scenarios and maps them to V2V-based safety applications under development. U1 - 22nd International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationWashington,DC StartDate:20110613 EndDate:20110616 Sponsors:National Highway Traffic Safety Administration KW - Crash avoidance systems KW - Crash characteristics KW - Multiple vehicle crashes KW - Precrash phase KW - Technology assessment KW - Vehicle to vehicle communications UR - http://www-esv.nhtsa.dot.gov/Proceedings/22/isv7/main.htm UR - https://trid.trb.org/view/1360945 ER - TY - CONF AN - 01570208 AU - Arbogast, Kristy B AU - Locey, Caitlin M AU - Zonfrillo, Mark R AU - Kallan, Michael J AU - National Highway Traffic Safety Administration TI - Injury Risk to Seat Belt Restrained Occupants: Effect of Age and Seat Row PY - 2011 SP - 7p AB - Previous studies have identified an elevated crash injury risk of 8-12 year olds restrained in seat belts compared to their younger counterparts in child restraints. This age group is of particular importance as they represent the transition age between those recommended to use an add-on restraint system such as a booster seat versus those recommended to use the adult seat belt system provided with the vehicle. In order understand the unique restraint needs of this particular age group, research is needed to compare their injury risk to other age occupants following best practice for restraint. Therefore the objective of this project was to compare the injury risk for children and adults who are age-optimally restrained (by seat row and restraint type) and understand the influence of the contributing factors to the risk. Data were used from the Partners for Child Passenger Safety (PCPS) study and the National Automotive Sampling System (NASS). PCPS data from 1998-2007, collected from crashes reported to an insurance company in 15 states and DC, were used. NASS data from 2000-2009, collected from police reported towaway crashes throughout the US, were used. For both data sets, crashes were limited to vehicles of model year 1998 and newer. For NASS data, efforts were made to limit the crashes to those involving child occupants by identifying typical crash deformation classifications in child-involved crashes. The AIS 2+ (PCPS and NASS) and AIS3+ (NASS) injury risks were calculated. For PCPS, the following age groups of rear seated occupants were compared: children <1 year of age in rear facing child restraints (RFCRS), children 1-3 years in forward facing child restraints (FFCRS), children 4-7 years in belt-positioning boosters, children 8-12 years in seat belts, and children 13-15 years in seat belts. In addition, the injury risks for children age 13-15 years in seat belts in the front seat were included. For NASS, injury risks were compared for the following rear seated age groups - 8-12 years, 13-15 years, 16-24 years, 25-54 yrs, 55+ years – and front seated age groups - 13-15 years, 16-24 years, 25-54 yrs, 55+ years. For the PCPS data, compared to children age 1-3 years in FFCRS, rear seated children 8-12 years were 1.9 times more likely to sustain an AIS2+ injury. For the NASS data, rear seated 8-12 year olds had a slightly lower AIS 2+ (2.4%) and AIS 3+ (0.92%) injury risk compared to 25-54 year olds in the front seat (3.2% and 1.2% respectively) (chosen as the reference due to the regulatory focus on this age and seat position) while rear seated 13-15 year olds had a similar injury risk to adults in the front seat. In addition to comparison of the overall injury risks, there are important differences in the body regions of injury that suggest different mechanisms of how the seat belt applies loads across age groups U1 - 22nd International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationWashington,DC StartDate:20110613 EndDate:20110616 Sponsors:National Highway Traffic Safety Administration KW - Age groups KW - Booster seats KW - Child restraint systems KW - Crash injuries KW - Data analysis KW - Front seat occupants KW - Injury rates KW - Rear seat occupants KW - Seat belts UR - https://trid.trb.org/view/1360621 ER - TY - CONF AN - 01570207 AU - Aust, Mikael Ljung AU - Eugensson, Anders AU - Ivarsson, Jan AU - Petersson, Mats AU - National Highway Traffic Safety Administration TI - Thinking About Distraction – A Conceptual Framework for Assessing Driver-Vehicle On-Road Performance in Relation to Secondary Task Activity PY - 2011 SP - 9p AB - Recently, the relationship between driver distraction and road safety has come strongly into focus, based on findings presented from Naturalistic Driving Studies and Field Operational Tests. Reviews of current literature on the subject show that the available conceptual frameworks for describing the relationship between secondary task involvement and driver performance are predominantly linear and mono-dimensional, i.e. they propose a single, direct and linear correlation between secondary task engagement and reduction in driver performance. However, as research into other areas of human performance show, descriptions of a linear and/or mono-dimensional character rarely are sufficient to predict the differences between mono- and multitasking in human operators. Transferred to automotive safety, this means that to evaluate the effects of new in-vehicle systems on driver performance, a more sophisticated framework is needed. In particular, any warning/intervention capabilities of the vehicle, the current performance capacity of the driver, and primary task demand variation all need to be added and accounted for in order to accurately assess the extent to which secondary task involvement may degrade primary task performance. In this paper, a conceptual framework which takes these additional dimensions into account is outlined. The framework describes how driver performance capacity, the availability of active safety systems in the vehicle and the current demands from the traffic environment should be jointly considered in relation to the effects on driver performance of secondary task engagement. Based on this, general areas where improvements can be made in order to mitigate negative consequences of non-driving tasks are presented. U1 - 22nd International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationWashington,DC StartDate:20110613 EndDate:20110616 Sponsors:National Highway Traffic Safety Administration KW - Active safety systems KW - Distraction KW - Driver performance KW - Driver vehicle interfaces KW - Human factors in crashes KW - Multitasking UR - http://www-esv.nhtsa.dot.gov/Proceedings/22/isv7/main.htm UR - https://trid.trb.org/view/1361271 ER - TY - CONF AN - 01570205 AU - Sullivan, Lisa K AU - Louden, Allison E AU - Echemendia, Cristina G AU - National Highway Traffic Safety Administration TI - NHTSA’s Evaluation of a Potential Child Side Impact Test Procedure PY - 2011 SP - 15p AB - This paper details the National Highway Traffic Safety Administration’s (NHTSA) ongoing research to evaluate and develop a potential dynamic side impact test procedure for child restraint systems (CRS). Federal Motor Vehicle Safety Standard (FMVSS) No. 213, “Child Restraint Systems” currently only requires that U.S. marketed child restraints meet dynamic testing simulating a 48.3 kmph (30 mph) frontal impact. NHTSA’s initial program consisted of evaluating a side impact sled buck designed by TK HOLDINGS INC. (Takata) and conducting a small number of full-scale moving deformable barrier (MDB)-to-vehicle side impact crash tests to verify the sled performance. The results from these initial tests were presented in a 2009 ESV paper by Sullivan et al. [1]. This paper presents subsequent tests and vehicle surveys conducted to determine characteristics of various components of the side impact test bucks such as the seat cushion, door panel, and an armrest that would result in improved real world representation of the side impact sled test procedure. This paper also presents the results of tests conducted with the modified side impact test buck using a variety of CRS models currently in the U.S. market. The test procedure with the modified test buck produced repeatable results and was able to distinguish the performance of different child restraint models in side impact. The design of the side wings on child restraints for head protection and the stiffness of the child restraint padding were factors affecting the containment of the dummy and the injury measures. U1 - 22nd International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationWashington,DC StartDate:20110613 EndDate:20110616 Sponsors:National Highway Traffic Safety Administration KW - Acceptance tests KW - Child restraint systems KW - Crashworthiness KW - Impact tests KW - Product safety KW - Side crashes KW - Sled tests KW - Test procedures UR - http://www-esv.nhtsa.dot.gov/Proceedings/22/isv7/main.htm UR - https://trid.trb.org/view/1360711 ER - TY - CONF AN - 01570204 AU - Kinoshita, Akira AU - Shigeno, Naoki AU - Kuniyuki, Hiroshi AU - Steffan, Hermann AU - National Highway Traffic Safety Administration TI - Development of a Side Impact Sled Test Method using Multiple Actuators PY - 2011 SP - 9p AB - This paper describes a new test method for predicting Anthropomorphic Test Dummy responses to calculate injury index in side impact tests with a moving deformable barrier (MDB). Sled tests are effective in shortening the development period for more safety vehicle equipped with side impact safety devices and reducing the cost and period needed to prepare prototype test vehicles. To accomplish sled tests successfully, it is necessary to simulate the complex door deformation behavior which changes different in dummy response regions by impacting with a MDB. Conventional sled test methods simulated roughly the intrusion of the entire door using a single actuator. The methods limited the dummy response regions which can be predicted because it was difficult to simulate the door deformation behavior. The new sled test method using the Advanced Side Impact Simulator (ASIS) was developed by identifying the door intrusion behavior needed to predict each dummy response. Multiple actuators were used to simulate door deformation behavior of each dummy response region. High-output actuators were used to simulate the intrusion of the rapidly accelerating door in the initial phase. A feedback control function was used to regulate the door and seat velocities of the actuators so that they would simulate the input velocity profile even if they were acted on by the reaction force of the dummy or other parts. A comparison of dummy responses obtained in ASIS tests and in vehicle tests showed good agreement. This confirmed that the new test method is capable of predicting each dummy response with high accuracy. U1 - 22nd International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationWashington,DC StartDate:20110613 EndDate:20110616 Sponsors:National Highway Traffic Safety Administration KW - Actuators KW - Crashworthiness KW - Doors (Vehicles) KW - Dummies KW - Occupant vehicle interface KW - Side crashes KW - Sled tests KW - Test procedures KW - Vehicle safety UR - http://www-esv.nhtsa.dot.gov/Proceedings/22/isv7/main.htm UR - https://trid.trb.org/view/1360263 ER - TY - CONF AN - 01570203 AU - Kent, Richard AU - Lopez-Valdes, Francisco J AU - Lamp, John AU - Lau, Sabrina AU - Parent, Daniel AU - Kerrigan, Jason AU - Lessley, David AU - Salzar, Robert AU - National Highway Traffic Safety Administration TI - Characterization of the Pediatric Chest and Abdomen Using Three Post-Mortem Human Subjects PY - 2011 SP - 9p AB - This paper reports a series of experiments on 6, 7, and 15 year-old pediatric post-mortem human subjects (PMHS) undertaken to guide the scaling of existing adult thoracic response data for application to the child and to assess the validity of a juvenile porcine abdominal model. The pediatric PMHS exhibited abdominal response similar to the swine, including the degree of rate sensitivity. The thoraces of the PMHS were as stiff as, or slightly more stiff than, published adult corridors. An assessment of age-related changes in thoracic stiffness supports the authors' earlier suggestion (2009) that the effective stiffness of the chest increases through the fourth decade of life and then decreases, resulting in stiffness values similar for children and elderly adults. U1 - 22nd International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationWashington,DC StartDate:20110613 EndDate:20110616 Sponsors:National Highway Traffic Safety Administration KW - Abdomen KW - Cadavers KW - Children KW - Crash injury research KW - Occupant kinetics KW - Restraint systems KW - Thorax UR - http://www-esv.nhtsa.dot.gov/Proceedings/22/isv7/main.htm UR - https://trid.trb.org/view/1360519 ER - TY - CONF AN - 01570202 AU - Eggers, Andre AU - Adolph, Thorsten AU - National Highway Traffic Safety Administration TI - Evaluation of the Thoracic Deflection Measurement System ‘Ribeye’ in the Hybrid III 50% in Frontal Sled Tests PY - 2011 SP - 12p AB - Thoracic injury is one of the predominant types of severe injuries in frontal accidents. The assessment of the injury risk to the thorax in the current frontal impact test procedures is based on the uni-axial chest deflection measured in the dummy Hybrid III. Several studies have shown that criteria based on the linear chest potentiometer are not sensitive enough to distinguish between different restraint systems, and cannot indicate asymmetric chest loading, which has been shown to correlate to increased injury risk. Furthermore, the measurement is sensitive to belt position on the dummy chest. The objective of this study was to evaluate the optical multipoint chest deflection measurement system ‘RibEye’ in frontal impact sled tests. Therefore the sensitivity of the RibEye system to different restraint system parameters was investigated. Furthermore, the issue of signal drop out at the 6th rib was investigated in this study. A series of sled tests were conducted with the RibEye system in the Hybrid III 50%. The sled environment consisted of a rigid seat and a standard production three-point seat belt system . Rib deflections were recorded with the RibEye system and additionally with the standard chest potentiometer. The tests were carried out at crash pulses of two different velocities (30 km/h and 64 km/h). The tests were conducted with different belt routing to investigate the sensitivity of chest deflection measurements to belt position on the dummy chest. Furthermore, different restraint system parameters were investigated (force limiter level, with or without pretensioning) to evaluate if the RibEye measurements provide additional information to distinguish between restraint system configurations. The results showed that with the RibEye system it was possible to identify the effect of belt routing in more detail. The chest deflections measured with the standard chest potentiometer as well as the maximum deflection measured by RibEye allowed the distinction to be made between different force limiter levels. The RibEye system was also able to clearly show the asymmetric deflection of the rib cage due to belt loading. In some configurations, differences of more than 15 mm were observed between the left and side areas of the chest. Furthermore, the abdomen insert was identified as source of the problem of signal drop out at the 6th rib. Possible solutions are discussed. In conclusion, the RibEye system provided valuable additional information regarding the assessment of restraint systems. It has the potential to enable the evaluation of thoracic injury risk due to asymmetric loading. Further investigations with the RibEye should be extended to tests in a vehicle environment, which include a vehicle seat and other restraint system components such as an airbag. U1 - 22nd International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationWashington,DC StartDate:20110613 EndDate:20110616 Sponsors:National Highway Traffic Safety Administration KW - Crash injury research KW - Crash victim simulation KW - Deflection KW - Dummies KW - Frontal crashes KW - Hybrid III dummy KW - Restraint systems KW - Ribs KW - Sled tests KW - Thorax UR - http://www-esv.nhtsa.dot.gov/Proceedings/22/isv7/main.htm UR - https://trid.trb.org/view/1360515 ER - TY - CONF AN - 01570201 AU - Stigson, Helena AU - Kullgren, Anders AU - National Highway Traffic Safety Administration TI - Effect of Side Impact Protection in Reducing Injuries PY - 2011 SP - 8p AB - The aim of this study was to identify risk factors in side impact. In particular risk factors such as kerb weight of striking/struck passenger car, age, gender, the presence of a front-seat occupant and side airbags influence the injury outcome. The Swedish database STRADA was used to analyze and identify risk factors in side impact crashes. All near-side front seat occupants in car-to-car side impacts reported by the police from year 2003 to 2009 were included (n=3360). The severity classification made by the police was used to compare the injury risk. Pair comparison technique was used to study the relative risk between the driver in the striking car and the near-side occupant in the struck car. The higher kerb weight of the striking passenger car, the higher risk of being sever injured in the struck passenger car. The opposite relation was found regarding the kerb weight of struck passenger car. Being senior or having a passenger beside in a side impact means a higher risk of sustaining serious injuries. Current side airbag systems, such as torso bags with or without head curtains, reduce the injury risk in side impact for near-side occupants. U1 - 22nd International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationWashington,DC StartDate:20110613 EndDate:20110616 Sponsors:National Highway Traffic Safety Administration KW - Injury rates KW - Injury severity KW - Occupant protection devices KW - Risk analysis KW - Side air bags KW - Side crashes KW - Sweden KW - Vehicle weight UR - http://www-esv.nhtsa.dot.gov/Proceedings/22/isv7/main.htm UR - https://trid.trb.org/view/1360375 ER - TY - CONF AN - 01570199 AU - Kemper, Andrew R AU - Beeman, Stephanie AU - Duma, Stefan M AU - National Highway Traffic Safety Administration TI - Effects of Pre-Impact Bracing on Chest Compression of Human Occupants in Low-Speed Frontal Sled Tests PY - 2011 SP - 6p AB - Continued development of computational models and biofidelic anthropomorphic test devices (ATDs) necessitates further analysis of the effects of muscle activation on the biomechanical response of human occupants in automotive collisions. The purpose of this study was to investigate the effects of pre-impact bracing on human occupant chest compression during low-speed frontal sled tests. In this study, a total of 10 low-speed frontal sled tests (5.0g, Δv=9.7kph) were performed with 5 male human volunteers. The height and weight of the human volunteers were approximately that of the 50th percentile male. Each volunteer was exposed to 2 impulses, one relaxed and the other braced prior to the impulse. A 59 channel chestband, aligned at the nipple line, was used to measure anterior-posterior sternum deflection for all test subjects. Subject head accelerations, spine accelerations, and forces at each interface between the subject and test buck were recorded for all tests. A Vicon motion analysis system, consisting of 12 MX-T20 2 megapixel cameras, was used to quantify subject 3D kinematics (±1 mm) at a sampling rate of 1 kHz. The chestband data showed that bracing prior to the initiation of the sled pulse essentially eliminated thoracic compression due to belt loading for all subjects except one. The load cell data indicate that forces were distributed through the feet, seatpan, and steering column as opposed to the seatbelt for the bracing condition. In addition, the forward excursion of the elbows and shoulders were significantly reduced during the braced condition compared to the relaxed condition. The data from this study illustrates that muscle activation has a significant effect on the biomechanical response of human occupants in frontal impacts and can be used to refine and validate computational models and ATDs used to assess injury risk in automotive collisions. U1 - 22nd International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationWashington,DC StartDate:20110613 EndDate:20110616 Sponsors:National Highway Traffic Safety Administration KW - Crash injury research KW - Frontal crashes KW - Injury characteristics KW - Muscles KW - Occupant kinetics KW - Posture KW - Precrash phase KW - Sled tests KW - Thorax UR - http://www-esv.nhtsa.dot.gov/Proceedings/22/isv7/main.htm UR - https://trid.trb.org/view/1360235 ER - TY - CONF AN - 01570197 AU - Smith, Kip AU - Källhammer, Jan-Erik AU - Oberländer, Matthias AU - Ritter, Werner AU - Schweiger, Roland AU - National Highway Traffic Safety Administration TI - Two Metrics of Night Vision System Performance PY - 2011 SP - 7p AB - The authors have developed a pair of metrics for the quantitative evaluation of the performance of pedestrian detection systems. The Metric of Similarity was designed to be used to assess how well the pedestrian-detection output of an infra-red Night Vision system matches its ground truth, that is, the relative level of fit or agreement between the locations in an image frame (measured in pixels) where the system indicates it has detected pedestrians and the locations in the frame where there actually are pedestrians. In contrast, the Metric of Salience was designed to be used to infer the level of acceptance of the system by a typical driver. These are complementary dimensions of system performance. U1 - 22nd International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationWashington,DC StartDate:20110613 EndDate:20110616 Sponsors:National Highway Traffic Safety Administration KW - Crash avoidance systems KW - Metrics (Quantitative assessment) KW - Night vision devices KW - Pedestrian detectors KW - Pedestrian safety KW - Pedestrian vehicle interface KW - Performance UR - http://www-esv.nhtsa.dot.gov/Proceedings/22/isv7/main.htm UR - https://trid.trb.org/view/1361009 ER - TY - CONF AN - 01570195 AU - Yoganandan, Narayan AU - Pintar, Frank A AU - Humm, John R AU - Hallman, Jason J AU - Maiman, Dennis J AU - National Highway Traffic Safety Administration TI - Analytical and Experimental Data of Chest Deflections and Injuries in Side Impacts PY - 2011 SP - 9p AB - Studies using post mortem human subjects (PMHS) are conducted for the design and evaluation of dummies. Biomechanical variables such as forces, accelerations, and deflections are used to characterize responses under simulated environments including frontal, rear, nearside and far-side impacts. The present paper is focused on the nearside occupant. Chest and abdominal deflections are important variables in this mode because real-world injuries to these regions of the human body are shown to correlate with occupant kinematics during the loading event. Consequently, this paper focuses on kinematic data from PMHS tests. Specifically, deflections obtained from chestbands placed on the outer periphery of the thorax and abdomen, and injury data from simulated pure lateral, anterior oblique, and posterior oblique impacts are presented. U1 - 22nd International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationWashington,DC StartDate:20110613 EndDate:20110616 Sponsors:National Highway Traffic Safety Administration KW - Abdomen KW - Anthropometry KW - Cadavers KW - Crash injury research KW - Occupant kinetics KW - Side crashes KW - Sled tests KW - Thorax UR - http://www-esv.nhtsa.dot.gov/Proceedings/22/isv7/main.htm UR - https://trid.trb.org/view/1360225 ER - TY - CONF AN - 01570194 AU - Hanen, Gaetan AU - Bermond, François AU - Compigne, Sabine AU - Masuda, Mitsutoshi AU - National Highway Traffic Safety Administration TI - Contribution to the Improvement of Crash Test Dummies in Order to Decrease Abdominal Injuries in Road Accidents PY - 2011 SP - 13p AB - This paper describes the first steps carried out in a joint effort of Ifsttar and Toyota to contribute to the development of a new abdomen for THOR dummy. Firstly, a review of accident data showed that abdominal injuries observed in frontal crashes were mainly caused by the steering wheel and the seat belt. However, abdomen injury rate was higher for side impacts, showing the importance of being able to predict such injuries for different impact angles. The steering wheel was mainly associated with injuries in the upper abdomen (liver and spleen injuries) whereas the seat belt was mainly associated with injuries to the lower abdomen (intestines). The former ones were well correlated with rib fractures and it was concluded that thoracic injury prediction could also give an indication of upper abdomen injury risk. Secondly, existing abdomen designs were studied to rate technical solutions and orient future design. Notably, several technical solutions including external or internal pressure, force and deflection measurements were considered for the evaluation of abdominal injuries in the last past years. Finally, all the conclusions were gathered in a design brief. Before modifying the THOR abdomen, the biofidelity of different existing THOR abdomens was evaluated through impactor and static seat belt tests. None of these abdomens were able to fully meet the biofidelity corridors. These results represent the starting point for future modifications of the THOR abdomen response. U1 - 22nd International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationWashington,DC StartDate:20110613 EndDate:20110616 Sponsors:National Highway Traffic Safety Administration KW - Abdomen KW - Crash injury research KW - Crash victim simulation KW - Dummies KW - Injury characteristics KW - Occupant kinetics UR - http://www-esv.nhtsa.dot.gov/Proceedings/22/isv7/main.htm UR - https://trid.trb.org/view/1360521 ER - TY - CONF AN - 01570193 AU - Takhounts, Erik G AU - Hasija, Vikas AU - Ridella, Stephen A AU - Rowson, Steve AU - Duma, Stefan M AU - National Highway Traffic Safety Administration TI - Kinematic Rotational Brain Injury Criterion (BRIC) PY - 2011 SP - 10p AB - Head rotation as a mechanism for brain injury was proposed back in the 1940s. Since then a multitude of research studies by various institutions were conducted to confirm/reject this hypothesis. Most of the studies were conducted on animals and concluded that rotational acceleration sustained by the animal’s head may cause axonal deformations large enough to induce their functional disruption. Other studies utilized mathematical models of human and animal heads to derive brain injury criteria based on deformation/pressure histories computed from the models. This study differs from the previous research in the following ways: first, it uses a detailed mathematical model of human head validated against various human brain response datasets; then establishes physical (strain and stress based) injury criteria for various types of brain injury based on scaled animal injury data; and finally, uses dummy (Hybrid III, ES-2re, WorldSID; all 50th percentile male) test data to establish kinematically (rotational accelerations and velocities) based brain injury criterion (BRIC) for each dummy. Similar procedures were applied to the college football data where thousands of head impacts were recorded using a six degrees of freedom (6 DOF) instrumented helmet system. Since animal injury data used in derivation of BRIC were predominantly for diffuse axonal injury (DAI) which is an AIS 4+ injury, cumulative strain damage measure (CSDM) was used to derive BRIC risk curve for AIS 4+ brain injuries. The AIS 1+, 2+, 3+, and 5+ risk curves for CSDM were then computed using the ratios between corresponding risk curves for head injury criterion (HIC) at a 50% risk. The risk curves for BRIC were then obtained by setting its value to 1 such that it corresponds to 30% probability of DAI (AIS4+). The newly developed brain injury criterion is a complement to the existing HIC which is based on translational accelerations. Together, the two criteria may be able to capture most brain injuries and skull fractures occurring in automotive or any other impact environment. One of the main limitations for any brain injury criteria, including BRIC, is the lack of human injury data to validate the criteria against, although some approximation for AIS 2+ injury is given based on the estimate of average injurious (concussion) angular velocities and accelerations for the college football players instrumented with 5 DOF helmet system. Despite the limitations, a new kinematic rotational brain injury criterion – BRIC – may offer additional protection to an automotive occupant in situations when using translational accelerations based HIC alone may not be sufficient. U1 - 22nd International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationWashington,DC StartDate:20110613 EndDate:20110616 Sponsors:National Highway Traffic Safety Administration KW - Brain KW - Crash injury research KW - Crash victim simulation KW - Dummies KW - Head Injury Criterion KW - Injury classification KW - Kinematics KW - Mathematical models KW - Skull fractures KW - Traumatic brain injuries UR - http://www-esv.nhtsa.dot.gov/Proceedings/22/isv7/main.htm UR - https://trid.trb.org/view/1360211 ER - TY - CONF AN - 01570192 AU - Chauvel, Cyril AU - Haviotte, Cathylie AU - National Highway Traffic Safety Administration TI - ECall System: French a Posteriori Efficiency Evaluation PY - 2011 SP - 10p AB - An automatic emergency call system appeared on Peugeot and Citroën vehicles in France since 2003, which has been rewarded by Euro NCAP in 2010 as an advanced innovative solution. The LAB in close cooperation with the CEESAR has set up a study aiming at evaluating the effectiveness of this system. The eCall efficiency evaluation will be based on real accidents where eCall was automatically triggered. It will aim to confirm or not the assumptions given by the European Commission: 2 500 lives saved in Europe if 100% of the fleet is equipped with such a system. Several studies using “a priori” methods were already led on eCall benefit evaluation (Trace, eImpact and LAB results). In this study, the authors suggest a benefit evaluation with "a posteriori" method, based on real accident cases involving vehicles equipped with eCall. For each studied case, an expert judgment is realized to qualify or not eCall vital contribution. All these judgments allow estimating system global efficiency. Created in 2004, the specific "eCall" database contains about 3 100 automatic emergency call notifications. More than 150 variables summarize accident circumstances, involved eCall vehicle information’s, feelings of people cared for by this means as well as rescue teams feedback. Four eCall efficiency can be applied for each person involved in the accident: eCall considered as not necessary, eCall considered as useful, eCall considered as urgent and eCall considered as vital. ECall is considered as useful when involved occupants were not able to prevent the rescue team and\or did not know how to be located. The system is considered as urgent when eCall is judged as useful and when the victim has severe injuries that could be degraded. ECall is considered as vital when the victim has severe injuries that could be made this victim to die. The "eCall" database is rather new and limited in number of coded cases. It is not representative of accidents in France. Indeed, accidents are selected with regard to their interest (new vehicles, accident typologies). However, it is regularly filled with accident cases whose number increases due to the presence of more and more PSA eCall system in Europe. Thanks to this, the “a posteriori” benefit evaluation is unique and is based, for the first time in Europe, on real life accident cases where automatic triggered eCall occurred. This new study allows to refine the eCall system effectiveness with a 2.8 % benefit regarding fatalities. This result based on real world accidentologic data is lower than the figure initially estimated in the 2000s, which was about 5 to 6 %. Besides, this evaluation only focused on passenger cars with an assumption of 100% of equipment rate. All these surveys allow the authors to define a realistic effectiveness interval of this device between 3% and 10%. It represents a real additional system against road deaths and injuries, in particular for accidents occurring at night, in rural areas and involving a single vehicle. The outcome of this paper can be used for the current discussion taking place in Europe for the foreseen regulation on 112. U1 - 22nd International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationWashington,DC StartDate:20110613 EndDate:20110616 Sponsors:National Highway Traffic Safety Administration KW - Automatic crash notification KW - Emergency communication systems KW - Evaluation KW - France KW - Postcrash phase KW - Telematics KW - Traffic crashes UR - http://www-esv.nhtsa.dot.gov/Proceedings/22/isv7/main.htm UR - https://trid.trb.org/view/1360850 ER - TY - CONF AN - 01570191 AU - Lee, John AU - Brown, Timothy AU - Fiorentino, Dary AU - Fell, James AU - Traube, Eric AU - Nadler, Eric AU - National Highway Traffic Safety Administration TI - Using Vehicle-Based Sensors of Driver Behavior to Detect Alcohol Impairment PY - 2011 SP - 11p AB - Despite persistent efforts at the local, state, and federal levels, alcohol-impaired crashes still contribute to approximately 30% of all traffic fatalities. Although enforcement and educational approaches have helped to reduce alcohol-impaired fatalities, other approaches will be required to further reduce alcohol-related fatalities. This paper describes an approach that detects alcohol impairment in real time using vehicle-based sensors to detect alcohol-related changes in drivers’ behavior. Data were collected on the National Advanced Driving Simulator from 108 volunteer drivers. Three age groups (21-34, 38-51, and 55-68 years of age) drove through representative situations on three types of roadways (urban, freeway, and rural) at three levels of blood alcohol content (0.00%, 0.05%, and 0.10% BAC). Driver control input, vehicle state, driving context and driver state data, individually and in combination, reveal signatures of alcohol impairment. Algorithms built on these signatures detect drivers with BAC levels that are over the legal limit with an accuracy of approximately 80%, similar to the Standardized Field Sobriety Test (SFST) used by law enforcement. Each of the three algorithms combined information across time to predict impairment. The time required to detect impairment ranged from eight minutes, for complex algorithms (i.e., support vector machines and decision trees applied to relatively demanding driving situations), to twenty-five minutes for simple algorithms (i.e., logistic regression). Timely impairment detection depends critically on the driving context: variables specific to the particular driving situation result in much more timely impairment detection than generic variables. U1 - 22nd International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationWashington,DC StartDate:20110613 EndDate:20110616 Sponsors:National Highway Traffic Safety Administration KW - Alcohol effects KW - Alcohol tests KW - Blood alcohol levels KW - Detection and identification technologies KW - Driver monitoring KW - Driver performance KW - Drunk drivers KW - In vehicle sensors UR - http://www-esv.nhtsa.dot.gov/Proceedings/22/isv7/main.htm UR - https://trid.trb.org/view/1361267 ER - TY - CONF AN - 01570190 AU - Nodine, Emily E AU - Lam, Andy H AU - Najm, Wassim G AU - Ference, John J AU - National Highway Traffic Safety Administration TI - Safety Impact of an Integrated Crash Warning System Based on Field Test Data PY - 2011 SP - 9p AB - This paper provides the results of an analysis conducted to assess the safety impact of an integrated vehicle-based crash warning system based on naturalistic driving data collected from a field operational test. The system incorporates four functions that warn the driver of an imminent rear-end crash, excessive speed to an upcoming curve, lane-change crash, or unintentional lane departure. The safety impact is assessed in terms of observed changes in driving behavior, exposure to driving conflicts, near-crash experience, and projected potential reductions in the number of annual target crashes. Unintended consequences are examined by analyzing driver engagement in secondary tasks and eyes-off-the-forward-scene behavior. A total of 108 subjects, split by gender and three age groups, participated in the field test by driving in an unrestricted manner for a period of six weeks each. In the first two weeks, designated as the baseline period, the subjects performed their naturalistic driving with the system turned off while the data acquisition system collected their performance data. In the last four weeks, designated as the treatment period, the system was turned on and provided the subjects with visual, auditory, and haptic crash warning signals. This paper discusses the safety impact of the system for individual subject groups based on gender and age. The integrated system has the potential to reduce the number of rear-end, opposite-direction, lane-change, and road-departure crashes involving at least one passenger car. Moreover, the system did not influence drivers to engage in more secondary tasks. U1 - 22nd International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationWashington,DC StartDate:20110613 EndDate:20110616 Sponsors:National Highway Traffic Safety Administration KW - Crash avoidance systems KW - Driver performance KW - Driver vehicle interfaces KW - Field tests KW - Integrated systems KW - Technology assessment KW - Vehicle safety KW - Warning devices UR - http://www-esv.nhtsa.dot.gov/Proceedings/22/isv7/main.htm UR - https://trid.trb.org/view/1360844 ER - TY - CONF AN - 01570188 AU - Wech, Lothar AU - Richter, Richard AU - Justen, Rainer AU - Schöneburg, Rodolfo AU - National Highway Traffic Safety Administration TI - Crash Safety Aspects of HV Batteries for Vehicles PY - 2011 SP - 8p AB - Undisputed, the current safety standards for high voltage batteries address the chemical and thermal performance of battery cells during mechanical loads, i.e. pressure forces and intrusion. However, they do not represent the typical loads to the battery in vehicle crashes: (1) The battery intrusions specified in the standards, namely 50 % of the battery dimension, cannot be achieved with the typical battery on standard compression machines due to the high forces needed; and (2) The maximum forces specified in the standards, namely the thousandfold of the battery weight, are unrealistically high even for small batteries in mild hybrid vehicles (i.e. the 24 kg battery of the Mercedes-Benz S 400 HYBRID). The loads applied to the battery rarely exceed 200 kN. Even with 240 kN applied to the battery package, the battery intrusion achieved is only approx 11 %, which is well below the targeted 50 %. There are two main differences between the loads applied to the battery in a vehicle crash versus the quasi-static battery tests: (1) Due to the crash propagation, the load is applied indirectly by the surrounding structure and components via multiple and distributed load paths; and (2) Due to the short period of the peak loads, the battery can withstand much higher dynamical forces than the maximum static loads. In order to assess the safety performance of HV batteries in severe crashes more realistically, a comprehensive series of dynamical impact tests was conducted with all types and sizes of HV batteries used in the current Mercedes-Benz hybrid and electric vehicles. The load profiles were derived from both, the relevant vehicle crashes, and the quasi-static battery standards, applying even higher loads and battery intrusions. The tests were conducted at the crash test facility of the TÜV SÜD, utilizing two different test methods: a) The moving battery hitting an impactor attached to the rigid barrier; and b) The moving impactor hitting the battery attached to the rigid barrier. Despite the high loads and the resulting major battery intrusions, no thermal or electric reactions occurred, neither short circuits, nor electrolyte leakages, nor fire or explosion. The shock-proof protection was ensured in all tests. Given the very realistic test method along with the high loads applied, a very high crash safety performance could be demonstrated for all the batteries. Furthermore, the tests confirmed that there are major differences in the load characteristic between the quasi-static battery test standards, and the dynamic crash loads. As a result, more realistic component tests for traction batteries must be specified as soon as possible. U1 - 22nd International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationWashington,DC StartDate:20110613 EndDate:20110616 Sponsors:National Highway Traffic Safety Administration KW - Crashworthiness KW - Electric vehicles KW - High voltage KW - Hybrid vehicles KW - Impact tests KW - Lithium batteries KW - Storage batteries KW - Vehicle safety UR - http://www-esv.nhtsa.dot.gov/Proceedings/22/isv7/main.htm UR - https://trid.trb.org/view/1360471 ER - TY - CONF AN - 01570187 AU - Kreiss, Jens-Peter AU - Stanzel, Michael AU - Zobel, Robert AU - National Highway Traffic Safety Administration TI - On the Use of Real-World Accident Data for Assessing the Effectiveness of Automotive Safety Features – Methodology, Timeline and Reliability PY - 2011 SP - 12p AB - During development of innovative automotive safety features (and therefore well before market introduction) it is common practice for OEMs and their suppliers to do predictive analyses of the anticipated benefit of these systems. It is also common practice that stakeholders do a retrospective analysis once the system in focus is in production. Real-world data is then used to identify the “true” effect of the new system. There are however certain constraints to this approach. The varying degree they are met explain the difficulty to find consistent results and also the time span it takes before such results can be taken with any degree of certainty. It is therefore not surprising that even for systems that are now widely recognized as highly efficient it has taken several years before effectiveness numbers turned out to be stable. U1 - 22nd International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationWashington,DC StartDate:20110613 EndDate:20110616 Sponsors:National Highway Traffic Safety Administration KW - Active safety systems KW - Crash data KW - New products KW - Performance measurement KW - Technological innovations KW - Technology assessment KW - Traction control KW - Vehicle safety UR - http://www-esv.nhtsa.dot.gov/Proceedings/22/isv7/main.htm UR - https://trid.trb.org/view/1360939 ER - TY - CONF AN - 01570186 AU - Rakotonirainy, Andry AU - Haworth, Narelle AU - Saint-Pierre, Guillaume AU - Delhomme, Patricia AU - National Highway Traffic Safety Administration TI - Research issues in Eco-driving PY - 2011 SP - 7p AB - Transport is a key economic sector, supporting economic development and growth, and facilitating exchange. At the same time, motor vehicles are major emitters of gaseous and particulate pollution in urban areas. The transport industry’s quest to limit its impact on the environment and improve road safety continues to drive policy, research and development. Eco-driving is a well-established, affordable and simple behavioural change intervention, which could reduce fuel consumption up to 20%. Fully electric vehicles are predicted to be available for the mass market by 2020, however an energy efficient driving style will still be necessary for these vehicles due to a relatively poor battery performance. Furthermore Eco-driving could be applied to electric or thermal vehicles. Despite a widespread adoption of Eco-driving, its safety benefits have not been clearly established. This paper discusses research issues related to Eco-driving interventions. It covers policy, industry practice and research approaches ranging from education to in-vehicle technology. This paper demonstrates the lack of comprehensive systemic research analyzing the impacts of Eco-driving on road safety. Most of the methods used to assess the benefits of eco-driving lack scientific rigour and have methodological shortcomings. Ecological Driving Assistance Systems (EDAS) has emerged as a viable ITS intervention addressing Eco-driving but the associated Human Machine Interface is still neglected. Furthermore, there is not enough research assessing the long-term effects of Eco-driving driving. U1 - 22nd International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationWashington,DC StartDate:20110613 EndDate:20110616 Sponsors:National Highway Traffic Safety Administration KW - Driver vehicle interfaces KW - Ecodriving KW - Fuel conservation KW - Highway safety KW - Human machine systems KW - Impact studies KW - Research KW - Safety factors UR - http://www-esv.nhtsa.dot.gov/Proceedings/22/isv7/main.htm UR - https://trid.trb.org/view/1360482 ER - TY - CONF AN - 01570184 AU - Edwards, Mervyn AU - Hynd, David AU - Carroll, Jolyon AU - Thompson, Alex AU - National Highway Traffic Safety Administration TI - Side Impact Safety: Assessment of High Speed Advanced European Mobile Deformable Barrier (AE-MDB) Test and WorldSID with ‘RibEye’ PY - 2011 SP - 14p AB - In 2009, 2,222 people were killed and 24,690 were seriously injured in road traffic accidents in Great Britain (GB). About half the people killed were car occupants and just over one third of these were killed in side impacts. Over the past ten years, since the introduction of the side impact regulation in Europe, much research work has been performed internationally to develop new and modified test procedures to improve the level of occupant protection offered by vehicles in side impacts. In Europe, this research has been co-ordinated by the European Enhanced Vehicle safety Committee (EEVC) and focused on contributing to the development of WorldSID and three test procedures. These are an Advanced European Deformable Barrier (AE-MDB) test, a pole test and an interior headform test. This paper describes work performed by TRL on behalf of the UK Department for Transport to inform UK policy regarding side impact protection and provide the UK contribution to EEVC activities. The work described consisted of two parts. For the first part, three full-scale crash tests were performed with Euro NCAP 5 star rated cars to investigate the implications of an AE-MDB test at a higher test speed than the current 50 km/h, in particular how much the occupant protection level in a current vehicle would have to be improved to meet the requirements of such a test and how representative the AE MDB is of a car at these higher speeds. The tests performed indicated that the safety level of a current Euro NCAP 5 star rated car is close to being able to meet the current UNECE Regulation 95 requirements in a 60 km/h AE-MDB test, but would need substantial modifications for higher speeds. Also, several issues were highlighted which need to be considered further. These included (1) the suitability of the current barrier face, because it was very close to bottoming out in the test performed, and (2) the appropriateness of the ES-2 dummy, because of the particularly high T12 spine loads recorded, which indicated that it may not have behaved in a biofidelic manner in the test performed. For the second part, component level pendulum tests were performed with a WorldSID to assess the RibEye system, in particular to compare the RibEye measured deflection with the deflections that would be obtained using a 1D or 2D IR-Tracc sensor and to gain information on the best position for the two off-axis LEDs used with RibEye. In addition, a 60 km/h AE-MDB test was performed with a WorldSID 50th percentile driver and 5th percentile rear passenger to compare the performance of the WorldSID with the ES-2 dummy and to provide a further assessment of the RibEye system. It was found that the RibEye system was integrated well into the WorldSID and, in general, worked well. However, a potential issue was identified with the shoulder rib deflection measurement. This and other findings are discussed further in the paper. U1 - 22nd International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationWashington,DC StartDate:20110613 EndDate:20110616 Sponsors:National Highway Traffic Safety Administration KW - Crash injury research KW - Impact tests KW - Occupant protection devices KW - Side crashes KW - Test procedures KW - Vehicle safety UR - http://www-esv.nhtsa.dot.gov/Proceedings/22/isv7/main.htm UR - https://trid.trb.org/view/1360264 ER - TY - CONF AN - 01570183 AU - Justen, Rainer AU - Schöneburg, Rodolfo AU - National Highway Traffic Safety Administration TI - Crash Safety of Hybrid- And Battery Electric Vehicles PY - 2011 SP - 9p AB - Besides the suitability for daily use, sufficient cruising range, rapid battery charging times and an area-wide service infrastructure, the crash safety performance will also play a key role for the consumer’ s acceptance of electric vehicles. In particular, the electric energy storages and high voltage systems are very challenging to the crash safety performance. Already in the Mercedes-Benz S 400 HYBRID in 2009, worldwide the first series-production vehicle with a Lithium-Ion battery, a seven-stage safety concept has been implemented. It has an extremely high performance in terms of functional and operational safety during normal driving and an outstanding crash performance in any real world accidents. Similarly, an intrinsically safe packaging concept has been implemented in all other Mercedes-Benz Hybrid- and Battery Electric Vehicles, such as the ML 450 HYBRID, the A-Class E-Cell, the B-Class F-Cell, and the Smart Electric Drive. All safety relevant components of the high-voltage system have been integrated and protected in a safe manner. This is particularly true for the high voltage battery. The HV-system has been isolated and protected against any contacts, and it will be shut-off in any accident. In the future Mercedes-Benz hybrid- and electric vehicles, this safety concept will be enhanced consistently, by utilizing the Mercedes-Benz safety philosophy of “Real Life Safety”. Its key elements are: (1) A foolproof strategy to cut-off the high voltage in accidents will prevent any electric shocks; (2) A concept of protection zones defines the accident-proof placement of all the safety relevant high voltage components along with the highest possible structural safety; (3) Mechanical requirements for HV-components ensure the electric insulation and shock-proof protection; and (4) An integrated safety concept shall prevent any critical damages to the high voltage battery in case of high crash loadings. This paper illustrates Daimler’s concept for crash safety of hybrid- and electric vehicles. U1 - 22nd International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationWashington,DC StartDate:20110613 EndDate:20110616 Sponsors:National Highway Traffic Safety Administration KW - Crashworthiness KW - Electric vehicles KW - High voltage KW - Hybrid vehicles KW - Storage batteries KW - Vehicle safety UR - http://www-esv.nhtsa.dot.gov/Proceedings/22/isv7/main.htm UR - https://trid.trb.org/view/1360444 ER - TY - CONF AN - 01570181 AU - Eichberger, Arno AU - Rohm, Rüdiger AU - Hirschberg, Wolfgang AU - Tomasch, Ernst AU - Steffan, Hermann AU - National Highway Traffic Safety Administration TI - RCS-TUG Study: Benefit Potential Investigation of Traffic Safety Systems with Respect to Different Vehicle Categories PY - 2011 SP - 13p AB - The multiplicity of accident causation has led to development of various traffic safety systems for collision avoidance or reduction. Since the customer will not purchase all these systems, a question of prioritization of these systems for the manufacturers as well as authorities arises. In previous papers a method was described which investigated the benefit potential of 43 different systems. The in-depth accident database ZEDATU which includes fatal accidents in Austria was used to select a sub-sample of accidents. For those, the pre-collision phase was reconstructed in detail with numerical accident reconstruction using PC-Crash. The efficiency of safety systems was calculated either by integration of intervening systems in the simulation (ESC, ABS, Brake Assist and Evasive Maneuver Assistant) or by subjective evaluation of the pre-collision situation. This study, called RCS-TUG study (Retrospective Case Study of the Graz University of Technology), exhibited the advantage that many different systems were analyzed in detail using the same sample with a comparatively high case number. This led to improved comparableness. In another previous paper, the selected sample (n=217) of the database was weighted to achieve statistical representativeness, since single vehicle accidents were underrepresented. For each of the selected 43 systems, the potential for collision avoidance or reduction of severity was analyzed. The results were compared to findings in literature and the authors proposed a prioritization for traffic safety systems. The results indicated that especially systems effective in lateral vehicle dynamics (Evasive Maneuver Assistant, Lane Keeping Assist, ESC) offer significant potential to avoid fatal injuries, as well as autonomous Brake Assist, Collision Warning Systems and Driver Vigilance Monitoring. The present study continues the analysis of the RCS-TUG study. The new analysis differentiates between the vehicle categories such as motorized two-wheelers, light trucks, passenger cars, trucks and busses with respect to the ego-vehicle. Additionally, the database was checked for errors. The limitations of the study are the restriction to fatal accidents in the area of Austria. Additionally some systems are evaluated by subjective judgment of the authors. U1 - 22nd International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationWashington,DC StartDate:20110613 EndDate:20110616 Sponsors:National Highway Traffic Safety Administration KW - Active safety systems KW - Austria KW - Crash avoidance systems KW - Data analysis KW - Driver support systems KW - Fatalities KW - Traffic crashes KW - Vehicle characteristics KW - Vehicle performance UR - http://www-esv.nhtsa.dot.gov/Proceedings/22/isv7/main.htm UR - https://trid.trb.org/view/1360790 ER - TY - CONF AN - 01570179 AU - Fitzharris, Michael AU - Cockfield, Samantha AU - Truong, Jessica AU - Nieuwesteeg, Michael AU - Thompson, John AU - Newstead, Stuart AU - National Highway Traffic Safety Administration TI - Effectiveness and Estimation of the Likely Benefits of Side Impact Airbags in Passenger Vehicles in Victoria PY - 2011 SP - 13p AB - The safety benefits of side impact airbag (SAB) systems have been demonstrated in a number of studies. Side airbags were first fitted as standard equipment in a locally manufactured passenger vehicle in Australian in the 2000 model year. By 2006, only 33% of new passenger vehicles (cars, sports utility vehicles and people movers) sold in the State of Victoria were fitted with front curtain airbags as standard equipment. The Transport Accident Commission - which functions as a statutory road crash compensation agency for the State, actively promoted the benefits of SAB systems to encourage purchasers of new vehicles to choose vehicles with SAB systems fitted. By the last quarter of 2010 the percentage of new passenger vehicles sold with front curtain airbags fitted had increased to 72%. The aim of this paper was to estimate the future economic benefits of side impact airbags fitted into passenger vehicles in Victoria for the period 2011 to 2040 under a ‘business-as-usual’ scenario. In doing so, the benefits to the driver involved in a near (struck) side crash of SAB systems that protect the head and torso are compared to those afforded by torso only systems. A range of inputs were used to calculate the economic benefits associated with side airbags including published estimates of their effectiveness in mitigating injury; the future number of passenger vehicles and an estimate of the future number of crashes. A 7% discount rate was used and benefit-cost ratio values were derived. Under a business-as-usual scenario, it was assumed that side airbags would be fitted to all new passenger vehicles by 2014. Hence, by 2037 all registered passenger vehicles in the fleet would be fitted with SAB systems. It was estimated that over the 30 year period (2011- 2040), 738 lives would be saved and 17,361 drivers would avoid serious injury. Financial savings to the Victorian community were estimated to be $A3.2 billion for an outlay of $A1.6bn in today’s terms. The resultant overall BCR was 2.07:1 assuming an installation cost of A$600. The benefits were somewhat less when assuming torso-only SAB systems were fitted, although the BCR remained positive at 1.16:1. The findings highlight the efficacy of SAB systems in mitigating individual and societal loss associated with side impact crashes. Moreover, the analysis lends weight to efforts by road safety stakeholders to increase the uptake of side airbag systems by consumers. U1 - 22nd International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationWashington,DC StartDate:20110613 EndDate:20110616 Sponsors:National Highway Traffic Safety Administration KW - Benefit cost analysis KW - Economic benefits KW - Injury rates KW - Injury severity KW - Private passenger vehicles KW - Side air bags KW - Side crashes KW - Vehicle safety KW - Victoria (Australia) UR - http://www-esv.nhtsa.dot.gov/Proceedings/22/isv7/main.htm UR - https://trid.trb.org/view/1360347 ER - TY - CONF AN - 01570178 AU - Martínez, Luis AU - García, Antonio AU - Alcalá, Enrique AU - Espantaleón, Manuel AU - National Highway Traffic Safety Administration TI - Child Frontal Impact Safety in Coaches PY - 2011 SP - 13p AB - This paper reviews the safety of children from 18 months to 10 years old at the coaches’ frontal impact event. To meet this goal it has been made 5 frontal crash tests at 30 kph using 4 child dummies restrained each one with a different safety system in each test. The configurations chosen for the safety systems cover the withholding provided solely by the back of the seat back placed in front to the combined use of three-point belt with the proper child restraint seat according to the size and weight of each dummy. It have been checked the operation of both safety belts, the one with three points anchorages and with two anchor points for the latter is the most common configuration in Class II and Class III coaches. Also, have being verified the behavior of a three-point belt with automatic regulation of the shoulder height for the children or adults. In all cases the values measured by the dummies were used to calculate the injury criteria and compared with the IARV developed by EEVC working groups WG12 "Biomechanics" and WG18 "Child Safety", as well as the latest proposals of the informal working group of GRSP in child restraints. U1 - 22nd International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationWashington,DC StartDate:20110613 EndDate:20110616 Sponsors:National Highway Traffic Safety Administration KW - Buses KW - Child restraint systems KW - Children KW - Crash injury research KW - Crash victim simulation KW - Dummies KW - Frontal crashes KW - Occupant protection devices KW - Transit safety UR - http://www-esv.nhtsa.dot.gov/Proceedings/22/isv7/main.htm UR - https://trid.trb.org/view/1360713 ER - TY - CONF AN - 01570172 AU - Evans, Larry AU - Harris, John AU - Salaani, Kamel AU - MacIsaac, James AU - National Highway Traffic Safety Administration TI - NHTSA Tire Rolling Resistance Test Development Project – Phase 2 PY - 2011 SP - 14p AB - In December 2007, the United States Congress enacted the Energy Independence and Security Act (EISA) that mandated the USDOT-NHTSA to establish a national tire fuel efficiency rating system for motor vehicle replacement tires. The rolling resistance of each tire results in an energy loss for the vehicle and thus affects the vehicle’s overall fuel economy. However, improvements in one aspect of tire performance, such as rolling resistance, may lead to reductions in other performance aspects, such as traction and treadwear. As part of the development of the tire fuel efficiency rating system, NHTSA initiated two phases of research. The Phase 1 research focused on identifying the best rolling resistance test method for use in a rating system, with results being published in a full agency report and summarized in a paper at ESV 2009 (09-0300). The Phase 2 research examined possible correlations between tire rolling resistance levels and vehicle fuel economy, wet and dry traction, outdoor and indoor treadwear, and tread rubber properties. The Phase 2 results were published in a full agency report and are summarized in this paper. Overall, the Phase 2 results indicate statistically significant improvements in vehicle fuel economy when using low rolling resistance tires and proper inflation pressure, with no expected impact on tire dry traction or treadwear rate. However, the tire models tested exhibited a strong and significant relationship between better rolling resistance and poorer wet slide friction. The wet peak friction displayed the same tendency, but the relationship was much weaker. An analysis of tire tread rubber compounds indicated that the type of polymer, type of filler, and amount of filler can influence both rolling resistance and wet traction properties. U1 - 22nd International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationWashington,DC StartDate:20110613 EndDate:20110616 Sponsors:National Highway Traffic Safety Administration KW - Energy Independence and Security Act of 2007 KW - Fuel consumption KW - Performance measurement KW - Rolling resistance KW - Test procedures KW - Tire treads KW - Tires KW - Traction KW - U.S. National Highway Traffic Safety Administration UR - http://www-esv.nhtsa.dot.gov/Proceedings/22/isv7/main.htm UR - https://trid.trb.org/view/1360478 ER - TY - CONF AN - 01570170 AU - Weaver, Ashley A AU - Armstrong, Elizabeth G AU - Moody, Elizabeth A AU - Stitzel, Joel D AU - National Highway Traffic Safety Administration TI - Image Segmentation and Registration Algorithm to Collect Homologous Landmarks for Age-Related Thoracic Morphometric Analysis PY - 2011 SP - 7p AB - Skeletal and physiological resilience are known to decline with age, resulting in a decreased ability for the body to withstand traumatic insults. Adults 65 years of age and older currently constitute more than 12% of the total population and the elderly population is projected to reach nearly 20% by 2030. The objective of the current study is to quantify age and gender-specific variations in the thoracic skeletal morphology for use in generating a parametric thoracic model for injury prediction. This goal will be accomplished using the image segmentation and registration algorithm developed in this study to collect homologous (or comparable) landmarks from the ribs. A minimum of 10 normal chest CT scans for each gender were collected from a radiological database for the following age groups: newborns, 3 month, 6 month, 9 month, 1 year, 3 year, and 6 year olds. Beginning with 10 year olds, a minimum of 10 CT scans for each gender were collected by decade up to age 100. Image segmentation and subsequent image registration of the collected scans was used to collect homologous rib landmarks. A semiautomated method was used to segment each rib and create a mask and three-dimensional (3D) model. Thresholding and region growing operations were applied and manual editing was used to ensure selection of the entire rib and exclusion of surrounding soft tissue. An atlas was created from segmentation of a normal chest CT scan of an average male with over 1,000 landmark points placed on each rib. Each segmented rib is registered to the atlas. Rigid, affine, and non-rigid, nonlinear transformations are used to morph the atlas to the subject rib. The transformation matrices are used to map the landmarks in the atlas coordinate system to the subject-specific coordinate system. Effectively, this allows for collection of homologous rib landmarks across subjects of all ages. Geometric morphometrics, particularly the Procrustes superimposition method can then be used to analyze the landmark data to formulate age and gender specific shape and size variation functions. Shape and size functions computed from the landmark data can be used to create a scalable finite element model of the thorax that will allow vehicle crashworthiness to be evaluated for all ages and genders and will lead to improvements in restraint systems to better protect children and elderly in a crash. U1 - 22nd International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationWashington,DC StartDate:20110613 EndDate:20110616 Sponsors:National Highway Traffic Safety Administration KW - Age groups KW - Aging (Biology) KW - Crash injuries KW - Gender KW - Morphology KW - Physiological aspects KW - Ribs KW - Skeletal system KW - Thorax UR - http://www-esv.nhtsa.dot.gov/Proceedings/22/isv7/main.htm UR - https://trid.trb.org/view/1360227 ER - TY - CONF AN - 01570168 AU - Fleming, Charles AU - National Highway Traffic Safety Administration TI - Sensitivity of Motorcycle Helmet Performance to Impact Velocity in the Impact Attenuation Tests PY - 2011 SP - 6p (incomplete) AB - The purpose of this report is to present the methodology used to determine how sensitive helmets are to impact attenuation tests on the flat anvil in the range of impact velocities 5.8 m/s to 6.2 m/s. This report is the product of a larger study, and the results presented here are preliminary. Specifically, an experiment was conducted to measure the effect on the cumulative dwell time at accelerations greater than 200g for helmets tested on a flat anvil at the extreme ends of the tolerance interval. When likely confounding effects such as conditioning of a helmet, headform size, model of helmet, drop sequence, and location of impact on the helmet are taken into account, the difference in the values of dwell200 measured at the extreme ends of the velocity tolerance interval is essentially zero at a level of significance of .05. The implication is that the criterion of failing a helmet based on dwell200 will remain valid should the velocity at the moment of impact lie within the interval (5.8 m/s , 6.2 m/s). U1 - 22nd International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationWashington,DC StartDate:20110613 EndDate:20110616 Sponsors:National Highway Traffic Safety Administration KW - Attenuation (Physics) KW - Crashworthiness KW - Impact tests KW - Motorcycle helmets KW - Sensitivity analysis KW - Test procedures KW - Velocity UR - http://www-esv.nhtsa.dot.gov/Proceedings/22/isv7/main.htm UR - https://trid.trb.org/view/1361104 ER - TY - CONF AN - 01570167 AU - Tylko, Suzanne AU - National Highway Traffic Safety Administration TI - Interactions of Rear Facing Child Restraints with the Vehicle Interior During Frontal Crash Tests PY - 2011 SP - 12p AB - Transport Canada (TC) began in-vehicle crash testing of rear facing infant seats in 2007, as part of a large ongoing comprehensive research program aimed at evaluating crashworthiness protection for child occupants of motor vehicles. A recent study sponsored by the National Center for Statistics and Analysis and the National Highway Traffic Safety Administration in the United States (May 2010) found that, among children involved in motor vehicle crashes, infants had a greater frequency of head injuries than older children up to seven years of age. The sample included 131 child restraints evaluated in 85 motor vehicle crash tests. Of the 131 crash tests, 126 were rigid barrier tests of which: 108 were conducted at 48km/h; 11 were conducted at 56 km/h; and seven were conducted at 40 km/h. Five offset deformable barrier tests, conducted at 40 km/h, were included in the sample. The majority or 117 tests involved rear facing infant seats; the remaining 14 tests were carried out with convertible seats installed facing the rear. Elevated head accelerations above 80g were observed in 18% tests with a significant number occurring in the rear center seating position. Elevated head accelerations were found to result from four principal categories of impacts: direct head contact with the seat back in front of the dummy; contact between the child restraint and the forward seat back; dummy head contact with the child seat carry handle; and child seat with the center console located between the front seats. The seat and dummy kinematics and the head accelerations are described for each impact type. Implications for future child restraint regulations are discussed. U1 - 22nd International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationWashington,DC StartDate:20110613 EndDate:20110616 Sponsors:National Highway Traffic Safety Administration KW - Child restraint systems KW - Crash victim simulation KW - Crashworthiness KW - Dummies KW - Frontal crashes KW - Impact tests KW - Occupant vehicle interface KW - Vehicle interiors UR - http://www-esv.nhtsa.dot.gov/Proceedings/22/isv7/main.htm UR - https://trid.trb.org/view/1360715 ER - TY - CONF AN - 01570166 AU - Funke, James AU - Srinivasan, Gowrishankar AU - Ranganathan, Raja AU - Burgett, August AU - National Highway Traffic Safety Administration TI - Safety Impact Methodology (SIM): Application and Results of the Advanced Crash Avoidance Technologies (ACAT) Program PY - 2011 SP - 15p AB - This paper provides a summary of four cooperative research projects conducted under the National Highway Traffic Safety Administration’s (NHTSA) Advanced Crash Avoidance Technologies (ACAT) program. The ACAT program sought to determine the safety impact of new and emerging crash avoidance technologies that are intended to help drivers avoid crashes, reduce crash severity, and prevent injuries and fatalities. This research developed and applied a Safety Impact Methodology (SIM) framework to estimate safety benefits for the proposed pre-production crash avoidance systems. This paper presents the application and results of the Safety Impact Methodology for four different crash avoidance technologies including: Advanced Collision Mitigation Braking System by Honda, Lane Departure Warning by Volvo-Ford, Pre-collision Safety System by Toyota, and Backing Crash Countermeasures by General Motors. U1 - 22nd International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationWashington,DC StartDate:20110613 EndDate:20110616 Sponsors:National Highway Traffic Safety Administration KW - Advanced Crash Avoidance Technologies KW - Crash avoidance systems KW - Impact studies KW - New products KW - Performance KW - Technological innovations KW - Technology assessment KW - Test procedures KW - Vehicle safety UR - http://www-esv.nhtsa.dot.gov/Proceedings/22/isv7/main.htm UR - https://trid.trb.org/view/1360927 ER - TY - CONF AN - 01570164 AU - Yonezawa, Hideki AU - Hosokawa, Naruyuki AU - Tanaka, Yoshinori AU - Matsui, Yasuhiro AU - Korenori, Takeshi AU - Hirakawa, Kiyohiko AU - Mizuno, Koji AU - National Highway Traffic Safety Administration TI - Update on Investigation of New Side Impact Test Procedures in Japan PY - 2011 SP - 18p AB - The safety of cars in side impact accidents has been improved since regulations requiring improved performance in a side impact test (for example, ECE/R95 or FMVSS 214) have come into effect in many countries. However, many people continue to be injured in side impact accidents; and, as a consequence, further improvements in a car’s performance in side impact crashes are desired. This paper has been written to provide an update on what future improvements may be required, and presents a study of recent side impact accident data collected in Japan and the effectiveness of the curtain side air bag in side impact crashes. In evaluating the improvements of a car’s safety performance in side impact accidents, the National Transportation Safety and Environment Laboratory (NTSEL) previously has conducted research and published papers about various full car side impact tests, for example, the regulatory ECE/R95 tests, moving deformable barrier (MDB) tests, and car-to-car tests. However, NTSEL considers that it is necessary to gain increased knowledge regarding the injured body regions of occupants involved in a side impact accident in order to evaluate the effectiveness of safety equipment in future side impact accidents. In this study, the authors first investigated the recent side impact accident environment from accident data in Japan. In this review, the authors examined trends regarding collision partners, injured body regions, injury levels, and the curb mass of both the struck and striking vehicles. The results indicate the following two findings: Firstly, the head and chest are the main injured body regions in the fatal and serious injury side impact accidents. Secondly, the percentage of lighter vehicles is relatively large for the struck vehicles, and the percentage of heavier vehicles is relatively large for the striking vehicle in these fatal and serious injury side impact accidents. Secondly, the authors investigated the occupants’ seating postures in cars running on Japan’s roads. The results show that 56% of the drivers’ heads were in line or overlapped with the vehicles’ B-pillars. A more detailed study about the seating postures of the driver also was conducted. Thirdly, the authors conducted MDB-to-car side impact tests according to the Regulation ECE/R95 specification with the exception of the seating positioning of the dummy. The target vehicles were two same model Kcars, which are categorized in Japan as a very small size vehicle, and the seating positions were adjusted so that the dummy’s head overlapped the B-pillar. One K-car had a Curtain Side Air Bag (CSA) and a Side Air Bag (SAB) installed; while, in the other K-car, the CSA and SAB were not installed. The authors compared these test data, previous test data collected for small vehicles, and the Japan New Car Assessment Program test data for the same model K-cars as well as other small cars. The compared data included the injury measures and kinematic behavior of the ES-2 dummies in the front seats of the struck vehicles. It was demonstrated that the CSA and SAB were effective for reducing the number of head and chest injuries in car-to-car crashes; however, it was also demonstrated that the degree of effectiveness was influenced by their design. U1 - 22nd International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationWashington,DC StartDate:20110613 EndDate:20110616 Sponsors:National Highway Traffic Safety Administration KW - Crash analysis KW - Crash injuries KW - Impact tests KW - Japan KW - Occupant protection devices KW - Side air bags KW - Side crashes KW - Test procedures KW - Vehicle safety UR - http://www-esv.nhtsa.dot.gov/Proceedings/22/isv7/main.htm UR - https://trid.trb.org/view/1360345 ER - TY - CONF AN - 01570163 AU - Martin, Peter G AU - Scarboro, Mark AU - National Highway Traffic Safety Administration TI - THOR-NT: Hip Injury Potential in Narrow Offset and Oblique Frontal Crashes PY - 2011 SP - 16p AB - Previous studies have shown that hip injuries are prevalent in frontal crashes, particularly those with an oblique, narrow overlap. This paper investigates whether the risk of sustaining such injuries can be evaluated in full-scale vehicle crash tests using the THOR-NT, a dummy that is uniquely equipped for such an evaluation. The THOR-NT is shown to measure acetabular loads that are consistent with pelvic injuries observed in real-world crash victims. Test results reveal that high acetabular loads occur in narrow offset and oblique crashes. Further analysis shows that acetabular loads are dependent upon the position of the thigh, the trajectory of the torso, and intrusion of the instrument panel. Results also show that right-to-left hip loads vary significantly. Abduction of the thigh is also correlated with hip loads. The study provides new insights into how injurious loads are transferred to the pelvis through the thigh via knee bolster contact in frontal offset conditions where oblique loading takes place. U1 - 22nd International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationWashington,DC StartDate:20110613 EndDate:20110616 Sponsors:National Highway Traffic Safety Administration KW - Crash injury research KW - Crash victim simulation KW - Dummies KW - Frontal crashes KW - Hip KW - Impact tests KW - Occupant kinetics KW - Pelvis UR - http://www-esv.nhtsa.dot.gov/Proceedings/22/isv7/main.htm UR - https://trid.trb.org/view/1360502 ER - TY - CONF AN - 01570161 AU - Eugensson, Anders AU - Ivarsson, Jan AU - Lie, Anders AU - Tingvall, Claes AU - National Highway Traffic Safety Administration TI - Cars Are Driven on Roads, Joint Visions and Modern Technologies Stress the Need for Co-Operation PY - 2011 SP - 7p AB - Today traffic safety is a major health issue. The numbers of killed and injured in traffic accidents globally every year are staggering. The World Health Organization WHO has estimated the number of fatalities to approximately 1.2 million and the numbers will increase by 65% over the next 20 years. (Peden et al.). Realizing that this is unacceptable, a number of countries and organizations, among them Sweden and Volvo Car Corporation, have adopted visions aiming towards the goal of no serious injuries and fatalities in traffic (Johansson R, 2009). The European Commission, in its communication on road safety 2011-2020 to the European Parliament, (SEC (2010) 903) did clearly state the goal of a drastic reduction of the number of fatalities and serious injuries in traffic in line with the visions of reaching zero. Traffic safety has taken major steps during the last four decades and the risk of being killed or seriously injured as an occupant in a passenger car has been cut down to one third from the early 1970s, (Beckmann, 2009). This has been done basically through separate efforts by each stakeholder in the safety community operating independently (focusing users, roads and vehicles). Improving road traffic safety towards the target of zero deaths and serious injuries will pose many challenges and obstacles to governments, road authorities and car manufacturers globally. Modern active and integrated safety systems carry a hope of substantially contribute to better safety. However no individual part in society can achieve the demanding goals on its own. Systematic cooperation will be essential to progress. These cooperations need initially to establish shared views on strategies forward, agreements on division of responsibilities, and a shared view on the interfaces between the cars and the infrastructure. A joint view on the demands put on the drivers is also essential. Stringent targets can only be met in an efficient way by a holistic view on road design, vehicle design and user capabilities. In 2008 the Swedish Transport Administration and Volvo Car Corporation signed an agreement on cooperation. This co-operation rests on the two separate visions of the parties involved, i.e. Vision Zero, for the Swedish government and Vision 2020 for Volvo Cars. An important part of the cooperations is the establishment of quality and demands on the interfaces between the vehicle and the road for instance, road design, road lane markings, road friction measuring, division of responsibility, speed limits etc. U1 - 22nd International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationWashington,DC StartDate:20110613 EndDate:20110616 Sponsors:National Highway Traffic Safety Administration KW - Cooperation KW - Crash causes KW - Partnerships KW - Policy making KW - Safety programs KW - Strategic planning KW - Sweden KW - Traffic safety KW - Vehicle safety KW - Vision Zero KW - Volvo Car Corporation UR - http://www-esv.nhtsa.dot.gov/Proceedings/22/isv7/main.htm UR - https://trid.trb.org/view/1361008 ER - TY - CONF AN - 01570160 AU - Hannawald, Lars AU - Erbsmehl, Christian AU - Liers, Henrik AU - National Highway Traffic Safety Administration TI - Benefit Assessment of Forward-Looking Safety Systems PY - 2011 SP - 7p AB - Forward collisions are still the most relevant scenarios in the German accident situation with personal damage. Therefore forward-looking safety systems have a high potential to reduce the number of casualties or to mitigate their injury severity. To assess the benefit of these forward-looking safety systems, a new benefit assessment method will be presented in this paper. The method uses real accidents out of the GIDAS. Additionally to the collision speed of the vehicle and other impact parameters, all accidents in GIDAS are reconstructed regarding the movement of all participants in the last seconds prior to the impact. This movement is used to simulate the accident initiation phase with and without the influences of forward-looking safety systems. Subsequent to this simulations the differences with and without safety system could be compared case by case. The results could be converted into different absolute measures like reduction of fatalities or severely injured pedestrians, using injury severity functions. The results of this study are different correlations, depending on the system functionality, between the reduced impact speed due to braking prior to the crash and the assessed mitigation on injury severity. The results of the single case simulation could be summarized to access the overall benefit of these systems in the whole accident scenario. With this method it is possible to assess the expected benefit of future safety systems or equally suitable to evidence the benefit of current safety systems on the market. The papers show the detailed procedure of the method and some examples of usage the results. U1 - 22nd International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationWashington,DC StartDate:20110613 EndDate:20110616 Sponsors:National Highway Traffic Safety Administration KW - Active safety systems KW - Crash avoidance systems KW - Crash reconstruction KW - Frontal crashes KW - German In-Depth Accident Study KW - Injury severity KW - Precrash phase KW - Simulation KW - Technology assessment KW - Vehicle safety UR - http://www-esv.nhtsa.dot.gov/Proceedings/22/isv7/main.htm UR - https://trid.trb.org/view/1360854 ER - TY - CONF AN - 01570157 AU - Wismans, Jac AU - Malmek, Else-Marie AU - Larsson, Ragnar AU - Welinder, Jan AU - Håland, Yngve AU - Oldenbo, Magnus AU - National Highway Traffic Safety Administration TI - Technology Needs for Safe Electric Vehicles Solutions in 2030 PY - 2011 SP - 7p AB - Today’s society depends heavily on the mobility of people and goods and the need for transport is predicted to grow strongly in the coming decades. Environmental and energy concerns create a strong demand for alternative automotive technologies and in particular for electric vehicles. A serious limitation of large scale introduction of electric vehicles is the limited storage capability for electrical energy of the current generation of batteries and capacitors. Furthermore, there is a strong trend to design significantly lighter vehicles needed to consume much less energy, and to introduce new vehicle architectures due to specific demands of electric vehicles like hub motors, relatively large space needed for batteries etc. Without new safety technologies there is a large risk that the new vehicle designs will become less safe in case of accidents. In a project recently conducted in Sweden, called SEVS (Safe Efficient Vehicle Solutions), the necessary technologies for the 2030 generation of environmentally friendly safe vehicles have been identified. The SEVS project has resulted in a number of possible societal scenarios for 2030 and a number of future vehicle architectures. Furthermore SEVS has identified the required technological breakthroughs for passenger transport as well as the transport of goods, to realize mass introduction of high efficient and safe electric vehicles on the road in 2030. This paper will after an overview of the SEVS project focus on a number of safety related technology topics, identified in SEVS, where significant further research is needed, i.e. balance of active/passive safety, light weight design methodology, crashworthiness of future vehicles and “ information needs and availability”. An overview of research needs for these topics will be presented. U1 - 22nd International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationWashington,DC StartDate:20110613 EndDate:20110616 Sponsors:National Highway Traffic Safety Administration KW - Crashworthiness KW - Electric vehicles KW - Needs assessment KW - Safety factors KW - Sustainable transportation KW - Sweden KW - Technological forecasting KW - Technology assessment KW - Vehicle design KW - Vehicle safety UR - http://www-esv.nhtsa.dot.gov/Proceedings/22/isv7/main.htm UR - https://trid.trb.org/view/1360472 ER - TY - CONF AN - 01570155 AU - Hennessey, Barbara AU - Reuther, James J AU - John, Jeffery S AU - Shawcross, Paul E AU - Kimmel, Gregory AU - National Highway Traffic Safety Administration TI - Post-crash Fuel Leakage and Fire Safety Experiments for Hydrogen Vehicles PY - 2011 SP - 15p AB - Federal Motor Vehicle Safety Standards (FMVSS) for fuel system integrity set limits for fuel spillage during and after crashes to reduce the occurrence of deaths and injuries from fire. FMVSS 301 and 303 respectively specify post-crash limits for liquid fuels and compressed natural gas (CNG) [1, 2]. These limits have been used as a benchmark for setting leakage limits for hydrogen, based on energy equivalence, in industry standards and proposed or enacted international regulations [3, 4]. However the properties of hydrogen with regard to leak behavior and combustion are very different from those of liquid fuels or CNG. Gasoline will pool and dissipate slowly. CNG and hydrogen will rise and dissipate more rapidly. Hydrogen has a much wider range of flammability in air than most fuels, including CNG: 4% to 75% for hydrogen versus 5% to 15% for CNG. Therefore, a research program was developed and executed to assess the safety of the proposed allowable leak rate for hydrogen, through leak and ignition experiments in and around vehicles and vehicle compartment simulators. U1 - 22nd International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationWashington,DC StartDate:20110613 EndDate:20110616 Sponsors:National Highway Traffic Safety Administration KW - Federal Motor Vehicle Safety Standards KW - Flammability KW - Fuel cell vehicles KW - Hydrogen fuels KW - Leakage KW - Postcrash phase KW - Standards KW - Vehicle fires KW - Vehicle safety UR - http://www-esv.nhtsa.dot.gov/Proceedings/22/isv7/main.htm UR - https://trid.trb.org/view/1360442 ER - TY - CONF AN - 01570154 AU - Aoki, Hirofumi AU - Hung, Nguyen Van Quy AU - Yasuda, Hiroshi AU - National Highway Traffic Safety Administration TI - Perceptual Risk Estimate (PRE): An Index of the Longitudinal Risk Estimate PY - 2011 SP - 6p AB - Background: In order to help reduce rear-end collisions, a forward vehicle collision warning system has been developed and deployed. The effectiveness of the system largely depends on how early the warning can be given. However, there is also a need to consider that too early warning may cause a nuisance because the driver may not feel any avoidance maneuver is necessary at the timing. If the system can alert the driver by detecting the absence of braking at the normal timing based on his/her longitudinal risk estimate, the warning can be acceptable without nuisance. In order to achieve the goal, the authors aimed to develop an index of the driver's perceptual estimate of longitudinal risk. Method: First, the authors hypothesized that a driver judges when to brake based on two kinds of perception: kinematic perception to approach a lead vehicle and dynamic perception when the lead vehicle decelerates. Each perception was derived from previous studies of human perception. Then, an index of the longitudinal risk estimate reflecting these kinds of perception was proposed. The index is formulated as "perceptual relative velocity" divided by "perceptual distance." Both elements are corrected from their physical value so as to reflect their perceptual magnitude. The perceptual distance is the exponent of the distance between the subject vehicle and the lead vehicle. The perceptual relative velocity is the velocity difference of these two vehicles that is corrected by the subject vehicle's velocity and their relative acceleration. The hypothesis was tested on test track using two actual vehicles with the combination of various relative velocities and accelerations. Result: It was found that drivers' brake timings were well matched to the hypothesis; they braked when the proposed index reached a certain threshold. Thus, the index was confirmed to be able to measure driver's longitudinal risk estimate. The authors call the index Perceptual Risk Estimate (PRE). Since PRE can describe perceptual longitudinal risk, it is natural to consider that it also can predict the timing when a driver starts steering avoidance maneuver. The timing, i.e., the parameters of PRE, may be different from that of braking, though. The authors again tested with actual vehicles and found that PRE also matches to steering avoidance timing, and as they expected, the parameters were different from the ones for brakes. Finally, PRE was compared with other indices (TTC, THW, Risk Perception (RP), and KdB_c) and it was shown that the PRE is a comprehensive and enhanced model of those indices. U1 - 22nd International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationWashington,DC StartDate:20110613 EndDate:20110616 Sponsors:National Highway Traffic Safety Administration KW - Braking KW - Crash avoidance systems KW - Crash exposure KW - Distance perception KW - Human factors KW - Precrash phase KW - Rear end crashes KW - Risk KW - Velocity perception UR - http://www-esv.nhtsa.dot.gov/Proceedings/22/isv7/main.htm UR - https://trid.trb.org/view/1361263 ER - TY - CONF AN - 01570153 AU - Seiniger, Patrick AU - Bartels, Oliver AU - Langner, Tobias AU - Wisch, Marcus AU - National Highway Traffic Safety Administration TI - Development of a Target Propulsion System for ASSESS PY - 2011 SP - 8p AB - The ASSESS project is a collaborative project that develops test procedures for pre-crash safety systems like Automatic Emergency Braking (AEB). One key criterion for the effectiveness of e.g. AEB is reduction in collision speed compared to baseline scenarios without AEB. The speed reduction for a given system can only be determined in real world tests that will end with a collision. Soft targets that are crashable up to velocities of 80 km/h are state of the art for these assessments, but ordinary balloon cars are usually stationary targets. The ASSESS project goes one step further and defines scenarios with moving targets. These scenarios define vehicle speeds of up to 100 km/h, different collision scenarios and relative collision speeds of up to 80 km/h. This paper describes the development of a propulsion system for a soft target that aims to be used with these demanding scenario specifications. The Federal Highway Research Institute’s (BASt’s) approach to move the target is a self-driving small cart. The cart is controlled either by a driver (open-loop control via remote-control) or by a computer (closed-loop control). Its weight is limited to achieve a good crashability without damages to the test vehicle. To the extent of the authors' knowledge BASt’s approach is unique in this field (other carts cannot move at such high velocities or are not crashable). This paper describes in detail the challenges and solutions that were found both for the mechanical construction and the implementation of the control and safety system. One example for the mechanical challenges is e.g. the position of the vehicle’s center of gravity (CG). An optimum compromise had to be found between a low CG oriented to the front of the vehicle (good for driveability) and a high CG oriented to the rear of the vehicle (good for crashability). The soft target itself which is also developed within the ASSESS project will not be covered in detail as this is work of a project partner. Publications on this will follow. The paper also shows first test results, describes current limitations and gives an outlook. It is expected that the presented test tools for AEB and other pre-crash safety systems is introduced in the future into consumer testing (NCAP) as well as regulatory testing. U1 - 22nd International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationWashington,DC StartDate:20110613 EndDate:20110616 Sponsors:National Highway Traffic Safety Administration KW - Active safety systems KW - Automatic braking KW - Crash avoidance systems KW - Technology assessment KW - Test procedures KW - Test vehicles KW - Testing equipment KW - Vehicle tests UR - http://www-esv.nhtsa.dot.gov/Proceedings/22/isv7/main.htm UR - https://trid.trb.org/view/1360943 ER - TY - CONF AN - 01570152 AU - Kiebach, Helge AU - National Highway Traffic Safety Administration TI - Influence of Driver Assistance Systems on Repair Costs PY - 2011 SP - 7p AB - The growing proliferation of driver assistance systems in vehicles has made an increasingly significant contribution to the reduction in the number of fatalities and severities in traffic accidents. Driver assistance systems, such as autonomous pre-crash braking systems can reduce the impact velocity (particularly the impact energy) or can even avoid the crash completely. Thus, by reducing the impact speed in order to decrease the number of serious accidents, the subsequent repair costs of the crashed vehicle can also be lowered. In the following article, based on a crash test (following Euro NCAP with a frontal impact) the influence of driver assistance systems on repair costs after an accident are described and discussed. Particularly, the potential of an integrated safety approach regarding repair cost reduction is described, focusing on an autonomous emergency braking system. The system of an actual BMW 5 Series model will serve as an example. The repair costs of two vehicles crashed with and without an autonomous pre-crash braking system are compared here. The relevant test results are described and discussed, quantifying the effect of the autonomous emergency braking system on the impact speed and, consequently, on the repair cost reduction. Furthermore, an estimate of the benefit of the system in real-world crashes is given. One major result of the test was that with an autonomous emergency braking system, an impact speed reduction of up to 40% (based on the initial speed according to the Euro NCAP test procedure) can be achieved. The benefits generated concerning the damage to a BMW 5 Series are also described. U1 - 22nd International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationWashington,DC StartDate:20110613 EndDate:20110616 Sponsors:National Highway Traffic Safety Administration KW - Active safety systems KW - Automatic braking KW - Automobiles KW - Costs KW - Crash avoidance systems KW - Crash severity KW - Repairing KW - Traffic crashes KW - Vehicle maintenance UR - http://www-esv.nhtsa.dot.gov/Proceedings/22/isv7/main.htm UR - https://trid.trb.org/view/1361007 ER - TY - CONF AN - 01570151 AU - Robinson, Emanuel AU - Lerner, Neil AU - Jenness, James AU - Traube, Eric AU - Brown, Timothy AU - Baldwin, Carryl AU - Llaneras, Robert AU - National Highway Traffic Safety Administration TI - Crash Warning Interface Metrics: Evaluating Driver-Vehicle Interface Characteristics for Advanced Crash Warning Systems PY - 2011 SP - 15p AB - The Crash Warning Interface Metrics (CWIM) project addressed issues of the driver-vehicle interface (DVI) for Advanced Crash Warning Systems (ACWS). The focus was on identifying the effects of certain warning system features (e.g., warning modality) and on establishing common methods and metrics that may be generally applied for evaluating DVIs in different vehicles. The project did not have the goal of proposing standard interfaces for particular warning functions, but it did consider implications for design. The project included analytical activities and five experiments. Each experiment investigated the effects of ACWS DVI on driver behavior or comprehension using a different methodology. An objective of these studies was to determine the appropriateness of the various methodologies for use in subsequent human factors research on ACWS DVIs. Implications were discussed for methods to evaluate DVIs including driving scenarios, research participant characteristics, pre-familiarization with the warning system, the distraction task, the participant’s task and associated expectancies, accommodating user settings and options, the use of comparison benchmarks, and issues in the treatment of data. Key research needs were identified for carrying the work of this project forward, including research related to ACWS modality, ACWS design, and CWIM assessment methods. U1 - 22nd International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationWashington,DC StartDate:20110613 EndDate:20110616 Sponsors:National Highway Traffic Safety Administration KW - Crash avoidance systems KW - Driver vehicle interfaces KW - Human factors KW - Metrics (Quantitative assessment) KW - Vehicle safety KW - Warning devices UR - http://www-esv.nhtsa.dot.gov/Proceedings/22/isv7/main.htm UR - https://trid.trb.org/view/1361109 ER - TY - CONF AN - 01570150 AU - Watanabe, Ryosuke AU - Miyazaki, Hiroshi AU - Kitagawa, Yuichi AU - Yasuki, Tsuyoshi AU - National Highway Traffic Safety Administration TI - Research of Collision Speed Dependency of Pedestrian Head and Chest Injuries Using Human FE Model (THUMS Version 4) PY - 2011 SP - 13p AB - In this research, the collision speed dependency of pedestrian head and chest injuries was investigated using the human FE model THUMS Version 4, independently developed by Toyota Motor Corporation and Toyota Central R&D Labs, Inc. to predict brain and internal organ injuries. In addition, this research also looked at the relationship between impact speed and fatality risk. The study first verified the biofidelity of the THUMS pedestrian model in terms of body region components, such as the head, chest, and lower extremities, and the whole body. The model closely simulated the impact response of each body region component described in the literature. As for the whole body kinematics, the calculated trajectories of each portion of the body during a collision with a vehicle were a good match with those of post mortem human subjects (PMHS) described in the literature. It was also determined that the model predicted injuries at the locations reported in the PMHS tests. Using the validated THUMS model, this research then looked at the relationship of head and chest injuries with collision speed. Collisions between a pedestrian and an SUV were analyzed at three collision speeds of 30, 40, and 50 km/h. Head injuries did not occur at a collision speed of 30 km/h, but in collisions at 40 and 50 km/h the results suggested that a serious brain injury, known as diffuse axonal injury (DAI), occurred. Furthermore, in regard to the chest area, injuries did not occur at 30 km/h, but at 40 km/h bone fractures in the ribs occurred, and at 50 km/h, in addition to an increase in the number of bone fractures in the ribs, the results suggested that serious injuries to internal organs, such as damage to the heart, also occurred. These results correspond with the trends in accident data that indicate that the fatality risk for pedestrians increases when the collision speed is 40 km/h or higher. U1 - 22nd International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationWashington,DC StartDate:20110613 EndDate:20110616 Sponsors:National Highway Traffic Safety Administration KW - Crash victim simulation KW - Finite element method KW - Head KW - Injury characteristics KW - Injury severity KW - Pedestrian-vehicle crashes KW - Pedestrians KW - Thorax KW - Traffic speed UR - http://www-esv.nhtsa.dot.gov/Proceedings/22/isv7/main.htm UR - https://trid.trb.org/view/1360220 ER - TY - CONF AN - 01570149 AU - Kim, Eung-Seo AU - Kwak, Dae-Young AU - Choi, Hyeong-Ho AU - Bae, Han-Il AU - Yang, Seung-Hui AU - Kim, Seung-Man AU - Lee, Dong-Jun AU - Cho, Kwang-Soo AU - National Highway Traffic Safety Administration TI - A Study of Curtain Airbag Design Factors for Enhancement of Ejection Mitigation Performance PY - 2011 SP - 8p AB - A curtain airbag (CAB) plays a significant role in not only protecting an occupant head from side impact crashes, but also preventing an occupant being partially or totally ejected during rollover accidents. As the seriousness of rollover accident has been statistically studied and reported, the latter function of CAB become more emphasized than before. At last, NHTSA released FMVSS226 final rule in January 2011 which limits the linear travel of impactor headform by 100mm. This paper focuses on how to meet the requirement by enhancing CAB design and on establishing design guideline through its parametric study. For this, 9 design factors are selected which have major effect on ejection mitigation performance and the effectiveness of each factor is analyzed. They are cushion pressure, amount of coating, cushion shape, cushion depth, overlapping area between door trim and cushion, strength of cushion mounting tab and tether, location of front tether and lastly, distance between impact target point (A3) and cushion mounting. From this study, the parametric guideline of CAB design factors for satisfying the required excursion limit of 100mm is found out and the test result with the CAB module applied these parameter level shows that the goal is successfully achieved within the excursion of 80mm in all target locations with the test speed of 24kph in accordance with NPRM. At last part, the future work to optimize this for smaller glazing is mentioned. U1 - 22nd International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationWashington,DC StartDate:20110613 EndDate:20110616 Sponsors:National Highway Traffic Safety Administration KW - Curtain air bags KW - Ejection KW - Equipment design KW - Occupant protection devices KW - Performance measurement KW - Rollover crashes KW - Side air bags KW - Vehicle safety UR - http://www-esv.nhtsa.dot.gov/Proceedings/22/isv7/main.htm UR - https://trid.trb.org/view/1360273 ER - TY - CONF AN - 01570148 AU - Prüggler, Adrian AU - Huber, Philipp AU - Rieser, Andreas AU - Steiner, Kurt AU - Kirschbichler, Stefan AU - Eichberger, Arno AU - National Highway Traffic Safety Administration TI - Implementation of Reactive Human Behavior in a Numerical Human Body Model Using Controlled Beam Elements as Muscle Element Substitutes PY - 2011 SP - 7p AB - The reduction of road casualties and injury risk is a major goal of automotive engineering. Manufacturers are confronted with increasing safety regulations, stricter exhaust gas pollution regulations and strong competition. Hence, cost efficiency is a significant concern of automotive industry. Furthermore the development of innovative safety systems such as adaptive restraints and collision avoidance systems calls for new methods for system design and evaluation beyond laboratory crash tests. Cost efficiency is achieved with numerical simulations using Multibody System (MBS) or Finite Element Method (FEM) techniques partly substituting full vehicle testing. Focus has been on simulations of the crash phase but innovative safety systems call for consideration of the low g precrash phase. Therefore the use of crash test dummies and their numerical representations which are designed for higher loading, is not satisfying. The use of numerical human body models is a promising approach to further improve bio-fidelity. Nevertheless, for pre-crash simulations the influence of muscle activity on the passenger kinematics induced by the vehicle motion is no longer negligible for real life safety. Hence the OM4IS (“Occupant Model for Integrated Safety”) project was initiated by a large consortium including scientific partners (Virtual Vehicle Research and Test Center, Graz University of Technology, Bundesanstalt für StraßenwesenBASt) and industry partners (Partnership for Dummy Technology and Biomechanis, Robert Bosch GmbH, Toyoda Gosei Europe, TRW Automotive, DYNAmore GmbH). The challenge is to identify human movement and behavior patterns (position and muscle activity) during pre-crash phase and implement these patterns into a suitable human body model. The present paper describes first results to implement muscle activity into a simplified version of the numerical model Total HUman Model for Safety (THUMS) developed by Toyota Motor Corporation and Toyota Central R&D Labs. This model represents a 50th percentile American Male (AM50) and is implemented into the explicit finite element software LS-Dyna. As a starting point, the reactive behavior of humans in two distinct load cases, an emergency braking maneuver and a single lane change are investigated. Movement and behavior patterns as well as muscle activity are analyzed by volunteer tests on sled and full vehicle level. An infrared based 3D motion capturing system and an electromyography measurement (EMG) system are used. Methodology and results of this behavior pattern analysis is presented in a separate paper. A simplified FE model that qualitatively reproduces human motion patterns in the selected load cases is developed. The first version of the model features a simplification of the THUMS model replacing the deformable parts by rigid body parts and using kinematic joints. Major muscle groups are implemented as beam elements which can be controlled using coupling of LS-Dyna software and Matlab/Simulink. The model should be able to reproduce volunteers’ movements for two load cases (acceleration in frontal and lateral direction) and in the second modeling step identified human movement and behavior pattern should be implemented qualitatively which is presented in a separate publication. At this stage computing time efficiency, numerical stability and implementation in the automotive development process were not of first priority. Furthermore the study concentrates on occupants’ acceleration induced reactions and not on active movements. U1 - 22nd International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationWashington,DC StartDate:20110613 EndDate:20110616 Sponsors:National Highway Traffic Safety Administration KW - Crash injury research KW - Crash victim simulation KW - Finite element method KW - Muscles KW - Occupant kinetics KW - Posture KW - Precrash phase UR - http://www-esv.nhtsa.dot.gov/Proceedings/22/isv7/main.htm UR - https://trid.trb.org/view/1360239 ER - TY - CONF AN - 01570146 AU - Matsui, Yasuhiro AU - Takahashi, Kunio AU - Imaizumi, Ryoko AU - Ando, Kenichi AU - National Highway Traffic Safety Administration TI - Car-To-Pedestrian Contact Situations in Near-Miss Incidents and Real-World Accidents in Japan PY - 2011 SP - 7p AB - The number of traffic deaths in Japan was 4,863 in 2010. When looking at the number of the road accident fatalities (4,863) in 2010, it reveals that pedestrians account for the highest number (1,714, 35%). To reduce the severity of injuries and the number of deaths, active safety devices providing pedestrian detection are considered to be ones of the effective countermeasures. The detailed features of the contact scenarios in car-to-pedestrian are necessary to develop the safety devices. Since the information on the real-world accidents was limited, the authors focused on the near-miss scenarios captured by drive recorders installed in passenger cars. The first purpose of the present study is to ascertain the utility of using near-miss scenarios for understanding the features of the contact situations between cars and pedestrians. In the present study, the authors investigated the similarities between the data of near-miss incidents including motion pictures captured by drive recorders and the data of national traffic accidents based on real-world fatal pedestrian accidents in Japan. This study used 163 motion pictures of near-miss car-to-pedestrian incident data collected by the Society of Automotive Engineers of Japan (J-SAE) from 2005 to 2009. The results indicated that 70% pedestrians at intersections or on straight roads were crossing the roads in front of the forward moving cars both in accidents and near-miss incidents. Considering the features of pedestrians’ behaviors from this result, the authors found similarities between accidents and near-miss incidents. It was made clear that one could estimate the situations in pedestrians’ accident from the near-miss incident data which included motion pictures capturing pedestrian behaviors. The second purpose of the present study is to estimate the time to collision (TTC) from the near-miss incident data. This study analyzed 103 near-miss car-to-pedestrian incident data in which pedestrians were crossing the roads in front of the forward moving cars at intersections or on straight roads. The authors calculated the TTC from the velocity of a car with an installed drive recorder and the distance between a car and a pedestrian at the moment a pedestrian initially appeared on a motion picture captured by the drive recorder. As a result, the average TTC was 1.7 seconds (SD 1.3 seconds). The average TTC was 1.8 seconds in cases that pedestrians were walking across a crosswalk, which was longer than the average TTC 1.4 seconds in the cases that pedestrians were walking across the roads without a crosswalk. The authors propose that the specifications of the safety device for the pedestrian detection and for automatic braking should reflect the detailed information including the TTC obtained by the near miss situations, in which the worst situation was assumed that the cars were moving toward pedestrians without braking due to car driver's inattentiveness. U1 - 22nd International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationWashington,DC StartDate:20110613 EndDate:20110616 Sponsors:National Highway Traffic Safety Administration KW - Active safety systems KW - Automatic braking KW - Crash analysis KW - Crash avoidance systems KW - Japan KW - Pedestrian detectors KW - Pedestrian safety KW - Pedestrian vehicle interface KW - Pedestrian-vehicle crashes UR - http://www-esv.nhtsa.dot.gov/Proceedings/22/isv7/main.htm UR - https://trid.trb.org/view/1360946 ER - TY - CONF AN - 01570145 AU - Rhule, Heather AU - Mallory, Ann AU - Hagedorn, Alena AU - National Highway Traffic Safety Administration TI - Real World Older Occupant Crash Data and Sensitivity of THOR-NT and WorldSID Dummy Thoraces PY - 2011 SP - 14p AB - Thoracic injury to elderly occupants in motor vehicle crashes is a serious concern. If these injuries to elderly occupants are to be reduced, several things need to be considered: 1) How is crash severity (Delta V) related to serious thoracic injury of older occupants? 2) Are crash test dummies sensitive enough for use in estimating thoracic injury risk to older occupants? and 3) What are the injury measurements in advanced dummies related to injury risk for older occupants? Analysis of National Automotive Sampling System Crashworthiness Data System (NASS CDS) cases was performed to study the relative risk of serious thoracic injury among younger and older males and females, examine the distribution of Delta V (velocity change) for older occupants with serious thoracic injury, and identify Delta V’s with the largest percentage of older occupant serious thoracic injury cases in frontal and side impacts. Cases of occupants in motor vehicle crashes were drawn from NASS CDS for vehicle model years 1997-2008 for side impacts (all seat positions) and for vehicle model years 1994-2008 for frontal impacts (front seat only). Age groups utilized for data analysis included 20-39 and 65+ for side impacts and 20-39 and 60+ for frontal impacts. To evaluate sensitivity of current midsize male crash test dummies, certification-type pendulum impacts to the thorax of the Thor-NT and the WorldSID dummies were conducted at impact velocities between 1.0 and 6.5 m/s. Age-adjusted injury risk curves for the WorldSID midsize male were generated based on data by Petitjean et al. (2009). Injury risk curves for the Thor-NT dummy are not yet available. Results of the current study show that occupant gender has a negligible effect on injury vulnerability in side impacts, whereas in frontal impacts, gender appears to play a more important role than age. In recent model year vehicles, the distribution of Delta V for older occupants with serious thoracic injury was approximately 10 km/h lower than that for seriously injured younger occupants in side impacts, but they were similar among seriously injured older and younger occupants in frontal impacts. The rate of older female injury was 6.5 times higher than that for younger females in frontal impacts, warranting further research. In real-world side impacts, 70% of older occupants with serious thoracic injuries were in crashes with a Delta V of 26 +/- 10 km/h in the current data set. In real-world frontal impacts, 42% of older occupants with serious thoracic injuries were in crashes with a Delta V of 29 +/- 10 km/h in the current data set. The WorldSID and Thor-NT dummies demonstrate excellent sensitivity and could potentially be used for evaluating injury risk for elderly occupants in lower severity impact tests. Injury risk curves for the WorldSID dummy have been generated for 65 year old mid-sized male occupants, from which a risk level can be established for use in evaluating injury risk to older occupants in side impact. U1 - 22nd International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationWashington,DC StartDate:20110613 EndDate:20110616 Sponsors:National Highway Traffic Safety Administration KW - Aged KW - Crash data KW - Crash injury research KW - Crash victim simulation KW - Dummies KW - Gender KW - Injury characteristics KW - Injury severity KW - Thorax UR - http://www-esv.nhtsa.dot.gov/Proceedings/22/isv7/main.htm UR - https://trid.trb.org/view/1360498 ER - TY - CONF AN - 01570144 AU - Lange, Robert AU - Jacuzzi, Eric AU - Soderborg, Nathan AU - Pearce, Harry AU - National Highway Traffic Safety Administration TI - Injury Mitigation Technology Applications and the Relationships to Vehicle Mass, Price, and Fuel Economy PY - 2011 SP - 11p AB - Managing the vehicle level trade-offs between motor vehicle safety performance consequent to the application of new injury control technologies and the potential increasing mass effects consequent to application of those technologies on the one hand, and the needs and desires for increased fuel economy through reduction in vehicle mass on the other hand, is a complex and vexing challenge. Historically, most studies of vehicle safety performance and fuel economy have focused upon the collision injury performance of vehicles as a function of vehicle mass. This study examines the connection from a somewhat different perspective by examining vehicle level attribute data (price, mass, and fuel economy) from both public and commercial sources for changes that register at a make/model level in the model years in which newly emerging safety technologies have been made standard. The installation of injury mitigation technologies over the period 1998 through 2010 has been studied at the make/model/model year level for base or near-base model vehicles sold in the United States. The introduction and application of 28 safety technologies has been collected from multiple automotive reporting services (including: edmunds.com, Ward’s Automotive, msn.com, iihs.org, and safercar.gov). A census of technology presence has been tabulated by: technology, manufacturer, make, model, model year, body style, and technology presence as standard or optional equipment. Corresponding base vehicle price, mass and fuel economy data have also been tabulated using publicly available sources for such vehicle level attribute data. Unique vehicle make/model combinations were paired for model years immediately prior to the installation of a new emerging safety technology and the model year of first standard installation of the particular technology. This also includes models for which a technology was optional and then became standard equipment. Changes in the vehicle level mass, price, and fuel economy were calculated and tabulated for multiple specific technologies and the change results are presented herein. U1 - 22nd International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationWashington,DC StartDate:20110613 EndDate:20110616 Sponsors:National Highway Traffic Safety Administration KW - Fuel consumption KW - Motor vehicles KW - Prices KW - Safety equipment KW - Technology assessment KW - Vehicle safety KW - Vehicle weight UR - http://www-esv.nhtsa.dot.gov/Proceedings/22/isv7/main.htm UR - https://trid.trb.org/view/1360469 ER - TY - CONF AN - 01570143 AU - Bostrom, Ola AU - Kruse, Dion AU - National Highway Traffic Safety Administration TI - A Sled Test Method for Small Overlap Crashes and Fatal Head Injuries PY - 2011 SP - 9p AB - A large portion of fatal crashes are characterized by passenger cars being hit at the front but without engaging the drive train or longitudinal structural beams. The objective of this paper was to describe a cost-effective sled test method developed to address the issue of small overlap crashes and fatal head injuries. A real-life small overlap crash and literature review revealed that, in most cases, fatal injuries were multiple and the dominating injury mechanisms were head impacts with the inboard side, A-pillar, or external objects. Full-scale crashes with the THOR dummy confirmed this. A sled test method was developed replicating the critical events in the fullscale crashes. In additional tests with the HIII dummy there was no indication of head contact with the inboard side. In conclusion, sled tests with the THOR dummy may be used in the evaluation of restraints' ability to protect occupants in small overlap types of crashes. U1 - 22nd International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationWashington,DC StartDate:20110613 EndDate:20110616 Sponsors:National Highway Traffic Safety Administration KW - Crash victim simulation KW - Crashworthiness KW - Fatalities KW - Frontal crashes KW - Injury characteristics KW - Restraint systems KW - Sled tests UR - http://www-esv.nhtsa.dot.gov/Proceedings/22/isv7/main.htm UR - https://trid.trb.org/view/1360208 ER - TY - CONF AN - 01570142 AU - Lange, Robert AU - Soderborg, Nathan AU - Pearce, Harry AU - Balavich, Karen AU - Huang, Su-Wei AU - National Highway Traffic Safety Administration TI - Side Impact Air Bag Efficacy, Injury Mitigation Performance in Vehicle Models With and Without Side Impact Air Bags and Inflatable Head Protection PY - 2011 SP - 9p AB - New injury control technologies are continually emerging in the automotive marketplace. Insertion mechanisms and rates vary based on the complexity and stability of the technology, the cycle of new vehicle and platform introductions, and consumer acceptance. The injury control effectiveness of newly emerging technologies is assessed based upon changes recorded in collision related injury and fatality data from US Federal and State motor vehicle collision databases. This analysis provides an assessment of side impact air bag (SIAB) effectiveness based upon data from the Fatality Analysis Reporting System (FARS). The study considers vehicle models over the time period 1998 to 2008 that converted from having no side impact air bags available to having side impact air bags as standard equipment. Distinctions are made between two types of side impact air bags: torso (or thorax) side air bags and roof rail mounted head curtain air bags. Estimates of effectiveness are based on comparisons of fatality rates for the 2 years prior to insertion of the injury control technology and 2 years following insertion in each model pair. U1 - 22nd International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationWashington,DC StartDate:20110613 EndDate:20110616 Sponsors:National Highway Traffic Safety Administration KW - Crash data KW - Fatalities KW - Fatality Analysis Reporting System KW - Injury rates KW - Occupant protection devices KW - Performance measurement KW - Side air bags KW - Side crashes KW - Vehicle safety UR - http://www-esv.nhtsa.dot.gov/Proceedings/22/isv7/main.htm UR - https://trid.trb.org/view/1360267 ER - TY - CONF AN - 01570140 AU - Pellettiere, Joseph A AU - Moorcroft, David AU - Olivares, Gerardo AU - National Highway Traffic Safety Administration TI - Anthropomorphic Test Dummy Lumbar Load Variation PY - 2011 SP - 10p AB - The Federal Aviation Administration (FAA) has a number of standards and regulations that are designed to protect occupants in the event of a crash. Compliance with these regulations is described in the Code of Federal Regulations 14 CFR 25.562 for transport category aircraft, with similar regulations for other types of aircraft in parts 23, 27, and 29. One of these required tests is a seated dynamic impact with either a Hybrid II or FAA Hybrid III Anthropomorphic Test Device (ATD) with a pulse which has a primary vertical component. Vertical loading can be obtained in other environments such as under vehicle blast, ejection seat testing, or as part of a vehicle rollover. When the commonly used ATDs were developed, focus was placed on frontal impact performance with some consideration given to rear and lateral loading. It has recently been brought up that there could be significant variability in the compressive lumbar load measurement during vertical impacts. This variability could be between tests with the same ATD, between tests within the same ATD family, and between ATDs attempting to measure the same response. To quantify this issue, data from several test sources including from the Civil Aerospace Medical Institute, National Institute for Aviation Research and the Air Force Research Laboratory was collected. Cases were selected where the primary loading phase was in the vertical direction on a variety of ATDs including the Hybrid II, FAA Hybrid III, Hybrid III, and aerospace variants. These cases also included different configurations including restraint systems, cushions, and acceleration levels. This study was limited to only investigating the compressive variability and not the bending moment or in cases where significant multi axial loading could occur. Also, since these data were from different test laboratories, slight differences in test procedures could also have affected the results. Through this analysis it was shown that the Hybrid III had the most repeatable response whether it was the FAA Hybrid III or the aerospace Hybrid III. One issue noted was the lack of calibration methods for the lumbar spine to assess its current characteristics. Without this calibration method, there is no way other than visual inspection which would only show gross changes to determine when a lumbar spine segment has been degraded. Such a performance requirement should be developed for both ATDs currently in the field and those being newly developed and used such as the THOR. U1 - 22nd International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationWashington,DC StartDate:20110613 EndDate:20110616 Sponsors:National Highway Traffic Safety Administration KW - Aircraft crash victims KW - Back KW - Crash injuries KW - Crash victim simulation KW - Dummies KW - Impact loads KW - Spinal column KW - U.S. Federal Aviation Administration KW - Vertebrae UR - http://www-esv.nhtsa.dot.gov/Proceedings/22/isv7/main.htm UR - https://trid.trb.org/view/1360205 ER - TY - CONF AN - 01570138 AU - Yasuda, Hiroshi AU - Kozato, Akio AU - Tanaka, Shin AU - Mochida, Tsutomu AU - Tajima, Jun AU - National Highway Traffic Safety Administration TI - A Generative Approach to Estimate Effects of Safety Systems for Rear-End Collisions Using ASSTREET PY - 2011 SP - 8p AB - Estimating the benefits of advanced safety systems before introducing to markets is useful to develop and enhance the systems effectively. Several estimation methods have been proposed to date. Some are based on comprehensive accident data such as those of NASS-CDS. Others are based on proving-ground test results. However, actual accidents present much more permutations and configurations of striking and struck vehicles than those. Furthermore, driver behavior varies among cases. This paper presents a proposal of a novel method that addresses the issues described above. First, a virtual traffic flow that represents an actual one is created. Then, the way in which an active safety system is expected to play its role in accidents happening in traffic is measured. The Advanced Safety System & Traffic REaltime Evaluation Tool (ASSTREET) was used to generate road environment, vehicle movements, and driver behavior. In order to show the usefulness of the method, a pre-collision system (PCS) with forward collision warning (FCW), pre-collision brake assist (PBA), and pre-collision brake (PB) functions were applied as the active safety system. The procedure is the following. A virtual traffic flow was created. On a simple road environment with intersections and traffic signals, numerous vehicles run under traffic rules on ASSTREET. The vehicles' speed distribution and the duration of the stopping period were adjusted to match realistic driving data measured on roadways, by the road parameters such as speed limits and the distance between intersections. Next, rear-end collisions in the virtual traffic flow were created. Driver errors and braking reaction after noticing the collision danger were incorporated into the virtual driver behavior. Because most of the driver errors in rear-end collisions are attributable to inattention, the inattention period and the brake reaction time with a convincing distribution were given to the virtual drivers. The braking deceleration distribution, which is also necessary characteristics for pre-collision reconstruction, was obtained using our driving simulator through the ACAT (Advanced Collision Avoidance Technology) program with NHTSA (National Highway Traffic Safety Agency). The distribution of the combination of striking vehicle speed and struck vehicle speed agreed well with actual data. Consequently, rear-end collisions in the simulation were regarded as representing actual ones. Finally, the benefit of PCS was estimated. Rear-end collisions in the virtual traffic flow were generated by vehicles with no active safety systems. After collecting all rear-end collision pairs of striking and struck vehicles, a PCS was installed in striking vehicles. Then the simulation was repeated. Comparing the results obtained with and without use of the system clarifies the PCS benefit. The advantage of this method is that a mass of rear-end collisions enables evaluation of PCS' specification differences quantitatively. Results clearly indicate circumstances in which the system is expected to function effectively. Although the current simulation is considered as covering most of rear-end collisions that people might happen to encounter, such scenarios as avoidance by steering, collision during negotiation of a curve, and collision with a cutting-in vehicle have not been simulated yet. Those will be addressed in the near future. U1 - 22nd International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationWashington,DC StartDate:20110613 EndDate:20110616 Sponsors:National Highway Traffic Safety Administration KW - Active safety systems KW - Crash avoidance systems KW - Performance measurement KW - Rear end crashes KW - Simulation KW - Technology assessment KW - Vehicle safety UR - http://www-esv.nhtsa.dot.gov/Proceedings/22/isv7/main.htm UR - https://trid.trb.org/view/1360941 ER - TY - CONF AN - 01570137 AU - Digges, Kennerly AU - Augenstein, Jeffrey AU - Hardy, Warren AU - Cavanaugh, John AU - Jermakian, Jessica Steps AU - Echemendia, Cristina AU - Shah, Chirag AU - National Highway Traffic Safety Administration TI - Measurement of Aortic Injuries in Lower Severity Near-Side Impacts PY - 2011 SP - 12p AB - NASS and Miami Trauma Center data were analyzed to determine the crash environments that produce aortic injuries in lower severity side impacts. Crash tests were analyzed to determine the injury producing acceleration and intrusion environments. Cadaver tests were conducted using high speed X-ray to examine aortic displacements in response to impacts. Biaxial tensile tests of aortic tissue were conducted to determine their dynamic response to loading. FEM and MADYMO models were run to determine the response of the vehicle structure, the human and the aorta when exposed to injury producing environments. For the seriously or fatally injured population in the William Lehman Injury Research Center (WLIRC) database who were exposed to side impacts, 24% had aortic injuries. By contrast, the injury rate in NASS was about 5%. In WLIRC data, 60% of the aortic injuries occurred at crash severities below 30 mph delta-V. In NASS, 28% occurred at the lower crash severity. Crash factors in lower severity near-side crashes that influence aortic injury risk include the extent of intrusion, the occupant age, and a D or Y vehicle damage pattern. The best predictor of aortic injury risk, based on currently available cadaver tests utilizes a combination of spinal z acceleration and chest viscous criterion. Based on this metric, the IIHS test condition produced a higher risk of aortic injury than the side NCAP or the side Y-NCAP tests. Testing of aortic tissue found a general weakness in tension. The inner layer of aortic tissue was found weaker during tension tests of the tissue and initialized tearing under yield tensile loading to the tissue. Rupture of the inner layer may not produce physiological changes immediately but sudden death can result should all three layers rupture. Death caused by delayed rupture of all layers occurred for 60% of the WLIRC patients with side impact induced aortic injuries who survived more than one hour. This result suggests that a large fraction of those with aortic injury produced in low severity side impacts could be treated successfully if diagnosed in time. U1 - 22nd International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationWashington,DC StartDate:20110613 EndDate:20110616 Sponsors:National Highway Traffic Safety Administration KW - Arteries KW - Crash characteristics KW - Crash injuries KW - Crash injury research KW - Injury characteristics KW - Outcome (Medical treatment) KW - Side crashes UR - http://www-esv.nhtsa.dot.gov/Proceedings/22/isv7/main.htm UR - https://trid.trb.org/view/1360517 ER - TY - CONF AN - 01570135 AU - Roth, Erwin AU - Dirndorfer, Tobias J AU - Knoll, Alois AU - von Neumann-Cosel, Kilian AU - Ganslmeier, Thomas AU - Kern, Andreas AU - Fischer, Marc-Oliver AU - National Highway Traffic Safety Administration TI - Analysis and Validation of Perception Sensor Models in an Integrated Vehicle and Environment Simulation PY - 2011 SP - 9p AB - The number of Advanced Driver Assistance Systems (ADAS) in future vehicle generations will increase steadily in order to support drivers by means of comfort-, safety- and ecology-functions. Along with the ascent of ADAS functions, the challenge for developers to prove the safety and reliability of the overall system increases. The risk for people and test equipment involved in potentially dangerous real world test scenarios and the great efforts required to achieve reproducible results in real driving tests make an alternative test method necessary. Therefore, Audi is working together with partners on the development of "Virtual Test Drive" (VTD) [VIR01], a modular, computer-based system for the integrated simulation of a virtual vehicle in a virtual environment. VTD supports engineers throughout the development, testing and validation process of ADAS. It contains reusable components, interfaces, models and tools which can be shared by different simulation variants (Software-, Hardware-, Model-, Driver- and Vehicle-in-the-loop) and applied at different stages of the development and testing process. The VTD simulation environment enables realistic closed-loop simulations to analyze the interaction between simulation components, such as sensor systems, actuators and a model of the vehicle environment as well as the assistance or safety functions under test. This paper presents in particular a method for the analysis and validation of perceptive sensor models generating synthetic sensor data (e.g. Video Camera, RADAR, LIDAR, etc.) in VTD. The simulated perception sensor data is compared to real sensor data in a number of selected scenarios. The process of generating synthetic sensor data with VTD using perception sensor models starts with the recording of a real vehicle test drive in a real world test scenario. GPS trajectory coordinates as well as vehicle state data and perception sensor data are recorded during defined approach and collision scenarios between the ego-vehicle and target objects. In a second step, these data is imported into VTD and synthetic sensor data is generated by feeding the recorded trajectory and vehicle state data through VTD sensor models. In a final step the synthetic sensor data is converted to the same format as the recorded real sensor data. The aim of this conversion step is to evaluate and validate the synthetic data by using the same toolchain as it is done for the real sensor data. The novelty of the method presented in this paper is its reusability for different sensor models, functions and test scenarios and moreover the high level of automation reachable. U1 - 22nd International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationWashington,DC StartDate:20110613 EndDate:20110616 Sponsors:National Highway Traffic Safety Administration KW - Data fusion KW - Driver support systems KW - In vehicle sensors KW - Performance KW - Simulation KW - Validation KW - Vehicle safety KW - Virtual reality UR - http://www-esv.nhtsa.dot.gov/Proceedings/22/isv7/main.htm UR - https://trid.trb.org/view/1361011 ER - TY - CONF AN - 01570134 AU - Belcher, Thomas AU - Terrell, Mark AU - Tylko, Suzanne AU - National Highway Traffic Safety Administration TI - An Assessment of WorldSid 50th Percentile Male Injury Responses to Oblique and Perpendicular Pole Side Impacts PY - 2011 SP - 17p AB - Pole side impact crash tests are in use in regulatory and consumer programs around the world. There is some diversity in the test methods that are applied, including the suitability of available side impact dummies for use in these tests. For the WorldSID 50th percentile adult male dummy, much theoretical discussion has focussed on the likely rib response, including the direction of this response in oblique and perpendicular pole side impacts. With the advent of multi-dimensional rib deflection measurement systems, such as 2D-IRTRACC and “RibEye”, it is possible to investigate this question. This paper reports on a series of six vehicle-to-pole side impact tests conducted using a WorldSID 50th percentile male dummy on the struck side of the vehicle fitted with the “RibEye” measuring system for the abdomen, thorax and shoulder. In addition, a WorldSID 50th percentile male fitted with the conventional IRTRACC system was installed on the non-struck side. Two large Australian made passenger sedans were tested using three different pole side impact methods. The test methods investigated were a perpendicular impact aimed at the head centre of gravity, a perpendicular impact aimed 100 mm forward of the head centre of gravity, and an FMVSS 214 based oblique impact. All tests were conducted with an impact velocity of 32 km/h. Theoretical IRTRACC deflections are calculated from the “RibEye” data. The objective of this study was to evaluate the effect of pole impact angle and alignment on injury risk as predicted by struck and non-struck side WorldSID 50th percentile adult males. Important contributing factors to this response including the vehicle structural response, recorded airbag fire time, and airbag deployment characteristics are also analysed. Both vehicle models selected were fitted with combination head and thorax side airbags, but with different impact sensing systems. The vehicles also represented different generations of structural and airbag development. X and Y axis deflections are analysed in comparison with the calculated IRTRACC values. These show a distinct difference between perpendicular and oblique test configurations, and differences resulting from impact location. An additional factor is airbag deployment, as in some cases airbag entrapment resulted in differences in thorax and head response. Occupant-to-occupant interaction is also analysed, with this contact producing HIC36 results normally associated with a high probability of fatal head injury in five of the six tests conducted. U1 - 22nd International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationWashington,DC StartDate:20110613 EndDate:20110616 Sponsors:National Highway Traffic Safety Administration KW - Crash injury research KW - Dummies KW - Impact tests KW - Injury characteristics KW - Males KW - Occupant kinetics KW - Side air bags KW - Side crashes KW - Test procedures UR - http://www-esv.nhtsa.dot.gov/Proceedings/22/isv7/main.htm UR - https://trid.trb.org/view/1360272 ER - TY - CONF AN - 01570132 AU - Augenstein, Jeffrey AU - Digges, Kennerly AU - Bahouth, George AU - Cui, Xiao AU - Higuchi, K AU - Hiromasa, T AU - St Lawrence, S AU - National Highway Traffic Safety Administration TI - Occupant Injuries in Frontal Crashes by Age, Weight and BMI PY - 2011 SP - 10p AB - The paper used NASS/CDS to examine the distribution of belted front seat occupants exposed to frontal crashes and the resulting injured at the MAIS 3+ severity level. The data was subdivided by occupant weight, BMI, and age. Further subdivisions by gender and crash severity were included. The age effect was most pronounced. Injury risk for all ages increases with delta-V. However, exposure at higher speeds is lower for occupants over 35 years old than for the younger population. Occupants under 35 experience the highest number of injuries in higher speed crashes while injuries to older occupants are more uniformly distributed. About 17% of the occupants with MAIS 3+ injuries were 55 and older and were also in low or moderate severity crashes. The increasing weight and BMI of the US population was also evident in the data. Occupants weighing more than 205 lbs. in higher severity frontal crashes accounted for about 7% of the of the belted front seat occupants with MAIS 3+ injuries. Another 9.5% weighed between 175 and 205 lbs. U1 - 22nd International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationWashington,DC StartDate:20110613 EndDate:20110616 Sponsors:National Highway Traffic Safety Administration KW - Age KW - Crash data KW - Front seat occupants KW - Frontal crashes KW - Human body mass KW - Human body size KW - Injury severity KW - Weight UR - http://www-esv.nhtsa.dot.gov/Proceedings/22/isv7/main.htm UR - https://trid.trb.org/view/1360714 ER - TY - CONF AN - 01570131 AU - Bloch, Byron AU - National Highway Traffic Safety Administration TI - Protecting Occupants in Rollover Crashes: Case Examples and Latest Technologies PY - 2011 SP - 15p AB - NHTSA has documented that rollover accidents account for about 3-percent of all vehicle accident in the United States, yet are responsible for about 30- percent of the deaths, plus thousands of quadriplegics (tetraplegics). The principal mechanisms of injury causation are due to roof crush and occupant ejection. Therefore, stronger roof design is needed to prevent the buckling and crushing down of the roof into the occupants’ “survival space”. And improved side window glazing, such as using laminated glass instead of tempered glass, will help prevent occupant ejection during rollovers, as well as in other impact modes. Using rollover accident case examples and exemplar vehicles, detailed inspections and analysis show how and why the roof structures failed to adequately maintain the passenger compartment “survival space” and how the consequences often caused quadriplegic injuries. The history and technology of roof design shows safer alternative designs that would have made a safety difference. It is clear that Federal Motor Vehicle Safety Standard 216 (FMVSS 216) on Roof Crush Resistance, which is a minimum requirement, has not ensured a reasonably safe roof in rollover accidents. Upgrades are need to ensure stronger roofs, with dynamic rollover testing to evaluate the total system of roof structural integrity, side window glazing, seatbelt restraints, side curtain airbags, and other measures that will help attain the Vision Zero compassionate goal of preventing needless deaths and injuries. U1 - 22nd International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationWashington,DC StartDate:20110613 EndDate:20110616 Sponsors:National Highway Traffic Safety Administration KW - Case studies KW - Crash injuries KW - Crashworthiness KW - Ejection KW - Occupant protection devices KW - Rollover crashes KW - Vehicle design KW - Vehicle roofs UR - http://www-esv.nhtsa.dot.gov/Proceedings/22/isv7/main.htm UR - https://trid.trb.org/view/1360376 ER - TY - CONF AN - 01570130 AU - Unselt, Thomas AU - Mayer, Christian AU - Chin, Estelle AU - Aparicio, Andrés AU - Muñoz, Óscar AU - Ranovona, Maminirina AU - Tsuchida, Jun AU - Winkler, Bernhard AU - National Highway Traffic Safety Administration TI - Assessment of Behavioral Aspects in Integrated Safety Systems (EU FP7 Project Assess) PY - 2011 SP - 14p AB - Integrated vehicle safety systems that combine elements from primary and secondary safety have a high potential to improve vehicle safety due to their ability to influence crash conditions and/or to adapt to these crash conditions. The value of pre-crash sensing systems that employ remote exterior sensors (in combination with on-board sensors) to detect dangerous situations and activate primary and secondary safety devices was clearly shown in projects like TRACE, APROSYS, eIMPACT and SAFETY TECHNOPRO. Joint R&D efforts (e.g. PReVENT, CHAMELEON, SAVE-U) have resulted in Pre-Crash Safety systems that are already on the market or close to market introduction. In previous and current projects, the development of test and evaluation procedures was considered to be merely a secondary objective. So far, no procedures have been developed and implemented. Moreover, all the research into test procedures was based on research systems and not on commercially available systems. Because of the above, a project specifically devoted to the development of assessment procedures is required to enable widespread introduction of integrated vehicle safety systems such as pre-crash sensing systems into the vehicle fleet. The main goal of the ASSESS project [1] is to develop harmonized and standardized assessment procedures and related tools for commercially available pre-crash sensing systems. Procedures will be developed for: driver behavior evaluation; pre-crash system performance evaluation; crash performance evaluation; and socio-economic assessment. This paper will present the activities related to the “driver behavior evaluation”. The objective is to provide a tool box for the specific evaluation of behavioral aspects of pre-crash systems and the contribution of the overall system performance. The paper will include the complete test design: test scenarios, measurements, key performance indicators (objective/subjective data) and questionnaires. In addition, needs of behavioral aspects for “system performance evaluation” in test tracks will be discussed (e.g. driver reaction times). The following aspects will be investigated and taken as a first approach towards assessment criteria: driver reaction for intended system performance (especially for semi-autonomous systems); and validation of driver behavior regarding inadequate system reaction or possible side effects due to a FALSE trigger of the system. In order to carry out the experimental studies in driving simulators (6D moving based) and tests tracks with real vehicles and subjects, a common and harmonized test design, including the complete story book, will be presented. Possibilities and limitations of the methods will be also discussed. This paper summarizes the results corresponding to the stability assistance domain of the European project ASSESS (Assessment of Integrated Vehicle Safety Systems for improved vehicle safety, FP7 – SST 2nd call, grant agreement no. 233942). U1 - 22nd International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationWashington,DC StartDate:20110613 EndDate:20110616 Sponsors:National Highway Traffic Safety Administration KW - Active safety systems KW - Crash avoidance systems KW - Driver vehicle interfaces KW - Human factors KW - Integrated systems KW - Precrash phase KW - Technology assessment KW - Test procedures KW - Vehicle safety UR - http://www-esv.nhtsa.dot.gov/Proceedings/22/isv7/main.htm UR - https://trid.trb.org/view/1361112 ER - TY - CONF AN - 01570129 AU - Van Auken, R M AU - Smith, T A AU - Zellner, J W AU - National Highway Traffic Safety Administration TI - Development of a Probabilistic Skull Fracture Model for a 50th Percentile Adult Male Motorcyclist ATD Headform PY - 2011 SP - 15p AB - The ability to measure and quantify the differences in injuries between helmeted and unhelmeted riders of motorcycles, quadricycles and other small open vehicles as well as injuries to other unhelmeted vulnerable road users such as pedestrians has led to the desire to extend motorcyclist injury assessment methods such as those in ISO 13232 (2005) to include the potential for skull fracture due to head contact forces (e.g., direct impact and crushing type injury mechanisms), in addition to the closed-skull brain injury probability calculations based on head accelerations which are currently in the ISO 13232 Standard (2005). A probabilistic injury model was developed for a 50th percentile adult male by correlating human biomechanical data on skull fractures with cranial vault and facial contact mechanical “work.” This injury model was then transformed into an “equivalent work” model applicable to Motorcyclist Anthropometric Test Device (MATD) headform contact forces based on the series of assumptions listed. The biomechanical data comprised 64 cases involving temporoparietal region, maxilla and zygoma fractures as reported in Nahum et al. (1968) and Schneider and Nahum (1972). Laboratory tests were also conducted to measure the MATD contact forces during impact conditions that replicated those of the human cadaver tests reported in the scientific literature. The results demonstrated that the MATD headform contact forces can be measured and used to estimate the probabilities of an AIS 1, 2, 3, and 4 human cadaver face or vault fracture. The AIS probabilities generated from MATD testing were in substantial agreement with the scientific literature. Since the proposed skull fracture criteria are closely related to the forces acting on the skull that can result in bone fracture, rather than indirect measurements of these forces such as head acceleration, it is better suited for predicting skull fractures in some types of injury mechanisms (e.g., crushing type injury mechanisms) that may result in high contact forces but low resultant head accelerations. The resulting injury criteria for a 50th percentile adult male can be used to assess the probabilities of an AIS 2, 3, and 4 vault or AIS 1, 3, and 4 facial fracture resulting from unhelmeted head contact forces, using specialized test sensors and methods or calibrated ISO 13232 type computer simulations. The criteria are well suited for evaluating skull fracture injuries resulting from head contact forces and are complementary to existing head acceleration based injury criteria for closed skull brain injuries that are currently in the Standard. Limitations of the injury criteria are the relatively small number of available biomechanical data and the series of assumptions made. In addition, for potential use in crash tests, an ATD headform with specialized force sensors would also be needed to measure head contact forces in crash tests. The resulting probabilistic injury criteria provide a useful tool to assess the change in injury risks and benefits of potential protective devices for unhelmeted motorcycle and quadricycle riders, as well as pedestrians, using ISO 13232 type computer simulation methods. U1 - 22nd International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationWashington,DC StartDate:20110613 EndDate:20110616 Sponsors:National Highway Traffic Safety Administration KW - Dummies KW - Headforms KW - Injury characteristics KW - Males KW - Motorcycle crashes KW - Motorcyclists KW - Skull fractures KW - Vulnerable road users UR - http://www-esv.nhtsa.dot.gov/Proceedings/22/isv7/main.htm UR - https://trid.trb.org/view/1360212 ER - TY - CONF AN - 01570127 AU - Dix, Jeff AU - Sagawa, Koichi AU - Sahare, Lalitkumar AU - Hammoud, Selim AU - Cardinali, Alex AU - Fulk, Daniel AU - Mitchell, Abe AU - National Highway Traffic Safety Administration TI - A Study of Occupant Ejection Mitigation PY - 2011 SP - 12p AB - The National Highway Traffic Safety Administration (NHTSA) has identified ejection mitigation as a top priority, issuing a notice of proposed ruling making (NPRM) for FMVSS 226, Ejection Mitigation, in December of 2009. The NPRM proposed a linear impact test that uses a featureless head-form with a mass of 18 kg to impact a vehicle’s side windows’ daylight opening at various positions. The test measures the excursion of the head-form beyond the plane of the window glazing. The intention is to evaluate the ability of a vehicle’s ejection mitigation system, such as the curtain airbag or other vehicle features, to manage the impactor energy and limit excursion. The NPRM consists of two tests conducted 1.5 and six seconds after the ejection mitigation countermeasure is deployed at impactor speeds of 24 km/h (400 Joules) and 16 km/h (178 Joules) respectively. In January of 2011, the agency issued a final rule for FMVSS 226 revising the impact speed for the higher speed test from 24 km/h to 20 km/h, thus reducing the energy to 280 Joules. This paper will present the results of a case study using computer modeling to understand the roles of the seatbelts and curtain airbags in mitigating ejections, as well as studying a representative energy level that can be employed for evaluating ejection mitigation systems considering both rollover and side impact crashes. The results of the computer modeling will be compared with the energy levels outlined in the NPRM and final rule for FMVSS 226. Furthermore, the authors will also present the results of a parameter study in which the stiffness of a curtain airbag is optimized to balance the requirements of ejection mitigation with the injury prevention targeted by other side impact regulation such as FMVSS 214: Side Impact Protection. U1 - 22nd International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationWashington,DC StartDate:20110613 EndDate:20110616 Sponsors:National Highway Traffic Safety Administration KW - Case studies KW - Curtain air bags KW - Ejection KW - Occupant kinetics KW - Occupant protection devices KW - Rollover crashes KW - Seat belts KW - Side air bags KW - Side crashes KW - Vehicle safety UR - http://www-esv.nhtsa.dot.gov/Proceedings/22/isv7/main.htm UR - https://trid.trb.org/view/1360377 ER - TY - CONF AN - 01570126 AU - Jakobsson, Lotta AU - Bohman, Katarina AU - Andersson, Marianne AU - Stockman, Isabelle AU - Boström, Ola AU - Svensson, Mats AU - Svanberg, Henrik AU - Wimmerstedt, Maria AU - Arbogast, Kristy B AU - National Highway Traffic Safety Administration TI - Rear Seat Safety in Frontal to Side Impacts - Focusing on Occupants from 3yrs to Small Adults PY - 2011 SP - 10p AB - This study presents a broad comprehensive research effort that combines expertise from industry and academia and uses various methodologies with applied research directed towards countermeasures. The project includes real world crash data analysis, real world driving studies and crash testing and simulations, aiming at enhancing the safety of forward facing child occupants (aged 3y to small adults) in the rear seat during frontal to side impacts. The real world crash data analyses of properly restrained children originate from European as well as US data. Frontal and side impact crash tests are analyzed using different sizes of crash test dummies in different sitting postures. Side impact parameter studies using FE-models are run. The sitting posture and behavior of 12 children are monitored while riding in the rear seat. Also, the body kinematics and belt position during actual braking and turning maneuvers are studied for 16 rear seat child occupants and for various child dummies. Real world crash data indicates that several of the injured children in frontal impacts, despite being properly restrained, impacted the vehicle interior structure with their head/face resulting in serious injury. This was attributed to oblique crashes, pre-crash vehicle maneuvers or high crash severity. Crash tests confirm the importance of proper initial belt-fit for best protection. The crash tests also highlight the difficulty in obtaining the real world kinematics and head impact locations using existing crash test dummies and test procedures. The side impact parameter studies indicate that the vehicle’s occupant protection systems, such as airbags and seat belt pretensioners, play an important role in protecting children as well. The results from the on-road driving studies illustrate the variation of sitting postures during riding in the rear seat giving valuable input to the effects of the restraint systems and to how representative the standardized dummy seating positioning procedures are. The results from the maneuver driving studies illustrate the importance of understanding the kinematics of a child relative to the seat belt in a real world maneuver situation. Real world safety of rear seat occupants, especially children, involves evaluation of protection beyond standard crash testing scenarios in frontal and side impact conditions. This project explores the complete context of rear seat protection in impact situations ranging from front to side and directions in between highlighting the importance of pre-crash posture and behavior. This research project at SAFER (Vehicle and Traffic Safety Centre at Chalmers), where researchers from the industry and universities cooperate with the aim to further improve safety for children (from 3y) to small adults in the rear seat, speeds up the process to safety implementation due to the interaction between academic and industrial researchers. U1 - 22nd International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationWashington,DC StartDate:20110613 EndDate:20110616 Sponsors:National Highway Traffic Safety Administration KW - Children KW - Frontal crashes KW - Human body size KW - Injury causes KW - Occupant protection devices KW - Occupant vehicle interface KW - Rear seat occupants KW - Side crashes KW - Vehicle safety UR - http://www-esv.nhtsa.dot.gov/Proceedings/22/isv7/main.htm UR - https://trid.trb.org/view/1360712 ER - TY - CONF AN - 01570125 AU - Bull, Michael AU - National Highway Traffic Safety Administration TI - Mass Reduction Performance of PEV and PHEV Vehicles PY - 2011 SP - 8p AB - Within the context of the U.S. government’s recent announcement on fuel economy standards for 2017 to 2025 model year vehicles, automakers are looking to next generation hybrids, plug-in electrics and even fuel cells. When looking at these next generation vehicles, weight reduction technology cannot be overlooked. Complementing vehicle advances, lightweighting produces vehicles that are more efficient, achieve better fuel economy and produce fewer emissions. Proven in strength and safety, aluminum offers automakers the key to vehicle weight reduction. Research findings pertaining to the impact of weight reduction through lightweight materials on plug-in electric and hybrid vehicle performance, show that opting for aluminum bodies over steel can save on battery needs and the associated higher costs, since lighter vehicles require less battery power (batteries being a significant cost barrier). Greater use of aluminum can help speed the transition to greener and cleaner vehicles. Areas of focus: (1) Electric vehicles (EV) or plug-in hybrid electric vehicles (PHEV) as a unique class of vehicle(s) in that they contain a relatively small amount of stored energy, and as such are great candidates for lightweighting; (2) The role of vehicle, battery and powertrain mass, as well as drive cycle on range and performance; (3) Potential cost-savings by upgrading from traditional steel to an advanced aluminum body structure due to lower energy requirements to move lighter vehicles; and (4) The function of vehicle mass and its influence on energy recovered during regenerative braking. Key Findings: (1) A savings of up to $3,000 can be reached by reducing electric vehicle structure weight by 10 percent with aluminum; (2) Using aluminum in select automotive components could reduce vehicle weight safely by as much as an additional 40 percent over today’s vehicles; (3) An additional 525 pounds (including primary and secondary weight) safely could be taken out of a vehicle by 2020, which would result in saving 2.7 MPG, a nearly 10% fuel economy improvement; and (4) Reducing vehicle weight will be vital to improving fuel economy and cutting carbon emissions. Not all cars will or should be made of aluminum (though some are, and more will be); however, it is clear that aluminum components will continue to provide vehicles that are safe for consumers and the environment. U1 - 22nd International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationWashington,DC StartDate:20110613 EndDate:20110616 Sponsors:National Highway Traffic Safety Administration KW - Aluminum KW - Automotive materials KW - Electric vehicles KW - Energy consumption KW - Lightweight materials KW - Plug-in hybrid vehicles KW - Vehicle performance KW - Vehicle weight UR - http://www-esv.nhtsa.dot.gov/Proceedings/22/isv7/main.htm UR - https://trid.trb.org/view/1360474 ER - TY - CONF AN - 01570123 AU - Paine, Michael AU - Paine, David AU - Ellway, James AU - Newland, Craig AU - Worden, Stuart AU - National Highway Traffic Safety Administration TI - Safety Precautions and Assessments for Crashes Involving Electric Vehicles PY - 2011 SP - 7p AB - Fully electric vehicles are being introduced to the passenger car market in addition to the already popular hybrid vehicles. There are existing and proposed standards for the design of these vehicles to reduce the risk of occupants and rescue personnel being exposed to hazards such as corrosive chemicals, toxic fumes, fire and electric shock in the event of a crash. Some manufacturers are understood to be working with rescue organisations to develop appropriate procedures for dealing with these crashes. New Car Assessment Programs (NCAPs) have subjected several petrol-electric hybrid vehicles to the 64km/h frontal offset crash test, 50km/h barrier side impact test and the 29km/h side pole test. No problems with the electrical systems or batteries were encountered. These tests have generally involved vehicles with lead-acid or NiMH batteries. Lithium-ion batteries are becoming popular and these might introduce different hazards for crash-test and rescue personnel. In October 2010 a research crash test of an electric car with a Lithium-ion battery was conducted by Australasian NCAP and Japan NCAP. Additionally, Euro NCAP has also assessed a number of vehicles powered by Li-ion batteries. This paper reviews the safety hazards and outcomes associated with those tests and provides draft advice for crash test and rescue organisations. U1 - 22nd International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationWashington,DC StartDate:20110613 EndDate:20110616 Sponsors:National Highway Traffic Safety Administration KW - Crashworthiness KW - Electric vehicles KW - Hazards and emergency operations KW - Hybrid vehicles KW - Impact tests KW - Lithium batteries KW - Storage batteries KW - Vehicle safety KW - Vehicle tests UR - http://www-esv.nhtsa.dot.gov/Proceedings/22/isv7/main.htm UR - https://trid.trb.org/view/1360459 ER - TY - CONF AN - 01570122 AU - Bendjellal, Farid AU - Scicluna, Godfrey AU - Frank, Richard AU - Grohspietsch, Michael AU - Whiteway, Andy AU - Flood, William AU - Marsilio, Ron AU - National Highway Traffic Safety Administration TI - Applying Side Impact Cushion Technology to Child Restraint Systems PY - 2011 SP - 8p AB - Side impact was and is still a challenge in automotive safety. In the real world 1 out of 4 crashes are side impacts. According to an NHTSA investigation involving accidents with 28 children, direct contacts with vehicle interior are responsible for 45 % of injuries. The majority of the observed injuries were to the head. Therefore when considering children restrained in child seats, the key safety objective is: Provide energy absorption for the whole body and avoid head contact, with for instance the intruding door. To reach this objective countermeasures have to be developed in terms of child restraint construction. A project aiming at developing side impact countermeasures was launched at Britax some years ago. System basic requirements were: 1) Anticipate child seat to door contact, and 2) Absorb as much as energy possible “outside” the occupant zone. Another aspect of the specification was to ensure it is transposable to different testing environments or regulations. This paper deals with applications aiming at implementing side air cushion technology to child restraint systems. The first part summarizes some development efforts to improve head containment on a booster seat. The second part deals with the technology basics as well as its application to a US-type convertible seat and to an EU-type booster seat. In the absence of established regulatory test procedure, internal methods were developed. These methods are described in the paper; they are based on deceleration sled system and a fixed door. Anthropomorphic Test Devices (ATDs) used were the 3year old Hybrid III and Q3. An additional method corresponding to the EU Draft Regulation –moving sled, fixed door - was also used. The third part of the paper discusses the performance of the side air cushion. Performance was judged utilizing measurements of head, chest and pelvic accelerations and neck loads in the case of the Q3. In both test configurations the side air cushion allowed to reduce significantly dummy responses. The findings, as detailed in the paper, allow considering the side air cushion approach as a viable and tangible countermeasure to address the challenges posed by side impact. U1 - 22nd International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationWashington,DC StartDate:20110613 EndDate:20110616 Sponsors:National Highway Traffic Safety Administration KW - Child restraint systems KW - Crash injuries KW - Cushioning materials KW - Energy absorption KW - Occupant vehicle interface KW - Side air bags KW - Side crashes KW - Vehicle safety UR - http://www-esv.nhtsa.dot.gov/Proceedings/22/isv7/main.htm UR - https://trid.trb.org/view/1360667 ER - TY - CONF AN - 01570121 AU - Rupp, Jonathan D AU - Miller, Carl S AU - Reed, Matthew P AU - Klinich, Kathleen D AU - Schneider, Lawrence W AU - National Highway Traffic Safety Administration TI - Comparison of WorldSID and Cadaver Responses in Low-Speed and High-Speed in Nearside Impact PY - 2011 SP - 10p AB - A series of lateral impact tests was performed in which the WorldSID midsize-male crash-test dummy was struck with a segmented padded impactor that separately loaded the thorax, abdomen, iliac wing, greater trochanter, and mid thigh. Tests were conducted using 8 m/s and 3 m/s initial impact velocities with velocity histories that mimic those produced in staged side-impact tests. A 5.1-cm abdomen offset was used to produce similar loading conditions as were used in a recently reported set of side-impact tests performed using seven male cadavers. WorldSID thorax, abdomen, iliac crest, pelvis, and mid thigh forces, internal/external deflections, and pelvis accelerations were compared to ±1SD corridors developed from the 3-m/s and 8-m/s cadaver responses. Results of these comparisons indicate that the WorldSID abdomen produces impact forces that are higher than the associated cadaver response corridor and external deflections that are lower than the associated response corridor for both the 3 m/s and 8 m/s loading conditions, suggesting that the abdomen rib stiffness should be reduced. Greater-trochanter and iliac-wing forces in 3-m/s tests were within, or slightly above, response corridors while these same measurements were substantially above response corridors for the 8-m/s tests. Lateral accelerations of the pelvis in the 3-m/s tests were slightly above target response corridors while lateral pelvic accelerations in the 8-m/s tests were within target response corridors. The combination of these results suggest that the WorldSID pelvis is too stiff and has too much tightly coupled mass. U1 - 22nd International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationWashington,DC StartDate:20110613 EndDate:20110616 Sponsors:National Highway Traffic Safety Administration KW - Cadavers KW - Crash injury research KW - Crash victim simulation KW - Dummies KW - Impact tests KW - Injury characteristics KW - Occupant kinetics KW - Side crashes UR - http://www-esv.nhtsa.dot.gov/Proceedings/22/isv7/main.htm UR - https://trid.trb.org/view/1360496 ER - TY - CONF AN - 01570120 AU - Iwamoto, Masami AU - Nakahira, Yuko AU - Sugiyama, Takahiko AU - National Highway Traffic Safety Administration TI - Investigation of Pre-Impact Bracing Effects for Injury Outcome Using an Active Human FE Model with 3D Geometry of Muscles PY - 2011 SP - 15p AB - Accident data analyses conducted at the Institute for Traffic Accident Research and Data Analysis (ITARDA) in Japan reported that over 60% of drivers who faced unavoidable crash situations made evasive maneuvers on braking and steering in 2007. In such emergency cases, drivers also might brace their body with their muscle activity to prepare the upcoming impacts. Their muscle activity would not only generate muscular forces but also change muscular stiffness and mechanical properties of their articulated joints. Therefore, occupant behaviors during impacts could be different from those observed in dummy tests and cadaver tests. In this study, the authors developed an active human finite element (FE) model with 3D geometry of muscles. The muscle was modeled as a hybrid model by combination of bar elements with active muscle properties and solid elements with passive muscle properties. The bar elements were modeled with a Hill type muscle model to generate muscular force according to inputted activation levels. The solid elements were modeled with a rubber-like material model to simulate 3D geometry of individual muscles and non-linear passive properties. This combined muscle model was validated against human volunteer test data and reproduced increase of muscular stiffness with increase of muscle activation level as observed in the tests. A volunteer test with one healthy male subject was conducted to obtain physiological information in a bracing situation with braking under his informed consent based on the Helsinki Declaration. In this test, the subject was asked to push his right foot on a brake pedal and his hands on a steering with his maximal voluntary force in the test apparatus fixed on the laboratory. Besides three reaction forces of a brake pedal, a steering, and rigid flat seats, the posture, pressure distribution on the seats, and 24 surface EMG (Electromyography) signals during his braking motion were measured in this test. His maximal braking force was reached to 750N and was well matched to previously reported values for emergency braking situation. The authors performed simulations using the active human model to reproduce the bracing condition. In the simulations, the activation levels of 24 muscles obtained from the EMG data were directly inputted to the corresponding muscles of the active human model and those of the other muscles were estimated to reproduce the reaction forces. After reconstructing the reaction forces for the braced volunteer, the authors performed frontal impact simulations to compare occupant behavior and injury outcome in an active human body with those in a cadaveric human body. The simulation results showed significant differences between both human bodies. Different from the cadaveric human body, the active human body could have less injury risks in the thorax and more in extremities. These injury outcomes correspond to those previously reported in comparison between real-world accidents and laboratory cadaver sled tests. Although the active human model has some limitations on accuracy of estimation of muscular activation levels due to lack of consideration for muscular reflex and posture stabilization, it could have possibility to evaluate injury outcome in real-world accidents. U1 - 22nd International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationWashington,DC StartDate:20110613 EndDate:20110616 Sponsors:National Highway Traffic Safety Administration KW - Crash injury research KW - Finite element method KW - Injury characteristics KW - Muscles KW - Occupant kinetics KW - Posture KW - Precrash phase UR - http://www-esv.nhtsa.dot.gov/Proceedings/22/isv7/main.htm UR - https://trid.trb.org/view/1360237 ER - TY - CONF AN - 01570119 AU - Lesemann, Micha AU - Zlocki, Adrian AU - Dalmau, Josep Maria AU - Vesco, Mauro AU - Hjort, Mattias AU - Isasi, Lucía AU - Eriksson, Henrik AU - Jacobson, Jan AU - Nordström, Lars AU - Westhoff, Daniel AU - National Highway Traffic Safety Administration TI - A Test Programme for Active Vehicle Safety - Detailed Discussion of the eVALUE Testing Protocols for Longitudinal and Stability Functionality PY - 2011 SP - 10p AB - Active safety functions are massively implemented into new vehicle generations and offer a high potential in decreasing road accidents. While testing and rating of passive vehicle safety are based on established and accepted methods and programmes, no test programme is available for active vehicle safety today. Thus, it is difficult to assess the performance of those functions for industry, legislation and further stakeholders. In particular, the end customer cannot judge active safety of different vehicles based on easy-to-understand ratings as they are offered by different NCAP programmes for passive safety. In the authors' opinion, this leads to a relatively low awareness of active safety functions and hinders a higher market penetration. From January 2008 until December 2010, the European research project eVALUE has been working on objective testing and evaluation methods for active safety functions. According to investigated statistics and databases, critical and accident-prone driving situations have been identified that represent the majority of accidents, where active safety functions can come into effect. The methods are mainly based on physical testing of the full vehicle and do not take into account the influence of a single function, but rather the response of the vehicle as such. Intensive physical testing and application of the test protocols was performed in order to validate and improve the methods proposed by the consortium. Another important topic concerns indicators, which show potential to assess the safety benefit by different active safety functions. Here, a major challenge was given by the lack of required input data, i.e. detailed accident statistics. A first set of indicators has been identified and proposed by the project consortium for further investigation. The proposed new and highly needed test programme allows a first assessment of the overall safety performance potential of a vehicle with respect to active safety. However, the eVALUE consortium only defined the test methods while thresholds for specific indicator values and the derivation of final quantitative overall test results are not specified. This is left to the competence of every institution adopting the test methods and actually applying them in order to assess different vehicles. The authors believe that results gained from the programme will increase the public awareness for active safety functions and foster the development within the industry. However, the project partners also identified and expressed additional research need beyond the scope of the project, e.g. regarding accident statistics and driver behaviour models. U1 - 22nd International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationWashington,DC StartDate:20110613 EndDate:20110616 Sponsors:National Highway Traffic Safety Administration KW - Active safety systems KW - Directional stability KW - Longitudinal control KW - Performance measurement KW - Technology assessment KW - Test procedures KW - Vehicle performance KW - Vehicle safety KW - Vehicle tests UR - http://www-esv.nhtsa.dot.gov/Proceedings/22/isv7/main.htm UR - https://trid.trb.org/view/1360789 ER - TY - CONF AN - 01570118 AU - Hu, Jia AU - Wang, Dazhi AU - Mellor, Michael AU - Chen, Guoqiang AU - Wang, Dayong AU - Li, Zheng AU - Wang, Yongguang AU - Su, Xing AU - Ma, Jianyong AU - Tang, Xiaodong AU - National Highway Traffic Safety Administration TI - Safety Performance Comparisons of Different Types of Child Seats in High Speed Impact Tests PY - 2011 SP - 12p AB - Child occupant safety has been evaluated in the European New Car Assessment Program (Euro NCAP) since 2003. Now child protection is being given more and more attention by car manufacturers. To keep up with global developments, China NCAP (CNCAP) has also started conducting child occupant safety assessment in high speed impact tests from Jan. 2010. SAIC Motor company has carried out a series of CNCAP and Euro NCAP tests using several brands of CRSs: 50kph full frontal rigid barrier (FRB) tests, 64kph offset deformable barrier (ODB) tests, and 50kph moving deformable barrier (MDB) side impact tests. In this paper, safety performance of different types of CRSs were compared on the basis of the test results. Child dummy kinematics and responses were influenced by both the vehicle crash pulse and the safety performance of the CRS itself. The injury assessment values for P3 on the barrier overlap side in the 64kph ODB tests were generally lower than those in the 50kph FRB tests. In front impact tests, the vehicle crash pulse had much more influence on the head acceleration than the chest acceleration, while the chest acceleration was more dependent on the CRS internal restraint system. In the side impact test, the P1.5 head of the struck side was contained within the boundary of the CRS shell during the entire crash event. The head accelerations for both P1.5 and P3 dummies in the side impact test were all much better than the threshold value indicated for better performance in Euro NCAP testing. U1 - 22nd International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationWashington,DC StartDate:20110613 EndDate:20110616 Sponsors:National Highway Traffic Safety Administration KW - Child restraint systems KW - China KW - Crash injury research KW - Crashworthiness KW - Dummies KW - Impact tests KW - Performance tests UR - http://www-esv.nhtsa.dot.gov/Proceedings/22/isv7/main.htm UR - https://trid.trb.org/view/1360624 ER - TY - CONF AN - 01570117 AU - Schittenhelm, Helmut AU - National Highway Traffic Safety Administration TI - Driver Assistance Systems in Oncoming Traffic Situations PY - 2011 SP - 11p AB - In Germany, every fourth fatal road traffic accident takes place in situations with oncoming traffic. Two out of three fatal accidents occur on two-lane rural roads. Overtaking maneuvers and loss-of-control situations are responsible for many of these accidents and they usually result in serious injuries or fatalities. This paper (1) analyzes the basic accident mechanisms in oncoming traffic collisions; (2) focuses on human error that leads to the collisions; (3) deduces target requirements for assistance systems; and (4) addresses safety benefits in terms of mitigating the severity of injury of occupants and vehicle damage of those involved. This paper presents the results of a driving simulator study that describes basic driver behavior in these situations. The paper also describes different variants of assistance systems that address these drivers behavior effectively by acoustic warnings. U1 - 22nd International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationWashington,DC StartDate:20110613 EndDate:20110616 Sponsors:National Highway Traffic Safety Administration KW - Audible warning devices in vehicles KW - Driver performance KW - Driver support systems KW - Germany KW - Human factors in crashes KW - Passing KW - Rural highways KW - Two lane highways UR - http://www-esv.nhtsa.dot.gov/Proceedings/22/isv7/main.htm UR - https://trid.trb.org/view/1361274 ER - TY - CONF AN - 01570116 AU - Sakurai, Toshiaki AU - Oikawa, Seira AU - National Highway Traffic Safety Administration TI - The Development of Equipment to Detect Alcohol in the Human Body PY - 2011 SP - 5p AB - This paper describes the development of equipment to detect alcohol in the human body. When drivers want to switch the engine on by the ignition-key, the equipment judges whether or not they have drunk alcohol. The theorem of the equipment to detect is based on the electrodermal activity. The comparison between the method and two kinds of equipment of breath alcohol detections on the market is performed. Their equipment has shown the higher level just after drinking alcohol, but they reveal lower levels when time has passed of drivers who were drunk. On the other hand, the method shows the same events of the values and questionnaires of volunteers. U1 - 22nd International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationWashington,DC StartDate:20110613 EndDate:20110616 Sponsors:National Highway Traffic Safety Administration KW - Alcohol ignition interlock devices KW - Alcohol tests KW - Alcohol use KW - Blood alcohol levels KW - Detectors KW - Driver monitoring KW - Drunk drivers UR - http://www-esv.nhtsa.dot.gov/Proceedings/22/isv7/main.htm UR - https://trid.trb.org/view/1361266 ER - TY - CONF AN - 01570114 AU - LeBlanc, David J AU - Sayer, James R AU - Bao, Shan AU - Bogard, Scott AU - Buonarosa, Mary Lynn AU - Blankespoor, Adam AU - Funkhouser, Dillon AU - National Highway Traffic Safety Administration TI - Driver Acceptance and Behavioral Changes with an Integrated Crash Warning System: Key Findings from the IVBSS FOT PY - 2011 SP - 10p AB - The Integrated Vehicle-Based Safety System Field Operational Test (IVBSS FOT) was conducted to develop and evaluate an integrated system of crash warning technologies. A field operational test was conducted with prototype integrated crash warning systems onboard both passenger vehicles and heavy trucks. The evaluation reported here focused on driver acceptance of the integrated system, as well as identifying changes in driver behavior associated with the system. The integrated system was designed to address rear-end, lateral drift, and lane-change/merge crashes. The light vehicle system also addressed curve speed crashes. One hundred and eight light vehicle drivers and 18 professional heavy truck drivers were recruited for the field operational test. The passenger car drivers used a prototype vehicle as their own personal vehicle. The commercial drivers used the heavy truck as part of their daily work. A data acquisition system captured onboard data, and analyses were conducted on driver performance and secondary task behaviors. Subjective feedback from questionnaires, debrief interviews, and focus groups were also analyzed. Drivers on both vehicle platforms were largely accepting of these systems. Several behaviors were observed to be influenced by the presence of these systems; other behaviors were unaffected. U1 - 22nd International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationWashington,DC StartDate:20110613 EndDate:20110616 Sponsors:National Highway Traffic Safety Administration KW - Acceptance KW - Crash avoidance systems KW - Driver performance KW - Driver vehicle interfaces KW - Human factors KW - Integrated systems KW - Vehicle safety KW - Warning devices UR - http://www-esv.nhtsa.dot.gov/Proceedings/22/isv7/main.htm UR - https://trid.trb.org/view/1360847 ER - TY - CONF AN - 01570112 AU - Kullgren, Anders AU - Lie, Anders AU - Strandroth, Johan AU - Rizzi, Matteo AU - Tingvall, Claes AU - National Highway Traffic Safety Administration TI - The Importance of Age for Injury Severity Among Car Drivers and Pedestrians PY - 2011 SP - 5p AB - The risk of injury is known to be related to age. The elderly population has a far higher risk of both serious injury and fatality, for a given severity of impact. While this is known, it is not always used for the understanding of the options for injury prevention that is available or could be developed. In the present study, the risk of in particular pedestrian injuries and fatalities were related to age. It was found, that the risk for older pedestrians is far higher than for younger, risk ratios of over 10 for the oldest age group were recorded. At the same time, the majority of fatalities for pedestrians in Sweden occurred in 50 km/h zones. In conclusion, the combination of the very high risks for elderly pedestrians and the occurrence of many of the deaths in speed zones of 50 km/h indicate that prevention techniques related to the vehicle would be very effective. Such techniques are both more friendly fronts of cars as well as emergency braking systems. At the same time, modifications to the speed management might be very useful since small changes of impact energy changes the risk of fatality substantially. U1 - 22nd International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationWashington,DC StartDate:20110613 EndDate:20110616 Sponsors:National Highway Traffic Safety Administration KW - Aged KW - Fatalities KW - Injury causes KW - Injury severity KW - Pedestrian-vehicle crashes KW - Sweden KW - Traffic crash victims UR - http://www-esv.nhtsa.dot.gov/Proceedings/22/isv7/main.htm UR - https://trid.trb.org/view/1360710 ER - TY - CONF AN - 01570109 AU - Ridella, Stephen A AU - Parent, Daniel P AU - National Highway Traffic Safety Administration TI - Modifications to Improve the Durability, Usability and Biofidelity of the THOR-NT Dummy PY - 2011 SP - 12p AB - A series of modifications were completed to improve the durability, usability and biofidelity of the THOR-NT (THOR) frontal crash dummy. There has been growing interest in the safety community to develop a frontal crash dummy that is more sensitive to new restraint systems and more kinematically biofidelic in crash conditions with lateral components, such as narrow-offset or small-overlap impacts. As the THOR had been developed with these goals in mind, it was determined that enhancements were needed to improve the response of the THOR dummy while taking advantage of newer biomechanical data to enhance the design. So called “mod kits” were designed to make changes to the head/neck, thorax, abdomen, and knee/femur/pelvis of the dummy. This paper describes the mod kits and the resulting improvements of the THOR dummy response. Specifically, head changes were focused on improving vibration response, while neck changes included improvements to assembly and disassembly as well as improved tension response. Thoracic changes included creating new clavicle load cells and improving the thoracic deflection instrumentation. Enhancements to the abdomen involved removing redundant upper abdomen instrumentation and improving the lower abdomen displacement instrumentation. The pelvis and pelvis skin were completely changed to improve geometry and fit as well as adding enhanced load cells to the anterior-superior iliac spines. Finally, the KTH (Knee-Thigh-Hip) complexes were completely rebuilt to accommodate more deflection and meet recently established biofidelic response corridors under vehicle impact conditions. This paper will describe the efforts that went into the creation of each of the mod kits completed for the THOR dummy. The rationale, process and results of the mod kits will be explained. U1 - 22nd International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationWashington,DC StartDate:20110613 EndDate:20110616 Sponsors:National Highway Traffic Safety Administration KW - Anthropometry KW - Biophysics KW - Crash injury research KW - Crash victim simulation KW - Dummies KW - Durability KW - Frontal crashes KW - Occupant kinetics UR - http://www-esv.nhtsa.dot.gov/Proceedings/22/isv7/main.htm UR - https://trid.trb.org/view/1360501 ER - TY - CONF AN - 01570108 AU - Cho, Wanki AU - Heo, Hyundong AU - Yi, Kyongsu AU - Moon, Seungwuk AU - Lee, Chankyu AU - National Highway Traffic Safety Administration TI - Design and Evaluation of an Integrated Vehicle Safety System for Longitudinal Safety and Lateral Stability PY - 2011 SP - 9p AB - This paper describes the design and evaluation of an integrated control strategy for longitudinal safety and lateral stability. The objective of the integrated control strategy is to optimally coordinate independent brake inputs for longitudinal collision-safety and lateral stability in various driving situations such as lane change with braking and circular turning with braking, etc. The proposed integrated vehicle safety system is applied to the vehicle equipped with Smart Cruise Control (SCC)/Collision Avoidance (CA) and Vehicle Stability Control (VSC). The proposed control system consists of a supervisor, control algorithms, and a coordinator. The proposed system has three control modes which are normal driving, integrated safety I, and integrated safety II. According to the corresponding control mode, the longitudinal and lateral control algorithms calculate the desired motion of the subject vehicle. Based on the desired longitudinal force and the desired yaw moment, the coordinator determines the throttle angle and the brake pressures by using optimal distribution. Closed-loop simulations with the driver-vehicle-controller system are conducted to investigate the performance of the proposed integrated vehicle safety system. Finally, the proposed control system was also implemented in a sport utility vehicle and tested in several driving situations. U1 - 22nd International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationWashington,DC StartDate:20110613 EndDate:20110616 Sponsors:National Highway Traffic Safety Administration KW - Active safety systems KW - Braking KW - Directional stability KW - Integrated systems KW - Longitudinal control KW - Vehicle performance KW - Vehicle safety UR - http://www-esv.nhtsa.dot.gov/Proceedings/22/isv7/main.htm UR - https://trid.trb.org/view/1360913 ER - TY - CONF AN - 01570106 AU - Praxl, Norbert AU - National Highway Traffic Safety Administration TI - How Reliable Are Injury Risk Curves? PY - 2011 SP - 9p AB - Injury risk curves are the basis for assessing automotive occupant safety. They are used in regulation, consumer test ratings, safety system design, and for the evaluation of the effectiveness of safety systems. Therefore, an injury risk curve should be accurate and credible. But how reliable is the risk prediction of an injury risk curve? The objective of this study was to identify and illustrate factors influencing the reliability of injury risk curves. Thereby, highlight the need for a more thoughtful construction and use of injury risk curves as well as the need for additional statistical measures when publishing injury risk curves. The results of this study will lead to a better understanding of injury risk curves and can also be used for a better design of experiments in biomechanical testing. Four factors affecting the reliability of injury risk predictions were evaluated exemplarily in this study: 1) The sampling, i.e. the uncertainty due to statistical inference from a sample on the population; 2) The censoring of data, i.e. the uncertainty introduced by the imprecision of the tolerance limit determination; 3) The test severities, i.e. the uncertainty in injury risk prediction as a result of test severities used in the biomechanical tests; 4) The statistical model, i.e. the bias introduced by the method used to calculate the injury risk curve. Although all of the findings presented can be explained by statistical theory, this paper demonstrates the effects of different factors on the reliability of injury risk curves in a visual manner. Statistical simulation is used to replicate biomechanical testing and injury risk curve construction. The statistical simulations comprise several steps including the definition of a distribution of the biomechanical tolerance limit in the population, the sampling and biomechanical testing of specimens as well as the construction of the injury risk curve. The statistical simulations clearly illustrate the effect of the sample size and data censoring on the uncertainty of injury risk curves. It can be concluded that the interpretation of an injury risk curve without a proper measure of confidence is meaningless. Exact data of the biomechanical tolerance limit improve the reliability of the injury risk curve – however only with the use of an appropriate statistical method. The range of criterion values used in the injury risk curve construction systematically affects the shape and reliability of the curve. Biomechanical tests should be done over a wide range of test severities in order to avoid bias in the risk estimation. It is demonstrated that the use of an unsuitable - nevertheless widely used - statistical method for constructing the injury risk curve can lead to unrealistic injury risk predictions. U1 - 22nd International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationWashington,DC StartDate:20110613 EndDate:20110616 Sponsors:National Highway Traffic Safety Administration KW - Crash injury research KW - Injury rates KW - Mathematical prediction KW - Reliability (Statistics) KW - Risk analysis KW - Statistical analysis KW - Uncertainty KW - Vehicle safety UR - http://www-esv.nhtsa.dot.gov/Proceedings/22/isv7/main.htm UR - https://trid.trb.org/view/1360204 ER - TY - CONF AN - 01570105 AU - Eckert, Alfred AU - Hartmann, Bernd AU - Sevenich, Martin AU - Rieth, Peter E AU - National Highway Traffic Safety Administration TI - Emergency Steer & Brake Assist - A Systematic Approach for System Integration of Two Complementary Driver Assistance Systems PY - 2011 SP - 9p AB - Advanced Driver Assistance Systems (ADAS) assist the driver during the driving task to improve the driving comfort and therefore indirectly traffic safety, ACC (Adaptive Cruise Control) is a typical example for a “Comfort ADAS” system. “Safety ADAS” directly target the improvement of safety, such as a forward collision warning or other systems which assist the driver during an emergency situation. A typical application for a “Safety ADAS” is EBA (Emergency Brake Assist), which additionally integrates information of surrounding sensors into the system function. While systems in the longitudinal direction, such as EBA, have achieved a high development status and are already available in the market (e.g. “City Safety” from Volvo), systems in the lateral direction are still in the predevelopment stage. The next logical development step in this case will be the system integration of the Emergency Brake and Steer function. This paper presents an approach to systematically combine longitudinal braking assistance and it’s complementary lateral dynamics into an integral advanced driver assistance system for collision avoidance or mitigation. The system assists the driver during emergency brake and/or steer maneuvers based on driver input, physical aspects and surrounding sensor information. The robust detection of the surrounding and the analysis of the driving situation play a major role regarding the discrimination of a hazard situation from normal driving. The level of assistance is based on the ability and robustness of the sensor to display the picture of the real surrounding and driving situation. The discussed system approach assists by preconditioning the chassis for the oncoming brake and/or evasion maneuver and – in the case of an emergency evasion maneuver initiated by the driver - gives a recommendation utilizing steering torque overlay to help the driver to steer along a calculated optimized trajectory. In this respect and beside all technical and physical aspects, the human factor plays a major role for the development of this integral assistance concept. Basis for the development of this assistance concept were subject driver vehicle tests to study the typical driver behavior in emergency situations. Objective was on the one hand to analyze the relevant parameters influencing the driver decision for brake and/or steer maneuvers. On the other hand the evaluation should result in a proposal for a preferable test setup, which can be used for use case evasion and/or braking tests to clearly evaluate the benefit of the system and the acceptance of normal drivers. Definition of assistance levels, warnings and intervention cascade, based on physical aspects and an analysis of driver behavior using objective and subjective data from vehicle tests with untrained drivers are presented. U1 - 22nd International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationWashington,DC StartDate:20110613 EndDate:20110616 Sponsors:National Highway Traffic Safety Administration KW - Automatic braking KW - Automatic steering control KW - Crash avoidance systems KW - Driver performance KW - Driver support systems KW - Driver vehicle interfaces KW - Human factors KW - Integrated systems UR - http://www-esv.nhtsa.dot.gov/Proceedings/22/isv7/main.htm UR - https://trid.trb.org/view/1361265 ER - TY - CONF AN - 01570104 AU - Hollmotz, Lars AU - Hackmann, Markus AU - National Highway Traffic Safety Administration TI - Lithium Ion Batteries for Hybrid and Electric Vehicles – Risks, Requirements and Solutions Out of the Crash Safety Point of View PY - 2011 SP - 9p AB - The main focus of the current development projects in the automobile industry is on the vehicles with an alternative power train such as hybrid vehicles and electric vehicles. The first hybrid and battery electric vehicles are already available. Companies are working on a final “roll out” for all vehicle classes with high pressure. With the use of these new technologies, some safety issues and risks could take place. For these kinds of vehicles, the use of lithium ion batteries seems to be the most common approach out of the range and performance point of view. Because of the existing risks, special safety systems have to be developed and included. How do these existing risks influence the passive safety level of a vehicle and what has to be done to reduce the post crash severity? Within this paper, an overview of the risks of the lithium-ion-technology like chemical and electrical risks that are dependent on the several used chemistries will be given, as well as an overview of the worldwide requirements and existing test configurations. The author will discuss the solutions as to why these risks are relevant for the vehicle crash safety, what kind of reactions could take place in a crash event and how the existing battery component tests compare with the common vehicle crash test characteristics. The results of a statistical research according the relevant crash configurations based on the GIDAS- and NASS-databases will be shown, as well as an investigation according to the packaging positions of the lithium ion batteries in the vehicles. Finally an overview of some approaches used by manufacturers concerning crash safety will be given. A concept of an approach to assess the safety level of a lithium hybrid battery of an electric and hybrid vehicle will be shown. This method includes the used cell form and cell chemistry as well as other influencing factors. It should be noted that the used crush pulses of battery component tests are different when compared with the vehicle crash tests and the characteristic of real world accidents. A possible finding is that it is necessary to develop and integrate systems that guide the released energy (in a worst case assumption for a crash) of the batteries in a direction away from the vehicle and the occupants. This means to stiffen and weaken the housing of a battery according to the packaging and to include passive cooling systems, which could be helpful after a crash event. This approach is different compared to existing approaches, which are based on using a very stiff housing to protect the battery cells. This may work for smaller batteries, but could be very dangerous for bigger ones. This study is limited to electric and hybrid vehicles, in which lithium ion batteries are used. To gain the first results, only a small set of available lithium ion battery cells could be used. U1 - 22nd International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationWashington,DC StartDate:20110613 EndDate:20110616 Sponsors:National Highway Traffic Safety Administration KW - Crashworthiness KW - Electric vehicles KW - High voltage KW - Hybrid vehicles KW - Lithium batteries KW - Safety factors KW - Vehicle safety UR - http://www-esv.nhtsa.dot.gov/Proceedings/22/isv7/main.htm UR - https://trid.trb.org/view/1360477 ER - TY - CONF AN - 01570099 AU - Davidsson, Johan AU - Kullgren, Anders AU - National Highway Traffic Safety Administration TI - Evaluation of Seat Performance Criteria for Rear-End Impact Testing PY - 2011 SP - 14p AB - The BioRID II has been recommended to be used in future legislative dynamic rear-end impact seat performance tests. Recommended injury criteria and assessment reference values to be used with the dummy is however still pending. This is mainly due to the incomplete understanding of the injury site and mechanisms responsible for the symptoms presented after such impacts. This lack of biomechanical data limits the possibility to evaluate any proposed injury criteria and associated reference values. The aim with this study is to address these limitations by comparing crash test dummy parameter values from performed sled tests with real-life accident data. The results are expected to indicate the injury predictability of the complete sled test method, which includes performance criteria, the use of generic sled acceleration pulse, the use of the BioRID II and its current positioning procedure, etc. Real-life injury risk was calculated for groups with similar seat designs from data provided by Folksam. By introducing grouped data, i.e. by dividing applicable data into groups with similar characteristics, the reliability of the insurance data increased while the dummy measurements remained constant. Two different injury risks were used in this study; those that had documented symptoms for more than 1 month and those that were classified as a permanent impairment as the consequence of a rear-end impact. The injury risks for the groups were compared to single crash test dummy parameter values from sled tests performed with a BioRID II in 16 kph medium Euro-NCAP pulse. In the comparison, 12 seat groups were compared with 6665 insurance cases (range from 94 to 1575 cases/group). Regression coefficients (R2 ) were calculated. The analysis of groups with similar seat design provided the most reliable results. The analysis showed that NIC, upper neck shear force, vertical head acceleration and lower neck bending moment were the parameters that best predicted the risk of developing permanent impairment given that the occupant had initial symptoms following a rear-end impact. Similarly, NIC, vertical head acceleration and lower neck moment were parameters that best predicted the risk of short term (> 1 month) symptoms. These results are supported by recent studies. U1 - 22nd International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationWashington,DC StartDate:20110613 EndDate:20110616 Sponsors:National Highway Traffic Safety Administration KW - Biofidelic Rear Impact Dummy II (BioRID II) KW - Crash victim simulation KW - Dummies KW - Injury characteristics KW - Insurance claims KW - Rear end crashes KW - Seats KW - Sled tests KW - Whiplash UR - http://www-esv.nhtsa.dot.gov/Proceedings/22/isv7/main.htm UR - https://trid.trb.org/view/1360493 ER - TY - CONF AN - 01570098 AU - Song, Eric AU - Lecuyer, Erwan AU - Trosseille, Xavier AU - National Highway Traffic Safety Administration TI - Development of Injury Criteria for Frontal Impact Using a Human Body FE Model PY - 2011 SP - 15p AB - Sternal deflection is an injury criterion used in current regulatory and consumer tests worldwide to assess thoracic injury risk. However, this criterion has some serious limits when applied to the Hybrid-III dummy: the risk curve based on the criterion is restraint dependent, and it does not allow discrimination between some advanced restraint systems. The THOR dummy, despite its better biofidelity, is confronted with similar limits. This paper presents a study aiming at identification of more robust injury criteria. A human body FE model-based approach was used to achieve this objective. First, an existing human model was updated and validated for frontal impact simulation, not only in terms of its gross motion response, but also in terms of its capability to predict rib fractures. It was then submitted to a wide range of loading types: impactor, static airbag, belt only restraint, airbag only restraint and combined belt and airbag restraint. For each loading type, different loading severities were applied to generate different levels of rib fracture: from the absence of fractures to numerous fractured ribs. Based on these simulations, bending was identified as the main loading pattern for rib fracture, and two injury criteria were formulated: the Combined Deflection (Dc) and the Number of Fractured Ribs (NFR). The Dc is a deflection-based criterion which takes into account not only sternal deflection, but also the effect of asymmetrical loading. This effect can be characterized by L-R differential deflection (difference of thoracic deflections measured on the left side and the right side of the thorax). The NFR is a rib strain-based criterion which intrinsically reflects the injury level of ribs. The simulations showed that the maximum peak strain of all ribs does not correlate with the number of fractured ribs. The NFR can be calculated by measuring dummy rib strain and by fixing a strain threshold beyond which a dummy rib is considered fractured. A possible approach to apply the NFR to mechanical dummies was proposed. However, based entirely on numerical simulations, the findings of this study need to be evaluated by physical testing. A preliminary study on THOR rib strain measurement showed positive signs for implementation of the NFR on the THOR dummy. U1 - 22nd International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationWashington,DC StartDate:20110613 EndDate:20110616 Sponsors:National Highway Traffic Safety Administration KW - Crash victim simulation KW - Finite element method KW - Fractures (Anatomy) KW - Frontal crashes KW - Injury characteristics KW - Restraint systems KW - Ribs KW - Thorax UR - http://www-esv.nhtsa.dot.gov/Proceedings/22/isv7/main.htm UR - https://trid.trb.org/view/1360223 ER - TY - CONF AN - 01570097 AU - Nakajima, Taichi AU - Yamazaki, Kunio AU - Ono, Koshiro AU - Sawada, Masahide AU - National Highway Traffic Safety Administration TI - Study on Impact Response (Injury Value) Variation Factors for BioRID-II Dummies PY - 2011 SP - 11p AB - The study aims to contribute to discussions for the standardization of BioRID-II dummies as an evaluation test tool, which is underway at the UN ECE/WP29/GRSP Head Restraint gtr Informal Meeting. Since it is important that as a test tool, BioRID-II be able to ensure a high repeatability and reproducibility, BioRID-II’s response variations in calibration and sled tests be examined using the following simulation techniques: First, to identify variation factors, a calibration test simulation model (MADYMO 7.2) was developed. In the simulation, three parameters (i.e., bumper characteristics, cable-spring characteristics, and damper characteristics) were varied in such a way that the prescribed corridor was satisfied and the resultant variations in acceleration, load, moment and other readings of BioRID-II were examined. Next, a sled test simulation model was developed, and using this simulation model, a similar parameter study was conducted for sled testing. The dummies' head acceleration, T1 acceleration, neck force and neck moment were measured. In addition, rotations of the head, neck and torso were also measured and analyzed. According to the simulation results, the calibration test generated the following variations in terms of CV values: 2~20% for rotation angle and 2~10% for acceleration, load and moment. On the other hand the sled test generated variations of: 2~15% for rotation angle and 2~15% for acceleration, load and moment. The data proves that the bumper, the cable spring, and the damper influence the impact response of the dummy’s rotation angle and injury value. Moreover, injury value variations proved practically identical between calibration and sled tests. Nevertheless clear differences between the two tests were found in the impact responses of respective rotation angles and injury values, also in the peak values and peak times. It was also found that these injury value variations can be minimized by approximation of impact responses and peak values, and by the synchronization of peak times between the two tests. Consequently it was considered necessary to introduce a calibration test method requiring seatback and head restraint conditions closely resembling that of the actual vehicle. This research compares the results of a calibration test and a ΔV16km/h sled test. The problem of determining what factors are affected by the calibration method of the BioRID-II dummy can now be defined. Moreover, the variation factor of the test conditions (dummy set, pulse, etc.) was also eliminated, and therefore only the cause of the variation of the dummy was studied. This analysis have yet to be reported until now, which makes such reports indispensable to the study of HR dynamic examination method of the UN ECE/WP29/GRSP. U1 - 22nd International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationWashington,DC StartDate:20110613 EndDate:20110616 Sponsors:National Highway Traffic Safety Administration KW - Biofidelic Rear Impact Dummy II (BioRID II) KW - Calibration KW - Crash injury research KW - Crash victim simulation KW - Dummies KW - Injury characteristics KW - Rear end crashes KW - Sled tests KW - Standardization UR - http://www-esv.nhtsa.dot.gov/Proceedings/22/isv7/main.htm UR - https://trid.trb.org/view/1360495 ER - TY - CONF AN - 01570096 AU - Fitzharris, Michael AU - Truong, Jessica AU - Stephan, Karen AU - Healy, David AU - Rowe, Greg AU - Collins, Samantha AU - Newstead, Stuart AU - National Highway Traffic Safety Administration TI - The Victorian Intelligent Speed Assist and Heavy Vehicles Trial: Analysis of Device Acceptability and Influence on Speed Choice PY - 2011 SP - 11p AB - The road safety benefits of Intelligent Speed Assist (ISA) have been demonstrated in passenger car trials. These benefits, however, have yet to be replicated in the heavy vehicle (trucking) industry. This small-scale trial conducted by the Transport Accident Commission (TAC) in collaboration with the Victorian Transport Association (VTA) with the cooperation of several heavy vehicle transport companies sought to assess the relative merits of ISA in terms of driver acceptability, speed choice, and fuel consumption. The study was a pre-post design. Prior to the installation of the ISA device, a GPS device was fitted to six heavy vehicles and vehicle speed and trip characteristics were continuously recorded. An advisory ISA device was then installed for a period of four to six weeks. Seven drivers participated in the trial and completed a survey before and after the trial. Prior to the study, six of the seven drivers stated they would find a device that would assist their speed choice to be useful, while four believed a device that would prevent them speeding would also be valuable. Following the trial, six drivers reported finding the system helpful in preventing them from speeding, rating it as 5 or above on the 10 point scale. Opinions were more divided in terms of the accuracy of the speed limit map, with two drivers rating it as very poor. Analysis of speed data indicated mixed benefits of ISA with a reduction of up to 21% in the odds of travelling over the posted speed limit; however reductions were speed zone dependent. ISA was most effective in improving compliance at the higher speed zones (≥80km/h) and not at all for the mid-level speed zones. Analysis of the speed data indicated an increase in the mean speed in the midlevel speed zones but a reduction in the lower and higher speed zones. Device acceptability appears to play some role in the effectiveness of advisory ISA systems, however the relationship is complex. Further work that explores the relationship between acceptability of ISA and compliance with the assigned speed limit is required. U1 - 22nd International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationWashington,DC StartDate:20110613 EndDate:20110616 Sponsors:National Highway Traffic Safety Administration KW - Acceptance KW - Automatic speed control KW - Driver vehicle interfaces KW - Heavy vehicles KW - Human factors KW - Intelligent speed adaptation KW - Speeding KW - Truck drivers UR - http://www-esv.nhtsa.dot.gov/Proceedings/22/isv7/main.htm UR - https://trid.trb.org/view/1360857 ER - TY - CONF AN - 01570095 AU - Kemper, Andrew AU - Santago, Anthony AU - Sparks, Jessica AU - Thor, Craig AU - Gabler, H Clay AU - Stitzel, Joel AU - Duma, Stefan AU - National Highway Traffic Safety Administration TI - Multi-Scale Biomechanical Characterization of Human Liver and Spleen PY - 2011 SP - 12p AB - The purpose of this study is to present a multiscale approach for the biomechanical characterization of the human liver and spleen. A four step approach was taken to quantify the injury mechanism, biomechanical response, and rate dependent constitutive material models for each organ. First, the CIREN and NASS-CDS databases were examined to determine the crash characteristics which result in liver and spleen injuries. From this data, the injury mechanism relative to loading directions and loading rates could be approximated. Second, whole fresh human organs were tested with in 48 hours of death using indenter-style compression tests. Sub-failure tests, up to 20% compression, were performed at multiple loading rates, followed by a failure test. Third, fresh human organs were processed into either dog-bone tension coupons or cylindrical compression coupons and tested within 48 hours of death at multiple strain rates to the point of failure. Fourth, an optimization routine and FEM of the coupons tests was developed to determine the best constitutive model for each organ. The data from this study shows that the response of human liver and spleen is both non-linear and rate dependent. It is anticipated that the data from this research will enhance the understanding of internal organ injuries and provide a foundation for future human internal organs finite element models. U1 - 22nd International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationWashington,DC StartDate:20110613 EndDate:20110616 Sponsors:National Highway Traffic Safety Administration KW - Abdomen KW - Biophysics KW - Compression tests KW - Crash injury research KW - Injury characteristics KW - Internal organs KW - Liver KW - Spleen UR - http://www-esv.nhtsa.dot.gov/Proceedings/22/isv7/main.htm UR - https://trid.trb.org/view/1360231 ER - TY - CONF AN - 01570092 AU - Gorney, Phillip A AU - National Highway Traffic Safety Administration TI - Lithium ion Based Rechargeable Energy Storage System (RESS) Safety Performance Measurement in Automotive Applications Test Plan PY - 2011 SP - 5p AB - In response to the planned increased availability of Li-ion based electrically propelled vehicles, NHTSA has initiated a safety research program. This programs’ plan will assess the safety risks associable to Li-ion based rechargeable energy storage systems (RESS) during all operating conditions. NHTSA’s plan is to analyze failure modes through a failure modes and effects analysis (FMEA), develop repeatable test procedures and safety metrics to measure effect of the failure modes, and analyze the performance characteristics of an effective RESS control system. U1 - 22nd International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationWashington,DC StartDate:20110613 EndDate:20110616 Sponsors:National Highway Traffic Safety Administration KW - Electric vehicles KW - Energy storage systems KW - Lithium batteries KW - Metrics (Quantitative assessment) KW - Performance measurement KW - Research projects KW - Risk analysis KW - Safety factors KW - Testing KW - U.S. National Highway Traffic Safety Administration UR - http://www-esv.nhtsa.dot.gov/Proceedings/22/isv7/main.htm UR - https://trid.trb.org/view/1360485 ER - TY - CONF AN - 01570090 AU - Tai, Anna AU - Bilston, Lynne E AU - Brown, Julie AU - National Highway Traffic Safety Administration TI - The Cumulative Effect of Multiple Forms of Minor Incorrect Use in Forward Facing Child Restraints on Head Injury Risk PY - 2011 SP - 10p AB - Incorrect restraint use is widespread among child passengers and increases the risk of injury in a crash. Based on previous laboratory testing, individual modes of incorrect use are often rated as serious or minor. However, in a recent population-based observational study in NSW Australia, almost one third of incorrect use was found to involve multiple minor errors. In this test series the authors hypothesized that the cumulative effect of multiple minor errors would result in injury protection reductions of the same order as individual, more serious forms of incorrect use. To test this hypothesis, four relatively minor forms of incorrect use in a forward facing child restraint were tested individually and in various combinations and the relative reductions in injury protection were compared to that observed in more serious forms of incorrect use. Data from 40 frontal crash sled tests (32km/hr, 16g) using an instrumented CRABI six-month dummy were used in this analysis. Estimations of reduction in injury protection were made on the basis of relative increases in head and restraint motion as assessed using high speed digital photography. The minor errors studied were selected on their high observed frequency in the NSW population and included single and double twists or slack (25mm) in the internal harness and 25mm of slack in the lower anchorage. The serious incorrect use included positioning of the harness below the shoulder level, an incorrectly routed seat belt, 50mm of slack in the top tether, excessive slack (75mm) in the anchorage system, non-use of lower or upper anchorage and non-buckling of the belt used as the lower anchorage. Combinations of two minor errors increased the relative motion of the dummy by up to 8% compared to when there were single errors only, with the greatest relative increase occurring when two twists were added to a moderately loose (approximately 25mm slack) internal harness of the restraint. However, much greater relative increases occurred when there were combinations of three errors (average increase of 15%, range 10-20%). Compared to when there is no incorrect use, the combination of three errors increased dummy motion in the same order of magnitude (approximately 15%) as serious forms of incorrect use such as excessive slack, partial and non-use of lower anchorages. The results demonstrate the cumulative effect of minor incorrect use on dummy head excursion and restraint motion. Minor forms of misuse can be serious when they occur in combinations. This extends previous laboratory work demonstrating the effect of incorrect use. Based on these results, similar cumulative effects in combinations of serious errors, and in combinations of more than three errors might be expected. These findings, together with field work indicating that almost 16% of children travelling in cars have three or more errors in the way their restraint is being used, highlight the need for countermeasures to reduce the prevalence of even minor errors. Limitations include the fact that only a single model of restraint and a standard test bench and set up was used. The absolute effect of the errors studied may vary depending on these factors. U1 - 22nd International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationWashington,DC StartDate:20110613 EndDate:20110616 Sponsors:National Highway Traffic Safety Administration KW - Child restraint systems KW - Crash injuries KW - Crashworthiness KW - Head KW - Human error KW - Injury rates KW - Installation KW - New South Wales KW - Vehicle safety UR - http://www-esv.nhtsa.dot.gov/Proceedings/22/isv7/main.htm UR - https://trid.trb.org/view/1360664 ER - TY - CONF AN - 01570089 AU - Sivinski, Robert AU - National Highway Traffic Safety Administration TI - Update of NHTSA's 2007 Analysis of ESC Effectiveness PY - 2011 SP - 12p AB - The primary goals of this analysis are to expand on and clarify the findings of the 2007 NHTSA analysis by using a greater variety of vehicles and several additional years of crash data. This analysis will also evaluate electronic stability control (ESC) effectiveness in all police-reported crashes. The principal evaluation questions are: (1) What is the effect of ESC on all police-reported crashes? (2) What is the effect of ESC on fatal crashes? (3) What are the effects of ESC on specific types of crashes? (4) How does the effectiveness of ESC differ across passenger cars and light trucks/vans (LTVs)? (5) What is the effect, if any, of ESC on collisions with pedestrians, bicyclists or animals? Percent effectiveness of ESC was estimated by comparing the types of crashes that vehicle models experienced immediately before and immediately after the introduction of ESC. Because optional ESC generally cannot be identified from the VIN, only models that transitioned from no ESC system to a standard ESC system were included in this analysis. Effectiveness estimates were computed for different crash types relative to a control group of low-speed and similar crashes that are unlikely to be affected by ESC. The estimates should be interpreted as the reduction in the likelihood of a vehicle being involved in a specific type of crash as a result of ESC being added to that vehicle. Results showed that when a vehicle is equipped with ESC, it has a smaller likelihood of being involved in a crash than a similar vehicle without ESC. Overall, ESC was associated with a six percent decrease in the likelihood that a vehicle would be involved in any police reported crash and an 18 percent reduction in the probability that a vehicle would be involved in a fatal crash. For passenger cars, the reductions are 5 percent and 23 percent, respectively; for LTVs, 7 percent and 20 percent. Each of these reductions is statistically significant except for the 5 percent overall effect in cars. More specific crash types were also analyzed and these results are presented in the body of the paper. Estimates of effectiveness were especially large for crash types involving loss of vehicle control. Passenger cars and LTV’s do not show large differences in effectiveness and show more similar results here than in previous analyses. The effect of ESC on collisions with pedestrians, bicyclists and animals, if any, is still unclear and will be monitored as more data becomes available. U1 - 22nd International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationWashington,DC StartDate:20110613 EndDate:20110616 Sponsors:National Highway Traffic Safety Administration KW - Crash data KW - Data analysis KW - Directional stability KW - Electronic control KW - Performance measurement KW - U.S. National Highway Traffic Safety Administration KW - Vehicle performance KW - Vehicle safety UR - http://www-esv.nhtsa.dot.gov/Proceedings/22/isv7/main.htm UR - https://trid.trb.org/view/1360374 ER - TY - CONF AN - 01570087 AU - Maltese, Matthew R AU - Arbogast, Kristy B AU - Wang, Zhenwen AU - Craig, Matthew AU - National Highway Traffic Safety Administration TI - Scaling Methods Applied to Thoracic Force Displacement Characteristics Derived from Cardiopulmonary Resuscitation PY - 2011 SP - 7p AB - Motor vehicle crashes are the leading cause of death for children and adults for every year of age from 3 to 36 years in the United States. Anthropomorphic Test Devices (ATDs) and computer models are key tools for evaluating the performance of motor vehicle safety systems, yet current data available for the validation of pediatric ATDs and computer models are derived from adult data through scaling or from sparse PMHS experiments. Recent measurement of large datasets of cardiopulmonary resuscitation (CPR) on children and adults provides valuable information for validating the aforementioned models. Thus, the objective of this work was to: a) evaluate the changes in the elastic force-displacement properties of the chest across the pediatric and young adult age range, and b) apply three published methods to estimate the composite modulus of the chest and scale the elastic force-displacement properties of the 8 to 10 year old to the 6 year old. In general, the data show a gradient of increasing stiffness (i.e. higher force at any given displacement) with age. CPR subjects in the 20 to 22 year old and 17 to 19 year old age ranges showed similar force-displacement behavior as did subjects in the 11 to 13 and 14 to 16 year old age ranges. The scaled elastic force-displacement curves for the 6 year old were quite similar for the femur and skull based modulus, but the CPR based curve was lower in stiffness. Elastic force-displacement properties for chests of subjects 8 to 22 years old are provided, along with similar data for 6 year old subject scaled from 8 to 10 year old subjects. These data are useful for validation of ATDs and computer models of the human pediatric chest. U1 - 22nd International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationWashington,DC StartDate:20110613 EndDate:20110616 Sponsors:National Highway Traffic Safety Administration KW - Anthropometry KW - Biophysics KW - Child restraint systems KW - Children KW - Compression KW - Crash injury research KW - Resuscitation KW - Thorax KW - Young adults UR - http://www-esv.nhtsa.dot.gov/Proceedings/22/isv7/main.htm UR - https://trid.trb.org/view/1360516 ER - TY - CONF AN - 01570086 AU - Foltz, Patrick AU - Kim, Taewung AU - Kerrigan, Jason R AU - Crandall, Jeff R AU - National Highway Traffic Safety Administration TI - Vehicle Greenhouse Shape Analysis for Design of a Parametric Test Buck for Dynamic Rollover Testing PY - 2011 SP - 13p AB - The goal of this study was to define a set of vehicle greenhouse geometries that are representative of the current vehicle fleet for use on a parametric rollover test buck. Greenhouse geometry data for 60 vehicles were taken from New Car Assessment Program (NCAP) test reports and compiled in a database for analysis. The database was then used to determine XYZ coordinates for landmark points that characterized the greenhouse geometries for those 60 vehicles. These landmark-based greenhouse representations were then analyzed and grouped into one of three groups using an Optimization technique. The mean shape was found for each group, and this was used as a representation of the group. These three representative shapes were found to have a maximum variation of 15 degrees in the windshield angle, 120 mm in roof rail height, 119 mm in greenhouse roofline width, and 258 mm in B- to C-pillar length. U1 - 22nd International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationWashington,DC StartDate:20110613 EndDate:20110616 Sponsors:National Highway Traffic Safety Administration KW - Crashworthiness KW - New Car Assessment Program KW - Parametric analysis KW - Rollover crashes KW - Shape KW - Vehicle bodies KW - Vehicle characteristics KW - Vehicle design KW - Vehicle tests UR - http://www-esv.nhtsa.dot.gov/Proceedings/22/isv7/main.htm UR - https://trid.trb.org/view/1360349 ER - TY - CONF AN - 01570082 AU - McDougall, Alice AU - Brown, Julie AU - Beck, Ben AU - Bilston, Lynne E AU - National Highway Traffic Safety Administration TI - The Effect of Varied Seat Belt Anchorage Locations on Booster Seat Sash Guide Effectiveness PY - 2011 SP - 11p AB - High-backed booster seats provide good protection to child occupants primarily by promoting good posture and positioning the adult seatbelt correctly across the torso and pelvis. Sash belt-positioning features (also known as sash guides) assist with this. The position of the upper seat belt anchorage is known to affect static sash belt geometry in booster seats. However dynamic testing is commonly performed using a single standard location, not representative of the wide variability seen in the rear seat of the vehicle fleet. This study investigates the effectiveness of three booster seat sash guide designs during moderate-speed frontal impacts across a range of upper seat belt anchorage locations seen in Australia. On the basis of previous static studies, it was hypothesised that more outboard located anchorages would produce the most challenging belt geometry for the sash guides to overcome. 34 frontal crash tests (Δv=31.5 km/hr, 16.9 g) using the Hybrid III 6 year old test dummy were conducted. The tests were filmed using a high speed camera and head excursions were determined using Phantom software. Seat belt forces, head accelerations and neck loads were measured. The upper D-Ring position was varied over five vertical and horizontal (inboard/outboard) conditions, representing maximum and minimum anchorage height and distance between upper and lower inboard anchorage points. Two different booster seat models incorporating three different sash guide designs were tested with and without the sash guides engaged. The influence of lap-belt placement on dynamic sash belt fit was minimised by use of an anti-submarining feature. Head excursions with all sash guides at the standard anchorage position, and for standardised belt geometry were comparable. Excursions were substantially lower when no sash guide was used for the integrated head restraint type sash guide. Wide variation in excursion was seen between the minimal and maximal combinations of anchorage position. The integrated sash guide outperformed both variations of strap type in the lower anchorage positions, but produced substantially greater head excursion in the highest, most outboard anchorage position. The strap type sash guides performed worse in the lower positions. The highest, most outboard position yielded comparable excursions for both strap type guides which were similar to excursion at the standard position. These results suggest that the sash guides were not uniformly effective in maintaining dynamic sash belt position across the range of anchorage positions tested. This study is the first to demonstrate that both sash guide design and upper belt anchorage position interact to control head excursion in booster seats. While the sash guides produced comparable excursions in the standard anchorage position and for standardized belt geometry, large variations are observed when tested over the range of anchorage positions seen commonly in the rear seat. U1 - 22nd International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationWashington,DC StartDate:20110613 EndDate:20110616 Sponsors:National Highway Traffic Safety Administration KW - Australia KW - Booster seats KW - Child restraint systems KW - Frontal crashes KW - Installation KW - Performance KW - Rear seat occupants KW - Seat belts UR - http://www-esv.nhtsa.dot.gov/Proceedings/22/isv7/main.htm UR - https://trid.trb.org/view/1360665 ER - TY - CONF AN - 01570081 AU - Ferguson, Susan A AU - Zaouk, Abdullatif AU - Dalal, Neeraj AU - Strohl, Clair AU - Traube, Eric AU - Strassburger, Robert AU - National Highway Traffic Safety Administration TI - Driver Alcohol Detection System for Safety (DADSS) - Phase I Prototype Testing and Findings PY - 2011 SP - 14p AB - The Driver Alcohol Detection System for Safety Program is a research partnership between the National Highway Traffic Safety Administration and the Automotive Coalition for Traffic Safety. The cooperative agreement seeks to assess the current state of detection technologies that are capable of measuring blood alcohol concentration, and to support the development and testing of prototypes and subsequent hardware that could be installed in vehicles. Three Phase I proof-of-principle prototype sensors now have been developed. Two of the sensors are designed to remotely measure alcohol concentration in drivers’ breath from the ambient air in the vehicle cabin, and the third is designed to measure alcohol in the drivers’ finger tissue through placement of a finger on the sensor. To validate the performance of the prototypes, unique standard calibration devices have been developed for both the breath- and touch-based systems that exceed current alcohol-testing specifications. A testing program was undertaken to provide an understanding of whether the devices ultimately can meet the performance specifications needed for non-invasive alcohol testing. Bench testing determined the prototypes’ accuracy, precision, and speed of measurement and established what additional development will be needed in Phase II. Limited human subject testing permitted an understanding of the in vivo relationship among the various measures of blood alcohol as provided by blood, breath, and the prototype devices. This paper provides the results of prototype testing and outlines further development needed. U1 - 22nd International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationWashington,DC StartDate:20110613 EndDate:20110616 Sponsors:National Highway Traffic Safety Administration KW - Alcohol tests KW - Blood alcohol levels KW - Detection and identification technologies KW - Driver Alcohol Detection System for Safety KW - Driver monitoring KW - Drunk drivers KW - In vehicle sensors KW - Prototype tests UR - http://www-esv.nhtsa.dot.gov/Proceedings/22/isv7/main.htm UR - https://trid.trb.org/view/1361269 ER - TY - CONF AN - 01570078 AU - Giovannini, Federico AU - Savino, Giovanni AU - Pierini, Marco AU - National Highway Traffic Safety Administration TI - Influence of the Minimum Swerving Distance on the Development of Powered Two Wheeler Active Braking PY - 2011 SP - 9p AB - Among driver assistance systems recently applied to PTWs (ABS, CBS, etc.), the autonomous braking without input from the rider, named Active Braking (AB), is one of the most promising safety functions. The potential benefits of the AB are encouraging, although the improper activation of the AB is dangerous for the rider. Therefore the triggering must occur only when the vehicle is in stability conditions and the obstacle is no longer avoidable neither by braking nor by swerving. In the present paper the last-second swerving maneuver is analyzed to identify the minimum swerving distance (Lsw) the rider requires to avoid the collision against an obstacle by turning, as an input for the triggering logic of the AB system. A physical model to define the minimum swerving distance is proposed. To validate the model, an experimental campaign was carried out using a scooter equipped with a prototype AB system and involving 12 test riders. The tests showed the good prediction capability of the Lsw algorithm for different riding styles and different scenarios with fixed obstacles. U1 - 22nd International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationWashington,DC StartDate:20110613 EndDate:20110616 Sponsors:National Highway Traffic Safety Administration KW - Automatic braking KW - Crash avoidance systems KW - Driver support systems KW - Motor vehicle dynamics KW - Precrash phase KW - Two wheeled vehicles KW - Vehicle design KW - Vehicle trajectories UR - http://www-esv.nhtsa.dot.gov/Proceedings/22/isv7/main.htm UR - https://trid.trb.org/view/1361272 ER - TY - CONF AN - 01570077 AU - Schoeneburg, Rodolfo AU - Baumann, Karl-Heinz AU - Fehring, Michael AU - National Highway Traffic Safety Administration TI - The Efficiency of PRE-SAFE® Systems in Pre-braked Frontal Collision Situations PY - 2011 SP - 11p AB - Vehicle safety today is evaluated on the basis of standardized crash tests. The goal is to classify the level of safety using tests which can be reproduced and repeated at any time. In laboratory tests, the evaluation of safety systems and their assessment for effectiveness commonly begins after the time of collision. In a real accident situation, conditions could, however, be different. In accident situations, passenger car occupants are already exposed to lateral or longitudinal acceleration forces resulting from emergency braking or skidding. These accelerations lead to occupant displacements and thus to situations in which occupants are no longer in their initial positions when the collision occurs. This naturally affects the protective efficiency of the restraint systems. The development of modern systems to prevent accidents or reduce their severity will cause such situations to occur much more frequently in the future. Autonomous emergency braking systems accordingly reduce the impact energy on the one hand, but have a considerable influence on the occupants’ interaction with the vehicle on the other hand. There are currently no tools available for determining the impact of a dynamic driving situation and of the resulting change in a restraint system’s protective efficiency. Nor are there any comparisons available on the behavior of human beings, as opposed to crash test dummies, in the low g-phase immediately before a collision. The objective of this paper is to find and evaluate a method for approximating the crash test for exemplary dynamic driving responses in the case of longitudinal traffic escalation. This paper thus begins by identifying, by means of selected examples, the problems faced when comparing real accidents and crash methodology. In studies on the behavior of real vehicle occupants and crash test dummies in dynamic driving situations, movements are analyzed and differences described. The behavior of the dummies tested in such dynamic driving situations is analyzed with regard to shortcomings and potential points of action. To assess points of action for their efficiency, specifically performed crash tests including previous dynamic driving brake responses are discussed and evaluated. A concluding assessment of the behavior of both the occupant and the dummy aims to determine the suitability of crash measurement data for evaluating the overall situation. U1 - 22nd International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationWashington,DC StartDate:20110613 EndDate:20110616 Sponsors:National Highway Traffic Safety Administration KW - Automatic braking KW - Dummies KW - Frontal crashes KW - Occupant dynamics KW - Precrash phase KW - Restraint systems KW - Test procedures KW - Vehicle safety UR - http://www-esv.nhtsa.dot.gov/Proceedings/22/isv7/main.htm UR - https://trid.trb.org/view/1360859 ER - TY - CONF AN - 01506684 AU - National Highway Traffic Safety Administration TI - 22nd International Technical Conference on the Enhanced Safety of Vehicles (ESV) PY - 2011 SP - v.p. AB - The proceedings include over 240 papers divided into fourteen Technical and Panel sessions: (1) Biomechanics #1: Crash Injury Analysis: Test and Computer Methods; (2) Side Impact and Rollover Crashes: Prevention and Occupant Protection; (3) Assessment of Strategies for Integrated Improvements in Fuel Economy and Safety, Including Use of Alternate Fuels and Batteries; (4) Biomechanics #2: Development of Crash Test Dummies Related Instrumentation and Analysis Techniques; (5) Assessment of Performance of Occupant Protection Systems for Children, Older Adults, and Other Vulnerable Occupants; (6) Advanced Technology #1: Safety Performance Effectiveness of Driver Assistance Technologies, Test & Evaluation Procedures, and Benefits Assessment; (7) Vehicle Safety: Regulatory Compliance & Enforcement and Defects Investigations; (8) Advanced Technology #2: Human Performance and Driver Behavior; (9) Restraint System Design and Performance Challenges: Effects of Future Fleet Changes; (10) Advancements in Pedestrian and Other Vulnerable Non-Occupant Road User-Safety; (11) NCAP and Other Non-Regulatory Strategies for Improving Safety; (12) Vehicle Structural Design Changes: Implications for Frontal Impact Protection and Compatibility; (13) Advances in Driver Assistance Systems for Heavy Trucks and Buses & All Aspects of Motorcycle Safety; (14) Assessments of New and Improved Field Data Collection & Analysis Methods. U1 - 22nd International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationWashington,DC StartDate:20110613 EndDate:20110616 Sponsors:National Highway Traffic Safety Administration KW - Alternate fuels KW - Biophysics KW - Compliance KW - Conferences KW - Crash avoidance systems KW - Crash injury research KW - Crash victim simulation KW - Data collection KW - Driver support systems KW - Dummies KW - Electric batteries KW - Evaluation and assessment KW - Frontal crashes KW - Fuel consumption KW - Human factors in crashes KW - New Car Assessment Program KW - Occupant protection devices KW - Pedestrian-vehicle crashes KW - Regulation KW - Restraint systems KW - Rollover crashes KW - Side crashes KW - Testing KW - Vehicle safety UR - http://www-nrd.nhtsa.dot.gov/departments/esv/22nd/ UR - https://trid.trb.org/view/1290900 ER - TY - RPRT AN - 01444847 AU - Ohio Department of Public Safety AU - National Highway Traffic Safety Administration TI - Highway Safety Plan: Federal Fiscal Year 2012 PY - 2011 SP - 99p AB - In Ohio in 2010, there were 1,080 fatalities and 10,175 serious injuries in traffic crashes. The number of fatalities has decreased 9.32 percent since 2008 and the number of injuries has increased .61 percent in the same time frame. Ohio has prioritized its problem areas as follows: Impaired Driving, Restraint Usage, Motorcycles, Speed, Youth, Traffic Records, Multicultural, Pedestrian and Roadway Safety. Fatality data and analysis of each of these areas is included in this report. Performance measures, programming efforts, and funding levels are also outlined. KW - Crash analysis KW - Crash rates KW - Crashes KW - Fatalities KW - Financing KW - Highway safety KW - Ohio KW - Safety management KW - Transportation planning UR - http://ohiohighwaysafetyoffice.ohio.gov/Reports/2012TSAP.pdf UR - https://trid.trb.org/view/1212433 ER - TY - RPRT AN - 01373355 AU - University of Tennessee, Knoxville AU - Tennessee Governor's Highway Safety Office AU - Tennessee Department of Transportation AU - National Highway Traffic Safety Administration TI - 2011 Tennessee Traffic Safety Culture Survey PY - 2011 SP - 15p AB - The Tennessee Governor's Highway Safety Office has partnered with the University of Tennessee Center for Transportation Research since 2004 to gather and evaluate Tennesseans' attitudes and perceptions of various highway safety issues and their awareness of media campaigns. A new survey was initiated through the University of Tennessee and Tennessee Governor's Highway Safety Office partnership in the spring of 2011 designed to measure attitudes and opinions about traffic safety issues and driving habits in a more targeted manner than was possible with the previous surveys. The survey instrument was designed to assess the safety culture of Tennesseans. This survey was modeled after the third annual Traffic Safety Culture Index conducted by the AAA Foundation for Traffic Safety. The results of the survey are presented in this report. Though the Tennessee Safety Culture Survey is not an exact duplication of the Traffic Safety Culture Index, care was taken to ensure that when questions addressing the same topic were asked the wording was the same. The results and findings of this first Tennessee Traffic Safety Culture Survey are presented in this report. KW - Attitudes KW - Culture (Social sciences) KW - Highway safety KW - Public opinion KW - Social values KW - Surveys KW - Tennessee KW - Traffic safety KW - Traffic Safety Culture Index UR - http://ctr.utk.edu/press_releases/SafetyCultureReportFinal_Jan2012.pdf UR - https://trid.trb.org/view/1141430 ER - TY - CONF AN - 01364837 AU - Western Transportation Institute AU - AAA Foundation for Traffic Safety TI - National Summit for Rural Traffic Safety Culture 2011 PY - 2011 SP - n.p. AB - The focus of the 2011 National Summit for Rural Traffic Safety Culture was to present an action plan with the goal of zero traffic deaths. At the center of this will be a concentrated effort to change the rural culture of accepting risky driving behavior as the norm. More than designing safer highways, enforcing stricter laws, advancing vehicle design or improving driving skills, changing a risky and unsafe driver culture reaches much deeper into a community. Change should emphasize a positive outlook in the spirit and actions necessary for lasting and deep core changes in beliefs and attitudes. At all levels within a community, leadership and communication must work together to integrate and promote the positive benefits of cultural change. U1 - National Summit for Rural Traffic Safety Culture 2011Western Transportation InstituteAAA Foundation for Traffic SafetyTransportation Research BoardFederal Highway AdministrationNational Highway Traffic Safety AdministrationCenters for Disease Control and PreventionAmerican Traffic Safety Services AssociationBig Sky,MT,United States StartDate:20110711 EndDate:20110713 Sponsors:Western Transportation Institute, AAA Foundation for Traffic Safety, Transportation Research Board, Federal Highway Administration, National Highway Traffic Safety Administration, Centers for Disease Control and Prevention, American Traffic Safety Services Association KW - Attitudes KW - Behavior KW - Culture (Social sciences) KW - Human factors KW - Rural areas KW - Rural highways KW - Traffic crashes KW - Traffic safety UR - http://www.mostofus.org/national-summit-for-rural-traffic-safety-2011/ UR - https://trid.trb.org/view/1133786 ER - TY - RPRT AN - 01345020 AU - World Health Organization AU - National Highway Traffic Safety Administration TI - Mobile Phone Use: A Growing Problem of Driver Distraction SN - 9789241500890 PY - 2011 SP - 54p AB - Driver distraction is an important risk factor for road traffic injuries. There are different types of driver distraction, usually divided into those where the source of distraction is internal to the vehicle – such as tuning a radio, or using a mobile phone, and those external to the vehicle – such as looking at billboards or watching people on the side of the road. This document focuses on the use of mobile phones while driving, in response to concern among policy-makers that this potential risk to road safety is increasing rapidly as a result of the exponential growth in the use of mobile phones more generally in society. It aims to raise awareness about the risks of distracted driving associated with mobile phone use, and to present countermeasures that are being used around the world to tackle this growing problem. Studies from a number of countries suggest that the proportion of drivers using mobile phones while driving has increased over the past 5–10 years, ranging from 1% to up to 11%. The use of hands-free mobile phones is likely to be higher, but this figure is more difficult to ascertain. In many countries the extent of this problem remains unknown, as data on mobile phone use is not routinely collected when a crash occurs. Using mobile phones can cause drivers to take their eyes off the road, their hands off the steering wheel, and their minds off the road and the surrounding situation. It is this type of distraction – known as cognitive distraction – which appears to have the biggest impact on driving behaviour. There is a growing body of evidence that shows that the distraction caused by mobile phones can impair performance in a number of ways, e.g. longer reaction times (notably braking reaction time, but also reaction to traffic signals), impaired ability to keep in the correct lane, shorter following distances, and an overall reduction in awareness of the driving situation. Using a mobile phone for text messaging while driving seems to have a particularly detrimental impact on driving behaviour. Text messaging is often a low-cost form of communication, and the increasing use of text messaging services among drivers is likely to make this an important road safety concern. Young drivers are more likely to be using a mobile phone while driving than older drivers, and are particularly vulnerable to the effects of distraction given their relative inexperience behind the wheel. The impact of using a mobile phone on crash risk is difficult to ascertain, but studies suggest that drivers using a mobile phone are approximately four times more likely to be involved in a crash. This increased risk appears to be similar for both hand-held and hands-free phones, suggesting that it is the cognitive distraction that results from being involved in a conversation on a mobile phone that has the most impact upon driving behaviour, and thus crash risk. While the body of research looking at the risk associated with using a mobile phone while driving is growing rapidly, there is much less known about the effectiveness of interventions to address this issue. As a result, a number of countries are following approaches that have been known to be successful in addressing other key risk factors for road traffic injuries, such as in increasing seat-belt use, or reducing speed and drink-driving. KW - Age KW - Cognition KW - Countermeasures KW - Crash risk forecasting KW - Distraction KW - Drivers KW - Handheld devices KW - Hands free telephones KW - Highway safety KW - Injuries KW - Mobile telephones KW - Text messaging KW - Traffic crashes UR - http://www.who.int/violence_injury_prevention/publications/road_traffic/distracted_driving_en.pdf UR - https://trid.trb.org/view/1106287 ER - TY - RPRT AN - 01343386 AU - National Highway Traffic Safety Administration TI - Traffic Safety Facts 2009: A Compilation of Motor Vehicle Crash Data from the Fatality Analysis Reporting System and the General Estimates System PY - 2011 SP - 232p AB - This annual report presents descriptive statistics about traffic crashes of all severities, from those that result in property damage to those that result in the loss of human life. Information from two of the National Highway Traffic Safety Administration's (NHTSA’s) primary data systems has been combined to create a single source for motor vehicle crash statistics. These two data systems are the Fatality Analysis Reporting System (FARS) and the National Automotive Sampling System General Estimates System (GES). The report is presented in five chapters and three appendices. Chapter 1, "Trends," presents data from all years of FARS (1975 through 2009) and GES (1988 through 2009). The remaining chapters present data only from 2009. Chapter 2, “Crashes,” describes general characteristics of crashes, such as when and how often they occurred, where they occurred, and what happened during the crash. Chapter 3, “Vehicles,” concentrates on the types of vehicles involved in crashes and the damage to the vehicles. Chapter 4, “People,” is the largest chapter of this report, with statistics about drivers, passengers, pedestrians, and pedalcyclists. The last chapter of the report, “States,” contains information about crashes for each State, the District of Columbia, and Puerto Rico. Terms used throughout the report are defined in the Glossary. Appendix A contains FARS Data Elements, Appendix B GES Data Elements, and Appendix C GES Technical Notes. An index is provided. KW - Crash characteristics KW - Crash injuries KW - Cyclists KW - Drivers KW - Fatalities KW - Fatality Analysis Reporting System KW - General Estimates System KW - Loss and damage KW - National Automotive Sampling System KW - Passengers KW - Pedestrians KW - Property damage KW - States KW - Statistics KW - Tables (Data) KW - Traffic crashes KW - Traffic safety KW - Trend (Statistics) KW - United States KW - Vehicles UR - http://www-nrd.nhtsa.dot.gov/Pubs/811402.pdf UR - http://ntl.bts.gov/lib/43000/43400/43471/811402.pdf UR - https://trid.trb.org/view/1105260 ER - TY - RPRT AN - 01333805 AU - National Highway Traffic Safety Administration TI - Traffic Safety Facts 2009 Data: Alcohol-Impaired Driving PY - 2011 SP - 6p AB - Drivers are considered to be alcohol-impaired when their blood alcohol concentration (BAC) is .08 grams per deciliter (g/dL) or higher. Thus, any fatal crash involving a driver with a BAC of .08 or higher is considered to be an alcohol-impaired-driving crash, and fatalities occurring in those crashes are considered to be alcohol-impaired-driving fatalities. The term “driver” refers to the operator of any motor vehicle, including a motorcycle. Estimates of alcohol-impaired driving are generated using BAC values reported to the Fatality Analysis Reporting System (FARS) and imputed BAC values when they are not reported. The term “alcohol-impaired” does not indicate that a crash or a fatality was caused by alcohol impairment. In 2009, 10,839 people were killed in alcohol-impaired-driving crashes. These alcohol-impaired-driving fatalities accounted for 32 percent of the total motor vehicle traffic fatalities in the United States. Traffic fatalities in alcohol-impaired-driving crashes decreased by 7.4 percent from 11,711 in 2008 to 10,839 in 2009. The alcohol-impaired-driving fatality rate per 100 million vehicle miles traveled (VMT) decreased to 0.36 in 2009 from 0.39 in 2008. An average of one alcohol-impaired-driving fatality occurred every 48 minutes in 2009. In 2009, all 50 States, the District of Columbia, and Puerto Rico had by law created a threshold making it illegal per se to drive with a BAC of .08 or higher. Of the 10,839 people who died in alcohol-impaired-driving crashes in 2009, 7,281 (67%) were drivers with a BAC of .08 or higher. The remaining fatalities consisted of 2,891 (27%) motor vehicle occupants and 667 (6%) nonoccupants. The national rate of alcohol-impaired-driving fatalities in motor vehicle crashes in 2009 was 0.36 per 100 million VMT. The alcohol-impaired-driving fatality rate in the past 10 years has declined by 27 percent from 0.49 in 2000 to 0.36 in 2009. KW - Blood alcohol levels KW - Drunk drivers KW - Drunk driving KW - Fatalities KW - Impaired drivers KW - Per se laws KW - Traffic crashes KW - Traffic safety KW - United States KW - Vehicle miles of travel UR - http://www-nrd.nhtsa.dot.gov/Pubs/811385.pdf UR - https://trid.trb.org/view/1094850 ER - TY - SER AN - 01449549 JO - Traffic Safety Facts - Research Note PB - National Highway Traffic Safety Administration TI - Motorcycle Helmet Use in 2010-Overall Results PY - 2010/12 SP - 5p AB - Use of Department of Transportation-compliant motorcycle helmets decreased significantly to 54 percent in 2010 from 67 percent in 2009. This result is from the National Occupant Protection Use Survey (NOPUS), which is the only survey that provides nationwide probability-based observed data on helmet use in the United States. The NOPUS is conducted by the National Center for Statistics and Analysis, National Highway Traffic Safety Administration. The percentage of motorcyclists who were not wearing any helmets increased from 24 percent in 2009 to 32 percent in 2010. The 2010 survey also found the following: the decline in helmet use in 2010 occurred in many groups of motorcyclists, including motorcycle riders, passengers, in States with and without universal helmet laws, on surface streets, in the Midwest, in rural areas, and during weekdays and weekends; helmet use in the Midwest decreased by 24 percentage points to 43 percent; use of non-compliant helmets increased significantly in the West and during weekday rush hours. KW - Helmet use KW - Motorcycle helmets KW - National Occupant Protection Use Survey (NOPUS) KW - States KW - Trend (Statistics) KW - United States UR - http://www-nrd.nhtsa.dot.gov/Pubs/811419.pdf UR - https://trid.trb.org/view/1216784 ER - TY - SER AN - 01357977 JO - Traffic Safety Facts - Vehicle Safety Research Notes PB - National Highway Traffic Safety Administration AU - National Highway Traffic Safety Administration TI - Enhancing the Effectiveness of Safety Warning Systems for Older Drivers PY - 2010/12 SP - 4p AB - This Vehicle Safety Research Note is a summary of the technical research report: Enhancing the Effectiveness of Safety Warning Systems for Older Drivers (DOT HS 811 417). People 65 and older are the fastest growing segment of the U.S. population and the fastest growing sector of the driving population. When compared to other age groups, older drivers are overrepresented in intersection crashes, and approximately half of the charges in fatal intersection crashes are for failure to obey the traffic control device. Prior research suggests that driving performance tends to diminish with age and can be attributed to factors such as declines in vision, hearing, reaction time, cognitive function, and motor abilities. An in-vehicle system that can aid drivers at greater risk of crashes may considerably reduce the number of fatalities as the driving population ages. This project explored an in-vehicle warning system for failure-to-obey (running a stop sign or stop light) violations. KW - Aged drivers KW - Countermeasures KW - Crash avoidance systems KW - Fatalities KW - Highway safety KW - Intersections KW - Red light running KW - Traffic crashes KW - Warning systems UR - http://www.nhtsa.gov/DOT/NHTSA/NVS/Crash%20Avoidance/Technical%20Publications/2010/811418.pdf UR - https://trid.trb.org/view/1122657 ER - TY - RPRT AN - 01357963 AU - Marshall, Dawn C AU - Wallace, Robert B AU - Torner, James C AU - Leeds, Michelle Birt AU - University of Iowa, Iowa City AU - National Highway Traffic Safety Administration TI - Enhancing the Effectiveness of Safety Warning Systems for Older Drivers: Project Report PY - 2010/12//Project Report SP - 131p AB - Older drivers seem to have the greatest difficulty negotiating intersections, as indicated by overrepresentation in intersection crashes. Older drivers are also the fastest growing segment of the general population and the fastest growing sector of the driving population. To address this area of concern, this research is an effort aimed to support technology development that can mitigate older driver intersection crashes. This project explored a vehicle-based technology countermeasure for crashes associated with failure-to-obey (running a stop sign or stop light) violations developed under the Intelligent Transportation Systems’ CICAS-V project. This system warned drivers when it determined it was likely the driver would violate a red light or stop sign. An evaluation was performed in the NADS-1 high-fidelity driving simulator. The experimental design used 36 participants from three age-related groups; 'middle-normal'(25-55), 'older normal'(>65) and 'older at-risk'(>65) drivers. The participants were presented two levels of vehicle system presence (present and not present). There was an overall benefit associated with the presence of the warning system as there were significantly fewer did-not-stop outcomes when the system was present than when it was not. The benefit associated with the system was also seen in the stopping position data. Participants who experienced the system warning stopped instead of driving through the intersection, resulting in more stops past the stop bar, but before the collision zone. From the survey data, there was also a general perception that the system improved driving safety and that the system aided drivers in driving more carefully. Older-at-risk drivers had the greatest decrease in did-not-stop outcomes when the system was present, although this trend did not reach statistical significance. This study shows promise for improving the safety of all drivers, including at-risk-older drivers, with intersection warning systems. However, this study did not thoroughly explore possible unintended consequences of intersection warning systems such as overreliance on or inappropriate reactions to warnings under certain situations. KW - Aged drivers KW - Countermeasures KW - Crash avoidance systems KW - Highway safety KW - Intersections KW - Red light running KW - Simulation KW - Stopping KW - Traffic crashes KW - Warning systems UR - http://www.nhtsa.gov/DOT/NHTSA/NVS/Crash%20Avoidance/Technical%20Publications/2010/811417.pdf UR - https://trid.trb.org/view/1122656 ER - TY - RPRT AN - 01334226 AU - National Highway Traffic Safety Administration TI - Older Driver Program, Five-Year Strategic Plan, 2012-2017 PY - 2010/12 SP - 15p AB - The National Highway Traffic Safety Administration (NHTSA) has focused attention on the safety needs of older drivers since 1989, when it established its Older Driver Program with the goal of reducing traffic-related fatalities and injuries. Older drivers (defined as people 65 and older) represent a significant and increasing proportion of American drivers. As of 2008, 32.2 million drivers in the United States were at least 65 years old. It is estimated that by 2020, there will be more than 40 million licensed drivers 65 and older. At the onset of this increase in numbers of older adult drivers, NHTSA has a unique opportunity to help the Nation plan and prepare for its transportation safety needs. In 2005, NHTSA synthesized a large body of research findings and expert opinions and developed the Older Driver Traffic Safety Plan, which has guided research, programs, and outreach conducted through a collaborative effort involving NHTSA, its 10 regional Offices, State highway safety offices, and partners during the past 5 years. ("Partners" are State, local, and community organizations that are initiating and implementing some type of older driver effort in their respective areas.) Building on that seminal work, this strategic plan focuses on how NHTSA will address the safety needs of older drivers over the next 5 years. To inform this plan, in 2009 and 2010 NHTSA conducted nationwide research to determine how to address the evolving needs of regional, State, and local older driver program planners. NHTSA conducted 28 in-depth telephone interviews with its regional office staff, State highway safety offices, and local partner organizations; and also convened a panel of 14 experts working in various capacities in the older driver arena. The results of the in-depth interviews and expert panel meeting underscored the importance of enhancing and coordinating ongoing older driver efforts to ultimately prevent an increase in older driver traffic crash fatalities and injuries. Based on this research, NHTSA identified the following program initiatives to guide the implementation of its Older Driver Traffic Safety Plan for 2012-2027: (1) Build communications for older drivers and caregivers; (2) Establish and maintain partnerships to enhance older driver safety efforts; and (3) Develop and promote driver licensing policies. KW - Aged drivers KW - Communication KW - Driver licensing KW - Highway safety KW - Interviewing KW - Older Driver Program (National Highway Traffic Safety Administration) KW - Panel studies KW - Partnerships KW - Strategic planning KW - U.S. National Highway Traffic Safety Administration KW - United States UR - http://www.nhtsa.gov/staticfiles/nti/pdf/811432.pdf UR - https://trid.trb.org/view/1097458 ER - TY - SER AN - 01333761 JO - Traffic Safety Facts - Crash Stats PB - National Center for Statistics and Analysis AU - National Highway Traffic Safety Administration TI - Early Estimate of Motor Vehicle Traffic Fatalities for The First Three Quarters (January–September) of 2010 PY - 2010/12 SP - 2p AB - A statistical projection of traffic fatalities for the first three quarters of 2010 shows that an estimated 24,460 people died in motor vehicle traffic crashes. This represents a decline of about 4.5 percent as compared to the 25,603 fatalities that occurred in the first three quarters of 2009. In the third quarter of 2010, estimated fatalities increased by 2.5 percent from the fatalities during the third quarter of 2009. This represents the first quarterly increase after 17 consecutive quarters of declines in fatalities as compared to the same quarter from the previous year. Preliminary data reported by the Federal Highway Administration (FHWA) shows that vehicle miles traveled (VMT) in the first nine months of 2010 increased by about 11.1 billion miles, or about a 0.5 percent increase. Also shown in this summary are the fatality rates per 100 million VMT, by quarter. The fatality rate for the first nine months of 2010 declined to 1.09 fatalities per 100 million VMT, down from 1.14 fatalities per 100 million VMT in the first nine months of 2009. KW - Crash data KW - Fatalities KW - Highway safety KW - Statistics KW - Traffic crashes KW - Traffic safety KW - Vehicle miles of travel UR - http://www.nhtsa.gov/staticfiles/ncsa/pdf/2010/811431.pdf UR - https://trid.trb.org/view/1094824 ER - TY - RPRT AN - 01329758 AU - Thomas, F Dennis AU - Blomberg, Richard D AU - Van Dyk, Jonna AU - Dunlap and Associates, Incorporated AU - National Highway Traffic Safety Administration TI - Evaluation of the First Year of the Washington Program Nighttime Seat Belt Enforcement PY - 2010/12//Interim Report SP - 196p AB - The Washington Traffic Safety Commission (WTSC) received funding from the National Highway Traffic Safety Administration to conduct a high-visibility nighttime seat belt enforcement (NTSBE) program in Washington State. The two-year program is following the basic Click It or Ticket (CIOT) model by using highly visible enforcement combined with increased paid and earned media about the enforcement but is applying its efforts during the nighttime rather than the daytime hours. The activities of the first program year covered spring and fall campaigns in 2007 and a spring campaign in 2008. The first year evaluation reported here examined awareness of the campaign with a survey in driver license offices, observed seat belt use both day and night at 40 selected sites in five counties around the State, and the statewide annual observational surveys for 2007 and 2008. The awareness surveys showed that the program was effective in getting out its message through multiple media. The observations at the 40 sites showed a statistically significant increase in night belt use. Night belt use began at 94.6% before the NTSBE, peaked at 96.6% in September 2007, and finished at 95.7% in June 2008. The 2008 statewide daytime survey showed a small increase in belt use from 96.4% to 96.5%. Thus, there is no indication that focusing all CIOT efforts during the nighttime hours caused a decline in daytime seat belt use. The study also observed belted and unbelted drivers at four 24-hour gas stations around the State. Based on the information from these observations, the WTSC obtained driver abstract and criminal record histories for 1,715 drivers observed before the start of the program. In addition, records were accessed for 5,035 drivers who were cited, mostly for seat belt violations, by the patrols funded by NTSBE. Analyses of these records showed that the night unbelted driver had consistently more traffic violations and criminal arrests than belted drivers at night and either belted or unbelted drivers during the day. Crash involvements showed the same pattern as violations and criminal arrests but did not reach statistical significance. Based on the first year’s activities, the NTSBE program appears to be meeting its goals and developing useful operational and research information that can assist future nighttime seat belt enforcement efforts. KW - Click It or Ticket KW - Highway safety KW - Night KW - Public information programs KW - Publicity KW - Safety campaigns KW - Seat belts KW - Traffic law enforcement KW - Utilization KW - Washington (State) UR - http://www.nhtsa.gov/staticfiles/nti/pdf/811295.pdf UR - https://trid.trb.org/view/1090868 ER - TY - RPRT AN - 01328115 AU - Romano, Eduardo AU - Voas, Robert B AU - Lacey, John C AU - Pacific Institute for Research and Evaluation AU - National Highway Traffic Safety Administration TI - Alcohol and Highway Safety: Special Report On Race/Ethnicity and Impaired Driving PY - 2010/12//Final Draft Report SP - 76p AB - This report reviews the state of knowledge of alcohol-impaired driving among major racial and ethnic groups living in the United States. Although it primarily focuses on the relationship between impaired driving and race/ethnicity, this review also covers patterns of alcohol use and misuse among various racial and ethnic groups within the United States. KW - Alcohol use KW - Drunk drivers KW - Ethnic groups KW - Highway safety KW - Impaired drivers KW - Race KW - United States UR - http://www.nhtsa.gov/staticfiles/nti/pdf/811336.pdf UR - https://trid.trb.org/view/1086567 ER - TY - RPRT AN - 01373117 AU - Klinich, Kathleen D AU - Manary, Miriam A AU - Flannagan, Carol A C AU - Malik, Laura J AU - Reed, Matthew P AU - University of Michigan Transportation Research Institute AU - National Highway Traffic Safety Administration AU - Virginia Polytechnic Institute and State University, Falls Church TI - Effects of Vehicle Features on CRS Installation Errors PY - 2010/11 SP - 94p AB - This report documents a study of how vehicle features contribute to Child Restraint Systems (CRS) installation errors. Thirty-two subjects were recruited based on their education level (low or high) and experience with installing CRS (none or experienced). Each subject was asked to perform four child restraint installations in three vehicles. Each subject first performed a CRS installation with a seat belt in one vehicle, followed by three CRS installations using Lower Anchors and Tethers for Children (LATCH), one in each of three vehicles. One child restraint with a hook-on LATCH connector and one with a push-on LATCH connector were used. All installations were forward-facing, using an 18-month-old Child Restraint Air Bag Interaction (CRABI) anthropomorphic test device (ATD). Six vehicles were used in testing, with half of subjects testing with each vehicle. Conditions were selected to provide a range of LATCH locations (visible, above seating surface, buried in bight), buckle stalk types (webbing vs. rigid), and tether locations (package shelf vs. seat back). After each installation, the experimenter evaluated 28 factors for each installation (such as tightness of installation, tether tightness, and LATCH belt attached correctly). Analysis used linear mixed models to identify the CRS installation outcomes associated with vehicle features. For LATCH installations, vehicles requiring higher forces to attach connectors to lower anchorages were more likely to be attached incorrectly. Vehicle seats with a bight line waterfall (which places the lower anchorage above the seating surface) increased rates of tight CRS installation for both seat belt and LATCH installs. Seat belt installations were tight (and locked) more frequently when the buckle stalk was located close to the bight rather than further forward. Subjects used the tether correctly in 30% of installations. Subjects used the tether more frequently during LATCH installations compared to seat belt installations. The tether was used more frequently in sedans (with anchorage locations on the package shelf) than in vehicles with the tether anchorage located on the seat back. However, when the tether was used, it was routed correctly more often in vehicles with the tether anchorage on the seat back. A tether wrap around distance of 210 mm was sufficient to allow tightening of the tether with the two CRS tested, but additional testing showed that 5/16 CRS could not be tightened sufficiently with this wrap around distance. Installation time decreased with successive trials, but installation time was longer when subjects used the vehicle or CRS manuals. Subjects used the vehicle manual in 38% of installations, and were more likely to do so when the tether anchorage was located on the vehicle seat back. Subjects used the CRS manual in 88% of installations. In questionnaire responses, subjects indicated that the head restraints affected installations, and vehicle manuals varied in their ease of understanding. They also noted that tether anchorages on seat backs were more difficult to locate than those on the package shelf. Results from this study do not fully support Society of Automotive Engineers (SAE) and ISO recommendations for LATCH usability in vehicles. Recommendations are made regarding tether anchorage markings, minimum tether wrap around distance, and lap belt anchorage locations. KW - Child restraint systems KW - Dummies KW - Education level KW - Installation KW - Lower Anchors and Tethers for Children (LATCH) KW - Seat belts KW - Vehicle characteristics UR - http://deepblue.lib.umich.edu/bitstream/2027.42/89862/1/102796.pdf UR - https://trid.trb.org/view/1141329 ER - TY - RPRT AN - 01358034 AU - Ehrlich, Peter AU - Cunningham, Rebecca AU - Walton, Maureen AU - University of Michigan Medical School AU - National Highway Traffic Safety Administration TI - A Brief Tailored Family-Centered Seat Belt Intervention for Hospitalized Trauma Patients PY - 2010/11 SP - 104p AB - Among children 5-19 years, the commonest cause of unintentional injury-related death is being an occupant/driver in a motor vehicle crash (MVC). In 2006 in the United States, there were 568,188 injuries among children (0-18) due to MVC. Of these, 38,039 were severe enough to require hospitalization and there were 6,781 deaths. Seat belts and appropriate child restraints reduce the morbidity and mortality from MVC. Yet studies have shown that less than 50% of children hospitalized from a MVC were restrained at the time of the crash. In 2007, a statewide direct observation survey reported 93.7% of Michigan motorists wore their seat belts in the front seat. In 2007, at the University of Michigan CS Mott Hospital, 120 children were hospitalized due to MVC and only 64% were restrained. The unrestrained children suffered the most severe injuries and had the greater morbidity. A prime factor that influences whether a child uses a safety device is whether a parent uses a seat belt. In focus groups, teens said they used seat belts because of how they were raised. In a prior study, the authors compared safety attitudes and practices with 800 grade 4-6 children paired with their parents. Matched analysis demonstrated that parents who always wear a seat belt are more likely to have children who sit in the back seat and wear a seat belt (73% vs. 27%, p<0.05). This suggests that the parent/child non-seat belt/restraint users are an ideal target for an intervention. The authors' hypothesis for this study was that both parents and children are equally important in modifying pediatric safety practices. The specific aim of this study was to develop and test in a randomized controlled study a brief family-centered seat belt intervention. KW - Children KW - Highway safety KW - Interventions KW - Parents KW - Seat belts KW - Traffic crash victims KW - Traffic crashes KW - Utilization UR - http://hdl.handle.net/2027.42/86092 UR - https://trid.trb.org/view/1122720 ER - TY - SER AN - 01329763 JO - Traffic Safety Facts - Crash Stats PB - National Center for Statistics and Analysis AU - National Highway Traffic Safety Administration TI - Drug Involvement of Fatally Injured Drivers PY - 2010/11 SP - 3p AB - While data focusing on the danger of driving under the influence of alcohol is readily available and often cited, less is known or discussed about drivers under the influence of other drugs. The Fatality Analysis Reporting System (FARS), a census of fatal motor vehicle traffic crashes in the United States, contains a number of variables to describe drug involvement for those in fatal crashes. The Drug Test variable contains three linked elements (Test Status, Test Type, and Test Result). The Test Status element provides information on whether or not the person was tested for drugs; Test Type records the type of test (if one was given); and Test Result reports which specific drug (if any) was found. Up to three tests and associated types of drugs can be recorded for an individual. The drug groupings categorized in FARS are narcotics, depressants, stimulants, hallucinogens, cannabinoids, phencyclidines (PCP), anabolic steroids, and inhalants. Each drug within a group is specifically coded in FARS; for more detailed information on drug reporting in FARS, see the FARS Coding and Validation Manual (available online at http://www-nrd.nhtsa.dot.gov/Pubs/811353.pdf under the “Drug Test” set of variables). The data presented in this Crash*Stats concerns fatally injured drivers, since their testing rate is higher than for surviving drivers. It is important to note that drug involvement means only that drugs were found in the driver’s system. Drug involvement does not imply impairment or indicate that drug use was the cause of the crash. Drug presence as recorded in FARS includes both illegal substances as well as over-the-counter and prescription medications, which may or may not have been misused. Unlike alcohol data in FARS, there is no measure of the amount of drug present. Finally, nicotine, aspirin, alcohol, and drugs administered after the crash are excluded. KW - Drug use KW - Drugged drivers KW - Drugs KW - Fatalities KW - Fatality Analysis Reporting System KW - Highway safety KW - Traffic crashes UR - http://www-nrd.nhtsa.dot.gov/Pubs/811415.pdf UR - http://ntl.bts.gov/lib/37000/37900/37917/811415.pdf UR - https://trid.trb.org/view/1089744 ER - TY - SER AN - 01328466 JO - TRAFFIC TECH PB - National Highway Traffic Safety Administration AU - National Highway Traffic Safety Administration TI - Primary Laws and Fine Levels Are Associated With Increases in Seat Belt Use, 1997–2008 PY - 2010/11 IS - 400 SP - 2p AB - Increasing seat belt usage in the United States has proved to be a slow and difficult task. It has taken about 30 years since NHTSA conducted the first seat belt and child restraint workshops in 1978 to reach 84% usage in 2009. In general, seat belt laws and their enforcement have received the greatest emphasis since 1984. There has been less emphasis on increasing fine amounts as a means to increase usage, in spite of positive circumstantial and research evidence. Bedford Research and the Pacific Institute for Research and Evaluation conducted a study for NHTSA to determine the relative impact of primary seat belt laws and fine amounts on seat belt usage. This research examined changes in usage associated with past activities and estimated gains that might be expected in the future. KW - Fines (Penalties) KW - Highway safety KW - Primary laws KW - Seat belts KW - Utilization UR - http://www.nhtsa.gov/staticfiles/traffic_tech/TT400.pdf UR - https://trid.trb.org/view/1089454 ER - TY - RPRT AN - 01328464 AU - Nichols, James L AU - Tippetts, A Scott AU - Fell, James C AU - Auld-Owens, Amy AU - Wiliszowski, Connie H AU - Haseltine, Philip W AU - Eichelberger, Angela AU - Bedford Research AU - Pacific Institute for Research and Evaluation AU - National Highway Traffic Safety Administration TI - Strategies to Increase Seat Belt Use: An Analysis of Levels of Fines And the Type of Law PY - 2010/11//Final Report SP - 104p AB - The main objectives of this study were to determine the relationships between seat belt use in the States and (1) the type of seat belt law enforcement (primary versus secondary), and (2) seat belt fine levels. The study examined law type and levels of fines as predictors of seat belt use for two time periods (1997 to 2002 and 2003 to 2008) using panel regression analyses. Two outcome measures were examined: seat belt use among front-seat occupants over age 8 killed in passenger vehicle crashes from the Fatality Analysis Reporting System (FARS) and the observed statewide seat belt use of front-seat occupants in passenger vehicles. The results indicated that primary law upgrades were associated with 9- to 10-percentage-point increases in FARS use and 10- to 12-percentage-point increases in observed seat belt use. By comparison, increasing a State’s fine amount from $25 (the current median value) to $60 was associated with a nearly 4-percentage-point increase in both FARS and observed seat belt use. Alternatively, increasing the fine amount from $25 to $100 was associated with a nearly 7-point increase in use. KW - Countermeasures KW - Fines (Penalties) KW - Highway safety KW - Penalties KW - Primary law enforcement KW - Seat belts KW - Secondary law enforcement KW - Strategic planning KW - Traffic law enforcement KW - Utilization UR - http://www.nhtsa.gov/staticfiles/nti/occupant_protection/pdf/811413.pdf UR - https://trid.trb.org/view/1089646 ER - TY - RPRT AN - 01325166 AU - Marques, Paul R AU - Voas, Robert B AU - Roth, Richard AU - Tippetts, A Scott AU - Pacific Institute for Research and Evaluation AU - National Highway Traffic Safety Administration TI - Evaluation of the New Mexico Ignition Interlock Program PY - 2010/11//Final Report SP - 48p AB - This Evaluation of the New Mexico Ignition Interlock Program begins by summarizing the development of alcohol ignition interlock devices, laws, and programs during the past 22 years. It then reviews the laws that were written in New Mexico from 1999 to 2005. It goes on to characterize current penetration of interlocks relative to alcohol-related risk indicators, followed by detailed methodological reports on eight studies undertaken to understand the effects of several aspects of the New Mexico laws. The eight studies include (1) an evaluation of recidivism among court-mandated offenders who were required to install interlocks but were not allowed to drive those cars; (2) an evaluation of recidivism differences of first-time offenders who installed interlocks relative to matched offenders who did not; (3) an evaluation of the effect of an interlock licensing law that allows revoked DWI offenders to install an interlock on an insured vehicle and drive that way during the remainder of their revocation period; (4) an evaluation of a strong mandate in Santa Fe County during a 2-year period in which electronically monitored house arrest was required for offenders who did not want to have an interlock or claimed no plan to drive; (5) an evaluation of the patterns of elevated blood alcohol content (BAC) tests by hour of the day and day of the week from among the more than 10 million New Mexico breath tests collected by interlock devices; (6) a comparative evaluation of predictors of recidivism including prior driving while intoxicated (DWI), measures of drinking from the interlock event record, age, and other predictors; (7) a report on an interview process that included key informants, such as judges, prosecutors, defense attorneys, and probation officers, who manage or administer the interlock program; and (8) a report on focus group findings with interlock-using DWI offenders. Each of the eight studies is reported with Methods, Results, and Comments sections. The conclusion summarizes key findings and places the New Mexico results in the larger context of the national effort to reduce impaired-driving-related injuries and deaths. This report begins with an executive summary that touches on all these topics, including key findings, lessons learned, and potential areas for improvement of the New Mexico program. KW - Alcohol ignition interlock devices KW - Blood alcohol levels KW - Driver licenses KW - Drunk driving KW - Human factors in crashes KW - Laws KW - New Mexico KW - Recidivism KW - Repeat offenders KW - Suspensions UR - http://ntl.bts.gov/lib/35000/35000/35061/7356_NewMexico-IgnitionInterlock_v3a_110310_tag.pdf UR - https://trid.trb.org/view/1086075 ER - TY - RPRT AN - 01482921 AU - Salaani, M Kamel AU - Heydinger, Gary J AU - Grygier, Paul A AU - Schwarz, Chris AU - National Highway Traffic Safety Administration TI - Study of Heavy Truck S-Cam, Enhanced S-Cam, and Air Disc Brake Models Using NADS PY - 2010/10//July 2006 – October 2008 SP - 87p AB - In crashes between heavy trucks and light vehicles, most of the fatalities are the occupants of the light vehicle. A reduction in heavy truck stopping distance should lead to a reduction in the number of crashes, the severity of crashes, and consequently the numbers of fatalities and injuries. This study makes use of the National Advanced Driving Simulator (NADS). NADS is a full immersion driving simulator used to study driver behavior as well as driver-vehicle reactions and responses. The vehicle dynamics model of the existing heavy truck on NADS has been modified with the creation of two additional brake models. The three braking systems used in this study are the standard S-cam, the enhanced S-cam (larger drums and shoes), and the air-actuated disc brake system. A sample of 108 CDL-licensed drivers was split evenly among the simulations using each of the three braking systems. The drivers were presented with four different emergency stopping situations. The effectiveness of each braking system was evaluated by first noting if a collision was avoided and, if not, the speed of the truck at the time of collision. In the noncollision runs additional performance measures were also evaluated, including stopping distances, braking distances, brake pedal forces and decelerations. The results of this study show that the drivers who used either the air disc brakes or the enhanced S-cam brakes had fewer collisions in the emergency scenarios than those drivers using standard S-cam brakes. The fundamental result this research validated is that reducing heavy truck stopping distance has strong potential to decrease the number and severity of crashes in situations requiring emergency braking. KW - Air brakes KW - Braking KW - Braking performance KW - Disc brakes KW - Driving simulators KW - Heavy duty trucks KW - Stopping distances KW - Truck crashes KW - Trucking safety KW - Types of brakes UR - http://www.nhtsa.gov/DOT/NHTSA/NVS/Vehicle Research & Test Center (VRTC)/ca/Crash Avoidance Publications/811367.pdf UR - https://trid.trb.org/view/1251337 ER - TY - RPRT AN - 01470675 AU - Delaware Department of Transportation AU - Federal Highway Administration AU - National Highway Traffic Safety Administration AU - Delaware Office of Highway Safety AU - Delaware State Police AU - Delaware Office of Emergency Medical Services TI - Delaware Strategic Highway Safety Plan: Toward Zero Deaths PY - 2010/10 SP - 114p AB - The American Association of State Highway and Transportation Officials (AASHTO) initiated the Strategic Highway Safety Plan (SHSP) in 1998, after noticing that efforts to reduce highway fatalities were stalling. The SHSP encouraged various state agencies involved in highway safety to collaboratively develop a plan of innovative strategies to reduce fatalities on America’s highways. A state SHSP is currently a requirement of SAFETEA-LU and is a key component of a state’s Highway Safety Improvement Program (HSIP). The purpose of an SHSP is to identify the state's key safety needs through a review of statewide crash data and guide investment decisions to achieve significant reductions in highway fatalities and incapacitating injuries on public roads. In September 2003, the U.S. Department of Transportation set a goal to reduce the nationwide fatality rate to 1.0 per 100 million vehicle miles traveled by the year 2008. This rate-based benchmark was established to provide a comparison of crash rates between states, although the nation did not meet the 2008 goal. According to the Fatality Analysis Reporting System (FARS), the 2009 national fatality rate was 1.16 fatalities per 100 million vehicle miles traveled (VMT), which indicates significant progress from 1.58 in 1998. As shown in Figure 1, the nation has experienced a steady decline in fatality rates since the SHSP was initiated. Delaware established their first SHSP in September 2006 as a statewide coordinated safety plan to provide a comprehensive framework to reduce fatalities, identify specific goals and objectives, and integrate the four E's - engineering, education, enforcement and emergency medical services (EMS). An update to the plan was prepared in September 2008 and this document serves as the 2010 Delaware SHSP. Delaware’s coordinating agencies include Delaware Department of Transportation (DelDOT), Federal Highway Administration (FHWA), National Highway Traffic Safety Administration (NHTSA), Delaware Office of Highway Safety (OHS), Delaware State Police (DSP), Department of Justice (DOJ), and Delaware Office of Emergency Medical Services (OEMS). Based on committee discussions and a review of crash data, both the 2006 and 2008 versions of the plan included nine emphasis areas to reduce fatalities. This document provides a summary of updated crash data, identifies new emphasis areas, evaluates Delaware’s progress in implementing strategies to address each emphasis area, and provides a comprehensive framework of goals, objectives, and strategies to guide the commitment of agency resources for the next several years. While Delaware’s fatality rates slightly increased in 2008 and 2009 partially due to a decrease in statewide vehicle-miles traveled (VMT), Delaware’s 2007 fatality rate was the lowest fatality rate experienced in Delaware since 1999. Delaware’s 2007 to 2009 fatality rates per 100 million VMT ranged from 1.25 to 1.36, exceeding the nationwide goal. As shown in Figure 2, statewide travel decreased significantly in 2008; however, travel increased marginally in 2009. Future growth in travel and the congestion it brings to Delaware’s roadways will make providing safer transportation more challenging. KW - Alternatives analysis KW - Coordination KW - Crash rates KW - Delaware KW - Education KW - Emergency medical services KW - Engineering KW - Fatalities KW - Highway safety KW - Law enforcement UR - http://www.deldot.gov/information/community_programs_and_services/DSHSP/pdf/SHSP.pdf UR - https://trid.trb.org/view/1238095 ER - TY - SER AN - 01447145 JO - TRAFFIC TECH PB - National Highway Traffic Safety Administration TI - Public Awareness Survey Recommendations of The NHTSA-GHSA Working Group PY - 2010/10 IS - 397 SP - 2p AB - The National Highway Transportation Safety Administration and the Governors Highway Safety Association developed a set of survey questions about seat belt use, impaired driving, and speeding. Using the same core questions in all data collection efforts allows States to track trends and evaluate the efficacy of their countermeasures over time. KW - Data collection KW - Impaired drivers KW - Recommendations KW - Seat belt usage KW - Speeding KW - Surveys KW - Traffic safety UR - http://www.nhtsa.gov/staticfiles/traffic_tech/TT397.pdf UR - https://trid.trb.org/view/1214532 ER - TY - RPRT AN - 01375262 AU - Klinich, Kathleen D AU - Manary, Miriam A AU - Flannagan, Carol A C AU - Ebert, Sheila M AU - Malik, Laura A AU - Green, Paul A AU - Reed, Matthew P AU - University of Michigan Transportation Research Institute AU - Virginia Polytechnic Institute and State University, Blacksburg AU - National Highway Traffic Safety Administration TI - Labels, Instructions, and Features of Convertible Child Restraints: Evaluating Their Effects on Installation Errors PY - 2010/10 SP - 175p AB - This report documents a study of how Child Restraint Systems (CRS) features, labels, and instructions contribute to CRS installation errors. Task 1A focused on assessing different physical features of 16 convertible CRS, while Task 1B evaluated baseline and modified versions of labels and instructions for two CRS models. For each phase of testing, 32 subjects were recruited based on their education level (high or low) and experience with installing CRS (none or experienced). Each subject was asked to perform four child restraint installations in a 2006 Pontiac G6 sedan. An 18-month-old Child Restraint Air Bag Interaction (CRABI) anthropometric test device (ATD) weighing 25 lb was used for all installations. Each subject installed two CRS forward-facing (FF), one with Lower Anchors and Tethers for Children (LATCH) and one with seat belt, and two CRS rear-facing (RF), one with LATCH and one with the seat belt. For Task 1A, each subject installed four of the sixteen convertible CRS. For Task 1B, each subject installed a Graco ComfortSport and Evenflo Titan twice, where each CRS had one of eight alternate instruction manuals and one of eight alternate label conditions. After each installation, the experimenter evaluated 42 factors for each installation, such as choice of belt routing path, tightness of installation, and harness snugness. Analyses used linear mixed models to identify CRS installation outcomes associated with CRS features or label/ instruction type. LATCH connector type, LATCH belt adjustor type, and the presence of belt lock offs are associated with the tightness of the CRS installation. The type of harness shoulder height adjuster is associated with the rate of achieving a snug harness. Correct tether use is associated with the tether storage method. In general, subject assessments of the ease of use of CRS features are not highly correlated with the quality of their installation, suggesting a need for feedback with incorrect installations. The results of testing alternative labels and instructions indicate that no alternative condition significantly improved CRS installation compared to baseline conditions across all potential installation errors that were evaluated. An unintended consequence of using “combined” labels (incorporating all of the variations recommended by human factors experts that were tested individually in other conditions) is that subjects were less likely to use the CRS manual. The most promising alternative manual is a video version. Neither the labels nor manuals with improved graphics showed substantial benefit compared to baseline, even though graphics-based manuals and labels score well using the ISO and National Highway Traffic Safety Administration (NHTSA) ease-of-use rating system. The effects of varying labels and manuals on installation error are small compared to the effects of different CRS designs. The data from this study provide quantitative assessments of some CRS features that are associated with reductions in CRS installation errors. This information can be used to update the NHTSA CRS ease-of-use rating system to account for recently developed CRS features. Based on human factors recommendations, suggestions are made for assessing “clear” labels and instructions and modifying Federal Motor Vehicle Safety Standard 213 requirements to facilitate clearer labels and instructions. KW - Child restraint systems KW - Dummies KW - Education level KW - Federal Motor Vehicle Safety Standards KW - Installation KW - Lower Anchors and Tethers for Children (LATCH) KW - Manufacturer instructions KW - Seat belts UR - http://deepblue.lib.umich.edu/bitstream/2027.42/89861/1/102795.pdf UR - https://trid.trb.org/view/1141350 ER - TY - RPRT AN - 01358017 AU - Gordon, T AU - Sardar, H AU - Blower, D AU - Ljung Aust, M AU - Bareket, Z AU - Barnes, M AU - Blankespoor, A AU - Isaksson-Hellman, I AU - Ivarsson, J AU - Juhas, B AU - Nobukawa, K AU - Theander, H AU - University of Michigan Transportation Research Institute AU - Ford Motor Company AU - Volvo Cars Safety Centre AU - National Highway Traffic Safety Administration TI - Advanced Crash Avoidance Technologies (ACAT) Program – Final Report of the Volvo-Ford-UMTRI Project: Safety Impact Methodology for Lane Departure Warning – Method Development And Estimation of Benefits PY - 2010/10 SP - 218p AB - The Volvo‐Ford‐UMTRI project: Safety Impact Methodology (SIM) for Lane Departure Warning is part of the U.S. Department of Transportation’s Advanced Crash Avoidance Technologies (ACAT) program. The project developed a basic analytical framework for estimating safety benefits in the form of computed reductions in US crash numbers assuming the vehicle fleet was fully equipped with Volvo Lane Departure Warning (LDW) systems. Attention was limited to crashes initiated by the lane departure of a light passenger vehicle. The SIM uses computer models, Monte‐Carlo methods and extensive batch simulations to fuse together diverse data sources into a Virtual Crash Population. The simulation model incorporates sub‐models for the driver, vehicle, environment and technology (DVET model). The simulated population of virtual crashes makes use of historical crash data (NASS GES and Michigan Crash File), naturalistic driving data, objective test data from test track and driving simulator experiments, as well as highway data to populate the environmental sub‐model. The vehicle model was based on a representative mid‐sized sedan, and test data was used to estimate initial conditions, parameters and parameter ranges in the various sub‐models. The driver component of the DVET model includes sensing, information processing and control action modules, and represents the stochastic effects of distraction and delayed driver reaction to a lane departure event. Batch simulations were run in cases where the LDW technology model is active or suppressed. Taken together with estimates of system availability and driver responsiveness, an estimate for the range of safety benefits was developed. The SIM provides detailed indications of how the DVET components are expected to interact in the field, and hence the results provide safety‐related information that goes beyond the numerical benefit estimates, considered preliminary in this first analysis. This project was led by the Ford Motor Company. KW - Benefits KW - Crash avoidance systems KW - Highway safety KW - Lane departures KW - Lateral placement KW - Light vehicles KW - Safety Impact Methodology KW - Simulation KW - Traffic crashes KW - Warning systems UR - http://www.nhtsa.gov/DOT/NHTSA/NVS/Crash%20Avoidance/Technical%20Publications/2010/811405.pdf UR - https://trid.trb.org/view/1122813 ER - TY - SER AN - 01333738 JO - Traffic Safety Facts - Crash Stats PB - National Center for Statistics and Analysis AU - National Highway Traffic Safety Administration TI - Overview of Results From the International Traffic Safety Data and Analysis Group Survey on Distracted Driving Data Collection and Reporting PY - 2010/10 SP - 4p AB - In the fall of 2009, the U.S. Department of Transportation amplified a conversation that had been taking place on a much smaller scale in recent years. With that, the Distracted Driving Summit 2009 began a coordinated, national effort to curtail crashes and the resulting injuries and fatalities associated with distracted driving. During the summit, the Department released data from the National Highway Traffic Safety Administration showing that in 2008 almost 6,000 people died in crashes involving reports of distracted driving, and an estimated 20 percent of all crashes on U.S. roadways involved distracted driving (Ascone, 2009). Despite the relatively large portion of crashes with reports of distracted driving, NHTSA believes the involvement of distraction in crashes is underreported. As a follow-up activity to the summit, NHTSA began an initiative as part of the Distracted Driving Plan to improve data collection for distracted driving involvement in crashes. One effort of that initiative was to survey the international crash data collection community to identify methods that others are undertaking to collect and report on crashes involving distracted driving. KW - Crash data KW - Crash reports KW - Data collection KW - Distracted drivers KW - Distraction KW - Fatalities KW - Injuries KW - Traffic crashes KW - Traffic safety UR - http://www-nrd.nhtsa.dot.gov/Pubs/811404.pdf UR - https://trid.trb.org/view/1094819 ER - TY - RPRT AN - 01323786 AU - Najm, Wassim G AU - Koopmann, Jonathan AU - Smith, John D AU - Brewer, John AU - Volpe National Transportation Systems Center AU - Research and Innovative Technology Administration AU - National Highway Traffic Safety Administration TI - Frequency of Target Crashes for IntelliDrive Safety Systems PY - 2010/10 SP - 50p AB - This report estimates the frequency of different crash types that would potentially be addressed by various categories of Intelligent Transportation Systems as part of the IntelliDriveSM safety systems program. Crash types include light-vehicle crashes involving at least one light vehicle with gross vehicle weight rating (GVWR) of 10,000 pounds or less, heavy-truck crashes involving at least one heavy truck with GVWR greater than 10,000 pounds, and crashes involving all vehicle types. Crash frequency estimates are based on samples of police-reported crashes from the 2005-2008 General Estimates System crash databases. System categories encompass vehicle-to-vehicle (V2V) communication systems, vehicle-to-infrastructure (V2I) cooperative systems, and combination of V2V and V2I systems. The frequency of target crashes is derived from pre-crash scenarios described in police-reported crashes involving unimpaired drivers. V2V systems potentially address 79 percent of all vehicle target crashes, 81 percent of all light-vehicle target crashes, and 71 percent of all heavy-truck target crashes. V2I systems potentially deal with 26 percent all vehicle target crashes, 27 percent of all light-vehicle target crashes, and 15 percent of all heavy-truck target crashes. Combined V2V and V2I systems potentially address 81 percent all vehicle target crashes, 83 percent of all light-vehicle target crashes, and 72 percent of all heavy-truck target crashes. KW - Crash rates KW - Crash types KW - Heavy duty trucks KW - Highway safety KW - IntelliDrive (Program) KW - Intelligent transportation systems KW - Light vehicles KW - Traffic crashes KW - Vehicle to infrastructure communications KW - Vehicle to vehicle communications UR - http://www.nhtsa.gov/DOT/NHTSA/NVS/Crash%20Avoidance/Technical%20Publications/2010/811381.pdf UR - http://ntl.bts.gov/lib/35000/35500/35542/811381.pdf UR - https://trid.trb.org/view/1085215 ER - TY - ABST AN - 01490061 TI - Phone Surveys For Crackdown Mobilization (II) AB - The National Highway Traffic Safety Administration (NHTSA) has been conducting pre/post national telephone surveys surrounding the Summer and Winter National Alcohol Crackdowns in order to measure public awareness of the campaigns, penetration of the media messaging, and any associated changes in the public's perceived risk of an alcohol-impaired driver being stopped by law enforcement officers. This Contract will continue that survey activity for the 2011 and 2012 Crackdowns, with options to extend to 2013 and 2014. KW - Alcohol awareness programs KW - Public participation KW - Risk taking KW - Summer KW - Telephone surveys KW - Traffic law enforcement KW - Winter UR - https://trid.trb.org/view/1259608 ER - TY - ABST AN - 01490066 TI - Evaluation of a Combined Occupant Protection & Impaired Driving Demonstration Project AB - The National Highway Traffic Safety Administration (NHTSA) conducted an independent evaluation of a new combined Occupant Protection and Impaired Driving program. NHTSA's Office of Communications developed new media tools for this program, including the campaign slogan, "More Cops. More Stops," and the television commercial, "Bubbles," which illustrates how enforcement will notice drivers who break the rules of the road (e.g., driving unrestrained or impaired). For this program, six program waves were conducted in Oklahoma and Tennessee over the course of two years (2 standalone, 2 preceding "Click It or Ticket It" mobilizations, and 2 preceding impaired driving crackdown mobilizations). The project includes process (i.e., enforcement and media activity) and outcome (i.e., seat belt observations and Blood Alcohol Content roadside surveys) evaluations. KW - Blood alcohol levels KW - Impaired drivers KW - Occupant protection devices KW - Oklahoma KW - Safety campaigns KW - Seat belt use laws KW - Seat belts KW - Tennessee KW - Traffic law enforcement UR - https://trid.trb.org/view/1259613 ER - TY - ABST AN - 01490062 TI - Demonstration Tests of Different High Visibility Enforcement Models AB - The objective of this contract is to assess change in community perceptions of the perceived risk of alcohol-impaired drivers being stopped and arrested associated with high visibility enforcement programs conducted over a period of 2 years. Three intervention sites will be assessed. The intervention program at two sites will integrate high visibility enforcement and media outreach into normal law enforcement agency activities (i.e., fully integrated programs) and sustain the high visibility enforcement over an extended period of time. The program at a third site will be composed of an intermediate level of alcohol enforcement and carried out over a similar two year period. KW - Demonstration projects KW - Drunk drivers KW - Highway safety KW - Models KW - Traffic law enforcement UR - https://trid.trb.org/view/1259609 ER - TY - ABST AN - 01490047 TI - Explore the Predictive Validity of Drug Evaluation and Classification (DEC) Program Tests AB - Drug Recognition Experts (DREs) utilize a variety of readily observable signs and symptoms that are accepted in the medical community as reliable indicators of drug influence. The Drug Evaluation and Classification (DEC) program trains officers to determine whether a suspect is under the influence of alcohol and/or drugs, using an evaluation method (called a Drug Influence Evaluation (DIE)) that combines basic knowledge about drug pharmacodynamics with the administration of psychomotor tests to determine the category of drugs. During an evaluation, the DRE captures about 60 different elements, in numerical, pictorial and narrative form. Based on the information gathered, the DRE determines whether the subject is under the influence of drugs, the category of drugs, and requests a biological specimen for confirmation. A DRE evaluation can take a considerable amount of time; the toxicology results may take weeks or months. It is unclear whether it is necessary for DREs to collect all of the information that the evaluation currently demands, or whether a core set of the measures are more directly relevant. Therefore, The National Highway Traffic Safety Administration (NHTSA) is conducting a study to collect and code all the information found on a large sample of DRE cases, which resulted from traffic stops, to determine which combination(s) of elements provide the most efficient and effective means to predict the toxicology-confirmed results of the evaluation. The objectives of this study are to: a) gather a sample of DRE evaluation cases confirmed by blood samples; b) code the information found on the data sheets and create a database of measures from the sample; and c) analyze the data to determine connections between the measures and drug class confirmed by blood samples and determine which combination of factors offers the best predictive validity in the most efficient and effective manner. KW - Blood analysis KW - Databases KW - Drugged drivers KW - Highway safety KW - Police KW - Psychomotor ability KW - Toxicology KW - Training UR - https://trid.trb.org/view/1259594 ER - TY - ABST AN - 01490059 TI - Systems Analysis of the Use of Ignition Interlocks AB - Some jurisdictions are interested in using interlocks but feel there are barriers to their use. And even where interlocks are in widespread use, there may still be challenges. This project will document, step-by-step, the various ways interlock systems are currently initiated, implemented, and working in the United States, and how these processes could work better, easier and more efficiently. The study will examine the entire interlock system - from advocacy of a law or implementation of a program, to further sanctions for offenders who fail their breath tests or tamper with their device. This information will assist those interested in implementing and improving interlock programs across the country. The project objectives are to: (a) Document the implementation and operational processes of interlock programs; identify loopholes and weaknesses of interlock systems, and identify possible fixes for loopholes/weaknesses. (b) Highlight components from individual programs that illustrate steps, problems or weaknesses, and solutions to problems/challenges. KW - Alcohol ignition interlock devices KW - Highway safety KW - Ignition seat belt interlocks KW - Implementation KW - Offenders KW - Systems analysis UR - https://trid.trb.org/view/1259606 ER - TY - ABST AN - 01492268 TI - The Effect of PC-Based Attention Maintenance Training Over Time and as a Function of Driver Experience AB - A recent evaluation found that a PC-Based training program (FOrward Concentration and Attention Learning or FOCAL) significantly reduced novice drivers' long glances inside the vehicle. The training program was evaluated in a simulator and in an on-road field experiment. The current project is to address two limitations of these initial evaluations. First, the previous evaluations took place immediately after training. In the current project, the evaluation will occur immediately after training as well as several weeks after training. A second goal of the current effort is to evaluate if the training effect varies as a function of driver experience. To achieve this goal three groups of drivers who differ in the amount of driving experience will complete the training program and will be compared to control groups with the same amount of driving experience. KW - Computer based training KW - Driver training KW - Maintenance KW - Recently qualified drivers KW - Simulation KW - Training programs UR - https://trid.trb.org/view/1261233 ER - TY - ABST AN - 01490690 TI - Evaluation of a New Approach to Training Hazard Anticipation Skills of Young Drivers AB - Recent work with hazard anticipation training shows promise in improving novice drivers' perception of specific roadway hazards. Several approaches that use some form of guided error training successfully increase novice drivers' detection of roadway risks. This project will develop and evaluate an alternative training method (sRAPT)that may improve upon the effectiveness of training or reduce the costs of providing the training without reducing training effects. KW - Anticipation KW - Driver training KW - Hazards KW - Highway safety KW - Recently qualified drivers KW - Young adults UR - https://trid.trb.org/view/1260400 ER - TY - RPRT AN - 01563556 AU - Guo, Feng AU - Klauer, Sheila G AU - McGill, Michael T AU - Dingus, Thomas A AU - Virginia Polytechnic Institute and State University, Blacksburg AU - National Highway Traffic Safety Administration TI - Evaluating the Relationship Between Near-Crashes and Crashes: Can Near-Crashes Serve as a Surrogate Safety Metric for Crashes? PY - 2010/09//Draft Final Report SP - 73p AB - The number of crashes observed in naturalistic driving studies is typically small; thus, there is a need to use crash surrogates. This study evaluated the use of near-crashes as a surrogate measure when assessing the safety impacts of driver behaviors and other risk factors. Two metrics, the precision and bias of the risk estimation, were used to assess whether near-crashes could be combined with crashes. The principles and exact conditions for improved precision and unbiased estimation were proposed and applied to the 100-Car data. The analyses indicated that, in general, there is a strong relationship between the frequencies of contributing factors for crashes and for near-crashes. The study also indicated that analyses based on combined crash and near-crash data consistently underestimate the risk of contributing factors compared to using crash data alone. At the same time, the precision of the estimation will increase. This consistent pattern allows investigators to identify the truly high risk factors while qualitatively assessing the potential bias. In summary, the study concluded that there is a benefit to the use of near-crashes as a crash surrogate for risk assessment when naturalistic studies are not large enough to generate sufficient numbers of crashes. KW - Automatic data collection systems KW - Behavior KW - Crash data KW - Data analysis KW - Drivers KW - Metrics (Quantitative assessment) KW - Near miss collisions (Ground transportation) KW - Risk analysis KW - Traffic crashes UR - http://www.nhtsa.gov/DOT/NHTSA/NVS/Human Factors/Safety Problem Identification/DOT HS 811 382.pdf UR - https://trid.trb.org/view/1353218 ER - TY - RPRT AN - 01358019 AU - Forkenbrock, Garrick J AU - Snyder, Andrew AU - Jones, Robert E AU - National Highway Traffic Safety Administration AU - National Highway Traffic Safety Administration TI - A Test Track Evaluation of Light Vehicle Brake Assist PY - 2010/09//Draft Final Report SP - 211p AB - The objectives of the work described in this report were twofold: (1) to objectively identify the BA activation thresholds of five contemporary test vehicles, and (2) to evaluate braking performance of the test vehicles using BA activation threshold-based brake applications. The study’s second objective was broken down into two parts. First, the braking performance of the vehicles with BA enabled was compared to that achieved with the system disabled. For these tests, only brake applications believed to be representative of the vehicles’ BA activation thresholds were used. Next, the braking performance achieved via use of threshold-based brake applications was compared to the maximum braking capability of the vehicle. Three braking maneuvers were used in this study: two straight line stops (initiated from 45 and 65 mph), and a brake in-a-turn maneuver initiated from 45 mph. For each test, a programmable brake controller was used to insure the maneuvers were executed as accurately and repeatably as possible. To evaluate whether the manner in which the brakes were applied influenced the BA activation threshold, two brake controller feedback loops were used. When “displacement feedback” was utilized, the brake controller used a control feedback loop capable of modulating brake pedal force to maintain constant pedal position. Similarly, when “force feedback” was used, the brake controller used a control feedback loop capable of modulating brake pedal position to maintain constant application of force. Generally speaking, use of displacement feedback-based application thresholds allowed the effect of BA to be successfully evaluated, and demonstrated the technology is capable of producing substantial reductions in stopping distance for some vehicles— provided the right combination of brake pedal displacement and high application rate are applied. For four of the five vehicles evaluated in this study, use of threshold-based applications with BA enabled were able to achieve mean stopping distances within approximately 16 ft of the vehicles’ maximum braking capability. The brake controller’s force feedback-based applications were generally unable to distinguish the stopping performance realized with BA enabled from that achieved with the systems disabled. Therefore, the authors believe this feedback strategy is unsuitable for evaluating BA performance. The use of displacement feedback control logic is recommended. KW - Brake assist system KW - Braking performance KW - Driver support systems KW - Highway safety KW - Light vehicles KW - Stopping distances KW - Technological innovations KW - Vehicle safety UR - http://www.nhtsa.gov/DOT/NHTSA/NVS/Crash%20Avoidance/Technical%20Publications/2010/811371.pdf UR - https://trid.trb.org/view/1122815 ER - TY - SER AN - 01354111 JO - Traffic Safety Facts - Research Note PB - National Highway Traffic Safety Administration AU - National Highway Traffic Safety Administration TI - Driver Electronic Device Use in 2009 PY - 2010/09//Summary of Statistical Findings SP - 8p AB - The percentage of drivers visibly manipulating hand-held devices while driving dropped significantly from 1.0 percent in 2008 to 0.6 percent in 2009. Similarly, the hand-held cell phone use by drivers also dropped significantly from 6 percent in 2008 to 5 percent in 2009. These results are from the National Occupant Protection Use Survey (NOPUS), which provides the only nationwide probability-based observed data on driver electronic device use in the United States. KW - Cellular telephones KW - Drivers KW - Handheld devices KW - Highway safety KW - National Occupant Protection Use Survey KW - Statistics KW - United States KW - Utilization UR - http://www-nrd.nhtsa.dot.gov/Pubs/811372.pdf UR - https://trid.trb.org/view/1116508 ER - TY - RPRT AN - 01354107 AU - Singh, Santokh AU - National Highway Traffic Safety Administration TI - Distracted Driving and Driver, Roadway, and Environmental Factors PY - 2010/09//Technical Report SP - 40p AB - Drivers often perform non-driving activities that divert their attention from the primary task of driving. This may be due to conversing with a passenger, dialing or hanging up a cell phone, having a phone conversation, or adjusting the radio or other vehicle controls. A driver may also lose focus on driving due to engaging in nondriving cognitive activities, such as being lost in thought or thinking about personal or financial problems. In addition, some crash-associated factors such as driver age and gender, roadway traffic, and environmental conditions may influence a driver’s likelihood of engaging in non-driving activities. NHTSA conducted the National Motor Vehicle Crash Causation Survey (NMVCCS) to collect on-scene information on several crash factors, including the ones related to driver inattention. The NMVCCS data was used in this study to look at two facets of distracted driving, namely distraction from sources within the vehicle and non-driving cognitive activities, as associated factors. A descriptive analysis of the weighted data brought out some interesting facts about distracted driving. For example, the results show that, among the crash-involved drivers, distraction from internal sources was more common than distraction due to non-driving cognitive activities. The data also revealed that conversing with a passenger was the most common source of distraction from internal sources, while inattentiveness due to unknown thought focus was the most prevalent factor among the non-driving cognitive activities. Other important patterns detected include the decreasing trend in distraction from internal sources with increasing driver age; the high incidence of drivers under 16 who were thinking about personal problems, and drivers 16 and older who were inattentive due to some unknown thought focus during the pre-crash phase. This report provides necessary details of the NMVCCS data followed by discussion on the choice of the relevant variables and the analysis methodology. The results from univariate and bivariate analyses are discussed in detail, reflecting on the impact of distracted driving on crash occurrence. KW - Attention KW - Attention lapses KW - Cognition KW - Crash causes KW - Distraction KW - Drivers KW - Highway safety KW - Traffic crashes UR - http://www.distraction.gov/downloads/pdfs/distracted-driving-and-driver-roadway-environmental-factors.pdf UR - https://trid.trb.org/view/1116580 ER - TY - SER AN - 01354103 JO - Traffic Safety Facts - Research Note PB - National Highway Traffic Safety Administration AU - Cosgrove, Linda AU - Chaudhary, Neil AU - Roberts, Scott AU - National Highway Traffic Safety Administration TI - High Visibility Enforcement Demonstration Programs in Connecticut and New York Reduce Hand-Held Phone Use PY - 2010/09 SP - 8p AB - Driving while distracted increases the likelihood of a crash (NHTSA, 2010), and recent well-publicized events have brought this unsafe driving behavior to the forefront of the public eye. According to CTIA-The Wireless Association (2009) about 285 million Americans (91% of all Americans) now own cell phones, compared to only 1 million in 1987. The National Health Interview Survey (Blumberg & Luke, 2010) found that nearly one in four households were wireless only (no land line), up nearly 2 percentage points from the year before. The popularity of text messaging is increasing, and videotaped footage of drivers who were texting immediately before a crash has circulated widely on television and the Internet. The National Highway Traffic Safety Administration estimates that 6% of drivers nationwide were using an electronic device at any given time in 2008 (Pickrell & Ye, 2009. A meta-analysis (Horrey & Wickens, 2006) of 23 experiments that measured the effects of cell phone use on driving performance found that, across all studies, reaction times were consistently slower when using a cell phone than when not using a phone. To address this problem, NHTSA initiated distracted driving demonstration programs in two communities to test whether a high visibility enforcement (HVE) model could reduce two specific instances of distracted driving -- talking or texting using a hand-held cell phone. The HVE model combines dedicated law enforcement during a specific period, paid and earned media emphasizing an enforcement-based message, and evaluation before and after. Click It or Ticket, NHTSA’s best known and most successful HVE campaign for seat belt use, has also been effective in areas of aggressive driving and impaired driving. This report summarizes results from the first two of four waves of enforcement and media for distracted driving high visibility enforcement campaigns in two communities. KW - Cellular telephones KW - Connecticut KW - Distraction KW - Driving KW - Handheld devices KW - Highway safety KW - Mass media KW - New York (State) KW - Performance KW - Public information programs KW - Safety campaigns KW - Text messaging KW - Traffic law enforcement UR - http://www.nhtsa.gov/staticfiles/nti/pdf/811376-HVE_Demo_Programs_NY-TSF-RN-sept2010.pdf UR - https://trid.trb.org/view/1116581 ER - TY - SER AN - 01343107 JO - TRAFFIC TECH PB - National Highway Traffic Safety Administration TI - Drug Per Se Laws: A Review of Their Use in the States PY - 2010/09 IS - 393 SP - 2p AB - A difficulty in prosecuting drivers for driving impaired by drugs other than alcohol is that there is no scientific basis for specifying a bodily fluid concentration that is indicative of impairment. Successful prosecution has typically involved establishing behavioral evidence of impairment coupled with evidence of drug use, with the opinion that the drug use is likely to have caused the impairment. Several States have implemented per se laws for drugs. Drug per se laws are analogous to zero-tolerance laws that make it illegal to drive with certain drugs in the system. The objective of this project was to determine the extent to which States that have drug per se laws use them, and to document any special concerns that arise when making and prosecuting an arrest under a drug per se law. The National Highway Traffic Safety Administration (NHTSA) was also interested in determining whether these laws are effective in increasing driving under the influence of drugs (DUID) arrests and convictions. To learn about drug per se laws, NHTSA contracted with the Pacific Institute for Research and Evaluation. KW - Arrests KW - Drugged drivers KW - Drugs KW - Impaired drivers KW - Per se laws KW - Prosecution KW - States KW - Traffic conviction UR - http://www.nhtsa.gov/staticfiles/traffic_tech/tt393.pdf UR - https://trid.trb.org/view/1104891 ER - TY - RPRT AN - 01329720 AU - National Highway Traffic Safety Administration TI - The 2009 National Survey of the Use of Booster Seats PY - 2010/09 SP - 42p AB - This report presents results from the 2009 National Survey of the Use of Booster Seats (NSUBS), the only probability-based nationwide child restraint survey in the United States that observes restraint use and interviews an adult occupant to collect race, ethnicity, and other data. The NSUBS is conducted by the National Center for Statistics and Analysis, National Highway Traffic Safety Administration. The 2009 NSUBS found that 41 percent of 4- to 7-year-old children were restrained in booster seats in 2009 as compared to 43 percent in 2008. The restraint use for children 1 to 3 increased from 92 percent to 96 percent while the restraint use rate for all children under 13 remained unchanged at 89 percent. There was some improvement in restraint use by non-Hispanic Black or African-American children. Restraint use by Hispanic children was significantly lower than non-Hispanic children across all age groups. KW - Booster seats KW - Child restraint systems KW - Children KW - Ethnic groups KW - Highway safety KW - Race KW - Surveys KW - Utilization UR - http://www-nrd.nhtsa.dot.gov/Pubs/811377.pdf UR - https://trid.trb.org/view/1090648 ER - TY - SER AN - 01322253 JO - Traffic Safety Facts - Research Note PB - National Highway Traffic Safety Administration AU - Pickrell, Timothy M TI - Seat Belt Use in 2010—Overall Results PY - 2010/09 IS - HS-811 378 SP - 4p AB - Seat belt use in 2010 reached 85 percent, a gain from 84 percent in 2009. 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 been increasing steadily since 1994, accompanied by a steady decline in percent of unrestrained passenger vehicle occupant fatalities during daytime. The 2010 survey also found the following: (1) Seat belt use for occupants traveling during weekdays increased significantly from 83 percent in 2009 to 85 percent in 2010. (2) 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. (3) Seat belt use for occupants in rural areas increased significantly from 81 percent in 2009 to 83 percent in 2010. (4) Seat belt use for occupants traveling on expressways increased significantly from 89 percent in 2009 to 91 percent in 2010. KW - Expressways KW - Fatalities KW - National Occupant Protection Use Survey KW - Primary seat belt laws KW - Rural areas KW - Seat belt use KW - Seat belts KW - Secondary seat belt laws KW - Trend (Statistics) UR - http://www-nrd.nhtsa.dot.gov/Pubs/811378.pdf UR - https://trid.trb.org/view/1083688 ER - TY - SER AN - 01207442 JO - Traffic Safety Facts - Research Note PB - National Highway Traffic Safety Administration TI - Distracted Driving 2009 PY - 2010/09 SP - 8p AB - Highlights from this Research Note are as follows: In 2009, 5,474 people were killed on U.S. roadways and an estimated additional 448,000 were injured in motor vehicle crashes that were reported to have involved distracted driving. Of those people killed in distracted-driving-related crashes, 995 involved reports of a cell phone as a distraction (18% of fatalities in distraction-related crashes). Of those injured in distracted-driving-related crashes, 24,000 involved reports of a cell phone as a distraction (5% of injured people in distraction-related crashes). Sixteen percent of fatal crashes in 2009 involved reports of distracted driving. Twenty percent of injury crashes in 2009 involved reports of distracted driving. The age group with the greatest proportion of distracted drivers was the under-20 age group – 16 percent of all drivers younger than 20 involved in fatal crashes were reported to have been distracted while driving. Of those drivers involved in fatal crashes who were reportedly distracted, the 30- to 39-year-olds had the highest proportion of cell phone involvement. The data sources include the National Highway Traffic Safety Administration's Fatality Analysis Reporting Systems (FARS) and National Automotive Sampling System (NASS) General Estimates System (GES). KW - Age groups KW - Cellular telephones KW - Crash injuries KW - Distracted drivers KW - Distraction KW - Drivers KW - Fatalities KW - Fatality Analysis Reporting System KW - General Estimates System KW - National Automotive Sampling System UR - http://www-nrd.nhtsa.dot.gov/Pubs/811379.pdf UR - http://ntl.bts.gov/lib/34000/34200/34230/811379.pdf UR - https://trid.trb.org/view/968390 ER - TY - ABST AN - 01465171 TI - Evaluate Nighttime Seat Belt Enforcement AB - This task order provides an independent evaluation of the extent to which a nighttime seat belt high visibility enforcement program in a high belt use State affects daytime and nighttime seat belt use and other high risk driving behaviors. The contractor will assess public awareness of increased nighttime messaging and enforcement and analyze changes in the State's crash experience. Additional analyses will identify the characteristics of daytime and nighttime high risk drivers. KW - High risk drivers KW - Highway safety KW - Nighttime driving KW - Risk taking KW - Seat belt usage KW - Seat belts KW - Traffic law enforcement UR - https://trid.trb.org/view/1233404 ER - TY - ABST AN - 01490704 TI - Older Drivers' Compliance with License Restrictions AB - Some States allow older drivers whose skills have declined to obtain restricted licenses that allow them to drive only under specified conditions, such as during daytime or within a few miles of home. The objective of this study is to examine the effects of these restrictions on older drivers' safety. This project will explore the extent to which older drivers who have received restricted drivers licenses comply with those restriction, and whether such restrictions are effective in reducing older drivers' crash risk. Researchers will document the process for restriction older drivers' licenses, and obtain citation and crash data for drivers with restricted licenses. Analyses will determine the proportion of drivers with restricted licenses who are in crashes or receive citations under conditions that violate the restrictions. KW - Accident prone drivers KW - Aged drivers KW - Crash data KW - Crash risk forecasting KW - Highway safety KW - Restricted driver licenses UR - https://trid.trb.org/view/1260414 ER - TY - ABST AN - 01490056 TI - Utilization of Interlock Data: Is it Used for Offender Monitoring and Programming AB - Ignition interlocks provide important data for monitoring offenders. If an offender has many failed starts, if their failed starts occur in a certain pattern or time of day, or if the offender has high blood alcohol content (BAC) measures, this information can be used by probation officers and the courts in their work with offenders and possibly adjust an offender's sanctions. This type of data can also be used by treatment providers in their work with offenders, helping them to better tailor treatment protocols to the offender's specific needs. The National Highway Traffic Safety Administration (NHTSA) is interested in learning more about how this ignition interlock data is being used in current interlock programs, identifying jurisdictions that utilize this data for offender monitoring and other programs, such as screening, assessment and treatment for alcohol problems, and determining if this data can be used effectively to reduce alcohol-impaired driving recidivism. This project explores the issues surrounding interlock data usage. The project will identify jurisdictions within States with first-offender interlock laws or high levels of interlock use that use interlock data for offender monitoring and other offender programs, such as screening, assessment, and treatment programs, gather information on how the data is used and by whom, and identify and catalog available data, contacts, and proprietorship for any data that may be used to evaluate the effectiveness of using interlock data to reduce recidivism. This is an exploratory study. No actual evaluation of data use and recidivism is included in this project. KW - Alcohol ignition interlock devices KW - Blood alcohol levels KW - Data collection KW - Highway safety KW - Medical treatment KW - Repeat offenders UR - https://trid.trb.org/view/1259603 ER - TY - RPRT AN - 01346526 AU - Lee, John D AU - Fiorentino, Dary AU - Reyes, Michelle L AU - Brown, Timothy L AU - Ahmad, Omar AU - Fell, James AU - Ward, Nic AU - Dufour, Robert AU - University of Iowa, Iowa City AU - National Highway Traffic Safety Administration TI - Assessing the Feasibility of Vehicle-Based Sensors to Detect Alcohol Impairment PY - 2010/08//Final Report SP - 312p AB - Despite persistent efforts at the local, state, and federal levels, alcohol-impaired driving crashes still account for 31% of all traffic fatalities. The proportion of fatally injured drivers with blood alcohol concentrations (BACs) greater than or equal to 0.08% has remained at 31-32% for the past ten years. Vehicle-based countermeasures have the potential to address this problem and save thousands of lives each year. Many of these vehicle-based countermeasures depend on developing an algorithm that uses driver performance to assess impairment. The National Advanced Driving Simulator (NADS) was used to collect data needed to develop an algorithm for detecting alcohol impairment. Data collection involved 108 drivers from three age groups (21-34, 38-51, and 55-68 years of age) driving on three types of roadways (urban, freeway, and rural) at three levels of alcohol concentration (0.00%, 0.05%, and 0.10% BAC). The scenarios used for this data collection were selected so that they were both representative of alcohol-impaired driving and sensitive to alcohol impairment. The data from these scenarios supported the development of three algorithms. One algorithm used logistic regression and standard speed and lane-keeping measures; a second used decision trees and a broad range of driving metrics that are grounded in cues the National Highway Traffic Safety Administration (NHTSA) has suggested police officers use to identify alcohol-impaired drivers; a third used a support vector machine. The results demonstrate the feasibility of a vehicle-based system to detect alcohol impairment based on driver behavior. The algorithms differentiate between drivers with BAC levels at and above and below 0.08%BAC with an accuracy of 73 to 86%, comparable to the standardized field sobriety test. This accuracy can be achieved with approximately eight minutes of driving performance data. Differences between drivers and between roadway situations have a large influence on algorithm performance, which suggests the algorithms should be tailored to drivers and to road situations. KW - Accuracy KW - Algorithms KW - Blood alcohol levels KW - Countermeasures KW - Data collection KW - Drunk drivers KW - Fatalities KW - Feasibility analysis KW - Human subject testing KW - Impaired drivers KW - In vehicle sensors KW - National Advanced Driving Simulator UR - http://www.nhtsa.gov/DOT/NHTSA/NVS/Crash%20Avoidance/Technical%20Publications/2010/811358.pdf UR - http://www.nhtsa.gov/DOT/NHTSA/NVS/Crash%20Avoidance/Technical%20Publications/2010/811358A.pdf UR - https://trid.trb.org/view/1108737 ER - TY - RPRT AN - 01324999 AU - Moulton, Benjamin E AU - Peterson, Anne AU - Haddix, Dar AU - Drew, Lisa AU - Insight Policy Research AU - National Highway Traffic Safety Administration TI - National Survey of Drinking and Driving Attitudes and Behaviors: 2008. Volume II - Findings Report PY - 2010/08//Final Report: Findings Report SP - 128p AB - This report presents results from the eighth in a series of national telephone surveys conducted for the National Highway Traffic Safety Administration (NHTSA) to assess current status and trends regarding the public’s attitudes, knowledge, and self-reported behavior related to drinking and driving. This Volume (II): Findings Report presents a detailed description of respondents’ behaviors and attitudes including reported frequency of drinking and driving, the characteristics of their most recent drinking-driving occasion, their perceptions of drinking and driving as a problem, actions they have taken to avoid drinking and driving or prevent others from driving impaired, their attitudes and experience with enforcement of the drinking and driving laws, and the perceived effectiveness of different intervention strategies. Volume I: Summary Report presents a summary of these topics. Volume III: Methods Report describes the survey methodology and contains copies of the 2008 survey questionnaires. Twenty percent of the public age 16 and older had in the past year driven a motor vehicle within 2 hours of drinking alcohol, a number largely unchanged from previous survey years. About two-thirds of these drinking-drivers did so in the past 30 days. Computed national estimates showed the public making 85.5 million drinking-driving trips in the past 30 days, up from 73.7 million trips in 2004 and reversing a declining trend in such trips since 1995. Males were overrepresented, accounting for 48% of the population 16 and older but 78% of past-month drinking-driving trips. While few persons 16 to 20 reported drinking and driving, those that did tended to acknowledge they were heavy drinkers, an average of 5.7 drinks per normal sitting. However, binge drinking was most common among 21-to-24-year-olds, and males in this age group were most likely to report riding in the past year with a driver who might have had too much alcohol to drive safely (24%). A subset of the total sample was categorized as problem drinkers based on the data. More than one-half (56%) of drinking-drivers that were identified as problem drinkers said they had driven at least once in the past year when they thought they were over the legal limit, compared to 24% of other drinking-drivers. More than four-fifths (81%) of the public 16 and older viewed drinking and driving by others as a major safety threat to themselves and their families. One-third (33%) of all respondents had ridden with a designated driver in the past year, and 44% of drivers had been a designated driver in the past year. One-third of the public believed drivers who have had too much to drink to drive safely will be very likely (21%) or almost certain (12%) to get stopped by the police. Thirty percent had seen a sobriety checkpoint in the past year. KW - Alcohol use KW - Attitudes KW - Behavior KW - Drivers KW - Drunk drivers KW - Highway safety KW - Knowledge KW - Surveys KW - Trend (Statistics) UR - http://www.nhtsa.gov/staticfiles/nti/pdf/811343.pdf UR - https://trid.trb.org/view/1085844 ER - TY - RPRT AN - 01324987 AU - Drew, Lisa AU - Royal, Dawn AU - Moulton, Benjamin AU - Peterson, Anne AU - Haddix, Dar AU - Insight Policy Research AU - National Highway Traffic Safety Administration TI - National Survey of Drinking and Driving Attitudes and Behaviors: 2008. Volume III - Methodology Report PY - 2010/08//Final Report: Methodology Report SP - 100p AB - This report presents the details of the methodology used for the 2008 National Survey of Drinking and Driving Attitudes and Behaviors conducted by Gallup, Inc. for the National Highway Traffic Safety Administration (NHTSA). This survey represents the eighth version in a series of periodic surveys that began in 1991. The objective of this survey was to assess the status and trends regarding the public’s attitudes, knowledge, and self-reported behavior related to drinking and driving. The Volume III: Methodology Report is prepared to supplement (i) Volume I: Summary Report which presents the key results of the survey including: basic frequencies on drinking and driving, perceptions of drinking and driving as a problem, actions taken to prevent drinking and driving, attitudes and experience with enforcement of drinking and driving laws, and the perceived effectiveness of different intervention strategies and (ii) Volume II: Findings Report providing an in-depth analysis of the topics presented in Volume I. This Volume III, Methodology Report, describes the methods used for sampling, data collection, data weighting, data analysis, and also includes copies of the questionnaires. The target population for the 2008 National Survey of Drinking and Driving Attitudes and Behavior was the general driving age public (aged 16 and older) in the 50 States and the District of Columbia. The mode of data collection, as in the previous rounds, was telephone. However, because of the rapidly expanding cell phone only population, as well as to ensure adequate coverage of young adults in the target population, the sample for the 2008 study also included interviews with respondents who use only cell phones and do not have a landline phone in their household. All interviews were conducted in both English and Spanish. The target population was geographically stratified into the four census regions (Northeast, Midwest, South, and West), and sampling was done independently within each stratum (region). The sample allocation across the four regions was proportional to the size of the target population in each region. This is a departure from the NHTSA 2004 and 1999/2000 surveys, where about 100 interviews were completed for each of the 50 States and D.C. Interviewing took place over a three-month period, from September 10, 2008 to December 22, 2008 and each interview averaged about 17.5 minutes in length. For the main study, a total of 50,448 landline and 32,049 cell phone numbers were dialed across all four regions. A total of 6,999 interviews were completed, including 1,607 (about 23%) interviews from the cell phone only sample. A minimum of seven plus seven call design was used to make a human contact and then to complete an interview, and the overall response rate was 24.1%. The procedure for response rate calculation was based on the standard guidelines established by the American Association for Public Opinion Research (AAPOR). The final telephone sample of persons aged 16 and older was weighted to U.S. population counts to account for the sample design, differential non-response, and under-coverage of some groups in the sample frame. For post-stratification weighting, target data were obtained from the Current Population Survey (March 2008). A non-response bias study was also planned in accordance with Office of Management and Budget (OMB) requirements in order to examine the potential for nonresponse bias. A total of 200 interviews were completed with a random sample of non-respondents. The questionnaire for the non-response bias study included a subset of questions from the main study. The analysis plan for the non-response bias study was to compare the respondents and the non-respondents on key variables (survey data on selected survey questions). In addition, respondents of the 2008 national survey were split into two groups: i) early or “easy to reach” and ii) late or “difficult to reach” respondents. The total number of calls required to complete an interview in the main study was used to define these groups. Overall, findings indicated that there was little difference between respondents and non-respondents. This suggests that the possibility of any serious non-response bias is minimal. Finally, an experiment was incorporated in this study to assess whether a cash incentive increased response rates among cell phone-only respondents. Out of the 1,209 who received the incentive offer, 970 (80.23%) completed the survey. Among the 793 who did not receive the incentive, 637 (80.32%) completed the survey. These nearly identical percentages suggest that the offer of a $10 cash incentive did not impact the propensity of completing the survey among cell phone-only respondents. KW - Alcohol use KW - Attitudes KW - Behavior KW - Drivers KW - Drunk drivers KW - Highway safety KW - Knowledge KW - Methodology KW - Surveys KW - Trend (Statistics) UR - http://www.nhtsa.gov/staticfiles/nti/pdf/811344.pdf UR - https://trid.trb.org/view/1085845 ER - TY - RPRT AN - 01324968 AU - Drew, Lisa AU - Royal, Dawn AU - Moulton, Benjamin AU - Peterson, Anne AU - Haddix, Dar AU - Insight Policy Research AU - National Highway Traffic Safety Administration TI - National Survey of Drinking and Driving Attitudes and Behaviors: 2008. Volume I - Summary Report PY - 2010/08//Final Report: Summary Report SP - 36p AB - This report presents results from the eighth in a series of national telephone surveys conducted for the National Highway Traffic Safety Administration (NHTSA) to assess current status and trends regarding the public’s attitudes, knowledge, and self-reported behavior related to drinking and driving. This Volume I: Summary Report, presents key results from the survey, including the reported frequency of drinking and driving, perceptions of drinking and driving as a problem, actions taken to prevent drinking and driving, attitudes and experience with enforcement of the drinking and driving laws, and the perceived effectiveness of different intervention strategies. Volume II: Findings Report provides an in-depth analysis of the topics presented in Volume I, in addition to other topics of interest. Volume III: Methodology Report describes the methods used to conduct the interviews and analyze the data, and includes copies of the questionnaires. Twenty percent of the public age 16 and older had in the past year driven a motor vehicle within 2 hours of drinking alcohol, a number largely unchanged from previous survey years. About two-thirds of these drinking-drivers did so in the past 30 days. Computed national estimates showed the public making 85.5 million drinking-driving trips in the past 30 days. Eight percent of the population had ridden in the past year with a driver they thought had consumed too much alcohol to drive safely, with males 21 to 24 (24%) most likely to report this. Thirty percent of drinking-drivers had driven in the past year when they thought they were over the legal limit for alcohol and driving. More than four-fifths (81%) of the public age 16 and older viewed drinking and driving by others as a major safety threat to themselves and their families. One-third (33%) had ridden with a designated driver in the past year. Forty-four percent of drivers had been a designated driver in the past year. About 1% of the population 16 and older had been arrested for a drinking and driving violation in the past 2 years; the percentage was 5% for males 21 to 24. Four in 10 persons (40%) believed the penalties for violating drinking and driving laws should be much more severe, while an additional 26% believed they should be somewhat more severe. Thirty percent had seen a sobriety checkpoint in the past year. There was a preference that sobriety checkpoints be conducted weekly (40%) or monthly (35%). When asked if there was a national minimum drinking age in the United States, 71% said “yes.” Of those who said there was a minimum legal drinking age, 86% correctly identified it as 21. Of eight intervention strategies read to respondents, alcohol interlocks ranked first in the percentage that believed them very effective in reducing or preventing drunk driving (63%), followed by providing alternate ways for people who have had too much to drink to get home, suspending the license of drunk drivers, and impounding or seizing the vehicle of drunk drivers (all at 54%). KW - Alcohol use KW - Attitudes KW - Behavior KW - Drivers KW - Drunk drivers KW - Highway safety KW - Knowledge KW - Surveys KW - Trend (Statistics) UR - http://www.nhtsa.gov/staticfiles/nti/pdf/811342.pdf UR - https://trid.trb.org/view/1085843 ER - TY - RPRT AN - 01226728 AU - National Highway Traffic Safety Administration TI - Traffic Safety Facts Research Note: Highlights of 2009 Motor Vehicle Crashes PY - 2010/08 SP - 4p AB - In 2009, 33,808 people died in motor vehicle traffic crashes in the United States--the lowest number of deaths since 1950 (33,186 fatalities in 1950). This was a 9.7-percent decline in the number of people killed, from 37,423 in 2008 to 33,808, according tothe National Highway Traffic Safety Administration's (NHTSA's) 2009 Fatality Analysis Reporting System (FARS). Fatalities declined among all categories of vehicle occupants and nonoccupants. Motorcyclist fatalities broke the continuous 11-year increase with a large decline of 850 fatalities (24% of the total decline of 3,615). Motorcyclist fatalities now account for 13 percent of total fatalities. Passenger car occupant fatalities declined for the seventh consecutive year, and are at their lowest level since NHTSA began collecting fatality crash data in 1975. Light-truck occupant fatalities dropped for the fourth consecutive year, and are at their lowest level since 1997. The largest percentage reduction of people killed was among large-truck occupants (26%) compared to any other vehicle category, followed by motorcyclists with a 16-percent reduction. KW - Crash data KW - Crash injuries KW - Data collection KW - Drunk drivers KW - Fatalities KW - Human factors in crashes KW - Motorcycle crashes KW - Traffic crashes UR - http://www-nrd.nhtsa.dot.gov/Pubs/811363.pdf UR - https://trid.trb.org/view/987545 ER - TY - SER AN - 01208046 JO - Traffic Safety Facts - Research Note PB - National Highway Traffic Safety Administration AU - Austin, Rory TI - Roof Strength Testing and Real-World Roof Intrusion in Rollovers PY - 2010/08 SP - 6p AB - This Research Note demonstrates a statistically significant relationship between the peak strength-to-weight ratio (SWR) obtained through laboratory roof strength testing and the maximum vertical roof intrusion in real-world rollovers from the National Automotive Sampling System – Crashworthiness Data System (NASS-CDS). The results from both categorical analysis of vehicles with similar SWR measures and linear regression support the hypothesis that passenger vehicles with a higher SWR measured in a roof crush test are likely to experience less vertical roof intrusion in rollover crashes than vehicles with a lower SWR. Support for the hypothesis also remains when controlling for other possible factors that may explain roof intrusion and in a sensitivity analysis focused on the variance in the sampling weights. This finding complements the National Highway Traffic Safety Administration’s previous work that demonstrated a relationship between vertical roof intrusion and injury risk in rollovers and supports the validity of SWR as a measure of roof strength. KW - Crashworthiness KW - National Automotive Sampling System - Crashworthiness Data System KW - Rollover crashes KW - Strength-to-weight ratio KW - Vehicle intrusion KW - Vehicle roofs UR - http://www-nrd.nhtsa.dot.gov/Pubs/811365.pdf UR - https://trid.trb.org/view/968939 ER - TY - SER AN - 01207198 JO - Traffic Safety Facts - Research Note PB - National Highway Traffic Safety Administration TI - Highlights of 2009 Motor Vehicle Crashes PY - 2010/08 IS - HS-811 363 SP - 4p AB - In 2009, 33,808 people died in motor vehicle traffic crashes in the United States – the lowest number of deaths since 1950 (33,186 fatalities in 1950). This was a 9.7% decline in the number of people killed, from 37,423 in 2008 to 33,808, according to the National Highway Traffic Safety Administration's (NHTSA’s) 2009 Fatality Analysis Reporting System (FARS). Fatalities declined among all categories of vehicle occupants and nonoccupants. Motorcyclist fatalities broke the continuous 11-year increase with a large decline of 850 fatalities (24% of the total decline of 3,615). Motorcyclist fatalities now account for 13% of total fatalities. Passenger car occupant fatalities declined for the seventh consecutive year, and are at their lowest level since NHTSA began collecting fatality crash data in 1975. Light-truck occupant fatalities dropped for the fourth consecutive year, and are at their lowest level since 1997. The largest percentage reduction of people killed was among large-truck occupants (26%) compared to any other vehicle category, followed by motorcyclists with a 16% reduction. Additional statistics on 2009 motor vehicle crashes are reported in this Research Note. KW - Fatalities KW - Fatality Analysis Reporting System KW - Motorcycle crashes KW - Pedestrian-vehicle crashes KW - Traffic crashes KW - Trend (Statistics) KW - Truck crashes KW - United States UR - http://www-nrd.nhtsa.dot.gov/Pubs/811363.pdf UR - http://ntl.bts.gov/lib/35000/35700/35717/811363.pdf UR - https://trid.trb.org/view/968118 ER - TY - SER AN - 01207196 JO - TRAFFIC TECH PB - National Highway Traffic Safety Administration TI - Motorcycle Crash Causes and Outcomes: Pilot Study PY - 2010/08 IS - 391 SP - 2p AB - The number of motorcyclist crash-related fatalities has more than doubled during the past 10 years. In the Safe, Accountable, Flexible, Efficient Transportation Equity Act: A Legacy for Users (SAFETEA-LU), Congress directed the Secretary of Transportation to conduct a comprehensive study of the causes of motorcycle crashes. In anticipation of this mandate, the National Highway Traffic Safety Administration awarded a contract to Westat, Inc., and Dynamic Science, Inc., to conduct a Pilot Study to develop and test a methodology for in-depth motorcycle crash investigation. Using a protocol developed by the Organisation for Economic Cooperation and Development for a multination European study as a guide, the project had four main goals: Develop comprehensive data collection forms, a coding manual, and field protocol for crash investigations; Develop data collection forms, a coding manual, and field protocol for the collection of control group data; Develop training material for use in a future larger scale study; and Assess the levels of effort and resources required for each stage of an investigation. This Traffic Tech briefly describes the method, results, and recommendations of this research effort; it is a summary of the project report which has the same title as this Traffic Tech. KW - Crash causes KW - Crash investigation KW - Data collection KW - Fatalities KW - In-depth accident investigation KW - Methodology KW - Motorcycle crashes KW - Training UR - http://www.nhtsa.gov/staticfiles/traffic_tech/tt391.pdf UR - https://trid.trb.org/view/968148 ER - TY - SER AN - 01207193 JO - TRAFFIC TECH PB - National Highway Traffic Safety Administration TI - National Survey of Drinking and Driving Attitudes and Behaviors PY - 2010/08 IS - 392 SP - 2p AB - The National Highway Traffic Safety Administration conducts the National Survey of Drinking and Driving Attitudes and Behaviors on a periodic basis to monitor the public’s attitudes, knowledge, and self-reported behavior regarding drinking and driving. The 2008 survey was administered by telephone to 6,999 respondents 16 and older, with 5,392 interviews completed with respondents who were using landline phones and 1,607 interviews completed with respondents who were using cell phones. The survey over-sampled teenagers and young adults 16 to 24. Interviewing ran from September 2008 through December 2008. This Traffic Tech summarizes the findings which are presented in the reports: National Survey of Drinking and Driving Attitudes and Behaviors: 2008. Volume I: Summary. Volume II: Findings. Volume III: Methodology. KW - Age groups KW - Attitudes KW - Behavior KW - Drunk driving KW - Surveys UR - http://www.nhtsa.gov/staticfiles/traffic_tech/tt392.pdf UR - https://trid.trb.org/view/968151 ER - TY - ABST AN - 01490703 TI - Blood Alcohol Testing in Older Drivers AB - Older Drivers have been reported to be less likely than other drivers to be involved in alcohol related crashes. However, the literature regarding older adults' alcohol consumption prior to driving is limited, with some indication of drinking and driving among older adults. Better understanding the effects of even low levels of alcohol on older drivers' safety would be useful in developing countermeasures to enhance older driver safety. The goal of this study is to collect blood alcohol levels in drivers age 65 and older who receive hospital treatment for crash injuries. Researchers will analyze blood alcohol levels in older adults treated for crash injuries to determine the proportion of older crash victims who had any level of alcohol before the crash and the average blood alcohol content (BAC) level among those with levels of .01 or higher. The study will examine the ratio of at-fault to not at-fault crashes among those with levels of .01 or above as compared to those without measureable levels of blood alcohol. KW - Aged drivers KW - Blood alcohol levels KW - Countermeasures KW - Crash injuries KW - Highway safety KW - Traffic crashes UR - https://trid.trb.org/view/1260413 ER - TY - ABST AN - 01492336 TI - Research Truck Techn Efficiency Assessment AB - The National Highway Traffic Safety Administration (NHTSA) issues contract with Oak Ridge National Laboratory to undertake a truck technology efficiency assessment in order to demonstrate how cutting edge technologies can be used to define real world driving conditions for advanced power train systems research. Building on past investments by the Oak Ridge National Laboratory and the University of Tennessee, this study will support existing research to increase automobile efficiency and safety and introduce new capabilities for advanced transportation for universities, the government and industry. Using these cutting edge technologies to test various combinations of engine components before building a prototype vehicle will save time and money in developing our nation's next generation of trucks, buses, military vehicles and passenger cars. KW - Buses KW - Military vehicles KW - Passenger vehicles KW - Power trains KW - Technological innovations KW - Trucks KW - Vehicle safety UR - https://trid.trb.org/view/1261469 ER - TY - ABST AN - 01465049 TI - Research Truck Technology Efficiency Assessment AB - The National Highway Traffic Safety Administration (NHTSA) issues contract with Oak Ridge National Laboratory to undertake a truck technology efficiency assessment in order to demonstrate how cutting edge technologies can be used to define real world driving conditions for advanced power train systems research. Building on past investments by the Oak Ridge National Laboratory and the University of Tennessee, this study will support existing research to increase automobile efficiency and safety and introduce new capabilities for advanced transportation for universities, the government and industry. Using these cutting edge technologies to test various combinations of engine components before building a prototype vehicle will save time and money in developing our nation's next generation of trucks, buses, military vehicles and passenger cars. KW - Buses KW - Military vehicles KW - Passenger vehicles KW - Power trains KW - Technological innovations KW - Trucks KW - Vehicle design UR - https://trid.trb.org/view/1233282 ER - TY - ABST AN - 01490058 TI - Evaluation of the Secure Continuous Remote Alcohol Monitoring (SCRAM) Device as a Tool in Monitoring Impaired Driving Offenders AB - A component of driving while intoxicated (DWI) offender monitoring programs is to protect the public by preventing future impaired driving. Increasingly, courts are using technology (e.g., continuous alcohol monitoring) to assist in monitoring impaired driving offenders. Continuous alcohol monitoring devices use electrochemical sensing technology to test perspiration above the surface of the skin (often called transdermal) for the presence of alcohol. Courts are primarily using Alcohol Monitoring Systems' (AMS) Secure Continuous Remote Alcohol Monitoring (SCRAM™) device for this purpose. The SCRAM system consists of an ankle bracelet that conducts transdermal alcohol readings by sampling the perspiration above the skin. The readings are stored, and at set times, transmitted via wireless radio frequency signal to the SCRAM modem, and stored/managed in a web-based SCRAMNet. It is presumably less expensive than incarceration, and allows offenders to: remain in their homes, go to work, and maintain their other responsibilities. The objectives of this project are to determine the effectiveness of SCRAM as a monitoring tool and in reducing drinking and driving. This project will document under what conditions SCRAM is being used, how long the program has been in use, how long the device has been used in the program, and how long is it used by the offenders; as well as, who pays for the device, how the data is used and who uses it, how oversight is conducted, and how the SCRAM device assists jurisdictions monitor for recidivism. KW - Alcohol use KW - Driver monitoring KW - Drunk driving KW - Impaired drivers KW - Secure Continuous Remote Alcohol Monitoring (SCRAM) UR - https://trid.trb.org/view/1259605 ER - TY - RPRT AN - 01343110 AU - Lacey, John AU - Brainard, Katharine AU - Snitow, Samantha AU - Pacific Institute for Research and Evaluation AU - National Highway Traffic Safety Administration TI - Drug Per Se Laws: A Review of Their Use in States PY - 2010/07//Final Report SP - 204p AB - This report summarizes a study of the implementation of drug per se laws in 15 States. These laws generally make it an impaired-driving offense to drive with a measurable amount of certain drugs in one’s system. The specific prohibited drugs vary by State. The laws are generally integrated into the States’ overall impaired-driving statute. Though all 15 States were studied to some degree, deeper study of the process was conducted in 6 States. This involved discussions with government officials and law enforcement officers, and a series of structured discussions with prosecutors. This study was not an impact evaluation of drug per se laws on crashes, but rather an attempt to gain an understanding of how the drug per se laws are implemented and perceptions about the law of those charged with implementing the law. It was initially intended that the study would also assess the effect of passing driving under the influence of drugs (DUID) per se laws on the volume of DUID arrests and on conviction patterns, but data to directly address those issues were not available. A general consensus among law enforcement officers, whom the authors held discussions with, was the adoption of drug per se laws did not necessarily make enforcement easier, but did have a positive effect on prosecution. This general perception was shared by prosecutors whom the authors interviewed. Because the drug per se laws have typically been adopted as a component of States’ impaired-driving statutes, one difficulty of this study was obtaining accurate data on volume of arrests and conviction rates for the DUID component of the impaired-driving law. Recommendations include developing a procedure where impaired-driving citations indicate drugs, alcohol, or both, but also adopting procedures to ensure information is integrated into computerized data systems of both law enforcement agencies and courts. KW - Drugged drivers KW - Drugs KW - Impaired drivers KW - Implementation KW - Law enforcement KW - Per se laws KW - Prosecution KW - Recommendations KW - States UR - http://www.nhtsa.gov/staticfiles/nti/impaired_driving/pdf/811317.pdf UR - https://trid.trb.org/view/1104882 ER - TY - RPRT AN - 01328186 AU - Tison, Julie AU - Williams, Allan F AU - Chaudhary, Neil K AU - Preusser Research Group, Incorporated AU - National Highway Traffic Safety Administration TI - Daytime and Nighttime Seat Belt Use by Fatally Injured Passenger Vehicle Occupants PY - 2010/07//Final Report SP - 48p AB - The difference in day and night seat belt use among fatally injured passenger vehicle occupants was investigated by personal, environmental, and vehicle characteristics. In each of the 10 years reviewed, seat belt use among fatally injured occupants was lower at night (9 p.m.-3:59 a.m.) than during the day. On average, nighttime use was 18 percentage points lower than daytime belt use. Results indicated that groups with lower seat belt use both day and night were: males; younger occupants; pickup truck occupants; residents of secondary enforcement law States; occupants traveling in rural areas; occupants killed on local roads; occupants killed on weekends; drivers with crashes and violations on their records; drivers likely accountable in the crash; and drivers with high blood alcohol concentrations. Alcohol-impaired drivers comprised more than two-thirds of fatally injured drivers killed at night, and only 26% of these drivers were belted at night. The categories of fatally injured occupants who showed the greatest discrepancy in day and night seat belt use included: occupants 45 and older, those on interstate roads, car occupants, and drivers with clean records. KW - Crash characteristics KW - Daytime crashes KW - Fatalities KW - Highway safety KW - Nighttime crashes KW - Seat belts KW - Traffic crashes KW - Utilization KW - Vehicle occupants UR - http://www.nhtsa.gov/staticfiles/nti/pdf/811281.pdf UR - https://trid.trb.org/view/1089396 ER - TY - RPRT AN - 01328156 AU - Sivinski, Robert AU - National Highway Traffic Safety Administration TI - Booster Seat Effectiveness Estimates Based on CDS and State Data PY - 2010/07//NHTSA Technical Report SP - 17p AB - Statistical analyses based on NASS CDS data from 1998-2008 and 17 combined years of State data from Kansas, Washington, and Nebraska estimate the effects of early graduation from child restraint seats to booster seats and of early graduation from booster seats to lap and shoulder belts. The principal findings are that among 3- and 4-year-olds there is evidence of increased risk of injury when restrained in booster seats rather than with the recommended child restraints. This increase depends on injury severity, and may be as large as 27 percent for non-disabling to fatal injuries. This effect may be more pronounced in the 3-year-olds, although sample sizes are too small to draw statistical conclusions. Among 4- to 8-year-olds there is strong evidence of reduced risk of injury when restrained by booster seats rather than lap and shoulder belts. The magnitude of this effect for the combined database is a 14 percent reduction in risk of any type of injury, but the effect varies depending on data source and injury severity. Estimates varied from no effect to a 45 percent reduction of MAIS ≥ 2 injuries based on CDS data. KW - Booster seats KW - Child restraint systems KW - Effectiveness KW - Fatalities KW - Highway safety KW - Injuries KW - Seat belts UR - http://www-nrd.nhtsa.dot.gov/Pubs/811338.pdf UR - https://trid.trb.org/view/1086319 ER - TY - SER AN - 01207192 JO - TRAFFIC TECH PB - National Highway Traffic Safety Administration TI - Identifying Targets for Improvement in Nighttime Seat Belt Use PY - 2010/07 IS - 390 SP - 2p AB - Previous research has found that the proportion of unbelted fatalities is greater at night than during the day. Failure to use seat belts has been identified as an important factor in nighttime fatalities, yet there are still many gaps in our knowledge about seat belt use at night. The primary objective of this project was to examine the day and night difference in seat belt use under different personal, environmental, and vehicle characteristics, in order to identify anomalies that indicate specific traffic safety problems. Differences in day and night use in primary and secondary enforcement law States were also compared, and an analysis was performed to examine day and night seat belt use in States that changed their seat belt law from secondary to primary during the 1998-2007 period. KW - Environment KW - Fatalities KW - Night KW - Persons and personal characteristics KW - Primary law enforcement KW - Seat belt use KW - Seat belts KW - Secondary law enforcement KW - Traffic safety KW - Vehicle characteristics UR - http://www.nhtsa.gov/staticfiles/traffic_tech/tt390.pdf UR - https://trid.trb.org/view/968146 ER - TY - ABST AN - 01490705 TI - Older Drivers' Assessment Scores, Citations and Crashes AB - A previous project examined the relationship between older drivers' traffic citation and crash history and their performance on a variety of clinical assessment instruments that occupational therapists and other professionals use to test skills that underlie safe driving. While the relationship between driving history and safety outcomes is useful, the gold standard for this type of research is prospective studies, particularly in the case of older drivers, whose performance sometimes changes rapidly with increasing age. The purpose of the current project is to compare their scores to crashes and citations over approximately 12 months following the original assessment. A group of approximately 1,000 older drivers have completed a selection of driving assessment tools. These participants' crash and citation records will be monitored for approximately one year to determine the extent to which the assessment scores predict critical driving errors and crashes. KW - Aged drivers KW - Evaluation and assessment KW - Highway safety KW - Human factors in crashes KW - Traffic citations KW - Traffic crashes UR - https://trid.trb.org/view/1260415 ER - TY - ABST AN - 01490695 TI - System Analysis of ASE Implementation AB - A number of studies have shown the use of speed cameras for Automated Speed Enforcement (ASE) to be effective in reducing traffic speeds. However, despite the effectiveness of speed camera programs for ASE, it is often difficult to establish public acceptance for these programs and put them into place. The success of speed camera programs often depends on the way they are introduced. There are many variables in ASE development and delivery that may affect the level of public acceptance for given speed camera programs, as well as its success. These variables include the degree to which programs were set up and implemented according to the National Highway Traffic Safety Administration (NHTSA) guidelines, specific target sites for the ASE (school zones, work zones, etc.), program funding and revenue flow (who pays for it and how, who profits from revenue, how it is promoted), nature of citations issued (cite vehicle or cite driver), penalties for violations (level of fines, points on license, etc.), presence of other automated enforcement (red light cameras), level of traditional speed law enforcement, existence and results of program evaluations, media reports and level of media exposure, and level of public acceptance. The objectives of this study are to (1) determine how each of the existing speed camera programs in the United States was developed and implemented; (2) examine other variables that have affected these speed camera programs; and (3) Determine how all of these variables, including the use of NHTSA Guidelines, have affected the success of these programs. KW - Automated speed enforcement KW - Public acceptability KW - School zones KW - Speed cameras KW - Traffic citations KW - Traffic law enforcement KW - Traffic speed KW - Traffic violations UR - https://trid.trb.org/view/1260405 ER - TY - ABST AN - 01490671 TI - Automated Feedback to Foster Safe Driving - Phase 2 AB - This project will evaluate the effect of accelerator pedal feedback to reduce speeding over the posted speed limit. In previous research, a database linking global positioning system (GPS) coordinates with speed limits was created and validated. The current research effort will link the speed limit database with a mechanical device that will introduce feedback to the accelerator pedal when drivers exceed speed limits. The feedback can be overridden by pressing harder on the accelerator pedal. In addition to measuring the effect of the technology on speeding, the researchers will also measure driver acceptance of and mental workload experienced from the system. KW - Accelerators (Devices) KW - Accelerators (Pedals) KW - Automation KW - Databases KW - Driver performance KW - Feedback control KW - Global Positioning System KW - Speed limits UR - https://trid.trb.org/view/1260381 ER - TY - RPRT AN - 01358030 AU - Llaneras, Robert E AU - Neurauter, M Lucas AU - Perez, Miguel AU - Virginia Polytechnic Institute and State University, Blacksburg AU - National Highway Traffic Safety Administration TI - Evaluation of Enhanced Brake Lights Using Surrogate Safety Metrics: Task 2 & 3 Report: Development of a Rear Signaling Model and Work Plan for Large Scale Field Evaluation PY - 2010/06 SP - 84p AB - This report documents efforts undertaken as part of a larger program of research involving a series of inter-related studies and research projects intended to reduce the frequency and severity of rear-end crashes via enhancements to rear-brake lighting. It outlines current efforts leading to the development of a rear signaling model to estimate the relative safety benefits of various enhanced braking signal approaches on the incidence of rear-end crashes, as well as the development of a detailed work plan for conducting a Field Operational Test of candidate rear signaling systems. This preliminary model is a first effort designed to see if enhanced rear signaling systems can provide safety benefits. This model is not comprehensive, nor does it model any of the system costs. The results from this preliminary model found that use of brake signal configurations which simultaneously flash the brake lamps (both outboard and CHMSL units) at 5 Hz were found to be effective, reducing the crash rate by as much as a 5.1% (95% confidence interval: 3.5%-6.7%), equivalent to 21,723 fewer annual rear-end crashes. The model also found that effectiveness of the simultaneous flashing signal was moderated by both 1) signal luminance (and brightness) and 2) activation, or triggering criteria. Additional efforts are needed to increase model reliability by gathering additional data to populate model parameters, and to validate model outputs to ensure predictions are generally reflective of real-world performance. A research work plan is also presented for implementing a large-scale Field Operational Test intended to evaluate the real-world effectiveness of one or more rear signaling system implementations. KW - Brake lamps KW - Countermeasures KW - Crash rates KW - Evaluation and assessment KW - Flashing brake lamps KW - Highway safety KW - Rear end crashes KW - Rear lighting KW - Vehicle safety UR - http://www.nhtsa.gov/DOT/NHTSA/NVS/Crash%20Avoidance/Technical%20Publications/2010/811329.pdf UR - https://trid.trb.org/view/1122820 ER - TY - RPRT AN - 01358024 AU - Crash Avoidance Metrics Partnership AU - National Highway Traffic Safety Administration TI - Crash Imminent Braking (CIB) Second Annual Report PY - 2010/06//Annual Report SP - 47p AB - The Crash Imminent Braking (CIB) Project was initiated in September 2007. The project is being conducted by the Crash Avoidance Metrics Partnership (CAMP) CIB Consortium, which consists of Continental, Delphi Corporation, Ford Motor Company, General Motors and Mercedes-Benz. The project is sponsored by the National Highway Traffic Safety Administration (NHTSA) through NHTSA Cooperative Agreement No. DTNH22 05 H 01277, Project Order 0002. From inception to completion, the project is scheduled to run for 32 months. This report presents a summary of the work performed during the second year of the project. The objectives of the CIB Project are to develop test methods for evaluating crash imminent braking systems and to establish benefits estimation methods for assessing their potential effectiveness at reducing the severity of injuries in vehicle crashes. KW - Benefits KW - Braking KW - Crash avoidance systems KW - Driver support systems KW - Estimating KW - Highway safety KW - Technological innovations KW - Vehicle safety UR - http://www.nhtsa.gov/DOT/NHTSA/NVS/Crash%20Avoidance/Technical%20Publications/2010/811341.pdf UR - https://trid.trb.org/view/1122817 ER - TY - RPRT AN - 01357988 AU - Crash Avoidance Metrics Partnership AU - National Highway Traffic Safety Administration TI - Crash Imminent Braking (CIB) First Annual Report PY - 2010/06//Annual Report SP - 40p AB - This report documents the work completed by the Crash Avoidance Metrics Partnership (CAMP) Crash Imminent Braking (CIB) Consortium during the first year of the project titled “Objective Tests for Imminent Crash Automatic Braking Systems.” The project is being conducted by the CIB Consortium which is comprised of Continental, Delphi Corporation, Ford Motor Company, General Motors Corporation and Mercedes-Benz. The purpose of the project is to define minimum performance requirements and objective tests for crash imminent braking systems and to assess the harm reduction potential of various system configurations and performance capabilities. The project is sponsored by the National Highway Traffic Safety Administration (NHTSA). This report presents a summary of the work performed during the first year of the project. KW - Braking KW - Crash avoidance systems KW - Driver support systems KW - Highway safety KW - Technological innovations KW - Vehicle safety UR - http://www.nhtsa.gov/DOT/NHTSA/NVS/Crash%20Avoidance/Technical%20Publications/2010/811340.pdf UR - https://trid.trb.org/view/1122841 ER - TY - SER AN - 01357971 JO - Traffic Safety Facts - Vehicle Safety Research Notes PB - National Highway Traffic Safety Administration AU - National Highway Traffic Safety Administration TI - Development of a Simulation Model to Assess Effectiveness and Safety Benefits of Enhanced Rear Brake Light Countermeasures PY - 2010/06 SP - 4p AB - This Vehicle Safety Research Note is a summary of the technical research report: Evaluation of Enhanced Brake Lights Using Surrogate Safety Metrics. Task 2 & 3 Report: Development of a Rear Signaling Model and Work Plan for Large-Scale Field Evaluation (DOT HS 811 329). Rear-end crashes account for more than 29 percent of all crashes; these types of crashes often result from a failure to respond (or delays in responding) to stopped or decelerating lead vehicles (NHTSA, 2007). The work described here is part of a larger program of research intended to develop and evaluate rear signaling applications designed to reduce the frequency and severity of rear-end crashes by redirecting drivers’ visual attention to the forward roadway (for cases involving distracted drivers), and/or increasing the saliency or meaningfulness of the brake signal (for attentive drivers). A computer-based model was developed under this effort to derive estimates of safety benefits associated with various rear signal approaches for avoiding rear-end crashes. The model was implemented in Matlab and relied on empirical data to model lead-vehicle-braking conflicts and estimate the impact of various system designs, including signal type and triggering criteria. KW - Attention KW - Benefits KW - Brake lamps KW - Braking KW - Countermeasures KW - Rear end crashes KW - Rear lighting KW - Simulation KW - Traffic safety UR - http://www.nhtsa.gov/DOT/NHTSA/NVS/Crash%20Avoidance/Technical%20Publications/2010/811331.pdf UR - https://trid.trb.org/view/1122819 ER - TY - SER AN - 01357964 JO - Traffic Safety Facts - Vehicle Safety Research Notes PB - National Highway Traffic Safety Administration AU - National Highway Traffic Safety Administration TI - Assessing the Attention-Getting Capability of Brake Signals: Evaluation of Candidate Enhanced Braking Signals and Features PY - 2010/06 SP - 4p AB - This Vehicle Safety Research Note is a summary of the technical research report, Evaluation of Enhanced Brake Lights Using Surrogate Safety Metrics. Task 2 & 3 Report: Development of a Rear Signaling Model and Work Plan for Large Scale Field Evaluation. (DOT HS 811 329). Rear-end crashes account for more than 29 percent of all crashes; these types of crashes often result from a failure to respond (or delays in responding) to stopped or decelerating lead vehicles (NHTSA, 2007). The work described here is part of a larger program of research intended to develop and evaluate rear signaling applications designed to reduce the frequency and severity of rear-end crashes by redirecting drivers’ visual attention to the forward roadway (for cases involving distracted drivers), and/or increasing the saliency or meaningfulness of the brake signal (for attentive drivers). This study quantified the attention-getting capability of a set of candidate rear brake lighting configurations, including proposed approaches from automotive companies. This study was conducted to provide data for use in a simulation model to assess the effectiveness and safety benefits of enhanced rear brake light countermeasures. KW - Attention KW - Brake lamps KW - Braking KW - Countermeasures KW - Rear end crashes KW - Rear lighting KW - Traffic safety UR - http://www.nhtsa.gov/DOT/NHTSA/NVS/Crash%20Avoidance/Technical%20Publications/2010/811330.pdf UR - https://trid.trb.org/view/1122818 ER - TY - RPRT AN - 01357948 AU - Gonzalez, Richard AU - Seifert, Colleen AU - Yoon, Carolyn AU - University of Michigan Transportation Research Institute AU - National Highway Traffic Safety Administration TI - The Social Psychology of Seatbelt Use PY - 2010/06//Final Report SP - 13p AB - Two studies examined interventions to increase compliance with seat belt laws. Both studies included physical reminder objects and social influence elements. The first study with a lower base rate (and lower socioeconomic status (SES) profile) showed a 20% improvement in compliance in the 2 weeks following the intervention. The second study had a higher initial base rate (85%), which increased to approximately 90% in the 2 weeks following the intervention. The improvement was significant for the larger (white) samples in the study, but only for drivers (not passengers). Because the physical reminder objects were rarely present in the cars on subsequent observation, it appears the social influence manipulations were responsible for the increase in compliance. Further study is needed to determine whether knowledge of future monitoring for the behavior, or simply knowledge of social comparison information, is responsible for these effects. KW - Behavior KW - Compliance KW - Highway safety KW - Laws KW - Seat belts KW - Social norms KW - Social psychology KW - Utilization UR - http://hdl.handle.net/2027.42/86095 UR - https://trid.trb.org/view/1122719 ER - TY - RPRT AN - 01322471 AU - American Medical Association AU - National Highway Traffic Safety Administration TI - Physician's Guide to Assessing and Counseling Older Drivers, 2nd Edition PY - 2010/06//2nd Edition SP - 246p AB - This Guide was created by the American Medical Association (AMA), with support from the National Highway Traffic and Safety Administration (NHTSA), to help physicians address preventable injuries—in particular, those incurred in motor vehicle crashes. Currently, motor vehicle injuries are the leading cause of injury-related deaths among 65- to 74-year-olds and are the second leading cause (after falls) among 75- to 84-year-olds. While traffic safety programs have reduced the fatality rate for drivers under age 65, the fatality rate for older drivers has consistently remained high. Clearly, additional efforts are needed. Physicians are in a leading position to address and correct this health disparity. By providing effective health care, physicians can help their patients maintain a high level of fitness, enabling them to preserve safe driving skills later in life and protecting them against serious injuries in the event of a crash. By adopting preventive practices—including the assessment and counseling strategies outlined in this guide—physicians can better identify drivers at risk for crashes, help enhance their driving safety, and ease the transition to driving retirement if and when it becomes necessary. KW - Aged drivers KW - Counseling KW - Crash injuries KW - Diseases and medical conditions KW - Evaluation and assessment KW - Fatalities KW - High risk drivers KW - Highway safety KW - Physical fitness KW - Physicians KW - Prevention KW - Traffic safety UR - http://www.aarp.org/content/dam/aarp/livable-communities/plan/transportation/older-drivers-guide.pdf UR - https://trid.trb.org/view/1082904 ER - TY - RPRT AN - 01173893 AU - Longthorne, Anders AU - Subramanian, Rajesh AU - Chen, Chou-Lin AU - National Highway Traffic Safety Administration TI - An Analysis of the Significant Decline in Motor Vehicle Traffic Fatalities in 2008 PY - 2010/06//NHTSA Technical Report SP - 38p AB - Fatalities in motor vehicle traffic crashes reached 43,510 in 2005. This was the highest number of fatalities reached since 1990. Since this recent peak, the number of reported fatalities has steadily declined every year, down to 37,261 in 2008. In particular, the number of fatalities reported for 2008, by NHTSA’s Fatality Analysis Reporting System (FARS), decreased by almost 10 percent as compared to 2007. The 37,261 fatalities reported for 2008 also represented the lowest level of traffic fatalities since 1961. With fatalities projected to decline again in 2009 (down to 33,963), this would mean that between 2005 and 2009 motor vehicle traffic crash fatalities have declined almost 22 percent. Also in 2008, the fatality rate per 100 million vehicle miles traveled (VMT) reached an all-time low of 1.25. The decline (down 2 percent) in the VMT was much less significant than the decline in the fatalities (down 10 percent). In addition to the sustained benefits from various vehicle and behavioral programs, the objective of this report is to identify areas that contributed to this significant decline in 2008. This report analyzes crash data from FARS and the National Automotive Sampling System General Estimates System (NASS GES), along with data from the U.S. Census Bureau and the Bureau of Labor Statistics (BLS), to provide insight into the recent decline in fatalities. While the recorded number of fatalities is projected to significantly decline again in 2009 (down around 9%), the FARS data will not be available until the fall of 2010 for in-depth analysis. A significant decline from 2007 to 2008, slightly higher than 17 percent, was recorded for fatalities in crashes involving young drivers of passenger vehicles (ages 16-24). In comparison, fatalities in crashes involving passenger vehicle drivers between the ages of 25 to 44 decreased by about 11 percent, those between 45-64 years old decreased by about 10 percent, and those 65 years old and older decreased by about 7 percent. Child fatalities (under 16 years old) decreased by about 20 percent. Other areas of significant declines in fatalities were those that occurred in multiple-vehicle crashes (about 13%), crashes involving large trucks (about 12%), crashes that occurred during the weekend (about 11%) and for occupant fatalities in vehicles that rolled over in multiple-vehicle crashes (19%). Motorcyclist and pedalcyclist fatalities showed an increase in 2008. The long-term declining trend observed in fatalities since reaching a high in the early 1970s has occurred while significant vehicle and occupant safety regulations and programs were being enacted by NHTSA and the States. NHTSA-administered behavioral and vehicle safety programs, both in the crashworthiness and crash avoidance areas, and through the issuing of Federal Motor Vehicle Safety Standards has contributed significantly to the long-term downward trend seen in motor vehicle traffic crash fatalities. Roadway improvements, as well as commercial vehicle programs have also contributed to the decline. In addition to the continued effect of these safety countermeasures, the large drop in fatalities in 2008 and 2009 has also coincided with a recession in the U.S. economy. KW - Crash characteristics KW - Crash data KW - Demographics KW - Fatalities KW - Traffic crashes KW - Trend (Statistics) UR - http://www-nrd.nhtsa.dot.gov/Pubs/811346.pdf UR - https://trid.trb.org/view/934337 ER - TY - RPRT AN - 01167132 AU - Talpins, Steven AU - Ellinger, Nick AU - Mothers Against Drunk Driving AU - National Highway Traffic Safety Administration TI - Prosecutors Working With Victim Advocate Groups PY - 2010/06 SP - 28p AB - The purpose of this monograph is to provide a resource tool that can be used by those in the impaired-driving community; specifically prosecutors, victims, and victim advocates. The monograph focuses on how prosecutors can work with victims and victim advocacy organizations as they prosecute impaired-driving cases. “Prosecutors Working With Victim Advocate Groups” was developed for NHTSA by Mothers Against Drunk Driving (MADD), with technical assistance and input from the National District Attorneys Association (NDAA) – APRI National Traffic Law Center. MADD is one of the largest advocacy groups in the country. Its members work with prosecutors across the country on a daily basis. These advocates and victims have a unique ability to speak out in ways that prosecutors cannot. The NDAA is the oldest and largest professional organization representing criminal prosecutors in the world. Its members come from the offices of district attorneys, State attorneys, attorneys general and county and city prosecutors with responsibility for prosecuting criminal violations in every State and Territory of the United States. This monograph is based on the knowledge, information, ideas, and suggestions of these two groups, along with input from others within the prosecutorial community. KW - Advocacy groups KW - Drunk drivers KW - Highway safety KW - Mothers Against Drunk Driving KW - Prosecution KW - Traffic crash victims UR - http://www.nhtsa.gov/staticfiles/nti/pdf/811244.pdf UR - https://trid.trb.org/view/926144 ER - TY - RPRT AN - 01167123 AU - Westat AU - Dynamic Science Incorporated AU - National Highway Traffic Safety Administration TI - Motorcycle Crash Causes And Outcomes: Pilot Study PY - 2010/06//Final Report SP - 233p AB - The number of motorcyclist crash-related fatalities has more than doubled during the past 10 years. In the Safe, Accountable, Flexible, Efficient Transportation Equity Act: A Legacy for Users (SAFETEA-LU) P.L. 109-59, Congress directed the Secretary of Transportation to conduct a comprehensive study of the causes of motorcycle crashes. In anticipation of this mandate, the National Highway Traffic Safety Administration awarded a contract to conduct a Pilot Study to develop and test a methodology for in-depth motorcycle crash investigation. Using a protocol developed by the Organization for Economic Cooperation and Development for a multination European study as a guide, the contract had four main goals: (1) develop comprehensive data collection forms, a coding manual, and field protocol for crash investigations; (2) develop data collection forms, a coding manual, and field protocol for the collection of control group data; (3) develop training material that can be used for a future larger scale study; and (4) assess the levels of effort and resources required for each stage of an investigation so that more accurate plans can be made for the future study. This report describes the process used to develop the data collection methods and tools, conduct data collection, and evaluate the results. In addition, it provides estimates of the average cost of completing an in-depth investigation, including the related dropped cases and control group data. Recommendations for modifications to the data forms, coding manuals, training material, and database are included. KW - Crash causes KW - Crash investigation KW - Highway safety KW - Motorcycle crashes KW - Motorcyclists KW - Pilot studies UR - http://www.nhtsa.gov/staticfiles/nti/pdf/811280.pdf UR - http://ntl.bts.gov/lib/33000/33200/33249/811280.pdf UR - https://trid.trb.org/view/926149 ER - TY - ABST AN - 01490711 TI - Examine the Puerto Rico .02 BAC Law for Motorcycle Riders AB - In 2007, Puerto Rico passed a law that lowered the per se level for motorcycle riders to .02 g/dL. Puerto Rico's law also contains numerous other provisions for motorcycle safety, which concern wearing protective and reflective gear, headlight and taillight usage, the ages of motorcycle riders and passengers, riding in the same lane as other vehicles, riding on expressways, and motorcycle rider training and licensing. The goal of this study is to examine this new law for motorcyclists in Puerto Rico, with an emphasis on the lowered blood alcohol content (BAC) limit. KW - Blood alcohol levels KW - Driver licenses KW - Driver training KW - Motorcycle driving KW - Motorcyclists KW - Puerto Rico UR - https://trid.trb.org/view/1260421 ER - TY - ABST AN - 01490057 TI - Evaluation of Washington State Target Zero Teams Project AB - On July 1, 2010, the Washington State Patrol began deployment of three detachments of 18 troopers and three sergeants to pursue nighttime impaired driving offenses. These detachments, called Target Zero Teams in support of Washington's Target Zero strategic highway safety plan, will operate in Snohomish, King, and Pierce counties for two years. The troopers involved will be relieved of their regular Washington State Patrol duties and will focus their efforts on enforcement of impaired driving and of other traffic offenses that are committed often by impaired drivers, such as those pertaining to speed and seat belt use. Local law enforcement officers will also participate in the teams at high-risk locations for periods of time during the project. The goal of this study is to evaluate the outcomes of the Target Zero Teams project in King, Pierce, and Snohomish Counties. This study will assess public awareness of enforcement activity, examine cooperation between the Washington State Patrol and local stakeholders, and investigate the impact of the trooper detachments on crashes, fatalities, arrests, blood alcohol content (BAC) levels, and criminal interdiction. The potential cost benefit and cost avoidance to the State of Washington as a result of the program will also be calculated. KW - Blood alcohol levels KW - Drunk driving KW - Highway safety KW - Impaired drivers KW - Law enforcement personnel KW - Washington (State) KW - Zero tolerance UR - https://trid.trb.org/view/1259604 ER - TY - ABST AN - 01382394 AU - Hanna, R AU - United States. National Highway Traffic Safety Administration (NHTSA) TI - Children injured in motor vehicle crashes PY - 2010/05 SP - 22p AB - This study analyzes the incidence rates of incapacitating injuries as well as the commonly injured body regions among children under 8 years old involved in motor vehicle traffic crashes. This analysis indicates that use of child safety seats is effective in reducing the incidence rates of incapacitating injuries for the three age groups and in any crash type. The analysis indicates that children involved in rollover crashes had the highest incidence rates of incapacitating injuries. In rollover crashes, the estimated incidence rate of incapacitating injuries among unrestrained children was almost three times that for restrained children. In near-side impacts, unrestrained children were eight times more likely to sustain incapacitating injuries than children restrained in child safety seats. Head injuries were the most common injuries sustained by children in motor vehicle crashes. Children under 1 year old had higher incidence rates of head injuries than the other two age groups. Similar to head injuries, children under 1 had higher incidence rates of thoracic injuries than the other two age groups. Cerebrum injuries (contusions or lacerations) were the most common type of head injuries among all children included in the analysis. KW - Child KW - Child restraint KW - Child restraint systems KW - Children KW - Head KW - Head KW - Highway safety KW - Injury prevention KW - Injury severity KW - Injury severity KW - Overturning KW - Overturning KW - Road safety KW - Road safety (human factors) KW - Usa UR - http://www-nrd.nhtsa.dot.gov/Pubs/811325.PDF UR - https://trid.trb.org/view/1150315 ER - TY - RPRT AN - 01358014 AU - National Highway Traffic Safety Administration TI - Fuel Economy Driver Interfaces: Usability Study of Display Component Concepts PY - 2010/05 SP - 4p AB - This Vehicle Safety Research Note is a summary of the technical research report: Fuel Economy Driver Interfaces: Develop Interface Recommendations. Report on Task 3 (DOT HS 811 319). A fuel economy driver interface (FEDI) gives drivers an indication of fuel usage or efficiency. Many passenger vehicles in recent model years have FEDIs, and they have been included in some vehicle models for decades. FEDIs present fuel economy information in a variety of forms. Some show fuel economy in miles per gallon (mpg) while others provide a relative measure of economy or provide an alert if fuel economy is especially poor. The appearances of FEDIs vary drastically between vehicle makes and models. FEDIs can provide numerical output, analog or digital gauges, bar charts, illuminator lamps, and a variety of other display features. With the recent emergence of high-resolution LCD screens in cars, detailed and complex color displays are possible, and these make feasible a variety of new FEDI concepts. FEDIs may even include vehicle-adaptive features that influence some aspect of vehicle performance in response to inefficient driver behaviors. While FEDIs have the potential to encourage efficient and safe driving, it is possible that the displays themselves cause distraction at the expense of attending to the roadway. Overall goals of this research program are to understand how characteristics of FEDIs influence driver behavior, and to identify best practices for FEDI design to meet drivers’ needs and minimize distraction and undesirable behavior. Previous work on this project has included documenting the range of existing FEDI designs and conducting focus groups with vehicle owners to discuss fuel efficient driving behaviors and FEDI designs. The purpose of the usability study presented here was to narrow down the range of possible FEDI designs so that the most usable concepts could be tested in a subsequent driving simulator study. KW - Attention KW - Average fuel economy KW - Design KW - Distraction KW - Driver vehicle interfaces KW - Drivers KW - Fuel consumption KW - Instrument displays KW - Private passenger vehicles UR - http://www.nhtsa.gov/DOT/NHTSA/NVS/Crash%20Avoidance/Technical%20Publications/2010/811320.pdf UR - https://trid.trb.org/view/1122847 ER - TY - RPRT AN - 01357987 AU - University of Minnesota, Minneapolis AU - Westat AU - National Highway Traffic Safety Administration TI - Fuel Economy Driver Interfaces: Develop Interface Recommendations (Report on Task 3) PY - 2010/05//Task 3 Report SP - 188p AB - A Fuel Economy Driver Interface Concept (FEDIC) is a device that drivers can utilize to change driving behaviors that affect fuel economy. Three tasks were completed to evaluate and identify FEDIC components that result in behavior changes. The first task consisted of a hierarchical matrix evaluation that resulted in a list of FEDIC components that met user needs. The second task, a usability study, was conducted to evaluate user comprehension and effectiveness of the components. Results indicated that users benefited most from information about fuel economy or behavior when the information was presented in a horizontal bar format. Based on these findings, two FEDIC components were generated for a driving simulation evaluation; one displayed fuel economy information (FEDIC-FE) and the other displayed acceleration information (FEDIC-B). The driving simulator evaluation examined the utility of these FEDIC designs as they were used in typical driving situations where drivers could improve fuel economy. Participants completed a baseline drive and then an experimental drive in which participants were asked to drive as fuel efficiently as possible. During the experimental drive, one third of the participants drove with FEDIC-B, another third drove with FEDIC-FE, and the remainder did not drive with a FEDIC display. Results indicated that drivers were able to improve their fuel economy in all three conditions. Fuel economy for participants who drove with FEDIC-FE was greater compared to those who drove with FEDIC-B or without a FEDIC. The fuel economy for participants who drove with FEDIC-B was not significantly different compared to those who drove without a FEDIC. Collectively, results of Task 3 suggest that the FEDIC displays evaluated may have an influence on driver behaviors that impact fuel economy. A long-term on-road study is required to verify that the FEDICs have real-world value. KW - Average fuel economy KW - Behavior KW - Driver vehicle interfaces KW - Drivers KW - Driving KW - Driving simulators KW - Fuel consumption KW - Instrument displays UR - http://www.nhtsa.gov/DOT/NHTSA/NVS/Crash%20Avoidance/Technical%20Publications/2010/811319.pdf UR - https://trid.trb.org/view/1122854 ER - TY - RPRT AN - 01357975 AU - Guo, Feng AU - Wotring, Brian M AU - Antin, Jonathan F AU - Virginia Polytechnic Institute and State University, Blacksburg AU - National Highway Traffic Safety Administration TI - Evaluation of Lane Change Collision Avoidance Systems Using the National Advanced Driving Simulator PY - 2010/05//Draft Final Report SP - 74p AB - This study evaluated the performance of lane change collision avoidance systems (CASs) on lane change characteristics and drivers’ acceptance of CASs for drivers in two age groups. Thirty-two male drivers (16 aged 16 to 21, and 16 aged 65 or older) drove a practice run with standard mirrors followed by four trials on the National Advanced Driving Simulator (NADS) with one of four types of CAS: 1) TRW’s proximity-only system, 2) TRW’s proximity and fast-approach system, 3) limited proximity warning system (LPWS), and 4) a non-planar mirror. The lane change scenarios were simulated by varying blind-spot vehicle status, lane change direction, and leading vehicle action. A variety of quantitative and subjective measures were applied to driver performance and driver opinion. The pattern of analyses indicates that the non-planar mirror and the LPWS mirror were more effective than the TRW proximity only and the TRW proximity and fast-approach system. Older drivers drove somewhat more cautiously according to some, but not all measures. Research is proposed to identify which CAS features to retain, to delete and which features can be enhanced to improve lane changing safety and effectiveness. KW - Aged drivers KW - Crash avoidance systems KW - Driving simulators KW - Lane changing KW - Proximity detectors KW - Rearview mirrors KW - Teenage drivers KW - Traffic safety KW - Young adults UR - http://www.nhtsa.gov/DOT/NHTSA/NVS/Crash%20Avoidance/Technical%20Publications/2010/811332.pdf UR - https://trid.trb.org/view/1122849 ER - TY - RPRT AN - 01357966 AU - Morgan, Justin F AU - Blanco, Myra AU - Virginia Polytechnic Institute and State University, Blacksburg AU - National Highway Traffic Safety Administration TI - Synthesis Study of Light Vehicle Non-Planar Mirror Research PY - 2010/05//Draft Final Report SP - 94p AB - Due to the requirement for a planar rearview mirror on the driver side of light vehicles, and drivers’ typical aiming of rearview mirrors, a large blind spot is adjacent to the car. This blind spot can conceal a vehicle, which may increase the risk of lane-change collisions. Non-planar rearview mirrors present the driver with a greater field of view; however, they also provide a minified image. Laboratory and stationary-driver testing have consistently shown that non-planar mirrors are associated with overestimations in distance and speed. However, there is less consistency in findings for on-road testing, as the magnitude and practical effect of overestimation varies. Likewise, lane-change crash rates in Europe do not appear to be affected by non-planar mirror use. The ability of drivers to detect and react to an object is aided by non-planar mirrors. This, and the interior planar rearview mirror, may offset overestimation and the effect of smaller accepted gaps. Additional research is needed to determine the effect of non-planar rearview mirrors on crash rates and driver acceptance, as well as the possibility of different configurations, of non-planar mirrors within the United States. KW - Blind spots KW - Convex mirrors KW - Driver side mirrors KW - Field of view KW - Highway safety KW - Lane changing KW - Light vehicles KW - Plane mirrors KW - Rearview mirrors KW - Traffic crashes UR - http://www.nhtsa.gov/DOT/NHTSA/NVS/Crash%20Avoidance/Technical%20Publications/2010/811328.pdf UR - https://trid.trb.org/view/1122848 ER - TY - RPRT AN - 01357954 AU - Klauer, Sheila G AU - Guo, Feng AU - Sudweeks, Jeremy AU - Dingus, Thomas A AU - Virginia Polytechnic Institute and State University, Blacksburg AU - National Highway Traffic Safety Administration TI - An Analysis of Driver Inattention Using a Case-Crossover Approach On 100-Car Data: Final Report PY - 2010/05//Final Report SP - 148p AB - Using the 100-Car Study database, two analyses were conducted: re-calculation of odds ratios (ORs) using a case-crossover baseline, and characterization of secondary task engagement in real-world environments. First, ORs were recalculated for drowsiness, secondary task engagement, and total time eyes-off-road (TEOR) using conditional logistic regression. The results suggested that drowsiness (OR 38.7; CI 26.4 – 56.8), tasks with >2 eyeglances away from the forward roadway or >2 button presses (OR 2.3; CI 1.3 – 3.1), and tasks with 1-2 eyeglances and/or 1-2 button presses (OR 1.4; CI 1.1-1.7) significantly increased crash/near-crash risk. The results also indicated that total TEOR of 2 s or greater during a 6-second task period increased crash/near-crash risk (OR 1.6; CI 1.3 – 2.0) and a 3 s or greater total TEOR over a 15-second task period significantly increased crash/near-crash risk (OR 1.3; CI 1.1 - 1.6). These OR point estimates are lower than the results obtained using a case-control; however, they are still statistically significant in both analyses indicating that these behaviors increase risk. The second analysis assessed secondary task duration, frequency, and the relationship of task duration to total TEOR. Results indicated that drivers in the 100-Car Study engaged in secondary tasks 23.5 percent of the time that they were driving, approximately 40 percent higher than indicated in previous research. Secondary tasks that were found to be both of long duration and with a high percent of total TEOR (such as applying makeup) had crash/near-crash risk ratios that were not significantly greater than 1.0. In contrast, analysis of all secondary tasks of long duration, including those with lower total TEOR (such as talking with passengers), had OR values significantly less than 1.0. The results from both of these analyses suggest that in-vehicle display designers need to assess and be cognizant of the total TEOR for in-vehicle displays for two reasons: 1) a brief total TEOR will increase risk for drivers, and 2) total TEOR is associated with involvement in crashes/near-crashes. Assessment tools like the “15-second rule” developed by the Society of Automotive Engineers (SAE) or the ‘2-second rule’, developed by the Alliance of Automobile Manufacturers (AAM) have not been shown to be associated with or predictive of crash/near-crash risk for any type of task. Thus, the authors argue that total TEOR should be included in the list of assessment tools for in-vehicle display designers. KW - Attention lapses KW - Case-control studies KW - Drivers KW - Drowsiness KW - Highway safety KW - Risk assessment UR - http://www.nhtsa.gov/DOT/NHTSA/NVS/Crash%20Avoidance/Technical%20Publications/2010/811334.pdf UR - https://trid.trb.org/view/1122843 ER - TY - RPRT AN - 01164236 AU - Nichols, J L AU - Solomon, M G AU - Chaffe, R H B AU - Preusser, D F AU - Preusser Research Group, Incorporated AU - National Highway Traffic Safety Administration TI - Evaluation of a County Enforcement Program With a Primary Seat Belt Ordinance: St. Louis County, Missouri PY - 2010/05//Final Report SP - 52p AB - In March 2007, St. Louis County implemented a seat belt ordinance that allowed for traditional enforcement procedures. In order to increase usage on St. Louis County roads, particularly on roadways with fatal or disabling injury crashes, the St. Louis County Police Department conducted an intense high visibility enforcement (HVE) campaign along an 8-mile corridor on State Highway 21 in the southeastern part of the county. This corridor was selected in part because there had been at least 8 fatal or disabling injury crashes along this roadway in recent years. This campaign was characterized by a strong enforcement effort that was accompanied by only modest publicity in the form of roadway signage. Saturation patrols and enforcement zones resulted in about 1,000 citations issued over a two-week period. The results showed significant increases in all awareness indices and a 4.9 percentage point increase in belt use compared to the control corridor. Belt use increased as much among occupants of pickup trucks as passenger cars and increased the most for passengers, reaching nearly 90%. These data suggest that enactment and enforcement of a statewide primary enforcement law would likely result in a significant increase in statewide seat belt usage. If Missouri enacted a statewide primary law upgrade and implemented regular HVE programs, similar to the program implemented in St. Louis County, Missouri would save an estimated 30 to 70 lives, prevent 400 to 900 serious injuries, and save $110 million to $215 million in lower economic costs annually. KW - Countermeasures KW - Highway safety KW - Laws KW - Primary law enforcement KW - Seat belts KW - Traffic law enforcement KW - Utilization UR - http://www.nhtsa.gov/staticfiles/nti/pdf/811292.pdf UR - https://trid.trb.org/view/924317 ER - TY - RPRT AN - 01159285 AU - Hanna, Refaat AU - National Highway Traffic Safety Administration AU - National Center for Statistics and Analysis TI - Children Injured in Motor Vehicle Traffic Crashes PY - 2010/05//NHTSA Technical Report SP - 27p AB - This study analyzes the incidence rates of incapacitating injuries as well as the commonly injured body regions among children under 8 years old involved in motor vehicle traffic crashes. This study provides a statistical analysis of two different databases: the National Automotive Sampling System (NASS) General Estimates System (GES) for 1999 to 2008 and the National Trauma Data Bank-National Sample Project (NTDB-NSP) for 2003 to 2007. This analysis indicates that use of child safety seats is effective in reducing the incidence rates of incapacitating injuries for the three age groups and in any crash type. The analysis indicates that children involved in rollover crashes had the highest incidence rates of incapacitating injuries. In rollover crashes, the estimated incidence rate of incapacitating injuries among unrestrained children was almost three times that for restrained children. In near-side impacts, unrestrained children were eight times more likely to sustain incapacitating injuries than children restrained in child safety seats. Head injuries were the most common injuries sustained by children in motor vehicle crashes. Children under 1 year old had higher incidence rates of head injuries than the other two age groups. Similar to head injuries, children under 1 had higher incidence rates of thoracic injuries than the other two age groups. Cerebrum injuries (contusions or lacerations) were the most common type of head injuries among all children included in the analysis. Concussion and unconsciousness were more common among children under 1 year old than the other two age groups. Skull base fractures were more common among children 1 to 3 and 4 to 7 years old than children under 1. Children under 1 were more likely to sustain rib fractures than the other two age groups. On the other hand, lung injuries (contusions or lacerations) were more common among older children than children under 1 year old. KW - Child restraint systems KW - Children KW - Crash injuries KW - Crashes KW - General Estimates System KW - Head KW - Infants KW - National Automotive Sampling System KW - National Trauma Data Bank KW - Rollover crashes KW - Side crashes KW - Statistical analysis KW - Thorax KW - Traffic crashes UR - http://www-nrd.nhtsa.dot.gov/Pubs/811325.PDF UR - https://trid.trb.org/view/919866 ER - TY - RPRT AN - 01490602 AU - National Highway Traffic Safety Administration TI - Report to Congress. NHTSA’s Crash Data Collection Programs PY - 2010/04 SP - 36p AB - This National Highway Traffic Safety Administration (NHTSA) report is prepared in accordance with House Appropriations Report HR109-153, page 39, that states, “…the Committee directs NHTSA to conduct a comprehensive review of data collection activities and report back to the Committees on Appropriations of the House of Representatives and Senate by March 31, 2006, with respect to the specific types of data collected in each of its data collection and analysis programs and any opportunities to consolidate these data into a system or systems that require less annual operating support yet retain critical safety information.” In response to this directive, NHTSA conducted an internal review of its data systems and has identified the unique characteristics of each system that fully justifies their continuance. Additionally, efficiency measures are routinely adopted within NHTSA's National Center for Statistics and Analysis (NCSA), such as sharing a database structure among several systems. This information was provided to the Appropriations staff in a briefing given by NCSA at the end of 2005, and more details on these systems are included in the body of this report. Also, as part of a larger review that is being conducted by NHTSA of all of its systems, the NCSA data systems were specifically reviewed over the past month by the contractor, G&B Solutions, Inc. A summary of the G&B Solutions, Inc. report recommendations on the NCSA data systems are included in section VIII of this report. This independent report is being reviewed by NHTSA and will be incorporated into NHTSA's future Information Technology planning. NHTSA is cognizant of the budget appropriation constraints and strives to assure the highest level of efficiency and effectiveness in all of its programs. KW - Appropriations KW - Budgeting KW - Data collection KW - Databases KW - Information technology KW - National Center for Statistics and Analysis KW - Traffic crashes KW - U.S. National Highway Traffic Safety Administration UR - http://www-nrd.nhtsa.dot.gov/Pubs/811337.pdf UR - https://trid.trb.org/view/1259524 ER - TY - RPRT AN - 01358003 AU - Fitch, Gregory M AU - Blanco, Myra AU - Morgan, Justin F AU - Rice, Jeanne C AU - Wharton, Amy AU - Wierwille, Walter W AU - Hanowski, Richard J AU - Virginia Polytechnic Institute and State University, Blacksburg AU - National Highway Traffic Safety Administration TI - Human Performance Evaluation of Light Vehicle Brake Assist Systems: Final Report PY - 2010/04//Draft Final Report SP - 279p AB - The Brake Assist System (BAS) is a safety feature that supplements drivers’ inadequate braking force during panic braking maneuvers upon the detection of a rapid brake pedal application. This report presents an evaluation of drivers’ panic braking performance using BAS. Two vehicles with electronic BASs were selected: a 2006 Mercedes-Benz R350 and a 2007 Volvo S80. Sixty-four participants, balanced for age and gender, drove one of the instrumented vehicles at 45 mph and stopped at an unexpected barricade. Following debriefing, drivers performed another braking maneuver at the barricade, were shown how to perform a hard stop, and performed hard-braking maneuvers in which BAS was either enabled or disabled. Twenty-eight percent of drivers activated BAS subsequent to the demonstration. In the most conservative analysis, where the effect of BAS activation was isolated from driver panic-braking variability, it was found that BAS-active stopping distances were on average 1.43 ft (s.e. = 1.19 ft) shorter than BAS-disabled stopping distances. Yet, two drivers, who differed in age, sex, and vehicle driven, exhibited reductions in stopping distance exceeding 10 ft. Overall, the as-tested BAS has potential safety benefit that could be accrued from reduced stopping distance, but were not realized in this evaluation. Moreover, BAS implementations that do not completely rely on the driver may offer greater safety benefits. KW - Brake assist system KW - Braking KW - Braking performance KW - Driver support systems KW - Hard braking KW - Highway safety KW - Light vehicles KW - Panic braking KW - Performance measurement UR - http://www.nhtsa.gov/DOT/NHTSA/NVS/Crash%20Avoidance/Technical%20Publications/2010/811251.pdf UR - https://trid.trb.org/view/1122855 ER - TY - SER AN - 01159848 JO - Traffic Safety Facts - Traffic Tech PB - National Highway Traffic Safety Administration TI - Seat Belt Use Increases in Maine Following Change to Primary Enforcement PY - 2010/04 IS - 385 SP - 2p AB - Maine upgraded its seat belt law from secondary to primary, effective September 20, 2007, with an educational grace period to April 1, 2008. Preusser Research Group examined the effect of the law change on public awareness of the new law, seat belt use, and police attitudes. They collected data both before and after enforcement of the law and immediately following Maine’s "Click It or Ticket" May 2008 mobilization. To summarize the results, Maine drivers were aware of the law change and adjusted their behavior accordingly. Belt use increased during daylight hours and increased even more at night when crash risk per mile driven is at its highest. These results should be of particular interest to those States that still have secondary belt use enforcement laws and are considering upgrading to primary laws. KW - Awareness KW - Before and after studies KW - Behavior modification KW - Click It or Ticket KW - Maine KW - Primary seat belt laws KW - Seat belt use KW - Seat belts KW - Secondary seat belt laws UR - http://www.nhtsa.gov/staticfiles/traffic_tech/tt385.pdf UR - https://trid.trb.org/view/920366 ER - TY - SER AN - 01159845 JO - Traffic Safety Facts - Traffic Tech PB - National Highway Traffic Safety Administration TI - Enforcement of Booster Seat Laws: Examples From Delaware, New Jersey, Pennsylvania, and Washington PY - 2010/04 IS - 386 SP - 2p AB - While there is evidence that occupant protection laws and enforcement (with publicity) do promote child restraint and booster seat use, there is a need to better understand the most effective strategies law enforcement agencies (LEAs) can use to encourage higher levels of booster seat use in their communities. This study included topics relating to training, logistics, types of techniques, legal issues, socio-demographic and highway safety concerns, education, and other issues that can affect LEAs’ abilities to enforce booster seat laws. KW - Booster seats KW - Delaware KW - Education and training KW - Highway safety KW - Law enforcement KW - Legal factors KW - Logistics KW - New Jersey KW - Pennsylvania KW - Sociodemographics KW - State laws KW - Washington (State) UR - http://www.nhtsa.gov/staticfiles/traffic_tech/tt386.pdf UR - https://trid.trb.org/view/920368 ER - TY - SER AN - 01159843 JO - Traffic Safety Facts - Traffic Tech PB - National Highway Traffic Safety Administration TI - Training Novice Drivers to Shorten Distraction Time PY - 2010/04 IS - 387 SP - 2p AB - Evidence in the field and on driving simulators suggests that when conducting secondary in-vehicle tasks, teen drivers are much more likely to glance inside the vehicle for long periods of time than are more experienced drivers. Such periods of distraction appear highly related to crashes and near crashes for drivers of all ages, but especially for teen drivers. Simply training drivers never to glance inside the vehicle, however, could be unsafe since glances at gauges and mirrors might actually serve to decrease crash risk. Also, given the large number of distractions in modern vehicles (e.g., radio/entertainment systems, cellular phones), it would be naive to think that drivers would voluntarily ignore the temptation to look away from the forward roadway while they are driving. This suggests the need for a training program that emphasizes the importance of minimizing distractions but also helps drivers learn to distribute the time that they do spend on in-vehicle tasks into more frequent and shorter glances instead of several long glances. Two studies are described here that document the development and evaluation of such a training program. KW - Distraction KW - Driver training KW - Glance duration KW - In vehicle devices KW - In vehicle tasks KW - Recently qualified drivers KW - Teenage drivers KW - Time duration UR - http://www.nhtsa.gov/staticfiles/traffic_tech/tt387.pdf UR - https://trid.trb.org/view/920372 ER - TY - SER AN - 01159842 JO - Traffic Safety Facts - Traffic Tech PB - National Highway Traffic Safety Administration TI - Pilot Tests of a Seat Belt Gearshift Delay on the Belt Use of Commercial Fleet Drivers PY - 2010/04 IS - 384 SP - 2p AB - The seat belt-gearshift system was tested with a fleet of 60 U.S. and 60 Canadian vehicles from a variety of government agencies and the private sector. Vehicles were instrumented with the gearshift-seat belt delay system and data loggers to record seat belt use. Belt use was monitored across three phases: Baseline-1, Intervention, and Baseline-2. Each phase lasted several weeks and the delay was active only during the intervention. Half of each fleet was randomly assigned to receive a fixed (8-second) or variable (8-second average, 4- to 19-second range) gearshift delay. As expected, seat belt use increased during the intervention phase when the gearshift delay was active. In both fleets, belt use was significantly higher during the intervention period relative to Baseline-1. There were no differences in belt use between delay types (fixed versus variable). KW - Commercial drivers KW - Field tests KW - Gear shifting KW - Seat belt reminder systems KW - Seat belt use KW - Seat belts KW - Technological innovations KW - Vehicle safety UR - http://www.nhtsa.gov/staticfiles/traffic_tech/tt384.pdf UR - https://trid.trb.org/view/920357 ER - TY - SER AN - 01159841 JO - Traffic Safety Facts - Traffic Tech PB - National Highway Traffic Safety Administration TI - Assessment of Driving-Related Skills For Older Drivers PY - 2010/04 IS - 389 SP - 2p AB - In 2003, the National Highway Traffic Safety Administration (NHTSA) and the American Medical Association (AMA) released the Physician’s Guide to Assessing and Counseling Older Drivers to help physicians and their patients explore driving through the lens of a health-based model. The guide has an easy-to-administer set of screening tools called Assessment of Driving-Related Skills, or ADReS. The ADReS explores visual function, physical and motor function, and cognitive function. It offers physicians guidance on the actions they should take for their patients when presented with “red flags.” This investigation aimed to explore whether the ADReS was related to performance outcomes for behind-the-wheel testing (sensitivity) and to determine whether the tools could help differentiate between those who needed further assessment and those who did not (specificity). KW - Aged drivers KW - Cognitive impairment KW - Correlation analysis KW - Driving tests KW - Evaluation and assessment KW - Handbooks KW - Motor skills KW - Screening tests KW - Vision UR - http://www.nhtsa.gov/staticfiles/traffic_tech/tt389.pdf UR - https://trid.trb.org/view/920383 ER - TY - SER AN - 01159840 JO - Traffic Safety Facts - Traffic Tech PB - National Highway Traffic Safety Administration TI - Nighttime Enforcement of Seat Belt Laws: An Evaluation of Three Community Programs PY - 2010/04 IS - 388 SP - 2p AB - Enforcement of seat belt laws has been conducted largely during daylight hours. Daytime enforcement programs have worked well to improve observed belt use rates during the day, but have been shown less often to affect nighttime use. Fatality data show that unbelted occupants at night are a large portion of the motor vehicle fatality problem, with belt use at its lowest around 1 a.m. A substantial reduction in fatalities could be achieved by getting late-night occupants to buckle up. This study had two objectives. The first objective was to collect information regarding methods of nighttime enforcement. The second objective was to implement and evaluate programs that enforced the seat belt use law at night. Three study communities participated in high-visibility enforcement (HVE) demonstration programs designed to improve nighttime seat belt use: Asheville and Greenville, North Carolina, and Charleston, West Virginia. KW - Asheville (North Carolina) KW - Charleston (West Virginia) KW - Greenville (North Carolina) KW - Law enforcement KW - Night KW - Seat belt use KW - Seat belt use laws KW - Seat belts UR - http://www.nhtsa.gov/staticfiles/traffic_tech/tt388.pdf UR - https://trid.trb.org/view/920375 ER - TY - RPRT AN - 01159279 AU - Wu, Jingshu AU - Fleming, Charles AU - Covell, Claudia AU - National Highway Traffic Safety Administration AU - National Center for Statistics and Analysis TI - Analysis of Helmet Impact Velocity Experimental Data and Statistical Tolerance Design PY - 2010/04//Technical Report SP - 19p AB - Helmet impact velocity experimental data are analyzed and various factors that influence the impact velocity are studied. One of the main goals of this report is to verify whether a tolerance of +/- 3 percent of mean velocity is feasible and will allow at least 95 percent of impacts to fall within the proposed impact velocity range. Statistical methods are applied to the design of impact velocity tolerances. Calibration procedures and data variances from several laboratories are also incorporated into this analysis. KW - Calibration KW - Impact tests KW - Motorcycle helmets KW - Statistical analysis KW - Testing equipment KW - Tolerances (Engineering) KW - Velocity UR - http://www-nrd.nhtsa.dot.gov/Pubs/811305.PDF UR - https://trid.trb.org/view/919864 ER - TY - RPRT AN - 01159278 AU - Chaudhary, Neil K AU - Tison, Julie AU - Casanova, Tara AU - Preusser Research Group, Incorporated AU - National Highway Traffic Safety Administration TI - Evaluation of Maine's Seat Belt Law Change from Secondary to Primary Enforcement PY - 2010/04//Draft Final Report SP - 40p AB - Maine upgraded its seat belt law to primary enforcement on September 20, 2007. Both daytime and nighttime observed belt use increased in the months following implementation of the law (daytime 77% to 84%; night 69% to 81%). Although daytime belt use was generally higher, nighttime belt use showed a greater increase than daytime belt use. Awareness surveys indicated that Maine motorists were clearly aware of the law change and its consequences. Survey respondents also indicated having heard both messages about enforcement and messages encouraging belt use. Focus groups with representatives of a number of police departments showed that police responded positively to the change in law. Police also reported a positive change in motorists' belt use behavior in the months following the law change. KW - Awareness KW - Daylight KW - Focus groups KW - Maine KW - Night KW - Police KW - Primary seat belt laws KW - Publicity KW - Seat belt use KW - Seat belts KW - Secondary seat belt laws KW - State laws KW - Surveys UR - http://www.nhtsa.gov/staticfiles/nti/pdf/811259.pdf UR - https://trid.trb.org/view/919862 ER - TY - RPRT AN - 01156673 AU - Garay-Vega, Lisandra AU - Hastings, Aaron AU - Pollard, John K AU - Zuschlag, Michael AU - Stearns, Mary D AU - Volpe National Transportation Systems Center AU - National Highway Traffic Safety Administration TI - Quieter Cars and the Safety of Blind Pedestrians: Phase I PY - 2010/04//Final Report SP - 151p AB - The National Highway Traffic Safety Administration recognizes that quieter cars such as hybrid-electric vehicles in low-speed operation using their electric motors, may introduce a safety issue for pedestrians who are blind. This study documents the overall sound levels and general spectral content for a selection of hybrid-electric and internal combustion vehicles in different operating conditions, evaluates vehicle detectability for two ambient sound levels, and considers countermeasure concepts that are categorized as vehicle-based, infrastructure-based, and systems requiring vehicle-pedestrian communications. Overall sound levels for the hybrid-electric vehicles tested are lower at low speeds than for the internal combustion engine vehicles tested. There were significant differences in human subjects’ response time depending on whether electric or internal combustion propulsion was used at both the lower and higher levels of ambient sound. Candidate countermeasures are discussed in terms of types of information provided (direction, vehicle speed, and rate of speed change, etc), useful range of detection of vehicles by pedestrians, warning time, user acceptability, and barriers to implementation. This study provides baseline data on the acoustic characteristics and auditory detectability of vehicles; however, the results cannot be generalized to more complex environments, as for example when multiple target vehicles are present. KW - Acoustic properties KW - Auditory perception KW - Blind persons KW - Countermeasures KW - Electric vehicles KW - Hybrid automobiles KW - Hybrid vehicles KW - Sound level KW - Traffic safety UR - http://www.nhtsa.gov/DOT/NHTSA/NVS/Crash%20Avoidance/Technical%20Publications/2010/811304rev.pdf UR - http://ntl.bts.gov/lib/42000/42800/42886/DOT_HS_811304.pdf UR - https://trid.trb.org/view/917705 ER - TY - RPRT AN - 01495178 AU - Van Schalkwyk, John AU - Green, Kevin AU - Pickrell, Don AU - Harrington, Ryan AU - Shaulov, Mark AU - Research and Innovative Technology Administration AU - National Highway Traffic Safety Administration TI - 2012 – 2016 Corporate Average Fuel Economy Compliance and Effects Modeling System Documentation PY - 2010/03//Operational Handbook SP - 128p AB - The Volpe National Transportation Systems Center (Volpe Center) of the United States Department of Transportation’s Research and Innovative Technology Administration has developed a modeling system to assist the National Highway Traffic Safety Administration (NHTSA) in the evaluation of potential new Corporate Average Fuel Economy (CAFE) standards. Based on externally-developed inputs, the modeling system estimates how manufacturers could apply additional fuel-saving technologies in response to new CAFE standards, and estimates how doing so would increase vehicle costs, reduce national fuel consumption and carbon dioxide emissions, and result in other effects and benefits to society. The modeling system can also be used to estimate the stringency at which an attribute-based CAFE standard satisfies various criteria. For example, the system can estimate the stringency that produces a specified average required fuel economy level, or that maximizes net benefits to society. KW - Air quality management KW - Benefit cost analysis KW - Carbon dioxide KW - Compliance KW - Corporate average fuel economy KW - Exhaust gases KW - Fuel consumption KW - Standards KW - Vehicles UR - http://ntl.bts.gov/lib/48000/48200/48217/CAFE_Model_Documentation_March_2010.pdf UR - https://trid.trb.org/view/1263002 ER - TY - RPRT AN - 01490603 AU - National Highway Traffic Safety Administration TI - Fatality Analysis Reporting System General Estimates System: 2008 Data Summary PY - 2010/03 SP - 36p AB - FARS, the Fatality Analysis Reporting System that became operational in 1975, contains data on a census of fatal traffic crashes within the 50 States, the District of Columbia, and Puerto Rico. To be included in FARS, a crash must involve a motor vehicle traveling on a trafficway customarily open to the public, and must result in the death of an occupant of a vehicle or a nonoccupant within 30 days of the crash. The 2008 FARS data file used for the statistics in this report was created in May 2009. The updated final counts for 2007 are reflected in this report. The updated final counts for 2008 will be reflected in the 2009 report. Data in the General Estimates System (GES) are obtained from a nationally representative probability sample selected from all police-reported crashes. The system began operation in 1988. To be eligible for the GES sample, a police accident report (PAR) must be completed for the crash, and the crash must involve at least one motor vehicle traveling on a trafficway and result in property damage, injury, or death. The 2008 GES file used for the statistics in this report was completed in May 2009. KW - Crash data KW - Crash injuries KW - Crash reports KW - Data files KW - Fatalities KW - Fatality Analysis Reporting System KW - General Estimates System KW - Statistics KW - Traffic crashes KW - United States UR - http://www-nrd.nhtsa.dot.gov/Pubs/811171.pdf UR - https://trid.trb.org/view/1259527 ER - TY - RPRT AN - 01449539 AU - Marques, Paul R AU - Voas, Robert B AU - Bedford Research AU - Pacific Institute for Research and Evaluation AU - National Highway Traffic Safety Administration TI - Key Features for Ignition Interlock Programs PY - 2010/03//Final Report SP - 80p AB - This report describes an effort to document alcohol ignition interlock programs in the United States in order to highlight those programs or program features that are believed to be best able to serve traffic safety interests. Information has been gathered on important interlock program features together with some recommendations for States to consider as programs are developed. This publication reflects information of the time it was written. Therefore, some statements may be outdated. In addition to the literature search and telephone conversations with State experts identified by Governors Highway Safety Representatives, wide ranging commentary was provided by key informants during a parallel effort to document interlock program features undertaken by the Interlock Working Group (IWG) of the International Council of Alcohol Drugs and Traffic Safety (ICADTS). All the above sources of information were compiled into a preliminary report in order to frame the discussion for an expert panel meeting. This final report represents the views of the authors, but also reflects input from panelists, written commentary to the IWG, and documented, published sources. The general topics of this report include the following: program enrollment issues; interlock program ramp-up and expansion; standardization of reporting and information flow; program compliance, noncompliance and interlock removal; linkages to treatment; differences in court-based judicial programs and motor vehicle administered interlock programs; and suggested core elements of interlock programs. The authors believe that the single major difference among panelists centered on whether interlocks should play a role in the monitoring of court-ordered alcohol abstinence. This final report will be useful to anyone concerned about interlock implementation and traffic safety. KW - Alcohol ignition interlock devices KW - Drunk driving KW - Expert panels KW - Literature reviews KW - United States UR - http://www.nhtsa.gov/staticfiles/nti/impaired_driving/pdf/811262.pdf UR - https://trid.trb.org/view/1217076 ER - TY - RPRT AN - 01172509 AU - Chaudhary, Neil AU - Leaf, William AU - Preusser, David AU - Casanova, Tara AU - Preusser Research Group, Incorporated AU - National Highway Traffic Safety Administration TI - Guidelines to Observe and Estimate Statewide Seat Belt Use at Night PY - 2010/03 SP - 32p AB - Research has shown that nighttime seat belt use is lower than daytime use. There is also an overrepresentation of fatal crashes at night. Therefore a proper estimate of statewide nighttime seat belt use would be beneficial to understanding the problem of nighttime driving risk. Some early research efforts have attempted to provide such an estimate but these have fallen short in that they failed to address two issues related to a statewide night estimate: a decrease in traffic volume that is variable across functional class, and the large percentage of night traffic made up of commercial vehicles (particularly large trucks) primarily on higher volume roadways. This report provides States with options regarding how to estimate statewide seat belt use at night. It also provides a detailed description of how to conduct night observations. KW - Commercial vehicles KW - Data collection KW - Estimating KW - Field studies KW - Guidelines KW - Night KW - Observations KW - Seat belt use KW - Seat belts KW - States KW - Traffic volume KW - Trucks UR - http://www.nhtsa.gov/staticfiles/nti/pdf/811288.pdf UR - https://trid.trb.org/view/933248 ER - TY - SER AN - 01154871 JO - Traffic Safety Facts - Traffic Tech PB - National Highway Traffic Safety Administration TI - Guidelines to Observe and Estimate Statewide Seat Belt Use at Night PY - 2010/03 IS - 383 SP - 2p AB - Previous research has found an overrepresentation of fatal crashes at night, as well as substantially lower seat belt use among occupants of passenger vehicles at night compared to seat belt use during the day. An estimate of statewide nighttime seat belt use would be beneficial for understanding the problem of nighttime driving risk, and for evaluating the impact of nighttime seat belt enforcement programs. This Traffic Tech provides States with options for estimating statewide seat belt use at night. This report also provides a detailed description of how to conduct night observations. KW - Data collection KW - Estimating KW - Field studies KW - Guidelines KW - Night KW - Observations KW - Seat belt use KW - Seat belts KW - States UR - http://www.nhtsa.gov/staticfiles/traffic_tech/tt383.pdf UR - https://trid.trb.org/view/915997 ER - TY - RPRT AN - 01358005 AU - Pribble, James M AU - University of Michigan Transportation Research Institute AU - National Highway Traffic Safety Administration TI - Using the News Media to Disseminate Seat Belt Information to the American Public: How Police Interact with the Media and How Can We Improve It PY - 2010/02 SP - 21p AB - The local news media commonly report motor vehicle crashes (MVC). Police have been identified as prominent spokespeople during these news stories and when interviewed, convey more prevention information to the public. Despite this, little is known about the interaction between police and the news media, the police officers perception of their role in MVC prevention or police officers previous media training. To address these issues, this project conducted a content analysis of local newspaper MVC reporting along with in-depth interviews with police information officers in a midwestern city of 100,000 population and used this information to develop a web-based MVC media training tool. Police information officers regularly interacting with the news media, report very little, if any, formal media training, view MVC prevention as a significant part of their job description, and believe that a web-based MVC media training tool is useful to them and their colleagues. Training police officers how to insert prevention messages into “everyday” news stories about MVC may be a cost effective way of reaching the public with important information about seat belt use and motor vehicle safety. A web-based training tool may be helpful to optimize this opportunity provided by the news media. KW - Highway safety KW - Information dissemination KW - Mass media KW - Police KW - Seat belts KW - Traffic crashes KW - Training UR - http://hdl.handle.net/2027.42/86091 UR - https://trid.trb.org/view/1122786 ER - TY - RPRT AN - 01357976 AU - Terrill, Edward R AU - Centea, Mark AU - Pannikottu, Abraham AU - Karmarkar, Uday AU - Evans, Larry R AU - MacIsaac, James D AU - Akron Rubber Development Laboratory, Incorporated AU - Transportation Research Center, Incorporated AU - National Highway Traffic Safety Administration TI - Diffusion Limited Oxidation (DLO) Modeling of Tires During Oven Aging PY - 2010/02//Final Report SP - 62p AB - This report is the sixth in a series of scientific reports intended to provide an understanding of the chemical reactions responsible for the degradation of light vehicle tires during on-vehicle service. The report series was used to guide the agency’s development of a laboratory-based accelerated service life test for light vehicle tires (i.e., “tire aging test”). Oven aging tires at 55 to 65°C, while pressurized with an oxygen-rich inflation gas, has been identified as the primary candidate for a tire aging test. However, the agency was cautioned that the level of oxygen required for reactions within the tire rubber at the higher oven temperatures could exceed the supply of the oxygen diffusing to the rubber components, resulting in an effect termed Diffusion Limited Oxidation (DLO). DLO could result in the outermost layers of the tires experiencing anaerobic (without oxygen) reactions that are not representative of what light vehicle tires experience during normal service. To explore these concerns, the oxidation rates in the shoulder region of twenty four tire models were predicted at two temperatures (55°C and 65°C) using a computer model. To confirm simulation results, chemical and physical property data was taken from the shoulder region of the tire models before and after actual oven aging at the same conditions as were simulated by the computer model. The computer simulations predicted that none of the tires would experience DLO at 55°C oven aging, and conversely that all of the shoulder regions would experience some DLO at 65°C, especially in the tread of light truck tires. To explore these results, tires that had high and low levels of predicted DLO were compared using two measures. The first measure, the level of fixed oxygen in the tread compound, showed no indication of the predicted DLO after aging at 65°C for eight weeks. The second measure, modulus profile of the tread shoulder, also showed no indication of the predicted DLO. Therefore, the 65°C oven aging temperature is not expected to significantly limit oxidation in any component of the tire shoulder region. A probable reason for the significant over-prediction of DLO in these tires is likely the inability of the 1-D computer model to account for the multi-dimensional wicking of oxygen, especially at elevated temperatures, throughout the carcass, steel belt layers, and, if present, the nylon plies of a tire. KW - Aging (Materials) KW - Diffusion limited oxidation KW - Light vehicles KW - Ovens KW - Oxidation KW - Rubber KW - Service life KW - Tires KW - Vehicle safety UR - http://www.nhtsa.gov/DOT/NHTSA/NVS/Vehicle%20Research%20&%20Test%20Center%20(VRTC)/ca/811266.pdf UR - https://trid.trb.org/view/1122856 ER - TY - RPRT AN - 01162233 AU - National Highway Traffic Safety Administration TI - Corporate Average Fuel Economy standards, passenger cars and light trucks, model years 2012-2016 : environmental impact statement PY - 2010/02//Volumes held: Draft, Final KW - Environmental impact statements UR - https://trid.trb.org/view/923219 ER - TY - RPRT AN - 01159410 AU - Baer, Justin AU - Ayotte, Kaylin AU - Baldi, Stephane AU - American Institutes for Research AU - National Highway Traffic Safety Administration TI - Evaluation of State Motorcycle Safety Programs PY - 2010/02//NHTSA Technical Report SP - 36p AB - The rise in motorcycle injuries and fatalities over the past decade has placed greater emphasis on the role that State motorcycle safety programs may play in making roadways safer for riders. From programs targeted at motorcyclists to comprehensive training for law enforcement and court personnel, State programs are tasked with implementing and monitoring a range of safety policies and procedures. This report describes the current efforts States are undertaking to promote motorcycle safety, drawing on a survey received from State Highway Safety Offices (SHSOs) and State motorcycle safety administrators (SMSAs) in 45 States. The results presented in this report provide a picture of recent accomplishments made by States related to motorcycle safety. The data presented are based on State-level, self-reported information. KW - Education and training KW - Highway safety KW - Law enforcement and criminal justice personnel KW - Motorcycle crashes KW - Motorcycle driving KW - Motorcycle safety KW - Motorcyclists KW - Safety programs KW - State Highway Safety Offices KW - States KW - Surveys UR - http://www-nrd.nhtsa.dot.gov/Pubs/811269.PDF UR - https://trid.trb.org/view/919977 ER - TY - RPRT AN - 01156628 AU - Decina, Lawrence E AU - Hall, William L AU - Lococo, Kathy H AU - TransAnalytics, LLC AU - University of North Carolina, Chapel Hill AU - National Highway Traffic Safety Administration TI - Booster Seat Law Enforcement: Examples From Delaware, New Jersey, Pennsylvania, and Washington PY - 2010/02//Final Report SP - 72p AB - The objective of this study was to evaluate the implementation of State booster seat laws (enhanced child restraint laws) and examine the most effective strategies that law enforcement agencies (LEAs) can use to enforce booster seat laws. The research included a literature review; update of the status of the Nation’s booster seat laws; evaluation of enforcement strategies and activities among LEAs; and recommendations for booster seat law enforcement techniques that appear to be the most effective in terms of practical LEA operations and volume of citations written for the number of hours worked. Eight LEAs from Delaware, New Jersey, and Pennsylvania participated. All the LEAs received brief training in child occupant protection, used an enforcement card with a description of all child restraint (CR) laws, followed an enforcement schedule during the project’s 6-month enforcement period (March to September 2008), and attended debriefings. Checkpoints and dedicated roving patrols were used by LEAs in New Jersey, and produced a large number of booster seat and other child restraint law citations. Dedicated roving patrols, dedicated stationary patrols, and routine patrols were used in Delaware and Pennsylvania. The study also examined a similar, ongoing enforcement program in Grant County, Washington. During debriefings, officers indicated that the most effective approaches for enforcing booster seat laws depend on the following: top management support (and resources to support dedicated booster seat law enforcement programs); a primary booster seat law; enforcement methods that are dedicated to booster seat and other child restraint laws and involve checkpoints, dedicated roving patrols, or stationary spots; training; and enforcement cards. Barriers that can inhibit enforcement of booster seat and other child restraint laws, include: weaknesses of booster seat laws (secondary law); inefficient methods (routine patrol, limited staff resources); physical barriers (obstructed views due to: glare, tinted windows); officer discretion issues (extra costs to the drivers associated with multiple child restraint law tickets, inability to identify age of booster-seat-age children, especially 6- and 7-year-olds); and the roadway environment. KW - Booster seats KW - Delaware KW - Law enforcement KW - Literature reviews KW - New Jersey KW - Pennsylvania KW - Recommendations KW - State laws KW - Strategic planning KW - Washington (State) UR - http://www.nhtsa.gov/staticfiles/nti/pdf/811247.pdf UR - https://trid.trb.org/view/917522 ER - TY - SER AN - 01156618 JO - Traffic Safety Facts - Research Note PB - National Highway Traffic Safety Administration AU - Brock, John AU - Robinson, Allen AU - Robinson, Brett AU - Percer, Jenny TI - Approaches to the Assessment of Entry-Level Motorcycle Training: An Expert Panel Discussion PY - 2010/02 IS - HS-811 242 SP - 4p AB - The National Highway Traffic Safety Administration (NHTSA) sponsored an expert panel of motorcycle safety researchers and training specialists to determine the feasibility of conducting a study to evaluate the effectiveness of entry-level rider training on reducing motorcycle crashes. There were remarkably few disagreements among the panel members. All agreed that the problems of motorcycle safety are real and that data supporting any rider training program are neither strong nor plentiful. There was also universal agreement that the development of rider training effectiveness measures would not only provide a feedback loop to current rider training institutions, but also lead to motorcycle safety improvements. The panel's major study recommendations were: use a State-centralized database for a longitudinal study; conduct a questionnaire/survey study; run a controlled study with volunteers; study the relationship between impaired riding and training levels; and study the relationship between motorcycle and car/truck driving records. KW - Driver records KW - Driver training KW - Expert panels KW - Impaired drivers KW - Longitudinal studies KW - Motorcycle safety KW - Motorcyclists KW - Questionnaires KW - Recommendations KW - Surveys UR - http://www.nhtsa.gov/staticfiles/nti/motorcycles/pdf/811242.pdf UR - https://trid.trb.org/view/917434 ER - TY - SER AN - 01154875 JO - Traffic Safety Facts - Traffic Tech PB - National Highway Traffic Safety Administration TI - Reducing Nonuse of Restraints by Children Ages 5 to 7 PY - 2010/02 IS - 382 SP - 2p AB - The study objective was to suggest solutions to the problem of unrestrained children ages 5 to 7 riding in motor vehicles. The study methodology entailed: (1) a literature review to identify factors associated with children’s nonuse of occupant restraints and potential interventions; (2) discussions with key informants to identify barriers to restraint use in this child population and to recommend strategies to reduce nonuse; (3) a brainstorming session with experts to propose and prioritize strategies to reduce nonuse among identified high-risk populations; and (4) focus groups in four cities with adults observed transporting unrestrained children ages 5 to 7 to discuss strategies to increase restraint use. The obtained information encompassed not just nonuse but also improper use (e.g., using a seat belt instead of a booster seat). KW - Booster seats KW - Child restraint systems KW - Focus groups KW - Interviewing KW - Literature reviews KW - Strategic planning UR - http://www.nhtsa.dot.gov/staticfiles/DOT/NHTSA/Communication%20&%20Consumer%20Information/Traffic%20Tech%20Publications/Associated%20Files/tt382.pdf UR - http://www.nhtsa.gov/staticfiles/traffic_tech/tt382.pdf UR - https://trid.trb.org/view/915996 ER - TY - RPRT AN - 01159276 AU - Tison, Julie AU - Williams, Allan F AU - Preusser Research Group, Incorporated AU - National Highway Traffic Safety Administration TI - Analyzing the First Years of the "Click It or Ticket" Mobilizations PY - 2010/01//Final Report SP - 100p AB - The "Click It or Ticket" seat belt enforcement programs conducted between 2000 and 2006 were an important factor in increasing seat belt use nationwide and in virtually all States. This was the case for observed belt use, belt use in fatalities, and self-reported seat belt use. As enforcement programs continued across the country and belt use increased, public awareness and attitudes changed as well, with growing support for primary belt laws and belt enforcement. Among States with secondary seat belt enforcement laws, where an officer must first stop a vehicle for some other violation before issuing a seat belt citation, the States that increased seat belt use the most had greater levels of enforcement. Primary law States (where an officer can issue a belt citation upon observing an unbelted motorist like all other traffic laws) had substantially higher seat belt use and higher levels of enforcement than secondary States. States that converted from secondary to primary laws during the period showed the greatest increase in belt use. The five States that had the greatest increase in belt use (Utah, Michigan, North Dakota, Alabama, and Alaska) were compared with the five States with the smallest increases (Louisiana, North Carolina, Virginia, South Carolina, and Montana). While average media expenditures were similar, enforcement rates were almost twice as high in the States showing the greater increases. Support for "Click It or Ticket" programs remains high in most States, and it is likely that continuation of State programs with high enforcement intensity will be capable of producing further increases in belt use. The key to increasing seat belt use beyond 83% nationally are likely "Click It or Ticket" programs aimed at the general driving population, supplemented by special programs targeting low-use groups such as occupants of pickup trucks, residents of rural areas, and nighttime drivers. KW - Click It or Ticket KW - Primary seat belt laws KW - Safety programs KW - Seat belt use KW - Seat belts KW - Secondary seat belt laws KW - States KW - Traffic law enforcement UR - http://www.nhtsa.gov/staticfiles/nti/pdf/811232.pdf UR - https://trid.trb.org/view/919840 ER - TY - RPRT AN - 01155086 AU - Fisher, Donald L AU - Thomas, F Dennis AU - Pradhan, Anuj K AU - Pollatsek, Alexander AU - Blomberg, Richard D AU - Reagan, Ian AU - Dunlap and Associates, Incorporated AU - National Highway Traffic Safety Administration TI - Development and Evaluation of a PC-based Attention Maintenance Training Program PY - 2010/01//Interim Report SP - 56p AB - This study included the development and evaluation of a PC-based attention maintenance assessment program and the development and evaluation of PC-based training aimed at improving attention maintenance skills. The results of Study 1 showed that the assessment program was able to differentiate between the attention maintenance skills of novice and experienced drivers with results similar to those found in prior field and simulator studies. The Focused Concentration and Attention Learning (FOCAL) program was created to teach novice drivers how to reduce their glance durations to under two seconds while still performing an in-vehicle task accurately. For the post-training test in Study 2, the participants trained with FOCAL showed statistically significant reductions in the percentage of glances greater than all specified time intervals compared to participants trained with a control program. Moreover, the distribution of glances did not change for the control group before and after training. In a separate analysis, the total time that the FOCAL group spent on the map task after training did not differ from the total time that the control group spent on the map task after training, although the total time for all participants was reduced from pretest to posttest. The results of Study 1 suggest that a PC-based assessment program is a potentially valid means to measure attention maintenance problems. The results of Study 2 suggest that a PC-based training program can change young driver behaviors, at least as measured by the PC-based assessment program. Together these studies provide a strong basis for further research into the effectiveness of computerized training and assessment for improving driver safety. KW - Attention KW - Attention lapses KW - Distraction KW - Driver training KW - Drivers KW - Evaluation and assessment KW - Highway safety KW - Personal computers KW - Recently qualified drivers UR - http://www.nhtsa.gov/staticfiles/nti/pdf/811252.pdf UR - https://trid.trb.org/view/915936 ER - TY - RPRT AN - 01154147 AU - Goodwin, Arthur H AU - Thomas, Libby J AU - Hall, William L AU - Tucker, Mary Ellen AU - National Highway Traffic Safety Administration TI - Countermeasures That Work: A Highway Safety Countermeasure Guide For State Highway Safety Offices PY - 2010/01//Fifth Edition SP - 320p AB - This guide is a basic reference to assist State Highway Safety Offices (SHSOs) in selecting effective, science-based traffic safety countermeasures for major highway safety problem areas. The guide: describes major strategies and countermeasures that are relevant to SHSOs; summarizes their use, effectiveness, costs, and implementation time; and provides references to the most important research summaries and individual studies. The guide contains a chapter for each problem area. Each chapter begins with a brief overview of the problem area’s size and characteristics, the main countermeasure strategies, a glossary of key terms, and a few general references. Next, a table lists specific countermeasures and summarizes their use, effectiveness, costs, and implementation time. Each countermeasure is then discussed in approximately one page. Some countermeasure areas are covered in more depth than others due to the availability of published research. For example, impaired driving has a long and rich research history while other topics, such as driver distraction and fatigue, have received less attention. Highway safety problem areas covered include the following: alcohol-impaired driving, seat belt use and child restraints, aggressive driving and speeding, distracted and fatigued driving, motorcycle safety, young drivers, older drivers, pedestrians, and bicycles. KW - Aged drivers KW - Aggression KW - Bicycle crashes KW - Child restraint systems KW - Countermeasures KW - Distraction KW - Drivers KW - Drunk driving KW - Fatigue (Physiological condition) KW - Highway safety KW - Motorcycle crashes KW - Pedestrian safety KW - Seat belts KW - Speeding KW - Strategic planning KW - Teenage drivers KW - Young adults UR - http://www.nhtsa.dot.gov/staticfiles/DOT/NHTSA/Traffic%20Injury%20Control/Articles/Associated%20Files/Countermeasures_HS811258.pdf UR - http://ntl.bts.gov/lib/32000/32300/32356/6626_Countermeasures_01-06-10-v1.pdf UR - https://trid.trb.org/view/915602 ER - TY - RPRT AN - 01619077 AU - National Highway Traffic Safety Administration AU - Health Resources and Services Administration TI - Emergency Medical Services: Agenda for the Future PY - 2010 SP - 106p AB - The Emergency Medical Services (EMS) Agenda for the Future provides an opportunity for all health care providers to examine what has been learned during the past 30 years. Its purpose is to outline the most important directions for future EMS development. During the process of creating this document, the EMS Agenda for the Future Steering Committee sought and incorporated input from a broad, multi-disciplinary spectrum of EMS stakeholders. This project was supported by the National Highway Traffic Safety Administration and the Health Resources and Services Administration, Maternal and Child Health Bureau. This document focuses on aspects of EMS related to emergency care outside traditional health care facilities. It recognizes the changes occurring in the health care system of which EMS is a part. KW - Emergency medical services KW - Health care KW - Recommendations KW - Stakeholders KW - Strategic planning UR - http://www.ems.gov/pdf/advancing-ems-systems/Provider-Resources/EMS_Agenda_For_The_Future_2010.pdf UR - https://trid.trb.org/view/1435711 ER - TY - CONF AN - 01328532 AU - Western Transportation Institute AU - AAA Foundation for Traffic Safety TI - National Summit for Rural Traffic Safety Culture 2010 PY - 2010 SP - 108p AB - A disproportional number of traffic crashes with fatal results occur on rural roads where highway design and maintenance are lagging behind urban settings, emergency response can be slower because of greater distances to medical facilities and too often risky driving behavior is part of the rural culture. The focus of this summit was to bring added attention to the special needs and requirements of rural drivers to a larger audience. The areas of education, engineering, law enforcement and emergency medical services are the main target areas of interest. Specific recommendations include improving design and engineering practices for safer road configurations; advancing vehicle design and technology to assist drivers; improving drivers' skills and abilities; reducing distractions; enhancing policy making and enforcement; creating communication campaigns with specific goals to reduce a culture of complacency and promote safety and awareness, and increasing collaboration between federal, state and local public and private organizations. U1 - National Summit for Rural Traffic Safety Culture 2010Western Transportation InstituteAAA Foundation for Traffic SafetyResearch and Innovative Technology AdministrationFederal Highway AdministrationNational Highway Traffic Safety AdministrationCenters for Disease Control and PreventionAmerican Traffic Safety Services AssociationBig Sky,MT,United States StartDate:20100712 EndDate:20100713 Sponsors:Western Transportation Institute, AAA Foundation for Traffic Safety, Research and Innovative Technology Administration, Federal Highway Administration, National Highway Traffic Safety Administration, Centers for Disease Control and Prevention, American Traffic Safety Services Association KW - Emergency medical services KW - Emergency response time KW - Fatalities KW - High risk drivers KW - Highway design KW - Highway safety KW - Rural areas KW - Rural highways KW - Safe driving practices KW - Traffic safety KW - Traffic safety education UR - http://ruraltscsummit.org/downloads/10documents/RTSC10_ProceedingsFIN.pdf UR - https://trid.trb.org/view/1089716 ER - TY - ABST AN - 01490050 TI - Evaluation of a Distracted Driving Demonstration Project AB - This contract will evaluate distracted driving demonstration projects in Hartford, CT and Syracuse, NY. The contractor shall work with State Highway Safety Office (SHSO) and local law enforcement agencies to collect and analyze data to evaluate four high-visibility distracted driving enforcement campaigns a year in each community. Before and after each high visibility enforcement mobilization, within the program communities and a control community in each State, the contractor shall (a) measure the public awareness of the distracted driving program and publicity, and (b) observe drivers' cell phone use. The contractor shall draw general conclusions about the effectiveness of the demonstration projects to increase drivers' awareness of the danger of distracted driving, their knowledge of their State's law banning the use of hand held cellular phones, awareness of stepped up enforcement of the law, and their awareness of paid media messages about the enforcement. This contract also includes the first administration of National Highway Traffic Safety Administration's (NHTSA's) National Distracted Driving Survey, which will collect information about American drivers' attitudes and self-reported behaviors from a nationally-representative sample of 6000 respondents. KW - Awareness KW - Data collection KW - Demonstration projects KW - Distracted drivers KW - Hartford (Connecticut) KW - Highway safety KW - Syracuse (New York) UR - https://trid.trb.org/view/1259597 ER - TY - RPRT AN - 01619078 AU - National Highway Traffic Safety Administration TI - Emergency Medical Services Performance Measures: Recommended Attributes and Indicators for System and Service Performance PY - 2009/12 SP - 40p AB - The Emergency Medical Service (EMS) Performance Measures Project, begun in 2002 and concluded in 2007, gives the Nation’s EMS community an additional tool to gauge and report various aspects of an EMS system including the environment in which EMS responds, the performance of EMS agencies, and the overall performance of local systems. The goals of the project, addressed in two distinct phases, were to determine whether the country’s EMS leadership desired a common set of specifically defined measures and, if so, what those measures would be. The answer to the first was “yes.” This project report offers 35 consensus-based measures that addresses the second. KW - Emergency medical services KW - Performance measurement KW - Recommendations UR - http://www.ems.gov/pdf/research/Studies-and-Reports/EMS_Performance_Measures_2009.pdf UR - https://trid.trb.org/view/1435712 ER - TY - ABST AN - 01381795 AU - United States. National Highway Traffic Safety Administration (NHTSA) AU - United States. National Highway Traffic Safety Administration (NHTSA) TI - Trends in fatal crashes among drivers with invalid licences PY - 2009/12 IS - DOT HS 811 229 SP - 6p AB - A valid license is one of the key requirements to drive a motor vehicle as per the laws of every American state. This research note analyzes data on drivers 16 and older in fatal crashes with invalid licenses. Major findings and statistical definitions are presented below. The number of drivers 16 and older involved in fatal crashes with invalid licenses is on average 6,934 each year and had a 2-percentage-point growth rate over the past decade (1998 to 2007). The proportion of invalid licenses for drivers 16 and older in fatal crashes increased from 11 percent to 14 percent in the past 10 years, averaging 12 percent. KW - Accident analysis KW - Accident statistics KW - Crash analysis KW - Crash rates KW - Driving without a license KW - Fatalities KW - Fatality KW - Highway safety KW - Road safety KW - Road safety (human factors) KW - Statistics KW - Unlicensed driver KW - Usa UR - http://www-nrd.nhtsa.dot.gov/Pubs/811229.pdf UR - https://trid.trb.org/view/1149714 ER - TY - RPRT AN - 01374453 AU - Ranney, Thomas A AU - Baldwin, G H Scott AU - Vasko, Scott M AU - Mazzae, Elizabeth N AU - National Highway Traffic Safety Administration AU - National Highway Traffic Safety Administration TI - Measuring Distraction Potential of Operating In-Vehicle Devices PY - 2009/12 SP - 94p AB - Three experiments were conducted to explore the feasibility of adapting existing protocols to assess in-vehicle information systems (IVIS) in production vehicles. Two low-fidelity driving simulators were used: the Lane Change Task (LCT) and the STISIM-Drive combined with the Peripheral Detection Task (PDT). The Rating Scale Mental Effort (RSME) workload rating scale and FaceLab eye tracker were also used. Experiment 1 combined simulator driving with laboratory tasks (visual search and short-term memory scanning), which allowed secondary task load to be systematically varied. Metrics sensitive to changes in visual load included LCT Mean Deviation and the following STISIM/PDT metrics: Car-Following Delay, Standard Deviation of Lane Position (SDLP), Steering Entropy, PDT Mean Response Time, and Proportion of Correct PDT responses. Among objective metrics, only PDT Mean Response Time was sensitive to changes in cognitive load associated with the (auditory/vocal) memory-scanning task. Experiment 2 used real-world secondary tasks performed with a factory-installed navigation system. Secondary tasks differed by input modality (manual vs. voice) and task complexity (destination entry vs. selecting previous destinations). STISIM/PDT metrics, including SDLP, Steering Entropy, and Proportion of Correct PDT Responses were sensitive to task differences, as was the LCT Mean Deviation. STISIM/PDT metrics were more sensitive than LCT metrics to differences in both experiments. The RSME subjective rating scale was sensitive to most differences, while eye position data were not sufficiently reliable to allow computation of eye glance-based metrics. Experiment 3 used an established test-track protocol to determine whether measures obtained in a real driving situation exhibited greater sensitivity to potential distraction effects than those obtained in the simulation laboratory. Several laboratory simulator measures were more sensitive to secondary task load differences than corresponding test track measures. The authors concluded that the STISIM/PDT test venue offers sufficient sensitivity for development of a portable test of IVIS distraction potential in production vehicles for visual/manual tasks; improved sensitivity is needed to assess the effects of cognitive distraction. The authors identified technical problems and questions about test validity to be addressed in subsequent developmental work. KW - Automobile navigation systems KW - Distraction KW - Driver information systems KW - Driver workload KW - Driving simulators KW - In-vehicle devices KW - Metrics (Quantitative assessment) KW - Secondary tasks UR - https://trid.trb.org/view/1142050 ER - TY - RPRT AN - 01366665 AU - Tsai, Yi-Fang D AU - Perel, Michael AU - National Highway Traffic Safety Administration TI - Drivers’ Mistakes When Installing Child Seats PY - 2009/12 SP - 92p AB - This study examined the mistakes that drivers made during the different steps taken to install Child Restraint Systems (CRS). The focus of this study was to identify the reasons drivers made installation mistakes. The participants were observed during their CRS installation process where unfolding installation errors lead to clues about why participants had difficulty with their installation. Five experiments were conducted to identify common errors installing CRS using seat belts or the attachment system known as Lower Anchors and Tethers for Children (LATCH). The investigation examined the factors that contribute to these errors and identified possible improvements that could reduce them. In experiments 1 and 2, 61 participants completed an infant CRS installation to the best of their ability using the original CRS instruction manual and their vehicle owner’s manual. Participants were asked to use a “talkaloud” method, where they explained whatever they were examining, thinking, doing, and feeling as they went about their task. The CRS installation was video-taped with their consent. Participants rated their confidence levels, ease of installation, and CRS usability after the installations were completed. All participants who installed the child seat using the seat belt made at least one error. There was a 95% error rate for participants who completed the infant CRS installation using LATCH. Participants expressed confusion with a feature on the CRS or vehicle approximately two times for each seat belt and LATCH installation. In experiment 3, 22 participants completed a rear-facing and forward-facing installation with a convertible CRS. Common installation problems were loose installation (85%), incorrect seat angling (81.8%), and twisted lower anchor straps (50%). Studies 4 and 5 explored CRS installations by parents and caregivers at child seat inspection events and from parents and caregivers found from local community postings. The installation errors reflected similar common errors found in studies 1-3 but to a lesser degree. Loose installation error rate ranged from 46.7 percent to 65 percent (seat belt or LATCH) and incorrect angling ranged from 27 to 50 percent in studies 4 and 5, respectively. As participants installed the child seats, they acknowledged the difficulty in installing the CRS into the vehicle and with interpreting the manuals but were overly confident that they correctly installed the CRS. Analyses were conducted on the installation errors made by installation type, feature differences across the child seats used, and user ratings. KW - Child restraint systems KW - Human error KW - Installation KW - Lower Anchors and Tethers for Children (LATCH) KW - Misuse UR - http://www.nhtsa.gov/DOT/NHTSA/NVS/Crash%20Avoidance/Technical%20Publications/2009/811234.pdf UR - https://trid.trb.org/view/1135364 ER - TY - RPRT AN - 01207864 AU - Compton, R AU - Vegega, M AU - Smither, D AU - National Highway Traffic Safety Administration TI - Drug-Impaired Driving: Understanding the Problem and Ways to Reduce It: A Report to Congress PY - 2009/12//Report to Congress SP - 28p AB - This report was prepared in accordance with Section 2013 of the Safe, Accountable, Flexible, Efficient Transportation Equity Act: A Legacy for Users (SAFETEA-LU). The report summarizes a series of studies undertaken by the National Highway Traffic Safety Administration to acquire the information needed to address the general problem of drug-impaired driving. The report describes the research conducted on prevention, detection, and prosecution of driving under the influence of drugs; issues associated with determining what drugs impair driving; difficulties in relating blood levels of drugs and impairment; lack of information about what drugs are frequently used by drivers and what drugs elevate crash risk; problems in obtaining representative data about current enforcement, prosecution, and adjudication of drug-impaired driving; training for law enforcement officers in recognizing drug-impaired drivers; review of drug-impaired driving laws; and what is known about the role of drugs as causal factors in traffic crashes. It highlights the need for further research and concludes with recommendations to better address the problem of drug-impaired driving. KW - Countermeasures KW - Crash causes KW - Drug effects KW - Drug use KW - Drugged drivers KW - Highway safety KW - Impaired drivers KW - Traffic crashes UR - http://www.nhtsa.gov/staticfiles/nti/pdf/811268.pdf UR - https://trid.trb.org/view/968179 ER - TY - RPRT AN - 01156928 AU - Van Houten, Ron AU - Malenfant, JE Louis AU - Reagan, Ian AU - Sifrit, Kathy AU - Compton, Richard AU - Center for Education and Research in Safety AU - National Highway Traffic Safety Administration AU - Transport Canada TI - Pilot Tests of a Seat Belt Gearshift Delay On the Belt Use of Commercial Fleet Drivers PY - 2009/12 SP - 40p AB - This study evaluated a device that prevented drivers from shifting vehicles into gear for up to 8 seconds unless the seat belt was buckled. Participants, commercial drivers from the United States and Canada who did not consistently wear their seat belts, could avoid the delay by fastening their seat belts. Unbelted participants experienced a delay of either a constant 8 seconds or a variable delay that lasted an average of 8 seconds. United States drivers’ belt use increased from 47% to 68% (a 45% increase), and Canadian drivers’ use rose from 54% to 75% (a 39% increase). There was no significant difference between the fixed and variable delay schedules. KW - Commercial vehicles KW - Delays KW - Drivers KW - Gear shifting KW - Highway safety KW - Seat belts KW - Technology KW - Utilization UR - http://www.nhtsa.gov/staticfiles/nti/pdf/811230.pdf UR - https://trid.trb.org/view/917329 ER - TY - RPRT AN - 01156906 AU - Solomon, Mark G AU - Preusser, David F AU - Tison, Julie AU - Chaudhary, Neil K AU - Preusser Research Group, Incorporated AU - National Highway Traffic Safety Administration TI - Evaluation of the May 2007 Click It or Ticket Mobilization PY - 2009/12 SP - 84p AB - Click It or Ticket (CIOT) programs are short-duration, high-visibility enforcement of seat belt laws. The first nationwide program was conducted in May 2003 followed by similar programs during May of each succeeding year. This report examines the 2007 program as compared with the previous years. The results indicate that the States bought slightly less paid media in 2006 and 2007 ($23 million in 2005 versus $17 million in 2006 and 2007). The number of belt use citations issued during CIOT peaked in 2005 and then declined in 2006 and 2007 (727,271 in 2005; 672,574 in 2007). The national belt use rate as measured by the National Occupant Protection Use Survey rose from 75% to 82% from 2002 through 2005. It remained at 82% through 2007. Belt use rates increased in 40 States including the District of Columbia and Puerto Rico and decreased in 12 States. The number of States that have achieved 90% or better has tripled since 2002 (4 to 12). This report includes State-by-State data on citation rates per population, ranging from a low of 0 per 10,000 population in Wyoming to a high of 67 per 10,000 in New Jersey. KW - Advertising campaigns KW - Click It or Ticket KW - Highway safety KW - Public information programs KW - Safety campaigns KW - Seat belts KW - State laws KW - Traffic law enforcement KW - Utilization UR - http://www.nhtsa.gov/staticfiles/nti/pdf/811239.pdf UR - https://trid.trb.org/view/917307 ER - TY - RPRT AN - 01155102 AU - Lacey, John H AU - Kelley-Baker, Tara AU - Furr-Holden, Debra AU - Voas, Robert AU - Moore, Christine AU - Brainard, Katharine AU - Tippetts, A Scott AU - Romano, Eduardo AU - Torres, Pedro AU - Berning, Amy AU - Pacific Institute for Research and Evaluation AU - National Highway Traffic Safety Administration TI - 2007 National Roadside Survey of Alcohol and Drug Use by Drivers: Methodology PY - 2009/12//Final Report SP - 96p AB - This report describes the methodology for the 2007 U.S. national field study to estimate the prevalence of alcohol-, drug-, and alcohol-and-drug-involved driving, primarily among nighttime weekend drivers, but also daytime Friday drivers. This study involved randomly stopping drivers at 300 locations across the continental United States; sites were selected through a stratified random sampling procedure. Data were collected during a 2-hour Friday daytime session at 60 locations, and during four 2-hour nighttime periods (10 p.m. to midnight and 1 a.m. to 3 a.m. on both Friday and Saturday nights) at 240 locations. Both self-report and biological measures were taken. An objective was to obtain at least 7,500 oral fluid samples for analysis. Biological measures included breath alcohol measurements on 9,413 respondents, oral fluid samples from 7,719 respondents, and blood samples from 3,276 respondents. Oral fluid and blood samples were subjected to laboratory screening and LC/MS-MS and GC/MS confirmation respectively for both alcohol and 20 categories of drugs. These data are being analyzed to develop the first national prevalence estimate of alcohol- and drug-involved driving. This first report describes the field methods used to conduct this study, including data collection procedures. Overall response rates are also presented. Two other reports will present the results of the data collection and analyses; one will focus on alcohol use prevalence estimates among drivers and compare them with previous National Roadside Surveys conducted in 1973, 1986, and 1996; the other report will provide drug use prevalence estimates among drivers. KW - Alcohol tests KW - Alcohol use KW - Drug tests KW - Drug use KW - Drugged drivers KW - Drunk drivers KW - Highway safety KW - Methodology KW - Night KW - Sobriety checkpoints KW - Surveys KW - Weekends UR - http://www.nhtsa.gov/staticfiles/nti/pdf/811237.pdf UR - https://trid.trb.org/view/915842 ER - TY - RPRT AN - 01155100 AU - Walsh, J Michael AU - National Highway Traffic Safety Administration TI - A State-by-State Analysis of Laws Dealing With Driving Under the Influence of Drugs PY - 2009/12//Final Report SP - 132p AB - This study reviewed each State statute regarding drug-impaired driving as of December 2008. There is a high degree of variability across the States in the ways they approach drug-impaired driving. Current laws in many States contain provisions making it difficult to identify, prosecute, or convict drug-impaired drivers. KW - Drugged drivers KW - Highway safety KW - Impaired drivers KW - State laws UR - http://www.ibhinc.org/pdfs/WalshStatebyStateDrugLawsAnalysis811236.pdf UR - http://www.nhtsa.gov/staticfiles/nti/pdf/811236.pdf UR - https://trid.trb.org/view/915935 ER - TY - RPRT AN - 01155085 AU - Lacey, John H AU - Kelley-Baker, Tara AU - Furr-Holden, Debra AU - Voas, Robert B AU - Romano, Eduardo AU - Ramirez, Anthony AU - Brainard, Katharine AU - Moore, Christine AU - Torres, Pedro AU - Berning, Amy AU - Pacific Institute for Research and Evaluation AU - National Highway Traffic Safety Administration TI - 2007 National Roadside Survey of Alcohol and Drug Use by Drivers: Drug Results PY - 2009/12//Final Report SP - 148p AB - This report presents the first national prevalence estimates for drug-involved driving derived from the recently completed 2007 National Roadside Survey (NRS). The NRS is a national field survey of alcohol- and drug-involved driving conducted primarily among nighttime weekend drivers, but also daytime Friday drivers. The survey involved randomly stopping drivers at 300 locations across the continental United States; sites were selected through a stratified random sampling procedure. This included data that we collected during a two-hour Friday daytime session at 60 locations and during four 2-hour nighttime periods (10 p.m. to midnight and 1 a.m. to 3 a.m. on both Friday and Saturday) at 240 locations. Both self-report and biological measures were taken. Biological measures included breath alcohol measurements on 9,413 respondents, oral fluid from 7,719 respondents, and blood samples from 3,276 respondents. Oral fluid and blood samples were subjected to laboratory screening and LC/MS-MS and GC/MS confirmation for 75 drugs and metabolites, including illegal, prescription, and over-the-counter drugs. These data were analyzed to develop the first national prevalence estimate of alcohol- and drug-involved driving. Two prior reports on the 2007 NRS described: (1) the sampling plan and data collection methodology, summarizing the response patterns to the various stages of the multi-part survey; and (2) the prevalence estimates for alcohol-involved driving derived from the study, and comparing them with the three previous National Roadside Surveys (NRS). KW - Drug use KW - Drugged drivers KW - Highway safety KW - Impaired drivers KW - Night KW - Surveys KW - United States KW - Weekends UR - http://www.nhtsa.gov/DOT/NHTSA/Traffic%20Injury%20Control/Articles/Associated%20Files/811249.pdf UR - https://trid.trb.org/view/915875 ER - TY - RPRT AN - 01155060 AU - Lacey, John H AU - Kelley-Baker, Tara AU - Furr-Holden, Debra AU - Voas, Robert B AU - Romano, Eduardo AU - Torres, Pedro AU - Tippetts, A Scott AU - Ramirez, Anthony AU - Brainard, Katharine AU - Berning, Amy AU - Pacific Institute for Research and Evaluation AU - National Highway Traffic Safety Administration TI - 2007 National Roadside Survey of Alcohol and Drug Use by Drivers: Alcohol Results PY - 2009/12//Final Report SP - 108p AB - This report presents the prevalence estimates for alcohol-involved driving derived from the recently completed U.S. national field survey of alcohol and drug use by drivers (primarily of nighttime weekend drivers, but also daytime Friday drivers) and compares those estimates with the three previous National Roadside Surveys. This survey involved randomly stopping drivers at 300 locations across the 48 contiguous United States. Data were collected during 2-hour Friday daytime sessions (9:30 a.m. to 11:30 a.m. or 1:30 p.m. to 3:30 p.m.) at 60 locations and during four 2-hour nighttime periods (10 p.m. to midnight and 1 a.m. to 3 a.m. on Fridays and Saturdays) at 240 locations. Both self-report and biological measures were taken. Biological measures included breath-alcohol measurements on 9,413 respondents, oral fluid samples from 7,719 respondents, and blood samples from 3,276 respondents. A prior report described the sampling plan and data collection methodology and summarized the response patterns to the various stages of the multipart survey. A third report, based on analyses of the oral fluid and blood specimens collected, will present the first national prevalence estimate of drug-involved driving and of alcohol-plus-drug-involved driving. This report focuses on the alcohol breath-test results and how they relate to previous national surveys. It also summarizes response patterns to survey questions and to an alcohol-use-disorder-screening instrument. The data indicate a continuing trend over the past three decades of fewer alcohol-involved drivers on the Nation’s roads during weekend nights. KW - Alcohol use KW - Drunk drivers KW - Highway safety KW - Impaired drivers KW - Night KW - Sobriety checkpoints KW - Surveys KW - Weekends UR - http://www.nhtsa.gov/DOT/NHTSA/Traffic%20Injury%20Control/Articles/Associated%20Files/811248.pdf UR - https://trid.trb.org/view/915876 ER - TY - SER AN - 01152877 JO - Traffic Safety Facts - Research Note PB - National Highway Traffic Safety Administration AU - Pickrell, Timothy M AU - Ye, Tony Jianqiang TI - Motorcycle Helmet Use in 2009—Overall Results PY - 2009/12 IS - HS-811 254 SP - 5p AB - Use of U.S. Department of Transportation-compliant motorcycle helmets in 2009 stood at 67%, a gain from 63% in 2008. This result is from the National Occupant Protection Use Survey (NOPUS), which is the only survey that provides the nationwide probability-based observed data on 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. In the past five years, motorcycle helmet use has been increasing slowly but steadily from 48% in 2005 to 67% in 2009. The 2009 survey also found the following: (1) Helmet use in States that require all motorcyclists to wear helmets significantly increased from 78% in 2008 to 86% in 2009. The helmet use in these States continued to be higher than in those States without universal helmet use law. (2) Helmet use in the Northeast increased by 16 percentage points to 61% in 2009, which is a statistically significant increase. (3) In 2009, helmet use in rural areas continued to increase to 75% while urban areas saw a 15-percentage-point drop to 57%. KW - Motorcycle helmets KW - National Occupant Protection Use Survey KW - Northeastern United States KW - Rural areas KW - States KW - Trend (Statistics) KW - United States KW - Universal motorcycle helmet law KW - Urban areas KW - Utilization UR - http://www-nrd.nhtsa.dot.gov/Pubs/811254.PDF UR - https://trid.trb.org/view/914435 ER - TY - RPRT AN - 01152676 AU - National Highway Traffic Safety Administration TI - Lives Saved FAQs PY - 2009/12 SP - 18p AB - This report answers 30 questions which concern National Highway Traffic Safety Administration (NHTSA) statistics on lives saved in motor vehicle accidents and on the effectiveness of safety devices, including seat belts, child safety seats, air bags, and motorcycle helmets. KW - Air bags KW - Child restraint systems KW - Motor vehicle accidents KW - Motorcycle helmets KW - Seat belts KW - Statistics KW - U.S. National Highway Traffic Safety Administration UR - http://www-nrd.nhtsa.dot.gov/Pubs/811105.PDF UR - https://trid.trb.org/view/914388 ER - TY - SER AN - 01152673 JO - Traffic Safety Facts - Research Note PB - National Highway Traffic Safety Administration AU - Chang, Dow TI - Trends in Fatal Crashes Among Drivers With Invalid Licenses PY - 2009/12 IS - HS-811 229 SP - 6p AB - A valid license is one of the key requirements to drive a motor vehicle as per the laws of every State. This research note analyzes data on drivers 16 and older in fatal crashes with invalid licenses. Major findings and statistical definitions are presented. The number of drivers 16 and older involved in fatal crashes with invalid licenses is on average 6,934 each year and there was a 2-percentage-point growth rate over the past decade (1998 to 2007). The proportion of invalid licenses for drivers 16 and older in fatal crashes increased from 11 percent to 14 percent in the past 10 years, averaging 12 percent. KW - Driving without a license KW - Fatalities KW - Trend (Statistics) UR - http://www-nrd.nhtsa.dot.gov/Pubs/811229.PDF UR - https://trid.trb.org/view/914386 ER - TY - SER AN - 01145987 JO - Traffic Safety Facts - Research Note PB - National Highway Traffic Safety Administration TI - Fatalities and Fatality Rates in Alcohol-Impaired-Driving Crashes by State, 2007-2008 PY - 2009/12 IS - HS-811 250 SP - 3p AB - In 2008, as compared to 2007, the overall fatality rate declined from 1.36 to 1.25 fatalities per 100 million vehicle miles of travel (VMT), and the alcohol-impaired-driving fatality rate declined from 0.43 to 0.40 fatalities per 100 million VMT. From 2007 to 2008, the alcohol-impaired-driving fatality rate declined in 40 States, the District of Columbia and Puerto Rico and remained the same or increased in the remaining 10 States. An alcohol-impaired-driving crash is defined as a crash involving at least one driver or motorcycle rider (operator) with a blood alcohol concentration (BAC) of .08 grams per deciliter (g/dL) or higher. In all 50 States, the District of Columbia, and Puerto Rico, it is illegal per se to drive a vehicle or operate a motorcycle with a BAC of .08 g/dL or above. This research note presents, by State, the fatality rates as well as the number of deaths in alcohol-impaired-driving crashes in those States. KW - Blood alcohol levels KW - Drunk driving KW - Fatalities KW - Per se laws KW - United States KW - Vehicle miles of travel UR - http://www-nrd.nhtsa.dot.gov/Pubs/811250.PDF UR - https://trid.trb.org/view/906674 ER - TY - RPRT AN - 01149538 AU - National Highway Traffic Safety Administration TI - State EMS System Pandemic Influence Preparedness: A Report of the FICEMS PY - 2009/11/12 SP - 20p AB - The Federal Interagency Committee on Emergency Medical Services (FICEMS) was created by the Secretaries of Transportation, Health and Human Services and Homeland Security to increase coordination among federal agencies involved with tribal, local, regional or state 9-1-1- and emergency medical services. This report discusses a study of the adequacy of state integration of EMS and 9-1-1- systems into pandemic influenza preparedness. The report hopes to better the coordination among the states and its member agencies, of EMS system pandemic influenza preparedness. The report describes assessment methods and results, and analyzes the gaps in planning for a pandemic influenza crisis. It also presents strategies for closing the gaps, and improving coordination and disaster preparedness for pandemic influenza. KW - 911 Emergency Telephone System KW - Coordination KW - Disaster preparedness KW - Disasters and emergency operations KW - Emergency medical services KW - Federal Interagency Committee on Emergency Medical Services KW - Interagency relations KW - Pandemic influenza KW - Public health KW - States UR - http://www.ems.gov/pdf/State_EMS_System_Pandemic_Influenza_Preparedness.pdf UR - https://trid.trb.org/view/911474 ER - TY - RPRT AN - 01156901 AU - National Highway Traffic Safety Administration TI - Ignition Interlocks - What You Need to Know: A Toolkit for Policymakers, Highway Safety Professionals and Advocates PY - 2009/11 SP - 27p AB - Alcohol-impaired driving takes an enormous toll in the United States, killing approximately one person every 40 minutes. Despite continued efforts by enforcement, the judiciary, advocates and governmental agencies, nearly 13,000 people were killed in alcohol-impaired-driving crashes in 2007 (NHTSA 2008a). This number has remained remarkably stable for almost two decades after alcohol-involved fatalities declined significantly in the 1980s and early-to-mid 1990s. Many drivers involved in fatal alcohol-impaired-driving crashes have been arrested previously for driving while intoxicated (DWI). In 2007, drivers with a blood alcohol concentration (BAC) of .08 grams per deciliter or higher in fatal crashes were eight times more likely to have a prior conviction for driving while impaired than were drivers with no alcohol (NHTSA, 2008a). Technology presents exciting possibilities in the area of impaired-driving prevention. One promising strategy is the breath alcohol ignition interlock device (BAIID). A BAIID, or more simply an ignition interlock, is an after-market piece of technology installed in a motor vehicle to prevent a driver from operating the vehicle if the driver has been drinking. Before starting the vehicle, a driver must breathe into the device and if the driver’s BAC is over a pre-set limit, the ignition interlock will not allow the vehicle to start. Research shows that ignition interlocks reduce recidivism among both first-time and repeat DWI offenders, with reductions in subsequent DWI arrests ranging from 50 to 90 percent (Voas & Marques, 2003; Willis et al., 2005; Vezina, 2002; Tippetts & Voas, 1997; Coben & Larkin, 1999). Forty-seven States and the District of Columbia currently allow the use of alcohol ignition interlocks for at least some DWI offenders; only Alabama, South Dakota, and Vermont do not. Some States mandate ignition interlock use; in others, judges, State administrators or even the offenders themselves choose whether or not to apply this promising sanction. Seven States mandate the use of ignition interlocks for all offenders; 22 mandate use for repeat offenders. However, although approximately 1.4 million DWI arrests are made each year, the most recent national estimate reports only 146,000 alcohol ignition interlocks are currently in use with impaired driving offenders (Roth, 2008a). By preventing impaired drivers from starting and operating motor vehicles, the separation of an unsafe driver from a vehicle that has the potential to be a deadly weapon may prevent untold tragedy. This Tool Kit will advance the understanding of ignition interlock technology, improving its application as an effective strategy to save lives and prevent impaired driving. KW - Alcohol ignition interlock devices KW - Countermeasures KW - Drunk drivers KW - Fatalities KW - Highway safety KW - Impaired drivers KW - Recidivists KW - Repeat offenders KW - Traffic crashes UR - http://www.nhtsa.gov/staticfiles/nti/pdf/IgnitionInterlocks_811883.pdf UR - https://trid.trb.org/view/916472 ER - TY - RPRT AN - 01155082 AU - Ledingham, Katherine AU - Tison, Julie AU - Casanova, Tara AU - Preusser, David AU - Preusser Research Group, Incorporated AU - National Highway Traffic Safety Administration TI - Increasing Seat Belt Use in New York City: Evaluation of a Demonstration Project PY - 2009/11//Final Report SP - 68p AB - A high-visibility seat belt enforcement program was implemented along Northern Boulevard and surrounding neighborhoods in northern Queens, New York City. The goal was to determine if high-visibility enforcement could increase belt use in a localized diverse community within a major city. Enforcement levels were substantial. Nearly 6,000 tickets were issued across the four program waves conducted about every three months from June 2007, through April 2008. Media consisted of locally placed billboards and posters plus substantial police presence including 160 belt use checkpoints. Residents recalled seeing the billboards, posters, and the police checkpoints. Belt use along Northern Boulevard increased significantly over the life of the program (p<.05) and as compared to similar measurements conducted along Grand Concourse in the Bronx, a comparison area (p<.01). It was concluded that an urban police agency, with strong leadership and sufficient resources, can increase belt use along a known high-risk corridor without purchasing prohibitively expensive citywide media. KW - Demonstration projects KW - Queens (New York, New York) KW - Seat belts KW - Traffic law enforcement KW - Utilization UR - https://trid.trb.org/view/915845 ER - TY - SER AN - 01152677 JO - Traffic Safety Facts - Research Note PB - National Highway Traffic Safety Administration AU - Ascone, Debra AU - Lindsey, Tonja TI - Fatal Crashes Involving Young Drivers PY - 2009/11 IS - HS-811 218 SP - 5p AB - Fatalities from crashes involving young drivers have accounted for just under one-fifth of all fatalities on the Nation’s roads. This population of young drivers has specific characteristics that set them apart from older drivers as well as a specific set of laws pertaining to their ability to drive. Previous research has shown that young drivers lack the experience behind the wheel that most older drivers have, do not have the same maturity level as older drivers, and are more prone to risk-taking behavior. These characteristics influenced the development of graduated driver licensing (GDL) programs in different areas of the country to provide opportunities for experience, lessen the opportunity for risk-taking behavior, and educate young drivers about hazards on roadways. While these programs are greatly beneficial, young driver-related crashes remain a prevalent issue in our Nation. Youths 15 to 20 years old represented 9 percent of the U.S. population in 2007 and 6 percent of the licensed drivers; however, 19 percent of the fatalities in the United States in 2007 were related to young-driver crashes. Approximately two-thirds of the people killed in fatal young-driver crashes are the young drivers themselves or the passengers (of all ages) of the young drivers. Of the passengers killed riding in vehicles with young drivers, 67 percent are in the same 15-to-20-year-old age group as the drivers. Fifty-six percent of the fatal crashes and 57 percent of the fatalities involving young drivers occur on rural roadways. KW - Driver experience KW - Fatalities KW - Graduated licensing KW - Risk taking KW - Rural highways KW - Statistics KW - Teenage drivers UR - http://www-nrd.nhtsa.dot.gov/Pubs/811218.pdf UR - https://trid.trb.org/view/914372 ER - TY - RPRT AN - 01366670 AU - Evans, Larry R AU - Feve, Sebastien AU - MacIsaac, James D AU - National Highway Traffic Safety Administration AU - National Highway Traffic Safety Administration TI - NHTSA Tire Aging Test Development Project Phase 1 - Phoenix, Arizona Tire Study; Report 2: Peel Adhesion of Light Vehicle Tires as Purchased New and After Retrieval from Service in Phoenix, Arizona USA PY - 2009/10//Final Report SP - 80p AB - Phase 1 of the National Highway Traffic Safety Administration (NHTSA) Tire Aging Test Development Project consisted of the analysis of six different tire models as purchased new and after collection from service on privately owned vehicles in the Phoenix, Arizona USA metropolitan area. Since the rate of degradation of tire rubber components increases with temperature, NHTSA expected that the “worst case” in-service tires in the US would be found in the southern states. (The various rationales by which Phoenix was selected as the tire collection location are documented in the project’s Phase 1, Report #1.) This study was conducted to provide a better understanding of service-related tire degradation and to help serve as a “real-world” baseline for the possible development of a laboratory-based accelerated service life test for tires (often referred to as a “tire aging test”). In this portion of the study, component material properties from a total of 45 on-vehicle tires retrieved from Phoenix of varied ages and mileages were compared to 23 new, unused versions of themselves. Tires removed from service in Phoenix exhibited statistically significant decreases in peel force for both the wedge and skim region of the tire when compared to new tires of the same type and model. As tires accumulated more age and mileage, the peel force values tended to fall into lower statistical groupings based on peel adhesion. This study indicates that peel adhesion can be successfully used to monitor changes that take place in the compounds of tires during service. The physical and chemical changes attributed to thermo-oxidative aging of tire compounds are correlated with decreases of measured peel force for tires retrieved from Phoenix, Arizona service as compared to new tires of the same brand and model. For all tire types the adhesion decreased at a relatively constant rate to approximately one-half of the original value in 2.5 to 4 years and 50,000 to 75,000 km of service. Beyond that time the rate of decrease in peel force was much less. Differences between tire types tended to be maintained throughout the study. The minimum values found in this study varied by over 130% depending on tire type for tires that were currently in service on vehicles. Since all on-vehicle tires in the study were performing adequately in service at the time they were collected, the results indicate that tires can experience large decreases in their original inter-belt peel adhesion levels during their first years of service and still retain structural integrity. Since the peel adhesion between the steel belts of a radial tire is non-recoverable and finite, adhesion levels should stabilize after the observed initial drops to prevent compromising structural durability. Therefore one part of an effective accelerated service-life test for tires may be to simulate the loss of inter-belt peel adhesion observed in real world tires, a mechanism that is likely non-linear with variables such as age and mileage. KW - Aging (Materials) KW - Durability KW - Phoenix (Arizona) KW - Service life KW - Test procedures KW - Tires UR - http://www.nhtsa.gov/DOT/NHTSA/NRD/Multimedia/PDFs/Crash%20Avoidance/2009/811227.pdf UR - https://trid.trb.org/view/1135365 ER - TY - RPRT AN - 01366663 AU - MacIsaac, James D AU - Feve, Sebastien AU - Evans, Larry R AU - Harris, John R AU - Garrott, W Riley AU - National Highway Traffic Safety Administration AU - National Highway Traffic Safety Administration TI - NHTSA Tire Aging Test Development Project Phase 1 - Phoenix, Arizona, Tire Study; Report 1: Laboratory Roadwheel Testing of Light Vehicle Tires as Purchased New and After Retrieval From Service in Phoenix, Arizona PY - 2009/10//Final Report SP - 225p AB - As a result of the TREAD Act of 2000, the National Highway Traffic Safety Administration (NHTSA) initiated an effort to develop a laboratory-based accelerated service life test for light vehicle tires (often referred to as a “tire aging test”). It is believed that if such a test method was successful, then light vehicle tires could eventually be required to meet standards that would make them more resistant to operational degradation and possibly reduce their failure rate during normal highway service. The development of a potential tire aging test relied upon first examining how tires change during service by measuring their roadwheel performance levels and material properties after varying lengths of service and accumulated mileages. Since the rate of degradation of tire rubber components increases with temperature, NHTSA expected that the “worst case” tires in service in the United States would be found in the southern States. This report describes the rationale used to select Phoenix, Arizona, as the tire collection location, the methodology of the collection, and the results of the roadwheel testing portion of this first phase of the project. The methodology and results of the tire material properties analysis will be described in a following report. In Phase 1 of the project, 101 on-road tires and 8 full-size spare tires of six different models were retrieved from Phoenix after varying amounts of service and compared to 45 new samples of themselves in one of two indoor roadwheel dynamometer tests. Since the cost and duration of the roadwheel tests were critical factors in determining their feasibility for a safety standard, two short-duration/high-intensity tests were utilized. One test, the Stepped-Up Load (SUL) test, used the FMVSS No. 139 Endurance test as a basis and continued to step-up the load during the test in regular increments until tire failure. The other test, the Stepped-Up Speed (SUS) test, used the FMVSS No. 139 High Speed test as a basis and continued to step-up the speed of the test to the speed category (speed rating) of the tire, at which the speed was maintained until tire failure. The results indicate that as on-road and full-size spare tires experience longer durations of service, their resistance to over-deflection (overloading or underinflation), or use at or near their speed category for long periods of time can diminish. KW - Accelerated tests KW - Aging (Materials) KW - Durability KW - Federal Motor Vehicle Safety Standards KW - Phoenix (Arizona) KW - Service life KW - Tires UR - http://www.nhtsa.gov/DOT/NHTSA/NRD/Multimedia/PDFs/Crash%20Avoidance/2009/811201.pdf UR - https://trid.trb.org/view/1135366 ER - TY - RPRT AN - 01357936 AU - National Highway Traffic Safety Administration TI - Research on Quieter Cars and the Safety of Blind Pedestrians: A Report to Congress PY - 2009/10 SP - 28p AB - People who are blind have expressed concern that the proliferation of quieter cars, such as hybrid electric vehicles (HEV), may affect pedestrian safety negatively. These vehicles, when driven at slow speeds, are more likely to operate on their electric motor system, resulting in minimal engine sound when other auditory cues from tires and wind noise may also be diminished. While this may be a beneficial outcome for environmental noise reduction, it may pose a safety problem for pedestrians. Pedestrians who are blind are particularly affected because they rely even more heavily on these auditory cues to identify the presence of a vehicle. These cues are also used to determine the location of a street, to traverse the crosswalk properly and to identify a safe time to cross. This report to the Congress briefly discusses the Quieter Cars issue, how NHTSA’s research plan addresses the issue, and the status of its research in following that plan. In addition NHTSA’s public outreach efforts are reported, along with some preliminary findings from a NHTSA study of hybrid crashes with pedestrians and from the research plan where appropriate. The magnitude and detail of the impact of quieter cars on the safety of pedestrians is not well known. In an effort to quantify the problem, the National Highway Traffic Safety Administration’s (NHTSA) National Center for Statistics and Analysis (NCSA) examined the incidence rates for crashes involving hybrid electric vehicles and pedestrians under different circumstances, using data from twelve states and compared the results to those for internal combustion engine (ICE) vehicles. This study, which was based on a small sample size, found an increased rate of pedestrian crashes for hybrid vehicles compared to their peer ICE vehicles. NHTSA developed a Research Plan to (among other tasks) identify blind pedestrians’ mobility needs, measure the acoustic parameters of quieter vehicles and ICE vehicles, measure blind pedestrian responses to vehicle acoustic parameters under various ambient conditions, and review possible countermeasures. KW - Acoustics KW - Blind persons KW - Countermeasures KW - Crash rates KW - Electric vehicles KW - Hybrid vehicles KW - Internal combustion engines KW - Mobility KW - Needs assessment KW - Pedestrian safety KW - Pedestrian-vehicle crashes KW - Traffic noise UR - http://www.nhtsa.gov/DOT/NHTSA/NVS/Crash%20Avoidance/Technical%20Publications/2010/RptToCongress091709.pdf UR - https://trid.trb.org/view/1122857 ER - TY - RPRT AN - 01333299 AU - National Highway Traffic Safety Administration TI - Early Estimate of Motor Vehicle Traffic Fatalities For the First Half (January–June) of 2009 PY - 2009/10//Statistical Summary SP - 2p AB - A statistical projection of traffic fatalities for the first half of 2009 shows that an estimated 16,626 people died in motor vehicle traffic crashes. This represents a decline of about 7 percent as compared to the 17,871 fatalities that occurred in the first half of 2008. Fatalities declined by about 10 percent in the first quarter and declined by about 4 percent in the second quarter of 2009, as compared to the respective quarters in 2008. The second quarter of 2009 will be the 13th consecutive quarter of declines in fatalities as compared to the same quarter from the previous year, as illustrated by the highlighted percentages. Traffic fatalities have been declining steadily since reaching a near-term peak in 2005. Preliminary data reported by the Federal Highway Administration (FHWA) shows that vehicle miles traveled (VMT) in the first half of 2009 dropped by about 6.1 billion miles, or about a 0.4-percent decline. On a quarterly basis, the VMT dropped by 1.7 percent during the first quarter and increased by 0.7 percent in the second quarter. Also shown in Table 1 are the fatality rates per 100 million VMT, by quarter and for the first half. The fatality rate for the first half of 2009 declined to 1.15 fatalities per 100 million VMT, down from 1.23 fatalities per 100 million VMT in the first half of 2008. KW - Crash data KW - Crash reports KW - Fatalities KW - Statistical analysis KW - Traffic crashes KW - Traffic safety KW - Vehicle miles of travel UR - http://ntl.bts.gov/lib/35000/35400/35408/811207.pdf UR - https://trid.trb.org/view/1097234 ER - TY - RPRT AN - 01333263 AU - daSilva, Marco P AU - Ayres, Greg AU - Najm, Wassim G AU - Research and Innovative Technology Administration AU - National Highway Traffic Safety Administration TI - Crash Problem Definition and Safety Benefits Methodology for Stability Control for Single-Unit Medium and Heavy Trucks and Large-Platform Buses PY - 2009/10 SP - 69p AB - This report presents the findings of a comprehensive engineering analysis of electronic stability control (ESC) and roll stability control (RSC) systems for single-unit medium and heavy trucks and large-platform buses. This report details the applicable crash population of these two vehicle types based on GES data and outlines a methodology to calculate safety benefits from the use of these systems. Based on 2000-2004 GES data, an average of 147,000 single-unit medium and heavy trucks are involved in police-reported crashes per year. This study estimated that ESC and RSC systems could have helped about 1.5 percent of those vehicles that are involved in crashes, which amounts to about 2,200 single-unit medium and heavy trucks per year. Based on 1996-2007 GES data, an average of 106,000 large-platform buses are involved in police-reported crashes per year. This study estimated that ESC and RSC systems could have helped about 1 percent of those vehicles that are involved in crashes, which amounts to about 1,000 large-platform buses per year. Although this report presents a methodology to estimate potential safety benefits from the use of ESC and RSC systems on these types of vehicles, no safety benefit estimates were calculated at this time since no ESC or RSC system effectiveness data exists for their use on single-unit trucks or buses. KW - Buses KW - Crash avoidance research KW - Crash rates KW - Electronic stability control KW - Heavy duty trucks KW - Rollover crashes KW - Single unit trucks KW - Traffic crashes KW - Vehicle safety UR - http://ntl.bts.gov/lib/35000/35200/35274/DOT_HS_811099.pdf UR - https://trid.trb.org/view/1097229 ER - TY - RPRT AN - 01164853 AU - Weissman, Sarah AU - Center for Advanced Infrastructure and Transportation AU - New Jersey Division of Highway Traffic Safety AU - Federal Highway Administration AU - National Highway Traffic Safety Administration AU - Research and Innovative Technology Administration TI - New Jersey Crash Record Geocoding PY - 2009/10//Final Report SP - 12p AB - The New Jersey Crash Record Geocoding Initiative was designed as a provisional measure to address missing crash locations. The purpose of the initiative was twofold. Primarily, students worked to locate crashes that had no location information after enforcement or review of the New Jersey Department of Transportation. Locating these crashes increased the number of crash locations, thereby improving all analyses. As a result, data-driven decision making stemming from location information was also enhanced. Additionally, database improvements were suggested for implementation. Both efforts improved data accuracy and completeness. KW - Crash locations KW - Crash records KW - Data accuracy KW - Databases KW - Geographic information systems KW - Improvements KW - Missing data KW - New Jersey UR - https://trid.trb.org/view/925818 ER - TY - SER AN - 01156622 JO - Traffic Safety Facts - Traffic Tech PB - National Highway Traffic Safety Administration TI - Increasing Seat Belt Use in New York City PY - 2009/10 IS - 381 SP - 2p AB - Selective Traffic Enforcement Programs (STEPs) are a proven method of changing motorists' behavior and doing it quickly. Occupant protection STEPs can raise seat belt use rates more substantially and more quickly than any other currently available program as they create a perception among motorists that they will be ticketed if they do not buckle up. STEPs typically span several weeks, with the first and second weeks focused on publicity and the remaining weeks concentrated on publicity combined with intense and highly visible enforcement. Most STEPs have relied on print and electronic media for earned and paid publicity. This Traffic Tech summarizes the report by Preusser Research Group which presents the results of their evaluation of the effects of a seat belt media and enforcement demonstration program in an ethnically and socially diverse neighborhood in New York City. KW - Behavior modification KW - Demonstration projects KW - Ethnic groups KW - Neighborhoods KW - New York (New York) KW - Publicity KW - Seat belt use KW - Seat belts KW - Selective traffic enforcement programs KW - Traffic law enforcement UR - http://www.nhtsa.gov/DOT/NHTSA/Communication%20&%20Consumer%20Information/Traffic%20Tech%20Publications/Associated%20Files/tt381.pdf UR - https://trid.trb.org/view/917432 ER - TY - SER AN - 01156620 JO - Traffic Safety Facts - Traffic Tech PB - National Highway Traffic Safety Administration TI - Identifying Situations Associated With Older Drivers' Crashes PY - 2009/10 IS - 380 SP - 2p AB - Previous research has highlighted a number of situations that pose particular difficulty for older drivers. Specific driving maneuvers that have been problematic for this population include left turns across traffic, high-speed roads, lane changes, and navigating intersections. The report, which this Traffic Tech summarizes, extends previous findings by analyzing national crash data to identify driver, vehicle, roadway, and environmental characteristics associated with increased crash involvement by older drivers. The findings will be useful in developing countermeasures to improve safety of older drivers. KW - Aged drivers KW - Countermeasures KW - Crash data KW - High speed roads KW - Intersections KW - Lane changing KW - Left turns UR - http://www.nhtsa.gov/DOT/NHTSA/Communication%20&%20Consumer%20Information/Traffic%20Tech%20Publications/Associated%20Files/tt380.pdf UR - https://trid.trb.org/view/917431 ER - TY - SER AN - 01156616 JO - Traffic Safety Facts - Traffic Tech PB - National Highway Traffic Safety Administration TI - Increasing Seat Belt Use Through State-Level Demonstration Projects: A Compendium of Initial Findings PY - 2009/10 IS - 379 SP - 2p AB - The report, which this Traffic Tech summarizes, describes the efforts and results from four of six State-level demonstration projects supported with cooperative agreements from the National Highway Traffic Safety Administration (NHTSA). The projects were intended to increase seat belt use Statewide in low-belt-use States through innovative approaches. They are the first of a series of innovative demonstration projects funded by NHTSA. A future report will cover the results from the next series of demonstration grants. The States covered by this report are Idaho, Kansas, Massachusetts, and North Dakota. The processes used and outcomes in each State are contained in separate case studies that are appendices to the report. The case studies describe how each State problem was identified, how the demonstration project relates to the State's "Click It or Ticket" (CIOT) program, the countermeasures selected for the program, the methods used to evaluate the program, and the evaluation results obtained. Each State also produced a detailed report of its activities available from the State directly. KW - Case studies KW - Click It or Ticket KW - Countermeasures KW - Demonstration projects KW - Evaluation and assessment KW - Idaho KW - Innovation KW - Kansas KW - Massachusetts KW - North Dakota KW - Seat belt use KW - Seat belts UR - http://www.nhtsa.gov/DOT/NHTSA/Communication%20&%20Consumer%20Information/Traffic%20Tech%20Publications/Associated%20Files/tt379.pdf UR - https://trid.trb.org/view/917422 ER - TY - RPRT AN - 01155374 AU - Blomberg, Richard D AU - Korbelak, Kristopher T AU - Lardner, Mark D AU - Cleven, Arlene M AU - Dunlap and Associates, Incorporated AU - National Highway Traffic Safety Administration TI - Evaluation of Five Years of GM Funding for Public Information and Education Programs PY - 2009/10//Final Report SP - 103p AB - On March 7, 1995, an agreement was reached between General Motors (GM) and the National Highway Traffic Safety Administration (NHTSA) to settle an investigation into alleged fires in GM pickup trucks. The agreement avoided litigation and offered an opportunity for meaningful cooperation between government and industry to enhance the safety of the driving public. It required GM to spend in excess of $51 million over a five-year period to support highway safety research and programs that would prevent motor vehicle deaths and injuries. Of interest to the current study was the agreement to expend at least $11,855,000 in certain described areas of public information and education (PI&E) and to expend approximately one-fifth of this amount in each year of the five-year period. The following three types of PI&E activities were covered under the public education section (Section C) of this agreement: support of State safety legislation, support of enforcement of State safety laws and support of safety organizations. Each grantee under this agreement submitted an annual report to GM describing project activities, and GM provided a year-end report to NHTSA of activities and expenditures. The objectives of the current study were to: assess and synthesize the reports submitted by those who received the grants for PI&E activities; determine if the projects funded by the GM grants endured after the grant funding was depleted; and create a database of the information obtained from the various reports that NHTSA can use to perform analyses of interest regarding the five years of GM-sponsored PI&E activities. Six case studies were produced that illustrate the range of activities conducted with the GM grant funds. Tabulations of data extracted from the grantee reports on the 234 projects studied showed that about half of the GM funds ($6,844,000) were given to the 102 grants in support of the enforcement of State safety laws. The 109 grants focused on the support of State safety legislation totaled $2,566,000, and the 23 projects supporting safety organizations received a total of $1,820,000 in GM grant funds. The grantees used the full range of media forms including TV, radio, print and conferences/symposiums. Few projects included formal evaluations, but those that did documented successful outcomes traceable to the availability and use of the GM funds. There was no discernible relationship between project size and success—small and large projects both produced positive results. Follow-up contacts were successful with personnel from 24 of the 44 projects that filed a report in the fifth (last) year of the agreement. Twenty of these 24 projects were still in existence and following substantially the same objectives for which they had received GM grant funds. KW - Case studies KW - Financing KW - General Motors Corporation KW - Grant aid KW - Highway safety KW - Public information programs KW - Research KW - Safety education KW - Safety programs UR - http://ntl.bts.gov/lib/31000/31600/31605/5794_10-19-09a_v1a_tag.pdf UR - https://trid.trb.org/view/916315 ER - TY - RPRT AN - 01151305 AU - Smither, Dereece AU - Percer, Jenny AU - National Highway Traffic Safety Administration TI - School Bus Seat Belts and Carryover Effects in Elementary School Children PY - 2009/10 SP - 20p AB - The purpose of this paper is to explore the proposition that the lack of seat belts on school buses increases the likelihood that elementary school children will not use seat belts in personal vehicles. The paper reviews the limited evidence on this "carryover" effect and looks at current knowledge and understanding of human learning and cognitive development as it applies to the potential carryover effects of no seat belts on school buses to seat belt use in personal vehicles. This paper focuses specifically on children ages 5 to 10. KW - Carry over effects KW - Children KW - Countermeasures KW - Elementary school students KW - Highway safety KW - School buses KW - Seat belts KW - Utilization UR - http://www.nhtsa.dot.gov/portal/nhtsa_static_file_downloader.jsp?file=/staticfiles/DOT/NHTSA/Traffic%20Injury%20Control/Articles/Associated%20Files/811187.pdf UR - https://trid.trb.org/view/913192 ER - TY - RPRT AN - 01147321 AU - Woodrooffe, John AU - Blower, Daniel F AU - Gordon, Timothy J AU - Green, Paul E AU - Liu, Brad AU - Sweatman, Peter AU - University of Michigan Transportation Research Institute AU - National Highway Traffic Safety Administration TI - Safety Benefits of Stability Control Systems for Tractor-Semitrailers PY - 2009/10//Final Report SP - 160p AB - This study was conducted by the University of Michigan Transportation Research Institute (UMTRI) under a Cooperative Agreement between the National Highway Traffic Safety Administration (NHTSA) and Meritor WABCO to examine the performance of electronic stability control (ESC) systems and roll stability control (RSC) systems for heavy-truck tractor-semitrailers. The study is based on the analysis of independent crash datasets using engineering and statistical techniques to estimate the probable safety benefits of stability control technologies for 5-axle tractor-semitrailer vehicles. The conventional approach for assessing the safety benefits of vehicle technologies is to analyze crash datasets containing data on the safety performance of vehicles equipped with the technology of interest. Because the deployment of the stability technologies for large trucks is in its infancy, national crash databases do not yet have a sufficient amount of factual data that can be directly linked to the performance of the technology. Therefore a novel method of examining the potential benefits of these systems was used. Crash scenarios that could likely benefit from the technologies were selected from national crash databases and the probable effectiveness of each technology was estimated. The analysis in this study did not have the advantage of examining representative crash datasets that contain identifiable data from vehicles equipped with the technology. Therefore, the analysis was based on probable outcome estimates derived from hardware-in-the-loop simulation, field test experience, expert panel assessment, and fleet crash data and these methods were used to estimate the safety benefits from the national crash data population. KW - Benefits KW - Crash data KW - Electronic stability control KW - Expert panels KW - Field tests KW - Forecasting KW - Hardware in the loop simulation KW - Technological innovations KW - Technology assessment KW - Tractor trailer combinations UR - http://hdl.handle.net/2027.42/64283 UR - https://trid.trb.org/view/907563 ER - TY - RPRT AN - 01147320 AU - Sayer, James R AU - LeBlanc, David J AU - Bogard, Scott E AU - Nodine, E AU - Najm, Wassim G AU - University of Michigan Transportation Research Institute AU - National Highway Traffic Safety Administration TI - Integrated Vehicle-Based Safety Systems Third Annual Report PY - 2009/10//Progress Report SP - 60p AB - The Integrated Vehicle-Based Safety Systems (IVBSS) program is a five-year, two-phase cooperative research program being conducted by an industry consortium led by the University of Michigan Transportation Research Institute (UMTRI). The goal of the program is to assess the safety benefits and driver acceptance associated with a prototype integrated crash warning system designed to address rear-end, roadway departure, and lane change/merge crashes for light vehicles and heavy commercial trucks. This report describes accomplishments and progress made during the third year of the program (June 2008 to May 2009) and activities planned for the following year. Accomplishments detailed in this report include making refinements to the integrated crash warning system, conduct of additional verification testing and extended pilot tests, the analysis of data, and the construction of the fleet of 26 research vehicles. KW - Acceptance KW - Annual reports KW - Benefits KW - Crash avoidance systems KW - Integrated Vehicle Based Safety Systems (Initiative) KW - Lane changing KW - Merging traffic KW - Prototype tests KW - Prototypes KW - Ran off road crashes KW - Rear end crashes UR - http://hdl.handle.net/2027.42/64263 UR - http://www.nhtsa.gov/DOT/NHTSA/NRD/Multimedia/PDFs/Crash%20Avoidance/2009/811221.pdf UR - http://ntl.bts.gov/lib/49000/49300/49318/102369.pdf UR - https://trid.trb.org/view/907561 ER - TY - SER AN - 01143760 JO - Traffic Safety Facts - Research Note PB - National Highway Traffic Safety Administration AU - Subramanian, Rajesh TI - Motor Vehicle Traffic Crashes as a Leading Cause of Death in the United States, 2006 PY - 2009/10 IS - HS-811 226 SP - 2p AB - In 2006, motor vehicle traffic crashes were the leading cause of death for every age 3 through 34. Because of the young lives consumed, motor vehicle traffic crashes ranked third overall in terms of the years of life lost, i.e., the number of remaining years that the person is expected to have lived had they not died, behind only cancer and heart diseases. The table in this fact sheet shows the 10 leading causes of death by age group in 2006. The age groups reflect categories of interest to the National Highway Traffic Safety Administration in terms of child-restraint programs (toddlers, infants, and young children), new drivers (youth and young adults), other adults, and older people. KW - Adolescents KW - Adults KW - Age groups KW - Aged KW - Causes of death KW - Children KW - Fatalities KW - Leading cause of death KW - Statistics KW - Traffic crashes KW - Young adults UR - http://www-nrd.nhtsa.dot.gov/Pubs/811226.PDF UR - https://trid.trb.org/view/904141 ER - TY - ABST AN - 01492450 TI - Engineering and Root Cause Analysis of Motorcoach Fires AB - The goal of this project was to conduct an engineering analysis of 10 motorcoach fires to see what insights it gave regarding root causes of motorcoach fires. The National Highway Traffic Safety Administration's Special Crash Investigations unit evaluated incidents and conducted detailed engineering root cause analysis. Root cause analysis is a proven method for investigating, categorizing, and ultimately eliminating, root causes of incidents with safety, health, environmental, quality, reliability, and production-process impacts. The Root Cause Analysis System enables the generation of specific, concrete recommendations for preventing incident recurrences. KW - Buses KW - Engineering KW - Fire causes KW - Fires KW - Vehicle safety UR - https://trid.trb.org/view/1261670 ER - TY - ABST AN - 01490055 TI - Evaluating a Tween/Parent Seat Belt Demonstration Program AB - Motor vehicle crashes are the leading cause of death of children ages 8 - 15 (sometimes referred to as "tweens"). Child restraints and seat belts are the single most effective way to decrease injuries and fatalities in motor vehicle crashes and primary seat belt laws have been shown effective in increasing restraint use. In some states tweens may be too old to be covered by child passenger safety laws and too young to be covered by adult seat belt laws. Front seat restraint use by children 8 - 15 dropped from a high of 84% in 2006 to 80% in 2007. During the same period, restraint use in children ages 0 - 7 increased from 84% to 89% (NOPUS). The percentage of tween dying unrestrained has been holding steady at around 59% while the rate for occupants 16 and older is 55%. Among fatalities in the 13 - 15 age group, 65% were unrestrained. Studies have shown that one way to ensure that children are properly protected in seat belts is to make sure their parents and other drivers wear seat belts. Despite occurrences of youthful rebellion, tweens tend to live by the rules and examples set by their parents. While children may express a desire not to wear seat belts, research suggests that there is little resistance when parents tell them to buckle up. However, some parents note a gap in messaging directed to them regarding seat belt safety for children ages 13 - 15. Parents receive substantial information on keeping infants and toddler safe in vehicles, but messages regarding post booster seat children is sparse. The National Highway Traffic Safety Administration (NHTSA) aims to develop a model tween seat belt program to increase belt use among children ages 13 - 15. The program activities will focus on convincing parents to influence their tween to use seat belts all the time. This project will provide an independent evaluation to assess the model tween seat belt program. KW - Children KW - Demonstration projects KW - Fatalities KW - Parents KW - Seat belts KW - Traffic crashes KW - Tweens KW - Unrestrained passengers UR - https://trid.trb.org/view/1259602 ER - TY - ABST AN - 01465173 TI - Evaluation of the "Trauma Nurses Talk Tough" Seat Belt Class AB - Currently conducted in Oregon, a one-time, two hour "Trauma Nurses Talk Tough" (TNTT) class is offered as an intervention to increase seat belt use and improve driving behavior. Most people attend the $20 class to dismiss a citation for a seat belt violation. The seat belt class is designed to increase the participants' awareness of risk and reasons why people receive injuries, as well as the effectiveness of simple actions that can be taken to prevent a severe injury. The objectives of this project are to implement the TNTT program in a new site outside of Oregon and to assess the effectiveness of attending the TNTT seat belt class as an alternative to paying a fine. KW - Highway safety KW - Injuries KW - Nurses KW - Oregon KW - Seat belt usage KW - Seat belts KW - Traffic violators UR - https://trid.trb.org/view/1233406 ER - TY - ABST AN - 01490709 TI - The Effect of Entry-Level Motorcycle Rider Training on Motorcycle Crashes AB - Research evidence is mixed with regard to the impact that motorcycle training has on crash avoidance skills. In April 2008, the National Highway Traffic Safety Administration (NHTSA) held an expert panel with researchers and experts in motorcycle training to determine the feasibility of conducting a study to evaluate motorcycle rider training. A majority of the discussions centered on defining a safe rider so that the appropriate measures can be used to evaluate any effect motorcycle rider training has on crashes. The panel reached a consensus that safe riders conduct aggressive visual searches, have fewer crashes and injuries, wear personal protective gear, successfully manage space and time, minimize impairments, and have proficient operational skills. The goal of this project is to develop and implement a research plan to investigate the relationship between entry-level rider training, safe riding behavior, and rider crashes. In Phase I, a variety of methods for measuring each characteristic of a safe rider will be evaluated. In Phase II, multiple studies will be conducted to evaluate rider training. One or more studies will be experimental or quasi-experimental studies designed in Phase I, and one study will be an analysis of Maryland's centralized database of motorcycle riders' training, endorsement, violations, crashes, and injuries. KW - Behavior KW - Crash avoidance KW - Driver training KW - Highway safety KW - Motorcycle crashes KW - Motorcyclists UR - https://trid.trb.org/view/1260419 ER - TY - ABST AN - 01625567 TI - Examine Feasibility of Alcohol Interlocks for Motorcycles AB - The objective of this study is to determine the feasibility of the use of alcohol ignition interlocks for motorcycles. A study design will be developed to determine the feasibility of using alcohol ignition interlocks on motorcycles to reduce impaired motorcycle operation. Data on existing use of motorcycle interlocks for impaired drivers will be collected. States that use interlocks on motorcycles for impaired driving offenders will be identified, as well as why they are being used in the State, if the interlocks replaced other sanctions or are an additional sanction, and if they replaced sanctions what sanctions the interlocks may have replaced. Available data on motorcycle interlock use from the States (laws, frequency of use, how used, etc.) will be identified and documented. In addition, States using interlocks, as well as vendors and installation experts, will be contacted to gather data on any operational issues, such as weather exposure, vibrations, battery usage, dust, rolling restarts, etc., that may affect the practicality and functionality of using motorcycle interlocks, as compared to interlocks installed on automobiles. The data and data sources on interlock use and operational issues will be cataloged and summarized, and this information on the feasibility of motorcycle ignition interlocks will be analyzed. A final report will be submitted detailing the project’s objectives, methodology, results, and conclusions. KW - Alcohol ignition interlock devices KW - Crash data KW - Data collection KW - Impaired drivers KW - Motorcycle driving KW - States KW - Traffic safety UR - https://trid.trb.org/view/1452946 ER - TY - ABST AN - 01490710 TI - Examine Washington State's Vehicle Impoundment Law for Motorcycle Endorsements AB - On July 22, 2007, Washington State enacted a law which allows law enforcement officers to impound a vehicle, including a motorcycle, if the operator is not properly licensed. For motorcycle operators, this means having a motorcycle endorsement. The State's new motorcycle-safety measure emerged from a 16-member motorcycle safety task force established in 2005 in response to the State's rising motorcycle fatalities since 1997. Before the passage of the law, one-third of the State's motorcycle fatalities were among riders without motorcycle endorsements. The purpose of this project is to examine how this law has affected motorcycle riders. Implementation issues associated with the law, the degree to which the law is being enforced, knowledge of the law among motorcyclists, the effect on the number of motorcycle endorsements in the State, and the subsequent impact on motorcycle crashes will be examined. KW - Fatalities KW - Highway safety KW - Motorcycle crashes KW - Motorcycle impoundment KW - Motorcyclists KW - Traffic law enforcement KW - Washington (State) UR - https://trid.trb.org/view/1260420 ER - TY - ABST AN - 01490702 TI - Validation of Rehabilitation Programs for Older Drivers AB - Shifts in the age distribution of the population will result in increased numbers of older drivers over the next few decades. While many older adults maintain confidence in their driving skills as they age, others become concerned about the effects of age related changes on their driving performance. A number of programs marketed to older drivers claim to improve driving related skills that decline with age. Some of these programs are computer based products that focus on cognitive or perceptual processing skills while others involve lessons with a professional instructor who can evaluate and retrain drivers' habits or classroom courses that focus on rules of the road and strategies to address age related functional changes. While the number of older driver training programs seems to be increasing, it is unclear how effective these programs are in reducing crashes and citations among this population. The goal of this project is to obtain information about the efficacy of a variety of older driver training program types in improving the driving performance of older adults. KW - Aged KW - Aged drivers KW - Cognition KW - Driver performance KW - Driver rehabilitation KW - Driver training UR - https://trid.trb.org/view/1260412 ER - TY - ABST AN - 01490696 TI - Investigate the Use & Feasibility of Speed Warning Systems AB - The objectives of this project are to determine the feasibility of the voluntary use of speed monitoring / warning systems among a sample of adult drivers with risky driving track records (e.g. history of speeding tickets), and whether these devices could decrease speeding and crashes. A study design will be developed to determine whether it is feasible to use speed monitoring / warning systems for high-risk drivers that have a history of speeding and crashes in order to decrease speeding and crashes on a voluntary basis. Available speed monitoring / warning devices will be examined and a report produced on these devices. Issues in the use of these types of devices, as well as a method for determining whether the devices are effective, will be examined. Then a pilot test of an evaluation effort will be conducted with a sample of adult drivers with a history of speeding. Participants will voluntarily install a speed warning device on the vehicles they typically drive. The device installed will be selected by NHTSA based on the evaluation of these devices in the first phase of this study. Data on the extent of subjects' speeding and vehicle crashes prior to the speed warning devices being installed will be collected. Once the speed monitoring / warning devices are installed, data will be collected on the participants' speeding and crashes using the devices to measure appropriate variables including number of trips, trip times, speeds and crash logs or "accident" logs (sudden accelerations and decelerations). Measurements will be recorded in three stages: first without warning the drivers (participants) for baseline measures, second, with the warning system engaged to measure its effect on driver speeds and crash or "accident" log data, and third, with the warning alarm turned off again to measure the residual affect of the warning system. KW - Accident prone drivers KW - Data collection KW - Instrumented vehicles KW - Traffic speed KW - Traffic surveillance KW - Traffic violators KW - Warning systems UR - https://trid.trb.org/view/1260406 ER - TY - ABST AN - 01490668 TI - Pedal Application Errors AB - A number of spectacular crashes have resulted from drivers mistakenly pressing the accelerator instead of the brake, but it is unclear how frequently these pedal application errors occur. Pedal misapplication events are difficult to study because drivers may not realize that they made an error, believing instead that the accelerator stuck and prevented them from braking. Further, these incidents tend to occur on private property, often driveways or parking lots, so may not be reported to police or included in crash databases. Pedal errors have resulted in property damage as well as severe injuries and fatalities. An older man drove into an outdoor market in Santa Monica in 2003 causing 10 deaths and 63 injuries. In October of 2007 a Chicago driver made a similar error as he was parking, and hit and killed a person standing on a sidewalk. In August of 2007 a driver injured four people when he applied the accelerator instead of the brake and drove his vehicle into a restaurant. The purpose of this study is to acquire information from sources including insurance and police records to determine whether pedal application errors are extensive enough to warrant development of countermeasures. KW - Aged drivers KW - Countermeasures KW - Crash data KW - Crash injuries KW - Fatalities KW - Human error KW - Human factors in crashes KW - Pedals KW - Traffic crashes UR - https://trid.trb.org/view/1260378 ER - TY - ABST AN - 01465168 TI - Evaluating a Program Designed to Increase Seat Belt Use Among Recent Hispanic Immigrants AB - The objective for this task order is to provide an independent evaluation of the extent to which a community program influenced the attitudes, beliefs and perceptions about seat belt use among newly-arrived Hispanic immigrants to the U.S. (i.e., within the last five years). The National Latino Children's Institute has partnered with two community groups, one in Los Angles (serving primarily Mexican immigrants) and another in Miami (serving largely Cuban, Central and South American immigrants). The Pacific Institute for Research and Evaluation (PIRE) will collect seat belt and public awareness surveys to monitor how well the materials reached the target audience. KW - Awareness KW - Community action programs KW - Hispanics KW - Los Angeles (California) KW - Miami (Florida) KW - Seat belt usage UR - https://trid.trb.org/view/1233401 ER - TY - ABST AN - 01465158 TI - Examine the Issues and Impact of 1st Time Offender Interlock Laws on the DWI System AB - The Federal Bureau of Investigation estimated that there were approximately 1,427,494 arrests for driving under the influence/driving while intoxicated (DUI/DWI) in the United States in 2007. Of those arrested, approximately 100,000 DWI offenders have interlock systems installed on their vehicles. As of 2008, 47 States and the District of Columbia have some form of interlock law; in some States the interlock is mandatory for certain offenses (e.g., repeat offenders, high BAC conviction), whereas in others judges have discretion as to whether to use ignition interlocks as a sanction for a DWI conviction. Eight States (Alaska, Arizona, Colorado, Illinois, Louisiana, Nebraska, New Mexico, and Washington) have 1st DWI offense interlock laws. The National Highway Traffic Safety Administration (NHTSA) is interested in examining the issues associated with and the impact of the use of interlocks for 1st time DWI Offenders in States where it is a mandated sanction and to assess any outcomes related to the use of interlocks on the DWI system. There is a lack of information on how ignition interlocks are assigned, how many first time offenders are given this sanction, and when, following arrest, the interlock is actually assigned. NHTSA is also interested in gaining information about administrative interlock sanctions given to 1st time DWI offenders. NHTSA would like to gain information on how the use of interlocks as a sanction for 1st time DWI offenders has had a positive, negative, or neutral impact on the use of other sanctions. This project is an examination of the factors that may result from increased use of interlocks as sanctions for first time offenders. This is not a study on the effectiveness of interlocks; rather, it is an examination of how instituting interlock laws may affect the use of other sanctions. KW - Alcohol ignition interlock devices KW - Drunk driving KW - First offenders KW - Repeat offenders KW - Traffic conviction KW - Traffic safety UR - https://trid.trb.org/view/1233391 ER - TY - ABST AN - 01465157 TI - Examination of a Model to Foster Leadership to Facilitate Impaired Driving Systems Improvement AB - The National Highway Traffic Safety Administration (NHTSA) awarded a cooperative agreement to the State of Washington to implement a comprehensive impaired driving system improvement model with a focus on fostering leadership to guide program improvements to reduce alcohol impaired driving and related crashes and fatalities. The purpose of this project is to independently document and examine the efforts of the State of Washington in implementing a comprehensive, leadership-based systems model to reduce alcohol-impaired driving. Much of the focus of this evaluation project will be to observe and document the efforts of the States' leadership and their driving while intoxicated (DWI) Task Force, collect data on specific State efforts and/or task force activities; and obtain and analyze state crash data to determine if there are statistically significant changes in alcohol impaired driving crashes and fatalities. KW - Drunk driving KW - Fatalities KW - Impaired drivers KW - Leadership KW - Traffic crashes KW - Traffic safety KW - Washington (State) UR - https://trid.trb.org/view/1233390 ER - TY - ABST AN - 01465102 TI - Identifying Countermeasure Strategies Targeting Older Pedestrians AB - In 2007, 4,654 pedestrians were killed and an estimated 70,000 pedestrians were injured in traffic crashes in the United States. In particular, older pedestrians are at a greater risk of being fatally injured during a pedestrian-motor vehicle crash. While the older population, 70 years and older, made up nine percent of the total U.S. population in 2007, pedestrians in this age group accounted for 16 percent of all pedestrian fatalities. By 2030, it is expected that the number of seniors will nearly double. This suggests that even if the current fatality rate remains constant, older persons will make up an even larger portion of all pedestrians fatalities. Over the years, the National Highway Traffic Safety Administration (NHTSA) has conducted pedestrian safety programs that have targeted the older pedestrian population. A study conducted in the early 1990s identified high risk pedestrian crash zones in the City of Phoenix and implemented engineering and education countermeasures. The program evaluation showed that there was an overall reduction in the number of older pedestrian crashes. In the early 2000s, a comprehensive pedestrian safety program encompassing engineering, enforcement, and education countermeasures was implemented in Miami-Dade County, FL. However, this program did not result in a reduction in older pedestrian crashes. The goal of this project is to examine the two studies and identify age and culturally appropriate methods of targeting countermeasures to older pedestrian populations, both main stream aging population and older minority populations. KW - Aged KW - Countermeasures KW - Fatalities KW - High risk locations KW - Miami-Dade County (Florida) KW - Pedestrian safety KW - Pedestrian-vehicle crashes KW - Phoenix (Arizona) KW - Traffic crashes UR - https://trid.trb.org/view/1233335 ER - TY - ABST AN - 01465081 TI - Evaluation of a Parental Responsibility Program for Teen Drivers AB - The National Highway Traffic Safety Administration's (NHTSA's) Office of Occupant Protection, under a separate cooperative agreement, is providing funds for the development and implementation of a parental responsibility program in sites to be determined. This program will center around the marketing materials recently developed by NHTSA's Office of Communication and Consumer Information (OCCI), and will include parental enforcement of "house" driving rules for their teen drivers. The program will be designed to increase parents' awareness about their role in setting and enforcing limits for teen drivers. The purpose of this task order is to scientifically evaluate the programs. The contractor for this task order shall coordinate evaluation activities for these demonstration projects. KW - Driver training KW - Evaluation and assessment KW - Parental involvement KW - Parents KW - Recently qualified drivers KW - Teenage drivers UR - https://trid.trb.org/view/1233314 ER - TY - ABST AN - 01490063 TI - Strategies to Improve the Visibility and General Deterrence of Sobriety Checkpoints AB - This project will assess the effectiveness of an earlier checkpoint start time and accompanying signage in raising public awareness of sobriety checkpoint activity and raising the public's perceived risk of an alcohol-impaired driver being stopped and arrested. Two intervention sites will be recruited that will conduct sobriety checkpoints from 7:30-10:30 pm over a two week period (Thursday, Friday, and Saturday evenings) during two different times of the year. Variable message boards at high traffic volume locations will augment the checkpoints. The intervention sites will rotate the use of the signs, with one site deploying them during the first 2-week period and the second site deploying them during the later 2-week period. Telephone surveys conducted before and after each two-week intervention period will obtain the awareness information. A comparison site in which no project activity will be occurring will also be surveyed by telephone. KW - Alcohol awareness programs KW - Alcohol tests KW - Sobriety checkpoints KW - Telephone surveys KW - Variable message signs UR - https://trid.trb.org/view/1259610 ER - TY - ABST AN - 01490689 TI - Field Study of the Effects of Novice Driver Hazard Perception Training on Safety Outcome Measures AB - This project will investigate the feasibility of a training program designed to improve the hazard anticipation skills of novice drivers. Several computer based training programs effectively improve the detection of roadway hazards, as measured in a driving simulator and field experiments, but it is unclear if the training provides lasting, measurable safety benefits. A group of novice drivers will receive training and will be compared to a control group of equal size for a period of six months to a year after training. Dependent measures will include police report crashes, citations, and self report crashes and near crashes. The participants will also provide information about attitudes toward and perceptions about driving. KW - Crash reports KW - Driver training KW - Hazards KW - Highway safety KW - Perception KW - Recently qualified drivers KW - Traffic citations UR - https://trid.trb.org/view/1260399 ER - TY - ABST AN - 01490060 TI - Examine the Feasibility of an Ignition Interlock Program for Teen Drivers AB - Motor vehicle crashes are the leading cause of death for teenagers in the United States, and typically about 25% of the young drivers killed in crashes have a blood alcohol concentration (BAC) of .08 or higher. Ignition interlocks have been used as a sanction for over twenty years, typically for multiple offenders, and appear effective while on a vehicle, at decreasing a driver's drinking and driving trips. In recent years, some States have begun requiring interlocks on first-time offenders' vehicles. Interlocks prevent a driver from driving after drinking, in effect, making a decision for someone who has shown poor judgment about driving after drinking and restricting the trips that can be made in the interlock-installed vehicle. Many parents may be interested in a similar approach for their teenage drivers who may not always show the best judgment regarding driving, especially after drinking. This project explores the feasibility of using interlocks as a preventative measure, for a new cohort of young novice drivers, rather than as a punishment for impaired drivers who have already been convicted. Interlock providers will be contacted to discuss how a potential program might work. The project will also learn from teen drivers, and parents of teen drivers, whether such a program would be of interest, and if so, if any sort of incentives (besides safety and "peace of mind") would be required for participation. Meetings with community groups to learn how an interlock program for teen drivers might be supported is also proposed. KW - Alcohol ignition interlock devices KW - Blood alcohol levels KW - Drunk driving KW - Fatalities KW - Risk taking KW - Teenage drivers UR - https://trid.trb.org/view/1259607 ER - TY - ABST AN - 01465140 TI - Effect of EMS on Outcome of Crashes - Test of a New Methodology AB - The objective of this Task Order is to assess the impact that Emergency Medical Service (EMS) care has on the outcomes of motor vehicle crashes. First, the contractor (Booz, Allen & Hamilton [BAH]) will conduct a literature review to describe the "state of the art" in outcomes research for prehospital care. BAH will then develop a new methodology to estimate the contribution of prehospital care to improve patient outcomes with guidance from experts in trauma-related statistical modeling. Lastly, BAH will demonstrate the utility of the new methodology with a pilot study that tests hypotheses on aspects of prehospital care that may contribute to the morbidity and mortality of victims of a motor vehicle crash. KW - Crashes KW - Emergency medical services KW - Fatalities KW - Injuries KW - Literature reviews KW - State of the art UR - https://trid.trb.org/view/1233373 ER - TY - RPRT AN - 01384759 AU - Bean, J D AU - Kahane, C J AU - Mynatt, M AU - Rudd, R W AU - Rush, C J AU - Wiacek, C AU - United States. National Highway Traffic Safety Administration (NHTSA) TI - Fatalities in frontal crashes despite seat belts and air bags: September 2009 review of all CDS cases: model and calendar years 2000-2007: 122 fatalities PY - 2009/09 IS - DOT HS 811 102 SP - 78p AB - Why are people still dying in frontal crashes despite seat belt use, air bags, and the crashworthy structures of late-model vehicles? Statistical analyses show the combination of seat belt use and air bags is highly effective, reducing fatality risk by 61 percent compared to an unbelted occupant of a vehicle not equipped with air bags - but 61 percent is not 100 percent. To address the question, an interdisciplinary NHTSA team reviewed every case of a frontal fatality to a belted driver or right-front passenger in a model year 2000 or newer vehicle in the Crashworthiness Data System (CDS) of the National Automotive Sampling System through calendar year 2007. Aside from a substantial proportion of these 122 crashes that are just exceedingly severe, the main reason people are still dying is because so many crashes involve poor structural engagement between the vehicle and its collision partner: corner impacts, oblique crashes, impacts with narrow objects, and underrides. By contrast, few if any of these 122 fatal crashes were full-frontal or offset-frontal impacts with good structural engagement, unless the crashes were of extreme severity or the occupants exceptionally vulnerable. KW - Accident analysis KW - Accident type KW - Automobiles KW - Car KW - Crash analysis KW - Crash types KW - Crashworthiness KW - Crashworthiness KW - Fatalities KW - Fatality KW - Frontal crashes KW - Head on collision KW - Road safety (engineering and vehicles) KW - Usa KW - Vehicle safety KW - Vehicle safety UR - http://www-nrd.nhtsa.dot.gov/Pubs/811102.PDF UR - https://trid.trb.org/view/1152522 ER - TY - RPRT AN - 01145315 AU - Decina, Lawrence E AU - Foss, Robert AU - Tucker, Mary Ellen AU - Goodwin, Arthur AU - Sohn, Jamie AU - TransAnalytics, LLC AU - University of North Carolina, Chapel Hill AU - National Highway Traffic Safety Administration TI - Alternative Transportation Programs: A Countermeasure for Reducing Impaired Driving PY - 2009/09//Final Report SP - 54p AB - This report is a compilation of information on alternative transportation programs that could provide guidance to States and local communities in developing, refining, or expanding programs to address impaired driving. The impaired-driving problem is complex and requires the full range of countermeasures. Alternative Transportation (AT) programs emerged as an approach to reduce drinking and driving episodes. These services transport drinkers from--and sometimes to and between--drinking establishments using taxis, privately owned vehicles, buses, tow trucks, and law enforcement agents. Some programs provide drivers to drive the drinker's car home along with the drinker. These alternatives to driving a motor vehicle while impaired have been in existence for several decades. Studies on AT programs commissioned by the National Highway Traffic Safety Administration concluded that specific characteristics of various programs show promise. These included accessibility, availability, and ease of integration into activity. The model AT program--one with the greatest likelihood of reducing crashes by impaired drivers--would be continually available, free to users, and would be convenient and easy to use, taking them directly to their homes and minimizing the need to retrieve a vehicle later. The report also provides insight into appropriate experimental design methodology to use when evaluating AT programs. KW - Alternatives analysis KW - Countermeasures KW - Drinking establishments KW - Drunk drivers KW - Drunk driving KW - Highway safety KW - Impaired drivers UR - http://www.nhtsa.gov/DOT/NHTSA/Traffic%20Injury%20Control/Articles/Associated%20Files/811188.pdf UR - https://trid.trb.org/view/905347 ER - TY - RPRT AN - 01145308 AU - National Highway Traffic Safety Administration AU - American Association of Motor Vehicle Administrators TI - Driver Fitness Medical Guidelines PY - 2009/09 SP - 160p AB - This guide provides guidance to assist licensing agencies in making decisions about an individual’s fitness for driving. This is the first attempt to produce a consolidated document covering medical conditions included in the task agreement between the National Highway Traffic Safety Administration (NHTSA) and the American Association of Motor Vehicle Administrators (AAMVA). Many medical conditions are not covered by this document. They have been excluded in order to limit the project to manageable objectives and to focus on the most common conditions. In the guide, there are ratings of the quality of the evidence: high, moderate, and low. These ratings represent the replicability of the research presented in each study. KW - Diseases and medical conditions KW - Drivers KW - Driving KW - Guidelines KW - Health KW - Highway safety KW - Physical fitness UR - http://ntl.bts.gov/lib/31000/31100/31148/6061_MedicalReviewGuide_10-1_v2a.pdf UR - https://trid.trb.org/view/905424 ER - TY - RPRT AN - 01143762 AU - Percer, Jenny AU - National Highway Traffic Safety Administration TI - Child Pedestrian Safety Education: Applying Learning and Developmental Theories to Develop Safe Street-Crossing Behaviors PY - 2009/09//Final Report SP - 56p AB - Motor vehicle crashes are the leading cause of death among young children, and 20% of these fatalities among ages 5-9 represent child pedestrians. Recent discussions in the literature on child pedestrian education have argued the effectiveness of education approaches versus engineering approaches for increasing child pedestrian safety. One of the main arguments against education is that children rarely show increases in safe street-crossing behavior after education interventions. A majority of child pedestrian education in the United States utilizes videos and classroom instruction to teach young children. Often, these programs find an increase in children's knowledge of pedestrian safety but do not show similar gains in increasing children's safety behaviors. One possible explanation for this consistent finding is that psychological theories of learning and more updated child development theories are not often used when developing programs. Interventions based on relevant learning theories and child development might be more effective in increasing safe pedestrian behaviors in young children. This report scientifically reviews the literature on child pedestrian education and discusses possible child pedestrian safety programs that could be more effective in keeping child pedestrians safe. KW - Child psychology KW - Children KW - Developmental psychology KW - Learning KW - Pedestrian education KW - Pedestrian safety KW - Pedestrian-vehicle crashes KW - Psychological aspects KW - Safety programs KW - Street crossing behavior KW - Theory UR - http://www.nhtsa.gov/DOT/NHTSA/Traffic%20Injury%20Control/Articles/Associated%20Files/811190.pdf UR - https://trid.trb.org/view/904195 ER - TY - RPRT AN - 01143759 AU - Fell, James C AU - Langston, Elizabeth A AU - Pacific Institute for Research and Evaluation AU - National Highway Traffic Safety Administration TI - A Guide for Statewide Impaired-Driving Task Forces PY - 2009/09//Final Report SP - 80p AB - The purpose of the guide is to assist State officials and other stakeholders who are interested in establishing an Impaired-Driving Statewide Task Force or who are exploring ways to improve their current Task Force. The guide addresses issues such as (a) how to initiate a successful Task Force, (2) how to select the Task Force membership, (3) how to keep the membership involved, (4) how to select problem areas to work on, (5) how to use various strategies to solve problems, and (6) how to avoid potential pitfalls and obstacles that confront Task Forces. The appendices provide a series of useful documents for reference, such as brief descriptions of existing Task Forces, sample meeting agendas and meeting minutes, and sample Task Force recommendations. Some of the statewide Task Forces have been extremely effective in developing key legislation at the State level (that is later adopted) and in closing loopholes in their impaired-driving laws, enforcement, prosecution, and adjudication procedures. Others have addressed institutional changes such as developing better record-keeping systems or creating active communication between key agencies and stakeholders. Task Force efforts have addressed legislative issues, enforcement strategies, criminal justice processing changes, improvements in sentencing procedures, the treatment of DUI/DWI offenders, and initiatives for curbing underage drinking. By learning from the experience of others, those wishing to develop or augment statewide Task Forces can enhance the process and avoid "reinventing the wheel." KW - Drunk driving KW - Guidelines KW - Handbooks KW - Impaired drivers KW - State government KW - Strategic planning KW - Task forces UR - http://ntl.bts.gov/lib/31000/31300/31303/5663_Impaired_Driving_Task_Force_Guide-tagged.pdf UR - https://trid.trb.org/view/904194 ER - TY - SER AN - 01143755 JO - Traffic Safety Facts - Research Note PB - National Highway Traffic Safety Administration AU - Block, Alan W TI - 2007 Motor Vehicle Occupant Safety Survey: Use of and Support for Emergency Medical Services Systems PY - 2009/09 IS - HS-811 178 SP - 4p AB - The Motor Vehicle Occupant Safety Survey (MVOSS) is a national telephone survey administered by the National Highway Traffic Safety Administration (NHTSA) on a periodic basis to obtain data on attitudes, knowledge, and self-reported behavior primarily in areas of occupant protection. The sample is composed of randomly selected people 16 and older residing in the 50 States and the District of Columbia. People 16 to 39 are over-sampled to obtain more seat belt nonusers and more adults with children who should be using child restraints. The survey was first administered in 1994 and has been conducted five times since then. The most recent survey took place from January 9, 2007, to April 30, 2007. The MVOSS is composed of two questionnaires, each administered to approximately 6,000 people. Both questionnaires include a series of questions on crash injury experience as well as questions collecting basic demographic information. Prior to each administration of the survey, the questionnaires are updated to address new issues of concern, delete obsolete items, and revise questions as needed. This Research Note summarizes selected results from the 2007 MVOSS. It covers new questions that were added that year to the emergency medical services (EMS) module in Questionnaire 2. The data are weighted to yield national estimates. KW - 911 Emergency Telephone System KW - Crash injuries KW - Crashes KW - Demographics KW - Emergency medical services KW - Motor Vehicle Occupant Safety Survey UR - http://www.nhtsa.dot.gov/portal/nhtsa_static_file_downloader.jsp?file=/staticfiles/DOT/NHTSA/Traffic%20Injury%20Control/Articles/Associated%20Files/811178.pdf UR - http://ntl.bts.gov/lib/31000/31100/31147/6071-RN-811178-091509-tag.pdf UR - https://trid.trb.org/view/904142 ER - TY - RPRT AN - 01142616 AU - Bean, James David AU - Kahane, Charles J AU - Mynatt, Mark AU - Rudd, Rodney W AU - Rush, Carla J AU - Wiacek, Chris AU - National Highway Traffic Safety Administration TI - Fatalities in Frontal Crashes Despite Seat Belts and Air Bags – Review of All CDS Cases – Model and Calendar Years 2000-2007 – 122 Fatalities PY - 2009/09//NHTSA Technical Report SP - 88p AB - Why are people still dying in frontal crashes despite seat belt use, air bags, and the crashworthy structures of late-model vehicles? Statistical analyses show the combination of seat belt use and air bags is highly effective, reducing fatality risk by 61% compared to an unbelted occupant of a vehicle not equipped with air bags – but 61% is not 100%. To address the question, an interdisciplinary NHTSA team reviewed every case of a frontal fatality to a belted driver or right-front passenger in a model year 2000 or newer vehicle in the Crashworthiness Data System (CDS) of the National Automotive Sampling System through calendar year 2007. Aside from a substantial proportion of these 122 crashes that are just exceedingly severe, the main reason people are still dying is because so many crashes involve poor structural engagement between the vehicle and its collision partner: corner impacts, oblique crashes, impacts with narrow objects, and underrides. By contrast, few if any of these 122 fatal crashes were full-frontal or offset-frontal impacts with good structural engagement, unless the crashes were of extreme severity or the occupants exceptionally vulnerable. KW - Air bags KW - Case studies KW - Crash severity KW - Crashworthiness KW - Crashworthiness Data System KW - Fatalities KW - Frontal crashes KW - National Automotive Sampling System KW - Seat belts KW - Underride override crashes KW - Vehicle intrusion UR - http://www-nrd.nhtsa.dot.gov/Pubs/811102.PDF UR - https://trid.trb.org/view/902908 ER - TY - SER AN - 01141650 JO - Traffic Safety Facts - Research Note PB - National Highway Traffic Safety Administration AU - Pickrell, Timothy M AU - Ye, Tony Jianqiang TI - Driver Electronic Device Use in 2008 PY - 2009/09 IS - HS-811 184 SP - 7p AB - The percentage of drivers visibly manipulating hand-held devices has reached 1 percent while the hand-held cell phone use by drivers stood at 6 percent in 2008. This result is from the National Occupant Protection Use Survey (NOPUS), which provides the only nationwide probability-based observed data on driver electronic device use in the United States. The NOPUS is conducted annually by the National Center for Statistics and Analysis (NCSA) of the National Highway Traffic Safety Administration. The 2008 hand-held cell phone use rate translates into 812,000 vehicles being driven by someone using a hand-held cell phone at any given daylight moment. It also translates into an estimated 11 percent of the vehicles whose drivers were using some type of phone (hand-held or hands-free) in the typical daylight moment. Additional statistics on hand-held cell phone use are provided in this research note, including use according to age group, gender, type of vehicle driven, etc. KW - Age groups KW - Cellular telephones KW - Gender KW - Handheld devices KW - Human factors in crashes KW - National Occupant Protection Use Survey KW - Trend (Statistics) UR - http://www-nrd.nhtsa.dot.gov/Pubs/811184.PDF UR - http://www-nrd.nhtsa.dot.gov/Pubs/811184.PDF UR - https://trid.trb.org/view/901998 ER - TY - SER AN - 01141647 JO - Traffic Safety Facts - Research Note PB - National Highway Traffic Safety Administration AU - Ascone, Debra AU - Lindsey, Tonja AU - Varghese, Cherian TI - An Examination of Driver Distraction as Recorded in NHTSA Databases PY - 2009/09 IS - HS-811 216 SP - 12p AB - Distraction from the primary task of driving could present a serious and potentially deadly danger. In 2008, 5,870 people lost their lives and an estimated 515,000 people were injured in police-reported crashes in which at least one form of driver distraction was reported on the crash report. While these numbers are significant, they may not state the true size of the problem, since the identification of distraction and its role in the crash by law enforcement can be very difficult. This research note provides data from observations, surveys, and crash-based studies with varied methodologies and definitions of distraction, thus presenting several perspectives on the effects of driver distraction. The purpose of this research note is to provide fatality, injury, on-scene crash investigation, and survey data associated with distracted driving and to summarize recent data from the National Highway Traffic Safety Administration and other Department of Transportation research pertaining to distracted-driving crashes. KW - Crash data KW - Crash injuries KW - Distraction KW - Fatalities KW - Human factors in crashes KW - Traffic crashes UR - http://www-nrd.nhtsa.dot.gov/Pubs/811216.PDF UR - http://www-nrd.nhtsa.dot.gov/Pubs/811216.PDF UR - https://trid.trb.org/view/901997 ER - TY - RPRT AN - 01140744 AU - Hanna, Refaat AU - National Center for Statistics and Analysis AU - National Highway Traffic Safety Administration TI - Incidence of Pedestrian and Bicyclist Crashes by Hybrid Electric Passenger Vehicles PY - 2009/09//Technical Report SP - 22p AB - This study examines the incidence rates of pedestrian and bicyclist crashes that involved hybrid electric vehicles (HEV) and compares the results to internal combustion engine (ICE) vehicles under similar circumstances. State crash files from the National Highway Traffic Safety Administration State Data System were used to measure the incidence rates of pedestrian and bicyclist crashes by HEVs and to compare the incidence rate with their peer ICE vehicles. The purpose of the study is to compare the crash experience of two different types of vehicles; it is not to make national estimates of problem size. The small sample size used in this study remains as a limitation towards conducting further analysis. Incidence rates provided in this report should be interpreted with caution due to the small sample size. Future analysis using larger sample size would provide better estimate of the problem size. This analysis was conducted on a total of 8,387 HEVs and 559,703 ICE vehicles that met the selection criteria. A total of 77 and 3,578 pedestrians were involved in crashes with HEVs and ICE vehicles, respectively. A total of 48 and 1,862 bicyclists were involved in crashes with HEVs and ICE vehicles, respectively. This study found that pedestrian and bicyclist crashes involving both HEVs and ICE vehicles commonly occurred on roadways, in zones with low speed limits, during daytime and in clear weather, with higher incidence rates for HEVs when compared to ICE vehicles. A variety of crash factors were examined to determine the relative incidence rates of HEVs versus ICE vehicles in a range of crash scenarios. For one group of scenarios, those in which a vehicle is slowing or stopping, backing up, or entering or leaving a parking space, a statistically significant effect was found due to engine type. The HEV was two times more likely to be involved in a pedestrian crash in these situations than was an ICE vehicle. Vehicle maneuvers such as slowing or stopping, backing up, or entering or leaving a parking space, were grouped in one category assuming these maneuvers have occurred at very low speeds where the difference between the sound levels produced by the hybrids versus ICE vehicles is the greatest. In future analysis with a larger sample size, it would be ideal to investigate each of these maneuvers individually. Incidence rate of pedestrian crashes in scenarios when vehicles make a turn was significantly higher for HEVs when compared to ICE vehicles. There was no statistically significant difference in incidence rate of pedestrian crashes involving HEVs when compared to ICE vehicles when both types of vehicles were going straight. Similar to pedestrians, in crashes that potentially have occurred at very low speed such as when vehicles are turning, slowing or stopping, backing up, or entering or leaving a parking space, the incidence rate of bicyclist crashes involving HEVs was significantly higher when compared to ICE vehicles. On a roadway was the most common location of bicyclist crashes involving both HEVs and ICE vehicles with no statistically significant difference. On the other hand, bicyclist crashes involving HEVs at intersections or interchanges were significantly higher when compared to ICE vehicles. In conclusion, this study found that HEVs have a higher incidence rate of pedestrian and bicyclist crashes than do ICE vehicles in certain vehicle maneuvers. These results should serve as a guide when designing future HEVs pedestrian and bicyclist crash prevention programs. NHTSA will continue monitoring the incidence of pedestrian and bicyclist crashes involving HEVs. In future, a larger sample size would allow a more detailed analysis such as limiting the entire analysis to low-speed crashes, analyzing different vehicle maneuvers individually, etc. Data findings on this study will be updated when more recent State Data System and other data sources are available. KW - Bicycle crashes KW - Crash rates KW - Electric vehicles KW - Hybrid vehicles KW - Internal combustion engines KW - Low speed collisions KW - Pedestrian-vehicle crashes KW - Sound level UR - http://www-nrd.nhtsa.dot.gov/Pubs/811204.PDF UR - https://trid.trb.org/view/901157 ER - TY - SER AN - 01140579 JO - Traffic Safety Facts - Research Note PB - National Highway Traffic Safety Administration AU - Pickrell, Timothy M TI - Seat Belt Use in 2009–Overall Results PY - 2009/09 IS - HS-811 100 SP - 4p AB - Seat belt use in 2009 stood at 84%, a gain from 83% use in 2008. 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 been increasing steadily since 1994, accompanied by a steady decline in the percentage of unrestrained passenger vehicle occupant fatalities during daytime. The 2009 survey also found the following: seat belt use for occupants traveling during weekends increased to 86% in 2009 (83% in 2008), which shows a significant annual increase; and seat belt use continues 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 a weaker enforcement law (“secondary law” States). KW - Fatalities KW - National Occupant Protection Use Survey KW - Primary seat belt laws KW - Seat belt use KW - Seat belts KW - Secondary seat belt laws KW - United States KW - Weekends UR - http://www-nrd.nhtsa.dot.gov/Pubs/811200.pdf UR - https://trid.trb.org/view/900956 ER - TY - ABST AN - 01492261 TI - Commercial Vehicle Rollover Prevention Tech AB - This project is for the National Highway Traffic Safety Administration (NHTSA) to conduct a study to evaluate the safety effectiveness of Collision Mitigation Braking (CMB) systems for heavy trucks. CMB systems are forward-looking, radar-based systems comprising warning and adaptive cruise control (ACC) with active braking and can assist a driver by providing deceleration prior to the driver being able to apply the brakes in emergency situations. The CMB's system's adaptive cruise control and automated braking can help to encourage drivers to have safer following distances and provide active braking, as needed in the situations where the system detects a potential crash imminent situation. KW - Braking performance KW - Commercial vehicles KW - Cruise control KW - Deceleration KW - Rollover crashes KW - Trucks KW - Warning devices UR - https://trid.trb.org/view/1261226 ER - TY - RPRT AN - 01366669 AU - Jenness, James W AU - Singer, Jeremiah AU - Walrath, Jeremy AU - Lubar, Elisha AU - Westat, Incorporated AU - National Highway Traffic Safety Administration TI - Fuel Economy Driver Interfaces: Design Range and Driver Opinions (Report on Task 1 and Task 2) PY - 2009/08 SP - 90p AB - Fuel economy driver interfaces (FEDIs) provide information to drivers about their fuel efficiency. FEDIs have become more prevalent and complicated in recent years, yet designs differ widely between vehicle makes and models and little is known about how to design FEDIs to maximize benefits while minimizing risks of distraction or unsafe driving. The purpose of Task 1 was to document the range of FEDI designs that have been used or proposed. The primary purpose was to identify features of FEDIs on late-model passenger vehicles, but this task also addresses past and current trends in FEDIs, displays in commercial and fleet vehicles, aftermarket devices and applications, and device patents. Nearly every major automotive manufacturer that sells vehicles in the United States offers at least one model with a FEDI. The most common features include current fuel economy, average fuel economy, and fuel range until empty. Some vehicles also have features that intend to guide drivers to improve their fuel economy by providing direct feedback or vehicle adaptations in response to inefficient driving behaviors. While gasoline vehicles generally have basic alphanumeric or analog gauge displays, many gasoline-electric hybrid vehicles have more complex displays that use large, full-color LCD displays and present more detailed information. As more hybrid and alternative fuel vehicles enter the market, and the cost of in-vehicle displays and sensors decreases, it is likely that increasingly complex and novel displays will be introduced in new vehicle models. The purpose of Task 2 was to collect information about vehicle owners’ driving habits and opinions about FEDI designs. Focus groups were conducted with members of the general driving public and with owners of vehicles with FEDIs to assess their opinions regarding the usefulness and potential for distraction of several different FEDI designs. KW - Automobiles KW - Distraction KW - Fuel consumption KW - Fuel efficiency KW - Hybrid vehicles KW - Information display systems KW - Liquid crystal displays KW - Vehicle design UR - http://www.nhtsa.gov/DOT/NHTSA/NRD/Multimedia/PDFs/Crash%20Avoidance/2009/811092.pdf UR - https://trid.trb.org/view/1135367 ER - TY - RPRT AN - 01333189 AU - Pollard, John K AU - Markos, Stephanie H AU - Research and Innovative Technology Administration AU - National Highway Traffic Safety Administration TI - Human Factors Issues in Motorcoach Emergency Egress PY - 2009/08//Interim Report SP - 201p AB - FMVSS 217, Bus Emergency Exits and Window Retention and Release specifies a series of dimensional and physical requirements for emergency exits. The intent of the National Highway Traffic Safety Administration (NHTSA) is “to minimize the likelihood of occupants being ejected from the bus and to provide a means of readily accessible emergency egress” for those occupants under crash and other emergency scenarios. These scenarios can include catastrophic bus accident situations, such as a vehicle fire, rollover, or water immersion where immediate emergency evacuation is necessary under life-threatening and difficult conditions. In 2007, NHTSA issued a research plan to address priority actions specifically related to motorcoach emergency egress. This interim report describes the preliminary findings of the first year of a two-year NHTSA-funded study which focused on three topics: 1) emergency exits, 2) interior and exterior emergency exit marking, and 3) emergency exit lighting. A literature search was completed; several field visits were conducted, which included emergency window and roof exit hatch operation; and two sets of motorcoach egress experiments were conducted. Potential motorcoach design changes identified and discussed in this interim report include: redesign of the wheelchair access door and / or installation of another side door for use as an emergency exit; redesign of emergency window exit opening and release systems; additional and larger emergency roof exit hatches; and increased conspicuity of emergency exits, either by use of high performance photoluminescent marking material or crashworthy emergency exit lighting, or dual-mode systems, which combine both technologies. KW - Bus crashes KW - Bus transportation KW - Buses KW - Egress KW - Emergency exits KW - Emergency lighting KW - Evacuation KW - Human factors in crashes KW - Vehicle design KW - Vehicle safety KW - Windows (Vehicles) UR - http://ntl.bts.gov/lib/35000/35400/35489/MotorcoachEgressYr1.pdf UR - https://trid.trb.org/view/1097259 ER - TY - RPRT AN - 01142906 AU - National Highway Traffic Safety Administration TI - Consumer Guide to Uniform Tire Quality Grading PY - 2009/08 SP - 155p AB - This report contains comparative grade designations for treadwear, traction and temperature for all passenger car tires, except deep tread, winter-type snow tires; space-saver or temporary use spares; or tires with normal rim diameters of 12 in. or less. All passenger car tires must conform to federal safety requirements in addition to these grades. KW - Automobiles KW - Grading (Tires) KW - Passenger vehicles KW - Quality control KW - Temperature KW - Tire treads KW - Tires KW - Traction KW - Wear UR - https://trid.trb.org/view/902907 ER - TY - RPRT AN - 01142627 AU - Solomon, Mark G AU - Chaffe, Robert H B AU - Preusser, David F AU - Preusser Research Group, Incorporated AU - National Highway Traffic Safety Administration TI - Nighttime Enforcement of Seat Belt Laws: An Evaluation of Three Community Programs PY - 2009/08 SP - 76p AB - Programs to enforce seat belt laws at night were conducted in Asheville and Greenville, North Carolina and Charleston, West Virginia. Asheville used night belt use checkpoints in a primary belt law State. Greenville used saturation patrols. Charleston used night belt use checkpoint style enforcement in a secondary belt law State. Paid and earned media publicized each of four enforcement waves conducted in each community during calendar year 2007. Both checkpoint communities showed statistically significant increases in night belt use. Drivers at Asheville belt use checkpoints were asked to provide a voluntary breath test. The percentage of “had been drinking” drivers decreased from 16 percent to 10 percent over the course of the program. It was concluded that night belt use publicity and enforcement efforts can be effective both for increasing belt use and decreasing drinking and driving. KW - Alcohol breath tests KW - Asheville (North Carolina) KW - Charleston (West Virginia) KW - Drunk driving KW - Greenville (North Carolina) KW - Night KW - Primary law enforcement KW - Publicity KW - Saturation patrols (Police patrols) KW - Seat belt use KW - Seat belt use checkpoints KW - Seat belts KW - Secondary law enforcement KW - Sobriety checkpoints KW - Traffic law enforcement UR - http://www.nhtsa.dot.gov/portal/nhtsa_static_file_downloader.jsp?file=/staticfiles/DOT/NHTSA/Traffic%20Injury%20Control/Articles/Associated%20Files/811189.pdf UR - https://trid.trb.org/view/903038 ER - TY - RPRT AN - 01139420 AU - Kahane, Charles J AU - Dang, Jennifer N AU - National Center for Statistics and Analysis AU - National Highway Traffic Safety Administration TI - The Long-Term Effect of ABS in Passenger Cars and LTVs PY - 2009/08//NHTSA Technical Report SP - 89p AB - Statistical analyses based on data for calendar years 1995 to 2007 from the Fatality Analysis Reporting System (FARS) and the General Estimates System (GES) of the National Automotive Sampling System (NASS) estimate the long-term effectiveness of antilock brake systems (ABS) for passenger cars and LTVs (light trucks and vans) subsequent to the 1995 launch of public information programs on how to use ABS correctly. ABS has close to a zero net effect on fatal crash involvements. Fatal run-off-road crashes of passenger cars increased by a statistically significant 9 percent (90% confidence bounds: 3% to 15% increase), offset by a significant 13-percent reduction in fatal collisions with pedestrians (confidence bounds: 5% to 20%) and a significant 12-percent reduction in collisions with other vehicles on wet roads (confidence bounds: 3% to 20%). ABS is quite effective in nonfatal crashes, reducing the overall crash-involvement rate by 6 percent in passenger cars (confidence bounds: 4% to 8%) and by 8 percent in LTVs (confidence bounds: 3% to 11%). The combination of electronic stability control (ESC) and ABS will prevent a large proportion of fatal and nonfatal crashes. KW - Antilock brake systems KW - Automobiles KW - Crash data KW - Crash rates KW - Fatalities KW - Fatality Analysis Reporting System KW - General Estimates System KW - Light trucks KW - National Automotive Sampling System KW - Pedestrian-vehicle crashes KW - Ran off road crashes KW - Statistical analysis KW - Vans KW - Wet weather UR - http://www-nrd.nhtsa.dot.gov/Pubs/811182.PDF UR - https://trid.trb.org/view/899547 ER - TY - RPRT AN - 01139418 AU - National Highway Traffic Safety Administration TI - The Crash Outcome Data Evaluation System (CODES) and Applications to Improve Traffic Safety Decision–Making PY - 2009/08 SP - 66p AB - The Crash Outcome Data Evaluation System (CODES) is a program facilitated by the National Highway Traffic Safety Administration (NHTSA) as a component of its State Data Program. CODES uniquely uses probabilistic methodology to link crash records to injury outcome records collected at the scene and en route by emergency medical services, by hospital personnel after arrival at the emergency department or admission as an inpatient and/or, at the time of death, on the death certificate. CODES is designed to foster and cultivate crash-outcome data linkage for highway safety applications at the State level, supporting State Highway Safety Offices, State Public Health and Injury Prevention Departments, State Emergency Medical Services Agencies, State transportation departments, and other such agencies; and to facilitate participation in NHTSA-coordinated multistate studies using linked data at the Federal level. This document is intended to inform traffic safety professionals, from those in CODES programs to those in the agencies they support, as well as all others interested in traffic safety, on best-practice applications available through linked CODES data. KW - Best practices KW - Crash Outcome Data Evaluation System KW - Crash records KW - Data linkages KW - Outcome (Medical treatment) KW - Traffic safety UR - http://www-nrd.nhtsa.dot.gov/Pubs/811181.PDF UR - https://trid.trb.org/view/899546 ER - TY - SER AN - 01139415 JO - Traffic Safety Facts - Research Note PB - National Highway Traffic Safety Administration AU - Pickrell, Timothy M AU - Ye, Tony Jianqiang TI - Seat Belt Use in 2008—Demographic Results PY - 2009/08 IS - HS-811 183 SP - 4p AB - Seat belt use in the United States for occupants under 70 years of age increased in 2008. Seat belt use for occupants ages 8–15 stood at 83 percent in 2008 (up from 82% in 2007), at 80 percent for occupants ages 16–24 (up from 77% in 2007) and at 84 percent for occupants ages 25–69 (up from 83% in 2007). While not statistically significant, these increases are a positive sign that more people are buckling up. Seat belt use among occupants age 70 and older decreased from 88 percent in 2007 to 84 percent in 2008, a statistically significant result. These results are from the National Occupant Protection Use Survey (NOPUS), which provides the only 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. The 2008 survey also found the following: Seat belt use continued to be lower among 16- to 24-year-olds than other age groups; Seat belt use continued to be lower among Blacks than other races; Seat belt use continued to be higher among females than males; and Seat belt use continued to be lower among drivers driving alone than among drivers with passengers. KW - Age groups KW - Aged KW - Demographics KW - Driving alone KW - Gender KW - National Occupant Protection Use Survey KW - Race KW - Seat belt use KW - Seat belts KW - Trend (Statistics) KW - United States UR - http://www-nrd.nhtsa.dot.gov/Pubs/811183.PDF UR - https://trid.trb.org/view/899549 ER - TY - ABST AN - 01461482 TI - Evaluation of Driver Education in South Dakota AB - South Dakota experiences higher than average highway fatality rates, and young drivers are involved in a disproportionate number of those deaths. In 2008, 6.1% of all South Dakota licensed drivers were between the ages of 14 & 18. They represented 13.0% of all drivers involved in crashes, and 12.2% of drivers involved in fatal crashes. A 2003 South Dakota Department of Transportation (SDDOT) research study, SD2003-15 "Factors Contributing to South Dakota Crash and Fatality Rates" identified "young drivers" as one of six areas that South Dakota should focus on to reduce traffic crashes and fatalities. One avenue for influencing the risky behaviors that cause teen crashes is driver education. In South Dakota, driver education is under local control. The South Dakota Department of Education's (SDDOE) sole requirement is that instructors in school districts offering driver education obtain the necessary college credits in safety and driver education and then earn six continuing education credits in the area every five years. Driver education is also taught by the South Dakota Safety Council (SDSC) but their instructors are not required to be certified by the SDDOE. However, the SDSC driver education instructors are certified through the National Safety Council. Since private sector driver education is not regulated by the SDDOE, their certification or accreditation requirements are not known. The State does not specify or monitor the curricula offered by the various school districts. Driver education programs in South Dakota are generally based on the 1949 National Education Association's National Commission on Safety Education recommendation of 30 hours of classroom education and 6 hours of behind-the-wheel training. Most states follow the 1949 recommendations, but it should be noted that there have been numerous updates to the information to take into consideration new laws, signs, and technologies. However, there have not been any universally accepted national driver education curriculum standards for states to adopt. While numerous studies have questioned the effectiveness of driver education classes in the United States, others have shown that driver education coordinated with graduated drivers licensing reduces crashes. The completion of a driver education course in South Dakota is not a prerequisite for obtaining a driver's license at any age. Research is needed to evaluate the status and effectiveness of driver education programs in South Dakota, and determine if graduates of the programs have higher or lower crash and traffic citation rates compared with youth who do not participate in the programs. A proper assessment of driver education in South Dakota must identify who currently teaches driver education, where it is taught, how many students take the courses as well as how many do not. We need to analyze the costs and benefits associated with the programs and determine if the costs are covered by the students or if subsidies are available. The State currently does not evaluate the effectiveness of the driver education programs, therefore performance measures need to be developed to evaluate existing driver education as well as any recommended improvements to the programs. The objectives of this research project are to: (1) describe driver education programs in South Dakota and compare them to best practices in the United States; (2) recommend a driver education curriculum, and instructor certification requirement updates in consideration of best available practices and specific South Dakota needs; (3) identify resources needed to establish and maintain the recommended driver education curriculum, and instructor certification process and determine the costs and benefits; and (4) develop a methodology and define baseline measures for assessing the ongoing effectiveness of driver education programs in South Dakota. Research tasks for the project are as follows: 1) Meet with the project's technical panel to review the project scope and work plan and make any necessary modifications. 2) Recommend performance measures and identify data sources that can be used to evaluate the effectiveness and potential changes to driver education and driver education teacher certification programs in South Dakota and meet with the technical panel to demonstrate the measures and obtain their approval. 3) Review and summarize existing research concerning driver education programs and driver education teacher certification programs nationwide and use the performance measures identified in task two to recommend the most cost effective programs and curricula. 4) In cooperation with the technical panel, the SDDOE, the SDPS, the South Dakota Safety Council, and the SDDOT, develop and implement a web based survey instrument that can be used to determine driver education curricula, costs, number of students taught, locations where it is taught, and other questions necessary to ascertain the status of driver education in South Dakota. 5) Use the approved performance measures and compare the teacher certification requirements for driver education instructors sanctioned by the State and the National Safety Council with the most effective national driver education teacher certification programs and recommend cost effective alternatives that can be implemented in South Dakota. 6) Use the approved performance measures and compare current driver education requirements in South Dakota with national best practices and other cost effective alternatives and recommend program, legislative, and other changes that can be implemented in South Dakota. The recommendations need to be supported by estimated costs, benefits, resources, timeframes, and potential funding sources. 7) Meet with the technical panel and the SDPS Roadway Safety Committee to review and approve the recommendations. 8) Develop a plan to implement the recommendations that identify costs, benefits, resources, timeframes, and partners and meet with the technical panel to obtain its approval. 9) Establish and document baseline measures for assessing the ongoing effectiveness of driver education programs in South Dakota. 10) Upon review and approval of the recommendations and implementation plan by the technical panel and the Roadway Safety Committee, prepare a final report and executive summary of the research methodology, findings, conclusions, and recommendations. 11) Make an executive presentation to the SDDOT Research Review Board and the Governors Highway Safety Committee at the conclusion of the project. KW - Accident prone drivers KW - Driver education KW - Fatalities KW - Highway safety KW - Human factors in crashes KW - Recently qualified drivers KW - South Dakota KW - Teenage drivers KW - Traffic crashes UR - https://trid.trb.org/view/1229701 ER - TY - SER AN - 01139407 JO - Traffic Safety Facts - Research Note PB - National Highway Traffic Safety Administration AU - Varghese, Cherian TI - Motorcyclists Injured in Motor Vehicle Traffic Crashes PY - 2009/07 IS - HS-811 149 SP - 6p AB - Of the 2,491,000 people who were injured in motor vehicle crashes on the Nation?s highways in 2007, 103,000 (4%) were motorcyclists. Motorcyclists injured in motor vehicle crashes in the last 10 years (1998-2007), have increased by 110 percent, from 49,000 in 1998 to 103,000 in 2007. Data for the past 10 years (1998-2007) were researched to see various trends among motorcyclists injured in motor vehicle crashes. The findings include the following: the proportion of motorcyclists injured in crashes (single-vehicle/multivehicle) has remained almost the same (about 50%); more than two-thirds of the motorcyclists injured were in crashes during the months from April through September; the proportion of motorcyclists injured in crashes by day of week (weekday versus weekend) has remained almost the same; based on the number of hours during weekdays and weekends the injury rate was nearly 1.5 times higher during weekends than during weekdays; of the motorcyclists injured, more than 60% were in crashes that occurred during daytime; across all 10 years, about 90% of the motorcyclists injured in crashes were operators and 10% were passengers; the proportion of motorcyclists injured in alcohol-related crashes has remained almost the same (10% in 1998 to 9% in 2007); nearly 85% of motorcyclists injured in crashes each year are male and about 15% are female; and motorcyclists injured in crashes increased among all age groups, with the largest number of injured in each year in the 20-29 age group. KW - Age groups KW - Daytime crashes KW - Drunk driving KW - Gender KW - Injuries KW - Motorcycle crashes KW - Motorcyclists KW - Passengers KW - Time of crashes KW - Trend (Statistics) KW - United States KW - Weekdays KW - Weekends UR - http://www-nrd.nhtsa.dot.gov/Pubs/811149.PDF UR - https://trid.trb.org/view/899519 ER - TY - SER AN - 01138540 JO - Traffic Safety Facts - Research Note PB - National Highway Traffic Safety Administration AU - Compton, Richard P AU - Berning, Amy TI - Results of the 2007 National Roadside Survey of Alcohol and Drug Use by Drivers PY - 2009/07 IS - HS-811 175 SP - 5p AB - Over the last four decades, the National Highway Traffic Safety Administration (NHTSA) and/or the Insurance Institute for Highway Safety have conducted four national surveys to estimate the prevalence of drinking and driving in the U.S. These surveys utilized a stratified random sample of weekend nighttime drivers in the contiguous 48 States. The first National Roadside Survey (NRS) was conducted in 1973, followed by national surveys of alcohol use by drivers in 1986, 1996, and 2007. The 2007 NRS included, for the first time, measures to estimate the use of other potentially impairing drugs by drivers. Prior roadside surveys had collected breath samples to determine blood alcohol concentration (BAC). Due to developments in analytic toxicology, NHTSA determined it would be feasible in the 2007 survey to collect oral fluid and/or blood samples to determine driver use of a wide variety of other potentially impairing drugs. A pilot test conducted in 2005 demonstrated the feasibility of conducting this more complex survey procedure and confirmed that motorists would voluntarily participate in the study. The 2007 NRS was designed to produce national estimates of alcohol and drug use by drivers. Results of the 2007 NRS are presented in this Research Note. The use rates presented are national prevalence rates calculated from the percentage of subjects using alcohol or drugs and adjusted with an appropriate weighting scheme. KW - Alcohol blood tests KW - Blood alcohol levels KW - Blood tests (Drugs) KW - Drug tests KW - Drugged drivers KW - Drunk drivers KW - National Roadside Survey, 2007 KW - Oral fluid tests (Alcohol/Drugs) UR - http://ntl.bts.gov/lib/31000/31600/31644/6630_RoadsideSurvey-Drug_12-22_v5b.pdf UR - http://ntl.bts.gov/lib/31000/31600/31644/811249.pdf UR - http://ntl.bts.gov/lib/35000/35800/35872/RS_posted_on_NHTSA_website.pdf UR - https://trid.trb.org/view/898936 ER - TY - ABST AN - 01465109 TI - Older Driver Self Regulation AB - Within the next few decades, shifts in the age distribution of the population will result in increased numbers of older drivers. Anecdotal evidence indicates that many older drivers limit their driving in potentially risky or complex situations, such as during rush hour or in inclement weather. While limiting driving under such conditions could be expected to result in reduced risk, it is not clear whether older adults tend to use these strategies, or whether those who do experience fewer crashes than those who do not. This is an exploratory study to gather information about strategies older drivers use to reduce their crash risk. The strategies will be compared with crash data to determine the extent to which the situations the drivers avoid match those that have been shown to be particularly risky for this population. KW - Aged drivers KW - Crash data KW - Crash risk forecasting KW - Driving conditions KW - Inclement weather KW - Peak hour traffic UR - https://trid.trb.org/view/1233342 ER - TY - RPRT AN - 01353065 AU - Mosher, James AU - Hauck, Allyson AU - Carmona, Maria AU - Treffers, Ryan AU - Reitz, Dave AU - Curtis, Chris AU - Ramirez, Rebecca AU - Moore, Aidan AU - Saetta, Stacy AU - Pacific Institute for Research and Evaluation AU - National Highway Traffic Safety Administration TI - Legal Research Report: Laws Prohibiting Alcohol Sales to Intoxicated Persons PY - 2009/06//Legal Research Report SP - 124p AB - In September 2006, the National Highway Traffic Safety Administration funded the Pacific Institute for Research and Evaluation to conduct legal research on State statutes and regulations that pertain to alcohol sales and/or service to intoxicated people to reduce injuries and fatalities stemming from alcohol impaired driving. The research was to explore the variation in State sales to intoxicated people (SIP) laws and include examination of case law to assess how statutory language has been interpreted in court cases. The research was also to include a qualitative component that collected data on key issues specific to SIP law enforcement and adjudication practices. This report summarizes the findings of this research. Legal research findings related to six key elements: types of laws; defendants; definition of intoxication in statutory language; prohibited activities; evidentiary requirements; and penalties. The single most notable finding from the qualitative enforcement research is that SIP enforcement is relatively rare. Lack of enforcement appears to be due to three main factors: cultural norms/lack of political will to address SIP law violations; limited resources to engage in SIP enforcement operations; and statutory evidentiary provisions that make the collection of evidence overly burdensome. Other noteworthy findings concern factors that affect enforcement practice. Three case studies of State-specific enforcement and adjudication issues offer insight into SIP enforcement in Baton Rouge, Louisiana, and in California and New Mexico. The report concludes with 13 “best practice” recommendations. This report is designed for policymakers, administrators, researchers, law enforcement professionals, health and safety advocacy groups, and others who are working to reduce injuries and fatalities stemming from alcohol impaired driving. The findings and best practice recommendations provide a foundation for augmenting their efforts to prevent these tragedies on the Nation’s highways with the effective application of State SIP laws. KW - Adjudication KW - Alcoholic beverages KW - Baton Rouge (Louisiana) KW - Best practices KW - California KW - Case studies KW - Drunk driving KW - Intoxication KW - Law enforcement KW - Legal documents KW - Legal factors KW - New Mexico KW - Sales KW - State laws UR - http://www.nhtsa.gov/DOT/NHTSA/Traffic%20Injury%20Control/Articles/Associated%20Files/811142.pdf UR - https://trid.trb.org/view/1117578 ER - TY - SER AN - 01160566 JO - Traffic Safety Facts - Research Note PB - National Highway Traffic Safety Administration TI - Child Restraint Use in 2008 – Demographic Results PY - 2009/06 IS - HS-811 148 SP - 7p AB - Compared to non-Hispanic children as a group, Hispanic children 1 to 12 years old have significantly lower restraint use rates (use of front-facing child safety seats, booster seats, and seat belts). This result is from the National Survey of the Use of Booster Seats (NSUBS), the only probability-based nationwide child restraint survey that observes restraint use and collects race and ethnicity. The NSUBS is conducted by the National Center for Statistics and Analysis (NCSA) of the National Highway Traffic Safety Administration. Among the other findings from the 2008 survey reported in this Research Note are the following: Although the pattern of use rates by race and ethnicity varied somewhat among the survey’s age groups (birth-12 months, 1-3 years, 4-7 years, and 8-12 years), use rates tended to be highest among White and Asian non-Hispanic children and lowest among African-American non-Hispanic children; the use for African-American children ages 4 to 7 increased from 73% in 2007 to 84% in 2008, and this increase is statistically significant; and the restraint use rates among boys and girls are not statistically different. KW - African Americans KW - Asians KW - Booster seats KW - Child restraint systems KW - Ethnic groups KW - Gender KW - Hispanics KW - National Survey of the Use of Booster Seats KW - Race KW - Seat belts KW - Whites UR - http://www-nrd.nhtsa.dot.gov/Pubs/811148.pdf UR - https://trid.trb.org/view/921366 ER - TY - RPRT AN - 01153453 AU - Rupp, Jonathan D AU - Flannagan, Carol A C AU - Kuppa, Shashi M AU - University of Michigan Transportation Research Institute AU - National Highway Traffic Safety Administration TI - Development of New Injury Risk Curves for the Knee/Distal Femur and the Hip for Use in Frontal Impact Testing PY - 2009/06 SP - 25p AB - This report describes how new injury risk curves for the knee/distal femur and the hip were developed through reanalyses of existing peak knee impact force data. New hip injury risk curves were developed using survival analysis with a lognormal distribution. This distribution was parameterized to account for the effect of stature, which was the only subject characteristic that had a statistically significant effect on the relationship between peak force applied to the hip and the risk of hip fracture. The empirically defined effects of hip flexion and abduction from a standardized seated driving posture on mean hip fracture force were also incorporated into the lognormal distribution as mean shifts. Injury risk curves for the midsize male crash test dummy were defined by applying the stature associated with this dummy and posture of 30° flexion and 15° abduction from a standard reference posture and the standard reference posture (0°flexion, 0° adduction) to the lognormal distribution. A new risk curve describing the relationship between peak force applied at the knee and the likelihood of knee/distal femur fracture was developed by applying survival analysis to an existing dataset in which there was uncensored, left censored, and right censored peak knee impact force data. This risk curve is similar to that currently used by the NHTSA to assess the risk of AIS 2+ KTH injury. Because the fracture forces in the dataset used to develop the new knee/distal femur risk curve were primarily from tests where rigid surfaces loaded the knees of elderly midsize male cadavers, the new risk curve only applies to rigid knee impacts and this segment of the occupant population. Future work should focus on developing knee/distal femur risk curves that apply to other segments of the driving population by characterizing and accounting for the effects of subject factors and impact surface rigidity on KTH fracture forces. KW - Crash injuries KW - Dummies KW - Femur KW - Frontal crashes KW - Hip KW - Impact tests KW - Injury criteria KW - Injury risk prediction KW - Knee KW - Risk analysis KW - Set forward force UR - http://hdl.handle.net/2027.42/64998 UR - https://trid.trb.org/view/914461 ER - TY - RPRT AN - 01147309 AU - Bogard, Scott E AU - Funkhouser, D AU - Sayer, James R AU - University of Michigan Transportation Research Institute AU - National Highway Traffic Safety Administration TI - Integrated Vehicle-Based Safety System (IVBSS): Heavy Truck Extended Pilot Test Summary Report PY - 2009/06//Summary Report SP - 47p AB - This report describes the findings and recommendations from the heavy-truck (HT) extended pilot test (EPT) conducted by University of Michigan Transportation Research Institute (UMTRI) and its partners under the Integrated Vehicle-Based Safety Systems (IVBSS) program. The EPT was conducted to provide evidence of system performance (alert rate and reliable operation) and driver acceptance prior to conduct of the field operational test (FOT). The results of this test were to be used to modify the HT system performance and functionality as required, prior to the start of the FOT. The EPT entailed use of an integrated crash warning system in a heavy truck by seven drivers, over a period of five days each, in the course of their regular duties as drivers for Con-way Freight at the Ann Arbor distribution center. The test lasted four weeks starting on November 10 and ending December 12, 2008; the resultant data represent 5,300 miles of system use. The extended pilot test of the heavy truck platform on the IVBSS program successfully evaluated system performance and driver acceptance. Driver recruitment and training procedures were tested, as were the driver survey and debriefing methodologies. The warning system and data acquisition hardware operated reliably through the EPT. However, the warning system had an alert rate that was higher than anticipated based on previous testing. Nonetheless, drivers were generally still accepting of the system. Valuable data obtained from the EPT have led to further system performance improvements in the detection of stopped and slower-moving objects by the forward crash warning (FCW) subsystem in order to reduce the alert rate, and these enhancements have been implemented into the heavy truck fleet for the full field operational test. KW - Acceptance KW - Commercial vehicles KW - Con-way Freight KW - Crash avoidance systems KW - Extended pilot testing KW - Forward collision warning KW - Heavy vehicles KW - Integrated Vehicle Based Safety Systems (Initiative) KW - Motor carriers KW - System performance UR - http://hdl.handle.net/2027.42/62989 UR - https://trid.trb.org/view/907318 ER - TY - SER AN - 01143740 JO - Traffic Safety Facts - Traffic Tech PB - National Highway Traffic Safety Administration TI - Increasing Rural Seat Belt Use in Six Great Lakes States PY - 2009/06 IS - 378 SP - 2p AB - In May 2006, Illinois, Michigan, Minnesota, Wisconsin, Indiana, and Ohio participated in the second year of a National Highway Traffic Safety Administration-sponsored rural demonstration project (RDP) to increase seat belt use in the rural areas of NHTSA?s Region 5. These States targeted their rural areas with one week of seat belt enforcement messages followed by one week of intensified seat belt enforcement. Immediately afterward, these States also participated in the National Click It or Ticket (CIOT) mobilization, and implemented statewide waves of paid media and seat belt enforcement. This Traffic Tech briefly reports the results of this project in the following areas: media; enforcement; awareness; changes in observed usage; two-year changes in observed usage; impact on subgroups in rural targeted areas; and regional versus U.S. changes in usage (observed and among crash victims). KW - Awareness KW - Demonstration projects KW - Illinois KW - Indiana KW - Mass media KW - Michigan KW - Minnesota KW - Ohio KW - Rural areas KW - Seat belt use KW - Seat belts KW - Traffic law enforcement KW - Wisconsin UR - http://www.nhtsa.dot.gov/staticfiles/DOT/NHTSA/Communication%20&%20Consumer%20Information/Traffic%20Tech%20Publications/Associated%20Files/tt378.pdf UR - https://trid.trb.org/view/903982 ER - TY - SER AN - 01140917 JO - Traffic Safety Facts - Research Note PB - National Highway Traffic Safety Administration TI - Alcohol-Impaired Drivers Involved in Fatal Crashes, by Gender and State, 2007-2008 PY - 2009/06 IS - HS-811 095 SP - 4p AB - This Research Note emphasizes recent trends in the number of alcohol-impaired drivers involved in fatal crashes, by the gender of the driver as well as the State where the fatal crash occurred. Analysis of the National Highway Traffic Safety Administration's Fatality Analysis Reporting System (FARS) shows that the number of alcohol-impaired [blood alcohol concentration (BAC)=.08+ grams per deciliter] female drivers increased or remained flat in 15 States in 2008, as compared to 2007. In comparison, the number of alcohol-impaired male drivers increased or remained flat in 13 States. These changes are significant in the light of the overall drop of about 9% in the number of alcohol-impaired drivers nationwide from 2007 to 2008. Additional statistics and trends on this topic are included in this Research Note. KW - Drunk drivers KW - Fatalities KW - Fatality Analysis Reporting System KW - Gender KW - States KW - Statistics KW - Trend (Statistics) UR - http://www.nhtsa.gov/DOT/NHTSA/reports/811095.pdf UR - https://trid.trb.org/view/901228 ER - TY - RPRT AN - 01139996 AU - National Highway Traffic Safety Administration TI - Driving Transitions Education: Tools, Scripts, and Practice Exercises PY - 2009/06 SP - 58p AB - The purpose of this document is to provide professionals who work directly with older adults, their families, and concerned community members with the tools, scripts, and practice exercises to develop the necessary skills required for effective conversations about driver safety. Step-by-step procedures are provided for responding to inquiries about older driver safety, preparing the older adult and his or her family for the decisions they need to make, and discussing transitions from driving to alternatives that facilitate continued mobility and community involvement. The goal is to enable these professionals to feel comfortable and competent when talking to older drivers, their partners, and families about issues related to driver safety. KW - Aged drivers KW - Counseling KW - Decision making KW - Driving cessation KW - Highway safety KW - Traffic safety education KW - Transitions (Change) UR - http://www.safeandmobileseniors.org/pdfs/NHTSA%20Driving%20Transitions%20Education.pdf UR - https://trid.trb.org/view/899524 ER - TY - RPRT AN - 01138537 AU - National Highway Traffic Safety Administration TI - Regulatory Analyses, Regulatory Evaluations, and Other Reports Completed by Plans and Programs/Plans and Policy/NCSA Office of Regulatory Analysis From January 1971 Through June 2009 PY - 2009/06 SP - 37p AB - This is a list of the regulatory analyses, regulatory evaluations, and other reports completed by the National Center for Statistics and Analysis (NCSA) Office of Regulatory Analysis during the period January 1971 through June 2009. It is arranged by date and includes the Federal Motor Vehicle Safety Standard (FMVSS) number and the title of the document. KW - Federal Motor Vehicle Safety Standards KW - Motor vehicles KW - Policy, legislation and regulation KW - Vehicle safety UR - http://www-nrd.nhtsa.dot.gov/Pubs/811180.PDF UR - https://trid.trb.org/view/898917 ER - TY - RPRT AN - 01137616 AU - Stutts, Jane AU - Martell, Carol AU - Staplin, Loren AU - TransAnalytics, LLC AU - University of North Carolina, Chapel Hill AU - National Highway Traffic Safety Administration TI - Identifying Behaviors and Situations Associated With Increased Crash Risk for Older Drivers PY - 2009/06//Final Report SP - 68p AB - This report reviews published literature and analyzes the most recent Fatality Analysis Reporting System (FARS) and National Automotive Sampling System (NASS)/General Estimates System (GES) data to identify specific driving behaviors (performance errors), and combinations of driver, vehicle, and roadway/environmental characteristics associated with increased crash involvement by older drivers. The analyses reveal, in considerable detail, the contemporary (2002−2006) crash experience of older drivers on streets and highways in the United States. The over- and under-involvement of drivers ages 60-69, 70-79, and 80+ in various crash types has been highlighted through tabular summaries, graphs, and accompanying discussion. For subsets of the two-vehicle crash data within each national database, crash involvement ratios based on comparisons of at-fault to not-at-fault drivers within groups of drivers from 20 to 80 and older, segregated in 10-year cohorts, provide further exposure-adjusted estimates of the magnitude of particular risk factors. KW - Aged drivers KW - Behavior KW - Crash risk forecasting KW - Crash types KW - Driver errors KW - Fatality Analysis Reporting System KW - General Estimates System KW - Literature reviews KW - National Automotive Sampling System KW - Taxonomy UR - http://www.nhtsa.gov/DOT/NHTSA/Traffic%20Injury%20Control/Articles/Associated%20Files/811093.pdf UR - http://ntl.bts.gov/lib/30000/30800/30866/811093.pdf UR - https://trid.trb.org/view/897748 ER - TY - RPRT AN - 01137614 AU - Nichols, James L AU - Tison, Julie AU - Solomon, Mark G AU - Ledingham, Katherine A AU - Preusser, David F AU - Siegler, John N AU - Preusser Research Group, Incorporated AU - National Highway Traffic Safety Administration TI - Evaluation of the "Buckle Up in Your Truck" Programs PY - 2009/06//Final Report SP - 88p AB - In 2006 and 2007, all four States in National Highway Traffic Safety Administration (NHTSA) Region 7 (Iowa, Kansas, Missouri, and Nebraska) participated in a two-year "Buckle Up in Your Truck" (BUIYT) program. Each year, this program consisted of a two-week, high-visibility, seat belt enforcement effort that preceded the National May "Click It or Ticket" (CIOT) mobilization. Paid media and intensified enforcement were the two key components of the BUIYT programs. The paid media focused on young male occupants of pickup trucks while enforcement focused on all unbuckled vehicle occupants. Both components were followed by a second paid media and enforcement campaign (CIOT). An average of 5¢ per capita was spent on paid media during each phase of the program (BUIYT and CIOT), achieving about 350 gross rating points in each of 18 media markets for each week of the program. The citation rate, averaged across the States, was 15 to 17 citations per 10,000 populations. Awareness of general messages to buckle up and of ongoing enforcement reached high levels of about 80% and 68%, respectively. Awareness of messages to buckle up in pickup trucks reached levels of just under 40%. Observed seat belt usage increased in all four States and in all vehicle types. Two-year increases in pickup trucks ranged from 3 to 14 percentage points (an average of 8 points). These results were similar to those of previous BUIYT efforts, combined with CIOT, in NHTSA Regions 4 and 6. KW - Awareness KW - Buckle Up in Your Truck KW - Click It or Ticket KW - Iowa KW - Kansas KW - Law enforcement KW - Mass media KW - Missouri KW - Nebraska KW - Pickup trucks KW - Publicity KW - Seat belt use KW - Seat belts KW - Traffic citations UR - http://www.nhtsa.dot.gov/portal/nhtsa_static_file_downloader.jsp?file=/staticfiles/DOT/NHTSA/Traffic%20Injury%20Control/Articles/Associated%20Files/811131.pdf UR - https://trid.trb.org/view/897749 ER - TY - CONF AN - 01133890 JO - Transportation Research E-Circular PB - Transportation Research Board AU - McCartt, Anne T AU - Hellinga, Laurie A AU - Wells, Joann K TI - Effects of a College Community Campaign on Drinking and Driving with a Strong Enforcement Component PY - 2009/06 IS - E-C132 SP - pp 157-168 AB - A program of publicized intensive enforcement of minimum drinking age law and drinking and driving laws was implemented in a college community. The effects on driving at various blood alcohol concentrations (BACs) were evaluated, particularly for drivers ages 16–24 targeted by the program. Objective measures of driver BACs were collected through nighttime roadside surveys before and during the program in the experimental college community and a comparison college community. Logistic regression models estimated the program’s effects on the likelihood of driving at various BAC thresholds in the program community, after accounting for BAC patterns in the comparison community. Relative to the comparison community, consistent reductions in driving at various BAC levels (positive BAC and BAC at least 0.02%, 0.05%, or 0.08%) were achieved in the experimental community. Reductions were greatest for 16- to 20-year-olds (from 66% for positive BAC to 94% for BAC ≥0.05%), followed by 21- to 24-year-olds (from 32% for positive BAC to 71% for BAC ≥0.08%) and drivers 25 and older (from 23% for positive BAC to 53% for BAC ≥0.08%). All reductions for 16- 20-year-olds were significant (p <0.05), and all except the reduction for BAC ≥0.08% were significantly greater than the corresponding reductions for drivers 25 and older. Reductions for 21- to 24-year-olds were significant for BACs at least 0.02%, 0.05%, and 0.08%, but they were not significantly greater than the corresponding reductions for drivers 25 and older. Although large, reductions for drivers 25 and older were not significant, based on 95% confidence intervals. A college community program with a strong enforcement component produced substantial reductions in drinking and driving among teenagers and young adults and smaller reductions among older adults. It is hoped this will encourage colleges and communities to incorporate enforcement into interventions directed at alcohol use among young people. U1 - Young Impaired Drivers: The Nature of the Problem and Possible SolutionsTransportation Research BoardNational Highway Traffic Safety AdministrationTransport CanadaPacific Institute for Research and EvaluationInternational Council on Alcohol, Drugs and Traffic SafetyInsurance Institute for Highway SafetyCenters for Disease Control and PreventionWoods Hole,Massachusetts,United States StartDate:20080603 EndDate:20080604 Sponsors:Transportation Research Board, National Highway Traffic Safety Administration, Transport Canada, Pacific Institute for Research and Evaluation, International Council on Alcohol, Drugs and Traffic Safety, Insurance Institute for Highway Safety, Centers for Disease Control and Prevention KW - Adults KW - Blood alcohol levels KW - Campaigns KW - College communities KW - College students KW - Data collection KW - Drunk driving KW - Law enforcement KW - Legal drinking age KW - Logistic regression analysis KW - Publicity KW - Teenage drivers KW - Young adults UR - http://www.trb.org/Publications/Blurbs/161810.aspx UR - https://trid.trb.org/view/894483 ER - TY - CONF AN - 01133889 JO - Transportation Research E-Circular PB - Transportation Research Board AU - Romano, Eduardo AU - Kelley-Baker, Tara AU - Voas, Robert B TI - Females and Alcohol-Related Fatal Crashes: Exposure-Adjusted Trends PY - 2009/06 IS - E-C132 SP - pp 18-23 AB - Despite significant progress in traffic safety during the past decades, motor vehicle crashes (MVCs) remain a major source of injury. Of the many factors the literature recognizes as contributing to the likelihood of MVCs, gender is one. Although men have long been recognized as holding the lead in MVCs, women are closing the gap. Questions regarding the extent, characteristics, and determinants of such involvement have arisen. The picture depicting increasing female involvement in MVCs is still blurred. There is strong evidence that increased crash exposure explains a sizable portion of this trend. Some other evidence, however, suggests that changes in attitudes toward risk cannot be ignored as explanatory factors for such a trend. In this study, the authors first briefly review the vulnerability of female drivers to fatal crashes and how the involvement of female drivers in those crashes has evolved over time. They compare this evolution against that of male involvement in fatal crashes. Then, they examine more closely how the vulnerability of female drivers varies across states. Special focus is devoted to young female drivers, a group postulated to be increasingly at risk of involvement in MVCs. U1 - Young Impaired Drivers: The Nature of the Problem and Possible SolutionsTransportation Research BoardNational Highway Traffic Safety AdministrationTransport CanadaPacific Institute for Research and EvaluationInternational Council on Alcohol, Drugs and Traffic SafetyInsurance Institute for Highway SafetyCenters for Disease Control and PreventionWoods Hole,Massachusetts,United States StartDate:20080603 EndDate:20080604 Sponsors:Transportation Research Board, National Highway Traffic Safety Administration, Transport Canada, Pacific Institute for Research and Evaluation, International Council on Alcohol, Drugs and Traffic Safety, Insurance Institute for Highway Safety, Centers for Disease Control and Prevention KW - Attitudes KW - Crash exposure KW - Crashes KW - Drunk driving KW - Fatalities KW - Females KW - Gender KW - Males KW - Risk taking KW - Trend (Statistics) UR - http://www.trb.org/Publications/Blurbs/161810.aspx UR - https://trid.trb.org/view/894426 ER - TY - CONF AN - 01133888 JO - Transportation Research E-Circular PB - Transportation Research Board AU - Faulks, Ian J AU - Irwin, Julia Deborah TI - Drink Driving and Drug Driving Enforcement Strategies in Australia PY - 2009/06 IS - E-C132 SP - pp 204-212 AB - In Australia, strategies to tackle drivers impaired by alcohol or other drugs are based on general deterrence and targeted operations. Random breath testing is widely used across the Australian jurisdictions to combat alcohol impaired driving (drink driving), and most jurisdictions have adopted, or are to adopt, roadside drug testing of drivers. Roadside drug testing supports and extends the previous random breath test (RBT) powers for impaired driving. Australian police now have powers to stop drivers at random to test for alcohol and for specified drugs: THC (cannabis); methylamphetamine (‘speed/ice’); or methylenedioxymethylamphetamine (MDMA or ‘ecstasy’). The penalties provided for drink driving and for drug driving include a substantial fine and loss of drivers license. U1 - Young Impaired Drivers: The Nature of the Problem and Possible SolutionsTransportation Research BoardNational Highway Traffic Safety AdministrationTransport CanadaPacific Institute for Research and EvaluationInternational Council on Alcohol, Drugs and Traffic SafetyInsurance Institute for Highway SafetyCenters for Disease Control and PreventionWoods Hole,Massachusetts,United States StartDate:20080603 EndDate:20080604 Sponsors:Transportation Research Board, National Highway Traffic Safety Administration, Transport Canada, Pacific Institute for Research and Evaluation, International Council on Alcohol, Drugs and Traffic Safety, Insurance Institute for Highway Safety, Centers for Disease Control and Prevention KW - Alcohol breath tests KW - Australia KW - Drugged drivers KW - Drunk driving KW - Ecstasy (Drug) KW - Fines (Penalties) KW - Impaired drivers KW - Law enforcement KW - Marijuana KW - Methamphetamine KW - Random breath tests KW - Revocation KW - Roadside testing UR - http://www.trb.org/Publications/Blurbs/161810.aspx UR - https://trid.trb.org/view/894519 ER - TY - CONF AN - 01133887 JO - Transportation Research E-Circular PB - Transportation Research Board AU - Faulks, Ian J AU - Irwin, Julia Deborah TI - A Review of the Young Impaired Driver Problem in Australia, with a Particular Focus on New South Wales PY - 2009/06 IS - E-C132 SP - pp 32-44 AB - This paper reviews the status of alcohol, drugs and traffic safety in Australia, with a focus on the problems posed by young impaired drivers. Alcohol remains the most critical drug for road trauma. The use of common impairing substances other than alcohol among young drivers in Australia is reviewed. Strategies for combating impaired driving in Australia in recent years include enforcement strategies such as random breath testing, responsible service of alcohol programs, alcohol ignition interlock programs and interventions targeting repeat drink driving offenders for assessment of alcohol dependence, and promotion of the use of personal alcohol breathalyzer devices. Interventions targeting the alcohol industry are also being pursued. Interventions to address drug driving are less common, but include the recent introduction of random roadside drug testing as well as interventions to promote safe celebrating. U1 - Young Impaired Drivers: The Nature of the Problem and Possible SolutionsTransportation Research BoardNational Highway Traffic Safety AdministrationTransport CanadaPacific Institute for Research and EvaluationInternational Council on Alcohol, Drugs and Traffic SafetyInsurance Institute for Highway SafetyCenters for Disease Control and PreventionWoods Hole,Massachusetts,United States StartDate:20080603 EndDate:20080604 Sponsors:Transportation Research Board, National Highway Traffic Safety Administration, Transport Canada, Pacific Institute for Research and Evaluation, International Council on Alcohol, Drugs and Traffic Safety, Insurance Institute for Highway Safety, Centers for Disease Control and Prevention KW - Alcohol breath tests KW - Alcohol ignition interlock devices KW - Alcohol intervention KW - Australia KW - Countermeasures KW - Drugged drivers KW - Drunk drivers KW - Impaired drivers KW - Law enforcement KW - New South Wales KW - Personal alcohol breathalyzers KW - Teenage drivers KW - Traffic safety UR - http://www.trb.org/Publications/Blurbs/161810.aspx UR - https://trid.trb.org/view/894439 ER - TY - CONF AN - 01133886 JO - Transportation Research E-Circular PB - Transportation Research Board AU - Robertson, Robyn AU - Holmes, Erin TI - Criminal Sanctions for Young Impaired Drivers PY - 2009/06 IS - E-C132 SP - pp 114-123 AB - The paucity of information about young impaired driving offenders in the criminal justice system is somewhat surprising given the proportion of youth who continue to be involved in alcohol-related crashes, the important role of age of onset in predicting future criminal behavior, and the fact that impaired driving is one of top five offences committed by young male recidivists. There are important consequences associated with this apparent gap in existing research. Today, in many jurisdictions across Canada and the United States, young impaired drivers are frequently subject to the same traditional sanctions that are applied to adult offenders (e.g., fines, probation, community service, treatment, and incarceration) despite limited evidence of the effectiveness of these strategies even with adults. This has important implications for young impaired drivers and the criminal justice practitioners who process them. Limited knowledge about effective strategies for these offenders has led to inconsistent and possibly ineffective approaches being applied to this population. And, without effective strategies, these young offenders are at risk of becoming tomorrow’s adult drunk drivers who will continue to be involved in the justice system. Based on existing evidence that demonstrates that young impaired drivers pose a greater crash risk to the public on the roadways, and the possibility that these offenders can potentially have longer impaired driving careers, it is important that existing sanctions and programs that are applied to these offenders be evaluated to determine whether they are effective in reducing recidivism, and to guide the development of effective programs to reduce offending among this population. U1 - Young Impaired Drivers: The Nature of the Problem and Possible SolutionsTransportation Research BoardNational Highway Traffic Safety AdministrationTransport CanadaPacific Institute for Research and EvaluationInternational Council on Alcohol, Drugs and Traffic SafetyInsurance Institute for Highway SafetyCenters for Disease Control and PreventionWoods Hole,Massachusetts,United States StartDate:20080603 EndDate:20080604 Sponsors:Transportation Research Board, National Highway Traffic Safety Administration, Transport Canada, Pacific Institute for Research and Evaluation, International Council on Alcohol, Drugs and Traffic Safety, Insurance Institute for Highway Safety, Centers for Disease Control and Prevention KW - Drunk drivers KW - Impaired drivers KW - Recidivism KW - Sanctions KW - Teenage drivers UR - http://www.trb.org/Publications/Blurbs/161810.aspx UR - https://trid.trb.org/view/894448 ER - TY - CONF AN - 01133885 JO - Transportation Research E-Circular PB - Transportation Research Board AU - Nichols, James L AU - Chaudhary, Neil K AU - Tison, Julie TI - The Potential for Nighttime Enforcement and Seat Belt Law Upgrades to Impact Alcohol-Related Deaths Among High-Risk Occupants PY - 2009/06 IS - E-C132 SP - pp 187-203 AB - In spite of reductions in alcohol-related deaths among young vehicle occupants from 1982 through the mid-1990s, little progress has been made since that time. Laws, enforcement, and sanctions were key factors associated with early declines and such efforts likely provide the foundation for further progress. However, another aspect of alcohol-related fatalities affects all age groups and that is low seat belt use. Most persons who die in alcohol-related crashes are not buckled up and this is particularly the case late at night, when younger drivers and their passengers are more prevalent on the roadway. This paper suggests that there is considerable overlap between occupants (of all ages) who are killed in alcohol-related crashes and those victims who are unbuckled. It suggests that, along with efforts to deter impaired drivers, more emphasis should be placed on increasing seat belt usage among potential alcohol-related crash victims. At least a portion of such emphasis should be shifted to nighttime hours when impaired driving and seat belt non-use are at their highest levels and when the majority of unbuckled, alcohol-related fatal crashes occur. In the 24 states with secondary seat belt laws, upgrades that allow for primary enforcement, combined with intensified and high visibility enforcement efforts, provide the greatest potential for reducing alcohol-related deaths. Combined nighttime enforcement programs and primary law upgrades have considerable potential to further reduce alcohol-related deaths among all age groups. U1 - Young Impaired Drivers: The Nature of the Problem and Possible SolutionsTransportation Research BoardNational Highway Traffic Safety AdministrationTransport CanadaPacific Institute for Research and EvaluationInternational Council on Alcohol, Drugs and Traffic SafetyInsurance Institute for Highway SafetyCenters for Disease Control and PreventionWoods Hole,Massachusetts,United States StartDate:20080603 EndDate:20080604 Sponsors:Transportation Research Board, National Highway Traffic Safety Administration, Transport Canada, Pacific Institute for Research and Evaluation, International Council on Alcohol, Drugs and Traffic Safety, Insurance Institute for Highway Safety, Centers for Disease Control and Prevention KW - Drunk driving KW - Fatalities KW - Law enforcement KW - Night KW - Passengers KW - Primary enforcement KW - Primary enforcement laws KW - Seat belt use KW - Seat belts KW - Secondary enforcement KW - Teenage drivers UR - http://www.trb.org/Publications/Blurbs/161810.aspx UR - https://trid.trb.org/view/894493 ER - TY - CONF AN - 01133884 JO - Transportation Research E-Circular PB - Transportation Research Board AU - Robertson, Robyn AU - Marples, Ian R TI - Alcohol Monitoring Technologies: Applications for Youth and Young Impaired Drivers PY - 2009/06 IS - E-C132 SP - pp 216-223 AB - Technologies to reduce impaired driving may provide one opportunity to reduce offending among youth impaired drivers. Technologies designed to reduce and prevent alcohol-impaired driving have long been used to incapacitate, deter, and control alcohol consumption and drinking and driving among adult offenders. Two important examples of such technologies that are widely used are continuous alcohol monitoring, based on transdermal measures of alcohol consumption, and alcohol ignition interlocks, based on breath alcohol measures. The former involves a bracelet that is attached to offenders and monitors drinking behavior. It was introduced in 2003 and today is in use in more than 43 states in the U.S. The latter is a breath testing device linked to a vehicle’s ignition or other on-board system so as to require a zero or low BAC test before the vehicle can be started or operated. Alcohol interlocks are designed to separate drinking and driving as well as to monitor alcohol consumption. Interlocks have been in use for more than two decades and are applied in almost all jurisdictions in North America to drunk driving offenders as well as to a range of drivers in other jurisdictions around the world. This paper presents a brief discussion regarding ways in which these two important yet distinct technologies are beginning to be applied to youth. U1 - Young Impaired Drivers: The Nature of the Problem and Possible SolutionsTransportation Research BoardNational Highway Traffic Safety AdministrationTransport CanadaPacific Institute for Research and EvaluationInternational Council on Alcohol, Drugs and Traffic SafetyInsurance Institute for Highway SafetyCenters for Disease Control and PreventionWoods Hole,Massachusetts,United States StartDate:20080603 EndDate:20080604 Sponsors:Transportation Research Board, National Highway Traffic Safety Administration, Transport Canada, Pacific Institute for Research and Evaluation, International Council on Alcohol, Drugs and Traffic Safety, Insurance Institute for Highway Safety, Centers for Disease Control and Prevention KW - Alcohol ignition interlock devices KW - Continuous alcohol monitoring devices KW - Driver monitoring KW - Drunk driving KW - Impaired drivers KW - Technology KW - Teenage drivers KW - Young adults UR - http://www.trb.org/Publications/Blurbs/161810.aspx UR - https://trid.trb.org/view/894524 ER - TY - CONF AN - 01133883 JO - Transportation Research E-Circular PB - Transportation Research Board AU - Demers, Brian TI - The Perspective on Campus PY - 2009/06 IS - E-C132 SP - pp 169-173 AB - The college campus remains one of the most difficult areas to reach in underage drinking prevention. The environment is one steeped in a tradition of alcohol, and little regard to rules and regulation. Those wishing to perform underage drinking prevention on the college campus find unique challenges not present in other settings. The author attempts to provide here both the perspective of a college student living in an urban campus as well as those of respected leaders in college drinking prevention. This is not intended as an all-encompassing view of the world of college drinking. It is rather the author's particular experiences as a student, and a selection of practices recommended by those who are highly respected in the field. U1 - Young Impaired Drivers: The Nature of the Problem and Possible SolutionsTransportation Research BoardNational Highway Traffic Safety AdministrationTransport CanadaPacific Institute for Research and EvaluationInternational Council on Alcohol, Drugs and Traffic SafetyInsurance Institute for Highway SafetyCenters for Disease Control and PreventionWoods Hole,Massachusetts,United States StartDate:20080603 EndDate:20080604 Sponsors:Transportation Research Board, National Highway Traffic Safety Administration, Transport Canada, Pacific Institute for Research and Evaluation, International Council on Alcohol, Drugs and Traffic Safety, Insurance Institute for Highway Safety, Centers for Disease Control and Prevention KW - Alcohol availability KW - Campuses KW - College students KW - Law enforcement KW - Legal drinking age KW - Students KW - Underage drinking KW - Underage drinking prevention UR - http://www.trb.org/Publications/Blurbs/161810.aspx UR - https://trid.trb.org/view/894485 ER - TY - CONF AN - 01133882 JO - Transportation Research E-Circular PB - Transportation Research Board AU - Shope, Jean T AU - Bingham, C Raymond AU - Zakrajsek, Jennifer S TI - Psychosocial and Behavioral Factors That Predict Impaired and Other Risky Driving: Findings from a Longitudinal Study PY - 2009/06 IS - E-C132 SP - pp 59-72 AB - This paper first describes a longitudinal study of a large cohort of young people that included multiple measures over time of psychosocial and behavioral factors, as well as driving records of study participants from licensure well into young adulthood. Then, results from several study analyses are summarized. Problem Behavior Theory (PBT), an approach to understanding adolescent and young adult behavioral development, guided much of the research. The goal of the longitudinal research study has been to understand the predictors of substance use and impaired driving, so that appropriate, timely, theory-based interventions can be developed, tested, and implemented to reduce the fatalities and injuries from impaired driving traffic crashes. After the study results have been reported, they are summarized and discussed in terms of their contribution, limitations, and implications for future work. U1 - Young Impaired Drivers: The Nature of the Problem and Possible SolutionsTransportation Research BoardNational Highway Traffic Safety AdministrationTransport CanadaPacific Institute for Research and EvaluationInternational Council on Alcohol, Drugs and Traffic SafetyInsurance Institute for Highway SafetyCenters for Disease Control and PreventionWoods Hole,Massachusetts,United States StartDate:20080603 EndDate:20080604 Sponsors:Transportation Research Board, National Highway Traffic Safety Administration, Transport Canada, Pacific Institute for Research and Evaluation, International Council on Alcohol, Drugs and Traffic Safety, Insurance Institute for Highway Safety, Centers for Disease Control and Prevention KW - Alcohol abuse KW - Behavior KW - Drug abuse KW - Drugged drivers KW - Drunk drivers KW - Impaired drivers KW - Longitudinal studies KW - Psychological aspects KW - Risk taking KW - Teenage drivers KW - Young adults UR - http://www.trb.org/Publications/Blurbs/161810.aspx UR - https://trid.trb.org/view/894441 ER - TY - CONF AN - 01133881 JO - Transportation Research E-Circular PB - Transportation Research Board AU - Nickel, Wolf-Rudiger TI - The Nature of the Young Impaired Driver Problem in Europe PY - 2009/06 IS - E-C132 SP - pp 24-31 AB - European statistics in general and crash data are difficult to compare internationally. There are many reasons underlying this difficulty: national, cultural, economic and societal development, history, political systems, legislation, etc. Therefore any overview of the European situation lacks representativeness in one way or another. At the same time a selection of European Union (EU) countries is problematic because several countries do not yet collect statistics in a comparable manner and some do not deliver the relevant data to the EU. Therefore, a valid and representative overview is hardly achievable. The goal of the EU - as documented in the European Road Safety Charter (Dublin 2004) - of reducing fatalities until 2010 by 50% was set not knowing when and which countries would have joined the EU by 2010. This, however, is only one of the reasons why the goal will most likely not be achieved although a highly significant progress is observable. With all these restraints, the goal in this paper is set on (1) depicting the situation of young impaired drivers in the EU and in selected member states, (2) whenever possible and meaningful differentiating between types of impairment, and (3) predominantly naming and describing selected best practice primary and secondary prevention measures. U1 - Young Impaired Drivers: The Nature of the Problem and Possible SolutionsTransportation Research BoardNational Highway Traffic Safety AdministrationTransport CanadaPacific Institute for Research and EvaluationInternational Council on Alcohol, Drugs and Traffic SafetyInsurance Institute for Highway SafetyCenters for Disease Control and PreventionWoods Hole,Massachusetts,United States StartDate:20080603 EndDate:20080604 Sponsors:Transportation Research Board, National Highway Traffic Safety Administration, Transport Canada, Pacific Institute for Research and Evaluation, International Council on Alcohol, Drugs and Traffic Safety, Insurance Institute for Highway Safety, Centers for Disease Control and Prevention KW - Best practices KW - Countermeasures KW - Drugged drivers KW - Drunk drivers KW - Europe KW - European Union countries KW - Impaired drivers KW - Teenage drivers UR - http://www.trb.org/Publications/Blurbs/161810.aspx UR - https://trid.trb.org/view/894430 ER - TY - CONF AN - 01133880 JO - Transportation Research E-Circular PB - Transportation Research Board AU - Fell, James C AU - Voas, Robert B AU - Romano, Eduardo AU - Blackman, Kenneth TI - Single-Vehicle Fatal Crashes Involving Youth: Trends and a Preliminary Analysis of the Role of Graduated Driver Licensing Laws PY - 2009/06 IS - E-C132 SP - pp 103-113 AB - Despite the promising evidence for the effectiveness of Graduated Driver Licensing (GDL), the policy faces a number of hurdles. Although 44 states have adopted a three-phased program, the elements within each phase adopted by states vary considerably. Two of the GDL components involve a practical cost to some families: “no teen passengers” means big brother cannot drive sister to piano lessons, and “no nighttime driving” means daughter cannot pick up and drive mom home from her evening job. Legislators and parents must have a clear appreciation for the safety benefits if they are to accept the trade-offs required by GDL restrictions. More significantly, the GDL system places the major part of the enforcement effort on the parent. Police may on occasion stop a vehicle with a young-looking driver to check driving permit status, but the GDL limitations are likely to be ignored much of the time unless the parent takes a personal interest in enforcing the rules. In addition to strengthening their GDL laws if justified, states will need to invest in public information programs to gain parental support for supervising their teen drivers. To support programs directed at persuading parental investment in such activities, additional evidence on the extent that GDL and its two more onerous provisions, passenger and nighttime restrictions, are significantly reducing novice driver deaths is needed. In this brief report, the authors examine the trend in crash involvement for two groups of underage drivers (15- to 17-year-olds and 18- to 20-year-olds) in relation to the growth in the number of states enacting GDL laws since 1995. U1 - Young Impaired Drivers: The Nature of the Problem and Possible SolutionsTransportation Research BoardNational Highway Traffic Safety AdministrationTransport CanadaPacific Institute for Research and EvaluationInternational Council on Alcohol, Drugs and Traffic SafetyInsurance Institute for Highway SafetyCenters for Disease Control and PreventionWoods Hole,Massachusetts,United States StartDate:20080603 EndDate:20080604 Sponsors:Transportation Research Board, National Highway Traffic Safety Administration, Transport Canada, Pacific Institute for Research and Evaluation, International Council on Alcohol, Drugs and Traffic Safety, Insurance Institute for Highway Safety, Centers for Disease Control and Prevention KW - Fatalities KW - Graduated licensing KW - Law enforcement KW - Parents KW - Public information programs KW - Single vehicle crashes KW - State laws KW - Teenage drivers KW - Trend (Statistics) UR - http://www.trb.org/Publications/Blurbs/161810.aspx UR - https://trid.trb.org/view/894447 ER - TY - CONF AN - 01133879 JO - Transportation Research E-Circular PB - Transportation Research Board AU - Sweedler, Barry M TI - History and Effects of Graduated Licensing and Zero Tolerance PY - 2009/06 IS - E-C132 SP - pp 95-102 AB - Safety researchers and policy makers have recognized for some time that young and inexperienced drivers are overrepresented in traffic crashes. Of all the strategies to reduce these crashes, those that affect a young person's freedom to drive hold the greatest promise. A driver's license is among the most prized possessions of youth. It follows that young people will be attentive to driving safety programs that attempt to control the conditions under which they can drive—including program components that, independently, might have little appeal. This "carrot and stick" strategy has been incorporated into a number of programs for licensing young drivers. This paper discusses two interrelated legislative approaches to the young driver problem: Graduated Driver Licensing (GDL), which is intended to help young drivers ease into driving under less risky circumstances as they develop their driving skills; and zero tolerance, which attempts to reduce the possibility that young drivers will drink and drive. Often, zero tolerance is one of the elements of GDL, although they are sometimes legislated separately. The paper discusses the history of these legislative approaches and research showing their effectiveness. It then discusses how to move forward in improving these laws and ultimately the safety of young drivers. U1 - Young Impaired Drivers: The Nature of the Problem and Possible SolutionsTransportation Research BoardNational Highway Traffic Safety AdministrationTransport CanadaPacific Institute for Research and EvaluationInternational Council on Alcohol, Drugs and Traffic SafetyInsurance Institute for Highway SafetyCenters for Disease Control and PreventionWoods Hole,Massachusetts,United States StartDate:20080603 EndDate:20080604 Sponsors:Transportation Research Board, National Highway Traffic Safety Administration, Transport Canada, Pacific Institute for Research and Evaluation, International Council on Alcohol, Drugs and Traffic Safety, Insurance Institute for Highway Safety, Centers for Disease Control and Prevention KW - Graduated licensing KW - History KW - Legislation KW - Research KW - Teenage drivers KW - Traffic safety KW - Zero tolerance UR - http://www.trb.org/Publications/Blurbs/161810.aspx UR - https://trid.trb.org/view/894446 ER - TY - CONF AN - 01133878 JO - Transportation Research E-Circular PB - Transportation Research Board AU - Kelley-Baker, Tara AU - Voas, Robert B TI - Lack of Information from National Surveys: What We Still Need to Learn About Transition Teens PY - 2009/06 IS - E-C132 SP - pp 85-92 AB - The initiation of teen driving, which usually occurs between the ages of 15 and 17, has been studied primarily in relation to crash-injury reduction. Because of the increased opportunities for risk-taking behaviors, this particular age (15–17), when teens begin to drive without parental supervision and to ride with peers, may be one of the most important periods in the development between puberty and emerging adulthood. Gaining access to vehicles increases adolescents’ and young adults’ mobility, thus possibly facilitating experimentation with risky behaviors. This hypothesis may be particularly true in the United States, where geographic distances are greater than in Europe and where public transportation is not a well-developed alternative. In this paper, the authors refer to this period as “transition teens”. Some recent evidence supports this understudied area. The most directly relevant study, conducted by McCarthy and Brown, found that obtaining a driver’s license was associated over the long term with an increase in the use of alcohol, cigarettes, and marijuana. Researchers have largely ignored this area of research, however, perhaps because of data limitations (e.g., until recently, most national surveys on the risky behaviors of teenagers did not include information on motor-vehicle availability and usage). Thus, it was formerly impossible to measure directly the effect of motor-vehicle access and exposure to nonhighway health risks, such as alcohol and drug use and other risky behaviors (e.g., sex, violence). U1 - Young Impaired Drivers: The Nature of the Problem and Possible SolutionsTransportation Research BoardNational Highway Traffic Safety AdministrationTransport CanadaPacific Institute for Research and EvaluationInternational Council on Alcohol, Drugs and Traffic SafetyInsurance Institute for Highway SafetyCenters for Disease Control and PreventionWoods Hole,Massachusetts,United States StartDate:20080603 EndDate:20080604 Sponsors:Transportation Research Board, National Highway Traffic Safety Administration, Transport Canada, Pacific Institute for Research and Evaluation, International Council on Alcohol, Drugs and Traffic Safety, Insurance Institute for Highway Safety, Centers for Disease Control and Prevention KW - Alcohol use KW - Behavior KW - Drug use KW - Information needs KW - Risk taking KW - Teenage drivers KW - Transition periods KW - Vehicle availability UR - http://www.trb.org/Publications/Blurbs/161810.aspx UR - https://trid.trb.org/view/894443 ER - TY - CONF AN - 01133877 JO - Transportation Research E-Circular PB - Transportation Research Board AU - Voas, Robert B AU - Romano, Eduardo AU - Fell, James C AU - Kelley-Baker, Tara TI - Young Impaired Driver Involvement in Fatal Crashes PY - 2009/06 IS - E-C132 SP - pp 9-17 AB - Elder and Shults (2002) reported that between 1982 and 2001 the rate of drinking drivers in fatal crashes per 100,000 population in all age groups declined by 46%. In contrast, the rate for teenagers (15 to 17 years) declined 60% and for youths (18 to 20 years), 55%. Various explanations have been suggested for the reduction in alcohol-related crashes over the last quarter century. A study by Dang (2008), recently published by the National Highway Traffic Safety Administration (NHTSA), found evidence that two factors were of major importance: (1) demographic changes including the aging of the population and a decline in the proportion of licensed drivers who are males, and (2) the passage of several impaired-driving laws, particularly the minimum legal drinking age (MLDA) law. Because of the evidence that drivers younger than 21 are at higher risk for involvement in crashes, particularly alcohol-related crashes, the contribution of that age group to the observed reductions in alcohol-related crashes is of special interest. Given the large number of laws and programs initiated during the last quarter century that affect drivers of all ages, there is interest in determining whether youth for whom special “status” laws were enacted benefited more than older drivers did. This topic is relevant to the current controversy over the benefits of the MLDA law. The Dang study found that the MLDA law reduced by 40% the fatal crash involvements of underage drivers with blood alcohol concentration (BAC) of .08 or higher. The objective of this study is to update the Elder and Shults (2002) study. Because of the complex factors that influence alcohol-related crashes, this report considers several methods, other than population, for calculating crash rates to measure the trend for underage drinking drivers in alcohol-related crashes between 1982 and 2004. U1 - Young Impaired Drivers: The Nature of the Problem and Possible SolutionsTransportation Research BoardNational Highway Traffic Safety AdministrationTransport CanadaPacific Institute for Research and EvaluationInternational Council on Alcohol, Drugs and Traffic SafetyInsurance Institute for Highway SafetyCenters for Disease Control and PreventionWoods Hole,Massachusetts,United States StartDate:20080603 EndDate:20080604 Sponsors:Transportation Research Board, National Highway Traffic Safety Administration, Transport Canada, Pacific Institute for Research and Evaluation, International Council on Alcohol, Drugs and Traffic Safety, Insurance Institute for Highway Safety, Centers for Disease Control and Prevention KW - Blood alcohol levels KW - Crash rates KW - Demographics KW - Drunk drivers KW - Fatalities KW - Impaired drivers KW - Legal drinking age KW - Teenage drivers KW - Trend (Statistics) UR - http://www.trb.org/Publications/Blurbs/161810.aspx UR - https://trid.trb.org/view/894399 ER - TY - CONF AN - 01133876 JO - Transportation Research E-Circular PB - Transportation Research Board AU - Fell, James C AU - Fisher, Deborah A AU - Voas, Robert B AU - Blackman, Kenneth AU - Tippetts, Scott TI - The Impact of Underage Drinking and Related Laws on Youth Alcohol-Related Fatal Crashes PY - 2009/06 IS - E-C132 SP - pp 140-153 AB - As a follow-up to their previous study, the authors conducted this research to (1) determine if the enactment of six minimum legal drinking age (MLDA) 21 laws is associated with reductions in the rate of underage drinking drivers involved in fatal crashes after the enactment date, and (2) determine if the adoption of other key drinking and driving laws and socioeconomic conditions in the states have an effect on underage drinking driver fatal crashes. This paper outlines the study methods, presents the findings, and discusses the results of the study. They found that four of the six underage drinking laws were significantly associated with reductions in underage drinking and driving fatal crashes. Three of the general impaired driving and traffic safety laws examined were significantly associated with reductions in underage drinking-driving fatalities. However, the four underage drinking laws had a greater effect. U1 - Young Impaired Drivers: The Nature of the Problem and Possible SolutionsTransportation Research BoardNational Highway Traffic Safety AdministrationTransport CanadaPacific Institute for Research and EvaluationInternational Council on Alcohol, Drugs and Traffic SafetyInsurance Institute for Highway SafetyCenters for Disease Control and PreventionWoods Hole,Massachusetts,United States StartDate:20080603 EndDate:20080604 Sponsors:Transportation Research Board, National Highway Traffic Safety Administration, Transport Canada, Pacific Institute for Research and Evaluation, International Council on Alcohol, Drugs and Traffic Safety, Insurance Institute for Highway Safety, Centers for Disease Control and Prevention KW - Crashes KW - Drunk driving KW - Fatalities KW - Legal drinking age KW - State laws KW - Teenage drivers KW - Underage drinking UR - http://www.trb.org/Publications/Blurbs/161810.aspx UR - https://trid.trb.org/view/894478 ER - TY - CONF AN - 01133875 JO - Transportation Research E-Circular PB - Transportation Research Board AU - McCartt, Anne T AU - Hellinga, Laurie A AU - Kirley, Bevan B TI - Effects of 21 Minimum Legal Drinking Age Laws on Alcohol-Related Driving in the United States PY - 2009/06 IS - E-C132 SP - pp 124-139 AB - Minimum legal drinking age (MLDA) laws underwent many changes during the 20th century in the United States. Since July 1988, the MLDA has been 21 in all 50 states and the District of Columbia. A preponderance of evidence shows that MLDAs of 21 are an effective deterrent to underage drinking and driving and have reduced alcohol-related crashes among young drivers. Yet many underage people still drink, many drink and drive, and alcohol remains an important risk factor in serious crashes of young drivers, especially as they progress through the teenage years. Stepped-up enforcement of the MLDA and drinking and driving laws can reduce underage drinking. Recent efforts to lower MLDAs to 18 and issue licenses to drink upon completion of alcohol education have gained local and national media attention. There is no evidence that alcohol education can even partially replace the effect of the 21 MLDA. U1 - Young Impaired Drivers: The Nature of the Problem and Possible SolutionsTransportation Research BoardNational Highway Traffic Safety AdministrationTransport CanadaPacific Institute for Research and EvaluationInternational Council on Alcohol, Drugs and Traffic SafetyInsurance Institute for Highway SafetyCenters for Disease Control and PreventionWoods Hole,Massachusetts,United States StartDate:20080603 EndDate:20080604 Sponsors:Transportation Research Board, National Highway Traffic Safety Administration, Transport Canada, Pacific Institute for Research and Evaluation, International Council on Alcohol, Drugs and Traffic Safety, Insurance Institute for Highway Safety, Centers for Disease Control and Prevention KW - Driver education KW - Drunk driving KW - Legal drinking age KW - State laws KW - Teenage drivers KW - United States UR - http://www.trb.org/Publications/Blurbs/161810.aspx UR - https://trid.trb.org/view/894450 ER - TY - CONF AN - 01133874 JO - Transportation Research E-Circular PB - Transportation Research Board AU - Bingham, C Raymond AU - Shope, Jean T AU - Parow, Julie E AU - Raghunathan, Trivellore E TI - Crash Types: Markers of Increased Risk of Alcohol-Involved Crashes Among Teen Drivers PY - 2009/06 IS - E-C132 SP - pp 73-84 AB - The purpose of this study was to compare teen to adult drivers’ risk of having an alcohol-related crash. The results are consistent with past research. The lower rate ratios found for alcohol-related crashes compared to all crashes indicated that teens are less likely to be involved in alcohol-related crashes relative to other types of crashes. Male drivers were at greater risk of crash involvement than women, and when they did drink and drive, teens were more likely than adults to experience an alcohol-related crash. Finally, for both men and women, speeding and passengers contributed most to an increased likelihood that an alcohol-involved crash would result in a casualty. U1 - Young Impaired Drivers: The Nature of the Problem and Possible SolutionsTransportation Research BoardNational Highway Traffic Safety AdministrationTransport CanadaPacific Institute for Research and EvaluationInternational Council on Alcohol, Drugs and Traffic SafetyInsurance Institute for Highway SafetyCenters for Disease Control and PreventionWoods Hole,Massachusetts,United States StartDate:20080603 EndDate:20080604 Sponsors:Transportation Research Board, National Highway Traffic Safety Administration, Transport Canada, Pacific Institute for Research and Evaluation, International Council on Alcohol, Drugs and Traffic Safety, Insurance Institute for Highway Safety, Centers for Disease Control and Prevention KW - Casualties KW - Crash types KW - Crashes KW - Drunk driving KW - Females KW - Males KW - Passengers KW - Risk assessment KW - Speeding KW - Teenage drivers UR - http://www.trb.org/Publications/Blurbs/161810.aspx UR - https://trid.trb.org/view/894442 ER - TY - CONF AN - 01133873 JO - Transportation Research E-Circular PB - Transportation Research Board AU - Maxwell, Jane Carlisle AU - Freeman, James E AU - Davey, Jeremy TI - Young DUI Offenders Seen in Substance Abuse Treatment PY - 2009/06 IS - E-C132 SP - pp 47-58 AB - To increase the effectiveness of Driving Under the Influence (DUI) education programs, more information is needed on the characteristics of minors arrested for driving under the influence. Between September 1, 2002, and July 1, 2006, 10,532 young Texans under age 21 were arrested for a DUI; they composed 7.5% of all DUI arrests in Texas during that time period. Of this young population, 5 were age 15, 25 were age 16, 821 were age 17, 2,249 were age 18, 3,362 were age 19, and 4,071 were age 20. Some 2.5% were black males, 0.5% were black females, 69% were white males, and 15% were white females (Maxwell 2008). The ethnicity was not reported, which is a major problem, given 36% of the Texas population in 2006 was Hispanic (American Community Survey 2006). The driving record also does not provide information on the substances found in the driver. Further, no demographic information on students mandated to DUI education programs in Texas is collected. Because of the lack of available data, this article used data on young DUI offenders who entered alcohol and drug treatment programs to begin to learn more about the characteristics of impaired drivers in Texas who were under the age of 21. The study focuses on two research questions: Have changes in demographic and consumption patterns occurred over time? What are the risk factors that influence treatment entrance, completion, and abstinence 90 days after discharge from treatment? U1 - Young Impaired Drivers: The Nature of the Problem and Possible SolutionsTransportation Research BoardNational Highway Traffic Safety AdministrationTransport CanadaPacific Institute for Research and EvaluationInternational Council on Alcohol, Drugs and Traffic SafetyInsurance Institute for Highway SafetyCenters for Disease Control and PreventionWoods Hole,Massachusetts,United States StartDate:20080603 EndDate:20080604 Sponsors:Transportation Research Board, National Highway Traffic Safety Administration, Transport Canada, Pacific Institute for Research and Evaluation, International Council on Alcohol, Drugs and Traffic Safety, Insurance Institute for Highway Safety, Centers for Disease Control and Prevention KW - Alcohol abuse KW - Alcoholism treatment programs KW - Demographics KW - Drug abuse KW - Drug treatment programs KW - Drugged drivers KW - Drunk drivers KW - Risk assessment KW - Teenage drivers KW - Texas UR - http://www.trb.org/Publications/Blurbs/161810.aspx UR - https://trid.trb.org/view/894440 ER - TY - CONF AN - 01133872 JO - Transportation Research E-Circular PB - Transportation Research Board AU - Moore, Roland S AU - Ames, Genevieve M TI - Young Impaired Drivers: The Nature of the Problem and the Strategies Being Used in the Military PY - 2009/06 IS - E-C132 SP - pp 174-183 AB - This paper offers a summary of the limited English language literature on the prevalence of driving under the influence (DUI) in the military, and a recounting of some of the distinctive measures the military has taken to combat the problem of DUI. The paper concludes with an overview of a variety of DUI prevention approaches mentioned by U.S. Navy personnel in ethnographic interviews conducted in the course of two five-year studies on alcohol and the military workplace among young sailors as well as careerists within the Navy. This paper's literature review, as well as the DUI-focused analysis of interviews with Navy personnel, primarily concern the Department of Defense (DoD) in the United States, but they include deployment overseas as well as the DUI prevention efforts of the military in several other countries. A noteworthy limitation of the literature is the paucity of peer-reviewed studies focusing explicitly on drinking and driving in the military; even fewer offer suggestions on military-specific DUI prevention approaches. Clearly, there is room for much more evaluation research in this area. U1 - Young Impaired Drivers: The Nature of the Problem and Possible SolutionsTransportation Research BoardNational Highway Traffic Safety AdministrationTransport CanadaPacific Institute for Research and EvaluationInternational Council on Alcohol, Drugs and Traffic SafetyInsurance Institute for Highway SafetyCenters for Disease Control and PreventionWoods Hole,Massachusetts,United States StartDate:20080603 EndDate:20080604 Sponsors:Transportation Research Board, National Highway Traffic Safety Administration, Transport Canada, Pacific Institute for Research and Evaluation, International Council on Alcohol, Drugs and Traffic Safety, Insurance Institute for Highway Safety, Centers for Disease Control and Prevention KW - Countermeasures KW - Drunk driving KW - Literature reviews KW - Military personnel KW - Teenage drivers KW - Young adults UR - http://www.trb.org/Publications/Blurbs/161810.aspx UR - https://trid.trb.org/view/894488 ER - TY - CONF AN - 01133871 JO - Transportation Research E-Circular PB - Transportation Research Board AU - Johnson, Mark B TI - The Consequences of Providing Drinkers with BAC Information on Assessments of Alcohol Impairment and Drunk-Driving Risk PY - 2009/06 IS - E-C132 SP - pp 224-234 AB - Ever since illegal impaired driving could be defined in terms of a specific blood alcohol concentration (BAC), safety specialists have expressed concern about the absence of a method for a driver to measure his or her own BAC. Those who oppose lower BAC limits argue that it is practically impossible for a drinker to determine his or her status with respect to the law. When both the driver?s BAC and the legal driving limit are known, however, drivers presumably will make more rational choices when weighing the risks associated with driving after drinking. Several studies have been conducted of drinkers? ability to estimate their own BACs. These studies suggest that individuals rely on internal sensations or on counting drinks to make their estimates, which often are different from their actual BAC levels. There is a reasonable argument that the drinking public could make more rational decisions about driving after drinking if they could accurately measure their BACs. Nevertheless, few studies have examined the effect of BAC estimation tools on impaired driving, and to the author's knowledge, no research has investigated how BAC feedback affects drinkers? perceptions of their impairment and their risk of driving under the influence (DUI) arrest. This paper briefly discusses the tools for estimating BACs and the risks of providing BAC estimates in real-world settings. It then reports the results of two studies. The first study interpreted the magnitude of the correlation between BAC and subjective impairment ratings as an indicator of sensitivity to driving impairment. The second study took place in a real world drinking environment and examined whether providing BAC estimation tools would have any effect on alcohol consumption of drivers and passengers. U1 - Young Impaired Drivers: The Nature of the Problem and Possible SolutionsTransportation Research BoardNational Highway Traffic Safety AdministrationTransport CanadaPacific Institute for Research and EvaluationInternational Council on Alcohol, Drugs and Traffic SafetyInsurance Institute for Highway SafetyCenters for Disease Control and PreventionWoods Hole,Massachusetts,United States StartDate:20080603 EndDate:20080604 Sponsors:Transportation Research Board, National Highway Traffic Safety Administration, Transport Canada, Pacific Institute for Research and Evaluation, International Council on Alcohol, Drugs and Traffic Safety, Insurance Institute for Highway Safety, Centers for Disease Control and Prevention KW - Alcohol use KW - Blood alcohol levels KW - Decision making KW - Drunk drivers KW - Drunk driving KW - Estimating KW - Measuring methods KW - Risk perception KW - Self evaluation KW - Subjective evaluation UR - http://www.trb.org/Publications/Blurbs/161810.aspx UR - https://trid.trb.org/view/894530 ER - TY - CONF AN - 01133870 JO - Transportation Research E-Circular PB - Transportation Research Board TI - Young Impaired Drivers: The Nature of the Problem and Possible Solutions PY - 2009/06 IS - E-C132 SP - 254p AB - Young drivers pose particular risks in traffic—especially when they are impaired by alcohol or other drugs. Many different factors are linked to the problem of young impaired drivers: access to alcohol and drugs, access to vehicles, cultural characteristics, and the geography of a given area. In order to explore the risks posed by young impaired drivers and how these risks might be ameliorated, the Alcohol, Other Drugs, and Transportation Committee of the Transportation Research Board convened a workshop to discuss these issues as they relate to traffic safety in the United States, Canada, Europe, and Australia. The workshop was held on June 3–4, 2008, at the National Academies’ Jonsson Conference Center in Woods Hole, Massachusetts. This report provides an overview of the workshop as well as the background papers prepared for the workshop. The papers are organized under the following six headings: The Nature of the Problem; Characteristics of Young Drinkers, Drivers, and Crashes; Prevention and Intervention Strategies: Laws and Regulations Affecting Traffic Safety Among Young Drivers; Prevention and Intervention Strategies: Strategies on College Campuses and in the Military; Enforcement Strategies; and Technological Approaches. U1 - Young Impaired Drivers: The Nature of the Problem and Possible SolutionsTransportation Research BoardNational Highway Traffic Safety AdministrationTransport CanadaPacific Institute for Research and EvaluationInternational Council on Alcohol, Drugs and Traffic SafetyInsurance Institute for Highway SafetyCenters for Disease Control and PreventionWoods Hole,Massachusetts,United States StartDate:20080603 EndDate:20080604 Sponsors:Transportation Research Board, National Highway Traffic Safety Administration, Transport Canada, Pacific Institute for Research and Evaluation, International Council on Alcohol, Drugs and Traffic Safety, Insurance Institute for Highway Safety, Centers for Disease Control and Prevention KW - Australia KW - Campuses KW - Canada KW - Countermeasures KW - Crashes KW - Drugged drivers KW - Drunk drivers KW - Europe KW - Impaired drivers KW - Law enforcement KW - Laws KW - Military organizations KW - Regulations KW - Risk assessment KW - Strategic planning KW - Technology KW - Teenage drivers KW - Traffic safety KW - United States KW - Workshops UR - http://www.trb.org/Publications/Blurbs/161810.aspx UR - https://trid.trb.org/view/894393 ER - TY - RPRT AN - 01139242 AU - McCarthy, Dennis P AU - Mann, William C AU - Lanford, Desiree AU - University of Florida, Gainesville AU - National Highway Traffic Safety Administration TI - Process and Outcomes Evaluation of Older Driver Screening Programs: The Assessment of Driving-Related Skills (ADReS) Older-Driver Screening Tool PY - 2009/05//Final Report SP - 28p AB - Physicians are one resource for identification of older drivers who may be at risk for decreased safe driving ability. However, physicians have not had the tools to make decisions about the safe driving ability of their patients. With this in mind, the American Medical Association (AMA), with support from the National Highway Traffic Safety Administration, published the Physician’s Guide to Assessing and Counseling Older Drivers to provide physicians with background information and screening tools (the Assessment of Driving-Related Skills (ADReS)) for dealing with older driver issues among their patients. This study examines the effectiveness of the ADReS in identifying older drivers who may or may not be at an increased risk for unsafe driving by comparing on-road performance of participants with ADReS results. Tests of vision, cognition, and physical function were administered to older drivers. Researchers monitored a behind-the-wheel (BTW) test that included a range of roadway conditions. The prevalence of unsafe drivers, based upon the results of the global rating of the BTW, was 24.6 percent. Analyses of the sensitivity of the ADReS identified 100 percent of those participants who were found to be unsafe drivers. Analyses of the specificity of the ADReS suggested that 32.6 percent of this sample was identified as requiring an intervention yet passed the onroad test. Although the ADReS identified all who failed the BTW, the results of this study suggest that the ADReS may not be an efficient predictor of those who need a driving evaluation. Based on the results of this sample, this tool may need to be revised in order to provide physicians with a more effective screening method. The report contains specific recommendations for changes to the ADReS tool. KW - Aged drivers KW - Driver assessment KW - Driver screening KW - Highway safety KW - Physicians KW - Screening instruments UR - http://www.nhtsa.dot.gov/portal/nhtsa_static_file_downloader.jsp?file=/staticfiles/DOT/NHTSA/Traffic%20Injury%20Control/Articles/Associated%20Files/811113.pdf UR - https://trid.trb.org/view/898331 ER - TY - RPRT AN - 01137609 AU - Hanchulak, Denise AU - Robinson, Brett AU - American Association of Motor Vehicle Administrators AU - National Highway Traffic Safety Administration TI - Guidelines for Motorcycle Operator Licensing PY - 2009/05//Final Report SP - 168p AB - The number of motorcycle riders (operators) who did not have a valid license and were involved in a fatal crash has increased by 89.6% over the past decade, from 665 in 1998 to 1,261 in 2007. In 2007, one out of four motorcycle operators (25% involved in fatal crashes were riding their motorcycle with invalid licenses at the time of the crash, while only 13% of drivers of passenger vehicles in fatal crashes did not have valid licenses. In response to this increasing trend, the National Highway Traffic Safety Administration (NHTSA) entered into a cooperative agreement with the American Association of Motor Vehicle Administrators (AAMVA) to examine the issue of motorcycle operator licensing and provide guidance to jurisdictional driver license agencies on the elements of a complete licensing system for motorcycle operators. The result of this collaboration is the development of the "Guidelines for Motorcycle Operator Licensing," which is a combination and update of two previously published motorcycle operator licensing guideline documents, the "Motorcycle Operator Licensing System" (rev. 1997) and "Integrating Motorcycle Rider Education and Licensing" (1993). This guideline document contains information on standard motorcycle operator licensing systems; motorcycle safety initiatives and strategies to increase proper licensure among motorcyclists within a jurisdiction; a model Graduated Driver Licensing (GDL) system for new-entrant riders; and motorcycle rider education waiver programs and third party testing. Also included, as appendices, is information on national data and trends associated with motorcyclist fatalities and injuries; a survey of current motorcycle and operator licensing practices by jurisdiction; an AAMVA guideline document on knowledge and skill test development; and examples of how a few jurisdictions have integrated rider education into their driver licensing system and implemented a GDL system for new-entrant motorcyclists. KW - Crash injuries KW - Driver education KW - Driver licensing KW - Driver training KW - Driving tests KW - Driving without a license KW - Fatalities KW - Graduated licensing KW - Guidelines KW - Motorcycle crashes KW - Motorcyclists KW - State of the practice KW - Surveys KW - Trend (Statistics) UR - http://www.nhtsa.gov/DOT/NHTSA/Traffic%20Injury%20Control/Articles/Associated%20Files/811141.pdf UR - https://trid.trb.org/view/897744 ER - TY - RPRT AN - 01133891 AU - LeBlanc, David J AU - Buonarosa, Mary Lynn AU - Blankespoor, A AU - Sayer, James R AU - University of Michigan Transportation Research Institute AU - National Highway Traffic Safety Administration TI - Integrated Vehicle-Based Safety Systems (IVBSS) Light Vehicle Extended Pilot Test Summary Report PY - 2009/05//Summary Report SP - 72p AB - This report describes the conduct and findings from an extended pilot test (EPT) for the Integrated Vehicle-Based Safety Systems (IVBSS) program light vehicle platform. The crash warning functionalities developed in this program addresses several crash types, including rear-end, road departure, lane drift, lane change, merging, and curve-speed crashes. The EPT was conducted to demonstrate that the program is ready to launch the light-vehicle field operational test (FOT). The specific criteria for readiness are: 1) positive driver acceptance of the integrated system, 2) integrated system performance in naturalistic driving that is consistent with expectations, 3) reliable operation of the hardware and software onboard the test vehicles, and 4) operational processes that are practical and efficient for conducting the FOT and maintaining the necessary quality standards. The IVBSS light vehicle EPT has demonstrated that after minor revisions are made to the warning system and the experimental process, the program is ready for the full-scale FOT. KW - Crash avoidance systems KW - Extended pilot testing KW - Integrated Vehicle Based Safety Systems (Initiative) KW - Integrated vehicle-based safety systems KW - Light vehicles KW - Naturalistic studies KW - Vehicle safety UR - http://deepblue.lib.umich.edu/bitstream/2027.42/63005/1/102285.pdf UR - https://trid.trb.org/view/894561 ER - TY - SER AN - 01131614 JO - Traffic Safety Facts - Traffic Tech PB - National Highway Traffic Safety Administration TI - "Buckle Up In Your Truck" Program Increases Seat Belt Use in Pickup Trucks PY - 2009/05 IS - 376 SP - 2p AB - In May 2006 and 2007 four States in National Highway Traffic Safety Administration (NHTSA) Region 7 (Iowa, Kansas, Missouri and Nebraska) implemented a seat belt enforcement program called "Buckle Up in Your Truck" (BUIYT). This program sought to increase seat belt use in pickup trucks by making occupants aware of the dangers of riding unbuckled and of ongoing seat belt enforcement efforts. Key components of the program are paid media, earned media, enforcement, outreach, evaluation, and coordination. Immediately following the BUIYT phase, all four States conducted statewide "Click It or Ticket" (CIOT) campaigns, which included additional paid media and enforcement. This is NHTSA’s third regionwide seat belt program focusing on low-use pickup trucks. This Traffic Tech briefly summarizes these BUIYT and CIOT campaigns and presents results concerning the media, enforcement, public awareness, and changes in seat belt use. KW - Awareness KW - Buckle Up in Your Truck KW - Click It or Ticket KW - Iowa KW - Kansas KW - Law enforcement KW - Mass media KW - Missouri KW - Nebraska KW - Pickup trucks KW - Safety campaigns KW - Seat belt use KW - Seat belts UR - http://www.nhtsa.dot.gov/staticfiles/DOT/NHTSA/Communication%20&%20Consumer%20Information/Traffic%20Tech%20Publications/Associated%20Files/tt376.pdf UR - https://trid.trb.org/view/891766 ER - TY - SER AN - 01131613 JO - Traffic Safety Facts - Traffic Tech PB - National Highway Traffic Safety Administration TI - 2007 Motor Vehicle Occupant Safety Survey Finds Children More Likely to Use Booster Seats Compared to 2003 PY - 2009/05 IS - 375 SP - 2p AB - The National Highway Traffic Safety Administration conducts a national telephone survey on a periodic basis to monitor the public’s attitudes, knowledge, and self-reported behavior regarding use of seat belts and child occupant restraints. The 2007 Motor Vehicle Occupant Safety Survey (MVOSS) was the sixth in the series that began in 1994. The survey was composed of two questionnaires, each administered to a randomly selected sample of approximately 6,000 persons age 16 and older, with younger ages over-sampled. Interviewing ran from January 9, 2007, to April 30, 2007. The survey selected a subgroup of drivers to ask detailed questions about children's use of child restraints. This Traffic Tech briefly reports the findings concerning reported child restraint use, inspection stations, and booster seats. KW - Booster seats KW - Child restraint systems KW - Inspection stations (Child restraint systems) KW - Motor Vehicle Occupant Safety Survey UR - http://www.nhtsa.dot.gov/staticfiles/DOT/NHTSA/Communication%20&%20Consumer%20Information/Traffic%20Tech%20Publications/Associated%20Files/tt375.pdf UR - https://trid.trb.org/view/891762 ER - TY - SER AN - 01131608 JO - Traffic Safety Facts - Traffic Tech PB - National Highway Traffic Safety Administration TI - The Art of Appropriate Evaluation PY - 2009/05 IS - 377 SP - 2p AB - First released in 1999, "The Art of Appropriate Evaluation" has been one of the National Highway Traffic Safety Administration's (NHTSA’s) most popular publications. NHTSA has prepared a revised and updated version of the guide. The document is intended for project managers who oversee evaluations of traffic safety programs at the State or local levels, but who do not have an evaluation background. The guide gives an overview of the steps involved in producing an evaluation appropriate to the project, whether conducted in-house or by an independent evaluator. In approximately 60 pages, the guide explains the importance of evaluation without being overly simplistic or too detailed from an experimental or statistical point of view. The updated version describes how to develop an evaluation mentality to assure sound program evaluations. It includes a glossary of evaluation terms, new case studies of well-evaluated traffic safety programs, and a list of sources for program evaluation information in the appendices. This Traffic Tech briefly summarizes the guide's directions concerning evaluation at the start of a program, and what will be measured and when. KW - Evaluation KW - Guidelines KW - Safety programs KW - Traffic safety UR - http://www.nhtsa.dot.gov/staticfiles/DOT/NHTSA/Communication%20&%20Consumer%20Information/Traffic%20Tech%20Publications/Associated%20Files/tt377.pdf UR - https://trid.trb.org/view/891768 ER - TY - SER AN - 01130672 JO - Traffic Safety Facts - Research Note PB - National Highway Traffic Safety Administration TI - The Increase in Lives Saved, Injuries Prevented, and Cost Savings if Seat Belt Use Rose to at Least 90 Percent in All States PY - 2009/05 IS - HS-811 140 SP - 4p AB - This note examines the potential increase in lives saved, injuries prevented, and cost savings that would be realized if seat belt use hypothetically rose to at least 90% in all States. Seat belts saved an estimated 15,147 lives in 2007, when the National Occupant Protection Use Survey (NOPUS) national belt use estimate was 82%. Details are provided of the estimated benefits that would have been realized if the 38 States and the District of Columbia that, in 2007, had a seat belt use rate below 90% had been able to increase their 2007 seat belt use up to 90%. An estimated 1,652 additional lives would have been saved had this increase in seat belt use occurred, and nearly 40,000 more nonfatal injuries would have been prevented, resulting in additional cost savings of about $5.2 billion dollars. KW - Cost savings KW - Crash injuries KW - Fatalities KW - Seat belt use KW - Seat belts KW - States UR - http://www-nrd.nhtsa.dot.gov/Pubs/811140.PDF UR - https://trid.trb.org/view/891005 ER - TY - SER AN - 01129926 JO - Traffic Safety Facts - Research Note PB - National Highway Traffic Safety Administration AU - Pickrell, Timothy M AU - Ye, Tony Jianqiang TI - Child Restraint Use in 2008—Overall Results PY - 2009/05 IS - HS-811 135 SP - 6p AB - The restraint use for all children from birth to 7 years old stood at 87% in 2008 compared to 89% in 2007. This result is from the National Occupant Protection Use Survey (NOPUS), which provides the only nationwide probability-based observed data on child restraint 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. The 2008 survey also found the following: (1) Restraint use for children driven by belted drivers continued to be higher than for those driven by unbelted drivers; (2) Most children continued to ride in the rear seats of vehicles: 99% of infants in 2008 rode in rear seats, a significant increase from 95% in 2007; meanwhile 98% of children age 1 to 3 and 88% of children 4 to 7 rode in rear seats in 2008; and (3) Child restraint use continued to be higher in the West than other parts of the country in 2008; however, child restraint use in the Northeast fell significantly from 88% in 2007 to 82% in 2008. KW - Child restraint systems KW - National Occupant Protection Use Survey KW - Rear seats KW - Regional analysis KW - Trend (Statistics) KW - United States UR - http://www-nrd.nhtsa.dot.gov/Pubs/811135.PDF UR - https://trid.trb.org/view/890287 ER - TY - RPRT AN - 01129889 AU - Wu, Jingshu AU - Saunders, James AU - National Highway Traffic Safety Administration TI - Repeatability Analysis of the Forces Applied to Seat Belt Anchors Using the Force Application Device PY - 2009/05//Technical Report SP - 19p AB - The National Highway Traffic Safety Administration (NHTSA) developed a force application device (FAD) that provides a better representation of the human form than the force application blocks presently specified in the Federal Motor Vehicle Safety Standard (FMVSS) No. 210. NHTSA has also developed a repeatable seating procedure. The data and analysis presented in this report demonstrate that the forces applied to the seat belt anchor points by the FAD using the FMVSS No. 210 procedure is repeatable. Repeatability was determined using three different statistical methods. All but two channels were rated excellent. One channel was rated good and the other was rated acceptable. Overall, the FAD is considered to be repeatable. KW - Federal Motor Vehicle Safety Standards KW - FMVSS 210 KW - Force KW - Repeatability KW - Seat belt anchorage KW - Seat belts KW - Test procedures KW - Testing equipment UR - http://www-nrd.nhtsa.dot.gov/Pubs/811139.PDF UR - https://trid.trb.org/view/889975 ER - TY - SER AN - 01129886 JO - Traffic Safety Facts - Research Note PB - National Highway Traffic Safety Administration TI - Child Restraint Use in 2008 – Use of Correct Restraint Types PY - 2009/05 IS - HS-811 132 SP - 8p AB - In 2008, the number of children younger than 1 year old or less than 20 lb restrained in rear-facing child safety seats increased significantly. Rear-facing child safety seats are the appropriate child restraint for children younger than 1 year old or less than 20 pounds. This result is from the National Survey of the Use of Booster Seats (NSUBS), the only probability-based nationwide child restraint survey that observes restraint use and collects age, height, and weight information. The NSUBS is conducted by the National Center for Statistics and Analysis of the National Highway Traffic Safety Administration (NHTSA). Although the primary purpose of the NSUBS is to estimate booster sear use, the survey also provides estimates of the extent to which children are "prematurely graduated" to restraint types that are inappropriate for their height or weight. Some improvements have been found in the 2008 survey, but there is still evidence of premature graduation for all restraint types. This Research Note presents the 2008 findings in three areas: Premature graduation out of rear-facing safety seats; Premature graduation out of front-facing safety seats; and Premature graduation into seat belts. A review of child safety seats on the market finds a wide variation in height and weight limits. Many height limits range between 36 and 54 in., and many weight limits range from 40 to 60 lb. These various limits are considered in applying the NHTSA recommendation to assess the survey results. KW - Age KW - Booster seats KW - Child restraint systems KW - Forward facing restraint systems KW - Height KW - National Survey of the Use of Booster Seats KW - Rear facing restraint systems KW - Weight UR - http://www-nrd.nhtsa.dot.gov/Pubs/811132.PDF UR - https://trid.trb.org/view/890106 ER - TY - SER AN - 01129883 JO - Traffic Safety Facts - Research Note PB - National Highway Traffic Safety Administration AU - Walz, Marie C AU - Subramanian, Rajesh TI - Fatalities to Occupants of 15-Passenger Vans, 2003-2007 PY - 2009/05 IS - HS-811 143 SP - 6p AB - While 15-passenger vans are convenient, drivers and passengers must use caution to minimize the risks associated with these vehicles. National Highway Traffic Safety Administration (NHTSA) research has shown that 15-passenger vans have a rollover risk that increases dramatically as the number of occupants increases from fewer than five to more than ten. In fact, 15-passenger vans with 10 or more occupants had a rollover rate in single vehicle crashes that is nearly three times the rate of those that had fewer than five occupants. NHTSA recommends that drivers insist all occupants wear safety belts at all times; that drivers of 15-passenger vans are trained and experienced; tires are checked at least once a week, using the manufacturer’s recommended pressure levels; and no loads are placed on the roof of the vehicle. The purpose of this study is to increase the knowledge of fatalities of occupants of 15-passenger vans by looking at the demographics of those that drive and ride in these vans when they are involved in fatal crashes, in addition to updating rollover and restraint data. Highlights of the findings include the following: In 2007, fatalities to occupants of 15-passenger vans increased nearly 20% from the previous year; About one-fourth of fatally injured occupants of 15-passenger vans, over the last 5 years, were drivers; The median age group for drivers killed in 15-passenger vans is 45 to 54 and the median age group for passengers is 25 to 34; In 2007, there were 45 fatalities in 15-passenger vans that rolled over, 73% more than in 2006; and About 80% of the fatally injured van occupants in rollovers in the past 5 years were not restrained. KW - 15-passenger vans KW - Demographics KW - Drivers KW - Fatalities KW - Passengers KW - Rollover crashes KW - Seat belt use KW - Seat belts KW - Single vehicle crashes KW - Trend (Statistics) KW - Vans UR - http://www-nrd.nhtsa.dot.gov/Pubs/811143.PDF UR - https://trid.trb.org/view/889990 ER - TY - SER AN - 01129877 JO - Traffic Safety Facts - Research Note PB - National Highway Traffic Safety Administration TI - Booster Seat Use in 2008 PY - 2009/05 IS - HS-811 121 SP - 6p AB - Booster seat use among 4- to 7-year-old children stood at 43% in 2008, a gain of 6 percentage points compared to the prior year's rate of 37%. This result is from the National Survey of the Use of Booster Seats (NSUBS), the only probability-based nationwide child restraint survey that observes restraint use and obtains age by interview. The NSUBS is conducted by the National Center for Statistics and Analysis of the National Highway Traffic Safety Administration. The appropriate restraint system for children 4 to 7 is either a front-facing safety seat or a booster seat, depending on the child's height and weight. However, the NSUBS found that in 2008, 43% of children in this age group were using booster seats (either high-backed or backless), 12% were restrained in child safety seats, 34% were in seat belts, and 11% were unrestrained. These results indicate that as many as 45% of children 4 to 7 in the United States were not being properly protected (34% in seat belts and 11% unrestrained). The 2008 NSUBS survey also found the following: In 2008, 48% of children age 4 and 5 were restrained in booster seats; and The booster seat use rate among 6- and 7-year-olds increased to 35% in 2008 from 25% in 2007. This increase is statistically significant. KW - Booster seats KW - National Survey of the Use of Booster Seats KW - Trend (Statistics) KW - Utilization UR - http://www.nhtsa.dot.gov/portal/nhtsa_static_file_downloader.jsp?file=/staticfiles/DOT/NHTSA/NCSA/Content/RNotes/2009/811121.pdf UR - https://trid.trb.org/view/889980 ER - TY - RPRT AN - 01563671 AU - Eigen, Ana Maria AU - Najm, Wassim G AU - Volpe National Transportation Systems Center AU - National Highway Traffic Safety Administration TI - Problem Definition for Pre-Crash Sensing Advanced Restraints PY - 2009/04 SP - 86p AB - This report presents the results of crash analyses that defined and prioritized target crashes for advanced restraint systems based on pre-crash sensors. These analyses targeted the driver and front-seat passenger 13 or older, traveling in light vehicles of model year 1998 or newer that sustained frontal damage. The focus was on occupants who suffered an injury level 3 or higher on the Maximum Abbreviated Injury Scale. Crash analyses included data queries of national crash databases from the 1997-2006 Crashworthiness Data System (CDS), 2006 General Estimates System, and 2002-2006 Fatality Analysis Reporting System. Data queries were part of the top-down analysis that identified key crash scenarios and concomitant injuries. Crash scenarios incorporated pre-crash scenarios, impact modes, and occupant restraint use. Severity of priority crash scenarios was quantified in terms of the number of fatalities and functional years lost. Moreover, injured body regions and related injury levels were expressed for each crash scenario. Based on results of top-down analysis, cases were selected from the CDS for further examination to identify the injury sources and their link to crash scenarios and severities. Only belted occupants were considered. The steering wheel had the highest contribution rate to injury in chest, head, and upper extremity body regions. Injury to the abdomen was caused predominantly by the seat belt. The instrument panel caused the highest rate of injury to the lower extremity. KW - Advanced restraint systems KW - Crash analysis KW - Crashworthiness Data System KW - Drivers KW - Fatality Analysis Reporting System KW - Front seat occupants KW - General Estimates System KW - Injury severity KW - Precrash phase KW - Sensors UR - http://ntl.bts.gov/lib/54000/54700/54796/DOT-HS_811114.pdf UR - https://trid.trb.org/view/1352968 ER - TY - RPRT AN - 01516515 AU - Van Schalkwyk, John AU - Gazda, Walter AU - Green, Kevin AU - Pickrell, Don AU - Shaulov, Mark AU - Research and Innovative Technology Administration AU - National Highway Traffic Safety Administration TI - Corporate Average Fuel Economy Compliance and Effects Modeling System Documentation PY - 2009/04 SP - 123p AB - The Volpe National Transportation Systems Center of the United States Department of Transportation’s Research and Innovative Technology Administration has developed a modeling system to assist the National Highway Traffic Safety Administration (NHTSA) in the evaluation of potential new Corporate Average Fuel Economy (CAFE) standards. Based on externally-developed inputs, the modeling system estimates how manufacturers could apply additional fuel-saving technologies in response to new CAFE standards, and estimates how doing so would increase vehicle costs, reduce national fuel consumption and carbon dioxide emissions, and result in other effects and benefits to society. The modeling system can also be used to estimate the stringency at which an attribute-based CAFE standard satisfies various criteria. For example, the system can estimate the stringency that produces a specified average required fuel economy level, or that maximizes net benefits to society KW - Computer program documentation KW - Corporate Average Fuel Economy (CAFE) KW - Costs KW - Fuel conservation KW - Fuel consumption KW - Pollutants KW - Standards KW - Technological innovations KW - United States UR - http://ntl.bts.gov/lib/49000/49100/49160/811112.pdf UR - https://trid.trb.org/view/1290272 ER - TY - SER AN - 01134843 JO - Traffic Safety Facts - Traffic Tech PB - National Highway Traffic Safety Administration TI - Drivers With Visual Field Loss Tested on NADS Simulator PY - 2009/04 IS - 373 SP - 2p AB - Drivers rely on peripheral vision to support a number of driving tasks including maintaining speed and lane position and detecting potential hazards such as pedestrians or other vehicles. The visual field, the area within which a person focusing on a central point can detect a stimulus, is normally about 180 degrees. A number of medical conditions result in visual field loss (VFL), including reduced peripheral vision; however, it is not clear whether drivers with VFL can drive safely. The purpose of this study was to use the National Advanced Driving Simulator (NADS) to compare simulated driving performance of people with VFL to that of drivers with normal vision. A second objective was to determine whether those with VFL use strategies to compensate for their reduced peripheral vision. NADS is a high-fidelity driving simulator that replicates the visual, auditory, and haptic (tactile) experience of real-world driving. The simulated driving tasks were designed to capture increased head movements, eye scanning patterns, frequent mirror glances, or other strategies that a driver with VFL might use to compensate for a limited visual field. NADS also automatically sampled and recorded driving performance measures. This Traffic Tech presents a summary of the study methods and the results. The results indicate that, while performance was similar in most tasks, participants with VFL exhibited some difficulty maintaining lane position on curves and when departing the freeway. KW - Drivers KW - Highway safety KW - National Advanced Driving Simulator KW - Peripheral vision KW - Vision KW - Vision disorders UR - http://www.nhtsa.dot.gov/staticfiles/DOT/NHTSA/Communication%20&%20Consumer%20Information/Traffic%20Tech%20Publications/Associated%20Files/tt373.pdf UR - https://trid.trb.org/view/894630 ER - TY - SER AN - 01134841 JO - Traffic Safety Facts - Traffic Tech PB - National Highway Traffic Safety Administration TI - Traffic Safety Performance Measures for States and Federal Agencies PY - 2009/04 IS - 374 SP - 2p AB - The National Highway Traffic Safety Administration (NHTSA) and the Governors Highway Safety Association (GHSA) have agreed on a minimum set of performance measures to be used by States and Federal agencies in the development and implementation of behavioral highway safety plans and programs. An expert panel from NHTSA, State Highway Safety Offices, academic and research organizations, and other key groups assisted in developing the measures. Three types of performance measures were developed to satisfy different needs: outcome measures, behavioral measures, and activity measures. These work together to document overall highway safety program performance. This Traffic Tech presents the initial minimum set of 14 performance measures, discusses how NHTSA and GHSA will work actively and cooperatively to support the implementation of these measures, and discusses the development of additional measures. KW - Federal government agencies KW - Highway safety KW - Measures of effectiveness KW - Performance measurement KW - Safety programs KW - States KW - Traffic safety UR - http://www.nhtsa.dot.gov/staticfiles/DOT/NHTSA/Communication%20&%20Consumer%20Information/Traffic%20Tech%20Publications/Associated%20Files/tt374.pdf UR - https://trid.trb.org/view/894627 ER - TY - RPRT AN - 01131617 AU - Aguilar, Michael AU - Delehanty, Herb AU - Innocorp, Limited AU - National Highway Traffic Safety Administration TI - A Social Marketing Initiative to Reduce Impaired Motorcycle Operation PY - 2009/04//Final Report SP - 72p AB - In 2007, the percentage of motorcycle riders involved in fatal crashes having blood alcohol concentrations (BACs) of at least .08 grams per deciliter (g/dl) was greater than any other type of motor vehicle driver involved in fatal crashes. Twenty-eight percent of all fatally injured motorcycle riders had BAC levels at .08 g/dl or higher. An additional 8% were reported to be at BAC .01 to .07 g/dl. In 2007, in single-vehicle motorcycle crashes, 41% of the fatally injured motorcycle riders had a BAC of .08 g/dl or higher. This report discusses the implementation and evaluation of a community-based social marketing initiative conducted in Dane and Jefferson Counties, Wisconsin, to educate motorcycle riders about the dangers associated with operating a motorcycle while under the influence of alcohol. As part of this initiative, a coalition of tavern and restaurant owners, law enforcement officers, local business owners, members of the motorcycle riding community, and community activists was formed to reduce the incidence of impaired riding. Law enforcement officers received training in the detection cues for impaired riders and actively engaged motorcycle riders at events and gatherings; taverns and restaurants provided information to motorcycle riders frequenting their establishments and offered the use of secure storage containers for motorcycles when riders felt they were too impaired to safely operate a motorcycle; and local businesses offered discounts on goods and services to motorcyclists for participating in this initiative. This report describes the program and its operation, and compares data with other counties in Wisconsin where the program was not implemented. The findings hold promise for greater community awareness and involvement to support a reduction in impaired riding. KW - Awareness KW - Blood alcohol levels KW - Community action programs KW - Dane County (Wisconsin) KW - Drunk driving KW - Evaluation and assessment KW - Fatalities KW - Implementation KW - Intervention KW - Jefferson County (Wisconsin) KW - Motorcycle crashes KW - Motorcyclists KW - Social marketing UR - http://www.nhtsa.gov/staticfiles/nti/pdf/811095-gyr.pdf UR - https://trid.trb.org/view/891759 ER - TY - RPRT AN - 01130681 AU - Williams, Allan F AU - Preusser, David F AU - Ledingham, Katherine A AU - Preusser Research Group, Incorporated AU - National Highway Traffic Safety Administration TI - Feasibility Study on Evaluating Driver Education Curriculum PY - 2009/04//Final Report SP - 36p AB - One way to attempt to reduce the problem of teen driving crashes is professional driver education. However, despite the seemingly universal appeal of driver education, scientific evaluations have indicated that such programs generally do not produce safer drivers. Perhaps most noteworthy is the DeKalb study where driving tasks were established, ranked, and used to create a state-of-the-art program, the Safe Performance Curriculum (SPC), which overall did not reduce crashes. There have been many additional studies since DeKalb, nearly all showing similar results. In evaluating the new American Driver and Traffic Safety Education Association (ADTSEA) program, there are basically two design alternatives: the random assignment study, as in DeKalb, and some variation of a quasi-experimental design. No study can be done presently as the program has been introduced only in limited ways. As nearly all prior driver education program evaluations have found either zero or adverse effects on crashes, in undertaking an evaluation, the possibility of similar outcomes needs to be considered. KW - Curricula KW - Driver education KW - Evaluation and assessment KW - Feasibility analysis KW - Teenage drivers KW - Traffic crashes UR - http://www.nhtsa.dot.gov/portal/nhtsa_static_file_downloader.jsp?file=/staticfiles/DOT/NHTSA/Traffic%20Injury%20Control/Articles/Associated%20Files/811108.pdf UR - https://trid.trb.org/view/891011 ER - TY - RPRT AN - 01129985 AU - Blanco, Myra AU - Bocanegra, Joseph L AU - Morgan, Justin F AU - Fitch, Gregory M AU - Medina, Alejandra AU - Olson, Rebecca L AU - Hanowski, Richard J AU - Daily, Brian AU - Zimmermann, Richard P AU - Howarth, Heidi D AU - Di Domenico, Tara E AU - Barr, Lawrence C AU - Popkin, Stephen M AU - Green, Kevin AU - Virginia Polytechnic Institute and State University, Blacksburg AU - National Highway Traffic Safety Administration TI - Assessment of a Drowsy Driver Warning System for Heavy-Vehicle Drivers: Final Report PY - 2009/04//Final Report SP - 464p AB - Drowsiness has a globally negative impact on performance, slowing reaction time, decreasing situational awareness, and impairing judgment. A field operational test of an early prototype Drowsy Driver Warning System was conducted as a result of 12 years of field and laboratory studies by the National Highway Traffic Administration and the Federal Motor Carrier Safety Administration. This project included Control and Test groups. The final data set for the analysis consisted of 102 drivers from 3 for-hire trucking fleets using 46 instrumented trucks. Fifty-seven drivers were line-haul and 45 were long-haul operators. The data set contained nearly 12.4 terabytes of truck instrumentation data, kinematic data, and video recordings for 2.4 million miles of driving and 48,000 driving-data hours recorded, resulting in the largest data set ever collected by the U.S. Department of Transportation. In this study, 53 research questions were addressed related to safety benefits, acceptance, and deployment. Novel data reduction procedures and data analyses were used. Results showed that drivers in the Test Group were less drowsy. Drivers with favoring opinions of the system tended to have an increase in safety benefits. Results of the assessment revealed that the early prototype device had an overall positive impact on driver safety. KW - Acceptance KW - Data analysis KW - Data collection KW - Driver vehicle interfaces KW - Drowsiness KW - Fatigue (Physiological condition) KW - Field tests KW - Safety benefits KW - Truck drivers KW - Warning devices KW - Warning systems UR - http://www.nhtsa.gov/DOT/NHTSA/NRD/Multimedia/PDFs/Crash%20Avoidance/2009/811117.pdf UR - http://ntl.bts.gov/lib/35000/35200/35276/DOT_HS_811117.pdf UR - https://trid.trb.org/view/890709 ER - TY - SER AN - 01129934 JO - Traffic Safety Facts - Traffic Tech PB - National Highway Traffic Safety Administration TI - Evaluating Driver Education in America PY - 2009/04 IS - 367 SP - 2p AB - Given the history of driver education and attempts to conduct valid assessments over the years, the National Highway Traffic Safety Administration reviewed driver education in America, and in other countries, critically analyzed numerous evaluations, and conducted a feasibility study of research design approaches to evaluate a popular driver education curriculum. This Traffic Tech briefly summarizes findings concerning driver education history, the DeKalb study (in DeKalb County, Georgia), post-DeKalb studies, driver education issues, trends in driver education, and the latest version of the American Driver and Traffic Safety Education Association (ADTSEA) driver education program. KW - Alternatives analysis KW - Driver education KW - Evaluation and assessment KW - History KW - United States UR - http://www.nhtsa.dot.gov/staticfiles/DOT/NHTSA/Communication%20&%20Consumer%20Information/Traffic%20Tech%20Publications/Associated%20Files/tt367.pdf UR - https://trid.trb.org/view/890336 ER - TY - SER AN - 01129879 JO - Traffic Safety Facts - Research Note PB - National Highway Traffic Safety Administration AU - Pickrell, Timothy M AU - Ye, Tony Jianqiang TI - Seat Belt Use in 2008—Race and Ethnicity Results Among Occupants Traveling With Children PY - 2009/04 IS - HS-811 107 SP - 4p AB - Seat belt use continued to be lower for non-Hispanic African-Americans than other race and ethnicity groups among passenger vehicle occupants age 25 to 69 traveling with children in 2008. This result is from the National Survey of the Use of Booster Seats (NSUBS), the only probability-based nationwide survey that observes seat belt use and collects race and ethnicity. The NSUBS is conducted by the National Center for Statistics and Analysis of the National Highway Traffic Safety Administration. Other findings from the 2008 survey include the following: Seat belt use was lower for Hispanics than non-Hispanics among passenger vehicle occupants 25 to 69 traveling with children; and Seat belt use jumped from 78% in 2007 to 89% in 2008 among White Non-Hispanic occupants age 13 to 15 years old, and this increase is statistically significant. KW - Adolescents KW - Adults KW - African Americans KW - Booster seats KW - Children KW - Ethnic groups KW - Hispanics KW - National Survey of the Use of Booster Seats KW - Race KW - Seat belt use KW - Seat belts KW - Trend (Statistics) KW - Whites UR - http://www.nhtsa.dot.gov/portal/nhtsa_static_file_downloader.jsp?file=/staticfiles/DOT/NHTSA/NCSA/Content/RNotes/2009/811107.pdf UR - https://trid.trb.org/view/889977 ER - TY - RPRT AN - 01129531 AU - Boyle, John M AU - Lampkin, Cheryl AU - Schulman, Ronca and Bucuvalas, Incorporated AU - National Highway Traffic Safety Administration TI - 2007 Motor Vehicle Occupant Safety Survey. Volume 5: Child Safety Seat Report PY - 2009/04 SP - 164p AB - The 2007 Motor Vehicle Occupant Safety Survey was the sixth in a series of periodic national telephone surveys on occupant protection issues conducted for the National Highway Traffic Safety Administration (NHTSA). Data collection was conducted by Schulman, Ronca & Bucuvalas, Inc., a national survey research organization. The survey used two questionnaires, each administered to a randomly selected national sample of about 6,000 persons age 16 or older. Interviewing began January 9, 2007 and ended April 30, 2007. This report presents the survey findings pertaining to child restraint use. Detailed information on the survey methodology, as well as copies of the questionnaires, are contained in a separate NHTSA report (“2007 Motor Vehicle Occupant Safety Survey. Volume 1. Methodology Report”). Among drivers who lived with children age 12 or younger, most indicated that the youngest child typically rode in the back seat. Parents/caregivers of children under the age of 9 usually said the (referent) child either used a child car seat all the time (77%) or never (18%). If the child never used a car seat, it usually was because the child had graduated to seat belt use. However, 23% of the children who never used a car seat but wore seat belts said the shoulder belt cut across their face or neck on most trips, 23% usually put the shoulder belt behind their back, and 12% put the shoulder belt under their arm. Many children ages 6 through 8 discontinued using child car seats (including booster seats). Although booster seats are recommended for most children ages 4 through 8, the survey found only 40% of children in that age range using them and another 24% using front-facing child safety seats. While most parents/caregivers (92%) had heard of booster seats, 17% of these had concerns about their safety. KW - Booster seats KW - Child restraint systems KW - Interviewing KW - Motor Vehicle Occupant Safety Survey KW - Questionnaires KW - Surveys KW - Utilization UR - http://www.nhtsa.dot.gov/staticfiles/DOT/NHTSA/Traffic%20Injury%20Control/Articles/Associated%20Files/810978.pdf UR - https://trid.trb.org/view/889851 ER - TY - RPRT AN - 01128992 AU - Singh, Santokh AU - Kingsley, Kristin AU - Chen, Chou-Lin AU - National Highway Traffic Safety Administration AU - National Center for Statistics and Analysis TI - Tire Pressure Maintenance – A Statistical Investigation PY - 2009/04//NHTSA Technical Report SP - 24p AB - Past studies on tire pressure monitoring have revealed that about 28% of light vehicles on our Nation's roadways run with at least one underinflated tire. Only a few psi difference from vehicle manufacturer's recommended tire inflation pressure can affect a vehicle's handling and stopping distance. Poor tire maintenance can increase incidences of blowouts and tread separations. Similarly, underinflation negatively affects fuel economy. In 2005, the National Highway Traffic Safety Administration's (NHTSA's) FMVSS 138 required automobile manufacturers to install tire pressure monitoring systems (TPMS) on light passenger vehicles with phase-in period from 2006 to 2008. Prior to the regulation, NHTSA’s National Center for Statistics and Analysis conducted several surveys and studies to estimate and compare the benefits of Direct and Indirect TPMS. The results of the most recently conducted survey, Tire Pressure Monitoring System Study, are presented in this report. Data collection in this survey ceased prior to its completion. This study outlines a Bayesian approach to compute the case weights so that the estimates could be representative of the universe considered for the survey. Subsequently, effectiveness of TPMS is studied by comparing estimates of percentages of underinflated and overinflated vehicles with and without TPMS, as well as the average underinflation and overinflation over vehicles in the two groups: vehicles with and without TPMS. Testing some relevant hypotheses provides statistical support to claims made in favor of TPMS based on the above comparisons. The analysis also covers comparison of direct and indirect versions of TPMS, concluding that direct type of TPMS is more effective as compared with the indirect. Since this data collection, improvements have been made to both kinds of TPMS, so different results are to be expected if the study were to be conducted presently. KW - Data collection KW - Federal Motor Vehicle Safety Standards KW - Surveys KW - Tire pressure KW - Tire pressure monitoring systems UR - http://www-nrd.nhtsa.dot.gov/Pubs/811086.PDF UR - https://trid.trb.org/view/889178 ER - TY - ABST AN - 01494908 TI - Comparative Emissions Database AB - The Comparative Emissions DataBase (CEDB) web interface was created by Aerodyne Research, Inc. (ARI) under the direction and funding of the US Department of Transportation and Federal Aviation Administration. The objective of this web tool is to facilitate application of the extensive data available in the CEDB, for comparing the potential environmental impact (especially for climate change) of moving passengers and freight via various transportation modes. The CEDB incorporates data from various sources - including measurements by ARI using novel high resolution instruments invented at ARI, as well as other research data available in the scientific literature - and covers air, road, rail and marine transportation modes. Other data sources include certification sources (e.g. EPA certification data). KW - Alternatives analysis KW - Climate change KW - Databases KW - Environmental impact analysis KW - Environmental impacts KW - Pollutants KW - Transportation modes UR - https://trid.trb.org/view/1264142 ER - TY - RPRT AN - 01582858 AU - Mazzae, Elizabeth N AU - Barickman, Frank AU - National Highway Traffic Safety Administration AU - National Highway Traffic Safety Administration TI - Direct Rear Visibility of Passenger Cars: Laser-Based Measurement Development and Findings for Late Model Vehicles PY - 2009/03//Final Report SP - 132p AB - In 2007, the National Highway Traffic Safety Administration (NHTSA) initiated an effort to examine the rear visibility characteristics of recent model year vehicles. Vehicle fields of view were measured using a male driver of 50th percentile height and a female driver of 5th percentile height. While data valuable for characterizing vehicle rear visibility were obtained, the areas visible to these individuals may not be representative of all drivers due to physical differences among individuals such as driver height, differences in body movement tendencies, and seating position preferences. Subsequently, NHTSA investigated ways to measure visibility vehicle rear fields of view in a more objective manner using a surrogate, mechanical “driver.” The resulting measurement method used a dynamic laser-based fixture to simulate a 50th percentile male driver’s line of sight. This report describes an objective method for measurement of the area behind a vehicle that is directly visible to a driver. A dynamic laser-based fixture was developed to simulate the line of sight for a 50th percentile height male driver. The areas that would be visible using direct glances (i.e., areas visible using mirrors or rearview video systems were not considered) for a 29.4-inch-tall (i.e., approximately the height of a 1-year-old child) visual target were determined over an area 50 ft wide and 50 ft long centered behind the vehicle. This approach focusing on direct visibility allowed for the most direct assessment of the impact of the vehicle’s exterior structural design on rear visibility. Using the developed method, the rear visibility characteristics of a set of 75 vehicles were measured. Since a vehicle’s structural features, such as pillars, may affect rear visibility, longitudinal rear sight distance was examined along the entire vehicle width. Eight distance values with respect to the vehicle’s rear bumper were measured across the width of the vehicle. The “shortest minimum sight distance” was the longitudinal distance from the bumper, out of the eight values that was closest to the vehicle. The shortest minimum longitudinal rear sight distance for any of the measured vehicles was 0.5 ft for the 2008 Volkswagen New Beetle. The “longest minimum sight distance” was the longitudinal distance from the bumper, out of the eight values that was farthest from the vehicle. The longest minimum longitudinal rear sight distance was less than 50 ft for 32 of 75 vehicles measured; meaning 57 percent of measured vehicles had at least one of the eight longitudinal rear sight distance values listed as 50 ft. Longitudinal rear sight distance values reported do not exceed 50 ft since that was the extent of the longitudinal measurement field behind the vehicle. Average longitudinal rear sight distance, calculated as a mean of the eight individual longitudinal sight distance values, was shortest for passenger cars and longest for vans. Direct-view rear blind zone areas were also assessed. Rear blind zone area values for measured passenger cars were smallest for passenger cars and largest for pickup trucks. Overall average blind zone areas within the 50-foot wide by 50-foot long measurement field for measured passenger cars ranged from 932 to 2010 square ft. KW - Automobiles KW - Blind spots KW - Field of view KW - Lasers KW - Measurement KW - Pickup trucks KW - Vans KW - Vehicle rear end KW - Visibility UR - http://www.nhtsa.gov/DOT/NHTSA/NRD/Multimedia/PDFs/Human Factors/Driver Assistance/811174.pdf UR - https://trid.trb.org/view/1376530 ER - TY - RPRT AN - 01138321 AU - Terrill, E R AU - Centea, M AU - MacIsaac, J D AU - Akron Rubber Development Laboratory, Incorporated AU - National Highway Traffic Safety Administration TI - Oxygen Consumption Rate in New and In-Service BFGoodrich P195/65R15 Tires PY - 2009/03//Final Report SP - 56p AB - This report is the second in a series of scientific reports intended to provide an understanding of the chemical reactions responsible for the degradation of light vehicle tires during on-vehicle service. The report series was used to guide the agency's development of a laboratory-based accelerated service life test for light vehicle tires ('tire aging test'). This particular report examines the changes observed in the fixed oxygen level, elongation-to-break, and inter-belt peel adhesion of the belt-coat compound of an original equipment BFGoodrich tire model after varying lengths of service and accumulated mileages in Phoenix, Arizona. KW - BFGoodrich KW - Chemical reactions KW - Degradation failures KW - Elongation KW - Light vehicles KW - Oxidation KW - Oxygen KW - Service life KW - Tires UR - http://www.nhtsa.dot.gov/staticfiles/DOT/NHTSA/NRD/Multimedia/PDFs/Crash%20Avoidance/2009/811126.pdf UR - https://trid.trb.org/view/898355 ER - TY - RPRT AN - 01138263 AU - Rinaldi, J AU - Medical College of Wisconsin AU - National Highway Traffic Safety Administration TI - Evaluation of the Ribeye Deflection Measurement System in the 50th Percentile Hybrid III Dummy PY - 2009/03//Final Report SP - 78p AB - This report presents an evaluation of a new deflection measuring system. Briefly, the optically-based RibEye system developed by Robert A. Denton, Inc., for the 50th percentile male Hybrid III dummy is capable of providing deflections at 12 locations within the ribcage. Illumination from each light emitting diode (LED) positioned on the inside rib surface or sternum is captured by two sensors placed on either side of the spine box in the dummy. Deflections can be derived from processed optical signals, gathered along the x and y, i.e., frontal and side (antero-posterior and lateral) directions. Quasi-static and dynamic tests were done during the evaluation process. KW - Deflection tests KW - Dummies KW - Highway safety KW - Human factors engineering KW - Hybrid III dummy KW - Hybrid simulation KW - Light emitting diodes KW - Ribs KW - Sensors KW - Spinal column UR - http://www.nhtsa.dot.gov/portal/nhtsa_static_file_downloader.jsp?file=/staticfiles/DOT/NHTSA/NRD/Multimedia/PDFs/Biomechanics%20&%20Trauma/811102.pdf UR - https://trid.trb.org/view/898307 ER - TY - SER AN - 01129936 JO - Traffic Safety Facts - Traffic Tech PB - National Highway Traffic Safety Administration TI - National Survey of Pedestrian and Bicyclist Attitudes and Behavior PY - 2009/03 IS - 369 SP - 2p AB - The goals of this survey were to ascertain the scope and magnitude of bicycle and pedestrian activity and the public's behavior and attitudes regarding bicycling and walking. Telephone interviews were conducted between June 11 and August 20, 2002, with a nationally representative sample of 9,616 respondents 16 or older in the United States. Topics addressed by the survey were: frequency of bicycling and walking; trip information including origin, destination, time of day, distance, travel surface, purpose, facility use, and topography; reasons for not biking and/or walking; perceptions of safety; safety practices; facilities availability; community design; and sociodemographics. This Traffic Tech summarizes the survey findings. KW - Attitudes KW - Behavior KW - Bicycle travel KW - Cyclists KW - Interviewing KW - Pedestrians KW - Safety KW - Sociodemographics KW - Surveys KW - Walking UR - http://www.nhtsa.dot.gov/staticfiles/DOT/NHTSA/Communication%20&%20Consumer%20Information/Traffic%20Tech%20Publications/Associated%20Files/tt369.pdf UR - https://trid.trb.org/view/890331 ER - TY - SER AN - 01129935 JO - Traffic Safety Facts - Traffic Tech PB - National Highway Traffic Safety Administration TI - Evaluation of the Safety Benefits of Legacy Safe Routes to School Programs PY - 2009/03 IS - 368 SP - 2p AB - The main goal of Safe Routes to School (SRTS) programs is to increase children's walking and biking to school. As the SRTS programs grew, there arose concern that a possible increase in pedestrian and bicycle exposure from these programs could result in an increase in child pedestrian and bicycle-related crashes. Therefore, the goal of this study was to evaluate the safety impact of SRTS programs in the United States. The programs evaluated in this study were established prior to the passage of the Safe, Accountable, Flexible, Efficient Transportation Equity Act: A Legacy for Users (SAFETEA-LU), which sets guidelines for the establishment of SRTS programs. As such, the programs studied are referred to as "legacy SRTS" programs. This Traffic Tech summarizes the results of this study. The results reveal a consistent pattern of declining pedestrian and bicycle crash involvements of elementary school children over the years during which legacy SRTS programs were implemented. KW - Bicycle crashes KW - Bicycle travel KW - Pedestrian safety KW - Pedestrian-vehicle crashes KW - Safe Routes to School (Program) KW - School children UR - http://www.nhtsa.dot.gov/staticfiles/DOT/NHTSA/Communication%20&%20Consumer%20Information/Traffic%20Tech%20Publications/Associated%20Files/tt368.pdf UR - https://trid.trb.org/view/890329 ER - TY - SER AN - 01129933 JO - Traffic Safety Facts - Traffic Tech PB - National Highway Traffic Safety Administration TI - The 2006 National Labor Day Impaired Driving Crackdown: Over the Limit. Under Arrest. PY - 2009/03 IS - 372 SP - 2p AB - The National Highway Traffic Safety Administration's (NHTSA’s) 2006 national impaired driving high-visibility enforcement program was based on previous findings that well-publicized and highly visible enforcement can reduce alcohol-related crashes, fatalities and injuries. The 2006 impaired driving program of enforcement and media occurred during the Labor Day holiday period. National advertisements carried the slogan, "Drunk Driving. Over the Limit. Under Arrest." The crackdown placed particular emphasis on young adult males between 18 and 34, a demographic overrepresented in impaired driving crashes. The centerpiece of the paid media effort included a national television advertisement showing young adult males being arrested for driving drunk. The 2006 effort encompassed 18 consecutive nights of intensive driving while intoxicated (DWI) enforcement beginning August 18, 2006. Enforcement used high-visibility DWI check-points and saturation patrol techniques. This Traffic Tech briefly discusses the evaluation methods and results. KW - Advertising KW - Drunk driving KW - Holidays KW - Law enforcement KW - Males KW - Mass media KW - Safety campaigns KW - Saturation patrols KW - Sobriety checkpoints UR - http://www.nhtsa.dot.gov/staticfiles/DOT/NHTSA/Communication%20&%20Consumer%20Information/Traffic%20Tech%20Publications/Associated%20Files/tt372.pdf UR - https://trid.trb.org/view/890335 ER - TY - SER AN - 01129932 JO - Traffic Safety Facts - Traffic Tech PB - National Highway Traffic Safety Administration TI - 2007 Motor Vehicle Occupant Safety Survey (MVOSS) Finds Continued Strong Support for Air Bags PY - 2009/03 IS - 370 SP - 2p AB - The National Highway Traffic Safety Administration conducts the Motor Vehicle Occupant Safety Survey (MVOSS) on a periodic basis to monitor the public’s attitudes, knowledge, and self-reported behavior regarding occupant protection devices (seat belts, child restraints, air bags). The 2007 survey consisted of two questionnaires, each administered by telephone to a randomly selected national sample of about 6,000 persons age 16 and older. Interviewing ran from January 9, 2007 to April 30, 2007. This Traffic Tech summarizes the 2007 survey findings. Among the findings are the following: 9 out of 10 primary vehicles have air bags; most of the public age 16 and older (92%) would prefer to have air bags in their next vehicle; the majority of the public (96%) knew that the presence of air bags does not substitute for seat belt use; many (33%) expressed concerns about the safety of air bags; more than one-half (58%) of drivers who had air bags in their primary vehicle reported that warning labels about air bags were posted in the vehicle; and, of the sub-sample of parents asked child car seat questions, almost all (99%) knew the back seat is the safest place in the vehicle to place a child car seat. KW - Air bags KW - Attitudes KW - Behavior KW - Child restraint systems KW - Knowledge KW - Motor Vehicle Occupant Safety Survey KW - Seat belts UR - http://www.nhtsa.gov/DOT/NHTSA/Communication%20&%20Consumer%20Information/Traffic%20Tech%20Publications/Associated%20Files/tt370.pdf UR - https://trid.trb.org/view/890313 ER - TY - SER AN - 01129931 JO - Traffic Safety Facts - Traffic Tech PB - National Highway Traffic Safety Administration TI - 2007 Motor Vehicle Occupant Safety Survey (MVOSS) Results: Crash Injuries and Emergency Medical Services PY - 2009/03 IS - 371 SP - 2p AB - The National Highway Traffic Safety Administration (NHTSA) conducts the Motor Vehicle Occupant Safety Survey (MVOSS) on a periodic basis to monitor the public’s attitudes, knowledge, and self-reported behavior regarding occupant protection devices (seat belts, child restraints, air bags). The 2007 survey consisted of two questionnaires, each administered by telephone to a randomly selected national sample of about 6,000 persons age 16 and older. Interviewing ran from January 9, 2007 to April 30, 2007. This Traffic Tech contains selected findings from Volume 4 in the series of NHTSA reports that present detailed results from the survey. Volume 4 addresses crash injury, emergency medical services (EMS), and driver use of wireless phones. KW - Cellular telephones KW - Crash injuries KW - Emergency medical services KW - Motor Vehicle Occupant Safety Survey UR - http://www.nhtsa.dot.gov/staticfiles/DOT/NHTSA/Communication%20&%20Consumer%20Information/Traffic%20Tech%20Publications/Associated%20Files/tt371.pdf UR - https://trid.trb.org/view/890334 ER - TY - SER AN - 01129930 JO - Traffic Safety Facts - Traffic Tech PB - National Highway Traffic Safety Administration TI - Increasing Seat Belt Use Among 8- to 15-Year-Olds PY - 2009/03 IS - 366 SP - 2p AB - Motor vehicle crashes are the leading cause of injury and death among children and teenagers in the United States. Proper use of vehicle restraints is an effective means to prevent many of these injuries. The objective of this project was to identify the best approaches for increasing seat belt usage among 8- to 15-year-olds. This Traffic Tech summarizes the project findings. The project consisted of three phases - a literature review, in-home immersion sessions with families having at least one child 8 to 15 years old living in their household, and building intervention concepts based upon the model and results from the immersion sessions and testing their viability. KW - Adolescents KW - Children KW - Intervention KW - Interviewing KW - Literature reviews KW - Seat belt use KW - Seat belts UR - http://www.nhtsa.dot.gov/staticfiles/DOT/NHTSA/Communication%20&%20Consumer%20Information/Traffic%20Tech%20Publications/Associated%20Files/tt366.pdf UR - https://trid.trb.org/view/890324 ER - TY - RPRT AN - 01128402 AU - Nichols, James L AU - Tison, Julie AU - Solomon, Mark G AU - Ledingham, Katherine A AU - Preusser, David F AU - Preusser Research Group, Incorporated AU - National Highway Traffic Safety Administration TI - Evaluation of a Rural Demonstration Program to Increase Seat Belt Use in the Great Lakes Region PY - 2009/03//Final Report SP - 132p AB - Six States in the Great Lakes Region (Region 5) participated in a Rural Demonstration Program to increase seat belt use in rural areas and among high-risk occupants, such as young males and occupants of pickup trucks. These efforts, which included enforcement and publicity, preceded statewide "Click It or Ticket" mobilizations in 2005 and 2006. Results from telephone surveys showed large and significant increases in awareness of program efforts, including special enforcement. These results also suggested that the 2006 program had higher baseline rates of awareness and slightly less change associated with it than the 2005 effort. Observational surveys of seat belt usage found similar results, with a median 6.5-point rural increase in 2005 and a median 3.8-point rural increase in 2006. Statewide, there was a median 4.7-point increase in 2005 and a 4.1-point increase in 2006. Over the two-year program, there was a median 9.2-point increase in rural areas and a median 6.5-point increase statewide. In addition to significant overall increases in all States, there were significant increases among key high-risk groups, including males, younger people, and occupants of pickup trucks. Two-year increases among these groups averaged 11 to 12 percentage points. Trends in seat belt use, both observed and among crash victims, showed continued increases during the period of the RDP/CIOT mobilizations, a time during which there was very little progress nationwide. KW - Demonstration projects KW - Great Lakes Region KW - Publicity KW - Rural areas KW - Seat belt use KW - Seat belts KW - Traffic law enforcement UR - http://www.nhtsa.dot.gov/staticfiles/DOT/NHTSA/Traffic%20Injury%20Control/Articles/Associated%20Files/811084.pdf UR - https://trid.trb.org/view/888996 ER - TY - RPRT AN - 01128396 AU - Caldwell-Aden, Laura AU - Kaczowka, Michael AU - Balis, Nathaniel AU - 1 Source Consulting/Maryn Consulting AU - National Highway Traffic Safety Administration TI - Preventing First-Time DWI Offenses: First-Time DWI Offenders in California, New York, and Florida: An Analysis of Past Criminality and Associated Criminal Justice Interventions PY - 2009/03 SP - 140p AB - Research suggests that there are far more people driving impaired than arrested each year. Additional data supports that a person arrested for the first time for driving under the influence (DUI) or driving while impaired (DWI) may have driven many times impaired before getting caught. This report details a study that determined if there were common prior offenses among first-time DWI offenders, and identified strategies that are used to address the identified offenses to determine if there are potential opportunities to expand those efforts to prevent impaired driving. Utilizing State-level criminal history data, statistical analyses reveal that between one-quarter to almost one-half of first-time DWI offenders in California, Florida, and New York were arrested for criminal or traffic offenses, prior to their arrest for DWI. Among those with prior arrest records, assault (including domestic assault), drug, theft, and traffic were the most frequently identified offenses. Criminal justice programs and strategies implemented by pretrial services agencies, the courts, and corrections agencies, as well as motor vehicle agency programming, were identified as potential areas in which to focus DWI prevention efforts among assault, drug, theft, and traffic offenders. Strategies that have proven effective in preventing DWI offenses that may be incorporated into existing criminal justice strategies include intensive community supervision, alcohol ignition interlock installation, substance abuse treatment, and DWI prevention education. KW - Alcohol ignition interlock devices KW - Alcohol intervention KW - California KW - Criminal histories KW - Criminal justice KW - Drug treatment programs KW - Drunk driving KW - Education KW - First time offenders KW - Florida KW - New York (State) KW - Prevention KW - Strategic planning KW - Supervision UR - http://www.nhtsa.gov/portal/nhtsa_static_file_downloader.jsp?file=/staticfiles/DOT/NHTSA/Traffic%20Injury%20Control/Articles/Associated%20Files/811074.pdf UR - https://trid.trb.org/view/888973 ER - TY - RPRT AN - 01128373 AU - Blomberg, Richard D AU - Thomas, F Dennis AU - Cleven, Arlene M AU - Dunlap and Associates, Incorporated AU - National Highway Traffic Safety Administration TI - Innovative Seat Belt Demonstration Programs in Kentucky, Mississippi, North Dakota, and Wyoming PY - 2009/03//Final Report SP - 68p AB - This report summarizes the activities and results of State-level demonstration projects supported by cooperative agreements from the National Highway Traffic Safety Administration (NHTSA). The demonstration projects were intended to increase seat belt use statewide in low belt use States through innovative approaches. The States covered by this report are Kentucky, Mississippi, North Dakota, and Wyoming. Their efforts and outcomes were compiled to provide lessons learned. The States took different approaches, and two of the States transitioned from secondary to primary seat belt laws during the term of the demonstration project. The programs used a range of evaluation approaches including direct observations, telephone and driver licensing office surveys, focus groups, and analysis of secondary source data such as citations and warnings. All four States achieved significant statewide increases in belt use above baseline belt use rates. Kentucky passed a primary belt law during this period, and implemented a 6-month period where only warnings could be issued. In Kentucky, the courtesy warning period combined with highly visible enforcement and sustained media messaging enhanced the effectiveness of the passage of the primary law. Seat belt use increased from 67% under secondary enforcement to 76% as a primary law State. Mississippi also became a primary law State during this time. Mississippi's program focused on counties with the lowest seat belt use and achieved mixed results. Seat belt use increased from 35% to 46% in Leflore County and decreased from 69% to 65% in Lee County. Belt use among non-Whites increased 12 percentage points, rising from 44% to 56%. Seat belt use in counties targeted by North Dakota's program increased from 66% to 80% and from 58% to 71% in comparison counties. Overall, North Dakota's seat belt use increased from 76% in 2005 to 82% in 2007. In Wyoming, the seat belt use in targeted counties increased from 55% to 70%. Pickups recorded a higher increase in usage than passenger vehicles and SUVs (16.5, 11.9 and 14.6 percentage points, respectively). The multiple successes in these States support the conclusion that the demonstration projects in secondary law and low belt use States are productive and support NHTSA's occupant protection goals. KW - Demonstration projects KW - Kentucky KW - Lessons learned KW - Mississippi KW - North Dakota KW - Primary seat belt laws KW - Seat belt use KW - Seat belts KW - Secondary seat belt laws KW - Wyoming UR - http://www.nhtsa.dot.gov/staticfiles/DOT/NHTSA/Traffic%20Injury%20Control/Articles/Associated%20Files/811080.pdf UR - https://trid.trb.org/view/888858 ER - TY - RPRT AN - 01127414 AU - Allen, Kirk AU - National Center for Statistics and Analysis AU - National Highway Traffic Safety Administration TI - An In-Service Analysis of Maintenance and Repair Expenses for the Anti-Lock Brake System and Underride Guard for Tractors and Trailers PY - 2009/03//NHTSA Technical Report SP - 80p AB - Federal Motor Vehicle Safety Standards (FMVSS) Nos. 121 and 105 mandate antilock braking systems (ABS) on all air-braked vehicles and hydraulic-braked trucks and buses with a gross vehicle weight rating (GVWR) of 10,000 pounds or greater. The primary purpose of this report is to analyze the maintenance and repair expenses to the ABS systems of tractors and trailers. A contractor assembled a database with a census of repair receipts from 13 trucking fleets during the period of about 2000 to 2003, with over 4,000 vehicles total. The findings were as follows: (1) The average ABS expenses per month of operation were $0.85 for tractors and $0.25 for trailers (in 2007 dollars), for vehicles classified built after the effective date for ABS implementation. (2) Across a vehicle lifetime, the net present value of the maintenance and repair expenses is estimated to range from $56 to $102 for tractors and from $16 to $30 for trailers. These values are relatively small compared to the cost of equipping new vehicles with ABS systems, estimated as $639 for tractors and $513 for trailers in an earlier NHTSA report. (3) The presence of the ABS system does not appear to increase overall maintenance expenses to the brake system. Older vehicles, manufactured before the effective date for ABS implementation, had higher brake expenses, both per month of service and as a percentage of total maintenance expenses during the survey. (4) The average maintenance and repair expenses to the underride guards, mandated on trailers with a GVWR of 10,000 pounds or greater by FMVSS Nos. 223 and 224, were $0.16 per month of service, representing a net present value of $15 over the vehicle’s lifetime. KW - Antilock brake systems KW - Costs KW - Federal Motor Vehicle Safety Standards KW - Maintenance KW - Net present value KW - Repairing KW - Trailers KW - Truck tractors KW - Trucks KW - Underride guards UR - http://www.nhtsa.dot.gov/portal/nhtsa_static_file_downloader.jsp?file=/staticfiles/DOT/NHTSA/NCSA/Content/Reports/2009/811109.pdf UR - https://trid.trb.org/view/887955 ER - TY - RPRT AN - 01127176 AU - Zegeer, Charles V AU - Sandt, Laura S AU - Scully, Margaret AU - Ronkin, Michael AU - Cynecki, Mike AU - Lagerwey, Peter AU - University of North Carolina, Chapel Hill AU - Federal Highway Administration AU - National Highway Traffic Safety Administration AU - BMI-SG TI - How to Develop a Pedestrian Safety Action Plan (Revised) PY - 2009/03//Revised Edition SP - 196p AB - The purpose of this guide is to present an overview and framework for state and local agencies to develop and implement a Pedestrian Safety Action Plan tailored to their specific problems and needs. A Pedestrian Safety Action Plan is a plan developed by community stakeholders that is intended to improve pedestrian safety in the community. An objective of the guide is to help state and local officials know where to begin to address pedestrian safety issues. It is also intended to assist agencies in further enhancing their existing pedestrian safety programs and activities, including identifying safety problems and selecting optimal solutions. This guide is primarily a reference for improving pedestrian safety through street redesign and the use of engineering countermeasures as well as other safety-related treatments and programs that involve the whole community. This guide can be used by engineers, planners, traffic safety and enforcement professionals, public health and injury prevention professionals, and decision-makers who have the responsibility of improving pedestrian safety at the state or local level. The guide contains the following chapters: (1) Planning and Designing for Pedestrian Safety--The Big Picture; (2) Involving Stakeholders; (3) Collecting Data to Identify Pedestrian Safety Problems; (4) Analyzing Information and Prioritizing Concerns; (5) Selecting Safety Solutions; (6) Providing Funding; and (7) Creating the Pedestrian Safety Action Plan. Chapter 7 provides the framework that state and local agencies can use to develop a customized Pedestrian Safety Action Plan. The concepts, principles, and information contained in this guide are based on national guidelines. Pedestrian plans and design guidelines from local and state transportation agencies throughout the U.S. are referenced throughout this guide. KW - Communities KW - Countermeasures KW - Data collection KW - Financing KW - Guidelines KW - Local government KW - Pedestrian safety KW - Pedestrian Safety Action Plan KW - Problem identification KW - Safety programs KW - Stakeholders KW - State departments of transportation KW - Street design UR - http://safety.fhwa.dot.gov/ped_bike/ped_focus/docs/fhwasa0512.pdf UR - https://trid.trb.org/view/887835 ER - TY - SER AN - 01127018 JO - Traffic Safety Facts - Research Note PB - National Highway Traffic Safety Administration TI - Early Estimate of Motor Vehicle Traffic Fatalities in 2008 PY - 2009/03 IS - HS-811 124 SP - 4p AB - Based on a statistical projection, in 2008 fatalities in motor vehicle traffic crashes are estimated to have dropped to 37,313 – a 9.1% decline from the 41,059 fatalities reported in 2007. The actual count of fatalities will be reported in August 2009. Preliminary data reported by the Federal Highway Administration show that vehicle miles traveled (VMT) in 2008 dropped by about 3.6% to 2,922 billion miles. The fatality rate, computed per 100 million VMT, dropped from 1.36 in 2007 to 1.28 in 2008. A figure is presented which depicts the trend of fatalities and the fatality rate from 1961. If these projections are realized, fatalities and the fatality rate will be the lowest on record (since 1961). Also, the projected decline in 2008 will represent the third-largest decline, both in the number and percentage, on record (since 1961). The largest decline since 1961 was 16.4% in 1974, followed by a 10.9% decline in 1982. KW - Fatalities KW - Forecasting KW - Statistical analysis KW - Statistical projections KW - Traffic crashes KW - Trend (Statistics) KW - United States KW - Vehicle miles of travel UR - http://www-nrd.nhtsa.dot.gov/Pubs/811124.PDF UR - http://www.nhtsa.dot.gov/portal/nhtsa_static_file_downloader.jsp?file=/staticfiles/DOT/NHTSA/NCSA/Content/RNotes/2009/811124.pdf UR - https://trid.trb.org/view/887717 ER - TY - RPRT AN - 01123448 AU - Hanna, Refaat AU - Hershman, Lawrence AU - National Center for Statistics and Analysis AU - National Highway Traffic Safety Administration TI - Evaluation of Thoracic Injuries Among Older Motor Vehicle Occupants PY - 2009/03//Technical Report SP - 39p AB - According to the National Center for Health Statistics, the total resident population of the United States increased from 151 million in 1950 to 296 million in 2005, representing an average annual growth rate of 1.2%. As the population ages, there is a growing need for vehicle safety to suit older occupants. This study examines the relationship between age and the incidence of thoracic injuries in different motor vehicle crashes. The National Automotive Sampling System/Crashworthiness Data System (NASS-CDS) for the years 1998 to 2007 was used to measure the relationship between occupant’s age and the incidence of thoracic injuries. NASS-CDS only includes crashes involving at least one passenger vehicle towed due to damage. The age group 75 and older (75+) had a higher percentage of Abbreviated Injury Scale (AIS) moderate or more severe (2+) thoracic injuries when driving or riding in any passenger vehicle type compared to three other age groups in a tow-away crash. Age groups 25 to 44, 45 to 64 and 65 to 74 had a lower percent of thoracic injuries when driving or riding in utility vehicles, pickup trucks, and vans, referred to collectively as LTVs, compared to passenger cars. However, age group 75+ had a higher percentage of thoracic injuries when driving or riding in LTVs compared to cars. Data analysis showed that seat belt use has a positive impact in reducing the incidence of a moderate or more severe thoracic injury among all age groups in towaway crashes. However, even when controlling for restraint use, the incidence of thoracic injuries among the four age groups shows a steady increase for both belted and unbelted occupants as age increases. The analysis results by occupants’ seating position showed that people 75+ had a higher incidence of AIS 2+ thoracic injuries than other age groups in the same seating position. Furthermore, people 75 and older had an exceptionally higher incidence of AIS 2+ thoracic injuries when riding in the rear seats at an estimate of 18.7% compared to drivers and front-seat passengers of the same age group. Data analysis of the incidence of AIS 2+ thoracic injuries by vehicle model year showed that young and middle-age groups had lower incidence of thoracic injuries when driving or riding in vehicles of model year 1996 or later compared to model years before 1996. However, for occupants 75+ the incidence of thoracic injuries was slightly higher in vehicle model years 1996 and later. The incidence of thoracic injury remains in a steady increasing pattern in relation to occupants’ age in both single- and two-vehicle crashes. Both age groups 65 to 74 and 75+ had higher bony structures injuries as indicated by an estimate of 79% and 23% of the occupants sustaining rib cage and sternal fractures. Lung contusions and lacerations were sustained by an estimated 20% of occupants 75+. The steering wheel was the most common source of injury among young and middle-age group occupants, while seat belt was reported as the source of thoracic injuries among occupants 75+. KW - Aged KW - Aged drivers KW - Crash injuries KW - Crashes KW - Crashworthiness Data System KW - Fractures (Anatomy) KW - Injury severity KW - Lungs KW - Model year (Motor vehicles) KW - National Automotive Sampling System KW - Ribs KW - Seat belt use KW - Seat belts KW - Seating position KW - Sternal fractures KW - Thorax KW - Vehicle classification KW - Vehicle safety UR - http://www.nhtsa.dot.gov/portal/nhtsa_static_file_downloader.jsp?file=/staticfiles/DOT/NHTSA/NCSA/Content/Reports/2009/811101.pdf UR - https://trid.trb.org/view/884792 ER - TY - RPRT AN - 01447142 AU - Hedlund, J AU - Cassanove, T AU - Chaudhary, N AU - Preusser Research Group, Incorporated AU - National Highway Traffic Safety Administration TI - Public Awareness Survey Recommendations of the NHTSA-GHSA Working Group PY - 2009/02//Final Report SP - 92p AB - The Governors Highway Safety Association (GHSA) and the National Highway Traffic Safety Administration (NHTSA) developed a basic set of survey questions including information on seat belt use, impaired driving, and speeding. These core questions can be used in regular telephone or similar surveys to track driver attitudes and awareness of highway safety enforcement and communication activities and self-reported driving behavior. This working paper summarizes the results. KW - Attitudes KW - Behavior KW - Impaired drivers KW - Recommendations KW - Seat belt usage KW - Speeding KW - Surveys KW - Traffic safety UR - http://www.ghsa.org/html/resources/files/pdf/planning/survey_recs.pdf UR - http://www.nhtsa.gov/staticfiles/nti/pdf/811511.pdf UR - http://ntl.bts.gov/lib/45000/45700/45722/811511.pdf UR - https://trid.trb.org/view/1214530 ER - TY - RPRT AN - 01135422 AU - University of Michigan Transportation Research Institute AU - Volvo Car Corporation AU - National Highway Traffic Safety Administration TI - Advanced Crash Avoidance Technologies Program - Annual Report of the Volvo-Ford-UMTRI Project PY - 2009/02 SP - 30p AB - The Advanced Crash Avoidance Technologies program is a two-year cooperative research program in which Volvo Cars and its partners are one of four industry-led teams working on developing methodologies for estimating the effectiveness of advanced safety technologies intended to assist drivers in avoiding crashes. The program began in January 2007 and will continue through 2008. The aim of this Volvo-led project within the context of the ACAT program, is to develop the general principles of a safety impact methodology (SIM) tool that can be used for driving scenario-based benefit calculations over different phases of a lane departure crash sequence, and to evaluate the potential impact that emerging technologies may have on lane departures crash sequence by a single vehicle. Three new safety technologies from Volvo Cars designed to address lane departure crash sequences are considered for purposes of developing the SIM tool. This report describes the accomplishments and progress made during the first year of the project (January-December 2007). Activities in the first year focused on the development of the SIM tool, assessments of the safety areas and specifications for the candidate technologies, and definition of tests that would give the needed information about these technologies. KW - Crash avoidance KW - Emergency road service KW - Highway safety KW - Impact studies KW - Motor vehicle operations KW - Research and development KW - Safety engineering KW - Traffic crashes KW - Vehicle design KW - Volvo automobile UR - http://www.nhtsa.dot.gov/staticfiles/DOT/NHTSA/NRD/Multimedia/PDFs/Crash%20Avoidance/2009/811088.pdf UR - https://trid.trb.org/view/894383 ER - TY - RPRT AN - 01135297 AU - STEPHENS, D R AU - ROSE, S E AU - Flamberg, S A AU - Ricci, S M AU - GEORGE, P E AU - Battelle Memorial Institute AU - National Highway Traffic Safety Administration TI - Failure Modes and Effects Analysis for Hydrogen Fuel Cell Vehicles - Subtask 1 PY - 2009/02 SP - 170p AB - Hydrogen fuel cell vehicles (HFCVs) offer the promise of significantly reducing the amount of pollutants expelled into the environment. However, the technology that is needed to store the hydrogen fuel onboard and deliver it to the propulsion system is different from what consumers and even engineers currently know and understand. As an early step in identifying critical safety requirements for these vehicles and, if needed, developing appropriate Federal Motor Vehicle Safety Standards, the National Highway Traffic Safety Administration requested that Battelle undertake a high-level failure modes and effects analysis to characterize potential hazards from compressed-hydrogen fuel cell vehicles and identify potential safety issues. The objective of this effort is to review and assesses safety issues for hydrogen vehicles and to identify areas that NHTSA may consider addressing in the FMVSS. KW - Air pollution KW - Air quality management KW - Alternate fuels KW - Failure modes KW - Fuel cell vehicles KW - Hazards KW - Hydrogen fuels KW - Propulsion KW - Safety KW - Vehicle design UR - https://trid.trb.org/view/894396 ER - TY - RPRT AN - 01135280 AU - National Highway Traffic Safety Administration TI - Relative Collision Insurance Cost Information Booklet (2009): Comparison of Differences in Insurance Costs For Passenger Cars, Station Wagons/Passenger Vans, Pickups, and Sport Utility Vehicles on the Basis of Damage Susceptibility PY - 2009/02 SP - 18p AB - The National Highway Traffic Safety Administration has provided the information in this booklet in compliance with Federal law as an aid to consumers considering the purchase of new vehicles. The booklet compares differences in insurance costs for different makes and models of passenger cars, utility vehicles, light trucks, and vans on the basis of damage susceptibility for the vehicle. However, it does not indicate a vehicle's relative safety for occupants. KW - Automobile insurance KW - Crash avoidance systems KW - Crashes KW - Data collection KW - Insurance rates KW - Passenger vehicles KW - Sport utility vehicles KW - Station wagons KW - Tables (Data) KW - Vans UR - http://www.nhtsa.dot.gov/staticfiles/DOT/NHTSA/Vehicle%20Safety/Articles/Associated%20Files/2009_Insurance_Costs_Comparison.pdf UR - https://trid.trb.org/view/894404 ER - TY - RPRT AN - 01135245 AU - Silvani, S AU - Skorupski, D AU - Stinebiser, R AU - Nicosia, B AU - Van Order, D AU - Booz-Allen and Hamilton, Incorporated AU - National Highway Traffic Safety Administration TI - Independent Evaluation of Electronically Controlled Braking Systems PY - 2009/02 SP - 256p AB - Under the Intelligent Vehicle Initiative (IVI), this study was funded to increase the understanding of the performance benefits of leading-edge foundation brake technologies and advanced brake control systems for tractor-trailers. It has been documented in previous U.S. Department of Transportation studies that brake failures are the leading cause of failed roadside inspections. For a variety of reasons, brake systems in the North American commercial truck market have not adopted new technology as rapidly as the European market. The reliability, durability, and maintenance impacts of the new brake technologies have not been clearly documented. This study analyzes the impacts of brake technologies, as well as presents other technology that is enabled though the introduction of this new technology. North American commercial trucks rely predominantly on pneumatically controlled drum brakes. This study establishes four configurations to test the available brake technologies. The templates are anti-lock braking system (ABS) tractors with pneumatic drum brakes, ABS tractors with pneumatic disc brakes, advanced ABS tractors with pneumatic disc brakes, and electronically controlled brake system tractors with disc brakes. Three tractor configurations employed some form of stability control. In addition, tractors were equipped with adaptive cruise control (ACC). The study focuses on documenting the operating characteristics over a period of one year. The study profiles brake technologies and gathers performance measures. The study also analyzes driver behavioral changes. Maintenance data for all brake technologies was gathered over a period of 16 months. The study discusses cost, reliability, and durability of each system, as well as compatibility of each technology with each other. In addition, driver and mechanic responses to survey questions are shown. ACC and stability control, both of which are enabled through the use of advanced control technologies, are evaluated. Driver reaction as well as safety benefits of ACC are also calculated. This study will be helpful to fleet owners considering adoption of advanced brake technologies and interested in learning the possible cost, safety, maintenance, and training implications. KW - Automatic braking KW - Braking performance KW - Electronic control KW - Heavy vehicles KW - Intelligent Vehicle Initiative KW - Labor costs KW - Performance evaluations KW - Tractor trailer combinations KW - Vehicle design KW - Vehicle maintenance UR - http://www.nhtsa.gov/DOT/NHTSA/NRD/Multimedia/PDFs/Crash%20Avoidance/2009/811078.pdf UR - https://trid.trb.org/view/894400 ER - TY - RPRT AN - 01135194 AU - Klauer, Sheila G AU - Dingus, Thomas A AU - Neale, Vicki L AU - Sudweeks, Jeremy D AU - Ramsey, David J AU - Virginia Polytechnic Institute and State University, Blacksburg AU - National Highway Traffic Safety Administration TI - Comparing Real-World Behaviors of Drivers with High Versus Low Rates of Crashes and Near Crashes PY - 2009/02//Final Report SP - 204p AB - In-depth analyses were conducted examining both quantitative and qualitative differences between drivers who were involved in a high number of crashes and near-crashes (mean of 1,438.1 per MVMT) versus drivers who were involved in far fewer crashes and near-crashes (mean of 195.4 per MVMT). These two groups of drivers were labeled as safe and unsafe, respectively. Primary findings indicated that unsafe drivers exhibited more hard deceleration, acceleration, and swerve maneuvers during baseline driving than did the safe drivers. Results also indicated that risky driving behaviors such as traveling at inappropriate speeds and improper braking may increase drivers relative crash risk above that of normal driving. Exploratory analyses were also conducted to assess engagement in risky driving behavior during a variety of environmental and roadway conditions. The results from this analysis indicated that all drivers were willing to engage in risky behaviors during moderately high traffic densities when their speed was impeded than during very low traffic densities when speed selection was not impeded. KW - Crash analysis KW - Crash rates KW - Crash risk forecasting KW - Drivers KW - Human factors in crashes KW - Intelligent Vehicle Initiative KW - Risk assessment KW - Traffic crashes KW - Traffic safety KW - Travel behavior UR - http://www.nhtsa.gov/DOT/NHTSA/NRD/Multimedia/PDFs/Crash%20Avoidance/2009/811091.pdf UR - https://trid.trb.org/view/894387 ER - TY - RPRT AN - 01135185 AU - Freedman, Mark AU - Lerner, Neil AU - Zador, Paul AU - Singer, Jeremiah AU - Levi, Sharon AU - Westat AU - National Highway Traffic Safety Administration TI - Effectiveness and Acceptance of Enhanced Seat Belt Reminder Systems: Characteristics of Optimal Reminder Systems PY - 2009/02//Final Report SP - 98p AB - This report summarizes and synthesizes the findings of two complementary studies conducted to investigate factors related to enhanced seat belt reminder (ESBR) effectiveness and acceptance. It also provides recommendations for ESBR design and suggests a conceptual rating system for ESBRs. A field observational study found that belt use rates of drivers in vehicles with most types of ESBR systems was about 3 to 4 percentage points higher than drivers in vehicles without ESBRs, whose observed belt use rate was 85 percent. The most significant increases in belt use were found among occupant groups with the lowest belt use propensities. A separate system feature study experimentally compared alternative seat belt reminder systems and displays to determine which systems and components drivers find to be most effective, attention-getting, annoying, and desirable. Systems with more aggressive reminder displays and more frequent repetition patterns were perceived to be the most effective, and sounds were perceived to be more effective than visual displays. Perceived effectiveness and annoyance of individual displays were strongly correlated. There is good agreement between the two studies on the association of a greater likelihood of seat belt use with ESBR systems in general and the importance of including an auditory component to the system. Belt use rates based on averaging estimates for age/gender groups were strongly correlated according to system features. Based on the findings of these two studies, together with other literature, a set of recommendations for effective ESBR design are provided. Based on these criteria, a conceptual rating scheme was developed to provide a numeric figure-of-merit for ESBR systems. The rating scheme is preliminary and will require validation before use. u0911 KW - Highway safety KW - Occupant protection KW - Restraint systems KW - Seat belt reminder systems KW - Seat belt usage KW - Seat belts KW - Vehicle design KW - Warning systems UR - http://www.nhtsa.gov/DOT/NHTSA/NRD/Multimedia/PDFs/Human%20Factors/Reducing%20Unsafe%20behaviors/811097.pdf UR - https://trid.trb.org/view/894391 ER - TY - SER AN - 01130686 JO - Traffic Safety Facts - Traffic Tech PB - National Highway Traffic Safety Administration TI - Identifying Strategies to Improve the Effectiveness of Booster Seat Laws PY - 2009/02 IS - 359 SP - 2p AB - Since 1975 motor vehicle crashes have been the leading cause of death for children in the United States. The most effective strategy for preventing injury and death to children involved in crashes is using age- and size-appropriate restraints. Trans-Analytics, LLC, completed a study that examined the factors that relate to the use and nonuse of booster seats, and identified strategies to improve the effectiveness of enhanced child restraint laws that cover booster-seat-age children (booster seat laws). This Traffic Tech briefly summarizes the study findings in the following areas: review of changes in booster seat laws; literature review; effects of upgrading booster seat laws; law enforcement attitudes; parent and caregiver attitudes; and strategies - education, enforcement, and legislation. KW - Attitudes KW - Booster seats KW - Caregivers KW - Education KW - Law enforcement KW - Laws KW - Literature reviews KW - Parents UR - http://www.nhtsa.dot.gov/staticfiles/DOT/NHTSA/Communication%20&%20Consumer%20Information/Traffic%20Tech%20Publications/Associated%20Files/tt359.pdf UR - https://trid.trb.org/view/891035 ER - TY - SER AN - 01130685 JO - Traffic Safety Facts - Traffic Tech PB - National Highway Traffic Safety Administration TI - Technology Applications for Traffic Safety Programs: A Primer PY - 2009/02 IS - 360 SP - 2p AB - This Traffic Tech summarizes the report by the same title which explores how emerging digital and communications technology can advance safety on the Nation’s highways. The range of technology described in the report is available or will be available in the near future to improve traffic safety. As new traffic safety applications become widespread and implementation costs decrease, there could be a network of advanced systems that improve traffic safety by providing information and services to drivers, traffic operations agencies, emergency management services personnel, and law enforcement professionals. KW - Advanced driver information systems KW - Advanced traveler information systems KW - Communication devices KW - Digital communication systems KW - Emergency management KW - Law enforcement KW - Technological innovations KW - Traffic safety KW - Vehicle to infrastructure communications KW - Vehicle to vehicle communications UR - http://www.nhtsa.dot.gov/staticfiles/DOT/NHTSA/Communication%20&%20Consumer%20Information/Traffic%20Tech%20Publications/Associated%20Files/tt360.pdf UR - https://trid.trb.org/view/891037 ER - TY - SER AN - 01130678 JO - Traffic Safety Facts - Traffic Tech PB - National Highway Traffic Safety Administration TI - Development of a Self-Screening Instrument for Older Drivers Based on Health Concerns PY - 2009/02 IS - 363 SP - 2p AB - The purpose of this project was to improve upon existing self-screening instruments for older drivers by focusing entirely on health concerns that affect driving—that is, the symptoms that people experience due to medical conditions, the medications used to treat them, and the general aging process—rather than the medical conditions or medications themselves. The project created an easy-to-use self-screening instrument for older drivers that would provide several types of individualized feedback including information to increase general awareness and self-awareness relative to declines in driving-related abilities, as well as recommendations for: behavioral changes or safety tips to maintain safe driving (e.g., avoiding driving at night, taking a driver refresher course, planning a trip in advance, and writing down the route); further evaluation from a physician or other health professional; and vehicle modifications to help compensate for driving-related declines. This Traffic Tech briefly summarizes the study method, the evaluation and validation results, and the recommendations resulting from this study. KW - Abilities KW - Aged drivers KW - Aging (Biology) KW - Awareness KW - Behavior modification KW - Diseases and medical conditions KW - Health KW - Medical examinations and tests KW - Medication KW - Recommendations KW - Self evaluation KW - Vehicle modifications UR - http://www.nhtsa.dot.gov/staticfiles/DOT/NHTSA/Communication%20&%20Consumer%20Information/Traffic%20Tech%20Publications/Associated%20Files/tt363.pdf UR - https://trid.trb.org/view/891031 ER - TY - SER AN - 01130677 JO - Traffic Safety Facts - Traffic Tech PB - National Highway Traffic Safety Administration TI - Evaluation of the Miami-Dade Pedestrian Safety Demonstration Project PY - 2009/02 IS - 361 SP - 2p AB - The purpose of this study was to reduce deaths and injuries to pedestrians in a large, urban environment by targeting countermeasures toward specific high-crash locations and zones. Miami-Dade County, Florida, was chosen as the focus of this study because of its large pedestrian-involved crash problem (1,700 to 1,800 crashes involving pedestrians per year), its age and ethnic diversity, as well as the willingness of State and county officials to participate in the study and elevate pedestrian safety to a higher priority. Using pedestrian-involved crash data from 1996 to 2001, four zones were identified in Miami-Dade County that were found to have high pedestrian-involved crash patterns. A total of 16 different pedestrian treatments were targeted to areas in the county, and particularly in the four selected zones (Liberty City, Little Haiti, Little Havana, and South Beach). These 16 different treatments included education, enforcement, and engineering measures, based primarily on previous NHTSA and FHWA research. Specific countermeasures were targeted to locations and zones based on the ages of pedestrians, ethnicity of the zones, types of crash problems, etc. The benefits of the pedestrian safety program were evaluated countywide using three years of “after” data (2002 to 2004). This Traffic Tech briefly reports the overall findings of this study. KW - Age groups KW - Before and after studies KW - Countermeasures KW - Demonstration projects KW - Ethnic groups KW - Miami-Dade County (Florida) KW - Pedestrian education KW - Pedestrian safety KW - Pedestrian-vehicle crashes KW - Traffic engineering KW - Traffic law enforcement UR - http://www.nhtsa.dot.gov/staticfiles/DOT/NHTSA/Communication%20&%20Consumer%20Information/Traffic%20Tech%20Publications/Associated%20Files/tt361.pdf UR - https://trid.trb.org/view/891030 ER - TY - SER AN - 01130676 JO - Traffic Safety Facts - Traffic Tech PB - National Highway Traffic Safety Administration TI - 2007 Motor Vehicle Occupant Safety Survey (MVOSS) Gives Status Report on Attitudes and Support for Seat Belt Use PY - 2009/02 IS - 364 SP - 2p AB - The National Highway Traffic Safety Administration (NHTSA) conducts a national telephone survey on a periodic basis to monitor the public’s attitudes, knowledge, and self-reported behavior regarding use of seat belts and child occupant restraints. The 2007 Motor Vehicle Occupant Safety Survey (MVOSS) was the sixth in the series, which began in 1994. It was composed of two questionnaires, each administered to a randomly selected sample of approximately 6,000 people age 16 and older, with younger ages over-sampled. Interviewing ran from January 9, 2007, through April 30, 2007. This Traffic Tech briefly reports findings concerning seat belt use when driving, reasons for use and nonuse of seat belts, attitudes about the usefulness of seat belts, and seat belt laws and their enforcement. KW - Attitudes KW - Behavior KW - Child restraint systems KW - Law enforcement KW - Laws KW - Motor Vehicle Occupant Safety Survey KW - Seat belt use KW - Seat belts KW - Surveys UR - http://www.nhtsa.dot.gov/staticfiles/DOT/NHTSA/Communication%20&%20Consumer%20Information/Traffic%20Tech%20Publications/Associated%20Files/tt364.pdf UR - https://trid.trb.org/view/891033 ER - TY - SER AN - 01130675 JO - Traffic Safety Facts - Traffic Tech PB - National Highway Traffic Safety Administration TI - 2006 Seat Belt Use Estimate for Native American Tribal Reservations PY - 2009/02 IS - 362 SP - 2p AB - In 2004 the National Highway Traffic Safety Administration (NHTSA) and the Bureau of Indian Affairs’ Indian Highway Safety Program established the first baseline seat belt use rate for tribal reservations subject to tribal law and tribal traffic law enforcement. The methodology was similar to NHTSA’s National Occupant Protection Usage Survey (NOPUS), which uses a probability-based survey to report a single seat belt use rate to the Nation. Because less than a third of the 562 federally recognized tribal governments in the United States are subject to tribal law and tribal law enforcement, this estimate of seat belt use for Native American tribal reservations computes a single seat belt use rate for the 180 tribal reservations where Native Americans enforce their own traffic laws. In 2006 NHTSA administered this survey for a second time. This Traffic Tech briefly summarizes the survey methods and results. KW - Indian reservations KW - Laws KW - Seat belt use KW - Seat belt use laws KW - Seat belts KW - Surveys KW - Traffic law enforcement KW - Tribal government UR - http://www.nhtsa.dot.gov/staticfiles/DOT/NHTSA/Communication%20&%20Consumer%20Information/Traffic%20Tech%20Publications/Associated%20Files/tt362.pdf UR - https://trid.trb.org/view/891039 ER - TY - SER AN - 01130673 JO - Traffic Safety Facts - Traffic Tech PB - National Highway Traffic Safety Administration TI - Identifying Information That Promotes Belt-Positioning Booster Seat Use PY - 2009/02 IS - 365 SP - 2p AB - In order to guide future efforts to increase belt-positioning booster seat (BPB) use, this study focused on identifying reasons for BPB nonuse for children of parents with a high school education or less. The study concentrated on ages 3 (when children are nearing the suggested transition point to booster seats) to 6 (after which they likely have used seat belts for several years). The Theory of Planned Behavior formed the theoretical foundation for the study. It asserts that behavior is preceded by a positive intention to perform the behavior, which in turn is influenced by perceived benefits, barriers, and threats to performing that behavior. According to this theory, to promote BPB use it is necessary to encourage positive intentions toward BPB use. This can be done by overcoming parents’ perceived barriers to BPB use, highlighting parents’ perceived benefits to BPB use, and reducing parents’ perceived threats (i.e., things they worry about when driving their children). This research aimed to: (1) identify factors that influence parents’ current child restraint use behaviors and their intentions for future use, and (2) test interventions that address these factors as a means to promote appropriate restraint use, particularly use of BPBs. This Traffic Tech briefly discusses the study method, which employed focus groups, and key findings. KW - Behavior KW - Booster seats KW - Focus groups KW - Intervention KW - Parents UR - http://www.nhtsa.dot.gov/staticfiles/DOT/NHTSA/Communication%20&%20Consumer%20Information/Traffic%20Tech%20Publications/Associated%20Files/tt365.pdf UR - https://trid.trb.org/view/891034 ER - TY - RPRT AN - 01127513 AU - National Highway Traffic Safety Administration TI - Fatality Analysis Reporting System, General Estimates System, 2007 Data Summary PY - 2009/02 SP - 36p AB - This pocket-size booklet contains selected data from the Fatality Analysis Reporting System (FARS) and the General Estimates System (GES) for the year 2007. The 2007 FARS data file used for the statistics in this report was created in June 2008. The updated final counts for 2006 are reflected in this report. The updated final counts for 2007 will be reflected in the 2008 report. The 2007 GES file used for the statistics in this report was completed in June 2008. KW - Crash data KW - Crash injuries KW - Data files KW - Fatalities KW - Fatality Analysis Reporting System KW - General Estimates System KW - Statistics KW - Traffic crashes UR - https://trid.trb.org/view/887977 ER - TY - SER AN - 01124322 JO - Traffic Safety Facts - Research Note PB - National Highway Traffic Safety Administration TI - Fatalities and Fatality Rates in Alcohol-Impaired Driving Crashes by State, 2006-2007 PY - 2009/02 IS - HS-811 099 SP - 3p AB - In 2007, as compared to 2006, the overall fatality rate declined from 1.42 to 1.36 fatalities per 100 million vehicle miles of travel (VMT), and the alcohol-impaired driving fatality rate declined from 0.45 to 0.43 fatalities per 100 million VMT. From 2006 to 2007, the alcohol-impaired driving fatality rate declined in 32 States and remained the same or increased in the remaining 18 States, the District of Columbia, and Puerto Rico. In all 50 States, the District of Columbia, and Puerto Rico, it is illegal per se to drive a vehicle or operate a motorcycle with a blood alcohol concentration (BAC) of .08 or above. This research note presents, by State, fatality rates in all crashes as well as alcohol-impaired driving crashes. KW - .08 Per se laws KW - Blood alcohol levels KW - Drunk driving KW - Fatalities KW - Statistics KW - United States KW - Vehicle miles of travel UR - http://www.nhtsa.dot.gov/portal/nhtsa_static_file_downloader.jsp?file=/staticfiles/DOT/NHTSA/NCSA/Content/RNotes/2009/811099.pdf UR - https://trid.trb.org/view/885691 ER - TY - RPRT AN - 01123452 AU - Liu, Cejun AU - Chen, Chou-Lin AU - National Center for Statistics and Analysis AU - National Highway Traffic Safety Administration TI - An Analysis of Speeding-Related Crashes: Definitions and the Effects of Road Environments PY - 2009/02//NHTSA Technical Report SP - 26p AB - Speeding is reported in the Fatality Analysis Reporting System (FARS) as a driver-level attribute that combines “driving too fast for conditions" or "in excess of posted speed limit.” There is a growing need to parse out these two factors, especially for those designing countermeasures. The report, using data from the State Data System quantifies the extent of these two aspects related to speeding using data from six States whose police accident reports actually parse these out. The result of this analysis shows that this really depends on the severity of the crash. In fatal crashes, about 55% of all speeding-related crashes were due to “exceeding posted speed limits” as compared to the 45% that were due to “driving too fast for conditions.” The comparable percentages for speeding-related injury crashes were 26% versus 74% and those for PDO (property-damage-only) crashes were 18% versus 82%. The second aspect examined in this study is how these crashes, which related to the factors “driving too fast for conditions” or “exceeding posted speed limit,” were affected by roadway environments. It shows that the speeding-related crashes that were due to “driving too fast for conditions” were more likely to have occurred on roads with higher speed limits (50+ mph) as compared to other crashes. Roadway environments analyzed also include: roadway surface conditions, roadway alignment, and intersection/intersection-related roadway segment. KW - Alignment KW - Crash injuries KW - Crash severity KW - Fatalities KW - Intersections KW - Property damage KW - Road conditions KW - Speed limits KW - Speeding KW - Surface condition UR - http://www.nhtsa.dot.gov/portal/nhtsa_static_file_downloader.jsp?file=/staticfiles/DOT/NHTSA/NCSA/Content/Reports/2009/811090.pdf UR - https://trid.trb.org/view/884796 ER - TY - ABST AN - 01490676 TI - Advanced Crash Avoidance Technologies Program (ACAT) II - Nissan/University of Michigan Transportation Research Institute (UMTRI) AB - The Nissan/University of Michigan Transportation Research Institute (UMTRI) Advanced Crash Avoidance Technologies (ACAT) project is focused on driver situational awareness in relation to lane-change/merge maneuvers that can result in crashes. This research will investigate the feasibility of developing a safety impact methodology that can estimate the safety benefits of lane change/merge countermeasures. KW - Countermeasures KW - Crash avoidance systems KW - Crashes KW - Highway safety KW - Lane changing KW - Merging traffic KW - Safety benefits UR - http://www.nhtsa.gov/DOT/NHTSA/Traffic%20Injury%20Control/Research%20In%20Progress/files/AdvancedCrashAvoidanceTechnologiesProgram(ACAT)IINissanUMTRI.pdf UR - https://trid.trb.org/view/1260386 ER - TY - ABST AN - 01490048 TI - Determine the Crash Risk of Drugged Driving AB - Until the National Highway Traffic Safety Administration's (NHTSA's) 2007 National Roadside Survey, there was not much information on the incidence of drugged driving, or the crash risk associated with drugged driving. The Roadside Survey provided data from over 9,000 drivers across 60 sites on the incidence of drugged drivers on U.S. roads. As a subtask under that contract, the contractor is conducting a study examining the crash risk associated with drugged driving - data on alcohol crash risk will also be obtained. The drug crash risk project uses a "case-control" methodology. It will collect data in one site for at least 12 months, starting in early 2010. Teams comprised of a law enforcement officer and an interviewer/phlebotomist will arrive at a motor vehicle crash and will (following much of the same methodology as in the Roadside Survey) seek to obtain breath, saliva, and blood samples from drivers in the crash. A team will also return to the site of the crash, one week later, at the same time of the day/night, and randomly select drivers to obtain breath, saliva, and blood samples from "control" drivers. This project will provide much needed information on the risk associated with driving drug positive. Data will be collected on usage of over-the-counter, prescription, and illegal drugs. The National Institute on Alcohol Abuse and Alcoholism (NIAAA) is also supporting this research project. KW - Alcohol breath tests KW - Blood analysis KW - Crash risk KW - Data collection KW - Drugged drivers KW - Drunk driving KW - Saliva KW - Samples UR - https://trid.trb.org/view/1259595 ER - TY - RPRT AN - 01137615 AU - Carnegie, Jon A AU - Eger, Robert J AU - American Association of Motor Vehicle Administrators AU - National Highway Traffic Safety Administration TI - Reasons for Drivers License Suspension, Recidivism and Crash Involvement among Suspended/Revoked Drivers PY - 2009/01//Final Report SP - 40p AB - In February 2005, the American Association of Motor Vehicle Administrators (AAMVA) convened a working group comprised of motor vehicle agency representatives, law enforcement professionals, judges, prosecutors, researchers and highway safety professionals from NHTSA, FHWA and FMCSA to develop a needs assessment to address the problem of driving while suspended. The working group determined that not enough was known about the depth and breadth of the issue and that research was needed to more fully understand the changing relationship between license suspension, reasons for suspension and highway safety outcomes. This study was commissioned in response to the working group’s call for additional research. The research objectives defined for this study included, determining the number of drivers that are suspended/revoked under state laws that allow a driver’s license to be suspended/revoked for non-driving offenses; determining the number of those drivers that are subsequently cited for driving while suspended, determining the extent of crash involvement by those drivers; and exploring the relationship between driving behavior and violations of those laws. The analysis conducted for this study provides a baseline for further discussion by the AAMVA suspended/revoked driver working group. The research results point to differences between the two groups when considering driving behavior. Overall, the analysis provides information to administrators and safety experts indicating the two groups of suspend drivers differ on multiple dimensions. KW - Behavior KW - Driving without a license KW - Recidivism KW - Revocation KW - Suspensions KW - Traffic crashes UR - http://www.nhtsa.gov/DOT/NHTSA/Traffic%20Injury%20Control/Articles/Associated%20Files/811092.pdf UR - https://trid.trb.org/view/897746 ER - TY - RPRT AN - 01135275 AU - McLaughlin, Shane B AU - Hankey, Jonathan M AU - Klauer, Sheila G AU - Dingus, Thomas A AU - Virginia Polytechnic Institute and State University, Blacksburg AU - National Highway Traffic Safety Administration TI - Contributing Factors to Run-Off-Road Crashes and Near-Crashes PY - 2009/01//Final Report SP - 68p AB - The purpose of this investigation is to identify factors associated with run-off-road (ROR) crashes. Events from the 100-Car Naturalistic Driving Study that constituted ROR crash or near-crash events were investigated to identify conditions in which the events occurred and contributing factors. ROR events occur more frequently per mile in low-visibility (including darkness) and low-friction conditions than in clear and dry conditions. Approximately half of the events (56%) occurred on straight roadways, with the remainder occurring in curves (30%) and intersection turns (14%). The most frequently identified contributing factor among the ROR events was distraction. Changes in roadway boundaries (e.g., discontinuities) also appear to be a common factor. Short following distances appear to be more commonly a factor than lead-vehicle braking. Other factors include fatigue/impairment, low friction, vehicle encroaching on the subject vehicle, low-speed maneuvering errors, and late route selection. KW - Crash investigation KW - Distraction KW - Fatigue (Physiological condition) KW - Highway curves KW - Human factors in crashes KW - Impaired drivers KW - Intersections KW - Ran off road crashes KW - Traffic crashes KW - Traffic safety UR - http://www.nhtsa.dot.gov/staticfiles/DOT/NHTSA/NRD/Multimedia/PDFs/Crash%20Avoidance/2009/811079.pdf UR - https://trid.trb.org/view/894388 ER - TY - RPRT AN - 01129534 AU - Decina, Lawrence E AU - Lococo, Kathy H AU - Ashburn, Warren AU - Rose, Janelle AU - TransAnalytics, LLC AU - National Highway Traffic Safety Administration TI - Identifying Strategies to Reduce the Percentage of Unrestrained Young Children PY - 2009/01//Final Report SP - 52p AB - The purpose of this study was to explore the factors that contribute to nonuse of occupant restraints by children 5 through 7 years of age riding in motor vehicles, and to identify strategies to increase restraint use in this age group. The appropriate restraint for most of these children, based on their size, would be booster seats. Research activities conducted for this study were a literature review, discussions with key informants, a brainstorming session with experts, and focus groups with parents and other caregivers. The prevalence of unrestrained children in this age group varied across observation studies identified in the literature review. Key informants, experts in the field, and parents and other caregivers provided many reasons why drivers do not restrain these children. Reasons included low perceived risk (low crash and injury threat), lack of understanding that booster seats prevent injury, ignorance of the booster seat law, the perception that violations of the child restraint law are not enforced, inconvenience, parental permissiveness, and situational factors. Recommendations to increase proper restraint use among 5- through 7-year-olds centered on enforcement, education, and publicity. Enforcement strategies should focus on increasing the perception that the child restraint law is strongly enforced, increasing the penalties for violating the law, and gaining more support from top-management of law enforcement agencies for enforcing the law. Educating law enforcement officers, judges, and prosecutors about the child passenger safety law and the risks involved for unrestrained and inappropriately restrained children are key components of an enforcement strategy. Generating publicity about the enforcement efforts is also important. Education strategies directed at the public should focus on messages that identify the best practices for properly restraining these children, raise parents’ and other caregivers’ perception of risk by demonstrating the potential for injury and death using visuals and testimonials, and clarify the child restraint law in the State. Educational messages may be delivered by health care personnel, teachers, law enforcement officers, and child passenger safety technicians. Messages can also be delivered through radio public service announcements and billboards. KW - Booster seats KW - Child restraint systems KW - Education KW - Law enforcement KW - Laws KW - Publicity KW - Strategic planning KW - Utilization UR - http://www.nhtsa.dot.gov/portal/nhtsa_static_file_downloader.jsp?file=/staticfiles/DOT/NHTSA/Traffic%20Injury%20Control/Articles/Associated%20Files/811076.pdf UR - https://trid.trb.org/view/889856 ER - TY - SER AN - 01127132 JO - Traffic Safety Facts - Traffic Tech PB - National Highway Traffic Safety Administration TI - Testing Multiple Medication Usage and Driving Functioning PY - 2009/01 IS - 357 SP - 2p AB - The number of older licensed drivers in the United States is growing at a rate faster than the overall population. As people age, they are more likely to take one or more potentially driver-impairing (PDI) medications. TransAnalytics, LLC, recently completed a pilot study to gain a better understanding of the safety impact on older drivers of taking multiple PDI medications. A final report titled "A Pilot Study to Test Multiple Medication Usage and Driver Functioning" provides an update on the prevalence of prescription medications in the older population, and the effects on driving of specific drugs and drug classes. Research activities included a literature review, data mining exercise, identifying other databases for future data mining, and a field study of occupational therapist on-road evaluations of older drivers who take multiple PDI medications. A summary of the report is presented in this Traffic Tech. KW - Aged drivers KW - Data mining KW - Field studies KW - Impaired drivers KW - Literature reviews KW - Medication UR - http://www.nhtsa.dot.gov/staticfiles/DOT/NHTSA/Communication%20&%20Consumer%20Information/Traffic%20Tech%20Publications/Associated%20Files/tt357.pdf UR - https://trid.trb.org/view/887814 ER - TY - SER AN - 01127127 JO - Traffic Safety Facts - Traffic Tech PB - National Highway Traffic Safety Administration TI - The 2006 "Buckle Up in Your Truck" and "Click It Or Ticket" Campaigns Increase Seat Belt Use in Southeastern States PY - 2009/01 IS - 355 SP - 2p AB - "Buckle Up in Your Truck" (BUIYT) is an intense advertisement and enforcement campaign designed to increase seat belt use among pickup truck occupants and immediately precedes the national "Click It or Ticket" (CIOT) high-visibility seat belt enforcement mobilization. In 2005, the National Highway Traffic Safety Administration's (NHTSA’s) Region 4, which includes Alabama, Florida, Georgia, Kentucky, Mississippi, North Carolina, South Carolina, and Tennessee, held a two-week television and radio advertisement campaign to encourage pickup truck drivers to buckle up, which immediately preceded CIOT media and enforcement. In 2006, the BUIYT program added one week of enforcement immediately following the advertising campaign and immediately preceding the CIOT enforcement period. Unlike 2005, when there were two weeks of CIOT enforcement, in 2006 there was an additional week of BUIYT enforcement (concurrent to the first week of CIOT advertisement campaign) and two weeks of CIOT enforcement. The combined BUIYT and CIOT campaign increased overall belt use in all States. Increases were achieved in both primary and secondary law states. Awareness of the campaign was high, especially among the target group. Belt use among occupants in pickup trucks improved more compared to overall occupants across the region. The added week of enforcement and the strong enforcement message during the 2006 BUIYT campaign seemed to contribute to the positive effects observed. Enforcement activity, such as measured by number of citations, was comparable to the rest of the nation, but that was conducted over a longer period of time (three weeks versus two weeks). The combined effort of BUIYT and CIOT likely contributed to the success of this campaign. KW - Advertising campaigns KW - Alabama KW - Buckle Up in Your Truck KW - Click It or Ticket KW - Florida KW - Georgia KW - Kentucky KW - Mississippi KW - North Carolina KW - Pickup trucks KW - Safety campaigns KW - Seat belt use KW - Seat belts KW - South Carolina KW - Southeastern United States KW - Tennessee KW - Traffic law enforcement UR - http://www.nhtsa.dot.gov/staticfiles/DOT/NHTSA/Communication%20&%20Consumer%20Information/Traffic%20Tech%20Publications/Associated%20Files/tt355.pdf UR - https://trid.trb.org/view/887807 ER - TY - SER AN - 01127120 JO - Traffic Safety Facts - Traffic Tech PB - National Highway Traffic Safety Administration TI - "Buckle Up in Your Truck" and "Click It or Ticket" Programs Increase Seat Belt Use in Arkansas, Louisiana, New Mexico, Oklahoma, and Texas PY - 2009/01 IS - 354 SP - 2p AB - In 2006 the National Highway Traffic Safety Administration's (NHTSA’s) Region 6 (South Central), which includes Arkansas, Louisiana, New Mexico, Oklahoma, and Texas, completed a three-year demonstration project to increase seat belt use titled "Buckle Up In Your Truck" (BUIYT). This project entailed a two-week advertisement campaign immediately before the annual "Click It or Ticket" (CIOT) Mobilization in May when police conducted special high-visibility seat belt enforcement campaigns. In 2004, the BUIYT advertisement campaign bought television and radio spots to encourage non-belt-users in pickup trucks to buckle up. The first-year ads stressed the usefulness of seat belts in dangerous rollover-type crashes. All five States switched to an enforcement-centered script starting with the 2005 BUIYT campaign and all five committed more effort toward outreach that delivered a strong enforcement message. Although the seat belt use rate for cars and pickup trucks increased region-wide, the 8-percent gap between the pickup truck seat belt rate and the overall vehicle seat belt use rate has not changed. KW - Advertising campaigns KW - Arkansas KW - Buckle Up in Your Truck KW - Click It or Ticket KW - Louisiana KW - New Mexico KW - Oklahoma KW - Pickup trucks KW - Safety campaigns KW - Seat belt use KW - Seat belts KW - Texas KW - Traffic law enforcement UR - http://www.nhtsa.dot.gov/staticfiles/DOT/NHTSA/Communication%20&%20Consumer%20Information/Traffic%20Tech%20Publications/Associated%20Files/tt354.pdf UR - https://trid.trb.org/view/887806 ER - TY - SER AN - 01127112 JO - Traffic Safety Facts - Traffic Tech PB - National Highway Traffic Safety Administration TI - Evaluation of NHTSA Region 3's "Checkpoint Strikeforce" Program PY - 2009/01 IS - 358 SP - 2p AB - There were 17,602 alcohol-related fatalities in the United States in 2006. One of the most effective approaches for decreasing these types of fatalities is the use of sobriety checkpoints. In 2002 the National Highway Traffic Safety Administration’s (NHTSA's) Region 3 Office (formerly known as the Mid-Atlantic Region) initiated "Checkpoint Strikeforce." This program is a concentrated multi-State enforcement campaign coupled with an intensive media campaign. The program dramatically differed from previous efforts in that each jurisdiction in the region (Delaware, Maryland, Pennsylvania, Virginia, West Virginia, and the District of Columbia) made a serious commitment to conducting at least one checkpoint each week throughout the initial 6-month period between July and December 2002. After initial promising results, the jurisdictions have continued the "Checkpoint Strikeforce" program the last 6 months of each year. The Pacific Institute for Research and Evaluation (PIRE) conducted a study for NHTSA to evaluate the effectiveness of the "Checkpoint Strikeforce" program. Their findings are summarized in this Traffic Tech. KW - Advertising campaigns KW - Checkpoint Strikeforce Program KW - Countermeasures KW - Delaware KW - Drunk driving KW - Fatalities KW - Maryland KW - Mass media KW - Middle Atlantic States KW - Pennsylvania KW - Sobriety checkpoints KW - Traffic law enforcement KW - Virginia KW - Washington (District of Columbia) KW - West Virginia UR - http://www.nhtsa.dot.gov/staticfiles/DOT/NHTSA/Communication%20&%20Consumer%20Information/Traffic%20Tech%20Publications/Associated%20Files/tt358.pdf UR - https://trid.trb.org/view/887815 ER - TY - SER AN - 01126553 JO - Traffic Safety Facts - Traffic Tech PB - National Highway Traffic Safety Administration TI - Evaluation of the 2006 Click It or Ticket Campaign PY - 2009/01 IS - 353 SP - 2p AB - Since 2002, the May Click It or Ticket (CIOT) Mobilization — an intense, short-duration seat belt publicity and enforcement program — has raised seat belt use rates more substantially and more quickly than any other program. During the May 2006 CIOT Mobilization, NHTSA supported State-funded law enforcement of seat belt laws with a national paid and earned media campaign. The Preusser Research Group recently completed an evaluation of the 2006 Click It or Ticket Mobilization, which included case study evaluations for four separate special-emphasis demonstration programs that took place in 22 States in conjunction with CIOT. This Traffic Tech briefly summarizes the findings of that evaluation. KW - Click It or Ticket KW - Evaluation and assessment KW - Law enforcement KW - Publicity KW - Safety campaigns KW - Seat belt use KW - Seat belts UR - http://www.nhtsa.dot.gov/staticfiles/DOT/NHTSA/Communication%20&%20Consumer%20Information/Traffic%20Tech%20Publications/Associated%20Files/tt353.pdf UR - https://trid.trb.org/view/887674 ER - TY - SER AN - 01126551 JO - Traffic Safety Facts - Traffic Tech PB - National Highway Traffic Safety Administration TI - Update of Vehicle Sanction Laws And Their Application PY - 2009/01 IS - 352 SP - 2p AB - This Traffic Tech summarizes the findings of a report by the same title that updates a 1992 National Highway Traffic Safety Administration (NHTSA) sponsored study of vehicle sanctions. That study found relatively few jurisdictions with active vehicle sanction programs. Although 32 States were found to have laws providing for various vehicle sanctions, in most States these sanctions were rarely used. This current study updates that effort as of 2004 with a contemporary overview of vehicle sanction laws and their application. It goes beyond the earlier study by incorporating a review of ignition interlock devices (not considered in the earlier study), and providing a more recent list of vehicle sanctions on a State-by-State basis. KW - Alcohol ignition interlock devices KW - Confiscation KW - Drunk driving KW - Motor vehicles KW - Sanctions KW - State laws KW - States KW - Vehicle impoundment UR - http://www.nhtsa.dot.gov/staticfiles/DOT/NHTSA/Communication%20&%20Consumer%20Information/Traffic%20Tech%20Publications/Associated%20Files/tt352.pdf UR - https://trid.trb.org/view/887675 ER - TY - RPRT AN - 01124971 AU - Lockhart, Julie AU - Boyle, Linda Ng AU - Wilkinson, Mark AU - University of Iowa, Iowa City AU - University of Iowa, Iowa City AU - National Highway Traffic Safety Administration TI - Driving With Visual Field Loss: An Exploratory Simulation Study PY - 2009/01//Technical Report SP - 52p AB - The goal of this study was to identify the influence of peripheral visual field loss (VFL) on driving performance in a motion-based driving simulator. Sixteen drivers (6 with VFL and 10 with normal visual fields) completed a 14 km simulated drive. The simulated scenarios included changes in road geometry, merging, lead vehicle braking and incursion events; outcome measures were head movements, lane position, accelerator release time, collisions, and subjective assessment of driving patterns. There were significant differences between groups in some driving performance measures. Those with VFL demonstrated more variability in lane maintenance on curves and when departing the freeway, as well as delayed accelerator release and reduced time to simulated collision during an unexpected hazard event. VFL participants did not exhibit expected compensatory behaviors such as greater variability in head movements. The results suggest some differences in driving performance and driving patterns between the groups. KW - Compensatory behaviors KW - Driving KW - Driving simulators KW - Field of vision KW - Head movements KW - Lateral placement KW - Peripheral vision KW - Vision disorders UR - http://www.nhtsa.dot.gov/portal/nhtsa_static_file_downloader.jsp?file=/staticfiles/DOT/NHTSA/Traffic%20Injury%20Control/Articles/Associated%20Files/811062.pdf UR - http://ntl.bts.gov/lib/30000/30500/30580/811062.pdf UR - https://trid.trb.org/view/886167 ER - TY - SER AN - 01124326 JO - Traffic Safety Facts - Traffic Tech PB - National Highway Traffic Safety Administration TI - Innovative Seat Belt Demonstration Programs in Kentucky, Mississippi, North Dakota, and Wyoming PY - 2009/01 IS - 356 SP - 2p AB - Seat belt use remains below the national average of 83% in many secondary seat belt law States, where police can issue a seat belt citation only after stopping a motorist for another traffic violation. In 2005, the National Highway Traffic Safety Administration began working with Kentucky, Mississippi, North Dakota, and Wyoming, all secondary law States at the time, to support programs that used innovative approaches to increase seat belt use. Kentucky, Mississippi, North Dakota, and Wyoming used their cooperative agreement funds to implement seat belt programs separate from their annual Click It or Ticket (CIOT) activities. All four States used enforcement, public education, and paid media as the core of their intervention, designing activities to adapt to the unique characteristics and conditions of their State. This fact sheet presents information on the programs in each of the four States and statistics on the program outcomes. KW - Demonstration projects KW - Education KW - Kentucky KW - Mississippi KW - North Dakota KW - Publicity KW - Safety programs KW - Seat belt use KW - Seat belts KW - Traffic law enforcement KW - Wyoming UR - http://www.nhtsa.dot.gov/staticfiles/DOT/NHTSA/Communication%20&%20Consumer%20Information/Traffic%20Tech%20Publications/Associated%20Files/tt356.pdf UR - https://trid.trb.org/view/885704 ER - TY - RPRT AN - 01122656 AU - Baer, Justin AU - Skemer, Melanie AU - American Institutes for Research AU - National Highway Traffic Safety Administration TI - Review of State Motorcycle Safety Program Technical Assessments PY - 2009/01//NHTSA Technical Report SP - 54p AB - A key effort initiated by the National Highway Traffic Safety Administration (NHTSA), aimed at promoting motorcycle safety and understanding the factors that contribute to motorcycle crashes, is the State Motorcycle Safety Program Technical Assessments ("State Assessments"), which provide comprehensive reviews of State motorcycle safety programs and practices. During the assessments, reviewers examine the policies States have implemented to promote motorcycle safety and offer recommendations for additional steps States may take to encourage safe riding and reduce crashes, injuries, and fatalities. This report reviews the implementation and barriers to implementation of the nine State Assessments completed by NHTSA at least one year before the start of this project. Drawing on information collected from follow-up surveys administered to motorcycle safety officials in these States in late 2007 and early 2008, the report addresses the following questions: What were the most frequent kinds of recommendations made as part of the State assessments? Which types of recommendations were most frequently implemented by the States? What is the impact of those recommendations that were implemented according to the States? What kinds of recommendations were least likely to be implemented by the States? What are the reasons why certain recommendations were not implemented? KW - Barriers to implementation KW - Evaluation and assessment KW - Highway safety KW - Implementation KW - Motorcycle crashes KW - Motorcycle driving KW - Motorcycle safety KW - Recommendations KW - State policy KW - States UR - http://www.nhtsa.dot.gov/staticfiles/DOT/NHTSA/NCSA/Content/Reports/2009/811082.pdf UR - https://trid.trb.org/view/884345 ER - TY - RPRT AN - 01122647 AU - Goodwin, Arthur H AU - Hall, William L AU - Raborn, J Craig AU - Thomas, Libby J AU - Tucker, Mary Ellen AU - National Highway Traffic Safety Administration TI - Countermeasures That Work: A Highway Safety Countermeasure Guide For State Highway Safety Offices PY - 2009/01//Fourth Edition SP - 301p AB - This guide is a basic reference to assist State Highway Safety Offices (SHSOs) in selecting effective, science-based traffic safety countermeasures for major highway safety problem areas. The guide: describes major strategies and countermeasures that are relevant to SHSOs; summarizes their use, effectiveness, costs, and implementation time; and provides references to the most important research summaries and individual studies. The guide contains a chapter for each problem area. Each chapter begins with a brief overview of the problem area’s size and characteristics, the main countermeasure strategies, a glossary of key terms, and a few general references. Next, a table lists specific countermeasures and summarizes their use, effectiveness, costs, and implementation time. Each countermeasure is then discussed in approximately one page. Some countermeasure areas are covered in more depth than others due to the availability of published research. For example, impaired driving has a long and rich research history while other topics, such as driver distraction and fatigue, have received less attention. Highway safety problem areas covered include the following: alcohol-impaired driving, seat belt use and child restraints, aggressive driving and speeding, distracted and fatigued driving, motorcycle safety, young drivers, older drivers, pedestrians, and bicycles. KW - Aged drivers KW - Aggression KW - Alcohol use KW - Bicycle crashes KW - Bicycle safety KW - Child restraint systems KW - Costs KW - Countermeasures KW - Cyclists KW - Distraction KW - Drivers KW - Drunk driving KW - Fatigue (Physiological condition) KW - Highway safety KW - Impaired drivers KW - Implementation KW - Motorcycle safety KW - Pedestrian safety KW - Pedestrians KW - Seat belt use KW - Seat belts KW - Speeding KW - State highway departments KW - States KW - Strategic planning KW - Teenage drivers KW - Traffic safety KW - Young adults UR - http://ntl.bts.gov/lib/30000/30500/30532/811081.pdf UR - https://trid.trb.org/view/884326 ER - TY - CONF AN - 01574670 AU - Erbsmehl, Christian AU - National Highway Traffic Safety Administration TI - Simulation of Real Crashes as a Method for Estimating the Potential Benefits of Advanced Safety Technologies PY - 2009 SP - 10p AB - Since secondary safety systems have been implemented in modern cars successfully, the development of primary safety systems becomes more and more important. That causes the necessity of useful methods to estimate the benefit of these advanced safety systems. In this paper a new method for the benefit estimation of advanced safety systems by simulating real world crashes is presented. The bases of this simulation are real world crashes out of the GIDAS (German In-Depth Accident Study) database, including reconstruction data, accident sketches and safety systems specifications. The result of this method is a comparison between the simulated real accident scenario and the predicted accident scenario using a virtual prototype of the safety system. Using this comparison it is possible to estimate the benefit for the single case as well as the global benefit for all cases. The simulation will be done with a car dynamic simulation program. Therefore, interactions between sensor systems, brakes and steering controls can be considered. Furthermore, it is also possible to simulate crash involved cars with more than one safety system. The benefit will be estimated regarding accident avoidance and/or accident mitigation based on all available cases in GIDAS. Another possibility of such a simulation is to find out potentials of the further development of advanced safety systems or to develop new activating strategies by checking up parameters like yaw-angle, lateral acceleration or steering wheel angle. This paper explains a method for the estimation of potential benefits of primary safety systems and exemplified results. The paper offers the possibility of a dynamic simulation of real world accident initiations with and without virtual safety systems. The results provide detailed information about useful combinations of advanced safety systems. U1 - 21st International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationBundesministerium fuer Verkehr, Bau und Stadtentwicklung - BMVBS - (Federal Ministry of Transport, Building and Urban Affairs)Bundesanstalt fuer Strassenwesen (BASt)Stuttgart,Germany StartDate:20090615 EndDate:20090618 Sponsors:National Highway Traffic Safety Administration, Bundesministerium fuer Verkehr, Bau und Stadtentwicklung - BMVBS - (Federal Ministry of Transport, Building and Urban Affairs), Bundesanstalt fuer Strassenwesen (BASt) KW - Active safety systems KW - Antilock brake systems KW - Crash avoidance systems KW - Crash data KW - German In-Depth Accident Study KW - In vehicle sensors KW - Simulation KW - Steering systems UR - http://www-nrd.nhtsa.dot.gov/departments/esv/21st/ UR - https://trid.trb.org/view/1364576 ER - TY - CONF AN - 01574659 AU - Wang, Stewart C AU - National Highway Traffic Safety Administration TI - Widespread Collection of Real-World Crash Data Using Advanced Automatic Collision Notification and Medical Data Technologies PY - 2009 SP - 4p AB - Standard methods of investigating real-world crashes are hampered by the rapid rate at which the vehicle fleet changes as well as logistical hurdles involved in collecting sufficient quantities of data regarding specific vehicle and crash conditions to draw useful conclusions regarding injury causation. This degrades the ability of real-world crash data to contribute in a timely fashion to the assessment and improvement of vehicle and occupant protection systems. The University of Michigan Health System, General Motors and OnStar are collaborating on a project to collect real-world crash data using the OnStar system to identify and screen crash cases from around the US. For crash events of interest, informed consent is obtained, medical interviews are conducted and the vehicle is inspected for photographic documentation. Medical records and digital medical imaging data files are also obtained for determination of injury mechanism and outcome. Most real-world crash data collection systems have limitations. Systems in which a small subset of crashes is randomly sampled have very limited numbers of crashes from specific vehicle models and crash conditions. Geographically based census collection systems can have the same limitation. Medically based crash data collection systems provide optimal detail and insight regarding injury causation factors, but are also biased by being outcome-sampled and expensive. The novel use of advanced automatic collision notification technology for screening allows researchers to very efficiently identify the subset of real-world crash cases that hold most value for assessment of injury risk or evaluation of vehicle safety performance. Cost effectiveness will increase even further once photographic documentation of crash damage is no longer necessary. The involvement of independent, academically based medical researchers significantly enhances subject enrollment and enables the collection of sensitive medical records and digital imaging data. U1 - 21st International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationBundesministerium fuer Verkehr, Bau und Stadtentwicklung - BMVBS - (Federal Ministry of Transport, Building and Urban Affairs)Bundesanstalt fuer Strassenwesen (BASt)Stuttgart,Germany StartDate:20090615 EndDate:20090618 Sponsors:National Highway Traffic Safety Administration, Bundesministerium fuer Verkehr, Bau und Stadtentwicklung - BMVBS - (Federal Ministry of Transport, Building and Urban Affairs), Bundesanstalt fuer Strassenwesen (BASt) KW - Automatic crash notification KW - Automatic data collection systems KW - Crash data KW - Crash injury research KW - Crash investigation KW - Fatalities KW - Occupant protection devices UR - http://www-nrd.nhtsa.dot.gov/departments/esv/21st/ UR - https://trid.trb.org/view/1364575 ER - TY - CONF AN - 01517276 AU - National Highway Traffic Safety Administration TI - 21st International Technical Conference on the Enhanced Safety of Vehicles (ESV) PY - 2009 SP - v.p. AB - The proceedings include over 280 papers divided into fourteen Technical sessions: (1) Data Acquisition and Analysis for Future Safety Enhancement; (2) Developments in Frontal/Side Impact Protection; (3) Vehicle Stability and Control Systems, and Rollover Prevention; (4) Integrated Safety Approach: From Prevention To Severity Reduction, Protection and Post-Crash Safety; (5) Biomechanics: Injury Criteria and Virtual Test Procedures/Tools Development; (6) Safety Performance and Effectiveness of Driver Assistance Technologies, Test & Evaluation Procedures, Benefits Assessment; (7) (NEW) Effect of Fuel Economy Strategies on Vehicle Safety; (8) Rear Impact Injury Prevention & Protection; (9) Human Machine Interface - Issues, Driver-Vehicle Interaction Related Research, Impaired Driving and Human Factors Guidelines Development; (10) Deployment Strategies of Safety Technologies – Voluntary Standards, Regulations & Ratings; (11) Structural Integrity and Restraint Performance; (12) Vulnerable Road Users: Pedestrian Safety; (13) Advances in Vulnerable Occupant Protection Systems; (14) Advances in Truck Safety/Bus & Two Wheeled Vehicles Safety. U1 - 21st International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationBundesministerium fuer Verkehr, Bau und Stadtentwicklung - BMVBS - (Federal Ministry of Transport, Building and Urban Affairs)Bundesanstalt fuer Strassenwesen (BASt)Stuttgart,Germany StartDate:20090615 EndDate:20090618 Sponsors:National Highway Traffic Safety Administration, Bundesministerium fuer Verkehr, Bau und Stadtentwicklung - BMVBS - (Federal Ministry of Transport, Building and Urban Affairs), Bundesanstalt fuer Strassenwesen (BASt) KW - Biophysics KW - Conferences KW - Crash avoidance systems KW - Data collection KW - Deployment KW - Driver support systems KW - Driver vehicle interfaces KW - Frontal crashes KW - Fuel consumption KW - Occupant protection devices KW - Pedestrians KW - Prevention KW - Rear end crashes KW - Restraint systems KW - Rollover crashes KW - Side crashes KW - Structural analysis KW - Vehicle safety UR - http://www-nrd.nhtsa.dot.gov/departments/esv/21st/ UR - https://trid.trb.org/view/1290901 ER - TY - SER AN - 01336676 JO - PROCEEDINGS OF THE 21ST (ESV) INTERNATIONAL TECHNICAL CONFERENCE ON THE ENHANCED SAFETY OF VEHICLES, HELD JUNE 2009, STUTTGART, GERMANY PB - National Highway Traffic Safety Administration AU - BEEN, B AU - WAAGMEESTER, K AU - TROSSEILLE, X AU - CARROLL, J AU - HYND, D TI - WorldSID Small Female Two-Dimensional Chest Deflection Sensors and Sensitivity to Oblique Impact PY - 2009 AB - In the EC FP6 Integrated Project APROSYS, the first WorldSID small female prototype was developed and evaluated by BASt, FTSS, INRETS, TRL and UPM-INSIA. Results were presented at the ESV 2007 conference. A concern was raised that the current chest deflection measurement system, IR-Traccs, registered flat top responses and sometimes may not register the peak deflection. This was believed to be related to forward deformation of the ribs relative to the spine and associated extension of the IR-Traccs. In the mean time an updated version of the dummy, called Revision1, was developed to address the issues found in the first evaluation round. To improve oblique thorax loading sensitivity, a two-dimensional chest deflection sensor, the 2D IRTracc was developed. Measuring the angle between the spine box and the IR-Tracc enables the displacement of the most lateral point on the rib rib to be calculated in the XY (transverse) plane. To evaluate the new system, FTSS conducted single rib unit tests on a drop tower under pure lateral and oblique test conditions. The compression and rotation data were analysed to find the displacement of the most lateral part of the rib, and the rib deformation in the impact area. In addition, TRL subjected a complete Revision1 prototype dummy to oblique thorax pendulum test and LAB conducted full dummy static deployment airbag tests under various impact angles and impact severities. The 2D IR-Tracc proved to be very useful in understanding phenomena taking place under various lateral and oblique impact conditions that could not have been understood with the current (1D) compression sensor alone. The reduced sensitivity of the conventional IR-Tracc (Dy rib) to oblique impact was confirmed in this study. The calculated lateral displacement Y offered a simple and straightforward parameter to improve the sensitivity to oblique impacts, as compared to the current single axis deflection sensor. The full text of this paper may be found at: http://www-nrd.nhtsa.dot.gov/pdf/esv/esv21/09-0418.pdf For the covering abstract see ITRD E145407. KW - Anthropometric dummy KW - Anthropometry KW - Compression KW - Compression KW - Conference KW - Conferences KW - Deflection KW - Deflection KW - Design KW - Design (overall design) KW - Dummies KW - Rotation KW - Rotation KW - Thorax KW - Thorax UR - https://trid.trb.org/view/1100290 ER - TY - SER AN - 01336675 JO - PROCEEDINGS OF THE 21ST (ESV) INTERNATIONAL TECHNICAL CONFERENCE ON THE ENHANCED SAFETY OF VEHICLES, HELD JUNE 2009, STUTTGART, GERMANY PB - National Highway Traffic Safety Administration AU - SCHERER, R AU - BORTENSCLAGER, K AU - AKIYAMA, A AU - TYLKO, S AU - HARTLIEB, M AU - HARIGAE, T TI - WorldSID Production Dummy Biomechanical Responses PY - 2009 AB - The results of biomechanical testing of the WorldSID production dummy are presented in this paper. The WorldSID dummy is a new, advanced Worldwide Side Impact Dummy that has the anthropometry of a mid-sized adult male. Based on previous testing the dummy design was frozen and developed into a production version of the WorldSID dummy. This dummy has been tested to determine that the biofidelity of the dummy has not degraded during its development and refinement. The response corridors are defined in the International Organization of Standardization (ISO) Technical Report 9790. This dummy has been subjected to a rigorous program of testing to evaluate its biofidelity. The dummy's head, neck, thorax, abdomen and pelvis were evaluated against the ISO technical report requirements. Testing included drop tests, pendulum impacts, and sled tests. The biofidelity rating of the WorldSID was calculated using the weighted biomechanical test response procedure developed by ISO. The WorldSID dummy has an overall ISO Biofidelity rating of 8.0, which corresponds to an ISO classification of "good". In addition the dummy shows good repeatability and good reproducibility. A comparison of the WorldSID dummy biofidelity compared to other existing side impact dummies biofidelity ratings will also be provided. The full text of this paper may be found at: http://www-nrd.nhtsa.dot.gov/pdf/esv/esv21/09-0505.pdf For the covering abstract see ITRD E145407. KW - Anthropometric dummy KW - Anthropometry KW - Biomechanics KW - Biophysics KW - Conference KW - Conferences KW - Dummies KW - Evaluation KW - Evaluation (assessment) KW - Human beings KW - Man KW - Side crashes KW - Side impact KW - Test method KW - Test procedures UR - https://trid.trb.org/view/1100289 ER - TY - SER AN - 01336674 JO - PROCEEDINGS OF THE 21ST (ESV) INTERNATIONAL TECHNICAL CONFERENCE ON THE ENHANCED SAFETY OF VEHICLES, HELD JUNE 2009, STUTTGART, GERMANY PB - National Highway Traffic Safety Administration AU - ZINI, G TI - Why Passenger Survivability Cannot Be Completely Assured in Front-To-Front Vehicle Impacts at Current Legal Speed Limits PY - 2009 AB - It can be argued that human bodies are poorly prepared to support direct hits from hard objects. On the other hand, there are proofs of resistance to very high decelerations, provided they are held for extremely short periods of time. Yet, in front-to-front vehicle impacts, a third phenomenon that can be compared to direct hits takes place: instantaneous changes of speed. Most modern vehicles are nowadays tested thoroughly to evaluate their capability to protect their occupants in case of frontal impacts. But these tests are performed under the premise that the vehicle is having an impact with another car of similar mass that is travelling at the same speed. These conditions lead to an incomplete analysis of the complex phenomena that take place in a real front-to-front vehicle since it is statistically improbable that a vehicle will crash with another one that has both the same mass AND speed so in this scenario, the vehicle with the lesser kinetic energy will unfailingly suffer an instantaneous change of speed. This study confirms the lastly mentioned issue using basic physics models (namely mass-spring models), and considers the way of combining structural integrity and occupant restraints to ensure the maximum possible protection. This will be done from a general and synergistic point of view, and will point out some aspects that should be developed thoroughly within the corresponding settings and using appropriate resources. The full text of this paper may be found at: http://www-nrd.nhtsa.dot.gov/pdf/esv/esv21/09-0210.pdf For the covering abstract see ITRD E145407. KW - Conference KW - Conferences KW - Frontal crashes KW - Head on collision KW - Mathematical model KW - Mathematical models KW - Passive restraint systems KW - Physics KW - Physics KW - Restraint system KW - Vehicle occupant KW - Vehicle occupants UR - https://trid.trb.org/view/1100288 ER - TY - SER AN - 01336673 JO - PROCEEDINGS OF THE 21ST (ESV) INTERNATIONAL TECHNICAL CONFERENCE ON THE ENHANCED SAFETY OF VEHICLES, HELD JUNE 2009, STUTTGART, GERMANY PB - National Highway Traffic Safety Administration AU - MEYER, S E AU - HOCK, D A AU - OLIVER, A A AU - FORREST, S M AU - HERBST, B R TI - Webbing Sensitivity as a Means for Limiting Occupant Excursion in Rollovers PY - 2009 AB - Seatbelt performance in rollovers has come under increased scrutiny in recent years. This is due, in part, to growing popularity of sport utility vehicles which have a demonstrated inferior rollover resistance when compared to passenger cars. In the United States (U.S.) the National Highway Traffic Safety Administration (NHTSA) has stated an intent to mandate an increase in the roof strength safety standard. Such an improvement in roof strength will undoubtedly bring an increased focus on the performance of seatbelts in rollovers. Many contemporary seatbelt retractors are equipped with both a vehicle crash sensor as well as a secondary, or backup, webbing sensor. The webbing sensor is intended as a backup locking device in the event of a failure of the primary inertially sensitive vehicle sensor. The crash modes presenting the most potential for the inertial sensor's failure include non-planar crashes, multiple impacts, and rollovers. It follows, therefore, that to ensure reliable seatbelt retractor lockup in these modes, the redundant webbing sensor must be tuned with a lockup threshold consistent with expected occupant motions and webbing extraction rates seen during these events. Rollover tests conducted by NHTSA wherein the belt systems were instrumented for both load and webbing payout were analyzed. This analysis provides insight for determining a baseline lockup threshold for the webbing sensor required to ensure activation in the rollover crash mode. Additionally, multiple retractors designed for both European and U.S. markets have been tested on a bench-top sled. These tests were conducted to include out-of-plane accelerations similar to those observed in rollover crashes. The retractor sled test results, along with the analysis of the NHTSA rollover tests, are then discussed and used to develop a suggested webbing sensor lockup threshold necessary to ensure the effectiveness of the redundant and backup webbing crash sensor in real-world events. The full text of this paper may be found at: http://www-nrd.nhtsa.dot.gov/pdf/esv/esv21/09-0501.pdf For the covering abstract see ITRD E145407. KW - Conference KW - Conferences KW - Manual safety belts KW - Overturning KW - Overturning (veh) KW - Roof (veh) KW - Safety belt KW - Sensor KW - Sensors KW - Sport utility vehicle KW - Sport utility vehicles KW - United States KW - Usa KW - Vehicle roofs UR - https://trid.trb.org/view/1100287 ER - TY - SER AN - 01336660 JO - PROCEEDINGS OF THE 21ST (ESV) INTERNATIONAL TECHNICAL CONFERENCE ON THE ENHANCED SAFETY OF VEHICLES, HELD JUNE 2009, STUTTGART, GERMANY PB - National Highway Traffic Safety Administration AU - KRATZSCH, C AU - KROEMKER, H TI - Vehicle-To-Vehicle Communication for Enhanced Integrated Safety PY - 2009 AB - Passive safety systems are reaching a limit in improving vehicle safety. Fundamental enhancement of passenger protection can only be obtained by including predictive, active safety systems. This field of development is termed integrated safety. A central step to tap the full potential of integrated safety is the expansion of this topic by vehicle-to-vehicle communication. The paper discusses the embedding of applications using vehicle-to-vehicle communication into an enhanced integrated safety concept. The main objective is to increase vehicle safety by using a proactive sensor which exceeds the physical limits of existing sensors and augments the context information for the driver. The development process is designed by including impartial and subjective characteristics and evaluations. The impartial part consists of, e.g., accident research, simulations and trial runs. The subjective part covers experiments with probands who have to evaluate the new safety concept with the upgraded information context for the driver, for example acceptance tests or human machine interface development. In addition to presenting the methodical development this paper discusses a first implementation of this method using as example the vehicle-to-vehicle communication. Expected results are rules and standards for the development of new enhanced integrated safety concepts in the future. The paper highlights the basic necessity of new methods for developing safety concepts in the course of technological change of integrated safety. The full text of this paper may be found at: http://www-nrd.nhtsa.dot.gov/pdf/esv/esv21/09-0391.pdf For the covering abstract see ITRD E145407. KW - Accident KW - Active safety system KW - Active safety systems KW - Advanced vehicle control systems KW - Conference KW - Conferences KW - Crashes KW - Driver KW - Driver information KW - Driver information systems KW - Drivers KW - Sensor KW - Sensors KW - Simulation KW - Simulation KW - Vehicle safety UR - https://trid.trb.org/view/1100274 ER - TY - SER AN - 01336658 JO - PROCEEDINGS OF THE 21ST (ESV) INTERNATIONAL TECHNICAL CONFERENCE ON THE ENHANCED SAFETY OF VEHICLES, HELD JUNE 2009, STUTTGART, GERMANY PB - National Highway Traffic Safety Administration AU - Friedman, D AU - GRZEBIETA, R TI - Vehicle Roof Geometry and Its Effect on Rollover Roof Performance PY - 2009 AB - The Jordan Rollover System (JRS) provides a realistic, highly controlled, repeatable dynamic test of vehicle roof crush performance under typical rollover conditions. The principal use thus far has been in comparing vehicles' roof crush and injury potential performance in one and two roll events. Because the JRS directly measures the force between the roof and the ground during touchdown, it can be used to measure, assess and optimize occupant protection by adjusting roof geometry, roof structural design and material strength and elasticity, for the least cost and weight. This study demonstrates that the peak force (load) between the initial leading side roof rail (near side) and the road is roughly four times the vehicle weight (the load-to-weight ratio or LWR) when a vehicle first touches down at around 150dgrees of roll. The force then drops substantially as the vehicle continues to roll over the flat of the roof, in most instances dropping to zero because the vehicle is momentarily airborne. When the vehicle rolls beyond 180degrees and comes into contact with the side rail opposite to the leading side of roll (far side), the force rapidly rises again. The roof then either collapses or lifts the vehicle center of gravity (COG). The far side rail of a weak roof vehicle that cannot lift the COG may then halt the vehicle's downward fall, imposing even larger forces on the road segment when the vehicle's door and main body structure interact with the roadway. To deal with such forces, a long standing and natural presumption has been to substantially increase the roof strength to weight ratio (SWR), which can result in weight efficiency cost penalties. However, one production vehicle that was tested minimized roof crush without substantially increasing its SWR. Analysis of the results has found that far side roof crush is strongly related to the difference between the major radius (the maximum distance from the principal axis of rotation to the roof rail) and minor radius (distance from that axis to the center of the roof). Three to four inches, as between cars and LTV's has a significant effect on injury potential. The typical difference in a light truck vehicle LTV is around 15 cm to 25 cm (6" to 10") while in an passenger car it is around 8 cm to 15 cm (3" to 6"). These observations were confirmed by physical tests of strong and weak roofed vehicles. These tests led to the conclusion that a geometry change in the roof to minimize the difference in radius across the roof would reduce the degree to which the far side of a less strong roof had to lift the vehicle as it rolled beyond 180degrees. A finite element analysis confirmed that for a vehicle of modest roof strength, a structurally strong, rounded roof panel will reduce the far side deformation and intrusion speed by about two-thirds without increasing underlying roof strength. These results were confirmed in JRS testing of current production passenger cars and SUV vehicles and with a "HALO" - High Attenuation Load Offset (U.S. and International Patent Pending Rollover Damage Minimization Device) retrofit kit for SUVs. The full text of this paper may be found at: http://www-nrd.nhtsa.dot.gov/pdf/esv/esv21/09-0513.pdf For the covering abstract see ITRD E145407. KW - Conference KW - Conferences KW - Deformation KW - Deformation KW - Elasticity KW - Elasticity (Mechanics) KW - Overturning KW - Overturning (veh) KW - Roof (veh) KW - Shape KW - Shape KW - Vehicle roofs UR - https://trid.trb.org/view/1100272 ER - TY - SER AN - 01336654 JO - PROCEEDINGS OF THE 21ST (ESV) INTERNATIONAL TECHNICAL CONFERENCE ON THE ENHANCED SAFETY OF VEHICLES, HELD JUNE 2009, STUTTGART, GERMANY PB - National Highway Traffic Safety Administration AU - SVENSON, A L AU - GRYGIER, P A AU - SALAANI, M K AU - HEYDINGER, G J TI - Validation of a Hardware in the Loop (HIL) Simulation for Use in Heavy Truck Stability Control System Effectiveness Research PY - 2009 AB - A Hardware in the Loop (HiL) system was developed to investigate heavy truck instability due to loss of control and rollover situations with and without ESC/RSC systems for a wide range of maneuvers and speeds. The purpose of this HiL model is to examine the safety benefits of the emerging electronic stability systems (ESC/RSC) in heavy trucks that are designed to prevent yaw instabilities (e.g., jackknife) and rollovers. This paper outlines the process for validating the HiL model so that the simulation closely represents the expected outcome for a similar maneuver conducted on a test track. The HiL system was built in a laboratory using the brake system of a truck and the actual stability control system control units supplied from a manufacturer. The dynamics software uses TruckSim, and the simulation results were validated using NHTSA collected field data. The HiL model is being used to examine yaw instability and rollover scenarios that would not be possible to conduct in actual track testing. Driving scenarios were developed through an examination of Large Truck Crash Causation Study (LTCCS) cases. These scenarios were based on realistic events and were developed to replicate typical crash situations. The scenarios use a path-following driver model to drive through curves of various radii, a curve with a reduced radius, and variations of lane change maneuvers that are representative of obstacle avoidance. An overview of the scenario development, HiL system design, and the results of the validation of the HiL model are presented. The results of the validation show that the vehicle dynamics and hardware responses of the HiL are comparable to actual heavy truck test track results and can be helpful in determining the benefits of stability control technologies in varied driving situations. The full text of this paper may be found at: http://www-nrd.nhtsa.dot.gov/pdf/esv/esv21/09-0189.pdf For the covering abstract see ITRD E145407. KW - Conference KW - Conferences KW - Electronic stability program KW - Jack knifing KW - Jackknifing KW - Lorry KW - Overturning KW - Overturning (veh) KW - Simulation KW - Simulation KW - Stability (Mechanics) KW - Technology KW - Technology KW - Traction control KW - Trucks KW - Yaw KW - Yawing (veh) UR - https://trid.trb.org/view/1100268 ER - TY - SER AN - 01336653 JO - PROCEEDINGS OF THE 21ST (ESV) INTERNATIONAL TECHNICAL CONFERENCE ON THE ENHANCED SAFETY OF VEHICLES, HELD JUNE 2009, STUTTGART, GERMANY PB - National Highway Traffic Safety Administration AU - CARTER, A A AU - CHANG, J TI - Using Dedicated Short Range Communications for Vehicle Safety Applications - the Next Generation of Collision Avoidance PY - 2009 AB - This paper provides the status of the Vehicle Safety Communications-Applications (VSC-A) research project, which was designed to determine if dedicated short range communications (DSRC) paired with accurate vehicle positioning can improve upon autonomous vehicle-based safety systems or enable new communication-based safety applications. This three-year project is a collaborative effort between government and industry to develop the underlying pre-competitive elements needed to enable the deployment of vehicle-to-vehicle (V2V) communication-based crash avoidance applications. The effort includes the development of core software and hardware modules and prototype applications. These use DSRC in conjunction with enhancements to vehicle positioning systems to demonstrate crash avoidance capabilities, which are interoperable between different vehicle manufacturers. To support the development of interoperable systems, the partners have participated in standards and security protocol development activities. The core modules and prototype applications are implemented on a five-vehicle testbed fleet, which will be used to conduct objective tests that are then used to validate minimum performance specifications established as part of this project. These tests will in turn support a safety benefits estimation process to determine the potential for preventing or mitigating crashes and associated fatalities, injuries, and property damage. The full text of this paper may be found at: http://www-nrd.nhtsa.dot.gov/pdf/esv/esv21/09-0330.pdf For the covering abstract see ITRD E145407. KW - Collision KW - Collision avoidance system KW - Communication KW - Communication KW - Conference KW - Conferences KW - Crash avoidance systems KW - Crashes KW - Intelligent transport system KW - Intelligent transportation systems KW - Prototype KW - Prototypes KW - Safety KW - Safety KW - Vehicle KW - Vehicles UR - https://trid.trb.org/view/1100267 ER - TY - SER AN - 01336649 JO - PROCEEDINGS OF THE 21ST (ESV) INTERNATIONAL TECHNICAL CONFERENCE ON THE ENHANCED SAFETY OF VEHICLES, HELD JUNE 2009, STUTTGART, GERMANY PB - National Highway Traffic Safety Administration AU - KOENNING, M AU - HEGER, T TI - Usage of Surround Sensor Information for Passive Safety - Challenges and Chances PY - 2009 AB - In this paper an approach of using surround sensor information for passive safety is being proposed. The combination of active and passive safety is necessary to reach the high aims to reduce the fatalities in road traffic by up to 50% since 2000. Especially the surround sensor, like the video sensor, offers lots of information that can beneficially be used for advancing the current passive safety systems and design new functions that are not possible with current state of the art passive safety sensors. An overview about such possible passive safety functions is given with subject to the necessary sensor requirements. These requirements are derived among others from accident statistics and the required restraint system which should be activated. A major outcome of this evaluation, the different sensor requirements for comfort and safety functions, is presented. As an example for such kind of passive safety functions, the video-supported pedestrian protection is presented with focus on reducing the crash severity by activation of a brake system and by supporting the current pedestrian protection system to pop up the bonnet by recognizing the pedestrians. As another example, Video-based PreSet and Video-based PreFire are presented with focus on protecting the occupant in the best way possible by an optimal choreography of the reversible and irreversible restraint systems. Therefore, the sensor characteristic must be slightly different and well designed to the special functional variant. In the end a first indication about the potential of such systems and a forecast of future systems is given. The full text of this paper may be found at: http://www-nrd.nhtsa.dot.gov/pdf/esv/esv21/09-0419.pdf For the covering abstract see ITRD E145407. KW - Conference KW - Conferences KW - Crash severity KW - Passive restraint systems KW - Passive safety system KW - Pedestrian KW - Pedestrians KW - Safety KW - Safety KW - Sensor KW - Sensors KW - Severity (accid, injury) KW - Statistics KW - Statistics UR - https://trid.trb.org/view/1100263 ER - TY - SER AN - 01336647 JO - PROCEEDINGS OF THE 21ST (ESV) INTERNATIONAL TECHNICAL CONFERENCE ON THE ENHANCED SAFETY OF VEHICLES, HELD JUNE 2009, STUTTGART, GERMANY PB - National Highway Traffic Safety Administration AU - RUDD, R W TI - Updated Analysis of Lower Extremity Injury Risk in Frontal Crashes in the United States PY - 2009 AB - Injuries to the lower extremities continue to occur in frontal crashes despite increased attention on vehicle structure and restraint design. Since lower extremity injuries can lead to costly rehabilitation and long-term disability, it is important to understand their causation and how well modern design practices are affecting their incidence and severity. This study investigates lower limb injury risk and causation in a U.S. crash database, and compares the risk and severity based on the nature of the crash and vehicle specifications. This study uses weighted NASS-CDS data to give an overall view of lower limb injury risk over a period from 1994 until 2007. Crashes will be categorized by intrusion level, delta-V, and vehicle model year. Particular interest will be paid to leg, foot and ankle injuries as well as occupant factors and intrusion levels. A review of the representative data suggests that foot and ankle injury prevalence has not decreased in newer model-year vehicles, and that injury risk to the foot and ankle has actually increased despite structural improvements aimed at reducing footwell deformation. When broken down by delta-V, the trends vary, but the majority of the injuries occur at lower crash severities. Although vehicle structures and restraints have been optimized for improved performance in consumer information and regulatory tests, the risk of sustaining lower extremity injuries, especially to the foot and ankle, remains an issue that deserves further attention. The full text of this paper may be found at: http://www-nrd.nhtsa.dot.gov/pdf/esv/esv21/09-0556.pdf For the covering abstract see ITRD E145407. KW - Collision KW - Conference KW - Conferences KW - Crash severity KW - Crashes KW - Database KW - Foot KW - Foot (not a measure) KW - Hazards KW - Injuries KW - Injury KW - Knee KW - Knee (human) KW - Leg KW - Leg (human) KW - Risk KW - Severity (accid, injury) KW - Specification (standard) KW - Standards KW - United States KW - Usa KW - Vehicle KW - Vehicles UR - https://trid.trb.org/view/1100261 ER - TY - SER AN - 01336646 JO - PROCEEDINGS OF THE 21ST (ESV) INTERNATIONAL TECHNICAL CONFERENCE ON THE ENHANCED SAFETY OF VEHICLES, HELD JUNE 2009, STUTTGART, GERMANY PB - National Highway Traffic Safety Administration AU - RIETH, P E AU - REMFREY, J TI - Unprecedented Vehicle and Traffic Safety Integrating V2X Communication PY - 2009 AB - Networking of active and passive safety systems is the fundamental basis for comprehensive vehicle safety. Situation-relevant information relating to driver reactions, vehicle behavior and nearfield traffic environment are fed into a crash probability calculator, which continually assesses the current crash risk and intervenes when necessary with appropriate measures to avoid a crash and reduce potential injuries. Know-how in the fields of active and passive safety, beam and image vehicle surrounding sensors, and innovative driver assistance systems provide effective protection not only for vehicle occupants but also for other, vulnerable road users. This functionality up till now only relates to the ego- vehicle itself. The next logical step is to integrate V2X communication. The integration of this embedded, in-vehicle wireless communication system allows Car-to-Car (C2C) and Car-to- Infrastructure (C2I) functionality for, e.g. time critical hazard warning. This comprehensive focus on creating cars that avoid crashes, prevent injuries and provide immediate assistance information should a crash prove unavoidable is an integral element of cascaded ContiGuard protection measures. The full text of this paper may be found at: http://www-nrd.nhtsa.dot.gov/pdf/esv/esv21/09-0182.pdf For the covering abstract see ITRD E145407. KW - Active safety system KW - Active safety systems KW - Advanced vehicle control systems KW - Communication KW - Communication KW - Conference KW - Conferences KW - Driver information KW - Driver information systems KW - Intelligent transport system KW - Intelligent transportation systems KW - Interior (veh) KW - Passive restraint systems KW - Passive safety system KW - Probability KW - Probability KW - Vehicle compartments KW - Vehicle interiors KW - Vehicle safety UR - https://trid.trb.org/view/1100260 ER - TY - SER AN - 01336645 JO - PROCEEDINGS OF THE 21ST (ESV) INTERNATIONAL TECHNICAL CONFERENCE ON THE ENHANCED SAFETY OF VEHICLES, HELD JUNE 2009, STUTTGART, GERMANY PB - National Highway Traffic Safety Administration AU - WANG, S C AU - SASSER, S M AU - JURKOVICH, G J TI - Universal Medical Rescue Protocol Changed: "High Speed Auto Crash" Changed to "High Risk Auto Crash" in the Field Triage Decision Scheme PY - 2009 AB - At a crash scene, EMS (emergency medical services) providers must not only determine the severity of injury and initiate medical management, but also identify the most appropriate transport destination facility through a process called "field triage." Proper decision making has a very significant impact on the outcome of injured subjects. Step III of the Field Triage Decision Scheme addresses mechanisms of injury and previously included "High Speed Auto Crash" as supported by initial estimated speed >40 MPH, major auto deformity >20 inches and intrusion into passenger compartment > 12 inches. To take into account recent changes in trauma systems development and vehicle safety engineering and telemetry capabilities, the universally used Field Triage Decision Scheme was revised by a National Expert Panel organized by the Centers for Disease Control and Prevention. An extensive review of published evidence as well as analysis of crash injury databases was performed. New criteria targeted a 20% positive predictive value for Injury Severity Score greater than 15 (ISS>15) since more severely injured patients benefit most from transport to the highest level of trauma care. "High Speed Auto Crash" was revised to "High Risk Auto Crash" as supported by intrusion >12 inches at the occupant site or >18 inches anywhere in the vehicle as well as field telemetry consistent with high risk of injury. Rollover events and prolonged extrication were removed as criteria while death in the same occupant compartment was retained. The occupant ejection criterion was changed to specify both partial and complete ejection. The recent revision of the universally used Field Triage Decision Scheme has potential to greatly improve rescue and treatment of crash injury victims. The addition of "vehicle telemetry consistent with high risk of injury" provides a tremendous opportunity for the automotive and medical communities to work co-operatively to improve crash safety. The full text of this paper may be found at: http://www-nrd.nhtsa.dot.gov/pdf/esv/esv21/09-0207.pdf For the covering abstract see ITRD E145407. KW - Collision KW - Conference KW - Conferences KW - Crash severity KW - Crashes KW - Decision making KW - Decision process KW - Ejection KW - Ejection KW - High speed KW - High speed ground transportation KW - Overturning KW - Overturning (veh) KW - Severity (accid, injury) KW - Speed UR - https://trid.trb.org/view/1100259 ER - TY - SER AN - 01336644 JO - PROCEEDINGS OF THE 21ST (ESV) INTERNATIONAL TECHNICAL CONFERENCE ON THE ENHANCED SAFETY OF VEHICLES, HELD JUNE 2009, STUTTGART, GERMANY PB - National Highway Traffic Safety Administration AU - EIGEN, A AU - MURIANKA, J L TI - Uniform Application of NASS CDS Child Safety Data Definitions and Data Extraction PY - 2009 AB - The authors hope to provide an intermediate method of data extraction, taking advantage of the improvements in child passenger data collection and recording. The authors also wish to highlight the importance of appropriate usage of the data. As suggested in the Eigen 2007, the enhanced data set SAS files, also known as the 30-file data set, will be contrasted with the 11-file data set format, the traditionally available NASS CDS SAS files, and analysts will be referred to the NHTSA web site for supplementary information. Further, frequently asked questions will be addressed to provide uniform information dissemination to all users. The primary data source will be the National Automotive Sampling System (NASS) Crashworthiness Data System (CDS). As conclusion, the authors propose a three-step extraction methodology to be used until the enhanced data files can be released. This includes traditional data extraction to retain weighting factors, extraction of the enhanced variables, attributes, and associated graphics, and manually integrating the two data sources. The full text of this paper may be found at: http://www-nrd.nhtsa.dot.gov/pdf/esv/esv21/09-0550.pdf For the covering abstract see ITRD E145407. KW - Child KW - Children KW - Collision KW - Conference KW - Conferences KW - Crashes KW - Data acquisition KW - Data collection KW - Deformation KW - Deformation KW - Vehicle occupant KW - Vehicle occupants UR - https://trid.trb.org/view/1100258 ER - TY - SER AN - 01336640 JO - PROCEEDINGS OF THE 21ST (ESV) INTERNATIONAL TECHNICAL CONFERENCE ON THE ENHANCED SAFETY OF VEHICLES, HELD JUNE 2009, STUTTGART, GERMANY PB - National Highway Traffic Safety Administration AU - LEVICK, N AU - GRZEBIETA, R TI - USA Ambulance Crashworthiness Frontal Impact Testing PY - 2009 AB - Recent epidemiological studies have identified ambulances as high risk passenger transport vehicles, particularly the rear compartment. It appears in the absence of USA ambulance safety standards or guidelines, non engineer end-users are driving changes in practice and policy in place of independent peer reviewed biomechanical and crash injury outcome data. This study's objective is to compare and analyze frontal crash biomechanical and crashworthiness research for ambulance vehicles, with a focus on application of the real world environment, and development needs for future standards. Frontal impact ambulance crashworthiness tests conducted over past 15 years, were identified and evaluated with a multidisciplinary approach consisting of automotive crashworthiness, emergency medicine, public health and EMS care delivery. Crash test data identified include: 25G to 34 G deceleration sled tests (delta V 20.9 to 32.3 mph); one full crash test of a bullet vehicle travelling at 36 mph crashing into another vehicle, impact Delta V of 30 km/h (18.5 mph) and deceleration of 14Gs to the rear compartment; and three fixed barrier frontal tests at a 40km/h (25 mph) delta V and 25 G impacts. There appeared to be a lack of correlation with real world crash forces in the conduct of the rigid barrier tests. The use of data from side facing occupants was also confounding. Ambulance crashworthiness is a complex system. Clearly demonstrated hazards have been identified in the limited real world crash injury/fatality data and the crash test data available. Testing must be based on meaningful real world parameters such as the forces that occur in actual crashes and the types of injury and fatality hazards to the occupants, so that development of standards and thus the design and construction of ambulance vehicles, can be focused to achieve adequate levels of occupant protection using current crashworthiness methodology already utilized in industry. The full text of this paper may be found at:ûhttp://www-nrd.nhtsa.dot.gov/pdf/esv/esv21/09-0471.pdf For the covering abstract see ITRD E145407. KW - Biomechanics KW - Biophysics KW - Collision KW - Conference KW - Conferences KW - Crashes KW - Deformation KW - Deformation KW - Hazards KW - Impact sled KW - Impact sleds KW - Impact test (veh) KW - Impact tests KW - Risk UR - https://trid.trb.org/view/1100254 ER - TY - SER AN - 01336629 JO - PROCEEDINGS OF THE 21ST (ESV) INTERNATIONAL TECHNICAL CONFERENCE ON THE ENHANCED SAFETY OF VEHICLES, HELD JUNE 2009, STUTTGART, GERMANY PB - National Highway Traffic Safety Administration AU - Meyer, F AU - ROTH, S AU - WILINGER, R TI - Three Years Old Child Head-Neck Finite Element Modeling -Simulation of the Interaction with Airbag in Frontal and Side Impact PY - 2009 AB - This study proposes to assess the interaction between the 3 years old child Head-Neck system and a typical airbag, a protective system frequently used in the automotive field. Two separated models (Head and Neck) developed at the Strasbourg University (UDS) were coupled in order to estimate the injury risk during this type of impact. The first model developed is a three years old child Finite Element neck Model (FEM) based on a realistic geometry (Meyer et al. 2008). This FEM was validated in four directions against an original method based on scaling method (Irwin et al. 1997). The second FEM is a 3 years old Head FE model published by Roth et al. in 2008. This model proposed an injury criterion in terms of Von Mises stress in the brain for moderate neurological injuries. After a coupling of these two FE models two impacts a frontal and lateral impact configuration is simulated. These impacts consisted of an airbag deployment at different gaps in order to calculate and estimate child brain injury risks. The full text of this paper may be found at: http://www-nrd.nhtsa.dot.gov/pdf/esv/esv21/09-0392.pdf For the covering abstract see ITRD E145407. KW - Air bag (restraint system) KW - Air bags KW - Cervical vertebrae KW - Child KW - Children KW - Conference KW - Conferences KW - Finite element method KW - Finite element method KW - Head KW - Head KW - Vertebrae UR - https://trid.trb.org/view/1100243 ER - TY - SER AN - 01336605 JO - PROCEEDINGS OF THE 21ST (ESV) INTERNATIONAL TECHNICAL CONFERENCE ON THE ENHANCED SAFETY OF VEHICLES, HELD JUNE 2009, STUTTGART, GERMANY PB - National Highway Traffic Safety Administration AU - SCHITTENHELM, H TI - The Vision of Accident Free Driving - How Efficient Are We Actually In Avoiding or Mitigating Longitudinal Real World Accidents PY - 2009 AB - Advanced technologies in environmental sensing, situational perception and new actuators that allow individual situational based interventions in braking, steering or controlling the chassis characteristics are giving new option for the enhancement of automotive safety. Especially primary and pre-crash safety systems profit from these new opportunities and their potentials. The vision of an "accident free driving" was born. In a first wave advanced systems for mitigating or avoiding longitudinal accidents were developed and are penetrating the market. Therefore the question of the safety benefit that is achievable with these systems in real world accidents arises. The paper tries to find an answer for actual Mercedes-Benz primary and pre-crash safety systems. Primary safety systems are designed to help to avoid accidents or, if that is not possible, to reduce the dynamics of the vehicle to such an extent that the secondary safety measures are able to act best possible. The effectiveness is a measure for the efficiency, with which a safety system succeeds in achieving this target within its range of operation in interaction with driver and vehicle. The development objective for primary safety measure is the avoidance of accidents but avoided accidents are not contained in an accident database. Thus the efficiency of a primary safety measure in contrast to a secondary safety measure cannot be determined directly from accident data. Up to now, the effectiveness of a primary safety system has usually been determined in retrospect, through changes in the accident statistics, or prospectively by appropriate tests such as, for example, driving simulator tests with test persons or driving tests in the field e.g. naturalistic driving studies. The challenge is to extract components needed and reassembling them in a new method to be able to estimate the safety benefit of the advanced systems usually consisting of warning and reacting components. This study deals with the methodology to perform assessments of statistical representative efficiency of primary safety measures. The study is completed by estimating the safety benefit in real world accidents of purchasable Mercedes-Benz safety systems for assisting the driver in longitudinal accidents. The full text of this paper may be found at: http://www-nrd.nhtsa.dot.gov/pdf/esv/esv21/09-0510.pdf For the covering abstract see ITRD E145407. KW - Accident KW - Accident prevention KW - Active safety system KW - Active safety systems KW - Advanced vehicle control systems KW - Conference KW - Conferences KW - Crashes KW - Intelligent transport system KW - Intelligent transportation systems KW - Measurement KW - Measurement KW - Prevention KW - Safety KW - Statistics KW - Statistics KW - Vehicle safety UR - https://trid.trb.org/view/1100218 ER - TY - SER AN - 01336604 JO - PROCEEDINGS OF THE 21ST (ESV) INTERNATIONAL TECHNICAL CONFERENCE ON THE ENHANCED SAFETY OF VEHICLES, HELD JUNE 2009, STUTTGART, GERMANY PB - National Highway Traffic Safety Administration AU - GOPAL, M AU - HAWKES, K AU - BALCI, R TI - The US Side Impact Accident Causation Analysis and Potential Applications for Pre-Crash Safety PY - 2009 AB - With significant benefits achieved with frontal/side and rollover passive safety systems and additional improvements coming on board with frontal active safety, it is natural to consider extension of similar systems to side impact. Side impact crash causation, vehicle kinematics and occupant restraints benefits with early deployments were studied to quantify the problem and evaluate potential benefits. Using NASS/CDS & FARS 2000-2006 database, the top 10 crash conditions (AIS 2+ injury and fatalities) were identified and selected cases were subjected to accident reconstruction tools to better understand the vehicle kinematics prior to contact. This approach provides an initial view of potential 'zones' on the vehicle where active systems can best be deployed to improve detection while reducing potential for false alarm. Also, a preliminary analysis through simulation and testing of early deployment of conventional passive systems compared to standard crash sensing shows a potential for significant injury reductions. The full text of this paper may be found at: http://www-nrd.nhtsa.dot.gov/pdf/esv/esv21/09-0057.pdf For the covering abstract see ITRD E145407. KW - Conference KW - Conferences KW - Crash reconstruction KW - Evaluation KW - Evaluation (assessment) KW - Passive restraint systems KW - Passive safety system KW - Reconstruction (accid) KW - Side crashes KW - Side impact KW - Simulation KW - Simulation KW - Vehicle occupant KW - Vehicle occupants UR - https://trid.trb.org/view/1100217 ER - TY - SER AN - 01336603 JO - PROCEEDINGS OF THE 21ST (ESV) INTERNATIONAL TECHNICAL CONFERENCE ON THE ENHANCED SAFETY OF VEHICLES, HELD JUNE 2009, STUTTGART, GERMANY PB - National Highway Traffic Safety Administration AU - ASADA, H AU - NAWATA, K AU - SAWADA, M AU - ONO, K AU - YAMAZAKI, K AU - NAKAJIMA, T TI - The Study for Dynamic Evaluation Method for Assessing Whiplash-Associated Disorder in Rear Impact PY - 2009 AB - FMVSS 202a and the head restraint global technical regulation specify a dynamic sled test with Hybrid III dummy as an alternative to static tests. However, the poor biofidelity of Hybrid III dummy and the evaluation method based on the neck rearward rotational angle of the dummy during rear impact are urgent issues. To solve these issues, a dynamic evaluation of OC-T1 displacement, corrected for the seat back rearward inclination (hereinafter called "dynamic backset"), using BioRID II which has superior biofidelity, was studied to establish a test method with higher effectiveness, repeatability and reproducibility. From dynamic Backset evaluations by dynamic tests and simulations using IIWPG crash pulse on various types of seats and analysis of real world minor neck injuries involving such seats in Japan, the following new facts were found. (1) Dynamic backset can evaluate the effectiveness of various types of seats with whiplash mitigation features, such as reactive, passive, and WHIPS, more accurately than neck rearward rotation of Hybrid III. Since the seat effectiveness increases as dynamic backset decreases, it is appropriate for a dynamic evaluation parameter as an alternative of static backset tests. (2) By setting each seat back to its design torso angle, instead of 25 degrees for every seat, the variation in BioRID II installation is decreased, resulting in higher repeatability and reproducibility. (3) According to the correlation analysis among real world accidents, minor neck injury phenomena, and various evaluation indicators, reduction of dynamic backset has an inhibitory effect on occurrence of minor neck injuries. (4) Confirming the relationship between other injury criteria. The full text of this paper may be found at: http://www-nrd.nhtsa.dot.gov/pdf/esv/esv21/09-0302.pdf For the covering abstract see ITRD E145407. KW - Anthropometric dummy KW - Anthropometry KW - Cervical vertebrae KW - Conference KW - Conferences KW - Design KW - Design (overall design) KW - Dummies KW - Injuries KW - Injury KW - Seat (veh) KW - Seats KW - Vertebrae UR - https://trid.trb.org/view/1100216 ER - TY - SER AN - 01336601 JO - PROCEEDINGS OF THE 21ST (ESV) INTERNATIONAL TECHNICAL CONFERENCE ON THE ENHANCED SAFETY OF VEHICLES, HELD JUNE 2009, STUTTGART, GERMANY PB - National Highway Traffic Safety Administration AU - PINECKI, C AU - ADALIN, C AU - ZEITOUNI, R AU - KAZUMBA, P TI - The Scatter of Pedestrian Upper-Leg Impactor PY - 2009 AB - The pedestrian protection given by a vehicle is assessed according to four independent impact test procedures, related to different body segments. Four impactors were developed specifically: leg, femur (or upper-leg), child head and adult head. These impactors, which are thrown against specific zones of the front face of the vehicle, allow the measurements of biomechanical criteria simulating the injury risk during the impact. Such test procedures are used by Euro NCAP and by the European regulation on pedestrian protection. Concerning the upper-leg impactor, two biomechanical criteria are analysed: the sum of force and the three femur bending moments. A specific study has been carried out on the scatter of upper-leg tests by PSA Peugeot Citroen in cooperation with UTAC in order to assess the scatter of this set of biomechanical criteria in different laboratories. In order to reduce the number of parameters of scatter and to isolate those linked to the upper-leg impactor, these tests have not been made on a full vehicle but on a simplified sub-system which permits to obtain biomechanical criteria very close to those obtained with a complete vehicle. Tests conditions of the upper-leg impactor (weight and speed) vary in protocols (Euro NCAP as well as regulation) according to the vehicle style. About forty tests have been carried-out in each laboratory according to two different impact energies and with two different upper-leg impactors. Results of those tests have enabled us to better understand and to quantify the scatter of the upper-leg impactor and to improve the design of vehicles for pedestrian protection. The full text of this paper may be found at: http://www-nrd.nhtsa.dot.gov/pdf/esv/esv21/09-0262.pdf For the covering abstract see ITRD E145407. KW - Adult KW - Adults KW - Biomechanics KW - Biophysics KW - Child KW - Children KW - Conference KW - Conferences KW - Head KW - Head KW - Leg KW - Leg (human) KW - Pedestrian KW - Pedestrians UR - https://trid.trb.org/view/1100214 ER - TY - SER AN - 01336600 JO - PROCEEDINGS OF THE 21ST (ESV) INTERNATIONAL TECHNICAL CONFERENCE ON THE ENHANCED SAFETY OF VEHICLES, HELD JUNE 2009, STUTTGART, GERMANY PB - National Highway Traffic Safety Administration AU - STRASHNY, A TI - The Role of Vertical Roof Intrusion in Predicting Occupant Ejection PY - 2009 AB - The purpose of the current study is to investigate whether there was a statistically significant relationship between vertical roof intrusion and the probability of occupant ejection in rollovers that are likely to be covered by Federal Motor Vehicle Safety Standard No. 216 (FMVSS No. 216). If such a relationship did exist, FMVSS No. 216 might affect the number of occupant ejections in rollovers. The study applies thirty six different statistical models to crash data to model the probability of occupant ejection using a number of explanatory variables, including the amount of vertical roof intrusion. The data is on vehicle occupants who were involved in relevant rollover crashes, and is taken from NASS CDS for years 1997 to 2006 (n = 5,562). Though the study considers a number of different models, it does not find a statistically significant relationship between vertical roof intrusion in relevant rollovers and the probability of complete occupant ejection. When ejections of any degree are considered (whether complete, partial, or of unknown degree), there was a statistically significant relationship in some subpopulations. Given that no relationship has been found between the amount of vertical roof intrusion and the probability of complete occupant ejection, increasing roof strength is unlikely to impact the number of complete occupant ejections. The study is limited to occupants in rollovers that are likely to be covered by FMVSS No. 216, and to occupants for whom key data, such as the amount of vertical roof intrusion, are available. The full text of this paper may be found at: http://www-nrd.nhtsa.dot.gov/pdf/esv/esv21/09-0564.pdf For the covering abstract see ITRD E145407. KW - Conference KW - Conferences KW - Ejection KW - Ejection KW - Hazards KW - Overturning KW - Overturning (veh) KW - Risk KW - Roof (veh) KW - Statistics KW - Statistics KW - Vehicle roofs UR - https://trid.trb.org/view/1100213 ER - TY - SER AN - 01336599 JO - PROCEEDINGS OF THE 21ST (ESV) INTERNATIONAL TECHNICAL CONFERENCE ON THE ENHANCED SAFETY OF VEHICLES, HELD JUNE 2009, STUTTGART, GERMANY PB - National Highway Traffic Safety Administration AU - Friedman, D TI - The Minicars RSV: Still a Car for the Future? PY - 2009 AB - In 1968, a new company called The Minicars group of the General Motors Research Laboratories developed prototype electric, gas and hybrid electric powered versions of a small car for the U.S. government. In 1970, Minicars was a subcontractor to AMF for the development of its Experimental Safety Vehicle. The Minicars' Research Safety Vehicle (RSV) was conceived in 1975 as a 1985 prototype. It was to be an S3E vehicle: Safe, Environmental, Efficient and Economical. It was built with foam filled, thin wall sheet metal sections and a polyurethane skin. This car passively protected occupants in 80 kph (50 mph) full frontal, 129 kph (80 mph) half car offset frontal, 64 kph (40 mph) angled side, rear and 48 kph (30 mph) rollover dynamic tests. An electronic version incorporated antilock brakes, radar separation cruise control, and emergency braking when a crash was unavoidable. A production version was to weigh 2,200 pounds, carry four people, and achieve 32 mpg. It also had 16 kph (10 mph) frontal and rear no damage bumpers and 80 km (50 mile) run flat tires. Only years later have advanced air bags - as featured in the RSV - become standard in all light vehicles. In the decades since the ESV program and dynamic regulatory testing began, National Highway Traffic Safety Administration (NHTSA) now estimates that airbags save 2,500 lives annually, but fatalities area about 12,000 people in frontal, 9,000 in side and over 10,000 in rollover crashes. The full text of this paper may be found at: http://www-nrd.nhtsa.dot.gov/pdf/esv/esv21/09-0480.pdf For the covering abstract see ITRD E145407. KW - Air bag (restraint system) KW - Air bags KW - Automobiles KW - Braking KW - Braking KW - Car KW - Conference KW - Conferences KW - Design KW - Design (overall design) KW - Emergencies KW - Emergency KW - Prototype KW - Prototypes KW - Safety KW - Safety UR - https://trid.trb.org/view/1100212 ER - TY - SER AN - 01336598 JO - PROCEEDINGS OF THE 21ST (ESV) INTERNATIONAL TECHNICAL CONFERENCE ON THE ENHANCED SAFETY OF VEHICLES, HELD JUNE 2009, STUTTGART, GERMANY PB - National Highway Traffic Safety Administration AU - MELLINGHOFF, U AU - BREITLING, T AU - SCHOENEBURG, R AU - METZLER, H G TI - The Mercedes-Benz Experimental Safety Vehicle (ESF) 2009 PY - 2009 AB - The way was paved for the first ESV Conference in the early 1970s by the development and discussion of what were called Experimental Safety Vehicles. From the outset, Mercedes-Benz played an active role in this initiative. Up until the mid-1970s, over 20 Mercedes-Benz ESFs (for Experimental Sicherheits Fahrzeug) were built and presented. This short period of time also witnessed the development of basic innovations, some of which represent crucial milestones for vehicle safety: structural safety; anti-lock braking system (ABS); safety belt pre-tensioner and belt force limiter; airbags; side impact protection; electronic stability program (ESP) and partner protection systems For the ESV Conference in 2009, Daimler is recreating this pioneering paradigm shift and developing a new Experimental Safety Vehicle, the ESF 2009. Based on the very latest safety features, such as advanced driver assistance systems, adaptive restraint systems, and integrated safety systems (PRE-SAFE), the ESF 2009 will present and demonstrate solutions for the requirements and safety challenges of the future. This paper presents the safety features that Mercedes-Benz is focusing on to address vehicle and road safety requirements in the future.In pursuit of the vision of accident-free driving and high-performance occupant safety, the study looks at the following subjects and solutions, which could provide further sustainable advances in the field of vehicle safety: systems for enhanced perception; vehicle communication; invisible protection zone; driver assist systems; pre-PULSE and innovative occupant protection systems; and safety of alternative drive systems. The paper will describe functional models of the different safety features, their potential safety benefits, and feasibility requirements. The main goal of the Mercedes-Benz ESF 2009 is to illustrate mid- and long-term safety features and to promote discussion on their relevance for achieving improved traffic safety. The full text of this paper may be found at: http://www-nrd.nhtsa.dot.gov/pdf/esv/esv21/09-0165.pdf For the covering abstract see ITRD E145407. KW - Conference KW - Conferences KW - Driver assistance system KW - Driver support systems KW - Electronic stability program KW - Intelligent transport system KW - Intelligent transportation systems KW - Safety KW - Safety KW - Stability (Mechanics) KW - Traction control KW - Vehicle KW - Vehicles UR - https://trid.trb.org/view/1100211 ER - TY - SER AN - 01336597 JO - PROCEEDINGS OF THE 21ST (ESV) INTERNATIONAL TECHNICAL CONFERENCE ON THE ENHANCED SAFETY OF VEHICLES, HELD JUNE 2009, STUTTGART, GERMANY PB - National Highway Traffic Safety Administration AU - PARK, C K AU - THOMSON, R AU - KRUSPER, A AU - KAN, C D TI - The Influence of Subframe Geometry on a Vehicle's the Frontal Crash Response PY - 2009 AB - The importance of a vehicle sub-frame is often discussed in vehicle compatibility. To observe how the sub-frame geometry influences the vehicle response, three different sub-frame configurations were modeled and simulated in US NCAP crash test configurations as well as car-car simulations. The former simulations were used to observe how the design changes would influence self protection in a crash test influencing the original design of the vehicle. The latter simulations were to observe how the modification would influence vehicle compatibility under "real world" conditions. The rigid barrier impacts could detect the changes in the design. The most forward placement of the sub-frame had a stiffer response than the other configurations as observed in acceleration pulse and barrier wall loads. Self protection also tended to be improved over the baseline configuration. In car-car testing, it was difficult to identify a clear subframe configuration that provided improved compatibility. Both the standard and forward placed subframe had better performance than the most rearward configuration. Neither the baseline nor extended sub-frame versions were clearly better for all car-car impact configurations but an extended sub-frame exhibited better self protection, especially when the vehicle was lower than its collision partner. The full text of this paper may be found at: http://www-nrd.nhtsa.dot.gov/pdf/esv/esv21/09-0403.pdf For the covering abstract see ITRD E145407. KW - Compatibility KW - Compatibility KW - Conference KW - Conferences KW - Impact test (veh) KW - Impact tests KW - Shape KW - Shape KW - Simulation KW - Simulation KW - Vehicle KW - Vehicles UR - https://trid.trb.org/view/1100210 ER - TY - SER AN - 01336594 JO - PROCEEDINGS OF THE 21ST (ESV) INTERNATIONAL TECHNICAL CONFERENCE ON THE ENHANCED SAFETY OF VEHICLES, HELD JUNE 2009, STUTTGART, GERMANY PB - National Highway Traffic Safety Administration AU - KRAFFT, M AU - KULLGREN, A AU - LIE, A AU - Strandroth, J AU - TINGVALL, C TI - The Effects of Automatic Emergency Braking on Fatal and Serious Injuries PY - 2009 AB - The introduction of automatic emergency braking changes the distribution of impact severity thus the resulting injury risk. In the calculation of the possible safety impact, risk functions must be used. These functions can be derived in different ways. In this study, matched pair techniques have been used to study if the power models developed by Nilsson can be used. By applying the risk functions on theoretical changes of impact speed as a result of pre impact braking, the possible effectiveness on fatal and serious injuries can be estimated. It was found, that such braking can offer major benefits. A reduction of speed before impact of 10 % can reduce fatal injuries in car crashes by approximately 30 %. The full text of this paper may be found at: http://www-nrd.nhtsa.dot.gov/pdf/esv/esv21/09-0419.pdf For the covering abstract see ITRD E145407. KW - Braking KW - Braking KW - Collision KW - Conference KW - Conferences KW - Crash severity KW - Crashes KW - Emergencies KW - Emergency KW - Fatalities KW - Fatality KW - Mathematical model KW - Mathematical models KW - Prevention KW - Prevention KW - Severity (accid, injury) UR - https://trid.trb.org/view/1100207 ER - TY - SER AN - 01336593 JO - PROCEEDINGS OF THE 21ST (ESV) INTERNATIONAL TECHNICAL CONFERENCE ON THE ENHANCED SAFETY OF VEHICLES, HELD JUNE 2009, STUTTGART, GERMANY PB - National Highway Traffic Safety Administration AU - GARROTT, W R AU - MAZZAE, E N TI - The Effectiveness of Rear-Mounted Mirrors for Improving Rear Visibility PY - 2009 AB - The Cameron Gulbransen Kids Transportation Safety, Act of 2007 requires the National Highway Traffic, Safety Administration (NHTSA) to "initiate a rulemaking, to revise Federal Motor Vehicle Safety Standard, 111 to expand the required field of view to enable, the driver of a motor vehicle to detect areas behind, the motor vehicle to reduce death and injury, resulting from backing incidents, particularly incidents, involving small children and disabled persons.", It goes on to state that this may be accomplished "by, the provision of additional mirrors (emphasis, added), sensors, cameras, or other technology to expand, the driver's field of view." An advanced notice, of proposed rulemaking was published on February, 27, 2009. This paper examines whether rear-mounted, convex mirrors could provide an image with sufficient, quality that may be useful in aiding drivers in, performing backing manoeuvres., There are three main configurations of rear-mounted, convex mirrors: a single "look-down" mirror, a single, corner mirror, and a pair of cross-view mirrors., NHTSA measured fields of view and image quality, of one look-down mirror and three pairs of cross-view, mirrors for passenger vehicle applications., Field of view and image quality were also estimated, for one rear convex corner mirror based on previous, research with that mirror relating to its use on medium, straight trucks. Note that this study did not, attempt to examine whether drivers will successfully, use rear-mounted convex mirrors to successfully detect, obstacles or pedestrians behind a vehicle. This, question of potential overall effectiveness of rear-mounted, convex mirrors, relative to other solutions to, expand the driver's rear field of view, will be the, subject of additional agency research., The useful fields of view (FOV) of the five rear-mounted, convex mirrors were determined. The potential, backover risk reductions were estimated for, the five mirrors studied, using only that portion of, their FOV's with an image quality rating of better, than "impossible." The estimated potential backover, risk reductions ranged from 33.4% (for the, Toyota 4Runner rear cross-view mirrors) to 2.2 %, (for the ScopeOut passenger car rear crossview, mirror). The full text of this paper may be found at: http://www-nrd.nhtsa.dot.gov/pdf/esv/esv21/09-0558.pdf For the covering abstract see ITRD E145407. KW - Conference KW - Conferences KW - Field of vision KW - Field of vision KW - Hazards KW - Legislation KW - Legislation KW - Lorry KW - Quality KW - Quality KW - Rear view mirror KW - Rearview mirrors KW - Risk KW - Trucks KW - United States KW - Usa UR - https://trid.trb.org/view/1100206 ER - TY - SER AN - 01336592 JO - PROCEEDINGS OF THE 21ST (ESV) INTERNATIONAL TECHNICAL CONFERENCE ON THE ENHANCED SAFETY OF VEHICLES, HELD JUNE 2009, STUTTGART, GERMANY PB - National Highway Traffic Safety Administration AU - SANDER, U AU - MROZ, K AU - BOSTROEM, O AU - FREDRIKSSON, R TI - The Effect of Pre-Pretensioning in Multiple Impact Crashes PY - 2009 AB - German In-Depth Accident Study (GIDAS) data from 1999 to 2007 was compared to Hanover Medical School (MHH) data from 1973 to 1987 and it was found that the relative percentage of passenger cars sustaining more than one impact in a crash, so called multiple impact crashes, has increased by about one third within the last two decades. An analysis of 9316 GIDAS accidents from 1999 to 2007 showed a three-fold greater risk of severe injury and a four-fold greater risk of fatal injury for a multiple as opposed to a single impact crash. This study analyses multiple impact crashes in general and in particular occupant protection by out-of-position mitigation between impacts. It was found that in two thirds of all multiple impacts with severe injury outcome, the irreversible restraint systems, front airbags and pretensioners, were not activated in an initial front impact. The corresponding proportion for nonactivation of side and curtain airbags in initial side impacts was approximately fifty percent. To evaluate the risk of occupant out-of-position and the effect of one type of reversible system, a retractor pre-pretensioner, a finite element sled model including the human body model THUMS, was used. In the simulation of initial front impacts with different changes of velocity, followed by a braking sequence, the pre-pretensioner leads to an obvious reduction in the forward chest displacement of the human model. Furthermore, depending on the pre-pretensioner force, the human model may be pulled back into its initial seating position. The calculated time distribution between initial and subsequent impacts with a median of 0.6 to 0.8 seconds, was used for the evaluation of "pre-crash" measures.The effectiveness of pre-pretensioning to position the occupant between impacts, ranges from 24% with 200N, to 93% with 400N pre-pretensioning force. The full text of this paper may be found at: http://www-nrd.nhtsa.dot.gov/pdf/esv/esv21/09-0333.pdf For the covering abstract see ITRD E145407. KW - Braking KW - Braking KW - Conference KW - Conferences KW - Crash severity KW - Crashes KW - Manual safety belts KW - Multiple collision KW - Multiple vehicle crashes KW - Safety belt KW - Severity (accid, injury) KW - Simulation KW - Simulation KW - Vehicle occupant KW - Vehicle occupants UR - https://trid.trb.org/view/1100205 ER - TY - SER AN - 01336591 JO - PROCEEDINGS OF THE 21ST (ESV) INTERNATIONAL TECHNICAL CONFERENCE ON THE ENHANCED SAFETY OF VEHICLES, HELD JUNE 2009, STUTTGART, GERMANY PB - National Highway Traffic Safety Administration AU - NISHIDA, Y TI - The Effect of ABS as a Preventive Safety Device: The Result of Statistical Analysis Using Integrated Road Traffic Accident Database PY - 2009 AB - The object of this study is to evaluate the effect of Antilock Braking System (ABS) as a preventive safety device by statistical analysis of integrated road traffic accident database. The road traffic accident data including driver and road environment condition and the registered vehicle data including safety device were integrated. The risk of being struck from behind while stopping is not influenced by the driver characteristic of the struck vehicle. So the number of those vehicles/drivers is able to be considered a quasi-induced exposure, and the relative accident rates for some combinations of 7 factors listed later were calculated. Data from 253,035 cars, which were involved in a traffic accident from the year 2002 to 2007, manufactured from the year 1993 to 2000 and driven by a sober, private purpose and seat-belted driver, were analyzed by 7 factors; sex and age of driver, types of collisions, day/night, road surface condition, with/without a passenger and with/without ABS. ABS is expected to reduce the accident rate, especially for some collision types which could be prevented by keeping wheels unlocked. The results shows; 1) the accident reduction effect of ABS on wet road surface was greater than on dry road surface, and 2) ABS reduced the relative accident rates of a rear-end collision by 1-38% and a single vehicle collision by 10-33%. There are several discussions about the validity of the quasi-induced exposure method. But the effect of ABS was confirmed by considering the interactive effect with other factors such as age of driver or with/without a passenger. Further studies are required for precise discussion. The developed integrated database and the proposed method are also useful to evaluate other preventive safety devices. The full text of this paper may be found at: http://www-nrd.nhtsa.dot.gov/pdf/esv/esv21/09-0436.pdf For the covering abstract see ITRD E145407. KW - Accident KW - Analysis (math) KW - Conference KW - Conferences KW - Crashes KW - Mathematical analysis KW - Rear end collision KW - Rear end crashes KW - Statistics KW - Statistics KW - Surface course (Pavements) KW - Wet pavements KW - Wet road KW - Wet weather UR - https://trid.trb.org/view/1100204 ER - TY - SER AN - 01336589 JO - PROCEEDINGS OF THE 21ST (ESV) INTERNATIONAL TECHNICAL CONFERENCE ON THE ENHANCED SAFETY OF VEHICLES, HELD JUNE 2009, STUTTGART, GERMANY PB - National Highway Traffic Safety Administration AU - RICHARDS, D AU - COOKSON, R AU - CUERDEN, R AU - DAVIES, G TI - The Causes of Pedestrians' Head Injuries Following Collisions with Cars Registered in 2000 or Later PY - 2009 AB - Injury and collision data from London's Helicopter Emergency Medical Service (HEMS) and the UK's Police fatal files were used to quantify and describe the nature of pedestrian head injury and investigate the causes. The HEMS data relating to all pedestrian accidents since 2000 was analysed with respect to their injuries, and the cost of these injuries was estimated using the time they spent on the ward and/or in intensive care. In addition to the HEMS data, Police fatal files containing details of fatal pedestrian impacts with the front of cars registered in 2000 or newer were analysed. These included post-mortems, which were coded using the Abbreviated Injury Scale. Although the fatal file sample was limited in size, it had the advantage of containing photographs of the accident and many other pertinent details. This enabled the causes of individual injuries to be determined. The head injuries seen in the HEMS data were then compared to the injuries in the fatal files. The HEMS dataset contained 746 pedestrians struck by motor vehicles, with 2,974 recorded injuries. 34 fatal pedestrian accidents were analysed using the Police fatal files. The analysis of the HEMS data showed that the most frequent and costly injuries were to the head and legs. Head injuries of fatally injured adults were found to be principally caused by contact with the windscreen and surrounding structure. This research highlights the potential of hospital data to be an important tool in accident research, as the injury information can provide evidence of the effects of the changing vehicle fleet, and what injuries should be prioritised in the future. The paper also begins to quantify the proportion of the most serious head injuries (suffered by fatalities) which are caused directly by the vehicle, compared with secondary impacts with the ground or other objects. The full text of this paper may be found at: http://www-nrd.nhtsa.dot.gov/pdf/esv/esv21/09-0459.pdf For the covering abstract see ITRD E145407. KW - Cause KW - Causes KW - Collision KW - Conference KW - Conferences KW - Crashes KW - Data acquisition KW - Data collection KW - Head KW - Head KW - Injuries KW - Injury KW - Pedestrian KW - Pedestrians UR - https://trid.trb.org/view/1100202 ER - TY - SER AN - 01336588 JO - PROCEEDINGS OF THE 21ST (ESV) INTERNATIONAL TECHNICAL CONFERENCE ON THE ENHANCED SAFETY OF VEHICLES, HELD JUNE 2009, STUTTGART, GERMANY PB - National Highway Traffic Safety Administration AU - GRYGIER, P AU - DANIEL, S AU - HOOVER, R AU - VAN BUSKIRK, T TI - Testing of Heavy Truck Tire Pressure Monitoring Systems (TPMS) in Order to Define an Acceptance Test Procedure PY - 2009 AB - Several manufacturers produce tire pressure monitoring systems for heavy trucks which are designed to detect low tire pressure and alert the driver. This paper reports on a series of test procedures conducted on these aftermarket TPMS to determine the suitability of these tests for use in developing performance requirements. Five TPMS were installed one at a time on two heavy trucks. The minimum activation pressure of the TPMS was determined. After driving for a period of up to fifteen minutes, the vehicle was stopped and air was released from one tire to bring its inflation pressure to a point below the minimum activation pressure for the system. The vehicle was driven and the time needed for the system to detect the loss of pressure and alert the driver was recorded. Multiple tire deflations and failure modes were also tested. Data were obtained from independent onboard instrumentation that measured tire pressure, vehicle speed and distance, and ambient temperature. A video of the TPMS driver display was recorded. Other properties were also evaluated, including temperature compensation accuracy of system pressure measurement and failure modes. The study's results are limited to the five systems tested. Although these systems were chosen to be representative of TPMS on the market, this was not an exhaustive study of all such systems. The full text of this paper may be found at: http://www-nrd.nhtsa.dot.gov/pdf/esv/esv21/09-0551.pdf For the covering abstract see ITRD E145407. KW - Conference KW - Conferences KW - Continuous KW - Continuous structures KW - Defect (tech) KW - Defects KW - Detection KW - Detection and identification KW - Lorry KW - Pressure KW - Pressure KW - Surveillance KW - Surveillance KW - Tires KW - Trucks KW - Tyre UR - https://trid.trb.org/view/1100201 ER - TY - SER AN - 01336587 JO - PROCEEDINGS OF THE 21ST (ESV) INTERNATIONAL TECHNICAL CONFERENCE ON THE ENHANCED SAFETY OF VEHICLES, HELD JUNE 2009, STUTTGART, GERMANY PB - National Highway Traffic Safety Administration AU - SCHOENER, H P AU - NEADS, S AU - SCHRETTER, N TI - Testing and Verification of Active Safety Systems with Coordinated Automated Driving PY - 2009 AB - Although more and more virtual development methods are used for testing and verification of active safety systems, there is still a need for extensive testing of the overall system in a real environment. The quantitative validation requires a wide range of different parameters to be controlled - most systems require adjustments of the speed of a vehicle under test and a target vehicle as well as their relative positioning in distance and angle. Using human drivers these parameters are only adjustable by performing a multitude of tests with statistically distributed results. Automatically driven manoeuvres offer the chance for a directed adjustment of all relevant parameters, requiring fewer tests, thereby creating a much more efficient testing operation. The technological challenge and control task is that two vehicles pass each other precisely at a predefined time and speed. Being able to control this, even tests which could not be performed up to now due to safety risks for the drivers, will become possible. The presentation reports on a common project of Daimler with Anthony Best Dynamics (ABD) and TU Graz, which resulted in a system using coordinated automatically driven vehicles. The need for precisely driven manoeuvres , resulting specifications for the testing methodology of coordinated path-controlled vehicles, and the challenges of its realisation will be explained. The resulting testing environment, hardware solutions and the methods for planning of safe testing trajectories will be illustrated. Results of the achieved accuracy are presented. A view on the role of this type of testing among other testing methods for precrash systems completes the paper. The full text of this paper may be found at: http://www-nrd.nhtsa.dot.gov/pdf/esv/esv21/09-0187.pdf For the covering abstract see ITRD E145407. KW - Active safety system KW - Active safety systems KW - Adjustment KW - Advanced vehicle control systems KW - Conference KW - Conferences KW - Equipment adjustment KW - Equipment maintenance KW - Intelligent transport system KW - Intelligent transportation systems KW - Method KW - Methodology KW - Simulation KW - Simulation KW - Test KW - Tests KW - Vehicle safety UR - https://trid.trb.org/view/1100200 ER - TY - SER AN - 01336584 JO - PROCEEDINGS OF THE 21ST (ESV) INTERNATIONAL TECHNICAL CONFERENCE ON THE ENHANCED SAFETY OF VEHICLES, HELD JUNE 2009, STUTTGART, GERMANY PB - National Highway Traffic Safety Administration AU - PEREZ, M A AU - NEALE, V L AU - KIEFER, R J TI - Test and Evaluation of the Cooperative Intersection Collision Avoidance System for Violations (CICAS-V) Driver-Vehicle Interface PY - 2009 AB - The Cooperative Intersection Collision Avoidance System for Violations (CICAS-V) project was conducted to develop and field-test a comprehensive system to assist drivers in reducing the number and severity of crashes at intersections due to violations at stop-sign and signal-controlled intersections. One essential component of such a system is the Driver- Vehicle Interface (DVI) to warn a driver of an impending violation. A series of test-track studies was conducted to support the selection of a DVI for subsequent on-road tests of the CICAS-V. In these tests, 18 naive drivers per interface were placed in a surprise intersection violation scenario and provided with a precisely timed warning presented through a variety of DVIs. Driver braking profiles and vehicle stop locations were collected and analyzed, with particular emphasis on behaviors that resulted in avoiding entering the intersection DVIs included combinations of visual, auditory, and haptic (brake pulse) warnings. Results from the tests showed that drivers exposed to a brake pulse tended to stop more often and with lower decelerations than drivers that were not exposed to the brake pulse. The effectiveness of the brake pulse warning, however, was partly moderated by the type of auditory warning that accompanied the brake pulse warning. A baseline trial was conducted to determine the benefit of the DVI over a non-warning condition. Overall, results supported the recommendation of a DVI containing the simultaneous presentation of a flashing visual (red stoplight/stop sign icon), a 'Stop Light' speech warning, and a single brake pulse. The best-performing DVI resulted in an 88% improvement over the baseline condition. Project participants included offices of the United States Department of Transportation, Daimler, Ford, General Motors, Honda, Toyota, and the Virginia Tech Transportation Institute. For the covering abstract see ITRD E145407. KW - Behavior KW - Behaviour KW - Collision avoidance system KW - Conference KW - Conferences KW - Controlled trial KW - Controlled trials KW - Crash avoidance systems KW - Driver KW - Drivers KW - Interface KW - Interfaces KW - Intersections KW - Junction KW - Technology KW - Technology KW - Vehicle KW - Vehicles UR - https://trid.trb.org/view/1100197 ER - TY - SER AN - 01336583 JO - PROCEEDINGS OF THE 21ST (ESV) INTERNATIONAL TECHNICAL CONFERENCE ON THE ENHANCED SAFETY OF VEHICLES, HELD JUNE 2009, STUTTGART, GERMANY PB - National Highway Traffic Safety Administration AU - PINTAR, F AU - Humm, J AU - YOGANANADAN, N AU - MARTIN, P G TI - Test Program to Define Oblique Chest Loading in Side Impact PY - 2009 AB - Nearside impact crashes - especially pole impacts - have the potential to induce antero-lateral oblique loads to the chest. Current side impact dummies and most laboratory experimental studies have been designed to assess direct lateral impacts. A recent analysis of real world crashes indicated that the human chest experiences oblique loading in side impact crashes - in particular crashes into narrow objects. This paper describes the development of a new sled test program to determine the oblique impact response of the human and to evaluate dummy biofidelity in an oblique mode of loading. The program involves the use of chestbands on dummies in full-scale vehicle tests accompanied by sled tests with unembalmed post mortem human subjects (PMHS). Sled tests are run under varying load wall conditions with a buck configured specially to mimic dummy loading seen in the vehicle tests. The chestbands provide comparative measures of thoracic deformation. Ultimately, the chestband measures will help establish the instrumentation requirements of an ATD for use in a side impact test with a significant oblique component. Additionally, this work could help introduce more biofidelic injury metrics for side impact ATDs. The full text of this paper may be found at: http://www-nrd.nhtsa.dot.gov/pdf/esv/esv21/09-0557.pdf For the covering abstract see ITRD E145407. KW - Anthropometric dummy KW - Anthropometry KW - Cadaver KW - Cadavers KW - Conference KW - Conferences KW - Dummies KW - Injuries KW - Injury KW - Load KW - Loads KW - Pole KW - Poles (Supports) KW - Side crashes KW - Side impact KW - Test KW - Tests KW - Thorax KW - Thorax UR - https://trid.trb.org/view/1100196 ER - TY - SER AN - 01336572 JO - PROCEEDINGS OF THE 21ST (ESV) INTERNATIONAL TECHNICAL CONFERENCE ON THE ENHANCED SAFETY OF VEHICLES, HELD JUNE 2009, STUTTGART, GERMANY PB - National Highway Traffic Safety Administration AU - YONEZAWA, H AU - MIZUNO, K AU - HIRASAWA, T AU - KANOSHIMA, H AU - ICHIKAWA, H AU - YAMADA, S AU - KOGA, H AU - YAMAGUCJHI, A AU - ARAI, Y TI - Summary of Activities of the Compatibility Working Group in Japan PY - 2009 AB - In 2006, the Transport Policy Council's Report in Japan stated that it is necessary to discuss compatibility improvement considering the traffic accident environment in Japan. In response to this report, the MLIT has launched the Compatibility Working Group in Japan. This paper summarizes the activities of the WG toward the compatibility improvement. In the WG, accident analyses and crash tests were performed to identify the safety problem. From global accident data, it is shown that as the front rail of the opposite (or collision partner) car was higher, the injury risk to the occupant tended to be higher. Full frontal car-to-car crash tests were conducted to investigate height matching and mismatching conditions of front rails. It was suggested that matching the front rail heights between two cars provides an overall safety benefit for occupant protection, though the leg injuries may became worse. From the accident analysis and crash tests, it was recognized in the WG that the matching of the front rail heights could be the first issue to be investigated for compatibility improvement. To evaluate the height of front rails, geometrical measurements and analysis of crash test data can be considered. The footprint of the front rails can be observed in the measured barrier force distribution of a full-width rigid barrier test. Accordingly, to evaluate the front rail heights, measurement and evaluation of the barrier force distribution using high-resolution load cells in a full-width rigid barrier test was investigated. Several methods were developed and proposed for evaluating the front rail heights based on the barrier force distributions. The full text of this paper may be found at: http://www-nrd.nhtsa.dot.gov/pdf/esv/esv21/09-0203.pdf For the covering abstract see ITRD E145407. KW - Accident KW - Compatibility KW - Compatibility KW - Conference KW - Conferences KW - Crash severity KW - Crashes KW - Japan KW - Japan KW - Severity (accid, injury) KW - Test KW - Tests KW - Vehicle KW - Vehicles UR - https://trid.trb.org/view/1100185 ER - TY - SER AN - 01336570 JO - PROCEEDINGS OF THE 21ST (ESV) INTERNATIONAL TECHNICAL CONFERENCE ON THE ENHANCED SAFETY OF VEHICLES, HELD JUNE 2009, STUTTGART, GERMANY PB - National Highway Traffic Safety Administration AU - MOTOKI, M AU - HASHIMOTO, H AU - HIRAO, T TI - Study on Visibility and Discomfort Glare of Adaptive Frontal Lighting System (AFS) for Motorcycle PY - 2009 AB - When a motorcycle is driven on a curved road, the motorcycle headlamp inclines horizontally as the motorcycle body banks, and the area illuminated by the headlamp becomes limited. Therefore, minimizing the horizontal inclination of the headlamp would improve the visibility. This study was conducted to clarify the effects of a system to adjust the horizontal inclination of the motorcycle headlamp (hereafter, "motorcycle AFS") on visibility for the rider, and to examine the side-effects of the motorcycle AFS (e.g., discomfort glare for oncoming drivers). The study included the following two parts: (1) A simulation survey and an actual driving survey to test the visibility demonstrated that a motorcycle AFS enhances visibility for the rider while the motorcycle is being driven on a curved road. When the horizontal inclination of the headlamp is adjusted by the same or greater amount than the bank angle of the motorcycle body, the visibility evaluation scores are equal to or above the just acceptable level. However, when the adjustment amount is less than the bank angle, the visibility evaluation scores are below the just acceptable level. (2) A simulation survey and an actual driving survey to evaluate the discomfort glare showed that when the horizontal inclination of the headlamp is adjusted by the same or smaller amount than the bank angle, the glare evaluation scores are equal to or above the just acceptable level. However, when the adjustment amount is more than the bank angle, the glare evaluation scores are below the just acceptable level. Based on the results obtained in this study, the following technical requirement is proposed for the motorcycle AFS: A horizontal inclination adjustment system (HIAS) may be installed. However, the adjustment amount of horizontal inclination shall not exceed the vehicle's bank angle. The full text of this paper may be found at: http://www-nrd.nhtsa.dot.gov/pdf/esv/esv21/09-0385.pdf For the covering abstract see ITRD E145407. KW - Bend (road) KW - Conference KW - Conferences KW - Glare KW - Glare KW - Hazards KW - Headlamp KW - Headlamps KW - Highway curves KW - Motorcycle KW - Motorcycles KW - Risk KW - Simulation KW - Simulation KW - Visibility KW - Visibility UR - https://trid.trb.org/view/1100183 ER - TY - SER AN - 01336569 JO - PROCEEDINGS OF THE 21ST (ESV) INTERNATIONAL TECHNICAL CONFERENCE ON THE ENHANCED SAFETY OF VEHICLES, HELD JUNE 2009, STUTTGART, GERMANY PB - National Highway Traffic Safety Administration AU - ISHIKAWA, H AU - TAKUBO, N AU - OGA, R AU - KATO, K AU - OKUNO, T TI - Study on Pre-Crash and Post-Crash Information Recorded in Electronic Computer Units (ECUs) Including Event Data Recorders PY - 2009 AB - It is known that some Electronic Control Units (ECUs) that are installed in a vehicle can record pre-crash and/or post-crash information in an accident. The aim of this study is to understand the availability and usefulness of the ECU data and to develop various analysis methods enhancing the accident investigation. With respect to ABS-ECU, engine-ECU, and Event Data Recorder (EDR), two types of crash test data are analyzed in this study. The first type is the JNCAP crash tests, for understanding the EDR characteristics under standardized crash test conditions. The second type is the real-world accident reconstructions for evaluating the performance of those ECUs under highly complex and/or severe crash conditions, including multiple rear-end collisions, car-to-car side impacts, and frontal and side pole impacts. The data obtained from ECUs are compared with the results from the instrumented sensors. The study concludes that the pre-crash velocities recorded by the EDR were highly accurate and reliable when cars proceeded without braking prior to the collision. The accuracy and reliability of the EDR impact velocity could be affected by the braking conditions and the EDR time zero information. The accuracy and reliability of the maximum delta-V recorded by the EDR decreased under highly complex or severe crash conditions, especially in the pole impacts. The EDRs underestimated the maximum delta-V in almost all the J-NCAP tests. The difference between the EDR maximum delta-V and the reference value was greater than 10 % in 4 of 14 tests. One of the factors responsible for this result might be attributable to the characteristics of the accelerometers used in EDR. Diagnosis freeze data recorded in ABS-ECU and engine-ECU have a potential to be utilized for the accident investigation by providing additional pre-crash vehicle information. However, further study is needed for understanding the reliability and accuracy of the diagnosis freeze data. The full text of this paper may be found at: http://www.nrd.nhtsa.dot.gov/pdf/esv/esv21/09-0375.pdf For the covering abstract see ITRD E145407. KW - Conference KW - Conferences KW - Crash reconstruction KW - Intelligent transport system KW - Intelligent transportation systems KW - Japan KW - Japan KW - Reconstruction (accid) KW - Speed KW - Speed KW - Technology KW - Technology UR - https://trid.trb.org/view/1100182 ER - TY - SER AN - 01336568 JO - PROCEEDINGS OF THE 21ST (ESV) INTERNATIONAL TECHNICAL CONFERENCE ON THE ENHANCED SAFETY OF VEHICLES, HELD JUNE 2009, STUTTGART, GERMANY PB - National Highway Traffic Safety Administration AU - KIM, Y W AU - HAM, B R AU - CHOI, I H AU - BAE, H I TI - Study on Improving Occupant Injury Performance for FMVSS214 Side Pole Impact PY - 2009 AB - NHTSA(National Highway Traffic Safety Administration) has published an update to the FMVSS214 regulation which includes the Pole Impact test configuration using the ES-2re and SID-IIs dummy. This updated standard adds a new side pole test requirement in addition to modifying the test procedure used to perform dynamic side impact testing. This paper shows a new technique to improve the occupant injury performance during the Pole Impact test. The full text of this paper may be found at: http://www-nrd.nhtsa.dot.gov/pdf/esv/esv21/09-0100.pdf For the covering abstract see ITRD E145407. KW - Anthropometric dummy KW - Anthropometry KW - Conference KW - Conferences KW - Dummies KW - Impact test (veh) KW - Impact tests KW - Motor vehicles KW - Pole KW - Poles (Supports) KW - Regulations KW - Side crashes KW - Side impact KW - Vehicle regulations UR - https://trid.trb.org/view/1100181 ER - TY - SER AN - 01336567 JO - PROCEEDINGS OF THE 21ST (ESV) INTERNATIONAL TECHNICAL CONFERENCE ON THE ENHANCED SAFETY OF VEHICLES, HELD JUNE 2009, STUTTGART, GERMANY PB - National Highway Traffic Safety Administration AU - WATSON, B AU - CRONIN, D AU - CAMPBELL, B TI - Study of Vehicle Dynamics and Occupant Response in Side Impact Crash Tests PY - 2009 AB - Side impact crash is a leading cause of fatalities on the roadways of the industrialized world. In the mid 1990's NHTSA implemented a new car assessment program testing the lateral crashworthiness of vehicles entering the market with a moving deformable barrier. Previous work has been done in an attempt to distill these tests into finite element simulations using specific vehicle test results; however there has not been a comprehensive study attempting to develop a model that includes a large number of tests to evaluate trends in vehicle kinematics and how they affect the occupants coupled with finite element simulations. To this end, a study of side NCAP tests was performed on all sedan cars based on the test results reported in the NHTSA Vehicle Crash Test Database since the introduction of the 2005 model year. This data was used to evaluate typical motion of the target vehicle during a regulatory crash test, and the corresponding occupant response. This sample consisted of new models entering the market and nameplates with major redesigns with a sample size of 72 vehicles. From these tests a series of velocity profiles were developed including time versus average velocity plots for vehicle center of gravity, door sill, driver's seat and driver door. These parameters have been shown to be important in occupant response and injury. There was significant variability in the response at several accelerometer locations. It was also found that rotation of the vehicle did not become significant until after 100 ms, after the maximum injury was predicted by the dummy. A parametric finite element analysis was performed using the both the USSID and ES-2re models to study the response of a restrained occupant during a typical crash test. These simulations showed that the velocity of the intruding door had a large effect on the thoracic injury predicted by the side impact dummy models. The full text of this paper may be found at: http://www-nrd.nhtsa.dot.gov/pdf/esv/esv21/09-0016.pdf For the covering abstract see ITRD E145407. KW - Anthropometric dummy KW - Anthropometry KW - Conference KW - Conferences KW - Crash cushions KW - Deformable barrier (impact test) KW - Dummies KW - Finite element method KW - Finite element method KW - Impact test (veh) KW - Impact tests KW - Injuries KW - Injury KW - Side crashes KW - Side impact UR - https://trid.trb.org/view/1100180 ER - TY - SER AN - 01336566 JO - PROCEEDINGS OF THE 21ST (ESV) INTERNATIONAL TECHNICAL CONFERENCE ON THE ENHANCED SAFETY OF VEHICLES, HELD JUNE 2009, STUTTGART, GERMANY PB - National Highway Traffic Safety Administration AU - MARUYAMA, K AU - TSUTSUMIQ, Y AU - MURATA, Y TI - Study of FACE Design, Lighting System Design for Enhanced Detection Rate of Motorcycles PY - 2009 AB - The FACE (Facial Attention for Conspicuity Enhancement) design, a lighting system design that enhances motorcycle conspicuity with regard to the detection rate from the view of a driver at night, is described in this paper. Past research has shown that there is part of the human brain that reacts to the image of a face and the idea was developed of a method to enhance the detection rate of a motorcycle by incorporating the element of a face in the front design of the motorcycle. The effect of a simple FACE design, a reverse triangular arrangement of lamps, is evaluated and its effectiveness is shown. Moreover, a simulation method was developed that could be used to evaluate the enhanced detection rate of a FACE design motorcycle under conditions that are close to some real traffic environments. The method is evaluated by comparing it with the results of a full-scale test and demonstrates the method could be used to evaluate the detection rate of a motorcycle. The full text of this paper may be found at: http://www-nrd.nhtsa.dot.gov/pdf/esv/esv21/09-0406.pdf For the covering abstract see ITRD E145407. KW - Alertness KW - Attention KW - Conference KW - Conferences KW - Design KW - Design (overall design) KW - Face KW - Face (human) KW - Improvement KW - Improvements KW - Motorcycle KW - Motorcycles KW - Simulation KW - Simulation KW - Vehicle marking KW - Visibility KW - Visibility UR - https://trid.trb.org/view/1100179 ER - TY - SER AN - 01336563 JO - PROCEEDINGS OF THE 21ST (ESV) INTERNATIONAL TECHNICAL CONFERENCE ON THE ENHANCED SAFETY OF VEHICLES, HELD JUNE 2009, STUTTGART, GERMANY PB - National Highway Traffic Safety Administration AU - HENNESSEY, B AU - NGUYEN, N TI - Status of NHTSA's Hydrogen and Fuel Cell Vehicle Safety Research Program PY - 2009 AB - Safety information is vital to support the FreedomCAR and Fuel Partnership, a cooperative automotive research effort between the U.S. Department of Energy, the U.S. Council for Automotive Research (USCAR), and fuel suppliers. This partnership began in 2003 as part of the President's goal to reduce U.S. dependence on foreign oil, improve vehicle efficiency, reduce vehicle emissions, and make fuel cell vehicles a practical and cost-effective choice for large numbers of Americans by 2020. NHTSA's safety initiative complements these efforts by conducting research to support determination of fuel system integrity performance criteria that address the unique hazards posed by the onboard storage of hydrogen and the operation of high voltage fuel cells used to provide electrical current for hydrogen fuel cell vehicle (HFCV) powertrains. This paper provides a description and timeline of the research tasks initiated in fiscal year 2009 to support the development or acceptance of proposed safety performance criteria for HFCVs. This is the third such status report published in these conference proceedings. The full text of this paper may be found at: http://www-nrd.nhtsa.dot.gov/pdf/esv/esv21/09-0507.pdf For the covering abstract see ITRD E145407. KW - Alternate fuels KW - Conference KW - Conferences KW - Fuel cell KW - Fuel cells KW - Hydrogen KW - Hydrogen KW - Renewable energy KW - Safety KW - Safety KW - Storage KW - Storage facilities KW - Vehicle design UR - https://trid.trb.org/view/1100176 ER - TY - SER AN - 01336562 JO - PROCEEDINGS OF THE 21ST (ESV) INTERNATIONAL TECHNICAL CONFERENCE ON THE ENHANCED SAFETY OF VEHICLES, HELD JUNE 2009, STUTTGART, GERMANY PB - National Highway Traffic Safety Administration AU - SCHAACK, S AU - MAUTHOFER, A AU - Brunsmann, U TI - Stationary Video-Based Pedestrian Recognition for Driver Assistance Systems PY - 2009 AB - As statistics have shown, forty-two percent of all injury accidents in Germany's road traffic happen at intersections. Infrastructure-mounted cameras for traffic analysis have been proposed to reduce this number as well as simulation tools, which assist in developing Car-to-Infrastructure (C2I) communication applications in the field of driver assistance, pedestrian, vehicle and traffic safety by a combination of a real application and virtual scenarios. This paper describes an infrastructure-based vision system for pedestrian and vehicle detection, its integration in the C2X-communication software development framework viilab and the visualisation to display the acquired data in a C2X-vehicle. Two cameras are used to monitor an intersection in the visible spectral range out of different views. With methods of computer vision and machine learning road users are detected and analysed as pedestrians or vehicles for both views. The merged objects' positions are transformed into world coordinates and tracks within the traffic trace are generated. The data can be used in a simulation or can be requested in real time from C2X enabled cars via a roadside unit (RSU) as an environment radar. The performance of the system is discussed. The full text of this paper may be found at: http://www-nrd.nhtsa.dot.gov/pdf/esv/esv21/09-0276.pdf For the covering abstract see ITRD E145407. KW - Cameras KW - Conference KW - Conferences KW - Germany KW - Germany KW - Infrastructure (transport) KW - Intelligent transport system KW - Intelligent transportation systems KW - Intersections KW - Junction KW - Simulation KW - Simulation KW - Video camera KW - Vision KW - Vision UR - https://trid.trb.org/view/1100175 ER - TY - SER AN - 01336560 JO - PROCEEDINGS OF THE 21ST (ESV) INTERNATIONAL TECHNICAL CONFERENCE ON THE ENHANCED SAFETY OF VEHICLES, HELD JUNE 2009, STUTTGART, GERMANY PB - National Highway Traffic Safety Administration AU - PAINE, M AU - PAINE, D AU - FAULKS, I TI - Speed Limiting Trials in Australia PY - 2009 AB - Several trials of speed limiter devices are underway in Australia. The authors review these trials and estimate potential road safety benefits. This review builds on a paper that was prepared for the 20th ESV. It was found that the technology is ready for widespread implementation. Extensive trials of ISA (intelligent speed adaptation) throughout the world have demonstrated the potential for significant accident reductions as well as other community benefits. There is a compelling case for governments to actively support ISA implementation. For the covering abstract see ITRD E145407. KW - Australia KW - Australia KW - Conference KW - Conferences KW - Intelligent speed adaptation KW - Safety KW - Safety KW - Speed KW - Speed KW - Speed control KW - Speed limiter KW - Speed limits KW - Technology KW - Technology UR - https://trid.trb.org/view/1100173 ER - TY - SER AN - 01336553 JO - PROCEEDINGS OF THE 21ST (ESV) INTERNATIONAL TECHNICAL CONFERENCE ON THE ENHANCED SAFETY OF VEHICLES, HELD JUNE 2009, STUTTGART, GERMANY PB - National Highway Traffic Safety Administration AU - HAERING, J AU - WILHELM, U TI - Situation-Interpretation as a Key Enabler for Cost-Effective and Low-Risk Driver Assistance Systems with High Collision Mitigation Capabilities PY - 2009 AB - In the area of safety-oriented driver assistance systems there is a trend to increase the accident mitigation capabilities by adding or strengthening autonomous system reactions. However, this also increases the potential for involuntary accidents in the case of malfunction. Due to product liability regulations these high risk functions require an increased development effort as well as more reliable sensor platforms, which drive up their costs. The accident mitigation capabilities of autonomously acting systems can also be achieved by an alternative strategy avoiding the high risk system reactions. The key is an early and reliable warning giving the driver time to react to the situation, combined with functions supporting the driver in his reactions, e.g. emergency braking. Early system reactions with low false activation rates can only be achieved by an advanced understanding of the traffic situation and an interpretation of the driver's actions in this context. To achieve this, the traditional approach of assessing the criticality of one potential collision object is extended towards observing and assessing multi-object scenarios. An analysis of accident statistics shows that in a high percentage of accidents the multi-object constellation provides additional information enabling early criticality assessments of the traffic situation. Using this information, the driver can be supported in an optimal way by an early, low-risk system reaction. This approach is the key for the vision "safety for everybody", i.e. providing cost-effective collision mitigation functions with high collision mitigation capabilities to the mass market. The full text of this paper may be found at: http://www-nrd.nhtsa.dot.gov/pdf/esv/esv21/09-0153.pdf For the covering abstract see ITRD E145407. KW - Accident KW - Conference KW - Conferences KW - Crashes KW - Hazards KW - Intelligent transport system KW - Intelligent transportation systems KW - Risk KW - Statistics KW - Statistics KW - Traffic KW - Traffic KW - Warning KW - Warning systems UR - https://trid.trb.org/view/1100166 ER - TY - SER AN - 01336552 JO - PROCEEDINGS OF THE 21ST (ESV) INTERNATIONAL TECHNICAL CONFERENCE ON THE ENHANCED SAFETY OF VEHICLES, HELD JUNE 2009, STUTTGART, GERMANY PB - National Highway Traffic Safety Administration AU - WELKE, S AU - JURGENSOHN, T AU - ROETTING, M TI - Single-Trial Detection of Cognitive Processes for Increasing Traffic Safety PY - 2009 AB - To increase driver's interaction with vehicles, research interest is growing to develop new approaches that allow for detecting the driver's intention. The extraction of features from electroencephalograph (EEG) data enables the establishment of a new communication channel by the use of brain signals as additional interaction channel. So far, the applicability of EEG data in the context of driving is strongly limited by the robustness and ambiguity of the chosen features. The major goal of the presented approach is the robust discrimination of EEG patterns preceding intended actions of the driver for predicting upcoming manoeuvres. A pilot study on a test track containing elements of driver safety trainings was carried out. While driving, the manoeuvres, the brain activity (64/32 EEG channels) and data from the car controller area network (CAN) was recorded. The bottom layer of a classification model for upcoming driver's movements was developed by classifying left against right foot movement as well as left and right obstacle avoidance manoeuvres as sub-classes of the classes hand and feet movements. Two ways in which features extracted from EEG can be used are presented: (1) by exploiting event-related potentials of independent components for identifying sources of consolidated neural activity, and (2) to establish the fundamentals of an approach for an EEG-based rapid-response system that can predict the upcoming action of the driver. The latter was done by an offline classification of variances in certain frequency bands of the EEG. Feature validation was implemented by spatial and functional filtering driven by independent components of the corresponding EEG datasets. The full text of this paper may be found at: http://www-nrd.nhtsa.dot.gov/pdf/esv/esv21/09-0340.pdf For the covering abstract see ITRD E145407. KW - Behavior KW - Behaviour KW - Conference KW - Conferences KW - Driver KW - Drivers KW - Intelligent transport system KW - Intelligent transportation systems KW - Mathematical model KW - Mathematical models KW - Test track KW - Test tracks UR - https://trid.trb.org/view/1100165 ER - TY - SER AN - 01336540 JO - PROCEEDINGS OF THE 21ST (ESV) INTERNATIONAL TECHNICAL CONFERENCE ON THE ENHANCED SAFETY OF VEHICLES, HELD JUNE 2009, STUTTGART, GERMANY PB - National Highway Traffic Safety Administration AU - HARDY, R N AU - WATSON, J W AU - KAYVANTASH, K TI - Safety Requirements for Cyclists During Leg Impacts PY - 2009 AB - The term vulnerable road user (VRU) is most commonly associated with pedestrians and in particular children and the elderly. In many European countries cyclists make up a significant number of VRU casualties - typically around one third. In the context of the European 6th Framework Integrated Project APROSYS (Advance PROtection SYStems), a study was conducted to examine the safety requirements for cyclists and whether these were addressed by current pedestrian safety assessments of cars. An examination of accident statistics was first conducted to determine the principal accident scenarios for cyclists. Since insufficient cyclist cases were recorded in a detail database of VRU accidents compiled during APROSYS, a programme of virtual testing was then conducted. The objective was to identify the most significant parameters during cyclist impacts with a range of cars sizes and the likely injury consequences. The primary region of investigation was impacts to the legs and knees - the points of first contact. The study indicated that cyclists interacted differently with cars than pedestrians, resulting from the geometric configuration of their legs, the presence of the bicycle and their elevated riding position. The potential for injury was different and the current sub-system impactor tests used by Euro NCAP and for vehicle certification purposes did not address all these differences. It was determined that the relevance of the current pedestrian impact safety assessments of cars for cyclists could be improved by minor changes to the test parameters. However, the study also identified new injury mechanisms that may require further biomechanical investigations. Although this study has considered a wide range of cyclist impact configurations it should not be considered as definitive. Further work including physical testing is needed in order to take forward improved safety test procedures. The full text of this paper may be found at: http://www-nrd.nhtsa.dot.gov/pdf/esv/esv21/09-0462.pdf For the covering abstract see ITRD E145407. KW - Biomechanics KW - Biophysics KW - Conference KW - Conferences KW - Cyclist KW - Cyclists KW - Injuries KW - Injury KW - Knee KW - Knee (human) KW - Leg KW - Leg (human) UR - https://trid.trb.org/view/1100153 ER - TY - SER AN - 01336539 JO - PROCEEDINGS OF THE 21ST (ESV) INTERNATIONAL TECHNICAL CONFERENCE ON THE ENHANCED SAFETY OF VEHICLES, HELD JUNE 2009, STUTTGART, GERMANY PB - National Highway Traffic Safety Administration AU - AOKI, H AU - AGA, M AU - MIICHI, Y AU - MATSUO, Y TI - Safety Performance and Effectiveness of Driver Assistance Technologies, Test & Evaluation Procedures, Benefits Assessment PY - 2009 AB - In order to develop and deploy advanced safety technologies, it is important to estimate effectiveness based on the system function or performance. Although various types of safety impact methodology (SIM) have been proposed to date, few SIMs can be applicable for actual system effectiveness estimation. In this study, a universal SIM (T-SIM) was developed and its validity was confirmed against field data. T-SIM uses the number of fatalities and casualties (fatal and nonfatal injury) that are expected to be prevented by the technologies rather than just collision/avoidance ratio because some of the safety technologies, such as a collision mitigation system, can reduce the impact speed by brake application and thus may help reduce the number of fatalities and casualties. T-SIM consists of two parts: (1) accident pattern classification and (2) effectiveness estimation for each system. In the first part of the T-SIM, accident data from the National Automotive Sampling System - General Estimates System (NASS-GES) and Fatality Analysis Reporting System (FARS) were categorized by such variables as type of accident (e.g., head-on) and relation to the intersection. The categorized accident patterns enable users to choose the accidents for which the technologies may be effective. By using the same accident pattern database, users also can compare the effectiveness of different safety systems. In the second part of the T-SIM, accident patterns applicable to a particular safety system are selected from the categorized patterns. A driver-model and a vehicle-model can be applied, which allows users to examine the effect of system parameters and configurations. Through the validation process using a Electronic Stability Control (ESC) system as an example of advanced safety technologies, the estimated effectiveness by T-SIM was compared with that reported by a study based on field data [2]. Although the accident databases are different, statistical analysis showed the effectiveness estimated by T-SIM is not significantly different from that by the field study and it was confirmed that the T-SIM can be used to estimate the effectiveness of other advanced safety technologies. Then the T-SIM was applied for a Pre-Collision System for the effectiveness estimation and further improvement. It was estimated that a PCS has high potential for reducing fatalities and casualties of rear-end accidents. In addition, it was also estimated that the PCS could be improved by changing such system parameters as warning, brake-assist and automatic brake timings. The full text of this paper may be found at: http://www-nrd.nhtsa.dot.gov/pdf/esv/esv21/09-0025.pdf For the covering abstract see ITRD E145407. KW - Accident prevention KW - Analysis (math) KW - Collision KW - Conference KW - Conferences KW - Control KW - Control KW - Crashes KW - Mathematical analysis KW - Prevention KW - Safety KW - Stability KW - Stability (Mechanics) KW - Statistics KW - Statistics UR - https://trid.trb.org/view/1100152 ER - TY - SER AN - 01336537 JO - PROCEEDINGS OF THE 21ST (ESV) INTERNATIONAL TECHNICAL CONFERENCE ON THE ENHANCED SAFETY OF VEHICLES, HELD JUNE 2009, STUTTGART, GERMANY PB - National Highway Traffic Safety Administration AU - GRIFFITHS, M AU - BROWN, J AU - KELLY, P TI - Safer Restraint Systems for Children 6 to 10 Years Old PY - 2009 AB - Other studies have identified, and recent studies in Australia and the U.S. have confirmed, that whilst the 1970's concept of boosters to try to improve adult seatbelt geometry for growing children is a good one, many of the currently available boosters do not provide children with optimal restraint. This paper recommends a new category of CRS booster with the intention of providing more effective restraint to children in the 6 to 10 age group. Recommended features include: a mandatory requirement for side wings with performance based requirements; lap belt guides; sash belt guides; top tether strap; anti-submarining features; design such that the base of the booster seat be narrower so that three of these child restraints can fit across the rear seat of a typical mid size car's rear bench seat and allow for arm rests from car doors; and that the seat incorporate 'ride height' lines. Furthermore, this category of booster should have more demanding assessment procedures to ensure booster seats coming onto the market actually achieve improved protection for the children using them. What this paper offers that is new is a safer class of booster to take older children through till they safely fit an adult seatbelt. This paper explains the need for each component and shows the suggested dimensions of an exemplar restraint. The full text of this paper may be found at: http://www-nrd.nhtsa.dot.gov/pdf/esv/esv21/09-0355.pdf For the covering abstract see ITRD E145407. KW - Adult KW - Adults KW - Child KW - Children KW - Conference KW - Conferences KW - Injuries KW - Injury KW - Manual safety belts KW - Safety belt KW - Seat (veh) KW - Seats UR - https://trid.trb.org/view/1100150 ER - TY - SER AN - 01336533 JO - PROCEEDINGS OF THE 21ST (ESV) INTERNATIONAL TECHNICAL CONFERENCE ON THE ENHANCED SAFETY OF VEHICLES, HELD JUNE 2009, STUTTGART, GERMANY PB - National Highway Traffic Safety Administration AU - BRUMBELOW, M AU - TEOH, E R TI - Roof Strength and Injury Risk in Rollover Crashes of Passenger Cars and SUVs PY - 2009 AB - A 2009 study by the Insurance Institute for Highway Safety found that midsize sport utility vehicles (SUV) with stronger roofs, as measured in quasi-static tests, had lower risk of ejection and lower risk of injury for nonejected drivers. The objective of the present study was to determine whether a similar association exists for other vehicle groups. Twelve small passenger cars were evaluated according to Federal Motor Vehicle Safety Standard 216 test conditions extended to 10 inches of plate displacement. Crash databases in 14 states provided more than 20,000 single-vehicle rollover crashes involving these vehicles. Logistic regression analyses were used to evaluate the effect of roof strength on the rate of driver injury while assessing and controlling for the effects of driver age, vehicle stability, state, and other factors where necessary. Small cars with stronger roofs had lower overall rates of serious injury, lower rates of ejection, and lower rates of injury for nonejected drivers. Although the effect on ejection was somewhat smaller for cars than for SUVs, the overall pattern of injury results was consistent. For roof strength-to-weight ratio measured at 5 inches (SWR5), a one-unit increase (e.g., from 2.0 to 3.0) was associated with a 22% reduction in risk of incapacitating or fatal driver injury in single- vehicle rollovers. This compares with a 24% reduction estimated for a similar change in roof strength among midsize SUVs. The association between vehicle roof strength and occupant injury risk in rollover crashes appears robust across different vehicle groups and across roof SWR5 values, varying from just more than 1.5 to just less than 4.0. If roofs were to increase in strength by one SWR5, a 20-25% percent reduction in risk of serious injury in rollovers would be expected. Still, even if all vehicle roofs were as strong as the strongest roof measured, many rollover injuries still would occur, indicating the need for additional research and countermeasures. The full text of this paper may be found at: http://www-nrd.nhtsa.dot.gov/pdf/esv/esv21/09-0502.pdf For the covering abstract see ITRD E145407. KW - Automobiles KW - Car KW - Conference KW - Conferences KW - Crash severity KW - Ejection KW - Ejection KW - Hazards KW - Injuries KW - Injury KW - Risk KW - Severity (accid, injury) KW - Sport utility vehicle KW - Sport utility vehicles UR - https://trid.trb.org/view/1100146 ER - TY - SER AN - 01336521 JO - PROCEEDINGS OF THE 21ST (ESV) INTERNATIONAL TECHNICAL CONFERENCE ON THE ENHANCED SAFETY OF VEHICLES, HELD JUNE 2009, STUTTGART, GERMANY PB - National Highway Traffic Safety Administration AU - SAUNDERS, J AU - DELANNOY, P TI - Results of NHTSA's Comparison of the Offset Deformable Barrier and the Progressive Deformable Barrier Test Procedures PY - 2009 AB - Over the past several years, NHTSA has conducted testing to evaluate a high-speed fixed offset deformable barrier crash test. It was preliminarily determined that the benefits from such a crash test could lead to an annual reduction in approximately 1,300 to 8,000 MAIS 2+ lower extremity injuries. NHTSA also conducted vehicle-to-vehicle crash tests to investigate the potential for disbenefits from a fixed offset deformable barrier crash test. This testing demonstrated that, for some sport utility vehicles, structural changes that improved their performance in high-speed frontal offset crash tests may also result in adverse effects on the occupants of their collision partners. The Directorate for Road Traffic and Safety (DSCR) of France developed and proposed a Progressive Deformable Barrier test procedure (PDB) to upgrade the current offset deformable barrier test procedure in the United Nations Economic Commission for Europe (UNECE) R.94 regulation. DSCR is proposing the PDB to potentially improve the barrier performance in testing of the current and future fleet. Therefore, NHTSA is investigating the use of the PDB in the offset test procedure by comparing the current offset deformable barrier test procedure specified in FMVSS No. 208 (ODB) to the PDB. This paper also investigates the performance of each barrier to predict lower extremity injuries and the ability of the PDB to absorb more energy for heavy vehicles found in the United States (U.S.) fleet. The PDB performed as designed for heavy vehicles and produced approximately the same occupant compartment intrusions. Both the ODB and PDB did not produce the same lower extremity injuries as seen in the real-world. The general trend across each body region had a similar trend for each barrier. That is the magnitude of each IAV for each body region was approximately the same for each barrier, but one barrier is not always the maximum. The full text of this paper may be found at: http://www-nrd.nhtsa.dot.gov/pdf/esv/esv21/09-0549.pdf For the covering abstract see ITRD E145407. KW - Conference KW - Conferences KW - Crash cushions KW - Deformable barrier (impact test) KW - High speed KW - High speed ground transportation KW - Impact test (veh) KW - Impact tests KW - Speed KW - Sport utility vehicle KW - Sport utility vehicles UR - https://trid.trb.org/view/1100134 ER - TY - SER AN - 01336520 JO - PROCEEDINGS OF THE 21ST (ESV) INTERNATIONAL TECHNICAL CONFERENCE ON THE ENHANCED SAFETY OF VEHICLES, HELD JUNE 2009, STUTTGART, GERMANY PB - National Highway Traffic Safety Administration AU - TANAKA, Y AU - YONEZAWA, H AU - HOSOKAWA, N AU - MATSUI, Y AU - MIZUNO, K AU - YAMAGUCHI, M AU - YOSHIDA, R TI - Responses of Hybrid III 3YO and Q3 Dummies in Various CRSs Tested Using ECE R44 Impact Conditions PY - 2009 AB - There are various types of child restraint systems (CRSs), and the child kinematic response behavior during a crash is different according to which CRS type is being used. In general, P3, Q3 and Hybrid III 3-year-old (3YO) dummies are used to evaluate the performance of the forward-facing CRSs in sled and crash tests. In this study, the Hybrid III 3YO and Q3 dummies were seated in 7 types of CRSs and were tested under the impact conditions specified in ECE R44. The tested CRSs include a 5-point harness and an impact shield, and their installations on the vehicle seat were accomplished by using the seat belt or the ISOFIX with a top tether. The dummy response and injury measures were compared. The neck flexed in the 5-point harness CRS and the chest deflection was small due to the shoulder harness restraint. In the impact shield CRS, the chest was loaded and the chest deflection was large. The chest deflection in the impact shield CRS depends on the shield structure, and it was small when the shield supported the pelvis. For the 5-point harness CRS, the injury measures of the dummy were smaller in the ISOFIX CRS with a top tether than in the seat belt installed CRS, especially that for the head excursion. For the impact shield CRS, the injury measures were comparable between the ISOFIX CRS with a top tether and in the seat belt installed CRS. The global dummy kinematic behavior was comparable between the Hybrid III 3YO and Q3 dummies, though the Q3 showed more flexible behavior. The less-stiff characteristics of the Q3 affected the head kinematic behavior. In the 5-point harness CRS, the neck tension force of the Q3 was higher than that for the Hybrid III 3YO, possibly because the Q3 head severely contacted the chest due to its less-stiff neck. The chest deflection of the Q3 was larger than that of Hybrid III 3YO. This large chest deflection was more prominent for the impact shield CRS where the chest was directly loaded. The bottoming-out of the chest occurred for the Hybrid III 3YO seated in the impact shield CRS. The full text of this paper may be found at: http://www-nrd.nhtsa.dot.gov/pdf/esv/esv21/09-0242.pdf For the covering abstract see ITRD E145407. KW - Biomechanics KW - Biophysics KW - Child KW - Children KW - Collision KW - Conference KW - Conferences KW - Crashes KW - Head KW - Head KW - Test KW - Tests KW - Thorax KW - Thorax UR - https://trid.trb.org/view/1100133 ER - TY - SER AN - 01336505 JO - PROCEEDINGS OF THE 21ST (ESV) INTERNATIONAL TECHNICAL CONFERENCE ON THE ENHANCED SAFETY OF VEHICLES, HELD JUNE 2009, STUTTGART, GERMANY PB - National Highway Traffic Safety Administration AU - ASH, J AU - CRANDALL, J AU - PARENT, D AU - SHERWOOD, C AU - ARBOGAST, K B TI - Reconstruction of a Real World Crash Involving a Child Using Hybrid III 10-Year Old and 5th Percentile Adult Female ATDs PY - 2009 AB - Validation data for child anthropomorphic test devices (ATDs) are scarce, making it difficult to assess their biofidelity. The goal of this study was to use previously collected real-world data involving a frontal crash with a child occupant to assess the biofidelity of current child dummies. The 9-year old child's anthropometry placed him between the size of the Hybrid III 10-year old and 5th-percentile Adult Female (AF5) dummies. Though injuries on the child indicated that he was properly belted, there were contact points on the vehicle interior and the exact position of the child before the accident could not be definitively determined from the crash investigation. Sled tests with identical seat belts and bench seat were conducted with the HIII-10 year old (n=9) and AF5 (n=6) in various seating configurations to explore the possible posture of the child before the accident. The tests were designed to reproduce the predicted Delta-V of 51 km/h with a smaller subset of the tests performed at 59 km/h to assess the implications of a higher speed on occupant contacts. Video analysis was performed to determine trajectories of the dummy head, chest, pelvis, and extremities. Despite the variation in speed, neither dummy was able to achieve the maximum head excursion necessary to make contact with the dashboard. The results suggest that the dummies may underestimate the magnitude of excursion experienced by the child involved in the actual crash. To further investigate this finding, a sensitivity study was carried out using MADYMO Hybrid III 5th percentile female model. In addition to making use of existing data to further the investigation of child dummies, this study examines the biofidelity of two dummies used in child response approximation. The full text of this paper may be found at: http://www-nrd.nhtsa.dot.gov/pdf/esv/esv21/09-0365.pdf For the covering abstract see ITRD E145407. KW - Anthropometric dummy KW - Anthropometry KW - Biomechanics KW - Biophysics KW - Child KW - Children KW - Conference KW - Conferences KW - Dummies KW - Impact sled KW - Impact sleds KW - Manual safety belts KW - Safety belt UR - https://trid.trb.org/view/1100118 ER - TY - SER AN - 01336504 JO - PROCEEDINGS OF THE 21ST (ESV) INTERNATIONAL TECHNICAL CONFERENCE ON THE ENHANCED SAFETY OF VEHICLES, HELD JUNE 2009, STUTTGART, GERMANY PB - National Highway Traffic Safety Administration AU - PAGE, Y AU - HERMITTE, T AU - Chauvel, C AU - VAN ELSLANDE, P AU - HILL, J AU - KIRK, A AU - HAUTZINGER, H AU - SCHICK, S AU - HELL, W AU - ALEXOPOLOUS, K AU - PAPPAS, M AU - MOLINERO, A AU - PERANDONES, J M AU - BARRIOS, J M TI - Reconsidering Accident Causation Analysis and Evaluating the Safety Benefits of Technologies: Final Results of the TRACE Project PY - 2009 AB - The objectives of the EU-funded project TRACE (TRaffic Accident Causation in Europe, 2006-2008) are the up-dating of the etiology of road accidents and the assessment of the safety benefits of promising technology-based solutions. The analyses are based on available, reliable and accessible existing databases (access to which has been greatly facilitated by a number of partners highly experienced in safety analysis, coming from 8 different countries and having access to different kinds of databases, in-depth or regional or national statistics in their own country). Apart from considerable improvements in the methodologies applicable to accident research in the field of human factors, statistics and epidemiology, allowing a better understanding of the crash generating issues, the TRACE project quantified the expected safety benefits for existing and future safety applications. As for existing safety functions or safety packages, the main striking results show that any increment of a passive or active safety function selected in this project produces additional safety benefits. In general, the safety gains are even higher for higher injury severity levels. For example, if all cars were Euro NCAP five stars and fitted with EBA [electronic braking assistance] and ESC [electronic stability control], compared to four stars without ESC and EBA, injury accidents would be reduced by 47%, all injuries would be mitigated by 68% and severe + fatal injuries by 70%. As for future advanced safety functions, TRACE investigated 19 safety systems. The results show that the greatest additional safety gains potential are expected from intelligent speed adaptation systems, automatic crash notification systems, and collision warning and collision avoidance systems. Their expected benefits (expected reduction in the total number of injured persons if the fleet is 100% equipped) are between 6% and 11%. Safety benefits of other systems are more often below 5%. Some systems have a very low expected safety benefit (around or less than 1%). The full text of this paper may be found at: http://www-nrd.nhtsa.dot.gov/pdf/esv/esv21/09-0148.pdf For the covering abstract see ITRD E145407. KW - Conference KW - Conferences KW - Database KW - Driver KW - Drivers KW - Intelligent transport system KW - Intelligent transportation systems KW - Safety KW - Safety KW - Statistics KW - Statistics UR - https://trid.trb.org/view/1100117 ER - TY - SER AN - 01336502 JO - PROCEEDINGS OF THE 21ST (ESV) INTERNATIONAL TECHNICAL CONFERENCE ON THE ENHANCED SAFETY OF VEHICLES, HELD JUNE 2009, STUTTGART, GERMANY PB - National Highway Traffic Safety Administration AU - HOFFMAN, J AU - HAYAKAWA, K AU - FUKUYAMA, T TI - Rear Seat Occupant Protection in Far Side Crashes PY - 2009 AB - The risk of being injured in side impact crashes is very high. Accident statistics show that numbers of vehicle occupants severely injured or killed of non-struck side occupants is approximately 30 percent. Based on accident data from the National Automotive Sampling System/Crash Data Study (NASS/CDS) an investigation concerning injuries and their levels of non-struck side occupants in side impact crashes was carried out. From the accident data, covering the years from 1998 to 2007, the injured body parts, their injury levels and the vehicle parts causing these injuries were analysed. The study showed that hard contacts between the occupants and the rigid vehicle parts cause most severe injuries. As a result of the accident analysis an occupant protection concept for non-struck side occupants on vehicle rear seat was designed. A numerical simulation model representing a non-struck side occupant, its vehicle environment and the airbag based protection system was set up to investigate different parameters, such as airbag shape and position, different dummy types and seating positions. Prototypes of the airbag concept were built and validated in sled tests. The study showed that this occupant protection concept is able to reduce the severity of head and chest injuries of non-struck side occupants in side impact accidents. Furthermore, a positive effect on the interaction between rear seated occupants in side impact crashes was observed. The full text of this paper may be found at: http://www-nrd.nhtsa.dot.gov/pdf/esv/esv21/09-0475.pdf For the covering abstract see ITRD E145407. KW - Air bag (restraint system) KW - Air bags KW - Conference KW - Conferences KW - Crash severity KW - Rear KW - Rear KW - Seat (veh) KW - Seats KW - Severity (accid, injury) KW - Side crashes KW - Side impact KW - Simulation KW - Simulation KW - Thorax KW - Thorax KW - Vehicle occupant KW - Vehicle occupants UR - https://trid.trb.org/view/1100115 ER - TY - SER AN - 01336501 JO - PROCEEDINGS OF THE 21ST (ESV) INTERNATIONAL TECHNICAL CONFERENCE ON THE ENHANCED SAFETY OF VEHICLES, HELD JUNE 2009, STUTTGART, GERMANY PB - National Highway Traffic Safety Administration AU - IKARI, T AU - KAWAHARA, H TI - Rear Occupant Protection JNCAP Test PY - 2009 AB - In June of 2008, it became mandatory in Japan for rear seat occupants to wear a seat belt under the new Road Traffic Act. Rear seat occupants involved in frontal collision traffic accidents in Japan are mainly women. In view of this situation, the rear seat occupant safety performance in frontal collision tests using a Hybrid III AF05 dummy is to be evaluated. The evaluation includes not only this dynamic collision test but also the usability of the rear seatbelt and seatbelt reminder for passengers including those in the rear seat, which is not mandated by the law. The methods for rear occupant protection in a frontal collision and the ease of use of rear seatbelt will be demonstrated, which will be the first introduction worldwide by JNCAP. The full text of this paper may be found at: http://www-nrd.nhtsa.dot.gov/pdf/esv/esv21/09-0299.pdf For the covering abstract see ITRD E145407. KW - Anthropometric dummy KW - Anthropometry KW - Conference KW - Conferences KW - Dummies KW - Frontal crashes KW - Head on collision KW - Japan KW - Japan KW - Manual safety belts KW - Safety belt KW - Seat (veh) KW - Seats KW - Technology KW - Technology KW - Use KW - Use KW - Vehicle occupant KW - Vehicle occupants UR - https://trid.trb.org/view/1100114 ER - TY - SER AN - 01336500 JO - PROCEEDINGS OF THE 21ST (ESV) INTERNATIONAL TECHNICAL CONFERENCE ON THE ENHANCED SAFETY OF VEHICLES, HELD JUNE 2009, STUTTGART, GERMANY PB - National Highway Traffic Safety Administration AU - HERBST, B R AU - MEYER, S E AU - OLIVER, A A AU - FORREST, S M TI - Rear Impact Test Methodologies: Quasistatic and Dynamic PY - 2009 AB - The performance of a vehicle's seat back in rear impact accidents can significantly affect occupant kinematics and resulting injury potential. The only current United States (U.S.) government regulation addressing seat back strength is outlined in Federal Motor Vehicle Safety Standard (FMVSS) 207, Seating Systems. The test method outlined in this regulation is only partially predictive of seat performance in dynamic and/or real world impacts. Many seats continue to demonstrate gross deformations or catastrophic failures with potentially injurious occupant kinematics under the impact conditions of the FMVSS 301 Fuel System Integrity testing. The Quasistatic Seat Test (QST) methodology, which utilizes an Anthropometric Test Dummy (ATD) and applies the load to the seat back through the ATD's lumbar spine, has been shown to be a predictor of seat deformation under dynamic loading. Different seat designs tested utilizing the QST methodologies are presented. Additionally, sled tests conducted at impact levels consistent with FMVSS 301 severities are presented and analyzed regarding occupant containment and the degree of encroachment of the deforming seat back or front seat occupant into the rear occupant's seating compartment. Crash test data, including ATD injury measures, from tests performed for the development of the recently upgraded FMVSS 301 rear impact standard were reviewed. Furthermore, an additional FMVSS 301 test is presented wherein a QST compliant seat was utilized to evaluate changes in ATD kinematics and injury measures. The full text of this paper may be found at: http://www-nrd.nhtsa.dot.gov/pdf/esv/esv21/09-0533.pdf For the covering abstract see ITRD E145407. KW - Anthropometric dummy KW - Anthropometry KW - Conference KW - Conferences KW - Dummies KW - Impact sled KW - Impact sleds KW - Rear end collision KW - Rear end crashes KW - Seat (veh) KW - Seats KW - Vehicle occupant KW - Vehicle occupants UR - https://trid.trb.org/view/1100113 ER - TY - SER AN - 01336499 JO - PROCEEDINGS OF THE 21ST (ESV) INTERNATIONAL TECHNICAL CONFERENCE ON THE ENHANCED SAFETY OF VEHICLES, HELD JUNE 2009, STUTTGART, GERMANY PB - National Highway Traffic Safety Administration AU - VAN RATINGEN, M AU - ELLWAY, J AU - AVERY, M AU - GLOYNS, P AU - SANDNER, V AU - VERMISSEN, T TI - Rear Impact Injury Prevention & Protection PY - 2009 AB - Recently a new set of tests has been introduced in Euro NCAP that assesses the performance of front seats and head restraints in relation to the risk of whiplash-associated neck disorders in low severity rear-end collisions. In the absence of a clearly understood and generally accepted cause for these symptoms, the aim of this new procedure is to reflect real world seat performance, to highlight seats with known good and poor performance and to provide the maximum incentive to manufactures to move towards best practice in seat design. Based on real world evidence and a review of the state-of-the-art in dummies, whiplash test experience and the real-world performance of commercially available seats on the market, a test procedure and criteria were developed that take into account both geometrical aspects and dynamic performance of the seat in three meaningful test severities. Being one of the most comprehensive "whiplash" assessments of its kind, the paper provides the background and technical details to the procedure as well as a synthesis of the first results. The results highlight the potential for further improvement in the performance for the majority of car seats on the market today. The full text of this paper may be found at: http://www-nrd.nhtsa.dot.gov/pdf/esv/esv21/09-0231.pdf For the covering abstract see ITRD E145407. KW - Biomechanics KW - Biophysics KW - Cervical vertebrae KW - Conference KW - Conferences KW - Crash severity KW - Passive restraint systems KW - Passive safety system KW - Rear end collision KW - Rear end crashes KW - Severity (accid, injury) KW - Vertebrae UR - https://trid.trb.org/view/1100112 ER - TY - SER AN - 01336493 JO - PROCEEDINGS OF THE 21ST (ESV) INTERNATIONAL TECHNICAL CONFERENCE ON THE ENHANCED SAFETY OF VEHICLES, HELD JUNE 2009, STUTTGART, GERMANY PB - National Highway Traffic Safety Administration AU - ADALIAN, C AU - NOWAKOWSKI, N AU - ZEITOUNI, R TI - Quantification of the Scattering Due to the Dummy Set-Up in Side Pole Impact PY - 2009 AB - Up to 2008, in the Euro NCAP rating, the assessment of the adult protection in pole test was only made through the head criteria. From 2009, the pole test in the new "overall rating" Euro NCAP protocol will take into accounts all body regions (head, chest, abdomen and pelvis). The aim of this study is to analyse the scatter of biomechanical criteria linked to these different body regions. Three phases were defined: Phase 1: analysis of a large number of pole tests in order to identify what body region was the most scattered. Phase 2: quantification of the scatter linked to the car, seat and dummy set-up. Ten trials of dummy set-up in three laboratories and on three types of vehicles were analysed. The first one of these trials was for reference, since it followed rigorously the vehicle and dummy set-up protocols proposed by Euro NCAP. The other trials were made to assess the scattering by varying several parameters such as vehicle mass, type of dummy, operator. These trials gave us the maximum scattering that could exist and that can be reproduced in dynamic tests. Phase 3: quantification of the consequences of the dummy positioning on the pole test's dummy readings. Indeed, several pole tests will be carried out on identical vehicles with different dummy positioning. The results of this study will have to be linked to their consequences on the biomechanical criteria, in particular on the chest and abdomen. Recommendations are given to improve the dummy set-up procedure by taking into account these possible scattering of the dummy positioning and by proposing counter measure to avoid them in a future protocol. The full text of this paper may be found at: http://www-nrd.nhtsa.dot.gov/pdf/esv/esv21/09-0096.pdf For the covering abstract see ITRD E145407. KW - Anthropometric dummy KW - Anthropometry KW - Biomechanics KW - Biophysics KW - Car ownership KW - Collision KW - Conference KW - Conferences KW - Crashes KW - Dummies KW - Human body KW - Motor vehicles KW - Ownership KW - Pole KW - Poles (Supports) KW - Test KW - Tests UR - https://trid.trb.org/view/1100106 ER - TY - SER AN - 01336492 JO - PROCEEDINGS OF THE 21ST (ESV) INTERNATIONAL TECHNICAL CONFERENCE ON THE ENHANCED SAFETY OF VEHICLES, HELD JUNE 2009, STUTTGART, GERMANY PB - National Highway Traffic Safety Administration AU - BAHLMANN, N AU - PLEIN, A AU - SCHNOTTALE, B AU - KROMEYER-HAUSCHILD, K TI - Protection of Overweight Children in Child Restraint Systems PY - 2009 AB - According to the German road traffic regulations children up to the age of 12 or a height below 150 cm have to use approved and appropriate child restraint systems (CRS). CRS must be approved according to UN-ECE Regulation No. 44. The regulation classifies CRS in 5 weight categories. The upper weight group is approved for children from 22 to 36 kg. However, studies show that already today many children weigh more than 36 kg although they have not reached a height of 150 cm. Therefore, no ECE R44 approved CRS is available for these overweight children. In conclusion, today's sizes and weights of children are no longer represented by the current version of the ECE R44. The heaviest used dummy (P10) weighs just 32.6 kg and has a height of 137.9 cm. Statistical data of German children show that already 5% of the children at a height of 137.9 cm have a weight above 45.3 kg. Regarding children at a height of 145 cm, the 95th percentile limit is at a weight of 53.3 kg. Based on these data 4 dummies with different heights and weights were defined and produced. Two of them are overweight. Up to now, there is no experience how current child restraint systems perform in a car crash if they are used by children with a weight above 36 kg and a height smaller than 150 cm. In the future, different child restraint systems will be tested with respect to the ECE R44 regulation using these overweight dummies. The full text of this paper may be found at:û http://www-nrd.nhtsa.dot.gov/pdf/esv/esv21/09-0414.pdf For the covering abstract see ITRD E145407. KW - Anthropometric dummy KW - Anthropometry KW - Child KW - Children KW - Conference KW - Conferences KW - Dummies KW - Height KW - Height KW - Human body KW - Passive restraint systems KW - Passive safety system KW - Weight KW - Weight UR - https://trid.trb.org/view/1100105 ER - TY - SER AN - 01336491 JO - PROCEEDINGS OF THE 21ST (ESV) INTERNATIONAL TECHNICAL CONFERENCE ON THE ENHANCED SAFETY OF VEHICLES, HELD JUNE 2009, STUTTGART, GERMANY PB - National Highway Traffic Safety Administration AU - HEUDORFER, B AU - KRAFT, M TI - Protection System for Far-Side Occupants in Lateral Crashes PY - 2009 AB - Although modern vehicles are equipped with multiple restraint systems such as airbags and seatbelts, there would be a further possibility to reduce occupant injury in even the best-pick category vehicles. The protection systems are mainly designed for occupants that are positioned closest to the intrusion. However, side-impact field data show approximately one-quarter to one-third of severely injured occupants sit on the far-side of the vehicle, furthest from the intrusion. This study presents a novel protection system which is placed between the two front passengers to protect them from injuries caused by far-side impacts. The fixation of the performance-added-airbag to the seat is designed in a pivot-like method to ensure a laterally stiff protection element, minimizing the excursion of the occupant's torso and head. The concept is designed to incorporate only minimal changes to existing seat and seatbelt designs. With reference to field data accidents, different impact angles have been sled tested under LINCAP conditions. Results show a high benefit of the proposed Mid- Mount Bag. Keeping the occupants on their own side of the vehicle as much as possible can mitigate many injuries caused by the vis-a-vis interior or by other occupants. The total torso excursion could be reduced by 45% compared to scenarios without adequate far-side protection. With regard to the field data, approx. 70% of MAIS3+ far-side injuries can be avoided by the Mid-Mount Bag. Although installing additional airbag systems will have a cost impact, this impact is balanced by potentially saving numerous lives. The Mid-Mount Bag brings us closer to our dream of having zero victims due to traffic accidents. The full text of this paper may be found at: http://www-nrd.nhtsa.dot.gov/pdf/esv/esv21/09-0295.pdf For the covering abstract see ITRD E145407. KW - Air bag (restraint system) KW - Air bags KW - Collision KW - Conference KW - Conferences KW - Crashes KW - Injuries KW - Injury KW - Manual safety belts KW - Safety belt KW - Side crashes KW - Side impact KW - Vehicle occupant KW - Vehicle occupants UR - https://trid.trb.org/view/1100104 ER - TY - SER AN - 01336488 JO - PROCEEDINGS OF THE 21ST (ESV) INTERNATIONAL TECHNICAL CONFERENCE ON THE ENHANCED SAFETY OF VEHICLES, HELD JUNE 2009, STUTTGART, GERMANY PB - National Highway Traffic Safety Administration AU - THOMAS, P AU - WELSH, R AU - LENGUERRAND, E AU - VALLET, G AU - OTTE, D AU - STRANDROTH, J TI - Priorities for Enhanced Side Impact Protection in Regulation 95 Compliant Cars PY - 2009 AB - This paper summarises the main results of an analysis of accident data conducted for the European Enhanced Vehicles Committee (EEVC) WG13 "Side Impact" to inform the further development of side impact test procedures for cars. The analysis of data from three countries was coordinated by EEVC WG 21 "Accident Studies". The national datasets of the UK, France and Sweden from the year 2005 were analysed containing a total of 411,311 cars. In each country side impacts typically represented 33% of all fatalities but less than 25% of casualties of all severities. Struck-side occupants represented typically 60% of all side impact casualties regardless of injury severity while the remainder of the casualties were seated on the side of the car that was not impacted. Amongst single vehicle side impacts, collisions with poles were most commonly specified, although there was considerable variation between countries. In multi-vehicle crashes the collision partner was a car in about 75% of cases. The relative involvement of each type of collision partner varied by casualty severity and in both the UK and France there were similar numbers of fatalities in collisions with poles as with cars. A comparison of injury risks suggested the risk of serious injury in newer cars struck by other newer cars was similar to older, pre-Regulation 95, cars struck by older cars. This indicates the improvements in side protection since the introduction of Regulation 95 may have been at least partially offset by increases in front stiffness of cars due to the introduction of Regulation 94 and EuroNCAP. The paper presents other details on the circumstances of side impacts and the different driver populations involved in loss-of control and intersection collisions. It links to two other papers concerning car-to-car and car-to-pole side collisions using in-depth data. The full text of this paper may be found at: http://www-nrd.nhtsa.dot.gov/pdf/esv/esv21/09-0156.pdf For the covering abstract see ITRD E145407. KW - Accident KW - Collision KW - Conference KW - Conferences KW - Crash severity KW - Crashes KW - Passive restraint systems KW - Passive safety system KW - Pole KW - Poles (Supports) KW - Severity (accid, injury) KW - Side crashes KW - Side impact KW - Vehicle KW - Vehicles UR - https://trid.trb.org/view/1100101 ER - TY - SER AN - 01336487 JO - PROCEEDINGS OF THE 21ST (ESV) INTERNATIONAL TECHNICAL CONFERENCE ON THE ENHANCED SAFETY OF VEHICLES, HELD JUNE 2009, STUTTGART, GERMANY PB - National Highway Traffic Safety Administration AU - SCHWARZ, J AU - BUECHL, J TI - Preparing the Future for Functional Safety of Automotive E/E-Systems PY - 2009 AB - The development of different sensor technologies and powerful signal processing procedures allows the automotive industry to develop new electrical / electronic (E/E)-based safety systems, which may assist and protect drivers and also other traffic participants in very complex situations. The complexity of possible use cases for safety systems on the one hand generates on the other hand a variety of feasible safety concepts to prevent these systems from malfunctioning. But which safety concept is adequate for a specific safety system? It is not conceivable to standardize all possible safety concepts, but to give guidelines to the engineers of how to develop new safety concepts; the automotive industry has started to standardize the process of developing safety-related E/E systems. This paper gives insight into the ongoing standardisation work within ISO TC22/SC3/WG 16 functional safety and how companies have started to apply the draft standard and consequently how this standard may initiate the development of a new state of the art within the area of functional safety in the long term. The full text of this paper may be found at: http://www-nrd.nhtsa.dot.gov/pdf/esv/esv21/09-0445.pdf For the covering abstract see ITRD E145407. KW - Active safety system KW - Active safety systems KW - Advanced vehicle control systems KW - Conference KW - Conferences KW - Data processing KW - Information processing KW - Intelligent transport system KW - Intelligent transportation systems KW - Sensor KW - Sensors KW - Standardization KW - Standardization KW - Vehicle safety UR - https://trid.trb.org/view/1100100 ER - TY - SER AN - 01336486 JO - PROCEEDINGS OF THE 21ST (ESV) INTERNATIONAL TECHNICAL CONFERENCE ON THE ENHANCED SAFETY OF VEHICLES, HELD JUNE 2009, STUTTGART, GERMANY PB - National Highway Traffic Safety Administration AU - TIEMANN, N AU - BRANZ, W AU - SCHRAMM, D TI - Predictive Pedestrian Protection - Sensor Requirements and Risk Assessment PY - 2009 AB - In this paper an approach to predictive pedestrian protection is being proposed. The main issues regarding the identification of high benefit scenarios, the requirements for an appropriate risk assessment algorithm as well as the requirements for the environmental sensor system are discussed. A general survey of the topic is given first, including accident statistics regarding vulnerable road users. Based on more detailed accident data the requirements for a video-based pedestrian recognition system are derived. As a result the best suited aperture angle for early detection of pedestrians was determined. A possible approach for predictive pedestrian protection is to issue an adequate driver warning in case of an impending vehicle-pedestrian collision. In order to justify driver warnings it is necessary to calculate the collision risk with a relatively large time-foresight. To cope with this task a pedestrian motion model based on likely and possible accelerations has been developed. The full text of this paper may be found at: http://www-nrd.nhtsa.dot.gov/pdf/esv/esv21/09-0226.pdf For the covering abstract see ITRD E145407. KW - Accident KW - Cameras KW - Conference KW - Conferences KW - Crashes KW - Hazards KW - Pedestrian KW - Pedestrians KW - Risk KW - Sensor KW - Sensors KW - Statistics KW - Statistics KW - Video camera KW - Warning KW - Warning systems UR - https://trid.trb.org/view/1100099 ER - TY - SER AN - 01336481 JO - PROCEEDINGS OF THE 21ST (ESV) INTERNATIONAL TECHNICAL CONFERENCE ON THE ENHANCED SAFETY OF VEHICLES, HELD JUNE 2009, STUTTGART, GERMANY PB - National Highway Traffic Safety Administration AU - EJIMA, S AU - ZAMA, Y AU - ONO, K TI - Prediction of Pre-Impact Occupant Kinematic Behavior Based on the Muscle Activity During Frontal Collision PY - 2009 AB - The objective of this study is to predict the behaviors of the human body in pre-crash conditions based on the experiment with active human models. In order to simulate the actual pre-crash condition of a car that occurs when the drivers brakes or pre-crash safety system activates in an emergency situation, low speed front impact tests on human volunteers were conducted using a sled-mounted rigid seat, on which each subject sat, sliding backwards on the rails. It was observed that when the subject's muscles were initially relaxed, muscle responses started activation at around 100ms after the onset of acceleration and reached its maximum value at around 200ms. During this time period, most of the individual body region acceleration responses and restraint system reaction forces also peaked. Furthermore, the head-neck-torso kinematics was strongly influenced by the muscle activity. This experiment indicates that muscles can react quickly enough to control the driver's behavior significantly during the low-speed impact, relating to the driver's posture just before the collision. Thus, the active human model with the Hill-type multi-bar muscle was employed to estimate the possible driving posture in an emergency. From the result of this experiment, pre- and post- crash occupant behavior was predicted. For a more detailed understating, a parametric study was conducted that distinguishes the factors presented in real accident cases. The full text of this paper may be found at: http://www-nrd.nhtsa.dot.gov/pdf/esv/esv21/09-0193.pdf For the covering abstract see ITRD E145407. KW - Anthropometry KW - Behavior KW - Behaviour KW - Conference KW - Conferences KW - Driving KW - Driving (veh) KW - Human body KW - Impact test (veh) KW - Impact tests KW - Mathematical model KW - Mathematical models UR - https://trid.trb.org/view/1100094 ER - TY - SER AN - 01336479 JO - PROCEEDINGS OF THE 21ST (ESV) INTERNATIONAL TECHNICAL CONFERENCE ON THE ENHANCED SAFETY OF VEHICLES, HELD JUNE 2009, STUTTGART, GERMANY PB - National Highway Traffic Safety Administration AU - HAULT-DUBRULLE, A AU - ROBACHE, F AU - DRAZETIC, P AU - MORVAN, H TI - Pre-Crash Phase Analysis Using a Driving Simulator. Influence of Atypical Position on Injuries and Airbag Adaptation PY - 2009 AB - This paper deals with an approach to analyze driver behavior during critical events using a driving simulator. A scenario of an unavoidable crash is simulated. Eighty subjects have participated in this experiment. Drivers' behavior is video recorded, as well as many mechanical and physiological measurements. Most drivers are observed to swerve away to avoid the collision. This leads many of them to have one arm in front of the steering wheel at time of crash. The drivers' trunk and arm positions during the collision, observed on the simulator, are analyzed with numerical simulations of a 56 km/h frontal collision. The results of the computational runs put forward injurious situations, especially when the driver's arm is behind the steering wheel and hits the head under airbag deployment. Then, an experimental study of airbag deployment with a hybrid III 50th percentile dummy is carried out to correlate numerical simulations. Finally, new airbag generations, allowing slower deployment, are tested. They induce a reduction of injury severity in the case of out of position (OOP). The full text of this paper may be found at: http://www-nrd.nhtsa.dot.gov/pdf/esv/esv21/09-0534.pdf For the covering abstract see ITRD E145407. KW - Air bag (restraint system) KW - Air bags KW - Arm KW - Arm (human) KW - Behavior KW - Behaviour KW - Conference KW - Conferences KW - Crash severity KW - Driver KW - Drivers KW - Driving simulators KW - Location KW - Location KW - Severity (accid, injury) KW - Simulator (driving) KW - Steering wheel KW - Steering wheels UR - https://trid.trb.org/view/1100092 ER - TY - SER AN - 01336478 JO - PROCEEDINGS OF THE 21ST (ESV) INTERNATIONAL TECHNICAL CONFERENCE ON THE ENHANCED SAFETY OF VEHICLES, HELD JUNE 2009, STUTTGART, GERMANY PB - National Highway Traffic Safety Administration AU - SANTUCCI, M D AU - PIEVE, M AU - KOENIG, J AU - BIANCO, E AU - VAZQUEZ DE PRADA MARTINEZ, J TI - Powered-Two-Wheeler Integrated Safety - First Results of the SIM Project PY - 2009 AB - First outcomes of activities carried out in Safety In Motion EU project are hereafter described. SIM Project is aimed at identifying a suitable and comprehensive safety strategy for powered-two-wheel (PTW) vehicles, in order to avoid road accidents and/or mitigate their consequences. Starting from the outcomes of previous accidentology activities an in-depth analysis was conducted focusing on the scenarios identified as the most frequent and dangerous for PTWs accidents. Significant accident parameters were identified and related values were analyzed. Also a technology evaluation based on state-of-the-art analysis as well as partners expertise was conducted and the effectiveness of potential benefits of safety systems was evaluated in reconstructed accident scenarios. On such a basis a PTW safety strategy has been identified in all safety areas. The active safety improvement is reached by actively controlling PTW stability and improving riding comfort (advanced braking and suspension systems). In the area of preventive safety, an HMI Information Management concept for motorbike was identified as the most effective solution for enhancing the PTW rider's awareness. Focusing on passive safety aspects, a frontal airbag fitted on motorcycle (aiming at protecting rider against the primary impact) and an inflatable wearable device (mainly for secondary impact) have been chosen to be tested either separately or jointly. The following safety devices have been finally selected in order to be implemented and tested on vehicle prototypes: active brake system; stability management by traction control; semi-active suspension system; frontal airbag; inflatable wearable device; HMI information management concept for motorbikes (IMB); and enhanced HMI (ergonomic handlebar controls, wireless communication, head-up display). An integral approach to PTW safety enhancement was adopted, since all the safety devices will be implemented and tested on the same vehicle platform, the innovative PTW tilting three-wheelers Piaggio MP3. The full text of this paper may be found at: http://www-nrd.nhtsa.dot.gov/pdf/esv/esv21/09-0283.pdf For the covering abstract see ITRD E145407. KW - Air bag (restraint system) KW - Air bags KW - Conference KW - Conferences KW - Interface KW - Interfaces KW - Motorcycle KW - Motorcycles KW - Safety KW - Safety KW - Stability KW - Stability (Mechanics) UR - https://trid.trb.org/view/1100091 ER - TY - SER AN - 01336466 JO - PROCEEDINGS OF THE 21ST (ESV) INTERNATIONAL TECHNICAL CONFERENCE ON THE ENHANCED SAFETY OF VEHICLES, HELD JUNE 2009, STUTTGART, GERMANY PB - National Highway Traffic Safety Administration AU - MALLORY, A AU - STAMMEN, J TI - Performance of Vehicle Bumper Systems with the EEVC/TRL Pedestrian Lower Legform PY - 2009 AB - In U.S. pedestrian crashes, serious lower extremity injuries are second only to head injuries in frequency. The Global Technical Regulation (GTR) for pedestrian safety uses the EEVC/TRL pedestrian lower legform to evaluate the risk of these injuries from bumper impact. In order to evaluate the level of pedestrian lower extremity protection offered by front bumpers in the U.S. fleet, NHTSA's Vehicle Research and Test Center (VRTC) conducted 40 pedestrian lower legform impact tests on 9 vehicles. These vehicles were selected to represent the U.S. fleet, with a focus on light trucks and vans. The goal was to generate an overall picture of current U.S. vehicle performance with respect to lower extremity protection requirements in the regulation. Results showed that pedestrian lower extremity protection was poor overall, with no vehicle meeting the GTR injury limits in all locations tested. One vehicle was able to meet the requirements by a wide margin in all but one impact location. Two other vehicles each had a single passing impact location. Results are consistent with prior results from legform testing on U.S. passenger cars. The full text of this paper may be found at: http://www-nrd.nhtsa.dot.gov/pdf/esv/esv21/09-0318.pdf For the covering abstract see ITRD E145407. KW - Anthropometric dummy KW - Anthropometry KW - Bumper KW - Bumpers KW - Conference KW - Conferences KW - Delivery vehicle KW - Delivery vehicles KW - Dummies KW - Leg KW - Leg (human) KW - United States KW - Usa UR - https://trid.trb.org/view/1100079 ER - TY - SER AN - 01336464 JO - PROCEEDINGS OF THE 21ST (ESV) INTERNATIONAL TECHNICAL CONFERENCE ON THE ENHANCED SAFETY OF VEHICLES, HELD JUNE 2009, STUTTGART, GERMANY PB - National Highway Traffic Safety Administration AU - SEO, B P AU - HAN, S J AU - KIM, W C AU - KIM, S Y TI - Performance Analysis Methodology Based on Crash Pulse Severity and Vehicle Occupant Packaging for Full Frontal Crash Event. PY - 2009 AB - Under full frontal crash events, major factors affecting occupant injury are crash pulse severity, restraint system, and vehicle occupant packaging space. The crash pulse severity represents the total performance of collision energy absorbed by vehicle structure during the crash event. The pulse severity also has a close relationship with the energy absorbed by restraint system out of the occupant's total kinetic energy induced by crash event. The capacity of energy absorption by restraint system is affected by the vehicle occupant packaging space. Thus, it is important to perform both restraint system and packaging space optimization simultaneously to manage the energy transfer under given severity of crash pulse. In this study, severity function is defined to represent the regression curve of resultant energy absorbed by occupant, based on G-D curve and occupant packaging space. To build the regression curve, US NCAP top rated vehicles were analyzed and the relation between crash pulse severity and severity function is derived for various vehicle grades. Based on the result, target requirements of crash pulse severity and severity function are determined to satisfy occupant safety performance goals. This methodology is very useful to evaluate the crashworthiness performance of vehicle body design concept efficiently at early development stage. The full text of this paper may be found at:ûhttp://www-nrd.nhtsa.dot.gov/pdf/esv/esv21/09-0173.pdf For the covering abstract see ITRD E145407. KW - Conference KW - Conferences KW - Deformation KW - Deformation KW - Energy KW - Energy KW - Frontal crashes KW - Head on collision KW - Passive restraint systems KW - Passive safety system KW - Vehicle occupant KW - Vehicle occupants UR - https://trid.trb.org/view/1100076 ER - TY - SER AN - 01336462 JO - PROCEEDINGS OF THE 21ST (ESV) INTERNATIONAL TECHNICAL CONFERENCE ON THE ENHANCED SAFETY OF VEHICLES, HELD JUNE 2009, STUTTGART, GERMANY PB - National Highway Traffic Safety Administration AU - ROSEN, E AU - KAELLHAMMER, J E AU - ERIKSSON, D AU - NENTWICH, M AU - FREDRIKSSON, R AU - SMITH, K TI - Pedestrian Injury Mitigation by Autonomous Braking PY - 2009 AB - The objective of this study was to calculate the effectiveness of a pedestrian injury mitigation system that autonomously brakes the car prior to impact at reducing fatal and severe injuries. The database from the German In-Depth Accident Study (GIDAS) was queried for pedestrians hit by the front of cars from 1999 to 2007. Information on vehicle and pedestrian velocities and trajectories were used to estimate the field of view needed for a vehicle-based sensor to detect the pedestrians one second prior to the actual crash. The pre-impact braking system was assumed to provide a braking deceleration up to the limit of the road surface conditions, but never to exceed 0.6g. New impact speeds were calculated for pedestrians that would have been detected by the sensor. These calculations assumed that all pedestrians that were within the given field of view and not hidden by surrounding objects would be detected. The changes in fatality and severe injury risks were quantified using risk curves derived by logistic regression of the accident data. Summing the risks for all pedestrians, new casualty numbers were obtained. The study documents that the effectiveness of reducing fatally (severely) injured pedestrians reached 40% (27%) at a field of view of 40degrees. Increasing the field of view further led to only marginal improvements in effectiveness. The full text of this paper may be found at: http://www-nrd.nhtsa.dot.gov/pdf/esv/esv21/09-0132.pdf For the covering abstract see ITRD E145407. KW - Automatic KW - Automation KW - Braking KW - Braking KW - Conference KW - Conferences KW - Crash severity KW - Field of vision KW - Field of vision KW - Pedestrian KW - Pedestrians KW - Sensor KW - Sensors KW - Severity (accid, injury) UR - https://trid.trb.org/view/1100074 ER - TY - SER AN - 01336461 JO - PROCEEDINGS OF THE 21ST (ESV) INTERNATIONAL TECHNICAL CONFERENCE ON THE ENHANCED SAFETY OF VEHICLES, HELD JUNE 2009, STUTTGART, GERMANY PB - National Highway Traffic Safety Administration AU - COOKSON, R AU - CUERDEN, R AU - RICHARDS, D AU - RUTTER, H TI - Pedestrian Injury Characteristics Following Road Traffic Collisions PY - 2009 AB - The paper outlines the nature and severity of the injuries suffered by pedestrians in motor vehicle accidents in England. Pedestrian admissions to hospitals in England as recorded in the Hospital Episode Statistics (HES) over a nine year period were compared with accidents recorded in Great Britain's national road casualties database (STATS19). Alongside this, the most frequently injured regions and individual injuries of the pedestrians were investigated. The relationship between individual injuries and the length of time spent at hospital was investigated. The changes in frequency of individual injuries were investigated to see whether recent changes in vehicle design could have altered the types of injuries received by pedestrian casualties. The HES data from April 1998 to March 2007 in England contained details of 82,811 pedestrian admissions following accidents involving motor vehicles. In the same time period there were 65,526 killed or seriously injured pedestrians recorded in the STATS19 database. It was found that over the nine year period, the number of pedestrian casualties in HES remained relatively constant, while the number in STATS19 has reduced. In this period, HES data shows that tibia and femur fractures have reduced slightly. This could be due to a number of factors including improved vehicle design. The nature of the HES data means that very little information is included about the characteristics of the accident, which prevents possible causes of pedestrian injuries to be studied using the HES dataset by itself. However, this paper shows the potential of hospital data as an important tool in accident research, as the injury information can give evidence of the effects of the changing vehicle fleet, along with other road safety interventions. Further, through an in-depth understanding of the frequency and consequences of different injuries, future injury prevention strategies can be prioritised. The full text of this paper may be found at: http://www-nrd.nhtsa.dot.gov/pdf/esv/esv21/09-0429.pdf For the covering abstract see ITRD E145407. KW - Conference KW - Conferences KW - Crash severity KW - Design KW - Design (overall design) KW - Hospital KW - Hospitals KW - Pedestrian KW - Pedestrians KW - Severity (accid, injury) KW - Vehicle KW - Vehicles UR - https://trid.trb.org/view/1100073 ER - TY - SER AN - 01336460 JO - PROCEEDINGS OF THE 21ST (ESV) INTERNATIONAL TECHNICAL CONFERENCE ON THE ENHANCED SAFETY OF VEHICLES, HELD JUNE 2009, STUTTGART, GERMANY PB - National Highway Traffic Safety Administration AU - KERRIGAN, J AU - ARREGUI, C AU - CRANDALL, J TI - Pedestrian Head Impact Dynamics: Comparison of Dummy and PMHS in Small Sedan and Large SUV Impacts PY - 2009 AB - This study compares head impact dynamics between post mortem human surrogates (PMHS) and the Polar- II pedestrian crash dummy in vehicle-pedestrian impacts with a small sedan and a large SUV. A total of fifteen (8 sedan, 7 SUV) full-scale vehicle pedestrian impact tests were performed at 40 km/h. For each vehicle, two (SUV) or three (sedan) PMHS tests and five dummy tests were performed, with three of the dummy tests in the same configuration to show repeatability, and the other two tests utilizing slightly different configurations. Head linear and angular kinematics were captured from PMHS and dummy head instrumentation, and dummy neck forces and impact forces were calculated from the upper neck load cell data. Differences in head impact locations, timing, and kinematics between the dummy and PMHS were minimized when the dummy was positioned higher above the ground reference level to match the pelvis height of the PMHS. On average, the dummy recorded higher resultant impact forces (2930 N vs. 1862 N) in windshield impacts to the sedan than in hood impacts to the SUV, which resulted in higher HIC15 values and higher peak and averaged angular accelerations. While differences in dummy injury risk metrics both the dummy and PMHS data show that the difference in injury risk metrics predicted by the dummy can be explained by the variation in impact velocity between the sedan (14.1 ± 1.2 m/s) and the SUV (10.7 ± 2.3 m/s), the differences in injury risk predicted by the PMHS is not as clear due to confounding factors. The data and analyses presented in this study also show that neck forces during head impacts contribute a substantial and additive effect to the head impact accelerations (and thus HIC15 values) measured in the dummy, and that for the SUV, neck forces affect head accelerations more than impact forces. Despite analyzing only lateral impacts with two vehicle geometries at 40 km/h, this study provides the only comparison of PMHS and dummy pedestrian head impact kinematics data available. The full text of this paper may be found at: http://www-nrd.nhtsa.dot.gov/pdf/esv/esv21/09-0127.pdf For the covering abstract see ITRD E145407. KW - Anthropometric dummy KW - Anthropometry KW - Biomechanics KW - Biophysics KW - Conference KW - Conferences KW - Dummies KW - Hazards KW - Head KW - Head KW - Injuries KW - Injury KW - Risk UR - https://trid.trb.org/view/1100072 ER - TY - SER AN - 01336457 JO - PROCEEDINGS OF THE 21ST (ESV) INTERNATIONAL TECHNICAL CONFERENCE ON THE ENHANCED SAFETY OF VEHICLES, HELD JUNE 2009, STUTTGART, GERMANY PB - National Highway Traffic Safety Administration AU - BOGENRIEDER, R AU - FEHRING, M AU - BACHMANN, R TI - PRE-SAFE(super R) in Rear End Collision Situations PY - 2009 AB - In 2002 the first bridge between active and passive automotive safety was built. The MY03 Mercedes- Benz S-Class was the first car in the world that implemented preventive measures for occupant protection which took effect before the actual impact occurred. Meanwhile the name "Mercedes- Benz PRE-SAFE (super R) System" became well known. Since then many other cars from various car manufacturers have adopted this principle of a "natural protection reflex". In order to detect dangerous situations or upcoming accidents, various sensor systems are being used in these cars today. In addition to sensors that keep an eye on the driving dynamics or on the driver reaction, the use of radar sensors or cameras has become common during the past few years. Almost all of those systems observe the area in front of the car and therefore address situations with an increased risk for a frontal impact. Very few systems presented up to now are capable to "look" backwards and thus detect an imminent rear impact. This paper presents the Mercedes-Benz approach to integrate this type of accident into the PRE-SAFE (super R) System. The paper covers the issue of detecting collision objects on the basis of radar data. And it presents a cascade of precautionary actions that can improve occupant protection in rear-end accident situations. In particular, the purpose and benefit of a preventive increase of brake pressure is discussed, as well as taking into account further actuators such as a reversible seat belt pretensioner or an active headrest. In order to substantiate the benefit of such a system several evaluation charts on the reduction of the impact severity, the dummy loads and the estimated risk of whiplash injuries are included. Based on accident simulations there are also evaluations about the reduction of the "accident radius" and thus the risk of a secondary impact. Finally the question of an appropriate electronic architecture for such an integral safety system is touched upon. The full text of this paper may be found at: http://www-nrd.nhtsa.dot.gov/pdf/esv/esv21/09-0129.pdf For the covering abstract see ITRD E145407. KW - Anthropometric dummy KW - Anthropometry KW - Cervical vertebrae KW - Conference KW - Conferences KW - Dummies KW - Intelligent transport system KW - Intelligent transportation systems KW - Load KW - Loads KW - Rear end collision KW - Rear end crashes KW - Simulation KW - Simulation KW - Vertebrae UR - https://trid.trb.org/view/1100069 ER - TY - SER AN - 01336453 JO - PROCEEDINGS OF 21ST (ESV) INTERNATIONAL TECHNICAL CONFERENCE ON THE ENHANCED SAFETY OF VEHICLES, HELD JUNE 2009, STUTTGART, GERMANY PB - National Highway Traffic Safety Administration AU - AUGENSTEIN, J AU - PERDECK, E AU - DIGGES, K AU - BAHOUTH, G TI - Opportunities for Protecting the Right Front Passenger in Frontal Crashes PY - 2009 AB - Opportunities to better protect belted right front passengers during frontal crashes are explored. Paired comparisons of using NASS CDS 2000-2007 data showed that, across all ages and genders, belted passengers carried a 34% higher serious injury risk than belted drivers. In an effort to explain this difference, crash configurations were explored where right front passengers most often sustain serious injuries. Primary attributes of right front passengers including age and weight were also identified to determine how they differ from drivers when serious injuries occur. When involved in the same crash, right front passengers more often sustain MAIS3+ injuries compared to drivers. However, there are fundamental differences between these populations. First, a higher percentage of right front occupants are injured during angled collisions with a 1 o'clock principle direction of force. These crashes are more serious for occupants seated on the nearside or passenger side of the vehicle. Often these crashes occur at intersections where the struck vehicle initiates a turn. A second reason for this difference in risk is principally due to the presence of occupants in the passenger location who are more vulnerable to injury than the driver. While only 1 in 10 right front seat occupants involved in frontal crashes are age 65 and older, the elderly population makes up more than 1/3 of the MAIS3+ injured group. When both front seat occupants are elderly, the most vulnerable in terms of age or gender is in the passenger position 85% of the time. The GES data showed that when two elderly occupants (age 65+) were present, the female occupied the right front passenger position 73% of the time. Analysis of NASS GES data suggests that, when an elderly male occupies the passenger seat he is frequently older than the driver. When investigated further, there was no significant difference in the fatal injury risk of young belted drivers and young belted right front passengers in frontal crashes. The full text of this paper may be found at: http://www-nrd.nhtsa.dot.gov/pdf/esv/esv21/09-0410.pdf For the covering abstract see ITRD E145407. KW - Age KW - Age KW - Conference KW - Conferences KW - Front KW - Front KW - Hazards KW - Injuries KW - Injury KW - Location KW - Location KW - Risk KW - Vehicle KW - Vehicles KW - Weight KW - Weight UR - https://trid.trb.org/view/1100065 ER - TY - SER AN - 01336447 JO - PROCEEDINGS OF THE 21ST (ESV) INTERNATIONAL TECHNICAL CONFERENCE ON THE ENHANCED SAFETY OF VEHICLES, HELD JUNE 2009, STUTTGART, GERMANY PB - National Highway Traffic Safety Administration AU - AYKENT, B AU - TOMASKE, W AU - MEYWERK, M TI - Objective and Subjective Evaluation of an Outrigger Construction on Rollover PY - 2009 AB - This paper deals with the influence of an outrigger on roll stability of a load dependent LCV (light commercial vehicle), since they are frequently inclined in rollover accidents because of the high CG (centre of gravity) and inaccurate loading. This is why, in recent years, ESP (Electronic Stability Program) function has been included in these vehicles. Outrigger based rollover controllers (that contain 1 support and 2 supports per side) were developed and simulated for objective assessment. The influence of manoeuvres was tested on the dynamic simulator using a questionnaire for a subjective evaluation. This is because not only the controller but also the reactions of the driver will influence the stability. The full text of this paper may be found at: http://www-nrd.nhtsa.dot.gov/pdf/esv/esv21/09-0086.pdf For the covering abstract see ITRD E145407. KW - Conference KW - Conferences KW - Delivery vehicle KW - Delivery vehicles KW - Driving simulators KW - Electronic stability program KW - Overturning KW - Overturning (veh) KW - Simulation KW - Simulation KW - Simulator (driving) KW - Stability (Mechanics) KW - Traction control UR - https://trid.trb.org/view/1100059 ER - TY - SER AN - 01336446 JO - PROCEEDINGS OF THE 21ST (ESV) INTERNATIONAL TECHNICAL CONFERENCE ON THE ENHANCED SAFETY OF VEHICLES, HELD JUNE 2009, STUTTGART, GERMANY PB - National Highway Traffic Safety Administration AU - GEHRE, C AU - GADES, H AU - WERNICKE, P TI - Objective Rating of Signals Using Test and Simulation Responses PY - 2009 AB - Today the numerical simulation is an inherent process of the development of the passive safety of vehicles. Robust and predictable computational models are the base of successful application of numerical simulations. The evaluation of the level of correlation of those models to the real world needs objective and reliable rating methods. In the past this rating was either done by engineering judgment or by analysing single peaks or zero-crossings of response curves in comparison with test data. Nowadays, it is common agreement that for an objective rating the complete curve data have to be taken into account. In this paper, a new method is presented that provides an objective evaluation of whole response curves coming from test and simulation. The method combines two independent sub-methods, a corridor rating and a cross-correlation rating. The corridor rating evaluates the fitting of a response curve into user-defined or automatically calculated corridors. The cross-correlation method evaluates phase shift, shape and area below curves. It was found that the use of both of these two sub-methods is essential because the disadvantages of each sub-method are compensated by the other method. Both methods were implemented into a tool called CORA - correlation and analysis. The philosophy of this tool is to separate engineer's knowledge from the algorithms. External parameters to adjust the algorithms are representing this knowledge. So it is possible to tune the evaluation to the specific needs of the application. The rating method was successfully used in a project on the improvement of Hybrid III 50th dummy models. It was possible to distinguish qualitatively and quantitatively between different releases of the model. In summary, the development of this rating method is a step forward to get an objective quality criterion of computational models. In a next step the robustness of the rating will be analysed by varying the external parameters. Furthermore, the tool will also be used to analyse and evaluate results of physical tests. The full text of this paper may be found at: http://www-nrd.nhtsa.dot.gov/pdf/esv/esv21/09-0407.pdf For the covering abstract see ITRD E145407. KW - Anthropometric dummy KW - Anthropometry KW - Conference KW - Conferences KW - Curve (math) KW - Curves (Geometry) KW - Dummies KW - Mathematical model KW - Mathematical models KW - Simulation KW - Simulation KW - Test KW - Tests UR - https://trid.trb.org/view/1100058 ER - TY - SER AN - 01336445 JO - PROCEEDINGS OF THE 21ST (ESV) INTERNATIONAL TECHNICAL CONFERENCE ON THE ENHANCED SAFETY OF VEHICLES, HELD JUNE 2009, STUTTGART, GERMANY PB - National Highway Traffic Safety Administration AU - BORIA, S AU - FORASASSI, G TI - Numerical Simulation of Crash-Test for a Formula SAE Car PY - 2009 AB - Crash-tests and numerical simulations are vital sources of information for designing car safety elements. The aim of this study is the design of a crash-box for a Formula SAE car and the investigation, through a numerical approach, of its dynamic behaviour in frontal impact conditions. The impact attenuator is obtained by the combination of honeycomb sandwich panels and aluminium sheets. Firstly experimental tests and numerical analysis on honeycomb structures were carried out in order to better understand their behaviour and model them properly. Afterwards a global 3D model was built and discretized with finite element method (FEM) in the Ansys code, while the simulation of the crash itself was done by means of the Ls-Dyna code. The crash-box has been optimized regarding several parameters so that the performances required by Formula SAE rules are achieved with minimal structural weight. The obtained results show that the impact attenuator by itself is able to absorb the total kinetic energy with dynamic buckling and plastic deformation of its structure with an average deceleration limited under a 20g value. The full text of this paper may be found at: http://www-nrd.nhtsa.dot.gov/pdf/esv/esv21/09-0152.pdf For the covering abstract see ITRD E145407. KW - Conference KW - Conferences KW - Damping KW - Damping (Physics) KW - Finite element method KW - Finite element method KW - Frontal crashes KW - Head on collision KW - Race cars KW - Racing car KW - Simulation KW - Simulation UR - https://trid.trb.org/view/1100057 ER - TY - SER AN - 01336440 JO - PROCEEDINGS OF THE 21ST (ESV) INTERNATIONAL TECHNICAL CONFERENCE ON THE ENHANCED SAFETY OF VEHICLES, HELD JUNE 2009, STUTTGART, GERMANY PB - National Highway Traffic Safety Administration AU - GLAAB, M AU - MAUTHOFER, A AU - NAAMANI, U TI - New Test and Evaluation Methods for Future Car2X Communication Based Driver Assistance PY - 2009 AB - Wireless communication technologies between cars and infrastructure (Car2X communication) will play a major role for future driver assistance. Many new applications and services in the fields of vehicle safety, comfort and infotainment will be possible. New test and evaluation procedures are required to cover future cooperative traffic scenarios with many cars and infrastructure equipment involved. An enrichment of real test situations with simulated environment scenarios ("Extended Reality") is proposed as an approach to develop and test such systems. An integrated development and test environment provides a flexible and configurable combination of both real and simulated units including On Board Units, Road Side Units, Monitoring Devices and on-board displays with modules e. g. for wireless communication (WAVE, DSRC, WLAN, UMTS), positioning (GPS), vehicle and infrastructure interfaces (CAN-Bus), which can be combined in any manner. Based on the integrated architecture a real Car2X testing scenario consisting of a car communicating with Road Side Unit(s) providing traffic sign and traffic light information was first developed and tested in full simulation mode in the lab. Then the same scenario was validated in a real test car on the real test track of the Connected Vehicle Proving Center in USA still with a simulated infrastructure environment. Based on that received information warning messages appeared on the on-board display. Active driver assistance functions can be triggered as well. The novel approach allows evaluation of the technology benefits and effectiveness with significantly reduced efforts as compared to traditional operational testing methods. This paper will cover the technology employed; the assistance and safety scenarios evaluated and give an outlook on the future use of the technology in combination with field operational tests. For the covering abstract see ITRD E145407. KW - Communication KW - Communication KW - Conference KW - Conferences KW - Driver information KW - Driver information systems KW - Evaluation KW - Evaluation (assessment) KW - Global positioning system KW - Global Positioning System KW - Intelligent transport system KW - Intelligent transportation systems KW - Interior (veh) KW - Vehicle compartments KW - Vehicle interiors UR - https://trid.trb.org/view/1100052 ER - TY - SER AN - 01336439 JO - PROCEEDINGS OF THE 21ST (ESV) INTERNATIONAL TECHNICAL CONFERENCE ON THE ENHANCED SAFETY OF VEHICLES, HELD JUNE 2009, STUTTGART, GERMANY PB - National Highway Traffic Safety Administration AU - MATOLCSY, M TI - New Requirements to the Emergency Exits of Buses PY - 2009 AB - Based on certain assumptions, the requirements of emergency exits on buses and coaches are specified in ECE Regulation No.107. Different accident situations, real accidents proved that some of the original assumptions are not valid, so it is necessary to reformulate them. Accident statistics - containing some hundred bus accidents - and in depth accident analysis were studied, concentrating on the evacuation of buses and the rescue possibilities of the bus occupants. Certain results and conclusions of evacuation tests are also considered which show the capabilities and limitations of different groups of passengers (men-women, young or elderly people, etc.) when evacuating the bus through different kinds of emergency exits. The new assumptions to specify the required number and location of emergency exits of buses are based on the following perception: the usability of the individual emergency exits are different in different bus categories (e.g. low floor city bus, high-decker tourist coach, etc.) or even in one category (lower or upper level of a double-decker bus) and also in different accident situations (e.g. frontal collision, rollover, fire, etc.) The next step is to specify the "usability" in technical, measurable terms. The paper proposes four aspects, shortly: to open the exit, to creep through the exit, to step/jump down from the bus and the possibility of the continuous use of the exit. On the basis of these aspects, all the emergency exits may be graded (good, acceptable, poor, not usable) in every bus category and every accident situation. Finally the required number of emergency exits (how many good or acceptable exits) could be specified which shall be provided for the occupants in every essential accident situation. The full text of this paper may be found at: http://www-nrd.nhtsa.dot.gov/pdf/esv/esv21/09-0181.pdf For the covering abstract see ITRD E145407. KW - Accessibility KW - Accessibility KW - Accident KW - Bus KW - Buses KW - Conference KW - Conferences KW - Crashes KW - Emergencies KW - Emergency KW - Exit KW - Intersection elements UR - https://trid.trb.org/view/1100051 ER - TY - SER AN - 01336438 JO - PROCEEDINGS OF THE 21ST (ESV) INTERNATIONAL TECHNICAL CONFERENCE ON THE ENHANCED SAFETY OF VEHICLES, HELD JUNE 2009, STUTTGART, GERMANY PB - National Highway Traffic Safety Administration AU - BOVENKERK, J AU - SAHR, C AU - ZANDER, O AU - KALLISKE, J TI - New Modular Assessment Methods for Pedestrian Protection in the Event of Head Impacts in the Windscreen Area PY - 2009 AB - The head impact of pedestrians in the windscreen area shows a high relevance in real-world accidents. Nevertheless, there are neither biomechanical limits nor elaborated testing procedures available. Furthermore, the development of deployable protection systems like pop-up bonnets or external airbags has made faster progress than the corresponding testing methods. New requirements which are currently not considered are taken into account within a research project of BASt and the EC funded APROSYS (Advanced PROtection SYStems) integrated project relating to passive pedestrian protection. Testing procedures for head impact in the windscreen area should address these new boundary conditions. The presented modular procedure combines the advantages of virtual testing, including full-scale multi-body and finite element simulations, as well as hardware testing containing impactor tests based on the existing procedures of EEVC WG 17. To meet the efforts of harmonization in legislation, it refers to the Global Technical Regulation of UNECE (GTR No. 9). The basis for this combined hardware and virtual testing procedure is a robust categorization covering all passenger cars and light commercial vehicles and defining the testing zone including the related kinematics. The virtual testing part supports also the choice of the impact points for the hardware test and determines head impact timing for testing deployable systems. The assessment of the neck rotation angle and sharp edge contact in the rear gap of pop-up bonnets is included. For the demonstration of this procedure, a hardware sedan shaped vehicle was modified by integrating an airbag system. In addition, tests with the Honda Polar-II Dummy were performed for an evaluation of the new testing procedure. Comparing these results, it was concluded that a combination of simulation and updated subsystem tests forms an important step towards enhanced future pedestrian safety systems considering the windscreen area and the deployable systems. The full text of this paper may be found at: http://www-nrd.nhtsa.dot.gov/pdf/esv/esv21/09-0159.pdf For the covering abstract see ITRD E145407. KW - Collision KW - Conference KW - Conferences KW - Crashes KW - Finite element method KW - Finite element method KW - Head KW - Head KW - Injuries KW - Injury KW - Simulation KW - Simulation KW - Windscreen (veh) KW - Windshields UR - https://trid.trb.org/view/1100050 ER - TY - SER AN - 01336437 JO - PROCEEDINGS OF THE 21ST (ESV) INTERNATIONAL TECHNICAL CONFERENCE ON THE ENHANCED SAFETY OF VEHICLES, HELD JUNE 2009, STUTTGART, GERMANY PB - National Highway Traffic Safety Administration AU - GEORGI, A AU - ZIMMERMANN, M AU - LICH, T AU - BLANK, L AU - KICKLER, N AU - MARCHTHALER, R TI - New Approach of Accident Benefit Analysis for Rear End Collision Avoidance and Mitigation Systems PY - 2009 AB - In Germany approximately 12% of all accidents with persons injured and approximately 20% of all material damage accidents are caused by cars in rear end collisions. As a consequence, Bosch is introducing collision avoidance and mitigation systems for rear impact scenarios. Warning, brake support, and autonomous emergency braking are part of Bosch's Advanced Emergency Braking Systems which address such accidents. This study determines the benefit of these assistance and safety systems and estimates the collision avoidance capability considering the driver's behavior. By analyzing representative accidents with injuries from the GIDAS (German In-Depth Accident Study) database, a high potential for collision warning and avoidance systems was determined. For the first time in such a study, this analysis considers the effects of different driver reactions due to warning, braking support, or autonomous braking with respect to the possible driver behavior. For this, a calculation method was developed and used for evaluating the accidents automatically. Both accident avoidance and average speed reduction was determined for different driver types, warning strategies and applications. From the results, an avoidance ratio of 38% for Predictive Collision Warning up to 72% for Automatic Emergency Braking, of all rear-end accidents can be expected for a realistic driver. Therefore it is estimated that 3 out of 4 accidents with severe injuries could be avoided based on the Emergency Brake Assist function and assuming a 100% installation rate. The potential to reduce collision speed in non avoided accidents is calculated on an average basis and is determined to be between 25% and 55% for the realistic driver. The results in the analyses show the high efficiency of the Bosch AEBS functions in avoiding accidents or mitigating injuries by reducing collision speed and should encourage the introduction of Advanced Emergency Braking Systems across a wide range. The full text of this paper may be found at: http://www-nrd.nhtsa.dot.gov/pdf/esv/esv21/09-0281.pdf For the covering abstract see ITRD E145407. KW - Accident KW - Accident prevention KW - Behavior KW - Behaviour KW - Braking KW - Braking KW - Conference KW - Conferences KW - Crashes KW - Driver KW - Drivers KW - Emergencies KW - Emergency KW - Intelligent transport system KW - Intelligent transportation systems KW - Prevention KW - Safety KW - Warning KW - Warning systems UR - https://trid.trb.org/view/1100049 ER - TY - SER AN - 01336433 JO - PROCEEDINGS OF THE 21ST (ESV) INTERNATIONAL TECHNICAL CONFERENCE ON THE ENHANCED SAFETY OF VEHICLES, HELD JUNE 2009, STUTTGART, GERMANY PB - National Highway Traffic Safety Administration AU - PATEL, S AU - PRASAD, A AU - MOHAN, P TI - NHTSA's Recent Test Program on Vehicle Compatibility PY - 2009 AB - The objective of this study was to understand the structural interaction in frontal collisions between a compact passenger car and different Option 2 light truck based vehicles (LTVs).ûVehicle-to-vehicle (VTV) crash tests were conducted to understand how these new concepts perform. Full frontal VTV crash tests into Model Year(MY) 2002 Ford Focus were conducted with the MY2006 Ford F-250 secondary energy absorbing structure (SEAS) attached and with the SEAS removed. Full frontal VTV crash tests into Focus were also conducted with the MY2006 Honda Ridgeline and MY2007 Chevrolet Silverado with the SEAS attached only. Ridgeline and Silverado SEAS are fixed below the rails and cannot be removed like F-250. The results of these tests are presented and discussed in this paper. The largest LTVs are being equipped with new frontal structures to prevent override with passenger cars and it cannot be properly evaluated with the current full frontal barrier test. A new instrumented rigid override barrier (ORB) concept has been developed to evaluate the strength of SEAS and tested for this purpose. This paper summarizes and discusses the design and testing of the ORB. Furthermore, Finite Element (FE) models of MY2006 Ford F-250 and MY2007 Chevrolet Silverado were developed by the National Crash Analysis Center at the George Washington University under a contract with National Highway Traffic Safety Administration (NHTSA) and Federal Highway Administration (FHWA). The structural interaction in frontal collisions between a compact passenger car and the two LTVs was investigated using computer simulations. The full text of this paper may be found at: http://www-nrd.nhtsa.dot.gov/pdf/esv/esv21/09-0416.pdf For the covering abstract see ITRD E145407. KW - Automobiles KW - Car KW - Conference KW - Conferences KW - Finite element method KW - Finite element method KW - Frontal crashes KW - Head on collision KW - Mathematical model KW - Mathematical models KW - Vehicle KW - Vehicles UR - https://trid.trb.org/view/1100045 ER - TY - SER AN - 01336432 JO - PROCEEDINGS OF THE 21ST (ESV) INTERNATIONAL TECHNICAL CONFERENCE ON THE ENHANCED SAFETY OF VEHICLES, HELD JUNE 2009, STUTTGART, GERMANY PB - National Highway Traffic Safety Administration AU - SULLIVAN, L K AU - LOUDEN, A E TI - NHTSA's Initial Evaluation of Child Side Impact Test Procedures PY - 2009 AB - Details are given of the National Highway Traffic Safety Administration's (NHTSA) initial research to evaluate potential child side impact test procedures. Federal Motor Vehicle Safety Standard (FMVSS) No. 213, "Child Restraint Systems" currently only requires that U.S. marketed child restraints meet dynamic testing simulating a 48.3 kph (30 mph) frontal impact. NHTSA is evaluating test parameters and potential methodologies to replicate a representative side impact scenario that could potentially be developed into a future child restraint dynamic side impact test procedure. This paper will discuss (1) testing conducted using the side impact sled buck designed by TK HOLDINGS INC. (Takata), and (2) side impact moving deformable barrier (MDB) into vehicle crash tests, which were performed in an effort to refine sled buck test parameters. This study is limited to one generic sled test buck design concept and side impact tests involving small passenger vehicles. It was observed that the sled buck concept was repeatable and able to distinguish between child restraint system (CRS) models. The design of the CRSs' seat back side wing is an important element for providing side impact protection, particularly when impact angles are varied. Trends in injury response values between sled and crash tests were similar for the two CRS models used in both types of testing. The full text of this paper may be found at: http://www-nrd.nhtsa.dot.gov/pdf/esv/esv21/09-0539.pdf For the covering abstract see ITRD E145407. KW - Child KW - Children KW - Conference KW - Conferences KW - Crash cushions KW - Deformable barrier (impact test) KW - Impact test (veh) KW - Impact tests KW - Passive restraint systems KW - Passive safety system KW - Side crashes KW - Side impact KW - Simulation KW - Simulation KW - United States KW - Usa UR - https://trid.trb.org/view/1100044 ER - TY - SER AN - 01336431 JO - PROCEEDINGS OF THE 21ST (ESV) INTERNATIONAL TECHNICAL CONFERENCE ON THE ENHANCED SAFETY OF VEHICLES, HELD JUNE 2009, STUTTGART, GERMANY PB - National Highway Traffic Safety Administration AU - BARICKMAN, F S AU - ELASSER, D H AU - ALBRECHT, H AU - CHURCH, J AU - GUONGANG, X TI - NHTSA's Class 8 Truck-Tractor Stability Control Test Track Effectiveness and Objective Performance Test Development PY - 2009 AB - Statistical analyses of crash data in the United States show that a large percentage of heavy truck crashes are rollover related. To evaluate roll stability for truck tractors, the National Highway Traffic Safety Administration (NHTSA) has performed test maneuvers with several Class 8 combination truck tractor/trailers on a test track. Stability Control interventions have been observed with all test track maneuvers conducted on dry pavement. Rollover events have been observed to be mitigated by stability control interventions in tests conducted with the truck tractor/trailer combinations loaded with a High Center of Gravity (CG) load. This paper discusses the initial test track observations and test maneuvers NHTSA evaluated. Test maneuvers included constant radius increasing velocity tests, J-turn tests, and double lane change maneuvers. These tests were conducted with and without tractor and trailer stability control systems enabled. Tests were conducted under different loading conditions and on high coefficient of friction surface. The full text of this paper may be found at: http://www-nrd.nhtsa.dot.gov/pdf/esv/esv21/09-0552.pdf For the covering abstract see ITRD E145407. KW - Coefficient of friction KW - Coefficient of friction KW - Conference KW - Conferences KW - Overturning KW - Overturning (veh) KW - Stability KW - Stability (Mechanics) KW - Test track KW - Test tracks KW - Tractor KW - Truck tractors KW - United States KW - Usa UR - https://trid.trb.org/view/1100043 ER - TY - SER AN - 01336430 JO - PROCEEDINGS OF THE 21ST (ESV) INTERNATIONAL TECHNICAL CONFERENCE ON THE ENHANCED SAFETY OF VEHICLES, HELD JUNE 2009, STUTTGART, GERMANY PB - National Highway Traffic Safety Administration AU - SALAANI, M K AU - EVANS, L R AU - HARRIS, J R AU - MACISAAC, J D TI - NHTSA Tire Rolling Resistance Test Development Project - Phase 1 PY - 2009 AB - This paper presents research results from the first phase of a project to develop a tire fuel efficiency consumer information program for passenger vehicle replacement tires. In this phase of the project, the agency completed a test program using 600 tires of 25 model/size combinations to evaluate five different rolling resistance test methods. These test methods were derived from two SAE and two ISO standards. The test matrix included two separate test laboratories to examine lab-to-lab variation. The results indicated that all of the five test methods had very low variability and all methods could be cross-correlated to provide the same information about individual tire types. While multi-point rolling resistance test methods are necessary to characterize the response of a tire's rolling resistance over a range of loads, pressures, and/or speeds, either of the two shorter and less expensive single-point test methods were deemed sufficient for the purpose of simply assessing and rating individual tires in a common system. The single-point ISO 28580 draft international standard has an advantage over the single-point SAE J1269 recommended practice because it contains a lab-to-lab measurement result correlation procedure. There was a significant offset observed in the data generated by the two laboratories when using the identical test, even when testing the same tire, which must be accounted for in a rating system. Results show that for all the tests conducted, lab-to-lab variation can be statistically minimized if data from each lab is normalized to the test results of a Standard Reference Test Tire (SRTT). Two additional retests of a given tire did not produce statistically different rolling resistance values from the first test. So the concept of limited retesting of the same tires for lab alignment or data quality monitoring appears valid. The full text of this paper may be found at: http://www-nrd.nhtsa.dot.gov/pdf/esv/esv21/09-0300.pdf For the covering abstract see ITRD E145407. KW - Automobiles KW - Car KW - Conference KW - Conferences KW - Driver information KW - Driver information systems KW - Efficiency KW - Efficiency KW - Energy KW - Energy KW - Evaluation KW - Evaluation (assessment) KW - Fuel KW - Fuels KW - Method KW - Methodology KW - Rolling resistance KW - Rolling resistance KW - Tires KW - Tyre UR - https://trid.trb.org/view/1100042 ER - TY - SER AN - 01336429 JO - PROCEEDINGS OF THE 21ST (ESV) INTERNATIONAL TECHNICAL CONFERENCE ON THE ENHANCED SAFETY OF VEHICLES, HELD JUNE 2009, STUTTGART, GERMANY PB - National Highway Traffic Safety Administration AU - SWORD, M L AU - LOUDEN, A E TI - NHTSA Research on Improved Restraints in Rollovers PY - 2009 AB - As part of a comprehensive plan to reduce the risk of death and serious injury in rollover crashes, the National Highway Traffic Safety Administration (NHTSA) has a program to characterize restraint system response in rollovers. A rollover restraint tester (RRT) is utilized to produce a 180 degree roll followed by a simulated roof-to-ground impact. Recognizing the unpredictability of the real world rollover phenomenon, this test provides a repeatable and consistent dynamic environment for suitable lab evaluation. Similar NHTSA research during the mid-1990s demonstrated an excursion reduction of up to 75% when an inflatable belt was compared to the standard three-point belt with a 50th percentile (50th ) male dummy. Technologies being considered include integrated seat systems, pyrotechnic and electric resettable pretensioners, four-point belt systems, and inflatable belts. High speed video data are collected and analyzed to examine occupant head excursion throughout the tests and are presented for discussion. The RRT has demonstrated to be repeatable; however, there are some concerns about the real world relevancy of the RRT dynamics in the absence of a lateral component. The RRT does not have a mechanical component for lateral motion that is typical in some real world rollover events. This research attempts to determine if reducing occupant excursion during a rollover event is possible by utilizing the RRT. Results presented at the 20th ESV conference demonstrated that excursion characteristics can be affected with the implementation of advanced restraints in the 50th percentile male dummy. This paper presents expanded research with the 50th percentile male dummy and also includes the 5th percentile (5th) female and 95th percentile (95th) male dummies. When compared to a baseline 3-point restraint, advanced restraints utilizing pretensioning and other technology reduced excursion of all the dummies in both the Y and Z directions, where the Y direction is lateral motion and the Z direction is vertical motion. The current production technologies, pyrotechnic and motorized retractors, were able to reduce Y and Z excursion in RRT tests, by up to 66% and 60%, respectively. The advanced restraints, inflatable belts and 4-pt belts, reduced excursion in the Y and Z directions up to 80% and 86%, respectively. The full text of this paper may be found at: http://www-nrd.nhtsa.dot.gov/pdf/esv/esv21/09-0483.pdf For the covering abstract see ITRD E145407. KW - Anthropometric dummy KW - Anthropometry KW - Biomechanics KW - Biophysics KW - Conference KW - Conferences KW - Dummies KW - Females KW - Human beings KW - Man KW - Overturning KW - Overturning (veh) KW - Passive restraint systems KW - Passive safety system KW - Woman UR - https://trid.trb.org/view/1100041 ER - TY - SER AN - 01336424 JO - PROCEEDINGS OF THE 21ST (ESV) INTERNATIONAL TECHNICAL CONFERENCE ON THE ENHANCED SAFETY OF VEHICLES, HELD JUNE 2009, STUTTGART, GERMANY PB - National Highway Traffic Safety Administration AU - Hamacher, M AU - FASSBENDER, S AU - FEIST, F AU - GUGLER, J TI - Modification of a Truck Front for Improved Kinematics in Run Over Accidents PY - 2009 AB - A major problem of the predominantly flat fronts of trucks used in Europe with respect to accidents involving vulnerable road users are the kinematics of the vulnerable road user after the impact. Contrary to car versus vulnerable road user accidents the flat truck front pushes the vulnerable road user to the road rather than lifting him. This effect causes a high risk of a run over. The main idea of the presented safety device is to change the flat front to a tapered shape deflecting the vulnerable road user sideways by using the impact impulse. The achieved deflection reduces the risk of a run over. The tapered truck front has been designed and analysed within the EC funded APROSYS integrated project. For a principal investigation the tapered shape is realised by an add-on structure mountable to the front of a reference truck. Hence, a direct comparison of the flat and the tapered shape is possible. Regarding a practically relevant application of this safety concept with respect to technical and economical feasibility the tapered shape has to be implemented directly in the cab design. During the development phase of the new front structure a large number of design versions are generated and assessed. The resulting final principal shape is compared to the basis truck in various numerical simulations with different accident scenarios, pedestrian models and parameter settings. Due to these results it can be concluded that a convex truck front significantly reduces the risk of a run over. It is most effective in accidents with higher speed (> 20 km/h) and the additional deformation space reduces the contact forces at the primary impact. In this regard it has to be discussed whether the implementation of passive safety devices in trucks should implicate a revision of the vehicle length regulation. The full text of this paper may be found at: http://www-nrd.nhtsa.dot.gov/pdf/esv/esv21/09-0458.pdf For the covering abstract see ITRD E145407. KW - Accident KW - Conference KW - Conferences KW - Crash severity KW - Crashes KW - Deflection KW - Deflection KW - Front KW - Front KW - Lorry KW - Pedestrian KW - Pedestrians KW - Severity (accid, injury) KW - Shape KW - Shape KW - Trucks UR - https://trid.trb.org/view/1100036 ER - TY - SER AN - 01336422 JO - PROCEEDINGS OF THE 21ST (ESV) INTERNATIONAL TECHNICAL CONFERENCE ON THE ENHANCED SAFETY OF VEHICLES, HELD JUNE 2009, STUTTGART, GERMANY PB - National Highway Traffic Safety Administration AU - HU, J AU - ZHAO, J Z AU - KLINKENBERGER, A TI - Modeling and Prediction of Occupant Knee-Thigh-Hip Injuries PY - 2009 AB - Although extensive modeling efforts have been made in the past decades to predict occupant/pedestrian knee-thigh-hip (KTH) injuries, prediction for the injuries at the tissue level for various loading conditions observed in automotive crashes is still challenging. This study develops model-based tissue injury criteria and a tool to predict occupant KTH injuries subject to different postures and loading rates. An effective plastic strain based injury criterion with a defined universal threshold was developed for identification of the potential injury locations in the KTH body region. The published cadaver KTH low-rate impact tests at three postures of neutral, adduction, and flexion by UMTRI (University of Michigan Transportation Research Institute) have been simulated with the Takata 50th% male human model. Using the defined criteria, the model predicted the hip-bone and hip-joint fractures for the three postures, were well correlated to those observed from the tests. The KTH impacts were also simulated at two loading rates. The simulation results indicated a possible mode shift of the impact rate-associated injury with assumptions of viscous effects on hip-joint. A high rate impact more likely generates a fracture at the femur shaft; and the impact at a lower rate more likely fractures the hip-joint. The validated KTH injury criteria and tool were thus applied for accident reconstruction of two vehicle crash cases (full frontal and offset frontal impacts) selected from the NASS/CDS & CIREN database, which caused occupant KTH injuries at AIS 2-3 scale. The simulations match the injury outcomes of the reported field observations. The full text of this paper may be found at: http://www-nrd.nhtsa.dot.gov/pdf/esv/esv21/09-0334.pdf For the covering abstract see ITRD E145407. KW - Conference KW - Conferences KW - Fracture (bone) KW - Fractures (Anatomy) KW - Hip KW - Hip (human) KW - Injuries KW - Injury KW - Knee KW - Knee (human) KW - Leg KW - Leg (human) KW - Mathematical model KW - Mathematical models KW - Posture KW - Posture KW - Simulation KW - Simulation UR - https://trid.trb.org/view/1100034 ER - TY - SER AN - 01336419 JO - PROCEEDINGS OF THE 21ST (ESV) INTERNATIONAL TECHNICAL CONFERENCE ON THE ENHANCED SAFETY OF VEHICLES, HELD JUNE 2009, STUTTGART, GERMANY PB - National Highway Traffic Safety Administration AU - Johannsen, H AU - Mueller, G AU - FASTENMEIER, W AU - GSTALTER, H AU - SCHNOTTALE, B AU - ISERMANN, P TI - Misuse of Airbag Deactivation When Children Are Travelling in the Front Passenger Seat PY - 2009 AB - Within the process of integrating passenger airbags in the vehicle fleet a problem of compatibility between the passenger airbag and rear-facing child restraint systems was recognised. Especially in the US several accidents with children killed by the passenger airbag were recorded. Taking into account these accidents the deactivation of a present passenger airbag is mandatory if a child is carried in a rear-facing child restraint system at the front passenger seat in all member states of the European Union. This rule is in force since the deadline of 2003/20/EC at the latest. In the past a passenger airbag either could not be disabled or could only be disabled by a garage. Today there are a lot of different possibilities for the car driver himself to disable the airbag. Solutions like an on/off-switch or the automatic detection of a child restraint system are mentioned as an example. Taking into account the need for the deactivation of front passenger airbags two types of misuse can occur: transportation of an infant while the airbag is (still) enabled and transportation of an adult, while the airbag is disabled, respectively. Within a research project funded by BASt both options of misuse were analysed utilising two different types of surveys amongst users (field observations and interviews, Internet-questionnaires). In addition both analysis of accident data and crash tests for an updated assessment of the injury risk caused by the front passenger airbag were conducted. Both surveys indicate a low risk of misuse. Most of the misuse cases were observed in older cars, which offer no easy way to disable the airbag. For systems, which detect a child seat automatically, no misuse could be found. The majority of misuses in cars equipped with a manual switch were caused by reasons of oblivion. Also the accident analysis indicates a minor risk of misuse. From more than 300 cases of the GIDAS accident sample that were analysed, only 24 children were using the front passenger seat in cars equipped with a front passenger airbag. In most of these cases the airbag was deactivated. When misuse occurred the injury severity was low. However, when analysing German single accidents the fatality risk caused by the front passenger airbag became obvious. From the technical point of view, there were important changes in the design of passenger airbags in recent years. Not only volume and shape were modified, but also the mounting position of the entire airbag module was changed fundamentally. Even if these findings do not allow obtaining general conclusions, a clear tendency of less danger by airbags could be identified. For future vehicle development a safe combination of airbags and rear faced baby seats seems to be possible in the long term. This would mean that both types of misuse could be eliminated. For parents an easier use of child seat and car would be the result. The full text of this paper may be found at: http://www-nrd.nhtsa.dot.gov/pdf/esv/esv21/09-0351.pdf For the covering abstract see ITRD E145407. KW - Accident KW - Child KW - Children KW - Conference KW - Conferences KW - Crashes KW - Design KW - Design (overall design) KW - Error KW - Errors KW - Use KW - Use UR - https://trid.trb.org/view/1100031 ER - TY - SER AN - 01336414 JO - PROCEEDINGS OF THE 21ST (ESV) INTERNATIONAL TECHNICAL CONFERENCE ON THE ENHANCED SAFETY OF VEHICLES, HELD JUNE 2009, STUTTGART, GERMANY PB - National Highway Traffic Safety Administration AU - Grzeszczyk, R AU - MERKISZ, J AU - BOGUS, P AU - KAMINSKI, T TI - Methods and Procedures for Testing the E-Call In-Vehicle Unit for the Purpose of Its Performance Assessment and Certification PY - 2009 AB - The main idea behind the pan-European eCall project is to automate the emergency call that is simultaneously extended by a message containing information such as current position and prior-to-crash speed, type of vehicle, VIN, VRN, number of passengers travelling, etc. The in-vehicle unit consists of measurement, communication, positioning and user-interface sub-systems, and all those sub-systems need to pass functional and performance type examinations before the device can be granted formal approval from the notified laboratory. The usual way of testing the module will be during the type approval of the car, as performance of the unit is strongly correlated to the dynamical parameters of the vehicle body and fitting procedures. Technology of today makes it relatively easy and straightforward to measure linear and angular accelerations of the vehicle chassis to estimate its full state in the 6DOF space, however, the number of sensors required and resulting cost is mostly prohibitive, thus in practical solutions the crash detection is to be implemented based on signals acquired from a limited number of available sensors, preferably already present in the existing set-up, using also additional sources of data, such as longitudinal velocity from the speed sensor. The purpose of the project is to design a testing methodology and set-up a testing bench for the type certification of the in-vehicle e-Call system units for the accredited laboratory. The test stand should allow the production of precise and repeated predefined testing conditions to excite the device-under-test sensors and to relate their logged data and results to those of reference set of sensors built-in to the test stand. Another question addressed during the study is the feasibility of data gathered in the in-vehicle e-Call unit for the purpose of reconstructing the crash. The full text of this paper may be found at: http://www-nrd.nhtsa.dot.gov/pdf/esv/esv21/09-0332.pdf For the covering abstract see ITRD E145407. KW - Automatic KW - Automation KW - Communication KW - Communication KW - Conference KW - Conferences KW - Driver information KW - Driver information systems KW - Emergencies KW - Emergency KW - Intelligent transport system KW - Intelligent transportation systems KW - Telecommunication KW - Telecommunications UR - https://trid.trb.org/view/1100026 ER - TY - SER AN - 01336412 JO - PROCEEDINGS OF THE 21ST (ESV) INTERNATIONAL TECHNICAL CONFERENCE ON THE ENHANCED SAFETY OF VEHICLES, HELD JUNE 2009, STUTTGART, GERMANY PB - National Highway Traffic Safety Administration AU - NUSHOLTZ, G AU - LAN, X AU - VELEZ, E L AU - HSU, T AU - KOCHEKSERAII, S B TI - Methodology Sensitivity of the AHOF400 and KW400 PY - 2009 AB - AHOF400 estimates the average height, from the ground, of the interacting force between a vehicle and the barrier in a rigid barrier crash test. Similarly, KW400 estimates the "stiffness" derived from the force-crush relationship corresponding to a vehicle crashing into a ridge barrier. Both metrics are calculated during the first 400 mm of crush. Although, the formulae for calculating both AHOF400 and KW400 appear simple, the reproducibility for these two measures has not been determined. One area of concern is variations in numerical methodology, signal processing algorithms and/or labs can lead to different results: numerical issues such as, determining time zero of a signal may increase lab to lab variability. In addition, AHOF400 and KW400 may not be the invariants of the system: they may be velocity dependent. The full text of this paper may be found at: http://www-nrd.nhtsa.dot.gov/pdf/esv/esv21/09-0453.pdf For the covering abstract see ITRD E145407. KW - Collision KW - Conference KW - Conferences KW - Crashes KW - Evaluation KW - Evaluation (assessment) KW - Force KW - Force KW - Laboratories KW - Laboratory (not an organization) KW - Test KW - Tests KW - Variability KW - Variables UR - https://trid.trb.org/view/1100024 ER - TY - SER AN - 01336411 JO - PROCEEDINGS OF THE 21ST (ESV) INTERNATIONAL TECHNICAL CONFERENCE ON THE ENHANCED SAFETY OF VEHICLES, HELD JUNE 2009, STUTTGART, GERMANY PB - National Highway Traffic Safety Administration AU - SCHRAMM, S AU - ROTH, F TI - Method to Assess the Effectiveness of Integrated Pedestrian Protection Safety Systems PY - 2009 AB - The effectiveness analysis assesses the benefit of future safety systems in terms of collision mitigation or collision avoidance based on real life accident data. The safety systems are evaluated by case-by-case analyses based on in-depth accident data (e.g. GIDAS). For this purpose an innovative simulation environment was developed that recreates the technical specification of the proposed system consisting of function algorithm, sensor, and actuators. Therefore results of component tests and complete system tests are included into the simulation. The accidents from the database are varied in the simulation by applying stochastic methods, guaranteeing the validity of the results from a statistical viewpoint. In addition to technical parameters such as a reduction in collision speed, the evaluation also includes a reduction in collision probability. Furthermore, when evaluating the functions a distinction is made between controlled and regulated actions. For each type a special simulation technique is used, which on the one hand is a purely offline analysis of previously simulated data and on the other hand an online or in-the-loop simulation. In order to be able to consider driver reactions on defined warning strategies realistically, it is essential to integrate a driver behaviour model into the simulation. To determine the driver behaviour, studies with probands are conducted using a new simulator technology. The test scenarios for these proband studies are based on accidents of the internal Audi accident research unit (AARU) database. In order to convert the technical evaluation parameters of the accident, e.g. collision speed, to injury severity, injury-risk-functions are required. To sum up, a new method of assessing the effectiveness of integrated safety systems will be presented, which incorporates new simulation techniques, driving experiments and real life accident data to assess a well-founded evaluation of integrated safety systems. The full text of this paper may be found at: http://www-nrd.nhtsa.dot.gov/pdf/esv/esv21/09-0398.pdf For the covering abstract see ITRD E145407. KW - Accident KW - Collision KW - Collision avoidance system KW - Conference KW - Conferences KW - Crash avoidance systems KW - Crashes KW - Database KW - Driver KW - Driver assistance system KW - Driver support systems KW - Drivers KW - Intelligent transport system KW - Intelligent transportation systems KW - Motor reactions KW - Reaction (human) KW - Simulation KW - Simulation KW - Warning KW - Warning systems UR - https://trid.trb.org/view/1100023 ER - TY - SER AN - 01336410 JO - PROCEEDINGS OF THE 21ST (ESV) INTERNATIONAL TECHNICAL CONFERENCE ON THE ENHANCED SAFETY OF VEHICLES, HELD JUNE 2009, STUTTGART, GERMANY PB - National Highway Traffic Safety Administration AU - MATHERN, B AU - BONNARD, A AU - TATTEGRAIN, H TI - Method of Driving Assistance System Design to Improve Human-Vehicle Interactions and Safety Technologies Developments for Trucks PY - 2009 AB - This paper presents a method to develop coherently a Driving Assistance System (DAS) and its supporting technologies in order to reach efficiently the best added value in terms of Human-Vehicle interactions and technology specification. This method is an iterative development process based on a Human Centred Design approach. It requires a driving simulator and a development framework in order to simulate technologies. The first step of the method is to validate the DAS prototype through 3 iterative tasks: Study of the drivers needs, Design of the DAS with "perfect" technologies, Evaluation of driver-vehicle interactions to validate the effectiveness of the assistance. Then the second step is to obtain the best trade off between effectiveness of the assistance and technological requirements through 2 iterative tasks: Modification of the technology performance by changing the specifications (toward existing, emerging or futuristic technologies), Evaluation of driver- vehicle interactions to validate that the assistance is still effective. This guides the final decision for the DAS production: use existing technologies, or develop better safety technologies. This method is developed inside VIVRE 2 project, which aims to design an innovative DAS to help truck drivers engaged in low speed manoeuvres in urban areas. A prototyping platform was developed, which was then used along with the method to design the DAS and to determine the best compromise in terms of Human-Vehicle interactions and technology specification. Even if the method inherits the limitations of simulated environments, it permits a "driver in the loop" development of innovative DAS which would be difficult otherwise. Instead of using the classical approach "From technologies, to DAS design, to DAS evaluation", this approach shift the problem to "From driver needs, to DAS evaluation, to technologies". The full text of this paper may be found at: http://www-nrd.nhtsa.dot.gov/pdf/esv/esv21/09-0472.pdf For the covering abstract see ITRD E145407. KW - Active safety system KW - Active safety systems KW - Advanced vehicle control systems KW - Conference KW - Conferences KW - Driver assistance system KW - Driver support systems KW - Driving simulators KW - Intelligent transport system KW - Intelligent transportation systems KW - Iteration KW - Iterative methods KW - Simulator (driving) KW - Vehicle safety UR - https://trid.trb.org/view/1100022 ER - TY - SER AN - 01336402 JO - PROCEEDINGS OF THE 21ST (ESV) INTERNATIONAL TECHNICAL CONFERENCE ON THE ENHANCED SAFETY OF VEHICLES, HELD JUNE 2009, STUTTGART, GERMANY PB - National Highway Traffic Safety Administration AU - MUNOZ, D AU - REGIDOR, A AU - CARLON, J AU - MANSILLA, A TI - Material Characterization Levels for Crashworthiness Applications PY - 2009 AB - In recent decades, numerical simulation of crash events has become one of the key topics in the reduction of costs for the phases of development of new automotive products. The former conception as a tool to provide qualitative support to designers has evolved up to the point of talking about "virtual testing" and about the feasibility of including it in standards and regulations. This evolution of the perspectives requires more and more predictive simulation models, leading to a continuous improvement in the mathematical reproduction of the physical reality. Within this background, the correct numerical reproduction of the material behaviour has a critical role. The techniques for material characterization have also evolved from the use of simplified curves obtained from scarcely instrumented tensile tests, including strain rate dependency in a higher or lower degree, up to the use of complex yield surfaces obtained from the exhaustive analysis of the local phenomena that occur during the necking process in tensile tests, as well as the inclusion of other load cases different to the uniaxial tension. The current study reflects the results of some studies about the influence of different levels of material characterization on the correct reproduction of the material behaviour. The base case is the simulation of the characterization tests themselves, analyzing both local and global parameters for the validation of the models. Three different materials (one metallic and two plastics respectively) have been used in these studies, trying to deepen into their basic characteristics and requirements. Finally, a load case closer to a common energy absorption application has been chosen for the case of the plastics in order to illustrate and validate the hypothetical consequences of the use of the different material definitions. The full text of this paper may be found at: http://www-nrd.nhtsa.dot.gov/pdf/esv/esv21/09-0331.pdf For the covering abstract see ITRD E145407. KW - Conference KW - Conferences KW - Evaluation KW - Evaluation (assessment) KW - Mathematical model KW - Mathematical models KW - Metal KW - Metals KW - Simulation KW - Simulation KW - Stress (in material) KW - Stresses UR - https://trid.trb.org/view/1100014 ER - TY - SER AN - 01336397 JO - PROCEEDINGS OF THE 21ST (ESV) INTERNATIONAL TECHNICAL CONFERENCE ON THE ENHANCED SAFETY OF VEHICLES, HELD JUNE 2009, STUTTGART, GERMANY PB - National Highway Traffic Safety Administration AU - DANTON, R AU - KIRK, A AU - HILL, J TI - Mainland European Truck Accidents in the UK - Key Issues for Drivers PY - 2009 AB - The native UK vehicle fleet is right hand drive (RHD) with a corresponding road infrastructure, presenting unique challenges to the increasing numbers of mainland European left hand drive (LHD) heavy goods vehicles (HGVs) using UK roads. This paper analyses the nature and circumstances of HGV accidents in the UK, paying particular attention to LHD HGVs and the causal factors exhibited. Using in-depth real world accident data the characteristics of 65 LHD HGVs involved in accidents are described in comparison with 250 RHD HGVs. On-scene cases from the UK 'On The Spot' (OTS) project, funded by the UK Department for Transport and Highways Agency, enable a detailed examination of accident causation mechanisms and behavioural patterns. Comparison is made with the national accident data to put the in-depth investigation into context. The majority of LHD HGV collisions include causal factors related to vehicle geometry (blind spots) and driver mental load, compared to RHD HGV collisions which include injudicious and road environment factors. Discussion focuses on the complex, multifactorial nature of these accidents with both vehicles and drivers not best adapted for UK roads. Key aspects of the accidents studied are identified and their implications are discussed for enhanced driver support and education. There are inevitable limitations regarding the amount of detail that can be collected on-scene due to the time consuming nature of the specialist vehicle examinations required and the language barrier. A pilot, translated, interview procedure has however been put in place to gain the maximum amount of information. The full text of this paper may be found at: http://www-nrd.nhtsa.dot.gov/pdf/esv/esv21/09-0238.pdf For the covering abstract see ITRD E145407. KW - Conference KW - Conferences KW - Interview KW - Interviewing KW - Lorry KW - On the scene crash investigation KW - On the spot accident investigation KW - Stress (psychol) KW - Stress (Psychology) KW - Trucks KW - United kingdom KW - United Kingdom UR - https://trid.trb.org/view/1100009 ER - TY - SER AN - 01336386 JO - PROCEEDINGS OF THE 21ST (ESV) INTERNATIONAL TECHNICAL CONFERENCE ON THE ENHANCED SAFETY OF VEHICLES, HELD JUNE 2009, STUTTGART, GERMANY PB - National Highway Traffic Safety Administration AU - KURODA, K AU - IZUMIKAWA, I AU - KOUKETSU, O TI - Logical Mediation Structures for Toyota's Driver Support Systems PY - 2009 AB - The driver support system (DSS) computer is an important part of systems such as adaptive cruise control (ACC), pre-collision system (PCS), and lane-keeping assist (LKA). The DSS computer receives information from peripheral sensors such as the forward radar, forward camera, and driver-monitoring camera, and transmits requests to controllers such as the engine, brakes, steering computer, and combination meter. DSS such as those listed above use the peripheral sensors in common and are also activated simultaneously, which makes it necessary to consider coordination among the systems. For example, if a part becomes inoperable, each system that uses the part reverts to a default condition and the condition of each system is shown on the combination meter. In such a case, the combination meter must not flash or show other such undesirable conditions. Therefore the behavior of these systems must be fully taken into consideration and guidelines for mediation constructed in terms of ergonomics. As a result, three aspects of design for mediation must be reviewed: diagnostic design, control design, and human-machine interface (HMI) design. These are all important for effective coordination among these systems. The full text of this paper may be found at:ûhttp://www-nrd.nhtsa.dot.gov/pdf/esv/esv21/09-0120.pdf For the covering abstract see ITRD E145407. KW - Adaptive cruise control KW - Adaptive cruise control KW - Autonomous intelligent cruise control KW - Conference KW - Conferences KW - Design KW - Design (overall design) KW - Ergonomics KW - Ergonomics KW - Intelligent transport system KW - Intelligent transportation systems KW - Interface KW - Interfaces KW - Vehicle KW - Vehicles UR - https://trid.trb.org/view/1099998 ER - TY - SER AN - 01336383 JO - PROCEEDINGS OF THE 21ST (ESV) INTERNATIONAL TECHNICAL CONFERENCE ON THE ENHANCED SAFETY OF VEHICLES, HELD JUNE 2009, STUTTGART, GERMANY PB - National Highway Traffic Safety Administration AU - KEMPER, A AU - MCNALLY, C AU - DUMA, S TI - Load Transfer and Deformation Characteristics of the Pelvis in Non-Destructive Side Impact Testing PY - 2009 AB - Although finite element models of the human body are becoming an integral tool in the reduction of automobile related injuries, these models must be locally and globally validated to be considered accurate. Therefore, the purpose of this study was to quantify the load transfer and deformation characteristics of the pelvis in side impact loading. A total of ten non-destructive side impact tests were performed on two human male cadavers. Three impact areas and two impacting surfaces were evaluated using a 16 kg pneumatic impactor at approximately 3 m/s: rigid-impact to the ilium, rigid-impact to the greater trochanter, rigid-impact to the ilium and greater trochanter, and foam-impact to the ilum and greater trochanter. Additional rigid-impacts to the ilum and greater trochanter were performed on one cadaver at 4 m/s and 5 m/s to evaluate the effect of loading rate. Load transfer through the pelvis was quantified by implanting custom in situ pelvic load cells in the ilio-sacral joint and pubic symphysis joint. In addition, strain gauges were applied to the iliac wing, superior pubic ramus, ischium, and femur. The results showed that for all test conditions, except the rigid-impact to the iliac crest, a larger percentage of impactor force was transferred through the pubic symphysis joint than the iliosacral joint. The strain gauge data showed that for all test conditions except one, ilium only impact, the superior pubic ramus and ischium were placed in compression. Conversely, the primary loading mode for the ilium 1st principle strain was tension for all test conditions. Impact speed was not found to have a considerable effect on the distribution of load through the pelvis. It is anticipated that this research will further the understanding of the biomechanical response of the human pelvis in side impact loading, and aid in the development and validation of computational models. The full text of this paper may be found at: http://www-nrd.nhtsa.dot.gov/pdf/esv/esv21/09-0508.pdf For the covering abstract see ITRD E145407. KW - Cadaver KW - Cadavers KW - Conference KW - Conferences KW - Deformation KW - Deformation KW - Development KW - Development KW - Hip KW - Hip (human) KW - Side crashes KW - Side impact KW - Simulation KW - Simulation KW - Test KW - Tests UR - https://trid.trb.org/view/1099995 ER - TY - SER AN - 01336379 JO - PROCEEDINGS OF THE 21ST (ESV) INTERNATIONAL TECHNICAL CONFERENCE ON THE ENHANCED SAFETY OF VEHICLES, HELD JUNE 2009, STUTTGART, GERMANY PB - National Highway Traffic Safety Administration AU - MUNSCH, M AU - Bourdet, N AU - DECK, C AU - Willinger, R TI - Lateral Glazing Characterization Under Head Impact: Experimental and Numerical Investigation PY - 2009 AB - In case of lateral impacts, the most frequent contact source is the side window. This window is also the most frequent aperture through which occupants are partially or fully ejected during a lateral crash. In order to keep the occupant within the vehicle during a collision, laminated side glasses have been developed to gradually replace tempered glasses. Three-layered laminated glazing is composed of two glass layers separated by a plastic PolyVinylButyral (PVB) interlayer. The aim of the present work is to improve the understanding of the side window mechanical behaviour during a head impact. An experimental study is undertaken which consists of an impact of a Hybrid III dummy head on both laminated and tempered side glazing. It appears that at same velocity, impact against laminated glass leads to a significant lower injury head risk than a tempered glass. The principal role of laminated glazing has been preserved as PVB layer never fails. A laminated side glass FE model is then proposed based on experimental validation, with the PVB interlayer implemented by an elastoplastic law with failure criteria. A parametric study is carried out to define the influence of the laminated glass mechanical characteristics on the head response. The parametric study pointed out the importance of the glass layer thickness on head responses in terms of head injury criteria. The full text of this paper may be found at: http://www-nrd.nhtsa.dot.gov/pdf/esv/esv21/09-0184.pdf For the covering abstract see ITRD E145407. KW - Anthropometric dummy KW - Anthropometry KW - Conference KW - Conferences KW - Dummies KW - Glass KW - Glass KW - Head KW - Head KW - Injuries KW - Injury KW - Safety KW - Safety KW - Side crashes KW - Side impact UR - https://trid.trb.org/view/1099991 ER - TY - SER AN - 01336378 JO - PROCEEDINGS OF THE 21ST (ESV) INTERNATIONAL TECHNICAL CONFERENCE ON THE ENHANCED SAFETY OF VEHICLES, HELD JUNE 2009, STUTTGART, GERMANY PB - National Highway Traffic Safety Administration AU - FORKENBROCK, G J AU - BARICKMAN, F S TI - Lane Departure Warning (LDW) Performance Evaluation PY - 2009 AB - This paper describes a test track based lane departure warning (LDW) evaluation performed by the National Highway Traffic Safety Administration (NHTSA). NHTSA defines an LDW system as one intended to alert the driver when their vehicle is about to drift beyond a delineated edge line of their current travel lane. LDW system alerts consist of audible, visual, and/or haptic warnings, or any combination thereof. The test maneuver described was designed to emulate a lateral drift while travelling on a straight road. This type of maneuver was chosen because it represents one of the most dominant pre-crash scenarios as reported in the 2004 General Estimates System (GES) database. LDW performance was quantified by considering the vehicle's proximity and approach rate to the inboard edge of a single lane line at the time of the LDW alert. Variations in how the alerts were presented to the driver, and the manner in which the timing of the alerts changed as a function of the lateral velocity toward the lane line, were observed. The full text of this paper may be found at: http://www-nrd.nhtsa.dot.gov/pdf/esv/esv21/09-0559.pdf For the covering abstract see ITRD E145407. KW - Conference KW - Conferences KW - Driving KW - Driving (veh) KW - Intelligent transport system KW - Intelligent transportation systems KW - Test track KW - Test tracks KW - Traffic lane KW - Traffic lanes KW - Warning KW - Warning systems UR - https://trid.trb.org/view/1099990 ER - TY - SER AN - 01336369 JO - PROCEEDINGS OF THE 21ST (ESV) INTERNATIONAL TECHNICAL CONFERENCE ON THE ENHANCED SAFETY OF VEHICLES, HELD JUNE 2009, STUTTGART, GERMANY PB - National Highway Traffic Safety Administration AU - IKARI, T AU - KAITO, K AU - NAKAJIMA, T AU - YAMAZAKI, K AU - ONO, K TI - Japan New Car Assessment Program for Minor Neck Injury Protection in Rear-End Collisions PY - 2009 AB - The JNCAP intends to introduce a minor neck injury protection performance evaluation test method within the JNCAP program. The research began with a 4-year project in 2005. In the first year, rear-end vehicle collision tests were conducted using a MDB to ascertain vehicle rear crash characteristics. In the second year, crash tests were conducted to allow changing the test conditions such as braking effect and excluding the influence of the MDB honeycomb. Basic data collected included floor G during a crash and measurement of the dummy injury level. In the third year, dynamic component sled tests were conducted to select an actual vehicle crash test or sled test. It was found that the vehicle seat structure has a greater influence on the results than the vehicle structure. Additionally, in examining the sled acceleration pulse which represents the vehicle crash, it was found that the crash characteristics of recent vehicles exhibited a triangular pulse rather than a trapezoidal pulse in the actual rear-end vehicle crash test. Delta-V is determined based on the cumulative figures for the rear-end crash accident speed rate. In the final year, all research results and conclusions were incorporated in our test protocol, and trial tests were conducted using the draft test procedure, which consists of the dynamic component sled test with a generic triangular pulse of delta-V=20 km/h. Effective evaluation indices will be finalized using recent biomechanical information. The full text of this paper may be found at: http://www-nrd.nhtsa.dot.gov/pdf/esv/esv21/09-0364.pdf For the covering abstract see ITRD E145407. KW - Biomechanics KW - Biophysics KW - Braking KW - Braking KW - Cervical vertebrae KW - Conference KW - Conferences KW - Design KW - Design (overall design) KW - Rear end collision KW - Rear end crashes KW - Vertebrae UR - https://trid.trb.org/view/1099981 ER - TY - SER AN - 01336367 JO - PROCEEDINGS OF THE 21ST (ESV) INTERNATIONAL TECHNICAL CONFERENCE ON THE ENHANCED SAFETY OF VEHICLES, HELD JUNE 2009, STUTTGART, GERMANY PB - National Highway Traffic Safety Administration AU - FICE, J B AU - CRONIN, D S AU - PANZER, M B TI - Investigation of Facet Joint Response Under Rear Impact Conditions Using FE Model of the Cervical Spine. PY - 2009 AB - Whiplash injury resulting from rear impact is a significant issue in terms of societal cost, and the resulting pain and reduction in quality of life. The facet joints in the cervical spine have been identified as a source of pain in whiplash injuries; however, the responses of these joints are difficult to measure in vivo or in vitro. In this study, a detailed explicit FE model of the cervical spine was used to investigate facet joint response under rear impact loading conditions. The model represents a mid-size male with detailed vertebrae, discs, ligaments and Hill-type active muscles. This model was previously validated extensively at the segment level and validated for frontal impact scenarios. In this study, the cervical spine model was validated against rear impact volunteer and cadaver tests (13 volunteers exposed to 28 rear impacts at speeds of 5 to 7kph; 26 cadavers exposed to rear impacts at speeds of 5 to 15.5kph) using experimental acceleration, displacement and rotation traces of the T1. Capsular ligament (CL) strains were measured in the model and compared to values presented in the literature to identify pain or sub-catastrophic failure. Simulation of 4, 7, and 10g rear impacts showed good agreement with the experimental data. The predicted CL strains were below or near the approximate threshold for pain and sub-catastrophic damage (35% strain), and exceeded this value for a 12g rear impact case. This study included muscle activation, and provides a link between published strain limits for facet joint capsules evaluated in controlled lab conditions and strains predicted under rear impact loadings. The full text of this paper may be found at: http://www-nrd.nhtsa.dot.gov/pdf/esv/esv21/09-0154.pdf For the covering abstract see ITRD E145407. KW - Cervical vertebrae KW - Conference KW - Conferences KW - Finite element method KW - Finite element method KW - Injuries KW - Injury KW - Mathematical model KW - Mathematical models KW - Simulation KW - Simulation KW - Vertebrae UR - https://trid.trb.org/view/1099979 ER - TY - SER AN - 01336366 JO - PROCEEDINGS OF THE 21ST (ESV) INTERNATIONAL TECHNICAL CONFERENCE ON THE ENHANCED SAFETY OF VEHICLES, HELD JUNE 2009, STUTTGART, GERMANY PB - National Highway Traffic Safety Administration AU - YONEZAWA, H AU - HOSOKAWA, N AU - TANAKA, Y AU - MATSUI, Y AU - TAKAGI, S TI - Investigation for New Side Impact Test Procedures in Japan PY - 2009 AB - Side impact regulations have been introduced in many countries to improve occupant protection in side collisions. As a result, car structures have been improved significantly. However, the number of fatalities and serious injuries in side collisions is still large. From the accident data analysis, it was shown that the contacts with the head and chest during side crashes are still a major cause of serious injuries and death. The impact vehicle type affected the injured body regions of the occupant in the struck vehicle, and the chest was frequently injured in the struck car when impacted by an 1BOX type vehicle. Occupant seating postures were surveyed in vehicles on the roads, and it was found that from a side view that the head location of 50% of the drivers was in line or overlapped with the vehicle's B-pillar. This observation suggests that in side collisions head injuries may occur frequently due to contacts with the B-pillar. A series of side impact tests were conducted to examine test procedures that would be beneficial for improving occupant protection. When the 1BOX was a striking vehicle, the chest deflection of the ES-2 dummy was large. The crash tests also included car-to-car crash tests in which either (1) both cars are moving or (2) one car is stationary, i.e., an ECE R95 test. The injury measures of the ES-2 dummy were substantially smaller if the struck car was moving. The tests also were conducted for an occupant seating position where the head would make contact with the B-pillar. To investigate the effectiveness of curtain side airbags for head protection in car-to-car crashes, these tests were conducted for struck cars with and without a curtain side airbag. It was demonstrated that the curtain side airbag was effective for reducing the number of head injuries in car-to-car crashes. The full text of this paper may be found at: http://www-nrd.nhtsa.dot.gov/pdf/esv/esv21/09-0369.pdf For the covering abstract see ITRD E145407. KW - Air bag (restraint system) KW - Air bags KW - Anthropometric dummy KW - Anthropometry KW - Biomechanics KW - Biophysics KW - Conference KW - Conferences KW - Dummies KW - Side crashes KW - Side impact UR - https://trid.trb.org/view/1099978 ER - TY - SER AN - 01336364 JO - PROCEEDINGS OF 21ST (ESV) INTERNATIONAL TECHNICAL CONFERENCE ON THE ENHANCED SAFETY OF VEHICLES, HELD JUNE 2009, STUTTGART, GERMANY PB - National Highway Traffic Safety Administration AU - SIMON, M C AU - HERMITTE, T AU - PAGE, Y TI - Intersection Road Accident Causation: A European View PY - 2009 AB - Intersections represent 43% of Europe's injury accidents and 21% of fatalities. Although specifically targeted, intersection accident mechanisms merit further investigation.ûThis study, part of the European TRACE project (Traffic Accident Causation in Europe), analyzes specific intersection accident causation issues from systemic viewpoints (driver, vehicle and environment) and risk factor research angles (visibility problems, speed, manoeuvres, etc.). Causation analysis uses a three-step methodology. A macroscopic approach highlights the frequency and severity of accidents and determines key scenarios. A microscopic approach, details accident causes. Because the driver plays an important role in the accident process, a dedicated "Human Functional Failure (HFF) analysis" is employed. Finally, risk factors are identified and related to accident configurations. Project partners and the CARE database supply national and European data. Because CARE does not contain data from all 27 countries, statistical adjustment was necessary. Partners also provided in-depth databases. The HFF concept is new and necessitated common codification of related data. Intersection accidents are grouped by common characteristics, such as road layout, driver manoeuvres... Macroscopic analysis identified 3 main scenarios. The "cutting" scenario groups initial perpendicular trajectories and covers 53% of European intersection accidents. The "turn across" scenario combines accidents involving turning manoeuvres on the same road, different direction. Finally the "other" scenarios include rear-end collisions. In-depth analysis furthered understanding of accident mechanisms and showed mechanisms and countermeasures to be directly linked to right of way rules. In "cutting" scenarios for example, 60% of drivers without "right of way" failed to look and react before crash, while 70% of opponent drivers braked before impact. Results suggest that the former need help to improve opponent and situational perception while the latter need improved braking and evaluation for earlier avoidance manoeuvres. HFF and related factor identification enable the association of current preventive or curative systems with observed driver needs. The full text of this paper may be found at: http://www-nrd.nhtsa.dot.gov/pdf/esv/esv21/09-0370.pdf For the covering abstract see ITRD E145407. KW - Conference KW - Conferences KW - Crash severity KW - Error KW - Errors KW - Fatalities KW - Fatality KW - Hazards KW - Injuries KW - Injury KW - Intersections KW - Junction KW - Risk KW - Severity (accid, injury) UR - https://trid.trb.org/view/1099976 ER - TY - SER AN - 01336362 JO - PROCEEDINGS OF THE 21ST (ESV) INTERNATIONAL TECHNICAL CONFERENCE ON THE ENHANCED SAFETY OF VEHICLES, HELD JUNE 2009, STUTTGART, GERMANY PB - National Highway Traffic Safety Administration AU - HOUTENBOS, M TI - Interacting Drivers at Intersections: What Can Make Them More Safe and More Efficient? PY - 2009 AB - Technological applications not only affect individual behaviour in traffic, but also influence interaction behaviour. However, not much research has been conducted in this area. This paper attempts to fill the gap by investigating the effects of manipulations of the time and space ("interaction space") drivers have to safely negotiate an intersection. Interaction space was manipulated by providing drivers at intersections with information about other approaching drivers, and also by varying the expectedness of the approach speed of the other driver. An experiment was conducted using an innovative and promising approach with two linked driving simulators, where participants (N=26) were provided with in-vehicle information (flashing lights in their dashboard and beeps), indicating the direction and speed with which another driver approached on the intersecting road. Based on the right of way regulation, speed could be either expected or unexpected. The use of linked simulators allowed the participants to interact with a real driver (the experimenter), rather than with pre-programmed drivers and thus provided important information concerning the interaction process. Different behavioural indicators of the safety and efficiency of the interaction process were recorded. Also, concerning the information provided, the level of acceptance and experienced mental effort is reported. The results regarding the behavioural indicators suggest a proactive and reactive stage within an intersection approach, where the latter stage seems more prone to manipulations of interaction space. The acceptance results indicated that the lights were not appreciated whereas the beeps were regarded as quite useful. Mental effort was (subjectively) lower in the condition where extra information was provided. This experiment provides a valuable indication of the effect information would have on driving behaviour, although it should be noted that the precise way information was provided here is too simplistic for direct application in real traffic. The full text of this paper may be found at: http://www-nrd.nhtsa.dot.gov/pdf/esv/esv21/09-0240.pdf For the covering abstract see ITRD E145407. KW - Conference KW - Conferences KW - Driver KW - Driver information KW - Driver information systems KW - Drivers KW - Driving simulators KW - Interior (veh) KW - Simulator (driving) KW - Stress (psychol) KW - Stress (Psychology) KW - Vehicle compartments KW - Vehicle interiors UR - https://trid.trb.org/view/1099974 ER - TY - SER AN - 01336353 JO - PROCEEDINGS OF THE 21ST (ESV) INTERNATIONAL TECHNICAL CONFERENCE ON THE ENHANCED SAFETY OF VEHICLES, HELD JUNE 2009, STUTTGART, GERMANY PB - National Highway Traffic Safety Administration AU - PAINE, M AU - GRIFITHS, M AU - HALEY, J AU - NEWLAND, C TI - Injury and Structural Trends During 12 Years of NCAP Frontal Offset Crash Tests PY - 2009 AB - 64km/h frontal offset crash tests are conducted by consumer crash test programs in Australia/New Zealand, Europe, the USA, Korea and Japan. Data from ANCAP and Euro NCAP crash tests are analysed and trends for head, chest and leg protection and structural performance are discussed. Vehicle designs have evolved to provide better occupant protection in frontal offset crashes. Consumer crash test programs have accelerated this process. The full text of this paper may be found at: http://www-nrd.nhtsa.dot.gov/pdf/esv/esv21/09-0374.pdf For the covering abstract see ITRD E145407. KW - Conference KW - Conferences KW - Head KW - Head KW - Impact test (veh) KW - Impact tests KW - Injuries KW - Injury KW - International KW - International KW - Leg KW - Leg (human) KW - Severity KW - Thorax KW - Thorax UR - https://trid.trb.org/view/1099965 ER - TY - SER AN - 01336352 JO - PROCEEDINGS OF THE 21ST (ESV) INTERNATIONAL TECHNICAL CONFERENCE ON THE ENHANCED SAFETY OF VEHICLES, HELD JUNE 2009, STUTTGART, GERMANY PB - National Highway Traffic Safety Administration AU - OLIVARES, G AU - YADAV, V TI - Injury Mechanisms to Mass Transit Bus Passengers During Frontal, Side and Rear Impact Crash Scenarios PY - 2009 AB - According to the Traffic Safety Facts reports from 1999-2003, an average of 40 fatalities and 18,430 injuries of bus occupants occurred per year. The objectives of this research are to characterize the kinematics and injury mechanisms of bus passengers during typical frontal, side and rear impact conditions. Accident data from the traffic Safety Fact Reports, Buses Involved in Fatal Accidents Report and Transit Agency data were reviewed to define typical crash scenarios. A detailed finite element model of a low floor transit bus was used to calculate the crash pulses at the passenger compartment for typical frontal, side and rear impact conditions. A series of sled tests with 5th, 50th and 95th percentile occupants were conducted at NIAR's Crash Dynamics Laboratory in order to study the occupant kinematics and to identify injury mechanisms to bus passengers. The results of this study show that the most common injury mechanisms to bus passengers are head (HIC) and neck injuries (neck extension, flexion and compression). These injuries are due to body-body contact between unrestrained passengers and/or body-to-seat structure contacts. The full text of this paper may be found at: http://www-nrd.nhtsa.dot.gov/pdf/esv/esv21/09-0427.pdf For the covering abstract see ITRD E145407. KW - Accident KW - Automated vehicle control KW - Bus KW - Buses KW - Cervical vertebrae KW - Conference KW - Conferences KW - Crashes KW - Database KW - Interlock (veh) KW - Vehicle immobilization KW - Vehicle occupant KW - Vehicle occupants KW - Vertebrae UR - https://trid.trb.org/view/1099964 ER - TY - SER AN - 01336345 JO - PROCEEDINGS OF THE 21ST (ESV) INTERNATIONAL TECHNICAL CONFERENCE ON THE ENHANCED SAFETY OF VEHICLES, HELD JUNE 2009, STUTTGART, GERMANY PB - National Highway Traffic Safety Administration AU - HSU, C C AU - LIN, C Y AU - FUNG, C P AU - Jeng, Ming-Chang TI - Influence of Alcohol Concentration and Braking Procedure on Motorcyclist Brake Reaction Time Using a Motorcycle Riding Simulator PY - 2009 AB - The statistical data published by National Police Agency, Taiwan, indicated that the motorcycle had the highest accident rate, and drunk driving ranked first among the traffic fatality causes in 2007. The high traffic accident rate was attributed to the alcohol decaying driver reaction and the increase of frequency of using motorcycle in daily life as the car parking space and driving cost were considered. A motorcycle riding simulator, integrating a stationary real motorcycle and virtual reality system, was developed to measure motorcyclist brake reaction time under different drunken levels and braking procedures. The motorcyclist encountered an emergence that a pedestrian went across the road abruptly in a simulated driving scene. The time between an emergence and the activation of brake lever was recorded as the brake reaction time. Ten young participants, ranging from 20 to 25 years of age, were recruited in this study. Drunken levels for motorcyclist were designed to breath alcohol concentrations (BrAC) of none, 0.15 mg/l and 0.25 mg/l. In addition, two different braking procedures, subject positioned his fingers on brake lever or had his fingers wrapped around the handlebar, were tested. The experimental results showed that a longer brake reaction time was induced by the motorcyclist under higher BrAC. Additionally, the brake reaction time is also significantly influenced by braking procedure. The results in this study gave really useful information for driver education and skill in the field of motorcyclist driving safety. As the motorcycle riding simulator in this study did not involve a motion platform, participants cannot experience emergency motions induced from abrupt acceleration and braking. However, by using state-of-the-art computer graphic technologies the simulator gave a realistic scene of emergency traffic event. The full text of this paper may be found at: http://www-nrd.nhtsa.dot.gov/pdf/esv/esv21/09-0213.pdf For the covering abstract see ITRD E145407. KW - Brake KW - Brakes KW - Braking KW - Braking KW - Conference KW - Conferences KW - Driving simulators KW - Drunkenness KW - Intoxication KW - Motor reactions KW - Reaction (human) KW - Simulator (driving) UR - https://trid.trb.org/view/1099957 ER - TY - SER AN - 01336341 JO - PROCEEDINGS OF THE 21ST (ESV) INTERNATIONAL TECHNICAL CONFERENCE ON THE ENHANCED SAFETY OF VEHICLES, HELD JUNE 2009, STUTTGART, GERMANY PB - National Highway Traffic Safety Administration AU - VAN SCHIJNDEL-DE NOOIJ, M AU - DE RUITER, A AU - JANSEN, S TI - Increased Safety and Reduction of Congestion by Using Driver Assistance Technology; Dream or Reality? PY - 2009 AB - As accidents with trucks have a large influence on traffic flow, a large pilot on the effect of driver assistance systems was kicked off in July 2008 in the Netherlands. The primary goals of the pilot are to assess the potential for improving safety and maintaining traffic flow. The potential contribution of driver assistance systems to these objectives will be determined with 2550 trucks from about 100 transport companies. Each truck is equipped with one assistance system and a registration unit for monitoring driving and vehicle behaviour. Driver assistance systems used are: Lane Departure Warning, Forward Collision Warning, Directional Control, Adaptive Cruise Control, Rollover Control and Black Box with Feedback. The latter system was developed especially for this project. Based on continuous measurements, the driver receives a daily report on his "safe and congestion preventing" driving behaviour. So far, drivers and transport companies are very positive on this system. When closing the pilot halfway 2009, it will be concluded what the effects are of these systems on traffic safety and congestion. The conclusions will be based on proving ground tests, simulations and measurements from the pilot, like: average speed, speed variations, accelerations, etc.; time-to-collision over a time span; headway (time); and warnings and actions by the systems. Effects on traffic flow will be quantified based on changes in driving behaviour and based on expected reductions of accidents. This pilot will deliver unique, statistical data on the actual effectiveness of a range of driver assistance systems. The project is performed in a close cooperation between TNO, the Dutch Ministry of Transport, Public Works and Water Management, Connekt and Buck Consultants. Currently, the focus is on the Netherlands, but it is investigated how to interpret the results for Europe. The full text of this paper may be found at: http://www-nrd.nhtsa.dot.gov/pdf/esv/esv21/09-0408.pdf For the covering abstract see ITRD E145407. KW - Adaptive cruise control KW - Adaptive cruise control KW - Autonomous intelligent cruise control KW - Conference KW - Conferences KW - Event data recorder (road vehicle) KW - Event data recorders KW - Safety KW - Safety KW - Traffic flow KW - Traffic flow KW - Traffic lane KW - Traffic lanes UR - https://trid.trb.org/view/1099953 ER - TY - SER AN - 01336339 JO - PROCEEDINGS OF THE 21ST (ESV) INTERNATIONAL TECHNICAL CONFERENCE ON THE ENHANCED SAFETY OF VEHICLES, HELD JUNE 2009, STUTTGART, GERMANY PB - National Highway Traffic Safety Administration AU - MALTESE, M R AU - LOCEY, C M AU - JERMAKIAN, J S AU - ARBOGAST, K B TI - In-Depth Field Investigations of Belt-Restrained Children in Farside Crashes PY - 2009 AB - Recent attention has focused on adults in farside crashes but little attention has been given to children in farside crashes. Thus, we sought to elucidate Injury Causation Scenarios (ICS's) in children in center and farside seat positions. Crash investigation cases were drawn from the Partners for Child Passenger Safety Crash Investigation database, and the Crash Injury Research and Engineering Network database. Included in the study were children aged 4 to 15 years, involved in a side impact crash, seated on the center or farside in the rear rows, restrained by a seat belt alone (no booster seats or side airbags) and who received an AIS 2+ injury. Excluded cases were those where the only documented AIS 2+ injury was an altered state of consciousness (concussion, amnesia, or brief loss of consciousness). Seventeen cases met the inclusion criteria for this study. The three most frequently injured body regions to receive an AIS 2+ injury were: head, abdomen, and thorax, with thoracic injuries being quite rare. Intracranial injuries included cerebral contusions, subarachnoid hematoma/hemorrhage, edema, and extradural/epidural hematoma. Skull and facial injuries consisted of vault, orbit and maxillary fractures. Eight occupants had torso injuries: lung contusion, clavicle fracture, spleen laceration or rupture, liver laceration or contusion, and laceration or contusion to the digestive tract organs of the lower abdomen. Our results indicate that injury patterns and mechanisms are unique to children, and thus require a mitigation approach different than the adult. Of note, thoracic injuries, which are common in adult farside crashes, are relatively rare in pediatric farside crashes. Farside abdominal injury patterns suggest a lap belt submarining mechanism in children, injuring primarily the intestinal viscera. These findings further support that children require a different approach to injury mitigation than the adult, and have abdominal injuries in farside crashes that may be addressed by injury mitigation solutions for frontal impact. The full text of this paper may be found at: http://www-nrd.nhtsa.dot.gov/pdf/esv/esv21/09-0218.pdf For the covering abstract see ITRD E145407. KW - Child KW - Children KW - Conference KW - Conferences KW - Crash severity KW - Database KW - Internal organs KW - Severity (accid, injury) KW - Side crashes KW - Side impact KW - Viscera UR - https://trid.trb.org/view/1099951 ER - TY - SER AN - 01336338 JO - PROCEEDINGS OF THE 21ST (ESV) INTERNATIONAL TECHNICAL CONFERENCE ON THE ENHANCED SAFETY OF VEHICLES, HELD JUNE 2009, STUTTGART, GERMANY PB - National Highway Traffic Safety Administration AU - APARICIO, A AU - BARRIOS, J M AU - PALACIOS, E AU - DAVILA, A AU - LOPEZ, J TI - Improvement of the Positioning of Dummy and Vehicle Parts During a Crash PY - 2009 AB - The objective of this paper is to discuss the potential capabilities of inertial sensors for point tracking and the presentation of a new tool which is able to place vehicle and dummy parts in 3D during a crash. This tool can help in the understanding of crash dynamics and optimize restraint system integration as well as CAE correlation. This paper analyses the uses given to inertial sensors in crash applications, describes the errors obtained and proposes methods to correct them. The use of accelerometer-only based and accelerometer and gyroscope-based platforms is discussed. Recommendations for placement, filtering and calculation methods are given. A tool able to track in 3D the trajectory of a point is presented and the limitations found are commented. The sled tests carried out to obtain relevant information are presented. Possible applications in current tests and probable new tests exploiting the capabilities of the new tool are suggested. The full text of this paper may be found at: http://www-nrd.nhtsa.dot.gov/pdf/esv/esv21/09-0372.pdf For the covering abstract see ITRD E145407. KW - Anthropometric dummy KW - Anthropometry KW - Collision KW - Conference KW - Conferences KW - Crashes KW - Dummies KW - Dynamics KW - Dynamics KW - Impact sled KW - Impact sleds KW - Passive restraint systems KW - Passive safety system UR - https://trid.trb.org/view/1099950 ER - TY - SER AN - 01336336 JO - PROCEEDINGS OF THE 21ST (ESV) INTERNATIONAL TECHNICAL CONFERENCE ON THE ENHANCED SAFETY OF VEHICLES, HELD JUNE 2009, STUTTGART, GERMANY PB - National Highway Traffic Safety Administration AU - GSTREIN, G AU - SINZ, W AU - EBERLE, W AU - RICHERT, J AU - BULLINGER, W TI - Improvement of Airbag Performance Through Pre-Triggering PY - 2009 AB - In the near future road cars will be able to detect probable collisions before they happen. Then it will be possible to avoid some accidents by specific actions of driver assistance systems. If a crash is unpreventable, the passenger can be prepared for the collision during the residual time. This project determines the potential for a reduction of the injury-risk for car-occupants through an airbag deployment considerably before t0. The goal is to demonstrate possible improvements in order to stimulate the further development of pre-crash-sensors. Through the pre-crash deployment of the airbag various advantages for the occupant can be obtained: If the airbag is fired before t0 it can be designed in a significantly bigger way in comparison to conventional trigger times because the passenger has not moved forward. Thereby a very early coupling of the passenger and resulting low loads are achieved. Another advantage is that the airbag can be inflated more slowly due to much more time available. So the deployment of the airbag can be performed in a gentle way which leads to a less aggressive system that promises improvements especially in out-of-position (OOP) situations. There is still no future perspective for a hundred percent detection rate of pre-crash-sensors, so the airbag-system will additionally be designed for conventional trigger times. It is mandatory that in case of a failure of the pre-crash-sensors the occupant is protected at least as well as in today's series-production vehicles. This analysis investigating the potential of pre-crash activated airbags is based on multibody-simulations with different dummies and crash-scenarios. The results of the simulations are going to be verified by principle tests and full-scale sled tests. The full text of this paper may be found at: http://www-nrd.nhtsa.dot.gov/pdf/esv/esv21/09-0229.pdf For the covering abstract see ITRD E145407. KW - Air bag (restraint system) KW - Air bags KW - Biomechanics KW - Biophysics KW - Conference KW - Conferences KW - Simulation KW - Simulation KW - Vehicle occupant KW - Vehicle occupants UR - https://trid.trb.org/view/1099948 ER - TY - SER AN - 01336335 JO - PROCEEDINGS OF THE 21ST (ESV) INTERNATIONAL TECHNICAL CONFERENCE ON THE ENHANCED SAFETY OF VEHICLES, HELD JUNE 2009, STUTTGART, GERMANY PB - National Highway Traffic Safety Administration AU - JOONWOO, S AU - YONGTAE, L AU - MANHO, K AU - REIMER, B TI - Implications for HMI Design: Understanding Age Induced Limitations on In-Vehicle Task Complexity PY - 2009 AB - Recent technological advances have enabled a wide variety of information systems to be integrated into a vehicle in order to increase productivity, safety, and comfort. However, improperly deployed technology can degrade safety and annoy drivers. Especially, potential information overload problems may become acute among older drivers who are the fastest growing segment of the driving population. This paper aims to understand the age-related driving performance decline under a series of increasingly complex in-vehicle auditory tasks (n-backs). Data was drawn from a series of single task exercise and repetitions of the tasks under simulated driving conditions. In the simulation, 63 participants aged in their 20s or 60s drove through either a complex city or highway paradigm, appropriately counterbalanced. At a specified location in the canter of each of the two contexts, participants were asked to complete a series of auditory tasks of increasing complexity. Before beginning and after completing the simulation, drivers were asked to complete the auditory task in stationary non-driving conditions. Comparisons of younger and older drivers' secondary task performance will be discussed. In addition, differences in driving performance including average speed, speed variability, and lane keeping performance will be used to gauge older adult's capacity to regulate the demands of complex in-vehicle tasks in safe manner. The full text of this paper may be found at: http://www-nrd.nhtsa.dot.gov/pdf/esv/esv21/09-0531.pdf For the covering abstract see ITRD E145407. KW - Age KW - Age KW - Conference KW - Conferences KW - Driver KW - Driver information KW - Driver information systems KW - Drivers KW - Driving simulators KW - Evaluation KW - Evaluation (assessment) KW - Intelligent transport system KW - Intelligent transportation systems KW - Interior (veh) KW - Simulator (driving) KW - Vehicle compartments KW - Vehicle interiors UR - https://trid.trb.org/view/1099947 ER - TY - SER AN - 01336329 JO - PROCEEDINGS OF THE 21ST (ESV) INTERNATIONAL TECHNICAL CONFERENCE ON THE ENHANCED SAFETY OF VEHICLES, HELD JUNE 2009, STUTTGART, GERMANY PB - National Highway Traffic Safety Administration AU - ALI, M AU - SJOEBERG, J TI - Impact of Different Vehicle Models on Threat Assessment in Critical Curve Situations PY - 2009 AB - Curve speed warning systems (CSW) utilize information about the road and warn drivers if they are about to enter a curve too fast. Recent research shows that CSW is successful in warning for upcoming curves. However no statistically significant change in driver behaviour due to CSW has been shown. In addition, a common requirement cited by drivers is that the amount of false alarms needs to be reduced. This paper evaluates how the level of detail in the modelled vehicle dynamics influences the threat assessment in a situation with an oncoming curve. The point mass model that is commonly used by CSW is compared with more detailed models. The maximum velocity the vehicle can have while still following a curve is investigated and compared for the point mass model, the single track model and the double track model. It is shown that as the level of detail in the modelled dynamics increase, the maximum velocity profile is significantly reduced. This implies that in order to make a reliable threat assessment that can reduce the amount of false alarms and even be used as a base for an autonomous intervention, a more complex vehicle model than the point mass model is required. The full text of this paper may be found at: http://www-nrd.nhtsa.dot.gov/pdf/esv/esv21/09-0076.pdf For the covering abstract see ITRD E145407. KW - Behavior KW - Behaviour KW - Bend (road) KW - Conference KW - Conferences KW - Driver KW - Drivers KW - Highway curves KW - Mathematical model KW - Mathematical models KW - Warning KW - Warning systems UR - https://trid.trb.org/view/1099941 ER - TY - SER AN - 01336328 JO - PROCEEDINGS OF THE 21ST (ESV) INTERNATIONAL TECHNICAL CONFERENCE ON THE ENHANCED SAFETY OF VEHICLES, HELD JUNE 2009, STUTTGART, GERMANY PB - National Highway Traffic Safety Administration AU - BRUMBELOW, M L AU - ZUBY, D S TI - Impact and Injury Patterns in Frontal Crashes of Vehicles with Good Ratings for Frontal Crash Protection PY - 2009 AB - Modern vehicle designs tested as part of US consumer information programs achieve high ratings for frontal crash protection. Research is needed to determine how these tests can be upgraded to further improve occupant protection in real-world frontal crashes. The present study is a detailed analysis of real-world cases with serious injuries resulting from frontal crashes of vehicles rated good for frontal crash protection. Queries of 2000-06 data from the National Automotive Sampling System-Crashworthiness Data System produced 116 occupants meeting selection criteria. These were drivers and right front passengers who sustained serious injuries in frontal crashes despite being coded as belted. Patterns of vehicle impact and occupant injury were categorized and discussed in the context of potential upgrades to current crash tests. Asymmetric or concentrated loading across the vehicle front often resulted in occupant compartment intrusion and associated injury. However, just as many occupants were in crashes without substantial intrusion and were injured by restraint system forces or impacts with the vehicle interior not prevented by restraints. Crashes producing injury without intrusion involved multiple impacts more than twice as often. Future test programs promoting structural designs that absorb energy across a wider range of impacts, such as small overlap, could reduce serious injuries in frontal crashes. Further restraint system improvements may require technologies that adapt to occupant and crash circumstances. It is unclear what types of full-scale crash testing would encourage these improvements. The full text of this paper may be found at: http://www-nrd.nhtsa.dot.gov/pdf/esv/esv21/09-0257.pdf For the covering abstract see ITRD E145407. KW - Collision KW - Conference KW - Conferences KW - Crashes KW - Deformation KW - Deformation KW - Frontal crashes KW - Head on collision KW - Impact test (veh) KW - Impact tests KW - Injuries KW - Injury KW - Technology KW - Technology UR - https://trid.trb.org/view/1099940 ER - TY - SER AN - 01336326 JO - PROCEEDINGS OF THE 21ST (ESV) INTERNATIONAL TECHNICAL CONFERENCE ON THE ENHANCED SAFETY OF VEHICLES, HELD JUNE 2009, STUTTGART, GERMANY PB - National Highway Traffic Safety Administration AU - BERG, A A AU - SICKS, W Q AU - Cheynet, J P TI - ISO 27956 - a New Standard Describing Requirements and Test Methods for Lashing Points and Partitioning Systems for Cargo Securing in Delivery Vans PY - 2009 AB - According to the German Road Traffic Regulations, the cargo has to be secured in a vehicle so that it will not move, fall down, roll around, be shed or generate avoidable noise. This is required under normal conditions of operation including full braking, emergency braking, braking in a curve, fast lane changing and driving in a curve. The basis for a proper securing of cargo in delivery vans (N1- vehicles) includes a robust partitioning system which fully or partially separates the occupant compartment from the loading space, as well as lashing points. The partitioning system retains the cargo during braking, for example. Lashing points serve to hold lashing devices to secure the cargo, e.g. lashing straps for tied-down lashing. In Germany, partitioning systems and lashing points for commercially employed new vehicles covered by the scope of the Accident Prevention Regulation for Vehicles (BDG D29) have been mandatory since 1996. DIN 75410-3 "Securing of Cargo in Truck Station Wagons (Closed Body)", did apply here as the national technical regulation. In order to anchor the tried-and-tested requirements regarding partition systems and lashing points in globally applicable regulations, the ISO/TC22/SC12 set up the workgroup WG9. On a voluntary basis non-governmental organisations and OEMs created the standard ISO 27956. As a result the national standard has not only been transferred into English but has also been further developed now. As the drafts ISO/CD 27956 and ISO/DIS 27956 were received favourably after their worldwide ballots, the final standard ISO 27956 has been approved now and will be published in the spring of 2009. This article will report on the necessity and the background as well as on the contents of this standard which may be used for self certification, for example. Prospects of further development of the Standard to cover latest additional equipment for load securing in delivery vans will be given as well. The full text of this paper may be found at: http://www-nrd.nhtsa.dot.gov/pdf/esv/esv21/09-0008.pdf For the covering abstract see ITRD E145407. KW - Anchorage KW - Anchorages KW - Commodities KW - Conference KW - Conferences KW - Emergencies KW - Emergency KW - Freight KW - Germany KW - Germany KW - International Organization for Standardization KW - Iso KW - Specification (standard) KW - Standards UR - https://trid.trb.org/view/1099938 ER - TY - SER AN - 01336323 JO - PROCEEDINGS OF THE 21ST (ESV) INTERNATIONAL TECHNICAL CONFERENCE ON THE ENHANCED SAFETY OF VEHICLES, HELD JUNE 2009, STUTTGART, GERMANY PB - National Highway Traffic Safety Administration AU - NIEWOEHNER, W TI - How to Use Mirrors PY - 2009 AB - Blind spots of trucks are a frequently discussed problem. The usual way to reduce blind spots is to use a mirror. The new mirror regulation 2003/97/EC is improving the visible areas around a truck. The new trucks in Europe are equipped with mirrors which have to fulfil the new mirror regulation. This is the current technical situation. But how do drivers use these mirrors? What do they know about the new mirror systems? Does the driver know how to adjust the mirrors to provide the best view? An overview is presented about the mirror-related knowledge of German truck drivers and, subject to the type of mirror system mounted, how they are adjusted and used. That is followed by the presentation of a solution to an old problem: so far there is no system which shows the driver of a truck whether his mirrors are adjusted in the right way or not. An idea coming from the Netherlands was to use markings painted on the ground to help the truck drivers to adjust their mirrors. This idea was improved by Daimler, MAN and DEKRA and is now offered e.g. to fleet operators to help their drivers. Furthermore the remaining part is about how drivers use their mirrors on the road in different traffic situations. The full text of this paper may be found at: http://www-nrd.nhtsa.dot.gov/pdf/esv/esv21/09-0469.pdf For the covering abstract see ITRD E145407. KW - Adjustment KW - Carriageway KW - Carriageway marking KW - Conference KW - Conferences KW - Equipment adjustment KW - Equipment maintenance KW - Field of vision KW - Field of vision KW - Lorry KW - Road markings KW - Traffic lanes KW - Trucks KW - Use KW - Use UR - https://trid.trb.org/view/1099935 ER - TY - SER AN - 01336322 JO - PROCEEDINGS OF THE 21ST (ESV) INTERNATIONAL TECHNICAL CONFERENCE ON THE ENHANCED SAFETY OF VEHICLES, HELD JUNE 2009, STUTTGART, GERMANY PB - National Highway Traffic Safety Administration AU - ARNDT, M W AU - ROSENFIELD, M AU - ARNDT, S M TI - How Tires Change a SUV's Performance in Fishhook and Sine with Dwell Testing PY - 2009 AB - A 2004 Chevrolet Tahoe was tested with the Original Equipment Manufacturer's (OEM) base and optional recommended tires and wheels, and two sets of different sized aftermarket tires and wheels. One aftermarket tire and wheel set used a much larger and wider rim with a low profile tire that did not significantly change the vehicle's Static Stability Factor (SSF). The second aftermarket tire and wheel set used the larger optional OEM rim with a larger than recommended Light Truck (LT) designated tire that significantly lowered the vehicle's SSF. Tests were performed pursuant to the protocols described in the United States Department of Transportation (USDOT) National Highway Traffic Safety Administration (NHTSA) New Car Assessment Program's (NCAP) fishhook and sine-with-dwell maneuvers. Results demonstrated that changes in vehicle performance due to the use of aftermarket tires were dramatic. The lower profile tire and wheel combination produced vehicle tip-up in fishhook testing at 40 and 35 mph with and without ESC enabled respectively. The larger LT tire and wheel combination did not produce vehicle tip-up in fishhook testing with ESC enabled, but did at 45 mph with ESC disabled. Both base and optional OEM tires produced test results which fell in between the two aftermarket tires. The vehicle successfully completed the sine-with-dwell test maneuvers with ESC enabled and failed with ESC disabled when equipped with either the base or optional OEM tires. The full text of this paper may be found at: http://www-nrd.nhtsa.dot.gov/pdf/esv/esv21/09-0532.pdf For the covering abstract see ITRD E145407. KW - Conference KW - Conferences KW - Electronic stability program KW - Hazards KW - Overturning KW - Overturning (veh) KW - Risk KW - Stability (Mechanics) KW - Test KW - Tests KW - Tires KW - Traction control KW - Tyre KW - United States KW - Usa UR - https://trid.trb.org/view/1099934 ER - TY - SER AN - 01336321 JO - PROCEEDINGS OF 21ST (ESV) INTERNATIONAL TECHNICAL CONFERENCE ON THE ENHANCED SAFETY OF VEHICLES, HELD JUNE 2009, STUTTGART, GERMANY PB - National Highway Traffic Safety Administration AU - BRAVER, E R AU - MCCARTT, A T AU - SHERWOOD, C P AU - FRAADE-BLANAR, L TI - How Often Do Front Airbags Fail to Deploy in Fatal Frontal Crashes? PY - 2009 AB - This study aimed to provide more certain estimates of nondeployment incidence in fatal frontal crashes. Fatally injured passenger vehicle drivers and right-front passengers in frontal crashes were identified in two US databases for calendar years 1998-2006 and model years 1994-2006: FARS, a census of police-reported fatal crashes on public roads, and National Automotive Sampling System/ Crashworthiness Data System (NASS/CDS), a probability sample of towaway crashes. NASS/CDS contains subsets of fatal crashes in FARS and collects detailed data using crash investigators. Front airbag deployment coding for front-seat occupant fatalities was compared in FARS and NASS/CDS, and case reviews were conducted. Results - Among FARS frontal deaths with available deployment status (N=43,169), front airbags were coded as not deployed for 18% of front occupants. In comparison, NASS/CDS (N=628) reported 9% (weighted estimate) nondeployment among front occupants killed. Among crashes common to both databases, NASS/CDS reported deployments for 45% of front occupant deaths for which FARS had coded nondeployments. Detailed case reviews of NASS/ CDS crashes indicated highly accurate coding for deployment status. Based on this case review, 8% (weighted estimate) of front occupant deaths in frontal crashes appeared to involve airbag nondeployments; 1-2% of deaths represented potential system failures where deployments would have been expected. Airbag deployments appeared unwarranted in most nondeployments based on crash characteristics. Discussion - FARS data overstate the magnitude of the problem of airbag deployment failures. There are inherent uncertainties in judgments about whether or not airbags would be expected to deploy in some crashes. Continued monitoring of airbag performance is warranted. The full text of this paper may be found at: http://www-nrd.nhtsa.dot.gov/pdf/esv/esv21/09-0199.pdf For the covering abstract see ITRD E145407. KW - Air bag (restraint system) KW - Air bags KW - Conference KW - Conferences KW - Fatalities KW - Fatality KW - Front KW - Front KW - Frontal crashes KW - Head on collision KW - Seat (veh) KW - Seats UR - https://trid.trb.org/view/1099933 ER - TY - SER AN - 01336317 JO - PROCEEDINGS OF THE 21ST (ESV) INTERNATIONAL TECHNICAL CONFERENCE ON THE ENHANCED SAFETY OF VEHICLES, HELD JUNE 2009, STUTTGART, GERMANY PB - National Highway Traffic Safety Administration AU - BALASUBRAMANIAN, S AU - SEACRIST, T AU - MALTESE, M R AU - ARBOGAST, K B AU - HOPLEY, T AU - CONSTANS, E AU - TANJI, H AU - HIGUCHI, K TI - Head and Spinal Trajectories in Children and Adults Exposed to Low Speed Frontal Acceleration PY - 2009 AB - Head injuries are the most common injuries sustained by children in motor vehicle crashes. Prevention of these injuries through advances in vehicles and restraint systems requires a biofidelic anthropometric test device (ATD). Pediatric ATDs are primarily developed from scaling down adult volunteer and cadaver impact test data. Limited experimental data exist on pediatric head and neck kinematics in order to evaluate the biofidelity of the ATDs. The aim of the current study was to evaluate the head and spinal kinematics of pediatric and adult volunteers in response to a dynamic low-speed frontal sled test. Low speed volunteer testing of five male subjects in each of two specific age groups (9- 12, and 18-30 years) were performed using a pneumatically actuated - hydraulically controlled sled. Safe limits were established from measurement of bumper car accelerations at an amusement park ride (4.9 g, 55.7 msec rise time, 110 msec duration), which we believed to be sub-injurious to the adult and child amusement park population. The bumper car environment was subsequently recreated in the laboratory, by developing a low-speed hydropneumatic sled. As an added measure of safety, the average maximum cart acceleration was 3.59 g for children and 3.78 g for adults, thus producing occupant loads that are approximately 25% less than the bumper car amusement park ride. Spherical reflective markers were placed on the head, neck, torso, upper and lower extremities and tracked using a 3D motion analysis system. An angular rate sensor was mounted to a bite plate of an athletic mouth guard to measure the head rotational velocity. Electromyography sensors were attached to key muscle groups to measure the muscle response of the subjects to the loading environment. Each subject was subjected to six sled runs. Head and neck trajectories were compared between the adult and pediatric subjects. In addition, the effect of habituation on kinematic response was examined by comparing within subject changes in kinematics throughout the series of six sled runs. The full text of this paper may be found at: http://www-nrd.nhtsa.dot.gov/pdf/esv/esv21/09-0263.pdf For the covering abstract see ITRD E145407. KW - Automobiles KW - Bumper KW - Bumpers KW - Car KW - Cervical vertebrae KW - Conference KW - Conferences KW - Hazards KW - Head KW - Head KW - Impact sled KW - Impact sleds KW - Injuries KW - Injury KW - Risk KW - Vertebrae UR - https://trid.trb.org/view/1099929 ER - TY - SER AN - 01336312 JO - PROCEEDINGS OF THE 21ST (ESV) INTERNATIONAL TECHNICAL CONFERENCE ON THE ENHANCED SAFETY OF VEHICLES, HELD JUNE 2009, STUTTGART, GERMANY PB - National Highway Traffic Safety Administration AU - MADDOX, J TI - Government Status Report United States PY - 2009 AB - Road fatality statistics show a steady decrease in fatalities per 100M VMT from 1966 - 2007. Vehicles are becoming safer because of improved engineering and design by Department of Transportation in collaboration with other stakeholders such as vehicle manufacturers OEMs, suppliers, research centers, advocates, and other government agencies plus education and enforcement programmes to ensure compliance with US regulations. Motorcycle fatalities have increased since an historic low in 1997. Vehicle rollovers continue to be a major contributor towards fatalities. The report addresses the status of current NHTSA Research Programs in the following areas: crashworthiness research; biomechanics; heavy vehicle research - NHTSA's heavy vehicle research program is directed toward improving the collision avoidance capabilities of these vehicles; intelligent technology research; human factors research; and tire safety. NHTSA conducts a motor vehicle crash data collection program through the National Center for Statistics and Analysis (NCSA). It is composed of: the data collected from the states, including Fatality Analysis Reporting System (FARS) and the State Data Program, crash investigations, which includes the National Automotive Sampling System (NASS) and the Special Crash Investigations (SCI) programs. Significant rulemaking actions have been taken in relation to: door locks and door retention components; electronic stability control systems; controls & displays; side impact protection; fuel economy; convex cross view mirrors (withdrawn); and designated seating position. NHTSA's Vehicle Safety Program consists of rulemaking, enforcement, research, and data collection activities. The main theme of the 10 year vehicle safety strategy is to identify, research, and address critical issues that affect motor vehicle safety, highway traffic safety, and fuel economy. Short and long term priorities are integrated into a single evolving strategic plan. Short term priorities cover issues over a one to two year horizon and long term priorities cover issues over a three to ten year horizon. Both paths integrate mandates from Congressional, industry, and advocacy groups that emerge onto the forefront as immediate needs. This Vehicle Safety Strategy is designed to proactively expand our focus on vehicle safety needs and to dynamically manage our safety programs in a culture of accountability and global leadership. It constitutes a method for managing responses to vehicle safety needs through a flexible but disciplined approach that keeps pace with changing vehicle safety priorities over time. As new opportunities for vehicle safety emerge from this strategy, these methods will help to ensure a clear path of transition of these to main stream vehicle safety programs, such as those described through the body of this paper. For the covering abstract see ITRD E145407. KW - Conference KW - Conferences KW - Education KW - Education KW - Fatalities KW - Fatality KW - Safety KW - Safety KW - Statistics KW - Statistics KW - United States KW - Usa UR - https://trid.trb.org/view/1099924 ER - TY - SER AN - 01336311 JO - PROCEEDINGS OF THE 21ST (ESV) INTERNATIONAL TECHNICAL CONFERENCE ON THE ENHANCED SAFETY OF VEHICLES, HELD JUNE 2009, STUTTGART, GERMANY PB - National Highway Traffic Safety Administration AU - LIE, A AU - TINGVALL, C TI - Government Status Report Sweden PY - 2009 AB - A function and responsibility of the Swedish Road Administration (SRA) is the reduction of road fatalities. The Swedish overall long-term safety objective within the road transport system was settled in 1997, when the Swedish parliament voted for the "Vision Zero". This vision states that ultimately no one should be killed or seriously injured by the road transport system. The design and function of the system should be adapted to the conditions required to meet this goal. Sweden is one of the safest countries in Europe with a level of 4.5 road traffic fatalities per 100,000 people - around half the European Union risk average. In line with European Union goals Sweden aims to cut fatalities by 50% between 2001 and 2010 to reach a target of a maximum of 250 fatalities in 2010. It is the aim of the SRA to set up a new road safety target for 2020. The principal proposal to achieve this is a system of management of objectives in road safety work that is based on cooperation when drawing up measure-related interim targets in the form of Safety Performance Indexes (SPI:s) , and annual result conferences where road safety developments and target achievements are evaluated. A summary is provided of the most measure-related SPI:s that should be prioritised in future road safety efforts. 2020 has been chosen as a new target year for 50% reduction in fatalities in order to synchronise with new anticipated target years within the EU. Targets and target levels to be achieved by no later than 2020 are listed. In the spirit of the Tyloesand Declaration, drafted and accepted in 2007, to cover the principal rights of road users, Sweden has been an initiator to get a new work within International Standards Organisation (ISO). The work is aiming at developing a Road-Traffic Safety Management System standard. (ISO/TC 241 - Project Committee: Road-Traffic Safety Management System). In addition to the road transportation system vehicle design plays a prominent role in road safety objectives. Volvo Cars' Vision 2020, states that no one should die or get a serious injury in or by a Volvo Car in 2020. SRA and Volvo Cars have together initiated a work programme to better understand the demands on the interface between the Zero Vision vehicle and the Zero Vision road system. For the covering abstract see ITRD E145407. KW - Conference KW - Conferences KW - Design KW - Design (overall design) KW - Drivers KW - Fatalities KW - Fatality KW - Road user KW - Safety KW - Safety KW - Sweden KW - Sweden KW - Travelers KW - Vehicle KW - Vehicles UR - https://trid.trb.org/view/1099923 ER - TY - SER AN - 01336310 JO - PROCEEDINGS OF THE 21ST (ESV) INTERNATIONAL TECHNICAL CONFERENCE ON THE ENHANCED SAFETY OF VEHICLES, HELD JUNE 2009, STUTTGART, GERMANY PB - National Highway Traffic Safety Administration TI - Government Status Report Republic of Korea PY - 2009 AB - The report focuses on the development of vehicles with emphasis on the safety and comfort of the elderly within five aspects: (1) Improvement of the transportational safety for the elderly and the study for technical prescriptions; (2) Development of the design technology for convenient driving and comfort riding devices by characterizing the driving features of the elderly and by utilizing the associated analytical human body model; (3) Development of crash injury criteria, analytical human body model, and safety restraint system for the elderly; (4) Development of the improved night frontal vision system for the elderly; and (5) Study on institutional system for the elderly vehicle and economical analysis. For the covering abstract see ITRD E145407. KW - Aged KW - Ageing KW - Aging (Materials) KW - Comfort KW - Comfort KW - Conference KW - Conferences KW - Design KW - Design (overall design) KW - Ergonomics KW - Ergonomics KW - Old people KW - Republic of korea KW - Safety KW - Safety KW - South Korea KW - Vehicle KW - Vehicles UR - https://trid.trb.org/view/1099922 ER - TY - SER AN - 01336309 JO - PROCEEDINGS OF THE 21ST (ESV) INTERNATIONAL TECHNICAL CONFERENCE ON THE ENHANCED SAFETY OF VEHICLES, HELD JUNE 2009, STUTTGART, GERMANY PB - National Highway Traffic Safety Administration AU - PRZYBYLSKI, W TI - Government Status Report Poland PY - 2009 AB - Traffic safety Priorities are drawn from analysis of domestic and international accident statistics. The main cause of accidents is human behaviour, of pedestrians and drivers. In the vehicle-related sector there has been progress in harmonising Polish vehicle technical standards, relating to vehicle structure and operation, in line with future EU standards. Legislation for vehicles to have lights on for whole year round has been successful in significantly reducing number of accidents. Progress in the field of human factors has included: reduction of accidents caused by drunken road users; road safety education of children; improvements in driver training and scientific cooperation; and proposed program for speed control and installation of "fotoradars" [speed cameras]. With regard to highway related factors, there have been improvements in 25% of the Polish road network classified as "national" and the National road safety program aims to reduce, by 2013, the number of deaths on national roads by 75% compared with 2003. The national road safety program GAMBIT is aimed at: vulnerable road users (pedestrians, bicyclists); people commonly ignoring traffic regulations, such as speed limits, drink driving or not using restraint systems; traffic risk on major roads outside built-up areas (on the 6 % of the length of the road network, 25 % of all accidents, 40 % of all killed, 27 % of all injured, and severity of accidents: 18 fatalities / 100 accidents); young drivers aged 18-24 (20 % of all involved in road accidents); intoxication of drivers and pedestrians; and quicker exchange of the oldest part of vehicle stock. For the covering abstract see ITRD E145407. KW - Accident prevention KW - Conference KW - Conferences KW - Driver training KW - Driver training KW - Drunkenness KW - Education KW - Education KW - Intoxication KW - Legislation KW - Legislation KW - Poland KW - Poland KW - Prevention KW - Safety KW - Safety UR - https://trid.trb.org/view/1099921 ER - TY - SER AN - 01336308 JO - PROCEEDINGS OF THE 21ST (ESV) INTERNATIONAL TECHNICAL CONFERENCE ON THE ENHANCED SAFETY OF VEHICLES, HELD JUNE 2009, STUTTGART, GERMANY PB - National Highway Traffic Safety Administration AU - VERWEIJ, R AU - VAN GELDEREN, M TI - Government Status Report Netherlands PY - 2009 AB - Last year the Netherlands adopted a new Road Safety Strategy. While the successful current policy is continued, there is a focus on specific groups of road users that are still at risk in traffic. In this way it is expected to decrease the number of annual road casualties to not more than 500 in 2020. For the covering abstract see ITRD E145407. KW - Accident KW - Accident prevention KW - Conference KW - Conferences KW - Crashes KW - Drivers KW - Netherlands KW - Netherlands KW - Policy KW - Policy KW - Prevention KW - Road user KW - Safety KW - Safety KW - Travelers UR - https://trid.trb.org/view/1099920 ER - TY - SER AN - 01336307 JO - PROCEEDINGS OF THE 21ST (ESV) INTERNATIONAL TECHNICAL CONFERENCE ON THE ENHANCED SAFETY OF VEHICLES, HELD JUNE 2009, STUTTGART, GERMANY PB - National Highway Traffic Safety Administration AU - SHIMA, M TI - Government Status Report Japan PY - 2009 AB - Road traffic accident trends in Japan are given and discussed in relation to Government targets for reduction in the number of road accident fatalities. These targets have been reached and exceeded and new targets set. In order to achieve these targets approaches will be made towards the following measures upon speculating future changes in social structures, such as future developments in IT and the progression of declining birth rates and an aging society: Accident analysis by using a drive recorder; Promotion of safety measures for pedestrians and the elderly; Promotion of neck injury prevention measures; Introduction of standards on crash compatibility; Research on advanced technologies, etc. A number of advanced safety vehicle (ASV) technologies are being put to practical use. Several ASV technologies, such as the lane-keeping assistance system and high-speed adaptive cruise control, have already been put to practical use, and are equipped in commercially-sold vehicles. Those with large effects in damage mitigation and accident reduction and those for which there are large social needs should be disseminated in an early manner, and thus, active dissemination measures that include means for incentives are necessary. Measures that are being taken in Japan have been described in this report, but in order to promote international harmonization in the aspects of further advanced safety and the environment in the future, it is perceived that approaches made in coordination with the ESV Conference, WP.29, ITS World Congress, etc. will become increasingly important. For the covering abstract see ITRD E145407. KW - Accident KW - Compatibility KW - Compatibility KW - Conference KW - Conferences KW - Crashes KW - Japan KW - Japan KW - Safety KW - Safety KW - Technology KW - Technology KW - Trend (stat) KW - Trend (Statistics) UR - https://trid.trb.org/view/1099919 ER - TY - SER AN - 01336306 JO - PROCEEDINGS OF THE 21ST (ESV) INTERNATIONAL TECHNICAL CONFERENCE ON THE ENHANCED SAFETY OF VEHICLES, HELD JUNE 2009, STUTTGART, GERMANY PB - National Highway Traffic Safety Administration AU - ERARIO, A TI - Government Status Report Italy PY - 2009 AB - This paper provides an overview of the main results achieved by Italy in the field of road safety during the last two years. It focuses on the follow-up of the "National Plan on Road Safety", adopted eight years ago and subsequent introduction of new provisions in the "Highway Code". After a general descriptions of main road safety results, this paper describes the principal measures adopted during the last period, focusing on regulatory policies and enforcement. Weak factors and the main unresolved problems are described: regional and local gaps, safety of urban areas, high risk road network, urban cross roads, two-wheeler safety, and vulnerable users. Brief descriptions of the research activities in the field of vehicle safety are given as well as a summary of the main recommended actions to be taken to improve road safety. For the covering abstract see ITRD E145407. KW - Conference KW - Conferences KW - Enforcement (law) KW - Law enforcement KW - Policy KW - Policy KW - Safety KW - Safety KW - Traffic regulations KW - Traffic regulations KW - Urban area KW - Urban areas UR - https://trid.trb.org/view/1099918 ER - TY - SER AN - 01336305 JO - PROCEEDINGS OF THE 21ST (ESV) INTERNATIONAL TECHNICAL CONFERENCE ON THE ENHANCED SAFETY OF VEHICLES, HELD JUNE 2009, STUTTGART, GERMANY PB - National Highway Traffic Safety Administration AU - CESARI, D TI - Government Status Report France PY - 2009 AB - Since the end of 2002 road safety has become a national priority. This report outlines France's road safety policy in relation to the authorities' actions on motorcycles, the systematic use of seatbelts, mobilising all road users, the control-penalty system and actions to benefit young people. Road safety policy covers such items as: the checking of road safety projects; education including trainee drivers and driving instructors; and technical regulations for vehicles and inspections. Research programmes such as the ARCOS project which aims to significantly reduce the number of accidents, and the LAVIA project to test and evaluate an in-vehicle speed limiter are described. France provides strong support to the EECV (European Enhanced Vehicle-Safety Committee) by active participation in all working groups and forums. For the covering abstract see ITRD E145407. KW - Accident KW - Accident prevention KW - Conference KW - Conferences KW - Crashes KW - Enforcement (law) KW - France KW - France KW - Law enforcement KW - Legislation KW - Legislation KW - Policy KW - Policy KW - Prevention KW - Safety KW - Safety KW - Vehicle KW - Vehicles UR - https://trid.trb.org/view/1099917 ER - TY - SER AN - 01336304 JO - PROCEEDINGS OF THE 21ST (ESV) INTERNATIONAL TECHNICAL CONFERENCE ON THE ENHANCED SAFETY OF VEHICLES, HELD JUNE 2009, STUTTGART, GERMANY PB - National Highway Traffic Safety Administration AU - REICHELT, P TI - Government Status Report Federal Republic of Germany PY - 2009 AB - Technical progress in automotive engineering focuses at the moment on two competing branches: improving safety and reducing energy consumption. Recent consideration has been given to a third factor, cost to the consumer. Challenges are presented by demographic changes, especially with increasing participation of elderly people in road traffic. The report considers the recent history of road accidents in Germany and statistics relating to vehicle population and road performance. There is a general trend towards decreasing numbers of accidents and their severity. Transport is responsible for roughly 20% of CO2 emissions and approximately 70% of total petroleum consumption. The Federal Government has responded to these chalenges by publishing the Freight Transport and Logistics Masterplan in the summer of 2008. It describes the strategic transport policy direction and the key elements of the future course of action which are to be used to ensure the provision of efficient infrastructure and, at the same time, to reduce the amount of energy consumed by vehicles and make transport more efficient, cleaner and quieter. This document contains a number of concrete measures subsumed under the following six objectives: Making optimum use of transport infrastructure - shaping transport to make it more efficient; Reducing the number of journeys - ensuring mobility; Transferring more traffic to the railways and inland waterways; Upgrading more transport arteries and hubs; Environmentally friendly, climate friendly, quiet and safe transport, and Good working conditions and good training in the freight transport industry. Progress in research is outlined in the following areas: Daytime Running Lights for Motorcycles; Safety of hydrogen vehicles - addressing safety and environmental issues by development of a Global Technical Regulation for hydrogen vehicles; Elements of active vehicle safety for elderly drivers; Periodical Technical Inspection of electronically controlled systems in road vehicles - Electronic Stability Control; Pedestrian protection; Crash Compatibility - role of collision partner in passive safety tests; Child safety; Euro NCAP - Child Restraint Systems, and German Field Operational Test on Car-to-Car and Car-to-Infrastructure Systems (SIM-TD). The research project AKTIV - 'Adaptive and Cooperative Technologies for Intelligent Traffic' encompasses the design, development, and evaluation of novel driver assistance systems, knowledge and information technologies and is set up to find solutions for efficient traffic management and Car-to-Car and Car-to-Infrastructure communication for future cooperative vehicle applications. The European Statement of Principles on the Human Machine Interface (HMI), presented at the eSafety Conference, which was held in Berlin on 5/6 June 2007, addresses issues such as Real Time Traffic Information (RTTI), Legal issues of Advanced Driver Assistance Systems (ADAS) and e-security. For the covering abstract see ITRD E145407. KW - Accident KW - Accident prevention KW - Conference KW - Conferences KW - Crashes KW - Germany KW - Germany KW - Policy KW - Policy KW - Prevention KW - Safety UR - https://trid.trb.org/view/1099916 ER - TY - SER AN - 01336303 JO - PROCEEDINGS OF THE 21ST (ESV) INTERNATIONAL TECHNICAL CONFERENCE ON THE ENHANCED SAFETY OF VEHICLES, HELD JUNE 2009, STUTTGART, GERMANY PB - National Highway Traffic Safety Administration TI - Government Status Report European Enhanced Vehicle-Safety Committee PY - 2009 AB - The EEVC, European Enhanced Vehicle-Safety Committee, exists since June 1974 and has been active in participating in the ESV-programme. The EEVC Status report containing a summary of the most recent results of its work is presented at the 21st ESV Conference. This outlines progress made by its working groups in the following areas: Evaluation of anthropometric adult and child crash dummies and corresponding biomechanical criteria concerning injuries (WG12); Side impact protection; Compatibility -conducted over the last two years in conjunction with the EC funded VC Compat project; Pedestrian safety; Child safety (WG18); Active/Passive Safety Interaction; Rear Impact Protection and Whiplash Injuries (WG20); Accident studies; Virtual Testing; Bus and coach safety - An ad-hoc has been established to investigate the need of analysing bus safety issues at a European level. EEVC, which has contributed to IHRA activities from the beginning; is considering that there is a need for international cooperation in the field of vehicle safety research and has decided to open the participations to some of its working groups to other ESV countries. Non EEVC countries will be able to contribute to some key scientific issues which are important for future safety regulations. For the covering abstract see ITRD E145407. KW - Active safety system KW - Active safety systems KW - Advanced vehicle control systems KW - Anthropometric dummy KW - Anthropometry KW - Compatibility KW - Compatibility KW - Conference KW - Conferences KW - Dummies KW - Europe KW - Europe KW - Passive restraint systems KW - Passive safety system KW - Safety KW - Safety KW - Vehicle safety UR - https://trid.trb.org/view/1099915 ER - TY - SER AN - 01336298 JO - PROCEEDINGS OF THE 21ST (ESV) INTERNATIONAL TECHNICAL CONFERENCE ON THE ENHANCED SAFETY OF VEHICLES, HELD JUNE 2009, STUTTGART, GERMANY PB - National Highway Traffic Safety Administration AU - WIMMERHOFF, M AU - DEUTSCHLE, S TI - GPS, Communication and Environmental Based Collision Mitigation System for Trucks PY - 2009 AB - In order to enable state of the art and future accident preventing systems (APS) to react appropriate in traffic situations, it is essential to monitor the driving environment. Therefore a new communication, GPS and environmental sensor based method for APS data acquisition was developed. This method uses GPS, vehicle related driving dynamics data, wireless car-2-car-communication (C2C) and combines them with on-board environmental sensor data (Camera and Lidar sensors). First a Kalman-Filter based GPS-tracking was developed in order to increase the update rate of GPS. Therefore GPS- and vehicle dynamics data are fused in a dead reckoning system. Second, a Kalman-Filter based 3rd order lane model was implemented using Camera data from ego- and preceding vehicle - transmitted by C2C - for the determination of the relevant target. Beyond vehicle related data are transferred from the target vehicle to the ego-vehicle in order to improve the target selection. The potential of this method was demonstrated in a prototype collision mitigation (CM) system. The system was tested within driving experiments and subsequent simulations with the measured data. With the new method the accuracy and scope of application of collision mitigation systems can be enhanced, so that the detection and identification of stationary vehicles, for example at the end of traffic jams, is improved. Furthermore a high reliability of the determination of the relevant target for APS can be reached. As a matter of course the limitation of this approach is the dependency of the system performance (as in all C2C and environmental sensor based systems) on the equipment rate. On the other hand it can be expected that equipment rates will increase in future. The full text of this paper may be found at: http://www-nrd.nhtsa.dot.gov/pdf/esv/esv21/09-0070.pdf For the covering abstract see ITRD E145407. KW - Accident prevention KW - Conference KW - Conferences KW - Data acquisition KW - Data collection KW - Detection KW - Detection and identification KW - Global positioning system KW - Global Positioning System KW - Intelligent transport system KW - Intelligent transportation systems KW - Prevention KW - Safety UR - https://trid.trb.org/view/1099910 ER - TY - SER AN - 01336297 JO - PROCEEDINGS OF THE 21ST (ESV) INTERNATIONAL TECHNICAL CONFERENCE ON THE ENHANCED SAFETY OF VEHICLES, HELD JUNE 2009, STUTTGART, GERMANY PB - National Highway Traffic Safety Administration AU - BUNSE, M AU - WELLHOEFER, M AU - DOERR, A TI - Future E/E-Architectures in the Safety Domain PY - 2009 AB - The number of functionalities, sensors and control units in modern vehicles is increasing permanently. In spite of this, the OEMs [original equipment manufacturers] aim to minimize these numbers to reduce complexity, effort and cost. Thus it is very important to find the most suitable electronic/electrical (E/E)-architecture jointly with the OEM in order to cope with these challenges. Furthermore, the repartitioning of content in the safety domain offers great opportunities for the OEM. First of all, it can reduce the overall costs, since the trend towards increasing active and passive safety systems offers synergies of components and functions: Driven by legislation, the installation rates of safety features like electronic stability program (ESP) will rise significantly in some regions. Together with the fact that airbag systems in the triad markets have a take rate of almost 100% it is clear that there will be high potential in developing cost effective E/E-architectures. Consequently two main steps are necessary to cope with these challenges: The first step is finding a suitable integration concept for inertial sensors on the vehicle architecture level. The second step is cost optimization by using maximum synergies or high-integration concepts. Beyond cost reduction, the current functionality can be improved since the inertial sensors are directly connected on the same PCB-board with the airbag-algorithm controller in some integration concepts. This gives the possibility to feed the airbag-algorithm with inertial sensor data like for example the yaw rate. This yaw rate can be used in a yaw rate based airbag algorithm to further improve the performance. This paper gives an overview about the architectures and functions, discusses the pros and cons of the different concepts and gives an outlook for future systems. The full text of this paper may be found at: http://www-nrd.nhtsa.dot.gov/pdf/esv/esv21/09-0177.pdf For the covering abstract see ITRD E145407. KW - Air bag (restraint system) KW - Air bags KW - Conference KW - Conferences KW - Design KW - Design (overall design) KW - Inertia reel safety belt KW - Intelligent transport system KW - Intelligent transportation systems KW - Manual safety belts KW - Sensor KW - Sensors UR - https://trid.trb.org/view/1099909 ER - TY - SER AN - 01336296 JO - PROCEEDINGS OF THE 21ST (ESV) INTERNATIONAL TECHNICAL CONFERENCE ON THE ENHANCED SAFETY OF VEHICLES, HELD JUNE 2009, STUTTGART, GERMANY PB - National Highway Traffic Safety Administration AU - MALIK, H AU - RAKOTONIRAINY, A AU - LARUE, G S AU - MAIRE, F TI - Fusion of In-Vehicle Sensor Data to Develop Intelligent Driver Training System (IDTS) PY - 2009 AB - The over-representation of novice drivers involved in crashes is alarming. Driver training is one of the interventions aimed at mitigating the number of crashes that involve young drivers. It is believed that Advanced Driver Assistance Systems (ADAS) have never been comprehensively used in designing an intelligent driver training system. Currently, there is a need to develop and evaluate ADAS that could assess driving competencies. The aim is to develop an unsupervised system called Intelligent Driver Training System (IDTS) that analyzes crash risks in a given driving situation. In order to design a comprehensive IDTS, data is collected from the driver, vehicle and environment (DVE), synchronized and analyzed. The first implementation phase of this intelligent driver training system deals with synchronizing multiple variables acquired from DVE. RTMaps is used to collect and synchronize data like GPS, vehicle dynamics and driver head movement. After the data synchronization, maneuvers are segmented out as right turn, left turn and overtake. Each maneuver is composed of several individual tasks that are necessary to be performed in a sequential manner. This paper focuses on turn maneuvers. Some of the tasks required in the analysis of 'turn' maneuver are: detect the start and end of the turn, detect the indicator status change, check if the indicator was turned on within a safe distance and check the lane keeping during the turn maneuver. This paper proposes a fusion and analysis of heterogeneous data, mainly involved in driving, to determine the risk factor of particular maneuvers during driving. It also explains the segmentation and risk analysis of the turn maneuver during driving. The full text of this paper may be found at: http://www-nrd.nhtsa.dot.gov/pdf/esv/esv21/09-0048.pdf For the covering abstract see ITRD E145407. KW - Conference KW - Conferences KW - Driver training KW - Driver training KW - Dynamics KW - Dynamics KW - Environment KW - Environment KW - Global positioning system KW - Global Positioning System KW - Intelligent transport system KW - Intelligent transportation systems KW - Vehicle KW - Vehicles UR - https://trid.trb.org/view/1099908 ER - TY - SER AN - 01336294 JO - PROCEEDINGS OF THE 21ST (ESV) INTERNATIONAL TECHNICAL CONFERENCE ON THE ENHANCED SAFETY OF VEHICLES, HELD JUNE 2009, STUTTGART, GERMANY PB - National Highway Traffic Safety Administration AU - KRAFFT, M AU - KULLGREN, A AU - ANDERS, L AU - TINGVALL, C TI - From 15 % to 90 % ESC Penetration in New Cars in 48 Months - The Swedish Experience PY - 2009 AB - Electronic Stability Control (ESC) has been proven to be one of the most effective safety technologies, reducing serious crashes substantially. In Sweden the first attempt to stimulate the sales of ESC started in mid 2003. By using several market oriented methods the penetration rate on new cars reached over 90% by 48 months later and is by late 2008 around 98%. In this paper, the methods to increase fitment of ESC, are presented, including actions from the government, administrations, insurance companies and the automotive sector. The results show that a structured implementation strategy can be very successful. The full text of this paper may be found at: http://www-nrd.nhtsa.dot.gov/pdf/esv/esv21/09-0421.pdf For the covering abstract see ITRD E145407. KW - Attitude (psychol) KW - Attitudes KW - Conference KW - Conferences KW - Electronic stability program KW - Intelligent transport system KW - Intelligent transportation systems KW - Market KW - Markets KW - Stability (Mechanics) KW - Sweden KW - Sweden KW - Traction control UR - https://trid.trb.org/view/1099906 ER - TY - SER AN - 01336289 JO - PROCEEDINGS OF THE 21ST (ESV) INTERNATIONAL TECHNICAL CONFERENCE ON THE ENHANCED SAFETY OF VEHICLES, HELD JUNE 2009, STUTTGART, GERMANY PB - National Highway Traffic Safety Administration AU - DIGGES, K H AU - STEPHENSON, R R TI - Fireworthiness: A Final Report on the Technology Base PY - 2009 AB - The findings provide a technology base for fireworthiness including the following: fire statistics on crash modes; the behavior of plastic gasoline tanks when subjected to fire and impact tests; finite element analysis of fuel tanks subjected to crash conditions; assessments of automotive fuel components that relate to fire safety; underhood temperatures under driving conditions; flammability of underhood liners; ignition and flammability properties of plastics and underhood fluids; an analysis and synthesis of 22 vehicle burns; fire suppression needs and a laboratory design and test; and examination of fire safety aspects of future vehicle technologies such as 42-volt electrical systems and hydrogen fuelled vehicles. These research results in conjunction with the GM/DoT Fire Research Project have been analyzed and recommendations for fire safety improvements have been proposed. The recommendations include vehicle level fire tests to increases survivability time for crashed vehicles subjected to exterior fires, particularly those that originate under the hood. The full text of this paper may be found at: http://www-nrd.nhtsa.dot.gov/pdf/esv/esv21/09-0211.pdf For the covering abstract see ITRD E145407. KW - Collision KW - Conference KW - Conferences KW - Crashes KW - Fire KW - Fire KW - Hazards KW - Risk KW - Safety KW - Safety KW - Statistics KW - Statistics KW - Technology KW - Technology UR - https://trid.trb.org/view/1099900 ER - TY - SER AN - 01336288 JO - PROCEEDINGS OF THE 21ST (ESV) INTERNATIONAL TECHNICAL CONFERENCE ON THE ENHANCED SAFETY OF VEHICLES, HELD JUNE 2009, STUTTGART, GERMANY PB - National Highway Traffic Safety Administration AU - NEALE, V L AU - DOERZAPH, Z R TI - Field Test of a Cooperative Intersection Collision Avoidance System for Violations (CICAS-V) PY - 2009 AB - The design objective of the Cooperative Intersection Collision Avoidance System for Violation (CICASV) project is to create a system that presents a timely and salient in-vehicle warning to those drivers who are predicted, by means of an algorithm, to violate a stop-sign or signal-controlled intersection. An on-road test was conducted to evaluate the CICAS-V using naive participants to demonstrate that all systems are mature for a Field Operational Test (FOT). Data were evaluated from 72 naive drivers representing both genders and three age groups who were placed into CICAS-V equipped vehicles to navigate a 2-hour prescribed route through equipped intersections in Virginia. During the prescribed route, drivers crossed 10 stop-controlled and 3 signal-controlled intersections equipped with CICAS-V making a variety of turn maneuvers through each for a total of 52 intersection crossings. The rate at which drivers received correct, false, and missed warnings was evaluated. Results indicate that the algorithms for both stop-controlled and signalized intersections were effective and that the prototype CICAS-V is mature for large-scale tests with naive drivers. Participants in the study who received warnings rated the CICAS-V very favorably and felt that the system would be beneficial. Recommendations were made for continuing with an FOT. Furthermore, the methods for conducting the study were determined to be suitable for an FOT. This study marked the first field test of the CICAS-V with naive drivers. Project participants included offices of the United States Department of Transportation, Daimler, Ford, General Motors, Honda, Toyota, and the Virginia Tech Transportation Institute. The full text of this paper may be found at: http://www-nrd.nhtsa.dot.gov/pdf/esv/esv21/09-0478.pdf For the covering abstract see ITRD E145407. KW - Automated vehicle control KW - Conference KW - Conferences KW - Intelligent transport system KW - Intelligent transportation systems KW - Interlock (veh) KW - Intersections KW - Junction KW - United States KW - Usa KW - Vehicle immobilization KW - Warning KW - Warning systems UR - https://trid.trb.org/view/1099899 ER - TY - SER AN - 01336284 JO - PROCEEDINGS OF THE 21ST (ESV) INTERNATIONAL TECHNICAL CONFERENCE ON THE ENHANCED SAFETY OF VEHICLES, HELD JUNE 2009, STUTTGART, GERMANY PB - National Highway Traffic Safety Administration AU - GABLER, H C AU - HINCH, J TI - Feasibility of Using Event Data Recorders to Characterize the Pre-Crash Behavior of Drivers in Rear-End Collisions PY - 2009 AB - This paper investigates the feasibility of using event data recorders (EDRs) to characterize the crash avoidance behavior of drivers involved in rear end collisions. The study is based upon the records of 112 crashes from NASS/CDS 2000-2007 with associated EDR pre-crash data and of sufficient severity to deploy the frontal air bag. The study examined three factors affecting driver response to an impending rear collision: driver age, driver alcohol use, and road lighting condition. Crash avoidance actions of the drivers were inferred from the pre-crash EDR records of vehicle speed, throttle position, engine speed (RPM), and service brake status five seconds prior to impact. Factors considered included time of brake application prior to impact, peak braking deceleration, and the time history of throttle position. For these cases, this study combined EDR pre-crash records with NASS/CDS case records including scene diagrams and site photos to determine driver crash avoidance actions. The full text of this paper may be found at: http://www-nrd.nhtsa.dot.gov/pdf/esv/esv21/TOC.pdf For the covering abstract see ITRD E145407. KW - Age KW - Age KW - Air bag (restraint system) KW - Air bags KW - Behavior KW - Behaviour KW - Conference KW - Conferences KW - Driver KW - Drivers KW - Drunkenness KW - Event data recorder (road vehicle) KW - Event data recorders KW - Frontal crashes KW - Head on collision KW - Intoxication KW - Light intensity KW - Luminous intensity KW - Rear end collision KW - Rear end crashes UR - https://trid.trb.org/view/1099895 ER - TY - SER AN - 01336281 JO - PROCEEDINGS OF THE 21ST (ESV) INTERNATIONAL TECHNICAL CONFERENCE ON THE ENHANCED SAFETY OF VEHICLES, HELD JUNE 2009, STUTTGART, GERMANY PB - National Highway Traffic Safety Administration AU - GKIKAS, N AU - RICHARDSON, J H AU - HILL, J R TI - Exploitable Characteristics of Driver Braking PY - 2009 AB - Previous work on emergency brake application concluded that driver population diversity and 'the overlap of braking parameter distributions between normal conditions and emergency situations' is such, that triggering criteria cannot both detect all emergency braking actions and never activate the assistance in situations where it is not necessary. The objective of this study was to investigate driver-braking characteristics, in order that future systems might achieve greater effectiveness. Forty-eight drivers drove an instrumented vehicle on a public road section before arriving at a test track, where they were instructed to follow at their preferred distance another vehicle towing a trailer. They were told the aim was to measure their preferred car-following distance. They were not aware that 0.2 miles down the track the trailer would be released and rapidly decelerate to a stop. The main variables analysed included "throttle-off" rate, brake pedal pressure/force, and clutch pedal pressure/operation. The results indicate a series of relationships exploitable by an intelligent brake assist system. An intelligent brake assist system could take advantage of those characteristics and adapt its performance to individuals' braking style. Limitations of the study include resource constraints (use of a single instrumented vehicle, time-limited access to the test track) and the contrived nature of the emergency braking scenario (need for surprise element, practically a one-off study, limitation of speed to 30mph/48kmph). The study provides evidence of a background for a customisable brake assist system that learns from the driver and adjusts its full-brake trigger accordingly. The full text of this paper may be found at: http://www-nrd.nhtsa.dot.gov/pdf/esv/esv21/09-0247.pdf For the covering abstract see ITRD E145407. KW - Braking KW - Braking KW - Conference KW - Conferences KW - Driver KW - Drivers KW - Emergencies KW - Emergency KW - Intelligent transport system KW - Intelligent transportation systems KW - Trailer KW - Trailers KW - Vehicle spacing KW - Vehicle spacing UR - https://trid.trb.org/view/1099892 ER - TY - SER AN - 01336277 JO - PROCEEDINGS OF THE 21ST (ESV) INTERNATIONAL TECHNICAL CONFERENCE ON THE ENHANCED SAFETY OF VEHICLES, HELD JUNE 2009, STUTTGART, GERMANY PB - National Highway Traffic Safety Administration AU - YOGANANDAN, N AU - PINTAR, F A TI - Evaluation of the RibEye Deflection Measurement System PY - 2009 AB - The objective of the present study is to evaluate the RibEye system used to obtain deflections in impact-related tests. A description of the system is presented based on the specifications of the manufacturer. Evaluations included chest compression tests under varying loading condition: mid-sternum, offset, and diagonal loading. Accuracy assessment tests included: sternum-mounted, and rib-mounted LEDs with and without initial chest rotation about the z-axis, and indenter-mounted LEDs. These quasi-static tests were followed by pure and oblique pendulum tests to the thorax at velocities of 4.8 and 6.6 m/s. LEDs on the sternum responded similar to the available internal chest potentiometer. The accuracy of the system depended on positioning of the LEDs on the rib, magnitude of rib deformation, and potential interference from devices such as the presence of the internal chest potentiometer. Signal drop out depended on the type of indenter, with diagonal loading producing more signal loss. The deflection response along the x-and y-directions were deemed to be reasonable in oblique loading tests. Results from dynamic tests indicated that light interference from the internal component(s) restricts the ability of the system to obtain accurate deflections including signal drop out. In oblique tests, the system captured the asymmetric motions of the chest by demonstrating greater deflections on all left side ribs than right side ribs, thus showing its potential under this loading condition. The current fundamental evaluations helps in understanding of the performance of the system as installed in the midsize male Hybrid III dummy. The full text of this paper may be found at: http://www-nrd.nhtsa.dot.gov/pdf/esv/esv21/09-0020.pdf For the covering abstract see ITRD E145407. KW - Anthropometric dummy KW - Anthropometry KW - Compression KW - Compression KW - Conference KW - Conferences KW - Deformation KW - Deformation KW - Dummies KW - Light emitting diode KW - Light emitting diodes KW - Test method KW - Test procedures KW - Thorax KW - Thorax UR - https://trid.trb.org/view/1099888 ER - TY - SER AN - 01336276 JO - PROCEEDINGS OF THE 21ST (ESV) INTERNATIONAL TECHNICAL CONFERENCE ON THE ENHANCED SAFETY OF VEHICLES, HELD JUNE 2009, STUTTGART, GERMANY PB - National Highway Traffic Safety Administration AU - LANGNER, T AU - ZANDER, O AU - HAENEL, F TI - Evaluation of the Performance of Competitive Headforms as Test Tools for Interior Headform Testing PY - 2009 AB - The European Research Project APROSYS has evaluated the interior headform test procedure developed by EEVC WG 13, representing the head contact in the car during a lateral impact. One important aspect within this test procedure was the selection of an appropriate impactor. The WG13 procedure currently uses the Free Motion Headform as used within the FMVSS 201. The ACEA 3.5 kg headform used in Phase 1 of the European Directive and the future European Regulation on Pedestrian Protection is still discussed as a possible alternative. This paper reports work performed by the Federal Highway Research Institute (BASt) as a part of the APROSYS Task 1.1.3. The study compares the two headform impactors according to FMVSS and ACEA, in a series of basic tests in order to evaluate their sensitivity towards different impact angles, impact accuracy, the effect of differences to impactors of the same type and the effects of the repeatability and reproducibility of the test results. The test surface consisted of a steel tube covered with PU foam and PVC, representing the car interior to be tested. Despite of the higher mass of the FMH the HIC values of this impactor were generally lower than those of the ACEA headform. The FMH showed a higher repeatability of test results but a high sensitivity on the angle of roll, the spherical ACEA impactor performed better with regards to the reproducibility. In case of the ACEA impactor-, the angle of roll had no influence. The full text of this paper may be found at: http://www-nrd.nhtsa.dot.gov/pdf/esv/esv21/09-0279.pdf For the covering abstract see ITRD E145407. KW - Angle KW - Angles KW - Angularity KW - Anthropometric dummy KW - Anthropometry KW - Biomechanics KW - Biophysics KW - Collision KW - Conference KW - Conferences KW - Crashes KW - Dummies KW - Head KW - Head UR - https://trid.trb.org/view/1099887 ER - TY - SER AN - 01336275 JO - PROCEEDINGS OF THE 21ST (ESV) INTERNATIONAL TECHNICAL CONFERENCE ON THE ENHANCED SAFETY OF VEHICLES, HELD JUNE 2009, STUTTGART, GERMANY PB - National Highway Traffic Safety Administration AU - BARRIOS, J M AU - APARICIO, A AU - DAVILA, A AU - DE MIGUEL, J L AU - MODREGO, S AU - OLONA, A AU - BADEA, A AU - FURONES, A AU - PAEZ, F J AU - MARTIN, J M TI - Evaluation of the Effectiveness of Pedestrian Protection Systems Through In-Depth Accident Investigation, Reconstruction and Simulation PY - 2009 AB - Around 15% of traffic accident casualties in Europe are pedestrians. To date, most of the studies carried out only provide statistical information on the problem and few in-depth studies provide countermeasures which might correct it. There are many studies concerning pedestrian protection, which can be grouped into 'pedestrian modelling', 'biomechanical limits for pedestrians' and 'statistical analysis for pedestrian accidents'. Despite these studies, there is no predictive analysis of the benefits of pedestrian protection systems based on their intrinsic capabilities applied to a real accident sample. This paper describes a methodology for the evaluation of pedestrian protection systems based on the analysis of a wide sample of urban pedestrian accidents. All of them are analysed in-depth and reconstructed with PC-Crash. The effects of the frontal structure of the vehicles and several active systems, such as BAS and Pedestrian Detection Systems are evaluated. The paper includes the description of the methodology followed for a sample of approximately 140 pedestrian urban accidents in three cities of Spain (Madrid, Barcelona and Zaragoza) and the corresponding reconstructions generated with PC-Crash. Then, a methodology to simulate the passive and active improvements (including pedestrian friendly structure, BAS and Pedestrian Detection Systems) is defined and applied to all sample accidents. The results of these new simulations are used to evaluate the benefits of these systems. The main conclusions are discussed, accounting for the limitations of the study, which basically lie in the modelling of the Pedestrian Detection Systems. The methodology proposed in this paper can be applied to other vehicle safety devices to evaluate their effectiveness, based on the analysis of real accidents. All the results presented here come from a project partly funded by the Spanish Ministry of Industry. The full text of this paper may be found at: http://www-nrd.nhtsa.dot.gov/pdf/esv/esv21/09-0376.pdf For the covering abstract see ITRD E145407. KW - Accident KW - Conference KW - Conferences KW - Crashes KW - Detection KW - Detection and identification KW - Pedestrian KW - Pedestrians KW - Simulation KW - Simulation KW - Software KW - Software KW - Spain KW - Spain UR - https://trid.trb.org/view/1099886 ER - TY - SER AN - 01336271 JO - PROCEEDINGS OF THE 21ST (ESV) INTERNATIONAL TECHNICAL CONFERENCE ON THE ENHANCED SAFETY OF VEHICLES, HELD JUNE 2009, STUTTGART, GERMANY PB - National Highway Traffic Safety Administration AU - JENSEN, J AU - BERLINGER, J AU - BUNN, B AU - PIETSCH, H TI - Evaluation of an Alternate Thorax Deflection Device in the SIDIIs ATD PY - 2009 AB - The use of a RibEye system in a SID-IIs crash dummy was evaluated. The SID-IIs is a small adult female side impact anthropomorphic test device. The RibEye is a non-contact optical system that uses triangulation to measure rib deflection. This study quantified RibEye measurements using four evaluation environments. First, a SID-IIs thorax with an internal RibEye was impacted with a linear impactor and the measurements were compared to accelerometer and video measurements. Next, the RibEye was mounted in a vertical drop tower and impacted with a falling drop mass, simulating a purely lateral side impact. The RibEye measurements were compared to data from linear potentiometers, which are typically used in the SIDIIs. A similar drop tower test series was then conducted which included tests with the RibEye mounted at an angle to simulate oblique loading to a dummy during a side impact. Lastly, a series of full vehicle crash tests was conducted to compare measurements from a SID-IIs dummy with a RibEye to a SID-IIs dummy with linear potentiometers. The lateral drop tower tests indicated that peak deflections measured by the RibEye were generally within 1 mm of the linear potentiometer measurements. In the full vehicle crash tests, the RibEye and linear potentiometer measurements fell within the expected variability from crash test to crash test. User interface issues and the practicality of RibEye in the full vehicle tests are also discussed. In oblique loading tests, the RibEye revealed significant X-axis motions that cannot be measured by linear potentiometers as typically mounted in the SID-IIs thorax. The full text of this paper may be found at: http://www-nrd.nhtsa.dot.gov/pdf/esv/esv21/09-0437.pdf For the covering abstract see ITRD E145407. KW - Anthropometric dummy KW - Anthropometry KW - Conference KW - Conferences KW - Deflection KW - Deflection KW - Dummies KW - Females KW - Measurement KW - Measurement KW - Side crashes KW - Side impact KW - Thorax KW - Thorax KW - Woman UR - https://trid.trb.org/view/1099882 ER - TY - SER AN - 01336270 JO - PROCEEDINGS OF THE 21ST (ESV) INTERNATIONAL TECHNICAL CONFERENCE ON THE ENHANCED SAFETY OF VEHICLES, HELD JUNE 2009, STUTTGART, GERMANY PB - National Highway Traffic Safety Administration AU - ZANDER, O AU - GEHRING, D U AU - LESSMAN, P AU - BOVENKERK, J TI - Evaluation of a Flexible Pedestrian Legform Impactor (FlexPLI) for the Implementation Within Legislation on Pedestrian Protection PY - 2009 AB - A flexible pedestrian legform impactor (FlexPLI) with biofidelic characteristics is aimed to be implemented within global legislation on pedestrian protection. Therefore, it is being evaluated by a technical evaluation group (Flex- TEG) of GRSP with respect to its biofidelity, robustness, durability, usability and protection level (Zander, 2008). Previous studies at the Federal Highway Research Institute (BASt) and other laboratories already showed good progress concerning the general development, but also the need for further improvement and further research in various areas. An overview is provided of the different levels of development and all kinds of evaluation activities of the Flex-TEG, starting with the Polar II full scale pedestrian dummy as its origin and ending up with the latest legform impactor built level GTR that is expected to be finalized by the end of the year 2009. Using the latest built levels as a basis, gaps are revealed that should be closed by future developments, like the usage of an upper body mass (UBM), the validation of the femur loads, injury risk functions for the cruciate knee ligaments and an appropriate certification method. A recent study on an additional upper body mass being applied for the first time to the Flex-GT is used as means of validation of recently proposed modified impact conditions. Therefore, two test series on a modern vehicle front using an impactor with and without upper body mass are compared. A test series with the Flex-GTR will be used to study both the comparability of the impact behavior of the GT and GTR built level as well as the consistency of test results. Recommendations for implementation within legislation on pedestrian protection are made. The full text of this paper may be found at: http://www-nrd.nhtsa.dot.gov/pdf/esv/esv21/09-0277.pdf For the covering abstract see ITRD E145407. KW - Anthropometric dummy KW - Anthropometry KW - Conference KW - Conferences KW - Dummies KW - Durability KW - Durability KW - Evaluation KW - Evaluation (assessment) KW - Knee KW - Knee (human) KW - Legislation KW - Legislation KW - Pedestrian KW - Pedestrians UR - https://trid.trb.org/view/1099881 ER - TY - SER AN - 01336269 JO - PROCEEDINGS OF THE 21ST (ESV) INTERNATIONAL TECHNICAL CONFERENCE ON THE ENHANCED SAFETY OF VEHICLES, HELD JUNE 2009, STUTTGART, GERMANY PB - National Highway Traffic Safety Administration AU - OLEJNIK, K TI - Evaluation of Needs and Possibilities to Change the Requirements in the Regulations Regarding the Possibility of Observing the Surroundings in the N1 Vehicles PY - 2009 AB - The lack of information from the surroundings of the vehicle is one of the reasons of collisions and accidents. There is a radical limitation of unobstructed observation of the whole area surrounding trucks of N1 category in comparison to the car of M1 category. Vehicles which have the same body and which are designed to transport people - M1 category or load - N1 category, they have different equipment, such as side glazing and back walls. Those who are driving these vehicles do not have comparable and identical visibility. Technical progress and development in the area of visual transfer devices helps their use in the vehicles in order to improve the possibility of observing the surroundings of the vehicle. There is an important need to change the regulation as far as construction and vehicles equipment is concerned. The regulation should compel the vehicles manufacturers to ensure such construction of the vehicle that the driver will have a possibility of observing the surrounding of vehicle in the range of scope and placement visible area would be comparable to the car. Setting this kind of requirement will force the producers to ensure visibility from the trucks comparable to that of cars. This will help avoid collisions and accidents which are caused by the substantial limitation of the possibility to observe the surrounding of the vehicle. These facts speak for the necessity and need of changes to the regulations. This paper offers the change of the philosophy of the regulations requirements in the area of visibility. The novelty is the definition of the needs and possibilities of changes in the regulations concerning visual transfer for trucks. There is no reason to tolerate the worse visual transfer in the vehicles N1 category. It is possible and is imperative to introduce regulations which will obligate the vehicles manufacturers to equip trucks in such a way that the possibility of observing the surroundings will be the same as in the passenger car version. The full text of this paper may be found at: http://www-nrd.nhtsa.dot.gov/pdf/esv/esv21/09-0399.pdf For the covering abstract see ITRD E145407. KW - Conference KW - Conferences KW - Construction KW - Construction KW - Design KW - Design (overall design) KW - Legislation KW - Legislation KW - Lorry KW - Trucks KW - Visibility KW - Visibility UR - https://trid.trb.org/view/1099880 ER - TY - SER AN - 01336268 JO - PROCEEDINGS OF THE 21ST (ESV) INTERNATIONAL TECHNICAL CONFERENCE ON THE ENHANCED SAFETY OF VEHICLES, HELD JUNE 2009, STUTTGART, GERMANY PB - National Highway Traffic Safety Administration AU - MEYERSON, S AU - WIACEK, C AU - DELANNOY, P AU - ROBERT, G TI - Evaluation of Advanced Compatibility Frontal Structures Using the Progressive Deformable Barrier (PDB) PY - 2009 AB - Vehicle compatibility combines aspects of both self and partner protection. Self protection involves a vehicle's compartment strength and occupant protection systems. Partner protection involves vehicle design attributes that work towards providing occupant crash protection of a vehicle's collision partner. Research has suggested that good engagement of the front structures and high compartment strength could be effective components for improving compatibility between passenger cars and other vehicles. Studies have shown, however, that incompatible force distributions and greater relative front end stiffness are prevalent in the fleet. To research this issue, the Progressive Deformable Barrier (PDB) was evaluated for its ability to assess the compatibility between the front end force of vehicles equipped with and without compatibility countermeasures. The paper investigates self protection and partner protection in the offset frontal crash test configuration using the data produced by a joint research program in France and the USA. The program was initiated to investigate whether barrier deformation using the PDB, intrusion, and dummy injury measures could differentiate compatibility performances between vehicles with and without advanced frontal structures designed specifically to address vehicle compatibility. The full text of this paper may be found at: http://www-nrd.nhtsa.dot.gov/pdf/esv/esv21/09-0329.pdf For the covering abstract see ITRD E145407. KW - Anthropometric dummy KW - Anthropometry KW - Compatibility KW - Compatibility KW - Conference KW - Conferences KW - Crash cushions KW - Deformable barrier (impact test) KW - Dummies KW - Impact test (veh) KW - Impact tests KW - Strength (mater) KW - Strength of materials UR - https://trid.trb.org/view/1099879 ER - TY - SER AN - 01336267 JO - PROCEEDINGS OF THE 21ST (ESV) INTERNATIONAL TECHNICAL CONFERENCE ON THE ENHANCED SAFETY OF VEHICLES, HELD JUNE 2009, STUTTGART, GERMANY PB - National Highway Traffic Safety Administration AU - FACH, M AU - OCKEL, D TI - Evaluation Methods for the Real World Effectiveness of Active Safety Systems PY - 2009 AB - Starting around 1980 with the introduction of ABS, followed in 1995 with the presentation of ESP/ESC, and recently with the development of radar and camera based driver assistance systems, the automotive industry has introduced a great number of electronic systems with the specific goal of enhancing the active safety of vehicles. The paper discusses evaluation methods for the effectiveness of modern active safety systems with respect to: analyses of accident statistics; in-depth studies on real world accidents; case by case evaluations of real world accidents and/or field studies; and performance tests and measurements on test tracks. The paper gives an overview of the latest methods with their benefits and limitations as seen by an [original equipment manufacturer] OEM. The full text of this paper may be found at: http://www-nrd.nhtsa.dot.gov/pdf/esv/esv21/09-0311.pdf For the covering abstract see ITRD E145407. KW - Accident KW - Active safety system KW - Active safety systems KW - Advanced vehicle control systems KW - Conference KW - Conferences KW - Crashes KW - Driver assistance system KW - Driver support systems KW - Evaluation KW - Evaluation (assessment) KW - Test track KW - Test tracks KW - Vehicle safety UR - https://trid.trb.org/view/1099878 ER - TY - SER AN - 01336265 JO - PROCEEDINGS OF THE 21ST (ESV) INTERNATIONAL TECHNICAL CONFERENCE ON THE ENHANCED SAFETY OF VEHICLES, HELD JUNE 2009, STUTTGART, GERMANY PB - National Highway Traffic Safety Administration AU - SRINIVASAN, G AU - KANIANTHRA, J TI - Evaluating Vehicle Incompatibility Using Center of Velocity Change Methodology PY - 2009 AB - The concept of compatibility includes not only the safety of the occupants within the subject vehicle itself, but also the safety of occupants in other vehicles that are involved in the collision. The term self-protection describes the safety afforded to the occupants within a vehicle, while partner-protection describes the safety afforded to the occupants of the crash partner vehicle. Early research identified vehicle weight as having a critical but not exclusive role in defining crash outcomes. The geometry and vehicle stiffness or crush characteristics were also observed to play a significant role. This study uses the New Car Assessment Program1 (NCAP) frontal barrier test data to find a suitable metric to assess the effect of incompatibility in crashes involving light passenger vehicles. The number of drivers with AIS 3+ injuries in head on crashes between passenger car (PC) and light truck vehicle (LTV) is used to compute the effectiveness of the metric. NCAP crash test data for 239 vehicles were used in calculating the value of "distance from ground to the center of velocity change". Ten years of National Automotive Sampling System /crashworthiness data systems2 (NASS/CDS) data were used to demonstrate the metric. The crash compatibility metric developed can be used to compare the number of injuries that result in PCs - LTVs head on crashes. Most safety benefits can be achieved by changes in the metric, specifically, adjusting for vehicle size (height) and the structural characteristics (stiffness). Hence the metric can be used as a measure of compatibility in crashes between vehicles. This study is limited to investigation of incompatibility in full head-on crashes. This paper develops a new comprehensive metric that can quantify the compatibility disparity. The full text of this paper may be found at: http://www-nrd.nhtsa.dot.gov/pdf/esv/esv21/09-0453.pdf For the covering abstract see ITRD E145407. KW - Compatibility KW - Compatibility KW - Conference KW - Conferences KW - Frontal crashes KW - Head on collision KW - Injuries KW - Injury KW - Safety KW - Safety KW - Stiffness KW - Stiffness KW - Test KW - Tests KW - Vehicle occupant KW - Vehicle occupants UR - https://trid.trb.org/view/1099876 ER - TY - SER AN - 01336264 JO - PROCEEDINGS OF THE 21ST (ESV) INTERNATIONAL TECHNICAL CONFERENCE ON THE ENHANCED SAFETY OF VEHICLES, HELD JUNE 2009, STUTTGART, GERMANY PB - National Highway Traffic Safety Administration AU - SCHMIDT, K U AU - MUSER, M TI - Evaluating Recent Seat Models in Rear-End Impacts According to Currently Discussed Consumer Test Proposals PY - 2009 AB - To ensure a high safety standard of vehicle seats in rear-end collisions, consumer tests will include specific test standards. The prevention of soft tissue neck injuries is meant to be addressed by the introduction of such standards. To date particularly EuroNCAP has developed a detailed proposal for how such seat tests should be conducted to assess the risk of whiplash associated disorders. In this study the relevance of the different parameters included in the consumer test proposal for assessing seat performance under rear-end impact conditions was analysed. A series of sled tests according to the latest proposal were performed with different seats. The performance of the seats was assessed as suggested by the proposal. In a next step a sensitivity analysis was conducted to investigate the influence of the different parameters on the final score. Based on the findings it is suggested to modify the test procedure such that criteria which are redundant or have a weak biomechanical foundation are omitted. The sensitivity analysis revealed that the final score and thus the discriminatory power of the evaluation scheme will persist such that the assessment procedure will still be able to rate the performance of the seats. The full text of this paper may be found at: http://www-nrd.nhtsa.dot.gov/pdf/esv/esv21/09-0116.pdf For the covering abstract see ITRD E145407. KW - Cervical vertebrae KW - Conference KW - Conferences KW - Design KW - Design (overall design) KW - Rear end collision KW - Rear end crashes KW - Safety KW - Safety KW - Seat (veh) KW - Seats KW - Specification (standard) KW - Standards KW - Vertebrae UR - https://trid.trb.org/view/1099875 ER - TY - SER AN - 01336263 JO - PROCEEDINGS OF THE 21ST (ESV) INTERNATIONAL TECHNICAL CONFERENCE ON THE ENHANCED SAFETY OF VEHICLES, HELD JUNE 2009, STUTTGART, GERMANY PB - National Highway Traffic Safety Administration AU - KINGSLEY, K J TI - Evaluating Crash Avoidance Countermeasures Using Data from FMCSA/NHTSA's Large Truck Crash Causation Study PY - 2009 AB - Real world crash data are used to estimate the size of crash populations addressable by crash avoidance countermeasures. Until the release of the data from the Large Truck Crash Causation Study (LTCCS) that was conducted from 2001 to 2003 by the Federal Motor Carrier Safety Administration (FMCSA) and the National Highway Traffic Safety Administration (NHTSA), only coarse estimates of those target populations were possible using data from the Fatality Analysis Reporting System (FARS) and the National Automotive Sampling System's General Estimates System (NASS GES). Both of these databases contain limited information that is coded from police reported data. The LTCCS conducted on-scene investigations of real world crashes that resulted in a database of 1070 cases rich in detail, specifically related to precrash conditions and factors associated to why the crash occured. The detail in the data was enough to make clinical (case by case) estimations of the applicability of crash avoidance countermeasures for each crash, based on our knowledge of these systems and how effective they are in certain scenarios. Final benefit estimates would take into account the applicable target populations and the effectiveness of a system, as determined through field operational tests or some other measure. This study presents the results of clinical reviews of truck crashes from the LTCCS to determine which target populations of crashes could be candidates for prevention given the multiple factors that came into play. Countermeasures related to the truck, truck driver, or trucking industry might have prevented 61 percent of the crashes in LTCCS, including 50 percent that might have been prevented by advanced technologies that are currently available for trucks. The newly coded data from these clinical reviews can be used to further refine the applicable crash populations estimated from FARS and GES. This research indicates that only a portion of applicable crash scenarios identified through FARS and the NASS GES are candidates for prevention by crash avoidance countermeasures. The results present an option for a more accurate methodology for estimating the size of crash populations addressable by crash avoidance countermeasures. Using these results it is possible to prioritize research on crash avoidance countermeasures. The full text of this paper may be found at: http://www-nrd.nhtsa.dot.gov/pdf/esv/esv21/09-0460.pdf For the covering abstract see ITRD E145407. KW - Accident prevention KW - Collision KW - Conference KW - Conferences KW - Crashes KW - Database KW - Lorry KW - On the scene crash investigation KW - On the spot accident investigation KW - Prevention KW - Safety KW - Trucks UR - https://trid.trb.org/view/1099874 ER - TY - SER AN - 01336255 JO - PROCEEDINGS OF THE 21ST (ESV) INTERNATIONAL TECHNICAL CONFERENCE ON THE ENHANCED SAFETY OF VEHICLES, HELD JUNE 2009, STUTTGART, GERMANY PB - National Highway Traffic Safety Administration AU - REUL, M AU - WINNER, H TI - Enhanced Braking Performance by Integrated ABS and Semi-Active Damping Control PY - 2009 AB - This paper is on focused on the optimization of the braking process integrating Antilock Braking System (ABS) and Continuous Damping Control (CDC). Strategies for reducing the braking distance derive from theoretical approaches. These strategies deal with sharing information between ABS and CDC in order to improve the slip-control quality and adjusting braking torque (ABS) and / or wheel load (CDC) coordinately. Quantities which influence the amount of the mean braking force and therefore the braking distance are identified methodically, regarding a standard control loop. Furthermore the influence of the time course of wheel load on the braking process is discussed. In the second section of this paper, experimental results of straight-line ABS-braking tests for two methodically identified strategies are discussed. The results of the first experiments show the influence of passive damper settings (hard, soft) and the Mini- Max damping control on the braking distance for various braking conditions (dry and wet roads, flat and uneven roads). The MiniMax damping control aims for reduced body induced slip oscillations that usually disturb standard ABS-control. This damping control reduces the braking distance significantly in a statistical manner. The second experiment has been performed with a modified ABS which takes into account the information of the dynamic wheel load (due to pitching and lifting) additionally for the calculation of the braking force operation point. It is shown that the braking force operation point changes more, if dynamic wheel load information is implemented in ABS-control. Indeed the amount of modulated braking force operation point due to pitching or lifting is too small with respect to the demand, so further modifications are necessary. Finally an outlook on the next steps for improving the braking process by integrated ABS and Continuous Damping Control is given. The full text of this paper may be found at: http://www-nrd.nhtsa.dot.gov/pdf/esv/esv21/09-0204.pdf For the covering abstract see ITRD E145407. KW - Anti locking device KW - Antilock brake systems KW - Braking KW - Braking KW - Braking distance KW - Braking performance KW - Conference KW - Conferences KW - Damping KW - Damping (Physics) KW - Driving KW - Handling characteristics KW - Load KW - Loads KW - Torsion KW - Torsion KW - Vehicle KW - Vehicle handling KW - Vehicles KW - Wheel KW - Wheels UR - https://trid.trb.org/view/1099866 ER - TY - SER AN - 01336254 JO - PROCEEDINGS OF THE 21ST (ESV) INTERNATIONAL TECHNICAL CONFERENCE ON THE ENHANCED SAFETY OF VEHICLES, HELD JUNE 2009, STUTTGART, GERMANY PB - National Highway Traffic Safety Administration AU - RAUSCHER, S AU - MESSNER, G AU - BAUR, P AU - AUGENSTEIN, J AU - DIGGES, K AU - PERDECK, E TI - Enhanced Automatic Collision Notification (ACN) System - Improved Rescue Care Due to Injury Prediction - First Field Experience PY - 2009 AB - This paper summarizes the initial findings from a database of crashes that involved BMW cars equipped with Automatic Crash Notification (ACN) Systems in the US and Germany. In addition, first field experiences with BMW's enhanced ACN systems are reported where vehicles not only provide an initial crash notification but also transmit data describing the nature and severity of the collision event. The benefits of such a system, including the rapid recognition of potentially injured occupants based on key characteristics of each crash, are explored. Since 2006, nearly 14,000 BMW crashes have occurred in the US involving vehicles equipped with ACN or enhanced ACN technology. Of these, 70% of occupants indicate no injury to the TSP (Telematics Service Provider) operators, 20% indicate they are injured in some way and require help while 10% provide no verbal response to the TSP call-taker. An investigation of a subsample of crashes occurring in Florida suggests that no hospital transport was necessary for 81% of the calls where no voice response occurred. Although the majority of these cases require no further care, 19% of the no voice population was subsequently transported to a hospital or trauma center for additional care. This population of occupants could benefit from an automatic call for help to a Public Services Answering Point (PSAP, commonly known as 911) that includes an estimate of the likelihood of serious injuries. To assist in identifying crashes with incapacitating injuries, the William Lehman Injury Research Center (WLIRC) in Miami, Florida and BMW have pioneered the development of an algorithm called URGENCY. This algorithm is based on US national crash statistics and BMW internal data. The injury prediction by URGENCY permits the transmission of the earliest and best information to the PSAP. Early observations of injury severity and location are reported for enhanced ACN equipped vehicle crashes occurring in the USA and Germany. The full text of this paper may be found at:ûhttp://www-nrd.nhtsa.dot.gov/pdf/esv/esv21/09-0049.pdf For the covering abstract see ITRD E145407. KW - Calculation KW - Calculation KW - Conference KW - Conferences KW - Emergencies KW - Emergency KW - Hospital KW - Hospitals KW - Injuries KW - Injury KW - Intelligent transport system KW - Intelligent transportation systems KW - Method KW - Methodology KW - Telematics KW - Telematics UR - https://trid.trb.org/view/1099865 ER - TY - SER AN - 01336216 JO - PROCEEDINGS OF 21ST (ESV) INTERNATIONAL TECHNICAL CONFERENCE ON THE ENHANCED SAFETY OF VEHICLES, HELD JUNE 2009, STUTTGART, GERMANY PB - National Highway Traffic Safety Administration AU - SEECK, A AU - GAIL, J AU - SFERCO, R AU - OTTE, D AU - HANNAWALD, L AU - ZWIPP, H AU - BAKKER, J TI - Development of the Accident Investigation and Data Handling Methodology in the GIDAS Project PY - 2009 AB - Since its beginning in 1999, the German In-Depth Accident Study (GIDAS) evolved into the presumably leading representative road traffic accident investigation in Europe, based on the work started in Hanover in 1973. The detailed and comprehensive description of traffic accidents forms an essential basis for vehicle safety research. Due to the ongoing extension of demands of researchers, there is a continuous progress in the techniques and systematic of accident investigation within GIDAS. This paper presents some of the most important developments over the last years. Primary vehicle safety systems are expected to have a significant and increasing influence on reducing accidents. GIDAS therefore began to include and collect active safety parameters as new variables from the year 2005 onwards. This will facilitate to assess the impact of present and future active safety measures. A new system to analyse causation factors of traffic accidents, called ACASS, was implemented in GIDAS in the year 2008. The whole process of data handling was optimised. Since 2005 the on-scene data acquisition is completely conducted with mobile tablet PCs. Comprehensive plausibility checks assure a high data quality. Multi-language codebooks are automatically generated from the database structure itself and interfaces ensure the connection to various database management systems. Members of the consortium can download database and codebook, and synchronize half a terabyte of photographic documentation through a secured online access. With the introduction of the AIS 2005 in the year 2006, some medical categorizations have been revised. To ensure the correct assignment of AIS codes to specific injuries an application based on a diagnostic dictionary was developed. Furthermore a coding tool for the AO classification was introduced. All these enhancements enable GIDAS to be up to date for future research questions. The full text of this paper may be found at: http://www-nrd.nhtsa.dot.gov/pdf/esv/esv21/09-0282.pdf For the covering abstract see ITRD E145407. KW - Accident KW - Conference KW - Conferences KW - Crash severity KW - Crashes KW - Data acquisition KW - Data collection KW - Database KW - Germany KW - Germany KW - Severity (accid, injury) UR - https://trid.trb.org/view/1099827 ER - TY - SER AN - 01336251 JO - PROCEEDINGS OF THE 21ST (ESV) INTERNATIONAL TECHNICAL CONFERENCE ON THE ENHANCED SAFETY OF VEHICLES, HELD JUNE 2009, STUTTGART, GERMANY PB - National Highway Traffic Safety Administration AU - LARSSON, P AU - OPPERUD, A AU - FREDRIKSSON, K AU - VAESTFJAELL, D TI - Emotional and Behavioural Response to Auditory Icons and Earcons in Driver-Vehicle Interfaces PY - 2009 AB - Adequately designed, auditory displays in Driver- Vehicle Interfaces (DVIs) may give shorter reaction times, improved attention direction, and an increased quality impression. It is suggested that emotional reactions may guide the design of such auditory displays since emotion is central in our everyday life and has strong consequences for behavior and information processing. A simulator study with 30 participants (20 of which were professional drivers) was conducted to investigate the connection between emotional and behavioral responses to auditory DVIs as well as to evaluate various sound design parameters in realistic driving situations. Auditory icons were contrasted to abstract earcon sounds in more or less imminent collision scenarios and 3D sounds were tested against monophonic sounds in different lane change scenarios. Self-report measures (Self-Assessment Manikins, SAM) and physiological measures (Galvanic Skin Response, GSR and facial Electromyogram, EMG) of emotional response as well as behavioral measures (e.g. brake response time) were used. It was found that auditory icons were more efficient and gave up to 600ms faster brake response times than abstract sounds in imminent collision scenarios and that 3D sound gave a stronger emotional response in lane change scenarios. Moreover, the results show that emotion can predict behavior, e.g. sounds rated as being more activating and negative also gave quicker response times. Contrary to expectations however, the findings from the SAM ratings were not reflected in the physiological measurements. An explanation to this may be that the scenario itself caused a dominant stress reaction which overrode the physiological response to the warning sounds. Our findings nonetheless strengthen the importance of auditory displays as a means to enhance vehicle safety, and that emotions may be an efficient way of predicting behavioral response to auditory DVIs. Measurements of emotion may therefore facilitate the process of designing auditory DVIs. The full text of this paper may be found at: http://www-nrd.nhtsa.dot.gov/pdf/esv/esv21/09-0104.pdf For the covering abstract see ITRD E145407. KW - Conference KW - Conferences KW - Driver KW - Drivers KW - Driving KW - Driving (veh) KW - Driving simulators KW - Interface KW - Interfaces KW - Simulator (driving) KW - Traffic lane KW - Traffic lanes UR - https://trid.trb.org/view/1099862 ER - TY - SER AN - 01336242 JO - PROCEEDINGS OF THE 21ST (ESV) INTERNATIONAL TECHNICAL CONFERENCE ON THE ENHANCED SAFETY OF VEHICLES, HELD JUNE 2009, STUTTGART, GERMANY PB - National Highway Traffic Safety Administration AU - PIPKORN, B AU - KULLGREN, A TI - Effects of Active Structures on Injuries in Medium Severity Frontal Impacts PY - 2009 AB - An evaluation of the influence of crash pulse shape on the risk to sustain injuries in medium severity frontal collisions was carried out by reconstructing a number of real world accidents using mathematical simulations. Ten crashes with restrained occupants, recorded crash pulses and known injury outcomes were selected for reconstruction. The crashes were selected from the Folksam accident database. Delta-V and mean acceleration were derived from the recorded crash pulses. The injury outcome was collected from hospital records and questionnaires and coded according to the 2005 version of AIS. Only restrained occupants were included. Computer simulations using a mathematical model of the 50th percentile Hybrid III dummy were used to evaluate the influence of the crash pulse on the loading of the occupants. The restraint system was a state of the art system with a driver side airbag and a belt system equipped with a pretensioner and a load limiter. Simulations were carried out in which the crash pulse shape was varied according to what can be achieved with the frontal longitudinal beam in which the crush force can be varied. Injury reducing benefits for the occupants were achieved by varying the crash pulse shape in medium severity impacts. The principal technical solution to vary the crash pulse is to pressurize the frontal longitudinal beams in the frontal structure prior to impact. In low and medium-speed impacts, the beams are not pressurized to use the available crush distance of the vehicle front. In high-speed impacts, the beams are pressurized to increase the force level of the beam and use the available crush distance of the vehicle front efficiently. The full text of this paper may be found at: http://www-nrd.nhtsa.dot.gov/pdf/esv/esv21/09-0380.pdf For the covering abstract see ITRD E145407. KW - Conference KW - Conferences KW - Injuries KW - Injury KW - Manual safety belts KW - Mathematical model KW - Mathematical models KW - Passive restraint systems KW - Passive safety system KW - Safety belt KW - Vehicle occupant KW - Vehicle occupants UR - https://trid.trb.org/view/1099853 ER - TY - SER AN - 01336241 JO - PROCEEDINGS OF THE 21ST (ESV) INTERNATIONAL TECHNICAL CONFERENCE ON THE ENHANCED SAFETY OF VEHICLES, HELD JUNE 2009, STUTTGART, GERMANY PB - National Highway Traffic Safety Administration AU - GUELER, M A AU - ATAHAN, A O AU - BAYRAM, B TI - Effectiveness of Passenger Seat Belt Usage on the Rollover Crashworthiness of an Intercity Coach PY - 2009 AB - Safety of vehicle occupants is jeopardized during rollover accidents when necessary safety measures are not taken. Structural adequacy and protection of occupants are the two significant measures that can be implemented to minimize occupant injury risk during vehicular rollover events. The aim of this paper is to evaluate the structural resistance and passenger injury risks and compare the effectiveness of safety belt usage in occupant during a simulated rollover event of a 13 meter long TEMSA bus. A total of eight occupants were placed at the structurally weakest locations of the bus. Three different occupant protection cases were considered: no safety belt, a two-point safety belt and a three-point safety belt. A standard rollover procedure was simulated using non-linear finite element code LSDYNA. Head injury criteria and neck forces were calculated and compared to evaluate the effectiveness of seat belt usage on occupant protection. Simulation results clearly illustrated that when occupants had no seat belt protection they suffered serious risk of injuries. Moreover, two and three point safety belts provided somewhat similar protection levels for most of the occupants. Based on the findings, use of two point safety belt in all of the seats of the TEMSA busses was recommended. The full text of this paper may be found at: http://www-nrd.nhtsa.dot.gov/pdf/esv/esv21/09-0205.pdf For the covering abstract see ITRD E145407. KW - Bus KW - Buses KW - Conference KW - Conferences KW - Hazards KW - Injuries KW - Injury KW - Manual safety belts KW - Overturning KW - Overturning (veh) KW - Risk KW - Safety belt KW - Simulation KW - Simulation KW - Use KW - Use UR - https://trid.trb.org/view/1099852 ER - TY - SER AN - 01336240 JO - PROCEEDINGS OF THE 21ST (ESV) INTERNATIONAL TECHNICAL CONFERENCE ON THE ENHANCED SAFETY OF VEHICLES, HELD JUNE 2009, STUTTGART, GERMANY PB - National Highway Traffic Safety Administration AU - ROLL, G AU - HOFFMAN, O AU - KOENIG, J TI - Effectiveness Evaluation of Antilock Braking Systems (ABS) for Motorcycles in Real-World Accident Scenarios PY - 2009 AB - Although motorcycle ABS is meanwhile well established on the public market, detailed investigations about the relationship between crash scenarios and the effectiveness of motorcycle-ABS are rare. Within the EC-funded SIM Project (Safety In Motion) a detailed analysis of different accident scenarios with PTWs (Powered Two Wheelers) has been performed, using the DEKRA PTW-database. The basis of this data pool is the accumulation of written expert opinions containing the accident analyses that are drawn up by skilled forensic experts throughout Germany. From this database containing 350 real-world accidents, 51 cases have been selected by imposing a reaction demand and a following braking of the motorcycle rider in order to evaluate the benefit of advanced brake control systems. The following parameters have been extracted for the evaluation: Collision speed and initial speed; Distance of falling location to collision point; Braking distance; Median braking deceleration; Starting point of breaking; Reaction point/demand; Kind of reaction; Road surface; and Weather. With this information several real accident scenarios without ABS were analysed under the condition that an ABS system would have been installed on the motorbike. With such an approach the difference in the accident consequences with and without ABS can be observed. In addition a variation in the ABS control has been accomplished by considering different brake control systems developed by CONTI, like partial and full integral brake systems as well as systems with advanced driver-assistance functions (ADAS). As a result, a tremendous reduction in the accident consequences can be shown, for example up to 50% of the selected accidents could have been avoided by a simple 2 channel ABS. The full text of this paper may be found at: http://www-nrd.nhtsa.dot.gov/pdf/esv/esv21/09-0254.pdf For the covering abstract see ITRD E145407. KW - Accident KW - Anti locking device KW - Antilock brake systems KW - Braking KW - Braking KW - Collision KW - Conference KW - Conferences KW - Crashes KW - Prevention KW - Prevention UR - https://trid.trb.org/view/1099851 ER - TY - SER AN - 01336235 JO - PROCEEDINGS OF THE 21ST (ESV) INTERNATIONAL TECHNICAL CONFERENCE ON THE ENHANCED SAFETY OF VEHICLES, HELD JUNE 2009, STUTTGART, GERMANY PB - National Highway Traffic Safety Administration AU - SONI, A AU - CHAWALA, A AU - MUKHERJEE, S AU - MALHORTA, R TI - Effect of Muscle Contraction in Low Speed Car-Pedestrian Impact - Simulations for Walking Posture PY - 2009 AB - This study investigates the effect of muscle contraction on lower extremity injuries in low speed car-pedestrian lateral impacts for a walking pedestrian. The full body model, PMALE, which was configured in symmetric standing posture, has been repositioned in the walking posture. FE simulations have then been performed for its impact with the front structures of a car. Two impact configurations, i.e. impact on the right and on the left leg have been simulated. Two preimpact conditions, that of a symmetrically standing pedestrian, representing a cadaver and an unaware pedestrian have been simulated for both the impact configurations. Stretch based reflex action was modeled for the unaware pedestrian. It is concluded that (1) with muscle contraction, risk of ligament failure decreases whereas risk of bone fracture increases (2) in lateral impacts, MCL could be considered as the most vulnerable and LCL as the safest ligament and (3) for a walking pedestrian, PCL would be at a higher risk in case of impact on rear leg whereas, in case of impact on front leg, ACL would fail. The full text of this paper may be found at: http://www-nrd.nhtsa.dot.gov/pdf/esv/esv21/09-0366.pdf For the covering abstract see ITRD E145407. KW - Collision KW - Conference KW - Conferences KW - Crashes KW - Finite element method KW - Finite element method KW - Knee KW - Knee (human) KW - Muscle KW - Muscles KW - Simulation KW - Simulation KW - Walking KW - Walking UR - https://trid.trb.org/view/1099846 ER - TY - SER AN - 01336230 JO - PROCEEDINGS OF THE 21ST (ESV) INTERNATIONAL TECHNICAL CONFERENCE ON THE ENHANCED SAFETY OF VEHICLES, HELD JUNE 2009, STUTTGART, GERMANY PB - National Highway Traffic Safety Administration AU - WEEKES, A AU - AVERY, M AU - FRAMPTON, R AU - THOMAS, P TI - ESC Standard Fitment and Failure to Protect Young Drivers PY - 2009 AB - The objective of the paper is to estimate UK fleet penetration of stability controlled vehicles, and casualty reduction, particularly for younger drivers. Two models (timeline 2003-2030) were developed for predicting UK fleet ESC penetration, one for Availability of ESC, and one for new car Registrations with ESC. Availability of standard ESC fitment increased from 40-53% from 2006- 2008, whilst new car registrations increased from 20-56% from 2003-2008. EC regulation requires ESC new car penetration by 2014, and the models were modified to reflect this requirement. The models therefore project complete standard fitment in new cars by 2014, and full car stock penetration by 2021. The projections also reveal that another 3 million more new cars purchased without ESC in the interim from 2009 before ESC becomes mandatory in 2014, and these cannot be retrofitted with ESC representing a missed opportunity for casualty reduction. ESC casualty reduction was calculated using recent effectiveness values from UK studies based on a case control method and induced exposure. With full fleet penetration in 2021 ESC is projected to prevent 9,587 casualties annually including 382 fatalities, with £764 million savings (compared to no ESC). ESC effectiveness estimates reveal that ESC could be effective in reducing 14% of injury crashes for young drivers. These young drivers commonly drive small used cars with ESC rarely fitted. Since full fleet penetration could take 12 years, faster ESC introduction into smaller cars is needed for casualty reduction amongst younger drivers who represent 30% serious injuries & fatalities. Providing ESC on smaller cars so that younger drivers are protected equates to savings of £227 million and 2,844 casualties annually. The full text of this paper may be found at: http://www-nrd.nhtsa.dot.gov/pdf/esv/esv21/09-0278.pdf For the covering abstract see ITRD E145407. KW - Conference KW - Conferences KW - Decrease KW - Decreases KW - Driver KW - Drivers KW - Electronic stability program KW - Fatalities KW - Fatality KW - Mathematical model KW - Mathematical models KW - Recently qualified driver KW - Recently qualified drivers KW - Stability KW - Stability (Mechanics) KW - Traction control KW - United kingdom KW - United Kingdom UR - https://trid.trb.org/view/1099841 ER - TY - SER AN - 01336227 JO - PROCEEDINGS OF THE 21ST (ESV) INTERNATIONAL TECHNICAL CONFERENCE ON THE ENHANCED SAFETY OF VEHICLES, HELD JUNE 2009, STUTTGART, GERMANY PB - National Highway Traffic Safety Administration AU - LOUDEN, A E TI - Dynamic Side Impact Testing with the 50th Percentile Male WorldSID Compared to the Es-2Re PY - 2009 AB - The agency released the final rule for Federal Motor Vehicle Safety Standard (FMVSS) No. 214 "Side Impact Protection" in September 2007, which put in place upgrades that involve moving deformable barrier (MDB)-to-vehicle and vehicle-to-pole crash tests with a 50th percentile adult male, the EuroSID 2re (ES-2re) and a 5th percentile adult female, the SID-IIs dummy. Recently, the National Highway Traffic Safety Administration (NHTSA) began evaluating the 50th percentile male WorldSID in these types of crashes using the same fleet vehicles. This paper includes an evaluation of the dummy's durability in crash testing and gives a comparison of the test results with those of the ES-2re dummy. The two dummies have different anthropometries and seating procedures which affect the final results. In general, the WorldSID produced more elevated responses than the ES-2re dummy for both test modes. The full text of this paper may be found at: http://www-nrd.nhtsa.dot.gov/pdf/esv/esv21/09-0296.pdf For the covering abstract see ITRD E145407. KW - Adult KW - Adults KW - Anthropometric dummy KW - Anthropometry KW - Conference KW - Conferences KW - Crash cushions KW - Deformable barrier (impact test) KW - Dummies KW - Females KW - Human beings KW - Impact tests KW - Man KW - Woman UR - https://trid.trb.org/view/1099838 ER - TY - SER AN - 01336226 JO - PROCEEDINGS OF THE 21ST (ESV) INTERNATIONAL TECHNICAL CONFERENCE ON THE ENHANCED SAFETY OF VEHICLES, HELD JUNE 2009, STUTTGART, GERMANY PB - National Highway Traffic Safety Administration AU - ROBERTS, A TI - Dynamic Analysis of Side-By-Side Utility and Recreational Vehicles PY - 2009 AB - Over recent years, there has been seen an increasing popularity of side-by-side utility and recreational vehicles (also referred to as UTVs and ROVs), which resemble road-going passenger vehicles more so than typical ATVs due to bench/bucket seats, safety belts, steering wheels, etc. Some of these perceived safety advances over standard ATVs are reasons for their increased popularity. Therefore, it is important to begin using basic passenger car vehicle dynamics knowledge and testing techniques to enhance the safety of these vehicles by making them perform more like road-going vehicles in terms of both directional stability and rollover resistance. Recent research by The Engineering Institute has resulted in a quantification of the performance aspects of a typical side-by-side using standard automobile tests such as SAE J266, ISO Avoidance Maneuvers, J-turns, and a slalom course. Simple vehicle modifications were also performed that dramatically improved the performance of the vehicle through the same maneuvers. The results of both the testing on the standard and modified vehicle are presented. Conclusions detailing the effectiveness of using basic passenger car vehicle dynamics principles at drastically improving the safety of side-by-sides are made. The full text of this paper may be found at: http://www-nrd.nhtsa.dot.gov/pdf/esv/esv21/09-0260.pdf For the covering abstract see ITRD E145407. KW - Conference KW - Conferences KW - Four wheel drive KW - Four wheel drive KW - Modification KW - Modifications KW - Safety KW - Safety KW - Sport utility vehicle KW - Sport utility vehicles KW - Stability KW - Stability (Mechanics) KW - Vehicle KW - Vehicles UR - https://trid.trb.org/view/1099837 ER - TY - SER AN - 01336221 JO - PROCEEDINGS OF THE 21ST (ESV) INTERNATIONAL TECHNICAL CONFERENCE ON THE ENHANCED SAFETY OF VEHICLES, HELD JUNE 2009, STUTTGART, GERMANY PB - National Highway Traffic Safety Administration AU - LEI, S AU - WELKE, S AU - ROETTING, M TI - Driver's Mental Workload Assessment Using EEG Data in a Dual Task Paradigm PY - 2009 AB - The integration of physiological monitoring into the human-machine interface holds great promise both for real-time assessment of operator status and for providing a mean to allocate tasks between machines and humans based on the operator status. Our group, aiming to provide a new human-machine interface to improve traffic safety using brain signals, has conducted a number of researches for the driver states monitoring based on EEG data in recent years. This article presents our study for the representation of mental workload using EEG data. A simulated driving task - the Lane Change Task (LCT), combined with a secondary auditory task - the Paced Auditory Addition Serial Task (PASAT), was adopted to simulate the situation of in-vehicle conversations. Participants were requested to perform the lane change task under three task conditions - primary LCT, LCT with a slow PASAT and LCT with a fast PASAT. The EEG recordings combined with performance data from LCT and PASAT provided plenty information for comprehensive understanding of driver's workload. The analysis of event-related potentials (ERP) revealed that LCT evoked cognitive responses, such as P2, N2, P3b, CNV, and the amplitudes of P3b decreased with the task load. A crucial benefit of these findings is that the increase or decrease of amplitudes of ERP components can be directly used for representing driver's mental workload. The full text of this paper may be found at: http://www-nrd.nhtsa.dot.gov/pdf/esv/esv21/09-0250.pdf For the covering abstract see ITRD E145407. KW - Brain KW - Brain KW - Conference KW - Conferences KW - Driver KW - Drivers KW - Electrocardiography KW - Electrocardiography KW - Signal KW - Signals KW - Stress (psychol) KW - Stress (Psychology) UR - https://trid.trb.org/view/1099832 ER - TY - SER AN - 01336220 JO - PROCEEDINGS OF THE 21ST (ESV) INTERNATIONAL TECHNICAL CONFERENCE ON THE ENHANCED SAFETY OF VEHICLES, HELD JUNE 2009, STUTTGART, GERMANY PB - National Highway Traffic Safety Administration AU - BOYRAZ, P AU - SATHYANARAYANA, A AU - HANSEN, J L TI - Driver Behavior Modeling Using Hybrid Dynamic Systems for 'Driver-Aware' Active Vehicle Safety PY - 2009 AB - Modern safety systems are transforming vehicles from human-controlled passive devices into human-centric intelligent/ active systems. There is a wide range of systems from fully autonomous vehicles to human-augmented control devices which have emerged in this field. In current trends, co-operative active systems that have the driver in the decision and control processes are favoured for their 'human-centric' approach. However, these systems pose a challenge in the design process since obtaining reliable human behavior models are difficult due to the complex nature of driving task in a dynamic traffic environment. From a control theory perspective, driving can be seen as a combination of continuous control segments combined with a discrete decision process. In this study, we will model driver behavior utilizing Hybrid Dynamic Systems (HDS) combining stochastic modeling tools (such as Hidden Markov Models) with control theoretic models. A subset of CAN-Bus and video channels from a demographically balanced UTDrive Corpus containing video (2 channels: driver and road scene), audio, and CAN-Bus signals of realistic driving sessions for 77 drivers are used to verify HDS models of lateral and longitudinal control behaviour. The model is used to suggest a 'driver-aware' active safety system capable of assisting the driver in several lateral control tasks; lane-keeping, curve-negotiation and lane changing. The full text of this paper may be found at: http://www-nrd.nhtsa.dot.gov/pdf/esv/esv21/09-0200.pdf For the covering abstract see ITRD E145407. KW - Active safety system KW - Active safety systems KW - Advanced vehicle control systems KW - Behavior KW - Behaviour KW - Conference KW - Conferences KW - Control KW - Control KW - Evaluation KW - Evaluation (assessment) KW - Intelligent transport system KW - Intelligent transportation systems KW - Vehicle safety UR - https://trid.trb.org/view/1099831 ER - TY - SER AN - 01336219 JO - PROCEEDINGS OF THE 21ST (ESV) INTERNATIONAL TECHNICAL CONFERENCE ON THE ENHANCED SAFETY OF VEHICLES, HELD JUNE 2009, STUTTGART, GERMANY PB - National Highway Traffic Safety Administration AU - FERGUSON, S A AU - TRAUBE, E AU - ZAOUK, A AU - STRASSBURGER, R TI - Driver Alcohol Detection System for Safety (DADSS) - A Non-Regulatory Approach in the Development and Deployment of Vehicle Safety Technology to Reduce Drunk Driving PY - 2009 AB - While government regulations play an important role in ensuring vehicle safety, voluntary approaches to the design and implementation of vehicle safety systems are increasing in importance as vehicle manufacturers deploy safety systems well in advance of, and even in the absence of, government regulations requiring them. This paper provides an overview of regulatory and non-regulatory approaches to vehicle technology development and deployment, and will describe a new, innovative public private partnership underway to develop an in-vehicle alcohol detection system. In response to concerns about limited progress in reducing alcohol-impaired driving in the United States during the last decade, attention is focusing on technological approaches to the problem. One strategy includes efforts to increase the application of current breath alcohol ignition interlocks on the vehicles of Driving While Intoxicated (DWI) offenders. However, in recognition that many alcohol-impaired drivers have not been convicted of DWI, an effort is underway to develop advanced in-vehicle technologies that could be fitted in all vehicles to measure driver blood alcohol concentration non-invasively. The Automotive Coalition for Traffic Safety (ACTS, a group funded by vehicle manufacturers) and the National Highway Traffic Safety Administration (NHTSA) have commenced a 5- year cooperative agreement entitled Driver Alcohol Detection System for Safety (DADSS) to explore the feasibility of, and the public policy challenges associated with, widespread use of in-vehicle alcohol detection technology to prevent alcohol-impaired driving. This paper will outline the approach being taken, and the significant challenges to overcome. The full text of this paper may be found at: http://www-nrd.nhtsa.dot.gov/pdf/esv/esv21/09-0464.pdf For the covering abstract see ITRD E145407. KW - Blood alcohol content KW - Blood alcohol levels KW - Conference KW - Conferences KW - Detection KW - Detection and identification KW - Drunkenness KW - Evaluation KW - Evaluation (assessment) KW - Intelligent transport system KW - Intelligent transportation systems KW - Interior (veh) KW - Intoxication KW - Technology KW - Technology KW - Vehicle compartments KW - Vehicle interiors UR - https://trid.trb.org/view/1099830 ER - TY - SER AN - 01336217 JO - PROCEEDINGS OF THE 21ST (ESV) INTERNATIONAL TECHNICAL CONFERENCE ON THE ENHANCED SAFETY OF VEHICLES, HELD JUNE 2009, STUTTGART, GERMANY PB - National Highway Traffic Safety Administration AU - INOMATA, Y AU - IWAI, N AU - MAEDA, Y AU - KOBAYASHI, S AU - OKUYAMA, H AU - TAKAHASHI, N TI - Development of the Pop-Up Engine Hood for Pedestrian Head Protection PY - 2009 AB - The "Pop-up Engine Hood" helps makes it possible for automobile designers to help reduce head injury during pedestrian impact while maintaining streamlined hood design. Some countries have adopted pedestrian protection regulation and there is an on-going discussion in the United Nations WP29 about Global Technical Regulations (GTR) and there is a possibility such regulations may be enhanced in the future. Many car manufacturers have been planning to improve pedestrian safety by various technical applications. In general, pedestrian head protection is achieved by creating space between the hood (which is deformable) and the engine component (which is not). However, this concept is difficult to apply to some vehicles, especially low engine hood vehicles, such as coupes and sport cars. The "Pop-up Engine Hood System" which has recently been used in mass production vehicles in Japan may help with this issue. The system and its key technologies are outlined including: effectiveness of injury reduction mechanism (evaluated using CAE analysis and tests) when a pedestrian contacts directly above or near the actuator, which lifts up the hood; a technique to help reduce the dispersion of head injury due to hood vibration during the hood raising process; and human kinematics during system operation evaluated by using Polar-II dummy (currently available as a pedestrian full scale dummy), and human body FE model. The full text of this paper may be found at: http://www-nrd.nhtsa.dot.gov/pdf/esv/esv21/09-0067.pdf For the covering abstract see ITRD E145407. KW - Bonnet (car) KW - Conference KW - Conferences KW - Head KW - Head KW - Hoods KW - Injuries KW - Injury KW - Japan KW - Japan KW - Pedestrian KW - Pedestrians UR - https://trid.trb.org/view/1099828 ER - TY - SER AN - 01336210 JO - PROCEEDINGS OF THE 21ST (ESV) INTERNATIONAL TECHNICAL CONFERENCE ON THE ENHANCED SAFETY OF VEHICLES, HELD JUNE 2009, STUTTGART, GERMANY PB - National Highway Traffic Safety Administration AU - AWANO, M AU - NISHIMURA, I AU - HAYASHI, S TI - Development of a New Flex-PLI LS-DYNA Model and Investigations of Injury from Vehicle Impact PY - 2009 AB - A new flexible pedestrian legform impactor (Flex-PLI) has been developed by Japan Automobile Manufacturers Association, Inc. (JAMA) and Japan Automobile Research Institute (JARI). The new Flex-PLI has good biofidelity as well as several knee ligament elongation measurement capabilities, three femur and four tibia bending moment measurement capabilities. For these reasons Flex-PLI is likely to be adopted for the future pedestrian Global Technical Regulation. This presentation introduces a finite element model of the Flex-PLI for LS-DYNA and presents a CAE (Computer Aided Engineering) study that investigates Flex-PLI kinematic behaviour caused by impact with a vehicle. The new Flex-PLI LS-DYNA model was carefully created to ensure that every important detail was included. Geometries, masses and material properties of all parts were reproduced from drawings and inspection of the real components. Connectivity and component interaction within the model were determined by thorough experiments. Accurate prediction of injury indices and kinematic behaviour was achieved by correlation to JARI's static and dynamic calibration tests. A fine mesh was used while reasonable calculation cost assured by imposing an analysis time step of 0.9 micro seconds. In this report, investigations by computer simulation of Flex-PLI deformation behaviour mechanisms during vehicle impact are presented. The full text of this paper may be found at: http://www-nrd.nhtsa.dot.gov/pdf/esv/esv21/09-0088.pdf For the covering abstract see ITRD E145407. KW - Conference KW - Conferences KW - Finite element method KW - Finite element method KW - Knee KW - Knee (human) KW - Leg KW - Leg (human) KW - Mathematical model KW - Mathematical models KW - Pedestrian KW - Pedestrians UR - https://trid.trb.org/view/1099821 ER - TY - SER AN - 01336209 JO - PROCEEDINGS OF THE 21ST (ESV) INTERNATIONAL TECHNICAL CONFERENCE ON THE ENHANCED SAFETY OF VEHICLES, HELD JUNE 2009, STUTTGART, GERMANY PB - National Highway Traffic Safety Administration AU - FRAGA, F AU - VAN ROOIJ, L AU - HAPPEE, R AU - WISMANS, J AU - SYMEONIDIS, I AU - PELDSHUS, S TI - Development of a Motorcycle Rider Model with Focus on Head and Neck Biofidelity, Recurring to Line Element Muscle Models and Feedback Control PY - 2009 AB - Despite continuing improvements in vehicle safety, motorcyclist casualties are estimated between 13% and 17% of road fatalities. Looking at the last two ESV conferences for a tentative measure of the research effort that is geared towards motorcycle safety, oral/written papers referring to two-wheelers averaged 6%/3% of each group. This tendency is also identifiable in the clearly lagging development of experimental techniques and computational models for the study of crash scenarios involving PTWs. This status quo prompts further developments of PTW- specific design tools to stem from existing occupant (and pedestrian) tools, rather than already available motorcycle-specific solutions. This paper aims at filling some of that gap by proposing developments in computational models for motorcyclists alongside real-world trials. The paper concludes that a MADYMO human body model, equipped with PID-controlled neck muscles, reasonably maintains its biofidelic erect posture in sample scenarios, under the assumption that riders attempt to maintain their head upright. Preliminary results yield activation levels of up to 50 and 55% during severe (± 1,7G and 0,8G) longitudinal and lateral loading scenarios, respectively. Preliminary volunteer trials (N=8) were conducted to provide initial validation in the event of braking. Although not yet complete, the analysis suggests that the resulting head kinematics for an average aware volunteer is compatible with the simulated response. This development focuses R&D efforts on preventing injuries to the head-neck-complex, the body's most vulnerable region, by providing biofidelic postures and reactions to developers of personal protective equipment and advanced occupant/rider restraint systems. It also allows the evaluation of a motorcycle active safety system's impact on human response, which directly influences the consequences of the potential subsequent pre-crash or crash event. Finally, it represents a first step towards fully active human models, which will provide life-like pre-crash behaviour to e.g. OEMs, equipment and barrier manufacturers, and policy makers. The full text of this paper may be found at: http://www-nrd.nhtsa.dot.gov/pdf/esv/esv21/09-0244.pdf For the covering abstract see ITRD E145407. KW - Cervical vertebrae KW - Conference KW - Conferences KW - Head KW - Head KW - Mathematical model KW - Mathematical models KW - Motorcycle KW - Motorcycles KW - Safety KW - Safety KW - Vertebrae UR - https://trid.trb.org/view/1099820 ER - TY - SER AN - 01336208 JO - PROCEEDINGS OF THE 21ST (ESV) INTERNATIONAL TECHNICAL CONFERENCE ON THE ENHANCED SAFETY OF VEHICLES, HELD JUNE 2009, STUTTGART, GERMANY PB - National Highway Traffic Safety Administration AU - BELINGARDI, G AU - SCATTINA, A AU - GOBETTO, E TI - Development of a Hybrid Hood to Improve Pedestrian Safety in Case of Vehicle Impact PY - 2009 AB - In recent years car manufacturers when developing new car designs have paid great attention to two main aspects. On one hand there are the pollutant emissions and in particular the carbon dioxide emissions which are directly connected to the fuel consumption of cars, on the other hand there is the always increasing safety level required for the cars, with a particular attention to the safety of pedestrian and other vulnerable road users (VRU). The present paper reports some results of a recent research activity developed in this perspective and specifically devoted to the design of a bonnet for a middle/low segment car. A global overview on the different solutions which can be used to obtain a lightweight and pedestrian safe bonnet will be illustrated. The main part of the work deals with the design of a hybrid metal/plastic bonnet. All the aspects examined during the design of a new bonnet will be taken into consideration, starting from the technical performance and going through the manufacturing and economical aspects. Then some considerations on a bonnet with a peripheral frame solution will be presented. At the end, the study on a further concept of hybrid bonnet characterized by a particular wire design of the inner structure will be addressed. The full text of this paper may be found at: http://www-nrd.nhtsa.dot.gov/pdf/esv/esv21/09-0026.pdf For the covering abstract see ITRD E145407. KW - Bonnet (car) KW - Conference KW - Conferences KW - Design KW - Design (overall design) KW - Drivers KW - Hoods KW - Metal KW - Metals KW - Pedestrian KW - Pedestrians KW - Road user KW - Travelers UR - https://trid.trb.org/view/1099819 ER - TY - SER AN - 01336207 JO - PROCEEDINGS OF THE 21ST (ESV) INTERNATIONAL TECHNICAL CONFERENCE ON THE ENHANCED SAFETY OF VEHICLES, HELD JUNE 2009, STUTTGART, GERMANY PB - National Highway Traffic Safety Administration AU - EDWARDS, M TI - Development of a High Deceleration Full Width Frontal Impact Test for Europe PY - 2009 AB - To assess a vehicle's frontal impact crashworthiness an integrated set of test procedures is required that assesses both the car's self and partner (compatibility) protection. It has been recommended by the International Harmonisation of Research Activities (IHRA) frontal impact group that the set of test procedures should contain both full overlap and offset tests. Currently, in Europe only an offset test is used in regulation and consumer testing. In 2007, the European Enhanced Vehicle-safety Committee (EEVC) made a number of proposals for a set of test procedures, all of which contain full width and offset tests. This paper presents the work performed by the European Commission 6th framework APROSYS project to develop a full width test procedure for Europe. It also describes an initial cost benefit analysis for its introduction into the European regulatory regime. Accident analysis was performed using the UK CCIS and German GIDAS databases to help determine the test speed, what size dummies should be used and the relevance of including rear seated dummies in the test. A matrix of 12 full scale car crash tests was performed to determine the effect of including a deformable face, the effect of including rear seated occupants and to assess the test's repeatability and reproducibility. As all the tests were instrumented with a high resolution Load Cell Wall, the repeatability and reproducibility of proposed metrics to assess a car's compatibility were also assessed. The full text of this paper may be found at: http://www-nrd.nhtsa.dot.gov/pdf/esv/esv21/09-0105.pdf For the covering abstract see ITRD E145407. KW - Analysis (math) KW - Benefit cost analysis KW - Conference KW - Conferences KW - Cost benefit analysis KW - Frontal crashes KW - Head on collision KW - Impact test (veh) KW - Impact tests KW - Mathematical analysis KW - Reproducibility KW - Reproducibility KW - Specification (standard) KW - Standards UR - https://trid.trb.org/view/1099818 ER - TY - SER AN - 01336206 JO - PROCEEDINGS OF THE 21ST (ESV) INTERNATIONAL TECHNICAL CONFERENCE ON THE ENHANCED SAFETY OF VEHICLES, HELD JUNE 2009, STUTTGART, GERMANY PB - National Highway Traffic Safety Administration AU - MCCARTHY, M TI - Development of a Generic Assessment Methodology for Advanced Safety Systems PY - 2009 AB - Advanced safety systems which use pre-crash sensing information from the environment and/or the vehicle occupants have an "active response" which improve primary or secondary safety. Many systems are in development which use pre-crash sensing information as a decision input and it is widely predicted that the implementation of such safety systems, together with appropriate actuators and control algorithms, offer significant safety potential. Existing test methods evaluate the crash performance of a vehicle, but are unsuitable for the assessment of advanced safety systems because additional evaluations of the sensing performance and the effect of autonomous actions on the driver response are required. To meet this need, work package 1.3 of the European Advanced Protection Systems (APROSYS) project developed a generic methodology which was intended to define guidelines for development of a specific test programme. This paper presents the final generic methodology for advanced safety systems and details a 'test case' carried out to demonstrate the application of the methodology. The full text of this paper may be found at: http://www-nrd.nhtsa.dot.gov/pdf/esv/esv21/09-0286.pdf For the covering abstract see ITRD E145407. KW - Active safety system KW - Active safety systems KW - Advanced vehicle control systems KW - Calculation KW - Calculation KW - Conference KW - Conferences KW - Control KW - Control KW - Evaluation KW - Evaluation (assessment) KW - Method KW - Methodology KW - Sensor KW - Sensors KW - Vehicle safety UR - https://trid.trb.org/view/1099817 ER - TY - SER AN - 01336205 JO - PROCEEDINGS OF THE 21ST (ESV) INTERNATIONAL TECHNICAL CONFERENCE ON THE ENHANCED SAFETY OF VEHICLES, HELD JUNE 2009, STUTTGART, GERMANY PB - National Highway Traffic Safety Administration AU - KEMPER, A AU - DUMA, S TI - Development of Response Corridors for the Compressive Stiffness of the Male and Female Upper Arm in Lateral Loading PY - 2009 AB - The biofidelity of side impact ATDs is crucial in order to accurately predict injury of human occupants. Although the arm serves as a load path to the thorax, there are currently no biofidelity response requirements for the isolated arm. The purpose of the study was to characterize the compressive stiffness of male and female upper arms in lateral loading and to develop corresponding biofidelity stiffness corridors. This was accomplished by performing a series of pendulum tests on sixteen isolated upper arms, obtained from four male and four female cadavers, at impact velocities of approximately 2 m/s and 4 m/s. The upper arms were oriented vertically with the medial side placed against a rigid wall in order to simulate loading during a side impact automotive collision. The force versus deflection response data was normalized to that of a 50th percentile male or a 5th percentile female and then response corridors were developed. For both impact rates the cadaver arms exhibited a considerable amount of deflection under very low force, i.e. toe region, before the any substantial increase in force. The deflection at which the force began to increase substantially was found to be similar to the average difference in thickness between the initial and compressed volunteer arm thickness measurements for both the 5th percentile female and 50th percentile male. Although the response of the SID-IIs arm was similar in shape to that of the female cadaver arms for both impact rates, the SID-IIs arm did not exhibit a considerable toe region and therefore did not fall within the response corridors for the 5th percentile. The results of the current study could lead to an improvement in the overall biofidelity of side impact ATDs by providing valuable data necessary to validate the compressive response of ATD arm independent of the global response. The full text of this paper may be found at: http://www-nrd.nhtsa.dot.gov/pdf/esv/esv21/09-0506.pdf For the covering abstract see ITRD E145407. KW - Anthropometric dummy KW - Anthropometry KW - Arm KW - Arm (human) KW - Biomechanics KW - Biophysics KW - Cadaver KW - Cadavers KW - Conference KW - Conferences KW - Dummies KW - Injuries KW - Injury KW - Side crashes KW - Side impact KW - Simulation KW - Simulation UR - https://trid.trb.org/view/1099816 ER - TY - SER AN - 01336204 JO - PROCEEDINGS OF THE 21ST (ESV) INTERNATIONAL TECHNICAL CONFERENCE ON THE ENHANCED SAFETY OF VEHICLES, HELD JUNE 2009, STUTTGART, GERMANY PB - National Highway Traffic Safety Administration AU - SHIGETA, K AU - KITAGAWA, Y AU - YASUKI, T TI - Development of Next Generation Human Body FE Model Capable of Organ Injury Prediction PY - 2009 AB - Although internal organ injury in car crashes occurs at a relatively lower frequency compared to bone fracture, it tends to be ranked higher in terms of injury severity. A generalized injury risk can be assessed in car crash tests by evaluating abdominal force and viscous criterion (VC) using a crash test dummy, but the injury risk to each organ cannot be estimated with current dummies due to a lack of parts representing the internal organs. Recently, human body modeling research has been conducted introducing organ parts. It is still a challenge to simulate the impact behavior of organ parts and their injury, based on an understanding of the differences in structure and material properties among the organs. In this study, a next generation human body FE model has been developed to predict internal organ injury. The model represents the geometry of organ parts, their location in a living human body and their connections to surrounding tissues. The features of each organ part were taken into account in modeling, so that compressive material was assumed for hollow organs while incompressive material was applied to solid organs. Besides the major organ parts, other soft tissues such as membranes and fatty tissues were also incorporated in order to simulate relative motions among organs. The entire model was examined comparing its mechanical response to that in the literature. The study confirmed that the force-deformation response of the torso against anterior loading showed a good correlation with that of tested subjects. The full text of this paper may be found at: http://www-nrd.nhtsa.dot.gov/pdf/esv/esv21/09-0111.pdf For the covering abstract see ITRD E145407. KW - Anthropometry KW - Conference KW - Conferences KW - Crash severity KW - Finite element method KW - Finite element method KW - Human body KW - Injuries KW - Injury KW - Internal organs KW - Mathematical model KW - Mathematical models KW - Severity (accid, injury) KW - Viscera UR - https://trid.trb.org/view/1099815 ER - TY - SER AN - 01336203 JO - PROCEEDINGS OF THE 21ST (ESV) INTERNATIONAL TECHNICAL CONFERENCE ON THE ENHANCED SAFETY OF VEHICLES, HELD JUNE 2009, STUTTGART, GERMANY PB - National Highway Traffic Safety Administration AU - RUPP, J D AU - REED, M P AU - MILLER, C S AU - MADURA, N H AU - KLINICH, K D TI - Development of New Criteria for Assessing the Risk of KTH Injury in Frontal Impacts Using Hybrid III Femur Force Measurements PY - 2009 AB - Injury patterns in real-world frontal crashes and the forces predicted in computational simulations of knee impacts suggest that the risk of hip injury is higher than the risk of knee/distal femur injury in most frontal crashes that are similar in severity to those used in FMVSS 208 and NCAP. However, the knee-thigh-hip (KTH) injury criterion that is currently used with Hybrid III femur forces in FMVSS 208 and NCAP only assesses the risk of knee/distal femur injury. As a first step to developing new KTH injury assessment criteria that apply to hip and knee/distal femur injury, a one-dimensional lumped-parameter model of the Hybrid III ATD was developed and validated. Simulations were performed with this model and a previously validated lumped-parameter model of the cadaver to explore relationships between peak force at the Hybrid III femur load cell and peak force at the cadaver hip over the range of knee-loading conditions that occur in FMVSS 208 and NCAP crash tests. Results of these simulations indicate that there is not a singular relationship between peak Hybrid III femur force and peak force at the cadaver hip or at the knee/distal femur. Because of the complex relationship between femur force measured in the Hybrid III femur load cells and forces and injury risks in the human KTH, a new injury assessment criterion has been developed for the KTH that uses peak force and impulse calculated from force histories measured by the Hybrid III load cell to determine if the probability of KTH injury exceeds a specified value. The use of impulse allows the new injury assessment criterion to identify the high-rate, short duration loading conditions that are likely to produce knee/distal femur fractures and the slower loading rates and longer durations that are more likely to produce hip fracture/dislocation. The full text of this paper may be found at: http://www-nrd.nhtsa.dot.gov/pdf/esv/esv21/09-0306.pdf For the covering abstract see ITRD E145407. KW - Conference KW - Conferences KW - Crash severity KW - Dislocations KW - Fracture (bone) KW - Fractures (Anatomy) KW - Frontal crashes KW - Head on collision KW - Hip KW - Hip (human) KW - Knee KW - Knee (human) KW - Luxation KW - Severity (accid, injury) KW - Simulation KW - Simulation UR - https://trid.trb.org/view/1099814 ER - TY - SER AN - 01336202 JO - PROCEEDINGS OF THE 21ST (ESV) INTERNATIONAL TECHNICAL CONFERENCE ON THE ENHANCED SAFETY OF VEHICLES, HELD JUNE 2009, STUTTGART, GERMANY PB - National Highway Traffic Safety Administration AU - ADUMA, S AU - OOTA, K AU - NAGUMO, H AU - OKABE, T TI - Development of New Airbag for Rear Seat Occupants PY - 2009 AB - In addition to seatbelts, most vehicles today are fitted with airbags in the front seats as restraint devices for protecting occupants in frontal collisions. However, various constraints in the rear seats have prevented progress in adopting the same type of airbag system as that used in the front seats. Therefore, a new airbag system has been developed as a crash energy absorbing device to improve protection of the head and neck of rear-seat occupants. This new airbag system can be installed under the traditional constraints present in the rear seats. The full text of this paper may be found at: http://www-nrd.nhtsa.dot.gov/pdf/esv/esv21/09-0288.pdf For the covering abstract see ITRD E145407. KW - Air bag (restraint system) KW - Air bags KW - Cervical vertebrae KW - Conference KW - Conferences KW - Design KW - Design (overall design) KW - Frontal crashes KW - Head on collision KW - Injuries KW - Injury KW - Vertebrae UR - https://trid.trb.org/view/1099813 ER - TY - SER AN - 01336201 JO - PROCEEDINGS OF THE 21ST (ESV) INTERNATIONAL TECHNICAL CONFERENCE ON THE ENHANCED SAFETY OF VEHICLES, HELD JUNE 2009, STUTTGART, GERMANY PB - National Highway Traffic Safety Administration AU - FUJIWARA, T AU - SHIGETA, K TI - Development of Moving Deformable Barrier Reproducing Struck Car Deformation in Real-World Car-To-Car Side Impact Accidents in Europe and Japan PY - 2009 AB - The test procedures described in current European and Japanese side impact regulations and assessments involve striking a moving deformable barrier (MDB) into a stationary test vehicle. However, since many car-to-car side impact accidents in the real world occur when the struck vehicle is also moving, the force direction into the struck vehicle in the configurations described by these regulations and assessments differ from that in those actual accidents. Therefore, to simulate the force into a moving struck vehicle in the current test configuration, i.e., a perpendicular MDB side impact, it is necessary to integrate the stiffness characteristics of the front of the striking vehicle in a side impact accident where both vehicles are moving. Consequently, a crabbed frontal impact test that simulates the force direction into the striking vehicle in a moving car to moving car side impact test was considered as an evaluation method for the frontal stiffness characteristics. This crabbed frontal impact test was confirmed to be capable of measuring the stiffness characteristics of the front of the striking vehicle occurring in a moving car to moving car side impact. In addition, an MDB for simulating crabbed frontal impacts was developed based on the frontal stiffness characteristics obtained from the crabbed frontal impact test. It was confirmed that side impact tests using this MDB were capable of simulating the deformation and door moving velocity of the struck vehicle in a moving car to moving car side impact test. As a result, vehicle safety enhancements based on a side impact test method using this MDB are expected to contribute to the development of appropriate body structures and restraint devices for real-world accidents. The full text of this paper may be found at: http://www-nrd.nhtsa.dot.gov/pdf/esv/esv21/09-0021.pdf For the covering abstract see ITRD E145407. KW - Body (car) KW - Conference KW - Conferences KW - Crash cushions KW - Deformable barrier (impact test) KW - Design KW - Design (overall design) KW - Europe KW - Europe KW - Impact tests KW - Japan KW - Japan KW - Motor vehicle bodies KW - Passive restraint systems KW - Passive safety system KW - Side crashes KW - Side impact KW - Stiffness KW - Stiffness UR - https://trid.trb.org/view/1099812 ER - TY - SER AN - 01336200 JO - PROCEEDINGS OF THE 21ST (ESV) INTERNATIONAL TECHNICAL CONFERENCE ON THE ENHANCED SAFETY OF VEHICLES, HELD JUNE 2009, STUTTGART, GERMANY PB - National Highway Traffic Safety Administration AU - MIYAZAKI, H AU - KITAGAWA, Y AU - YASUKI, T AU - KUWAHARA, M AU - MATSUOKA, F TI - Development of Flexible Pedestrian Legform Impactor FE Model and Comparative Study with Leg Behavior of Human FE Model THUMS PY - 2009 AB - The current legform impactor in pedestrian safety tests uses a steel shaft connected to metal plates to represent the femur and tibia. It evaluates leg fracture risk based on tibia acceleration, and knee ligament rupture risk based on knee bending angle and shear displacement. However, the impactor does not generate the tibia deflection that occurs when a vehicle impacts a pedestrian. The new flexible pedestrian legform impactor (Flex-PLI) currently under development is designed to simulate the impact behavior of the human leg, reproducing tibia deflection with flexible shafts and representing the knee ligaments using wires. As a result, it can be used to help assess injury based on deformation by estimating the risk of tibia fracture from the bending moment of the tibia shaft and the risk of knee ligament rupture from the elongation of the wires. In this study, a finite element (FE) model of the Flex-PLI was developed to examine the impact test protocol for pedestrian leg injury assessment, comparing the impactor behavior and response with that of a whole human FE model. The Flex-PLI FE model was created by reverse engineering that reproduced the shape and mechanical properties of each part. The impact velocity of the impactor was set to 40 km/h based on accident data. An impact height of 75 mm above the ground has been proposed for the Flex-PLI in contrast to the current protocol, which specifies an impact height of 0 mm. The study compared results at the base impact height of 75 mm with those obtained at different heights. It also investigated the effect of adding mass to simulate the upper body of a pedestrian. Vehicle-to-pedestrian impact simulations were conducted with the Total Human Model for Safety (THUMS) to estimate the behavior and response of a human leg for comparison with the results from the impactor model. The bending moment of the tibia and the elongation of the knee ligament wires in an impact varied depending on the impact height and additional mass. Impactor behavior was closest to THUMS at a height of 0 mm, but a closer response to THUMS for bending moment and ligament elongation was obtained at 75 mm. It was also found that adding a mass of 6 kg to the upper end of the impactor in SUV impacts created a closer response to THUMS. The full text of this paper may be found at: http://www-nrd.nhtsa.dot.gov/pdf/esv/esv21/09-0112.pdf For the covering abstract see ITRD E145407. KW - Collision KW - Conference KW - Conferences KW - Crashes KW - Finite element method KW - Finite element method KW - Height KW - Height KW - Pedestrian KW - Pedestrians KW - Simulation KW - Simulation UR - https://trid.trb.org/view/1099811 ER - TY - SER AN - 01336198 JO - PROCEEDINGS OF THE 21ST (ESV) INTERNATIONAL TECHNICAL CONFERENCE ON THE ENHANCED SAFETY OF VEHICLES, HELD JUNE 2009, STUTTGART, GERMANY PB - National Highway Traffic Safety Administration AU - UNTAROIU, C AU - SHIN, J AU - CRANDALL, J AU - FREDRIKSSON, R AU - BOSTROM, O AU - TAKAHASHI, Y AU - AKIYAMA, A AU - OKAMOTO, M AU - KIKUCHI, Y TI - Development and Validation of Sedan Pedestrian Bucks Using Finite Element Simulations: Application in Study the Influence of Vehicle Automatic Braking on the Kinematics of the Pedestrian Involved in Vehicle Collisions PY - 2009 AB - Previous vehicle-to-pedestrian simulations and experiments using pedestrian dummies and cadavers have shown that factors such as vehicle shape, pedestrian anthropometry and pre-impact conditions influence pedestrian kinematics and injury mechanisms. Generic pedestrian bucks, that approximate the geometrical and stiffness properties of current vehicles, would be useful in studying the influence of vehicle front end structures on pedestrian kinematics and loading. This study explores the design of pedestrian bucks, intended to represent the basic vehicle front-end structures, consisting of five components: lower stiffener, bumper, hood leading edge and grille, hood and windshield. The deformable parts of the bucks were designed using types of currently manufactured materials, which allow manufacturing the bucks in the future. The geometry of pedestrian bucks was approximated based on the contour cross-sections of two sedan vehicles used in previous pedestrian dummy and cadaver tests. Other cross-sectional dimensions and the stiffness of the buck components were determined by parameter identification using FE simulations of each sedan vehicle. In the absence of a validated FE model of human, the FE model of the POLAR II pedestrian dummy was used to validate a mid-size sedan (MS) pedestrian buck. A good correlation of the pedestrian dummy kinematics and contact forces obtained in dummy - MS pedestrian buck with the corresponding data from dummy - MS vehicle simulation was achieved. A parametric study using the POLAR II FE model and different buck models: a MS buck and a large-size sedan (LS) buck were run to study the influence of an automatic braking system for reducing the pedestrian injuries. The vehicle braking conditions showed reductions in the relative velocity of the head to the vehicle and increases in the time of head impact and in the wrap-around-distances (WAD) to primary head contact. The head impact velocity showed greater sensitivity to the different buck shapes (e.g., LS buck vs. MS buck) than to the braking deceleration. The buck FE models developed in this study are expected to be used in sensitivity and optimization studies for development of new pedestrian protection systems. The full text of this paper may be found at: http://www-nrd.nhtsa.dot.gov/pdf/esv/esv21/09-0485.pdf For the covering abstract see ITRD E145407. KW - Anthropometric dummy KW - Anthropometry KW - Collision KW - Conference KW - Conferences KW - Crashes KW - Dummies KW - Finite element method KW - Finite element method KW - Pedestrian KW - Pedestrians KW - Simulation KW - Simulation KW - Vehicle KW - Vehicles UR - https://trid.trb.org/view/1099809 ER - TY - SER AN - 01336197 JO - PROCEEDINGS OF THE 21ST (ESV) INTERNATIONAL TECHNICAL CONFERENCE ON THE ENHANCED SAFETY OF VEHICLES, HELD JUNE 2009, STUTTGART, GERMANY PB - National Highway Traffic Safety Administration AU - WANG, Z J AU - YAO, C AU - JACUZZI, E AU - MARUDHAMUTHU, K TI - Development and Improvement of Q3s - a Three Year Old Child Side Impact Dummy PY - 2009 AB - The research of child restraint systems tested under side impact test conditions has been conducted extensively in the past few years. In May 2008 US Government and Industry meeting, US National Highway Traffic Safety Administration (NHTSA) presented a summary of the 3-year-old child side impact dummy evaluation result with some desired improvements, including the neck biofidelity and thorax rib cage durability. With further evaluation later at Ford, Transport Canada and NHTSA Vehicle Research and Test Center (VRTC), it was observed the hip ball popped out from the cup retainer during some of the tests. This paper summarizes the improvements that address these identified issues in the past year. The full text of this paper may be found at: http://www-nrd.nhtsa.dot.gov/pdf/esv/esv21/09-0358.pdf For the covering abstract see ITRD E145407. KW - Anthropometric dummy KW - Anthropometry KW - Child KW - Children KW - Conference KW - Conferences KW - Dummies KW - Durability KW - Durability KW - Improvement KW - Improvements KW - Passive restraint systems KW - Passive safety system KW - Thorax KW - Thorax UR - https://trid.trb.org/view/1099808 ER - TY - SER AN - 01336196 JO - PROCEEDINGS OF THE 21ST (ESV) INTERNATIONAL TECHNICAL CONFERENCE ON THE ENHANCED SAFETY OF VEHICLES, HELD JUNE 2009, STUTTGART, GERMANY PB - National Highway Traffic Safety Administration AU - KONOSU, A AU - ISSIKI, T AU - TAKAHASHI, Y AU - SUZUKI, H AU - BEEN, B AU - BURLEIGH, M TI - Development Of A Biofidelic Flexible Pedestrian Legform Impactor Type Gtr Prototype, Part 1: Development And Technical Evaluations PY - 2009 AB - Prototypes of the latest version of a biofidelic flexible pedestrian legform impactor (Flex-GTR-proto) were developed in November 2008. In this research several technical evaluations on the Flex-GTR-proto were conducted. As a result, fairly good repeatability and reproducibility of the Flex-GTR-proto, and comparability of the Flex-GTR-proto output under the symmetric right and left bumper corner impacts were observed (majorities of CV values are less than 3%). As for the comparability between the Flex-GT and Flex-GTR proto, some differences were observed between them. Most of the maximum value ratios of Flex-GTR-proto relative to the Flex-GT are less than 1.1. The difference between the Flex-GT and Flex-GTR-proto has a chance to affect the injury threshold values; therefore, a following research has been investigating the threshold values for the Flex-GTR-proto using the ratios of the Flex-GT and Flex-GTR outputs and/or using the correlations between the Flex-GTR-proto and human lower extremities outputs which can be obtained from a computer simulation analysis. The full text of this paper may be found at: http://www-nrd.nhtsa.dot.gov/pdf/esv/esv21/09-0145.pdf For the covering abstract see ITRD E145407. KW - Angle KW - Angles KW - Angularity KW - Anthropometric dummy KW - Anthropometry KW - Bumper KW - Bumpers KW - Conference KW - Conferences KW - Dummies KW - Impact tests KW - Impact tests KW - Injuries KW - Injury KW - Leg KW - Leg (human) KW - Prototype KW - Prototypes KW - Reproducibility KW - Reproducibility KW - Simulation KW - Simulation UR - https://trid.trb.org/view/1099807 ER - TY - SER AN - 01336195 JO - PROCEEDINGS OF THE 21ST (ESV) INTERNATIONAL TECHNICAL CONFERENCE ON THE ENHANCED SAFETY OF VEHICLES, HELD JUNE 2009, STUTTGART, GERMANY PB - National Highway Traffic Safety Administration AU - EIGEN, A M AU - NAJM, W G TI - Detailed Analysis of Target Crashes for Pre-Crash Sensing Applications PY - 2009 AB - Target pre-crash scenarios, crash modes, and occupant injury mechanisms are statistically described for crash imminent braking (CIB) and advanced restraint system (ARS) applications based on pre-crash sensing. Vehicle-object and vehicle-vehicle crashes are distinguished between single-impact and multiple-impact crashes. This analysis focuses on light vehicles of model year 1998 or higher that suffered frontal damage from the first most harmful event. An in-depth examination of candidate crash cases from target crashes was conducted to understand crash mechanisms and circumstances as well as occupant injury scenarios. Consideration was given to pre-crash conditions for CIB applications and to injury source for ARS applications. Results will be used in subsequent research to assess candidate CIB and ARS technologies, develop system functional requirements, devise test procedures, and estimate safety benefits. The full text of this paper may be found at: http://www-nrd.nhtsa.dot.gov/pdf/esv/esv21/09-0248.pdf For the covering abstract see ITRD E145407. KW - Biomechanics KW - Biophysics KW - Braking KW - Braking KW - Conference KW - Conferences KW - Crashes KW - Frontal crashes KW - Head on collision KW - Injuries KW - Injury KW - Multiple collision KW - Multiple vehicle crashes KW - Passive restraint systems KW - Passive safety system KW - Vehicle occupant KW - Vehicle occupants UR - https://trid.trb.org/view/1099806 ER - TY - SER AN - 01336194 JO - PROCEEDINGS OF THE 21ST (ESV) INTERNATIONAL TECHNICAL CONFERENCE ON THE ENHANCED SAFETY OF VEHICLES, HELD JUNE 2009, STUTTGART, GERMANY PB - National Highway Traffic Safety Administration AU - BORTENSCHLAGER, K AU - HARTILEB, M AU - KRAMBERGER, D AU - STAHLSCHMIDT, S TI - Detailed Analyses of BioRID-II Response Variations in Hardware and Simulation PY - 2009 AB - The BioRID-II rear impact dummy is used for assessing the level of protection of car seats against whiplash associated disorders (WAD) for many years. This level of protection is evaluated in consumer tests. For these tests comparatively low thresholds were introduced. Many questions which are related to injury criteria and their respective biomechanical tolerance levels remain unresolved. These low load ranges hold a claim against a high robustness of measuring devices used with respect to repeatability and reproducibility. However, especially the low load range and the low signals from the sensors show a certain variation. Therefore, a reliable assessment of the level of protection of car seats is difficult. The presented study is focused on the assessment of repeatability and reproducibility of the BioRID-II. A series of sled tests with eight individual BioRID-IIg dummies were conducted under well defined and controlled boundary conditions. The dummies were placed in four hard bucket seats to ensure stable test conditions and to avoid any variation generated by regular car seats. Variations caused by the seats and the seating procedures were minimized by testing every dummy in each seat. Particular attention was paid to very accurate test reruns to keep the test variations as small as possible. Dummy certification tests prior and after the test series were conducted to determine possible changes of the dummy performance induced by the test program. Finally, the study was completed by running simulations and parametric studies with the FAT BioRID-II FE-model. The objective of this computational investigation was the identification of potential causations for the variances particularly seen in the upper and lower neck responses. The full text of this paper may be found at: http://www-nrd.nhtsa.dot.gov/pdf/esv/esv21/09-0492.pdf For the covering abstract see ITRD E145407. KW - Anthropometric dummy KW - Anthropometry KW - Biomechanics KW - Biophysics KW - Conference KW - Conferences KW - Design KW - Design (overall design) KW - Dummies KW - Reproducibility KW - Reproducibility KW - Seat (veh) KW - Seats UR - https://trid.trb.org/view/1099805 ER - TY - SER AN - 01336189 JO - PROCEEDINGS OF THE 21ST (ESV) INTERNATIONAL TECHNICAL CONFERENCE ON THE ENHANCED SAFETY OF VEHICLES, HELD JUNE 2009, STUTTGART, GERMANY PB - National Highway Traffic Safety Administration AU - OZTURK, F AU - OZTURK, N AU - KAYA, N AU - KAREN, I TI - Design and Optimization Approaches to Provide a Frame for Designer in the Vehicle Development Phase with the Focus on Enhanced Safety PY - 2009 AB - The safety of a vehicle is today of great importance for the automotive industry. The light weight vehicle designs are to increase in worldwide over the next years with respect to environmental and road safety regulations to make surface transport safer and more effective. The vehicle design models are usually complex in nature and nonlinear in terms of computational issues. The design and optimization in the area of transport are usually challenging tasks due to the highly nonlinear behaviour of structural parts with respect to durability, crashworthiness and vehicle dynamics issues. The design optimization process is usually limited by the excessive costly computational requirements in case of nonlinear model simulations and with respect to the difficulties for efficient exploration of multi-objective design space in the area of vehicle safety research such as crashworthiness. Although some studies which are given in literature have been carried out to solve the safety problems such as crashworthiness, they have not been efficiently solved yet. Recently, significant research in the area of vehicle safety and light weight vehicles through simulation based optimization undertaken, and it is expected to continue further resulting in reductions in cost and time for new vehicle development process. The purpose of this paper is to explore design optimization approaches for development of light weight cars to satisfy safety needs for automotive structure and its components. In this paper, the shortcomings of traditional approaches, new design optimization approaches, stochastic and intelligent approaches that can be implemented to handle complex and nonlinear models are presented to provide a frame for designer in the vehicle development phase with the focus on enhanced safety for lightweight vehicles in the automotive industry. The full text of this paper may be found at: http://www-nrd.nhtsa.dot.gov/pdf/esv/esv21/09-0422.pdf For the covering abstract see ITRD E145407. KW - Collision KW - Conference KW - Conferences KW - Crashes KW - Deformation KW - Deformation KW - Design KW - Design (overall design) KW - Durability KW - Durability KW - Dynamics KW - Dynamics UR - https://trid.trb.org/view/1099800 ER - TY - SER AN - 01336188 JO - PROCEEDINGS OF THE 21ST (ESV) INTERNATIONAL TECHNICAL CONFERENCE ON THE ENHANCED SAFETY OF VEHICLES, HELD JUNE 2009, STUTTGART, GERMANY PB - National Highway Traffic Safety Administration AU - QI, L AU - XIA, Y AU - ZHOU, Q AU - WANG, J T TI - Design Analysis of a Sandwich Hood Structure for Pedestrian Protection PY - 2009 AB - Besides functioning as an engine compartment cover, the hood of modern vehicles can also help manage the impact energy of a pedestrian's head in a vehicle-pedestrian impact. However, a hood's ability to absorb impact energy may be impeded by the proximity of the hood to components packaged inside the engine compartment, i.e., by its underhood clearance. For example, for a given hood design, the hood's ability to absorb impact energy through deformation can be significantly reduced when the hood and engine block are in close proximity. Therefore, a large underhood clearance would be preferred for pedestrian protection. However, it could negatively affect driver visibility, as well as a vehicle's aerodynamics and aesthetic appeal. This paper presents a sandwich hood design that has a potential to improve the hood's ability to absorb the impact energy of a pedestrian's head with a relatively small underhood clearance. Using nonlinear finite element and the EEVC headform impactor models, a design analysis was conducted with an underhood clearance target of 60 mm and 75 mm for the child head impact area and the adult head impact area, respectively. A set of design parameters of the sandwich hood was optimized. The analysis shows that out of the 12 impact points covering the main hood area, about half of the impact points achieved Head Injury Criterion (HIC) values less than 800 and the others yielded HIC values between 800 and 1000. The full text of this paper may be found at: http://www-nrd.nhtsa.dot.gov/pdf/esv/esv21/09-0356.pdf For the covering abstract see ITRD E145407. KW - Absorption KW - Absorption KW - Bonnet (car) KW - Collision KW - Conference KW - Conferences KW - Crashes KW - Energy KW - Energy KW - Head KW - Head KW - Hoods KW - Injuries KW - Injury KW - Pedestrian KW - Pedestrians UR - https://trid.trb.org/view/1099799 ER - TY - SER AN - 01336187 JO - PROCEEDINGS OF THE 21ST (ESV) INTERNATIONAL TECHNICAL CONFERENCE ON THE ENHANCED SAFETY OF VEHICLES, HELD JUNE 2009, STUTTGART, GERMANY PB - National Highway Traffic Safety Administration AU - DIEZ, M AU - FERRER, J J AU - GARCIA, J AU - MARTIN, R AU - NEGRO, A TI - Demonstrator for Virtual Testing Procedure. Application to Pedestrian Adult Head Impacts PY - 2009 AB - The research activities presented in this paper were carried out within Sub-Project 7 of APROSYS (Advanced PROtection SYStems), a European Integrated Project implemented within the 6th Framework Programme which main objective is the development and introduction of critical technologies that improve passive safety for all European road users in all relevant accident types and accident severities. Furthermore, this IP aims to increase the level of competitiveness of the European industry by developing new safety technologies (safety is a proven selling point) and by developing design tools and evaluation methods that will increase the efficiency of the development process of the involved industries. SP7 (Virtual Testing) deals with the development of knowledge and tools to facilitate the design and evaluation of advanced crash protection systems by virtual testing (numerical simulation). Within SP7 a Virtual Testing (VT) demonstrator based on a combination of simulations and physical tests for pedestrian protection (head impact) was delivered. Where VT has proven to be predictive and where benefits in terms of increasing safety are expected. In a first approach, experimental adult head form impacts against bonnet structures were performed. Besides, a series of virtual tests with standard adult head form numerical model and numerical model of the test rig were performed. VT was performed with limited data (only initial conditions) from physical test and no validation results were provided to adjust the nominal simulation model. Finally, a study of experimental testing variation using stochastic models was performed. The effects of these variations were quantified using stochastic analysis. The full text of this paper may be found at: http://www-nrd.nhtsa.dot.gov/pdf/esv/esv21/09-0393.pdf For the covering abstract see ITRD E145407. KW - Conference KW - Conferences KW - Head KW - Head KW - Injuries KW - Injury KW - Mathematical model KW - Mathematical models KW - Pedestrian KW - Pedestrians KW - Shock KW - Shock (Mechanics) KW - Simulation KW - Simulation KW - Technology KW - Technology UR - https://trid.trb.org/view/1099798 ER - TY - SER AN - 01336180 JO - PROCEEDINGS OF THE 21ST (ESV) INTERNATIONAL TECHNICAL CONFERENCE ON THE ENHANCED SAFETY OF VEHICLES, HELD JUNE 2009, STUTTGART, GERMANY PB - National Highway Traffic Safety Administration AU - LIPOVAC, K AU - VUJANIC, M AU - NESIC, M TI - Data Acquisition and Analysis for Future Safety Enhancement Crush Vs Energy Relationship for Yugo GV - Case Study PY - 2009 AB - Due to extremely different vehicle structural performance it is required to individually analyze vehicle stiffness in any situation where accurate results of calculating crash speed are needed. From the beginnings of vehicle stiffness modelling, by Emori, Campbell or any of their successors, methods of establishing equations are constantly improved. Nowadays, it is well known that normalized crush energy (known as EAF-Energy of Approach Factor) vs deformation can be successfully approximated with linear relationship using results from NHTSA 30 m/h frontal crash test speed. For higher speeds, bi-linear appeared to be accurate enough in most cases. But, there are certain cases where different relationship could give better results. Some researchers showed that nonlinear relationships could be also successfully used. In this work, all known attempt from previous researchers where exercised on a YUGO GV vehicle. For this vehicle there are three NHTSA full frontal tests available. Using those results, it was concluded that, although bi-linear relationship could be successfully used, best performance was achieved by combined approximation. Linear up to speed of 30 m/h and quadratic above that speed. This approximation gives best results in upper register of speeds, thus it is useful for very deep crash deformations. Using computer for analysis eliminated complicated calculations, so establishing such relationships is facilitated. It is important to notice that this kind of approximation cannot be applied in situation where only one crash test point is known. So, field of application is very limited. The full text of this paper may be found at: http://www-nrd.nhtsa.dot.gov/pdf/esv/esv21/09-0424.pdf For the covering abstract see ITRD E145407. KW - Collision KW - Conference KW - Conferences KW - Crashes KW - Deformation KW - Deformation KW - Impact test (veh) KW - Impact tests KW - Linear system KW - Linear systems KW - Speed KW - Speed KW - Stiffness KW - Stiffness UR - https://trid.trb.org/view/1099791 ER - TY - SER AN - 01336174 JO - PROCEEDINGS OF THE 21ST (ESV) INTERNATIONAL TECHNICAL CONFERENCE ON THE ENHANCED SAFETY OF VEHICLES, HELD JUNE 2009, STUTTGART, GERMANY PB - National Highway Traffic Safety Administration AU - NUSHOLTZ, G S AU - HSU, T P AU - YIBLING, S AU - KOCHEKSERAII, S B AU - LUNA, M A TI - Creating Representative Curves from Multiple Time Histories of Vehicle, ATD and Biomechanics Tests PY - 2009 AB - When test responses from specimens such as Post-Mortem Human Surrogates (PMHS), anthropomorphic test devices (ATD) or vehicle crash events are "perfectly repeatable," the response in terms of transducer time histories is similar and the output from any one of the tests can be used to represent any other test. However, if there is test-to-test variability, the underlying fundamental response as obtained by the transducer time history is not determined by a single test and methods are needed that can use multiple tests to reduce the inherent error. This paper will explore, using different transducer time histories from PMHS, ATD and vehicle tests, the effect of signal alignment and signal "shape" on the results from signal addition. New procedures for transducer time history alignment and signal addition will be introduced and discussed, and different methods of obtaining the underlying response will be evaluated. The full text of this paper may be found at: http://www-nrd.nhtsa.dot.gov/pdf/esv/esv21/09-0249.pdf For the covering abstract see ITRD E145407. KW - Anthropometric dummy KW - Anthropometry KW - Biomechanics KW - Biophysics KW - Cadaver KW - Cadavers KW - Conference KW - Conferences KW - Dummies KW - History KW - History KW - Time KW - Time KW - Transducer KW - Transducers UR - https://trid.trb.org/view/1099785 ER - TY - SER AN - 01336173 JO - PROCEEDINGS OF THE 21ST (ESV) INTERNATIONAL TECHNICAL CONFERENCE ON THE ENHANCED SAFETY OF VEHICLES, HELD JUNE 2009, STUTTGART, GERMANY PB - National Highway Traffic Safety Administration AU - BRUST, S AU - NAGELSTRASSER, M AU - WATZKA, W TI - Crash Type Distinction Using Structure-Borne Sound Sensing PY - 2009 AB - Current crash sensing systems are normally based on acceleration sensing. Therefore, the deceleration pulses affecting the car's body are used to apply the firing thresholds of the restraint systems. A new kind of crash sensing consists of measuring high frequent chassis vibration regarding frequencies up to 20 kHz: crash sensing based on structure-borne sound (SBS). The main benefit of this technology will be to support the common deceleration-based crash detection in crash type distinction during the early crash phase. To be able to use the acquired data in a physically reasonable way, the events causing SBS during crash important to know. In the proceeding of the study, the events occurring during a crash are interpreted as shock excitations of different impulse lengths that can be divided into hard and soft events. Valuable results from a multitude of component crash tests on a drop tower test stand are transferred to vehicle crashes in serial development. The applicability of crash separation criteria is examined. The crash type distinction of hard/soft crashes based on structural vibration sensing is the main idea to support the differentiation of hard no fire tests and soft must fire tests. The study shows that shock excitation of the vehicle structure is the most important cause of high frequent vibration signals acquired during vehicle crashes. The article deals with the usage of high frequent structural vibration in the range up to 20 kHz for crash detection. The understanding of the vehicle being a structure under linear elastic shock excitation leads to a physically plausible usage of the signals for crash type distinction. The full text of this paper may be found at: http://www-nrd.nhtsa.dot.gov/pdf/esv/esv21/09-0230.pdf For the covering abstract see ITRD E145407. KW - Collision KW - Conference KW - Conferences KW - Crashes KW - Sensor KW - Sensors KW - Shock KW - Shock (Mechanics) KW - Vehicle KW - Vehicles KW - Vibration KW - Vibration UR - https://trid.trb.org/view/1099784 ER - TY - SER AN - 01336172 JO - PROCEEDINGS OF THE 21ST (ESV) INTERNATIONAL TECHNICAL CONFERENCE ON THE ENHANCED SAFETY OF VEHICLES, HELD JUNE 2009, STUTTGART, GERMANY PB - National Highway Traffic Safety Administration AU - NOHR, M AU - BLUME, K H TI - Crash Adaptive Vehicle Structures and Components PY - 2009 AB - The benefits of pressurized front and side members and door components were evaluated. In general pressurizing is done by gas generators. These components are comparable to state of the art gas generators which are used for airbag applications. Within a few milliseconds the pressure increases up to 20bar. Depending on the initial shape of the structure, pressurizing can force an increase of the cross section and moment of inertia. Various door beam designs have been investigated. Pressure increased the initial cross section by about 200%. Component and vehicle tests were conducted to assess the repeatability of beam deformation, to emphasis benefits and to set up validated simulation tools. Using simulation tools active BIW-structures have been assessed for frontal and side impact scenarios. Having pre-crash triggered crash structures available, an impact on vehicle crash performance, passenger protection and weight reduction is expected. As a long-term goal, emphasized safety assistance systems, as well as internet and car-to-car communication will lead to accident free driving. Nevertheless it is expected that infrastructural countermeasures have to be introduced to support the safety goals. It is expected that the world automotive market could rise from about 800Mio vehicles today to 2Mrd vehicles before 2050. Having no significant safety innovations, which can be applied worldwide, especially to the rapidly growing markets, it is anticipated that road driving fatalities will exceed the 2Mio limit between 2020 and 2030. In addition a multiplier of about 80 between fatal and injured road users is predicted. New propulsion and modified vehicle concepts are necessary to achieve confirmed fine dust pollution and greenhouse gas concentration levels. For all vehicle concepts and propulsion systems there is a strong demand to optimize and reduce weight, not only for the BIW, but also for all other disciplines like power train, chassis, and interior. Pressurized structural components seem to be a technology which can help to apply safety improvements and establish packaging and design freedoms without adding weight. To transfer the technology to commercial applications a few challenges have to be solved. Knowing, that the maximum benefits will be achieved for pre-crash applications, front and lateral sensing has to be established, which allows to introduce pre-triggered, pyrotechnical based safety devices, without additional in-crash signal confirmation. In addition optimized jointing, handling and assembly concepts have to be developed and established. From the suppliers there is a strong need to come up with cost and weight reductions for gas generators or other deployment devices. For the covering abstract see ITRD E145407. KW - Collision KW - Conference KW - Conferences KW - Cost KW - Costs KW - Crashes KW - Deformation KW - Deformation KW - Pollution KW - Pollution KW - Safety KW - Safety KW - Weight KW - Weight UR - https://trid.trb.org/view/1099783 ER - TY - SER AN - 01336171 JO - PROCEEDINGS OF THE 21ST (ESV) INTERNATIONAL TECHNICAL CONFERENCE ON THE ENHANCED SAFETY OF VEHICLES, HELD JUNE 2009, STUTTGART, GERMANY PB - National Highway Traffic Safety Administration AU - IPEK, H AU - MAYER, C AU - DECK, C AU - LUCE, H AU - DE GUESELLE, P AU - Willinger, R TI - Coupling of ULP Head Model to THUMS Human Body FE Model: Validation and Application to Automotive Safety PY - 2009 AB - Human body segments and whole body models are more and more used in automotive safety research. Detailed in-depth validated segmental models exist and are used for the definition of improved injury criteria, transforming the models into injury prediction tools. The present collaborative work's objective is to couple and to validate the Strasbourg University Head FE Model (SUFEHM) with the THUMS human body model under Ls-Dyna code before applying the new tool under accident conditions. In a first effort, Strasbourg University Head Model and related injury criteria developed in earlier studies under RADIOSS code had to be transferred under Ls-Dyna code, both at constitutive laws and injury criteria definition level. For this, a validation of the SUFEHM against Nahum and Yoganandan's experiments in order to validate brain and skull behavior respectively under Ls- Dyna has been done. After these validations the reconstruction of 59 real world head traumas was conducted in order to propose head tolerance limits to specific injuries under Ls-Dyna code. After this, the SUFEHM was coupled to the THUMS neck in order to create a hybrid "THUMS-Strasbourg head" model. At geometrical level the coupling was performed by creating interfaces at bone contact level and connecting ligaments and soft tissue elements to the head model. At mechanical level the coupled FEMs was validated under front, lateral and oblique impact regarding head-neck kinematics superimposed on experimental data.This coupled model constitutes an original research tool for further investigation on the importance of human head boundary condition in case of head impact, whatever the accident involves car occupants, pedestrians or even motorcyclists. The full text of this paper may be found at: http://www-nrd.nhtsa.dot.gov/pdf/esv/esv21/09-0384.pdf For the covering abstract see ITRD E145407. KW - Conference KW - Conferences KW - Finite element method KW - Finite element method KW - Head KW - Head KW - Injuries KW - Injury KW - Mathematical model KW - Mathematical models UR - https://trid.trb.org/view/1099782 ER - TY - SER AN - 01336170 JO - PROCEEDINGS OF THE 21ST (ESV) INTERNATIONAL TECHNICAL CONFERENCE ON THE ENHANCED SAFETY OF VEHICLES, HELD JUNE 2009, STUTTGART, GERMANY PB - National Highway Traffic Safety Administration AU - CAMPBELL, B AU - CRONIN, D AU - DENG, Y C TI - Coupled Human Body Side Impact Model to Predict Thoracic Injury PY - 2009 AB - The goal of this study was to evaluate side impact crash conditions using a detailed human body model and side impact crash model to provide an improved understanding of side impact injury and the primary contributing factors. This study builds on an advanced numerical human body model, including a detailed thorax, which has been validated using available PMHS (post mortem human subject) test data for pendulum and side sled impact tests. Crash conditions were investigated through use of a coupled side impact model, used to reproduce full scale crash tests. The model accounts for several important factors that contribute to occupant response as noted in the literature: the relative velocities between the seat and door, the occupant to door distance, the door shape and compliance. The coupled side impact model was validated using FMVSS 214 and IIHS side impact test data, comparing the thoracic response predicted by the model to that of the ES-2 dummy used in the crash tests. Importantly, the door and seat models were developed based on experimental data in the literature. The side impact model was used to investigate the effects of door to occupant spacing, door velocity profile, restraint system, and seat foam properties. The current study was limited to the use of velocity profiles in the direction of impact and did not consider rotational effects or motion perpendicular to the impact direction. It was found that injury as predicted using the detailed human body model and the Viscous Criterion (VC) was controlled by the second velocity peak typically found in door velocity profiles. The full text of this paper may be found at: http://www-nrd.nhtsa.dot.gov/pdf/esv/esv21/09-0255.pdf For the covering abstract see ITRD E145407. KW - Anthropometric dummy KW - Anthropometry KW - Biomechanics KW - Biophysics KW - Conference KW - Conferences KW - Dummies KW - Forecast KW - Forecasting KW - Human body KW - Mathematical model KW - Mathematical models UR - https://trid.trb.org/view/1099781 ER - TY - SER AN - 01336168 JO - PROCEEDINGS OF THE 21ST (ESV) INTERNATIONAL TECHNICAL CONFERENCE ON THE ENHANCED SAFETY OF VEHICLES, HELD JUNE 2009, STUTTGART, GERMANY PB - National Highway Traffic Safety Administration AU - RASSHOFER, R H AU - SCHWARZ, D AU - MORHART, C AU - Biebl, E TI - Cooperative Sensor Technology for Preventive Vulnerable Road User Protection PY - 2009 AB - In the proposed cooperative sensor system, pedestrians carry a reactive transceiver which is interrogated by a localization and tracking unit in the car. The prototype system applies Round-Trip Time-of-Flight (RTOF) techniques for the determination of the distance between the transponder and the demonstrator vehicle. A smart antenna array integrated into the car is used to determine the Direction-of-Arrival (DoA) of the transponder's response signal. Knowing the distance and azimuth angle relative to the car, the pedestrian's position and movement are calculated. These data are used as input for a highly reliable collision warning and collision mitigation system. The sensor system is capable of addressing a huge number of communication partners within each measurement cycle. Additionally, secure burst identification is ensured for a robust localization and the suppression of unwanted co-channel interference. This is achieved by using pseudo random coded signals with a Time Division Multiple Access (TDMA) method. The distance accuracy was improved by introducing a new mirror technique in combination with an interpolation algorithm. The prototype localization system set up at 2.4 GHz covers a range up to 200m in free field condition. With the current system a distance resolution with centimetre accuracy and an angular measurement accuracy of about 1 degree have been achieved. Based on this low-cost transponder-based localization system, a preventive vulnerable road user (VRU) protection system was designed and integrated in a test vehicle. The system able to provide a warning to the driver if a crash is likely and to automatically brake the vehicle if the crash is unavoidable. The full text of this paper may be found at: http://www-nrd.nhtsa.dot.gov/pdf/esv/esv21/09-0136.pdf For the covering abstract see ITRD E145407. KW - Automobiles KW - Car KW - Collision KW - Collision avoidance system KW - Conference KW - Conferences KW - Crash avoidance systems KW - Crashes KW - Intelligent transport system KW - Intelligent transportation systems KW - Warning KW - Warning systems UR - https://trid.trb.org/view/1099779 ER - TY - SER AN - 01336167 JO - PROCEEDINGS OF THE 21ST (ESV) INTERNATIONAL TECHNICAL CONFERENCE ON THE ENHANCED SAFETY OF VEHICLES, HELD JUNE 2009, STUTTGART, GERMANY PB - National Highway Traffic Safety Administration AU - MAILE, M AU - DELGROSSI, L TI - Cooperative Intersection Collision Avoidance System for Violations (CICAS-V) for Prevention of Violation-Based Intersection Crashes PY - 2009 AB - Intersection crashes account for 1.72 million crashes per year in the United States. In 2004 stop-sign and traffic signal violations accounted for approximately 302,000 crashes resulting in 163,000 functional life-years lost and $7.9 billion of economic loss. The objective of the Cooperative Intersection Collision Avoidance System for Violations (CICAS-V) project was to design, develop, and test a prototype system to prevent crashes by predicting stop-sign and signal-controlled intersection violations and warning the violating driver. The intersection portion of the system consists of a signal controller capable of exporting signal phase and timing information, a local global positioning system (GPS), and Roadside Equipment (RSE) that includes computing, memory, and Dedicated Short Range Communication (DSRC) radio. The vehicle portion of the system includes onboard equipment for computing and 5.9 GHz DSRC radio connected to the vehicle controller area network (CAN), positioning, and the Driver-Vehicle Interface (DVI). The intersection sends the signal phase and timing, positioning corrections, and a small map (< 1 kb) to the vehicle. The vehicle receives this information and, based on speed and distance to the stop location, predicts whether or not the driver will violate. If a violation is predicted, the driver is warned via a visual/auditory/haptic brake pulse DVI. The system was installed in the vehicles of five Original Equipment Manufacturers (OEMs): Daimler, Ford, General Motors, Honda, and Toyota. Intersections were equipped in California, Michigan, and Virginia. Tests of the system included both on-road and test-track evaluations. System performance was excellent and recommendations were made for continuing with a large field operational test (FOT). The system can be installed at any intersection with sufficient positioning coverage and in any vehicle with an electronic stability system. This system constitutes the first FOT-ready Vehicle Infrastructure Integration safety application. The full text of this paper may be found at: http://www-nrd.nhtsa.dot.gov/pdf/esv/esv21/09-0118.pdf For the covering abstract see ITRD E145407. KW - Collision avoidance system KW - Conference KW - Conferences KW - Crash avoidance systems KW - Cycle (traffic signals) KW - Intelligent transport system KW - Intelligent transportation systems KW - Interface KW - Interfaces KW - Intersections KW - Junction KW - Traffic signal KW - Traffic signal cycle KW - Traffic signals KW - Warning KW - Warning systems UR - https://trid.trb.org/view/1099778 ER - TY - SER AN - 01336162 JO - PROCEEDINGS OF THE 21ST (ESV) INTERNATIONAL TECHNICAL CONFERENCE ON THE ENHANCED SAFETY OF VEHICLES, HELD JUNE 2009, STUTTGART, GERMANY PB - National Highway Traffic Safety Administration AU - WANG, C AU - ZHOU, Q TI - Concept Study of Adaptive Seatbelt Load Limiter Using Magnetorheological Fluid PY - 2009 AB - Most current seatbelt load limiter technologies could only offer three or fewer predetermined patterns of seatbelt restraint force. However, researches have shown that, to better realize adaptive protection to different occupants under different crash severities, a continuously and real-time adjustable load limiter may be one step further. This concept could be especially favorable to vulnerable occupants such as small stature females and elderly people. Ideas have emerged suggesting possibility of using magnetorheological fluid (MRF) to realize such load limiter (MR-LL). This paper presents a concept study of MR-LL, aiming at evaluating its feasibility and establishing basic guidelines for prototype development. Configuration of an MR damper integrated with seatbelt retractor is selected in the study, in which the seatbelt force can be controlled by varying the strength of magnetic field exerted on the MRF inside the damper. The MR damper is numerically modeled and validated against experimental data found in the literature. Then by merging the MR damper model with a simplified occupant and seatbelt model subjected to sled impact loading, the performance of MR-LL under different parameter settings is studied and optimized. The simulation results demonstrate proof of the concept, indicating that the proposed MR-LL can generate various seatbelt force patterns with a wide adjusting range, thus to meet the requirement of both occupant adaptability and crash severity adaptability. Possible limitations of the proposed MR-LL are also discussed. The full text of this paper may be found at: http://www-nrd.nhtsa.dot.gov/pdf/esv/esv21/09-0081.pdf For the covering abstract see ITRD E145407. KW - Conference KW - Conferences KW - Crash severity KW - Force KW - Force KW - Load KW - Loads KW - Manual safety belts KW - Prototype KW - Prototypes KW - Real time KW - Real time data processing KW - Safety belt KW - Severity (accid, injury) UR - https://trid.trb.org/view/1099773 ER - TY - SER AN - 01336159 JO - PROCEEDINGS OF THE 21ST (ESV) INTERNATIONAL TECHNICAL CONFERENCE ON THE ENHANCED SAFETY OF VEHICLES, HELD JUNE 2009, STUTTGART, GERMANY PB - National Highway Traffic Safety Administration AU - HASIJA, V AU - TAKHOUNTS, E G AU - RIDELLA, S A TI - Computerized Crash Reconstruction of Real World Crashes Using Optimization Methodology PY - 2009 AB - Computerized crash reconstruction of real world crashes involves dealing with a lot of unknown parameters and as such the reconstruction problem cannot be solved deterministically as was shown previously using a parametric methodology. This study introduces a modified version of the parametric methodology, which involves using an optimization scheme to derive an optimal solution for the reconstruction problem in a given range of unknown parameters. Real world crashes were selected from the CIREN database and were solved using the proposed methodology. Human-Vehicle-Environment (HVE) software was used to generate the crash pulse where EDR data were missing. The problem was set up in MADYMO. During the set up, the unknown parameters were identified. ModeFRONTIER software was used for optimization. The identified unknown parameters were treated as design variables. The objective function and the constraints were defined such that they minimize the differences in injuries and occupant-vehicle contacts between the real world data and the model prediction. Since the objective function has a great effect on the final solution, a normalized form of the objective function, weighted based on the AIS level of the injuries sustained by the occupant, was formed in this study. A genetic algorithm with Sobol DOE (Design of Experiments) was used for optimization. Results of the simulations showed that the optimal solution correctly predicted both the occupant-vehicle contacts and the injuries sustained by the occupant. By viewing the occupant motion inside the vehicle during the crash, better occupant protection systems can be devised. Correlation studies were also carried out to find the critical parameters affecting the solution. In addition, a best case scenario study was carried out to find, using optimization, the design changes that could help mitigate all or some of the injuries sustained by the occupant. The full text of this paper may be found at: http://www-nrd.nhtsa.dot.gov/pdf/esv/esv21/09-0415.pdf For the covering abstract see ITRD E145407. KW - Anthropometry KW - Automated vehicle control KW - Conference KW - Conferences KW - Crash reconstruction KW - Design KW - Design (overall design) KW - Human body KW - Interlock (veh) KW - Reconstruction (accid) KW - Simulation KW - Simulation KW - Software KW - Software KW - Vehicle immobilization UR - https://trid.trb.org/view/1099770 ER - TY - SER AN - 01336157 JO - PROCEEDINGS OF THE 21ST (ESV) INTERNATIONAL TECHNICAL CONFERENCE ON THE ENHANCED SAFETY OF VEHICLES, HELD JUNE 2009, STUTTGART, GERMANY PB - National Highway Traffic Safety Administration AU - THORBOLE, C K AU - RENFROE, D A AU - BATZER, S A AU - BELTRAN, D AU - HERNDON, G TI - Computational Analysis of a Near and Far Side Front Occupant Kinematics in a Vehicle Rollover with Different Restraint PY - 2009 AB - The Volvo XC 70 2001 model is used to conduct the full scale rollover crash test to determine the glazing and roof performance. The biodynamic code MADYMO is used to model the vehicle and its occupant. The acceleration obtained from the full scale rollover test is used to prescribe the motion to the computational model. The front side occupants are 50th percentile Hybrid III ATD's. A Finite Element belt model is used for the analysis because of its capability to simulate the slip of the occupant under the shoulder belt. The simulation is carried out with different restraint types to quantify the head lateral and vertical excursions. The restraint type includes the conventional three-point system, integrated restraint in which the belt is attached to the seat, and a restraint type in which an extra shoulder belt is added to a conventional and an integrated restraint. The driver and the passenger head kinematics are compared for each restraint type. A comparison is made for driver and passenger head excursion for different restraint types to demonstrate the effectiveness of each restraint in reducing excursion. The study indicates that an integrated seat belt results in less lateral and vertical head excursion, as compared to the conventional restraint. This study also indicates no significant improvement in reducing head excursion by the addition of an extra shoulder belt compared to a conventional or an integrated restraint. The full text of this paper may be found at: http://www-nrd.nhtsa.dot.gov/pdf/esv/esv21/09-0491.pdf For the covering abstract see ITRD E145407. KW - Anthropometric dummy KW - Anthropometry KW - Cinematography KW - Cinematography KW - Conference KW - Conferences KW - Dummies KW - Finite difference method KW - Finite differences KW - Manual safety belts KW - Overturning KW - Overturning (veh) KW - Safety belt UR - https://trid.trb.org/view/1099768 ER - TY - SER AN - 01336154 JO - PROCEEDINGS OF THE 21ST (ESV) INTERNATIONAL TECHNICAL CONFERENCE ON THE ENHANCED SAFETY OF VEHICLES, HELD JUNE 2009, STUTTGART, GERMANY PB - National Highway Traffic Safety Administration AU - RHULE, H AU - MOORHOUSE, K AU - DONNELLY, B AU - STRICKLIN, J TI - Comparison of WorldSID and ES-2re Biofidelity Using an Updated Biofidelity Ranking System PY - 2009 AB - In 2002 the biofidelity of the SID-HIII, ES-2 and prototype WorldSID side impact dummies were compared using a new Biofidelity Ranking System (BRS or BioRank). The current study introduces updates made to the BRS and assesses the biofidelity of the ES-2re and the latest WorldSID side impact dummies. Approximately twelve drop tests, ninety pendulum tests and forty sled tests with a dual-occupant buck were performed with the ES-2re and WorldSID dummies, including lateral and oblique shoulder impactor tests; lateral and oblique thorax impactor tests; five Maltese sled tests ; and several drop, pendulum and sled tests from ISO 9790 [ISO, 1999]. Test condition weight factors used previously have been eliminated in the updated BRS, giving all test conditions equal value. A scale for quality of the biofidelity ranking value, B, is demonstrated by comparing individual human subject responses to response targets and generating individual cadaver B values for both External and Internal Biofidelity. Having a scale of B values for the subject responses used to create the target response will give the user a metric for understanding the quality of a dummy's biofidelity. Finally, the sensitivity of the biofidelity ranking value, B, is illustrated using data from repeated tests on multiple WorldSID dummies. The sensitivity analysis will help the user understand if the biofidelity of two (or more) dummies is similar or different. This recent data and updated BRS show that the WorldSID dummy exhibits improved overall biofidelity over the ES-2re. Results of the updated BRS show that the WorldSID and ES-2re demonstrated Internal Biofidelity values of 1.2 and 1.7, respectively; the WorldSID demonstrated an External Biofidelity score of 2.2 while the ES-2re demonstrated an External Biofidelity score of 2.8. The full text of this paper may be found at: http://www-nrd.nhtsa.dot.gov/pdf/esv/esv21/09-0563.pdf For the covering abstract see ITRD E145407. KW - Anthropometric dummy KW - Anthropometry KW - Biomechanics KW - Biophysics KW - Conference KW - Conferences KW - Dummies KW - Impact sled KW - Impact sleds KW - Shoulder KW - Shoulder (human) KW - Thorax KW - Thorax UR - https://trid.trb.org/view/1099765 ER - TY - SER AN - 01336153 JO - PROCEEDINGS OF THE 21ST (ESV) INTERNATIONAL TECHNICAL CONFERENCE ON THE ENHANCED SAFETY OF VEHICLES, HELD JUNE 2009, STUTTGART, GERMANY PB - National Highway Traffic Safety Administration AU - O'BRIEN, M B AU - BAILEY, K AU - FAUST, D AU - JENSEN, J AU - KLEINERT, J AU - WODZINSKI, C AU - WANG, S TI - Comparison of University of Michigan CIREN Cases to Existing Types of Crash Tests PY - 2009 AB - A comparison of U-M CIREN (University of Michigan Crash Injury Research and Engineering Network) cases to crash tests used in the automotive industry is presented in this paper. 442 U-M CIREN crashes were compared to crash test configurations used throughout the industry. Of those 442 cases, 49% were similar in crash configuration and crash extent to industry crash tests. 32% of the cases were similar to one of the industry crash tests in configuration but had greater extent. 20% of the cases did not match any of the current industry crash tests. This analysis concluded that the majority of injuries in this study occurred in crash configurations similar to existing crash tests while only 20% of cases had crash configurations that were not represented by current crash tests. Any consideration of increasing test severity to address those crashes that produce a greater extent of crash deformation than that produced in crash tests must consider a broader spectrum of collisions including non-injury producing crashes. This analysis must be done in a way that does not increase the risk to the current uninjured population that is not included in the CIREN database. The full text of this paper may be found at: http://www-nrd.nhtsa.dot.gov/pdf/esv/esv21/09-0185.pdf For the covering abstract see ITRD E145407. KW - Collision KW - Conference KW - Conferences KW - Crashes KW - Deformation KW - Deformation KW - Evaluation KW - Evaluation (assessment) KW - Impact test (veh) KW - Impact tests KW - Injuries KW - Injury UR - https://trid.trb.org/view/1099764 ER - TY - SER AN - 01336152 JO - PROCEEDINGS OF THE 21ST (ESV) INTERNATIONAL TECHNICAL CONFERENCE ON THE ENHANCED SAFETY OF VEHICLES, HELD JUNE 2009, STUTTGART, GERMANY PB - National Highway Traffic Safety Administration AU - SEACRIST, T AU - MALTESE, M R AU - BALASUBRAMANIAN, S AU - GARCIA-ESPANA, J F AU - ARBOGAST, K B AU - STERNER, R AU - SAFFIOTI, J AU - KADLOWEC, J TI - Comparison of Passive Cervical Spine Flexion in Children and Adults PY - 2009 AB - Head trauma is the most frequent injury sustained by children in car crashes, and the neck plays a key role in governing head kinematics during the crash. Pediatric anthropomorphic test devices (ATDs) are used to assess the risk of head injury, yet the pediatric ATD neck is a size-scaled model of the adult ATD neck, with no consideration for the tissue properties and morphological changes during human development. To help understand the effects of maturation on the changes in neck flexion biomechanics, this study compared the passive cervical spine flexion of children to adults in specific age groups (6-8, 9-12, 20-29, 30-40 years). Subjects with restrained torsos and lower extremities were exposed to a 1g inertial load in the posterior-to-anterior direction, such that the head-neck complex flexed when the subject relaxed their neck musculature. Surface electromyography with audio feedback was used to coach the subjects to relax their neck musculature. A multicamera 3-D target tracking system was employed to capture the motion of specific landmarks on the head (Frankfort Plane) and thoracic spine (T1 and T4). Neck flexion angle with muscles relaxed was calculated for each subject. Neck flexion angle significantly decreased with age, with changes in head-to-neck girth ratio partially explaining the decrease. A statistically significant increase in cervical spine flexion was found in adult females compared to adult males. Data also illustrate this trend in children, but it was not statistically significant. In summary, these results demonstrate an increased passive cervical spine flexion in children compared to adults, and females compared to males. These data will help guide the development and validation of pediatric ATDs. The full text of this paper may be found at: http://www-nrd.nhtsa.dot.gov/pdf/esv/esv21/09-0142.pdf For the covering abstract see ITRD E145407. KW - Adult KW - Adults KW - Biomechanics KW - Biophysics KW - Cervical vertebrae KW - Child KW - Children KW - Conference KW - Conferences KW - Head KW - Head KW - Injuries KW - Injury KW - Vertebrae UR - https://trid.trb.org/view/1099763 ER - TY - SER AN - 01336151 JO - PROCEEDINGS OF THE 21ST (ESV) INTERNATIONAL TECHNICAL CONFERENCE ON THE ENHANCED SAFETY OF VEHICLES, HELD JUNE 2009, STUTTGART, GERMANY PB - National Highway Traffic Safety Administration AU - YAGUCHI, M AU - ONO, K AU - MASUDA, M AU - WATAMORI, T AU - SESHITA, T AU - HIBINO, T TI - Comparison of Dynamic Responses of the THOR-NT and Hybrid III in Offset Frontal Crash Test PY - 2009 AB - A64 km/h offset frontal crash test was conducted with the THOR-NT and Hybrid III to investigate the responses of both dummies under a crash situation that includes both deformation and rotational behavior of a vehicle. Though the dummies were installed in the driver seat according to the ECE R94 positioning procedure, their postures were slightly different. The head and heels of the THOR-NT were positioned rearward. Similarly, the shoulders and knees were positioned forward compared to the Hybrid-III. Therefore, it is expected that these differences will affect the responses of both dummies. During the tests, both dummies showed similar kinematics, except for the rotation about Z-axis of the head, and the contact situation to the instrument panel of the arms. For the injury measures, the chest acceleration of the THOR-NT showed sharp inclination at 100ms to 120ms, presumed to be caused by the contact between the arms and instrument panel. The initial time history curve of the lap belt force was approximately the same between both dummies; however, the maximum force of the THOR-NT was less than half of the Hybrid III. For this difference, it was strongly presumed that more kinetic energy was absorbed by the knee bolster for the THOR-NT since its longer femur shortened the initial clearance between the knee and knee bolster. In addition, it was also presumed that the difference of the flesh characteristics around the iliac wing between both dummies affected the results. The injury measures of both dummies were compared to the injury criteria specified in FMVSS 208 and ECE R94. As for the results, almost equivalent values between the two dummies were observed. Moreover, as reference, the additional injury measures in the THOR-NT are shown in this paper. The full text of this paper may be found at: http://www-nrd.nhtsa.dot.gov/pdf/esv/esv21/09-0268.pdf For the covering abstract see ITRD E145407. KW - Anthropometric dummy KW - Anthropometry KW - Conference KW - Conferences KW - Deformation KW - Deformation KW - Dummies KW - Frontal crashes KW - Head on collision KW - Impact tests KW - Impact tests KW - Injuries KW - Injury UR - https://trid.trb.org/view/1099762 ER - TY - SER AN - 01336150 JO - PROCEEDINGS OF THE 21ST (ESV) INTERNATIONAL TECHNICAL CONFERENCE ON THE ENHANCED SAFETY OF VEHICLES, HELD JUNE 2009, STUTTGART, GERMANY PB - National Highway Traffic Safety Administration AU - TATTEGRAIN, H AU - BRUYAS, M P AU - KARMANN, N TI - Comparison Between Adaptive and Basic Model Metrics in Lane Change Test to Assess In-Vehicle Secondary Task Demand PY - 2009 AB - The evaluation of driver's distraction due to driving assistance use requires the development of methods, which allow measuring the driving performance degradation. This paper aims to describe and discuss the metrics utilized in the Lane Change Test (LCT), which is developed to become a standard within the ISO framework. The LCT consists in driving on a three lane road and performing lane changes according to signs displayed on each side of the road. The main metrics are based on deviation measures between a reference trajectory and the current driver trajectory. Two types of reference trajectories can be calculated following an adaptive or a basic model. The adaptive model calculates a reference trajectory different for each participant, while the basic one utilizes an identical one for all participants. The differences between the two measures have been investigated through an experiment carried out with thirty participants, performing LCT in single and dual task conditions (using auditory and visual manual tasks). Qualitative analyses of trajectories show the advantage of the adaptive model which better fits to the diversity of real driver's behaviour. Data analyses also show divergent results according to the models, especially in terms of correctness of lane changes. A greater number of correct lane changes is obtained with the adaptive model than with the basic one. These differences are mainly induced by trajectories classified as loss of control errors using the basic model due to usual positions in the lanes of the driver (tendency to drive on the right or left part of the lanes), that are considered as correct ones using the adaptive model. The adaptive model allows a better description of lane change errors due to secondary task demand. Such a method is now used by different laboratories involved in ISO group. The full text of this paper may be found at: http://www-nrd.nhtsa.dot.gov/pdf/esv/esv21/09-0252.pdf For the covering abstract see ITRD E145407. KW - Conference KW - Conferences KW - Distraction KW - Distraction KW - Driver KW - Drivers KW - Driving KW - Driving (veh) KW - Mathematical model KW - Mathematical models KW - Traffic lane KW - Traffic lanes UR - https://trid.trb.org/view/1099761 ER - TY - SER AN - 01336148 JO - PROCEEDINGS OF THE 21ST (ESV) INTERNATIONAL TECHNICAL CONFERENCE ON THE ENHANCED SAFETY OF VEHICLES, HELD JUNE 2009, STUTTGART, GERMANY PB - National Highway Traffic Safety Administration AU - FREUND, D AU - BRADY, S TI - Commercial Vehicle Safety Technologies: Applications for Tire Pressure Monitoring and Management PY - 2009 AB - Tire deficiencies often cause commercial motor vehicles (CMVs) to be cited for regulatory violations and to be taken out-of-service during roadside inspections. As part of a major safety technology project to assess the state of the practice and potential contributions of advanced sensor systems, the Federal Motor Carrier Safety Administration (FMCSA) sponsored three studies between 2003 and 2008 on tire pressure management systems (TPMS). The first study focused on obtaining baseline information. Fleet records and limited field collections were used to develop a database of inflation readings for 35,000 CMV tires, providing the first large-scale source of information on CMV tire inflation in the United States. The second study assessed the performance of TPMS in a controlled test-track environment. Multiple systems were installed on a truck tractor, a trailer, and a motorcoach. These were run under nominal operating conditions and with tire and system faults deliberately introduced. Although all the systems functioned at the levels specified by their manufacturers, some had limited ability to compensate for changes in ambient temperature, to reset pressure "alert" thresholds, and to withstand repeated tire installation and removal cycles. The third study, performed in an operational setting in an urban transit fleet, assessed the performance and maintainability of tire pressure monitoring devices. Three types of TPMS were installed on 12 buses that accumulated more than 1.28 million km, in aggregate, during the 12-month test period. The results of this study pointed to sensor durability and data integration challenges that need to be overcome for these systems to be used successfully in a severe service environment. These studies provided new information directly comparing the performance of TPMS in controlled and operational settings. Results are limited to the particular systems and applications tested. Study data are available from the FMCSA. The full text of this paper may be found at: http://www-nrd.nhtsa.dot.gov/pdf/esv/esv21/09-0134.pdf For the covering abstract see ITRD E145407. KW - Buses KW - Coach KW - Conference KW - Conferences KW - Database KW - Lorry KW - Tires KW - Trucks KW - Tyre KW - United States KW - Usa UR - https://trid.trb.org/view/1099759 ER - TY - SER AN - 01336147 JO - PROCEEDINGS OF THE 21ST (ESV) INTERNATIONAL TECHNICAL CONFERENCE ON THE ENHANCED SAFETY OF VEHICLES, HELD JUNE 2009, STUTTGART, GERMANY PB - National Highway Traffic Safety Administration AU - FREUND, D AU - SKORUPSKI, D TI - Commercial Vehicle Safety Technologies: Applications for Brake Performance Monitoring PY - 2009 AB - A brake system deficiency is the most common reason for a commercial motor vehicle (CMV) to be cited for a regulatory violation and to be taken out-of-service during a roadside inspection. As part of a major safety technology project intended to assess the state of the practice and potential contributions of advanced sensor systems, the Federal Motor Carrier Safety Administration (FMCSA) sponsored two studies on CMV brakes and related controls. The first study compared the performance of six types of brake systems and component sensors in a controlled, test-track environment under both nominal operating conditions and conditions where brake faults were deliberately introduced. The results indicated that all types of sensors tested (two different Hall-effect stroke sensors, anchor pins instrumented with strain gauges, embedded thermocouples, ABS wheel-speed sensors, linear potentiometers, and a pressure transducer) provided useful information on brake performance status. However, their accuracy and fault-detection properties varied considerably, influencing their potential use in operational settings. The second study assessed the performance and maintainability of brake monitoring devices in an urban transit fleet. Twelve test and 12 control transit buses were fitted with 3 brake performance monitoring (BPM) systems. The buses accumulated more than 1.2 million kilometers in aggregate, during a 12-month test period. In operational use, it was demonstrated that commercially available sensors can be used to improve the effectiveness and efficiency of brake performance system assessment and thereby reduce the risk of crashes attributable to poor brake performance. These studies provide new information directly comparing the performance of BPM systems in controlled and operational settings. Both study results are limited to the particular systems and applications tested. Study data are available from the FMCSA. The full text of this paper may be found at: http://www-nrd.nhtsa.dot.gov/pdf/esv/esv21/09-0097.pdf For the covering abstract see ITRD E145407. KW - Brake KW - Brakes KW - Bus KW - Buses KW - Conference KW - Conferences KW - Detection KW - Detection and identification KW - Inspection KW - Motor vehicles KW - Sensor KW - Sensors KW - Test track KW - Test tracks KW - United States KW - Usa KW - Vehicle inspection UR - https://trid.trb.org/view/1099758 ER - TY - SER AN - 01336146 JO - PROCEEDINGS OF THE 21ST (ESV) INTERNATIONAL TECHNICAL CONFERENCE ON THE ENHANCED SAFETY OF VEHICLES, HELD JUNE 2009, STUTTGART, GERMANY PB - National Highway Traffic Safety Administration AU - CRAIG, M AU - SCARBORO, M AU - FLANNAGAN, C TI - Combining CIREN and NASS-CDS Data to Predict Occupant Outcomes in Frontal Crashes PY - 2009 AB - The National Highway Traffic Safety Administration's (NHTSA) Crash Injury Research and Engineering Network (CIREN) provides detailed outcome and patient care information for a sample of seriously injured case occupants involved in motor vehicle crashes. NHTSA's National Automotive Sampling System-Crashworthiness Data System (NASS-CDS) provides a population-based sample of tow-away crashes that includes both non-injured and seriously injured occupants. This study combines the strengths of CIREN and NASS-CDS to produce predictive models that relate occupant and vehicle measures to treatment and occupant outcomes. Qualifying frontal impact cases from CIREN involving seriously injured driver and/or front outboard passengers were used to evaluate the significance of the relationship between vehicle crash/occupant parameters and hospital treatment/outcome. A subset of CIREN cases where event data recorder (EDR) information was obtained was also analyzed. Regression analyses were done to assess the significance of predicted variables with regards to the outcomes of interest. Using significant predictors, a set of functions were developed that predict the probabilities of an occupant going to the intensive care unit (ICU), experiencing invasive surgery (OR) within 12 and 24 hours of the crash, or fatality given serious injury. NASS-CDS cases meeting the same CIREN crash and occupant inclusion criteria were used to establish the probability of serious injury given a qualifying frontal impact. This study has shown that the NASS-CDS-based probability of serious injury and the CIREN-based probability of seeing various outcomes given serious injury can be combined to form models that estimate the joint probability that a case occupant involved in a qualifying frontal crash would see an outcome of interest (ICU, OR, or fatality). The full text of this paper may be found at: http://www-nrd.nhtsa.dot.gov/pdf/esv/esv21/09-0538.pdf. For the covering abstract see ITRD E145407. KW - Conference KW - Conferences KW - Forecast KW - Forecasting KW - Injuries KW - Injury KW - Intelligent transport system KW - Intelligent transportation systems KW - Mathematical model KW - Mathematical models KW - Regression analysis KW - Regression analysis UR - https://trid.trb.org/view/1099757 ER - TY - SER AN - 01336142 JO - PROCEEDINGS OF THE 21ST (ESV) INTERNATIONAL TECHNICAL CONFERENCE ON THE ENHANCED SAFETY OF VEHICLES, HELD JUNE 2009, STUTTGART, GERMANY PB - National Highway Traffic Safety Administration AU - DISTNER, M AU - BENGTSSON, M Q AU - BROBERG, T AU - JAKOBSSON, L TI - City Safety - A System Addressing Rear-End Collisions at Low Speeds PY - 2009 AB - Rear-end collisions account for a substantial amount of crashes. The vast majority of rear-end collisions occur at speeds up to 30 km/h, mostly in city traffic. A common cause of these crashes is driver distraction. A rear-end collision might lead to soft-tissue neck injuries for the occupants in both vehicles involved, as well as material damages. The objective of this study is to present and discuss the potential benefit of a production system helping the driver to mitigate and in certain situations avoid rear-end collisions in low speed. City Safety monitors the traffic in front with the help of a laser sensor that is built into the windscreen's upper section. It can detect the rear-end of a vehicle in front of the City Safety equipped car. If the driver is about to drive into the vehicle in front and does not react in time, the car brakes itself. The scope for the system is every day low speed scenarios, like queues or entering roundabouts, situations where a large portion of collisions appear due to distracted drivers. City Safety is active at speeds up to 30 km/h. If the relative speed difference between the vehicles is less than 15 km/h it can help the driver to avoid a collision completely. In relative speed differences above 15 km/h up to an absolute speed of 30 km/h the objective is to reduce speed as much as possible before a collision occurs. Independent evaluation has shown that this technology offers the potential benefits of reducing collisions, leading to a substantial reduction in car damage costs and injuries to the occupants. Based on available statistics and dose-response model techniques, the reduction of impact severity is estimated to have the potential to reduce the risk of soft-tissue neck injuries in the rear-end impacted car by approximately 60%. Real-world retrospective studies of the production system will enable more precise quantification of the effect in the future. The full text of this paper may be found at: http://www-nrd.nhtsa.dot.gov/pdf/esv/esv21/09-0371.pdf For the covering abstract see ITRD E145407. KW - Conference KW - Conferences KW - Distraction KW - Distraction KW - Driver KW - Drivers KW - Hazards KW - Injuries KW - Injury KW - Intelligent transport system KW - Intelligent transportation systems KW - Laser KW - Lasers KW - Risk KW - Speed KW - Speed KW - Urban area KW - Urban areas UR - https://trid.trb.org/view/1099753 ER - TY - SER AN - 01336141 JO - PROCEEDINGS OF THE 21ST (ESV) INTERNATIONAL TECHNICAL CONFERENCE ON THE ENHANCED SAFETY OF VEHICLES, HELD JUNE 2009, STUTTGART, GERMANY PB - National Highway Traffic Safety Administration AU - BRECHER, A AU - BREWER, J AU - SUMMERS, S AU - PATEL, S TI - Characterizing and Enhancing the Safety of Future Plastic and Composite Intensive Vehicles (PCIVs) PY - 2009 AB - There is concern that a trend toward smaller, lighter, fuel-efficient vehicles could adversely affect overall fleet safety. Since 2006, the U.S. Congress has directed the National Highway Traffic Safety Administration to "examine the possible safety benefits of lightweight plastic and composite intensive vehicles (PCIVs)" with Federal and industry stakeholders. This paper identifies near-term research priorities and partnership opportunities to facilitate the deployment of safe and energy efficient PCIVs by 2020. A critical literature review and focused survey of subject matter experts identified knowledge gaps on automotive composites crashworthiness and consensus safety research priorities. Initial results were published in a 2007 PCIV Safety Roadmap report with milestones to 2020. The roadmap was developed to address development of plastics and composites crashworthiness test standards, improved computational simulation tools, and automotive design strategies. Additional inputs on key safety issues for automotive composites were obtained from an August 2008 experts' workshop, which examined in depth critical near-term research priorities and strategies to meet crash occupant protection challenges for future PCIVs. There is broad consensus that future PCIV structural composites with high energy absorption may enhance crash safety by preserving occupant compartment strength and protecting crush space. Near-term cooperative research is needed to: improve understanding of composite failure modes in vehicle crashes; develop a database of relevant parameters for composite materials; and enhance predictive models to avoid costly overdesign. PCIV safety research is synergistic with ongoing NHTSA research (hydrogen and alternative fuel vehicle safety, integrated safety, crash occupant protection), the US Government (DOE/USCAR consortia), and the global automotive industry and research community. This paper concentrates on safety-related research issues, assuming that other potential barriers to PCIV deployment (e.g., economic viability, manufacturability, sustainability) will be resolved. An updated safety roadmap and supporting cooperative research efforts are planned to facilitate the development and deployment of PCIVs with equal or superior crash safety by 2020. The full text of this paper may be found at: http://www-nrd.nhtsa.dot.gov/pdf/esv/esv21/09-0316.pdf For the covering abstract see ITRD E145407. KW - Collision KW - Composite KW - Composite materials KW - Conference KW - Conferences KW - Crashes KW - Deformation KW - Deformation KW - Safety KW - Safety KW - Sustainability KW - Sustainable development UR - https://trid.trb.org/view/1099752 ER - TY - SER AN - 01336136 JO - PROCEEDINGS OF THE 21ST (ESV) INTERNATIONAL TECHNICAL CONFERENCE ON THE ENHANCED SAFETY OF VEHICLES, HELD JUNE 2009, STUTTGART, GERMANY PB - National Highway Traffic Safety Administration AU - MATSUI, Y AU - TAKAGI, S AU - TANAKA, Y AU - HOSOKAWA, N AU - ITOH, F AU - NAKASATO, H AU - WATANABE, N AU - YONEZAWA, H TI - Characteristics of TRL Pedestrian Legform Impactor and Flexible Pedestrian Legform Impactor in Car-Front Impact Tests PY - 2009 AB - Pedestrian protection is one of the key topics of discussion in the area of vehicle safety legislation in Europe and Japan. Leg injuries are the most common injuries found in non-fatal pedestrian accidents. The EC regulation and Euro NCAP are evaluating pedestrian leg protection performance in current vehicles. The TRL legform impactor is specified by the EC regulation, where Phase 1 took effect during 2005 and a draft phase 2 is scheduled to take effect in 2013. The global technical regulation (GTR) pedestrian protection test protocol was made basically using the TRL legform impactor. However, a flexible legform impactor has been under development. When the flexible legform impactor development is fully completed and evaluated, it is possible that both legform impactors may be determined to be useful in the GTR. Thus, the objective of this study is to investigate the characteristics of pedestrian leg protection performance of the frontal area of current vehicles using the TRL legform impactor and the flexible legform impactor. Different types of vehicles (sedan, sport utility vehicle (SUV), height wagon, and 1 box car) were used. The center of the bumper and center of the side members (i.e., the vehicles main longitudinal beams) were selected as impact locations for the legform impactors tests. This paper discusses an equivalence of injury assessment between the TRL legform impactor and flexible legform impactor. The full text of this paper may be found at: http://www-nrd.nhtsa.dot.gov/pdf/esv/esv21/09-0206.pdf For the covering abstract see ITRD E145407. KW - Conference KW - Conferences KW - Injuries KW - Injury KW - Leg KW - Leg (human) KW - Legislation KW - Legislation KW - Pedestrian KW - Pedestrians KW - Safety KW - Safety UR - https://trid.trb.org/view/1099747 ER - TY - SER AN - 01336135 JO - PROCEEDINGS OF THE 21ST (ESV) INTERNATIONAL TECHNICAL CONFERENCE ON THE ENHANCED SAFETY OF VEHICLES, HELD JUNE 2009, STUTTGART, GERMANY PB - National Highway Traffic Safety Administration AU - SHERWOOD, C P AU - NOLAN, J M AU - ZUBY, D S TI - Characteristics of Small Overlap Crashes PY - 2009 AB - Small overlap frontal crashes occur when vehicles are loaded outboard of their longitudinal structural members. Studies from the 1990s as well as current research have found that these crashes continue to account for a significant percentage of all serious frontal crashes. The National Automotive Sampling System/Crashworthiness Data System database was used to study the characteristics of these crashes in current model vehicles for drivers with injuries (excluding extremity injuries) rated 3 or greater on the abbreviated injury scale. Cases were individually analyzed to only include vehicles in which the majority of the loading was located outboard of the left longitudinal member. Occupant compartment intrusion was the primary factor in the resulting injuries, showing a strong correlation between the magnitude of intrusion and injury severity. Results suggest that vehicle designs must improve their ability to prevent occupant compartment intrusion when a vehicle is loaded at the outboard edges of its front end. The full text of this paper may be found at: http://www-nrd.nhtsa.dot.gov/pdf/esv/esv21/09-0423.pdf For the covering abstract see ITRD E145407. KW - Conference KW - Conferences KW - Crash severity KW - Database KW - Evaluation KW - Evaluation (assessment) KW - Frontal crashes KW - Head on collision KW - Overlapping KW - Overlapping KW - Severity (accid, injury) UR - https://trid.trb.org/view/1099746 ER - TY - SER AN - 01336134 JO - PROCEEDINGS OF THE 21ST (ESV) INTERNATIONAL TECHNICAL CONFERENCE ON THE ENHANCED SAFETY OF VEHICLES, HELD JUNE 2009, STUTTGART, GERMANY PB - National Highway Traffic Safety Administration AU - MARTIN, P G AU - RIDELLA, S AU - DISCHINGER, P C AU - RYB, G E AU - BURCH, C AU - SHIU, H TI - Characteristics of Fatalities in the CIREN Database PY - 2009 AB - This paper examines whether CIREN fatal cases are representative of crash fatalities in terms of injury patterns and the time to death. To examine the association, CIREN fatalities are compared with those of all motor vehicle crashes. Comparison data sets are derived from FARS data and from records obtained from the Maryland Office of the Chief Medical Examiner. Differences in injury patterns between those who died early-on vs. those who died later are documented. The findings suggest that the CIREN dataset is representative of real-world fatalities in terms of the fraction of deaths occurring within thirty minutes of the crash; and that, as expected, occupants who die early-on in CIREN are observed to have more severe injuries than those who die later. Moreover, injuries among early-on deaths appear to have a slightly different distribution than among those who die later. Also, CIREN has a higher fraction of cases where occupants died after twenty four hours than in the U.S. population. The results of this study will help to refine methods used to estimate mortality associated with particular injuries by assessing the completeness of injury records for fatal cases. The full text of this paper may be found at: http://www-nrd.nhtsa.dot.gov/pdf/esv/esv21/09-0253.pdf For the covering abstract see ITRD E145407. KW - Conference KW - Conferences KW - Crash severity KW - Data acquisition KW - Data collection KW - Database KW - Fatalities KW - Fatality KW - Injuries KW - Injury KW - Severity (accid, injury) KW - Statistics KW - Statistics KW - United States KW - Usa UR - https://trid.trb.org/view/1099745 ER - TY - SER AN - 01336132 JO - PROCEEDINGS OF 21ST (ESV) INTERNATIONAL TECHNICAL CONFERENCE ON THE ENHANCED SAFETY OF VEHICLES, HELD JUNE 2009, STUTTGART, GERMANY PB - National Highway Traffic Safety Administration AU - DIGGES, K H TI - Characteristics of Crashes That Result in Fires PY - 2009 AB - NASS and FARS data were analyzed to determine the crash environments that produced major fires. Case reviews were conducted for NASS cases with a major fire. Annually, there are about 400 fatalities in FARS with fire as the most harmful vehicle event. There are about 60 cases annually in NASS with a fire recorded. FARS years since 1978 and NASS years since 1997 were studied. NASS and FARS fire statistics for different crash modes with documented fires are presented. Also included are plots of deformation profiles for NASS vehicles with fires. These plots show damage profiles at the 10%, 25% and 50% frequency of occurrence levels. The frontal crash mode accounts for about half of the fires in FARS and NASS. Rollovers account for about 25% of the major fires in NASS and carry the highest risk of fatality in FARS fires. In NASS, the vast majority fires that occur in frontal and rollover crashes originate under the hood. Incapacitation and entrapment of occupants are important survival factors when underhood fires occur. The full text of this paper may be found at: http://www-nrd.nhtsa.dot.gov/pdf/esv/esv21/09-0214.pdf. For the covering abstract see ITRD E145407. KW - Collision KW - Conference KW - Conferences KW - Crash severity KW - Crashes KW - Fatalities KW - Fatality KW - Fire KW - Fire KW - Frontal crashes KW - Head on collision KW - Overturning KW - Overturning (veh) KW - Severity (accid, injury) KW - United States KW - Usa UR - https://trid.trb.org/view/1099743 ER - TY - SER AN - 01336128 JO - PROCEEDINGS OF THE 21ST (ESV) INTERNATIONAL TECHNICAL CONFERENCE ON THE ENHANCED SAFETY OF VEHICLES, HELD JUNE 2009, STUTTGART, GERMANY PB - National Highway Traffic Safety Administration AU - CUERDEN, R AU - COOKSON, R AU - RICHARDS, D TI - Car Rollover Mechanisms and Injury Outcome PY - 2009 AB - The study focused on the mechanisms which result in passenger cars over turning. Approximately 21% of the car occupant fatalities examined in the UK's Cooperative Crash Injury Study (CCIS) experienced a rollover. However rollovers are shown to be complex events, which can occur with or without impact(s) and are not always the principal cause of the resulting occupant injuries. The study differentiates the different types of rollovers and presents the influencing factors which precede them. Rollover events are divided into three categories: simple rollovers which do not involve a significant impact; rollovers followed by impact(s); and impacts followed by rollovers. The research correlated the dynamic motion of the car immediately prior to the initiation of the roll, the mechanisms which caused the car to roll and the consequences with respect to occupant injury. A significant proportion of the cars were identified as 'sliding' laterally to some degree prior to the roll and off-road soft surfaces such as grass or earth were the most frequent roll initiators. Cars were also described as skidding or having lost control prior to leaving the road or striking a kerb or other roadside object or other vehicle. For this reason electronic stability control (ESC) systems were identified as an important countermeasure with respect to potentially preventing a proportion of future rollover accidents. Occupants, who were either fully or partially ejected from their cars, were strongly linked to severe injury outcome. Seat belts (ideally used in conjunction with other restraint devices designed to prevent either all or part of the occupants' body leaving the car through window apertures during the rollover) were shown to be effective. The full text of this paper may be found at: http://www-nrd.nhtsa.dot.gov/pdf/esv/esv21/09-0481.pdf For the covering abstract see ITRD E145407. KW - Accident prevention KW - Automobiles KW - Car KW - Collision KW - Conference KW - Conferences KW - Crashes KW - Electronic stability program KW - Overturning KW - Overturning (veh) KW - Prevention KW - Safety KW - Stability (Mechanics) KW - Traction control KW - Vehicle occupant KW - Vehicle occupants UR - https://trid.trb.org/view/1099739 ER - TY - SER AN - 01336127 JO - PROCEEDINGS OF THE 21ST (ESV) INTERNATIONAL TECHNICAL CONFERENCE ON THE ENHANCED SAFETY OF VEHICLES, HELD JUNE 2009, STUTTGART, GERMANY PB - National Highway Traffic Safety Administration AU - MALCZYK, A AU - MAYR, E AU - ECKER, M AU - SEEBAUER, T AU - Weber, C AU - LAMPL, L AU - Helm, M AU - KULLA, M AU - WINKLER, L AU - GEBHARD, F AU - LIENER, U TI - Car Crashes with Polytrauma in Southern Germany PY - 2009 AB - Multiple, life-threatening injuries, often termed polytrauma, do not only demonstrate a high risk of mortality, but also for long-term or persistent disabilities for surviving victims. Road traffic accidents represent the most frequent cause for polytrauma in Germany. However, there are only estimates for the annual incidence rate of these critical injuries and little information exists about the share of different road users among these patients and their respective injury patterns. This is partly due to the fact that - at least in Germany - these most severely injured cannot be identified from national traffic accident statistics. A multi-center study is being conducted in a large part of southern Germany that attempts to document all polytrauma cases from traffic accidents and the circumstances of the collisions in a defined geographical region over a 14-month period. Patients with an Injury Severity Score ISS > 15 and injuries in at least two body regions are included for evaluation. This paper describes injuries sustained by 34 car and minivan occupants during the first months of the study, the related collision configurations and the vehicle passive safety features that were used or activated, like seat belts and airbags. Most of the occupants were between 18 and 45 years old. More women than men had severe multiple injuries, especially in the range above 35 years of age. Drivers were by far the largest group among the patients and a substantial number of them were unbelted. Many of the involved vehicles were from the small or compact car segment and belonged to older model generations, but most of them featured driver and passenger airbags and sometimes also airbags for side protection. The most severe injuries (AIS 4 and 5) were those to the head and especially to the thorax. Severe spine injuries were few and limited to side impacts or ejection from the vehicle. The full text of this paper may be found at: http://www-nrd.nhtsa.dot.gov/pdf/esv/esv21/09-0400.pdf For the covering abstract see ITRD E145407. KW - Automobiles KW - Car KW - Collision KW - Conference KW - Conferences KW - Crashes KW - Driver KW - Drivers KW - Females KW - Germany KW - Germany KW - Head KW - Head KW - Human beings KW - Man KW - Manual safety belts KW - Safety KW - Safety KW - Safety belt KW - Thorax KW - Thorax KW - Use KW - Use KW - Woman UR - https://trid.trb.org/view/1099738 ER - TY - SER AN - 01336124 JO - PROCEEDINGS OF THE 21ST (ESV) INTERNATIONAL TECHNICAL CONFERENCE ON THE ENHANCED SAFETY OF VEHICLES, HELD JUNE 2009, STUTTGART, GERMANY PB - National Highway Traffic Safety Administration AU - ZAMANIAN, A AU - GHAFGHAZI, I AU - SABETI, M D TI - CNG Cars Safety in Accidents (Case Study: Iran) PY - 2009 AB - In the last decade, air pollution has become a major problem in metropolises. Therefore using alternatives for common fuels, especially gasoline was ordered. In a country like Iran with the second biggest natural gas resources in the world, CNG was the most important choice. This potential led to vast manufacture and usage of CNG consuming automobiles. Being used in different climates and areas and because of the susceptibility of natural gas, these automobiles have always been vulnerable in accidents. Based on the statistics from reliable sources and scientific methods, this research tries to present the order of importance of CNG fuel system parts in accidents. The results of this research will reveal the priority of making the system parts safe. The full text of this paper may be found at: http://www-nrd.nhtsa.dot.gov/pdf/esv/esv21/09-0275.pdf For the covering abstract see ITRD E145407. KW - Accident KW - Conference KW - Conferences KW - Crashes KW - Hazards KW - Iran KW - Iran KW - Risk KW - Risk assessment KW - Risk assessment KW - Statistics KW - Statistics KW - Urban area KW - Urban areas UR - https://trid.trb.org/view/1099735 ER - TY - SER AN - 01336114 JO - PROCEEDINGS OF THE 21ST (ESV) INTERNATIONAL TECHNICAL CONFERENCE ON THE ENHANCED SAFETY OF VEHICLES, HELD JUNE 2009, STUTTGART, GERMANY PB - National Highway Traffic Safety Administration AU - KIRK, K AU - KUPPA, S TI - Biomechanics: Injury Criteria and Virtual Test Procedures/Tools DevelopmentûApplication and Evaluation of a Novel KTH Injury Criterion for the Hybrid III Dummy in Frontal Crash Test Environments PY - 2009 AB - This study evaluates a recently published comprehensive knee-thigh-hip (KTH) injury criterion through its application to the Hybrid III 50th percentile male (HIII-50M) and 5th percentile female (HIII-5F) dummies in frontal crash tests along with a comparison with real world KTH injury risk in frontal crashes. This criterion, developed by Rupp et al. (2009) (Rupp-KTH criterion), determines risk of injury to the hip, femur, and knee using the peak compressive femur force and impulse. Femur load cell data from various frontal crash tests were analyzed using the Rupp-KTH criterion. The risk of KTH injuries as calculated with this criterion in the various crash conditions was compared to that observed in real world frontal crashes using the National Automotive Sampling System-Crashworthiness Data Systems (NASS-CDS) data files. The relative proportion of knee, thigh, and hip injuries predicted by the Rupp-KTH criterion was also compared to that observed in real world crashes. The Rupp-KTH criterion predicts an overall KTH injury risk reflective of real world risk with unbelted Hybrid III dummies, but under-predicts real world injury risk for belted dummies. The proportion of hip injuries among all KTH injuries is predicted reasonably well for unbelted occupants and under-predicted for belted occupants. Dummy interaction with the knee bolster in different restraint conditions likely affects the level of agreement between predicted and observed injury risk. This study applied injury criteria to Hybrid III dummy responses in specific crash conditions and seating configurations. Injury risk prediction may be improved with other dummy designs or crash environments. The full text of this paper may be found at: http://www-nrd.nhtsa.dot.gov/pdf/esv/esv21/09-0196.pdf For the covering abstract see ITRD E145407. KW - Anthropometric dummy KW - Anthropometry KW - Collision KW - Conference KW - Conferences KW - Crashes KW - Deformation KW - Deformation KW - Dummies KW - Forecast KW - Forecasting KW - Hazards KW - Hip KW - Hip (human) KW - Injuries KW - Injury KW - Knee KW - Knee (human) KW - Risk UR - https://trid.trb.org/view/1099725 ER - TY - SER AN - 01336109 JO - PROCEEDINGS OF THE 21ST (ESV) INTERNATIONAL TECHNICAL CONFERENCE ON THE ENHANCED SAFETY OF VEHICLES, HELD JUNE 2009, STUTTGART, GERMANY PB - National Highway Traffic Safety Administration AU - SOHR, S AU - HEYM, A TI - Benefit of Adaptive Occupant Restraint Systems with Focus on the New US-NCAP Rating Requirements PY - 2009 AB - Against the background of an always growing traffic volume on the roads and the resulting aim to reduce the number of traffic fatalities continuously, a number of research projects and field studies have been carried out in recent years. As a result of this, legal tests and consumer requirements have been significantly tightened. Consequently, car manufacturers and suppliers are faced with completely new challenges as to the adaptation of occupant restraint systems. Here, so-called "smart" restraint systems gained more and more importance. The US-NCAP requirements for the MY 2010, adopted by NHTSA in 2008, are a new milestone for the improvement of occupant protection. For the minimization of the total injury risk in frontal impacts, the protection criteria for head (HIC), neck (Nij), and thorax (chest deflection) are under special consideration. With regard to the new requirements, it seems to be quite challenging to achieve a very good rating in frontal crash tests by standard restraint systems, especially when different dummy sizes and the legal requirements according to FMVSS 208 have to be considered. The present study shall demonstrate which potential adaptive airbag and seat belt technologies can possess. Thus, the performance of different concepts of adaptive airbag techniques, knee bags, double pretensioning systems and adaptive force limiters are compared in terms of critical injury criteria. Finally, a survey is given on how the consequent use of adaptive restraint systems can address the future requirements (law, ratings). The full text of this paper may be found at: http://www-nrd.nhtsa.dot.gov/pdf/esv/esv21/09-0322.pdf For the covering abstract see ITRD E145407. KW - Conference KW - Conferences KW - Frontal crashes KW - Hazards KW - Head on collision KW - Injuries KW - Injury KW - Manual safety belts KW - Prevention KW - Prevention KW - Risk KW - Safety belt KW - United States KW - Usa UR - https://trid.trb.org/view/1099720 ER - TY - SER AN - 01336108 JO - PROCEEDINGS OF THE 21ST (ESV) INTERNATIONAL TECHNICAL CONFERENCE ON THE ENHANCED SAFETY OF VEHICLES, HELD JUNE 2009, STUTTGART, GERMANY PB - National Highway Traffic Safety Administration AU - TATTEGRAIN, H AU - BONNARD, A AU - MATHERN, B TI - Benefit of "Dynamic Use Cases" to Early Design and Driving Assistance System for Pedestrian/Truck Collision Avoidance PY - 2009 AB - The common approach to express Driving Assistance Systems (DAS) functionalities is often based on use cases that explain driving context and required assistance. However, DAS design requires temporal consideration of driving situation evolution when using the assistance, in order to define when the assistance is activated and which decision criteria is used. Driving situation complexity and its temporal progress cannot be easily appreciated without tools taking into account all actors (pedestrians, driver, vehicles) and assistance effects on the scenario evolution. This paper describes a software application that offers designers a light and simple way to early design, tune and test DAS functioning on progressing situations. This tool is developed in the VIVRE 2 project to support the early design of a DAS that warns truck drivers to avoid pedestrian collisions. In this context, the tool permits to test the DAS functioning by running "dynamic use cases" (static use cases enriched with additional inputs to reflect the temporal evolution). It allows the designer to build scenarios with specifics parameters about driver, truck, pedestrians and assistance. It also proposes replay and trace features that help the analysis of the "dynamic use cases" combination. These iterative tests and adjustments of DAS allow determining decision criteria that works in all targeted situations. To further efficient early design, the tool must stay light and easy to use. As a consequence, the temporal evolution models of actors are kept simple. Once the DAS functioning is validated, another design phase in more realistic conditions is required; to make sure that no unanticipated behaviour occurs, which may reduce the functioning. This approach is crucial for early designing of a DAS to bring continuity to the use cases and to evaluate the consequences of any decision criteria modification on the global functioning in order to ensure driver warning efficiency. The full text of this paper may be found at: http://www-nrd.nhtsa.dot.gov/pdf/esv/esv21/09-0489.pdf For the covering abstract see ITRD E145407. KW - Collision KW - Conference KW - Conferences KW - Crashes KW - Driver KW - Drivers KW - Intelligent transport system KW - Intelligent transportation systems KW - Lorry KW - Pedestrian KW - Pedestrians KW - Software KW - Software KW - Trucks KW - Warning KW - Warning systems UR - https://trid.trb.org/view/1099719 ER - TY - SER AN - 01336107 JO - PROCEEDINGS OF THE 21ST (ESV) INTERNATIONAL TECHNICAL CONFERENCE ON THE ENHANCED SAFETY OF VEHICLES, HELD JUNE 2009, STUTTGART, GERMANY PB - National Highway Traffic Safety Administration AU - LIERS, H TI - Benefit Estimation of the Euro NCAP Pedestrian Rating Concerning Real-World Pedestrian Safety PY - 2009 AB - In 2009, Euro NCAP intends to change its rating system. The new rating will put a greater emphasis on the pedestrian protection potential. Therefore, Euro NCAP endeavours to assess the vehicle's overall safety performance and communicate it simply to consumers using a single star rating. This study aims to estimate how well the pedestrian rating system matches the expected real-world benefit. Furthermore, the benefit range achieved for different Euro NCAP pedestrian protection scores is determined. The vehicle impact zones and their related NCAP points are also evaluated for their actual effectiveness. The analysis bases on the German In-depth Accident Study (GIDAS) database. A case-by-case analysis was carried out for 667 frontal pedestrian accidents where the vehicle speed was 40kph or less. More than 500 AIS2+ injuries are analysed regarding severity, affected body region, impact point on the vehicle, and the particular NCAP zone. An injury shift method was then used to determine the benefit derived from each testing zone. One result of the study is a detailed impact distribution for AIS2+ injuries across the vehicle front. The rating colour code distributions for different vehicles with various higher point levels were compared to the original dataset and to the current standard in pedestrian protection. In order to estimate the overall benefit range, the analyses used optimistic and pessimistic approaches. It is shown that current vehicles already exhibit significant real-world benefits. Furthermore, the additional benefit for vehicles achieving various point scores were estimated although the calculated benefits are mostly overestimations due to missing test results for older vehicles and conservative assumptions. This is the first detailed analysis of injury causation in NCAP zones and has been made possible by high accident numbers. Thus, the expected real-world benefits of any vehicles can be compared to their Euro NCAP test results. The full text of this paper may be found at: http://www-nrd.nhtsa.dot.gov/pdf/esv/esv21/09-0387.pdf For the covering abstract see ITRD E145407. KW - Accident KW - Cause KW - Causes KW - Conference KW - Conferences KW - Crashes KW - Database KW - Design KW - Design (overall design) KW - Injuries KW - Injury KW - Pedestrian KW - Pedestrians KW - Vehicle KW - Vehicles UR - https://trid.trb.org/view/1099718 ER - TY - SER AN - 01336106 JO - PROCEEDINGS OF THE 21ST (ESV) INTERNATIONAL TECHNICAL CONFERENCE ON THE ENHANCED SAFETY OF VEHICLES, HELD JUNE 2009, STUTTGART, GERMANY PB - National Highway Traffic Safety Administration AU - KUEHN, M AU - HUMMEL, T AU - BENDE, J TI - Benefit Estimation of Advanced Driver Assistance Systems for Cars Derived from Real-Life Accidents PY - 2009 AB - Advanced Driver Assistance Systems (ADAS) are today becoming increasingly common in the market. The safety potential of these systems has been evaluated using different approaches in several studies. In order to quantify the effects of ADAS on accidents described by insurers` claim files, German Insurers Accident Research has performed a comprehensive study. The database used for the study was a representative excerpt from the German Insurers' data, covering 2,025 accidents. Statistical methods were used to extrapolate these accidents up to 167,699 claims. The conclusions of the analyses are as follows: a Collision Mitigation Braking System (CMBS) which is able to gather information from the environment, to warn the driver and to perform a partial braking maneuver autonomously (CMBS 2), could prevent up to 17.8% of all car accidents with personal injuries in the data sample. The theoretical safety potential of a Lateral Guidance System, consisting of Lane Change Assist and Lane Keeping Assist, was determined to be up to 7.3%. Hence, a car fleet equipped with CMBS 2 and Lateral Guidance could avoid up to 25.1 % of all car accidents in the data sample. This theoretical safety potential is based on the assumptions that 100% of the car fleet is equipped with these systems and the driver reacts perfectly when warned. The full text of this paper may be found at: http://www-nrd.nhtsa.dot.gov/pdf/esv/esv21/09-0317.pdf For the covering abstract see ITRD E145407. KW - Collision KW - Conference KW - Conferences KW - Crashes KW - Database KW - Driver assistance system KW - Driver support systems KW - Intelligent transport system KW - Intelligent transportation systems KW - Warning KW - Warning systems UR - https://trid.trb.org/view/1099717 ER - TY - SER AN - 01336102 JO - PROCEEDINGS OF THE 21ST (ESV) INTERNATIONAL TECHNICAL CONFERENCE ON THE ENHANCED SAFETY OF VEHICLES, HELD JUNE 2009, STUTTGART, GERMANY PB - National Highway Traffic Safety Administration AU - DIGGES, K AU - STEPHENSON, R R TI - Basis for a Fluid Integrity NCAP Rating PY - 2009 AB - The frontal crash mode accounts for about half of the fires in Fatality Analysis Reporting System (FARS) and National Automotive Sampling System (NASS). Rollovers account for about 25% of the major fires in NASS and carry the highest risk of fatality in FARS fires. In NASS, the vast majority of fires that occur in frontal and rollover crashes originate underhood. Many of these fires eventually engulf the occupant compartment. Incapacitation and entrapment of occupants are important survival factors when underhood fires occur. Tests of several vehicles under operational conditions indicated that the surface temperature of the exhaust manifold and catalytic converter can exceed the ignition temperature of many underhood fluids. NCAP tests should include leakage measurements of all fluids. If leakage is observed, ratings could be assigned based on the amount and flammability of any fluid leakage. Since rapid egress is needed when fire occurs, the force required to open doors should be a basis for the safety rating, as well. Finally, there is technology on-the-road for electrical disconnects of the fuel pump and battery. These features should be evaluated as part of the NCAP test. The full text of this paper may be found at: http://www-nrd.nhtsa.dot.gov/pdf/esv/esv21/09-0215.pdf For the covering abstract see ITRD E145407. KW - Bonnet (car) KW - Conference KW - Conferences KW - Fire KW - Fire KW - Flammability KW - Flammability KW - Frontal crashes KW - Fuel KW - Fuels KW - Head on collision KW - Hoods KW - Overturning KW - Overturning (veh) UR - https://trid.trb.org/view/1099712 ER - TY - SER AN - 01336099 JO - PROCEEDINGS OF THE 21ST (ESV) INTERNATIONAL TECHNICAL CONFERENCE ON THE ENHANCED SAFETY OF VEHICLES, HELD JUNE 2009, STUTTGART, GERMANY PB - National Highway Traffic Safety Administration AU - AVERY, M AU - WEEKES, A TI - Autonomous Braking Systems and Their Potential Effect on Whiplash Injury Reduction PY - 2009 AB - The paper estimates the benefits of low speed autonomous vehicle braking technologies (e.g. City Safety from Volvo) on reducing whiplash injuries, and whether driver adaptation is likely. Potential UK whiplash injury reduction and cost savings associated with autonomous braking systems are calculated. Assuming standard fleet wide fitment, predictions show autonomous braking systems (City Safety) could annually prevent 263,250 crashes, mitigate 87,750, and prevent 151,848 injuries, equalling nearly 2 billion Euro savings in repair costs and whiplash compensation. In driver adaptation testing participants drove toward an inflatable target car at 15km/h without braking. Responses were collected from 99 driver tests, where the vehicle autonomously brakes preventing impact. 11% of drivers braked instinctively when approaching targets, and 95% of drivers stated they would not rely on City Safety for normal driving, and understood that it was for emergency braking only. Feedback was also gathered from 11 drivers experiencing the system on thousands of kilometres of normal UK roads. None reported either positive interventions or false interventions. City Safety, an example of low speed autonomous braking systems, shows huge potential for reducing crashes and whiplash injuries valued at nearly 2 billion Euro in insurance claim savings. Other current autonomous braking systems operating at higher speeds require driver activation, and can only mitigate impact speeds. City Safety operates autonomously at low speeds and can prevent collisions occurring completely, so no risk compensation issues are expected. The full text of this paper may be found at: http://www-nrd.nhtsa.dot.gov/pdf/esv/esv21/09-0328.pdf For the covering abstract see ITRD E145407. KW - Braking KW - Braking KW - Cervical vertebrae KW - Conference KW - Conferences KW - Cost KW - Costs KW - Decrease KW - Decreases KW - Driver KW - Drivers KW - Intelligent transport system KW - Intelligent transportation systems KW - Speed KW - Speed KW - Vertebrae UR - https://trid.trb.org/view/1099709 ER - TY - SER AN - 01336097 JO - PROCEEDINGS OF 21ST (ESV) INTERNATIONAL TECHNICAL CONFERENCE ON THE ENHANCED SAFETY OF VEHICLES, HELD JUNE 2009, STUTTGART, GERMANY PB - National Highway Traffic Safety Administration AU - CANO, J AU - KOVACEVA, J AU - LINDMAN, M AU - BRAENNSTROEM, M TI - Automatic Incident Detection and Classification at Intersections PY - 2009 AB - Collisions at intersections are common and their consequences are often severe. This paper addresses the need for information on accident causation; a knowledge that can be used to obtain more effective countermeasures. A novel method that can be applied to data recorded in a ground-based observation system or similar is proposed for classifying vehicle interactions into a set of predefined traffic scenarios. The classification is based on possible combinations of trajectories of two interacting vehicles that have passed through an intersection. Additionally, the authors present an incident detection algorithm that uses the classified vehicle interactions. This algorithm constitutes the core of a video-based automatic incident detection at intersections (AIDI) system. The performance of the AIDI system was successfully verified both in a driving simulator and in real traffic conditions. The full text of this paper may be found at: http://www-nrd.nhtsa.dot.gov/pdf/esv/esv21/09-0234.pdf For the covering abstract see ITRD E145407. KW - Accident KW - Collision KW - Conference KW - Conferences KW - Crashes KW - Driving simulators KW - Incident detection KW - Incident detection KW - Intelligent transport system KW - Intelligent transportation systems KW - Intersections KW - Junction KW - Simulator (driving) UR - https://trid.trb.org/view/1099707 ER - TY - SER AN - 01336095 JO - PROCEEDINGS OF THE 21ST (ESV) INTERNATIONAL TECHNICAL CONFERENCE ON THE ENHANCED SAFETY OF VEHICLES, HELD JUNE 2009, STUTTGART, GERMANY PB - National Highway Traffic Safety Administration AU - OTTE, D AU - SFERCO, R AU - SCHAEFER, R AU - EIS, V AU - WELSH, R TI - Assessment of Injury Severity of Nearside Occupants in Pole Impacts to Side of Passenger Cars in European Traffic Accidents - Analysis of German and UK In-Depth Data PY - 2009 AB - The national accident statistics demonstrate that the situation of passenger car side impacts is dominated by car to car accidents. Car side to pole impacts are relatively infrequent events. However the importance of car side to pole impacts is significantly increasing with fatal and seriously injured occupants. For the present study the German in-depth database GIDAS (German In-Depth-Accident Study) and the UK database CCIS (Co-operative Crash Injury Study) were used. Two approaches were undertaken to better understand the scenario of car to pole impacts. The first part is a statistical analysis of passenger car side to pole impacts to describe the characteristics and their importance relevant to other types of impact and to get further knowledge about the main factors influencing the accident outcome. The second part contains a case by case review on passenger cars first registered 1998 onwards to further investigate this type of impact including regression analysis to assess the relationship between injury severity and pole impact relevant factors. The full text of this paper may be found at: http://www-nrd.nhtsa.dot.gov/pdf/esv/esv21/09-0243.pdf For the covering abstract see ITRD E145407. KW - Conference KW - Conferences KW - Crash severity KW - Database KW - Germany KW - Germany KW - Pole KW - Poles (Supports) KW - Severity (accid, injury) KW - United kingdom KW - United Kingdom UR - https://trid.trb.org/view/1099705 ER - TY - SER AN - 01336089 JO - PROCEEDINGS OF THE 21ST (ESV) INTERNATIONAL TECHNICAL CONFERENCE ON THE ENHANCED SAFETY OF VEHICLES, HELD JUNE 2009, STUTTGART, GERMANY PB - National Highway Traffic Safety Administration AU - GAIL, J AU - FUNKE, J AU - SEINIGER, P AU - WESTERKAMP, U TI - Anti Lock Braking and Vehicle Stability Control for Motorcycles - Why or Why Not? PY - 2009 AB - In the last years there has been a decline in accident figures in Germany especially for four wheeled vehicles. At the same time, accident figures for motorcycles remained nearly constant. About 17 % of road traffic fatalities in the year 2006 were motorcyclists. 33 % of these riders were killed in single vehicle crashes. This leads to the conclusion that improving driving dynamics and driving stability of powered two wheelers would yield considerable safety gains. However, the well-known measures for cars and trucks with their proven effectiveness cannot be transferred easily to motorcycles. Therefore studies were carried out to examine the safety potential of Anti Lock Braking Systems (ABS) and Vehicle Stability Control (VSC) for motorcycles by means of accident analysis, driving tests and economical as well as technical assessment of the systems. With regard to ABS, test persons were assigned braking tasks (straight and in-curve) with five different brake systems with and without ABS. Stopping distances as well as stress and strain on the riders were measured for 9 test riders who completed 105 braking manoeuvres each. Knowing the ability of ABS to avoid falls during braking in advance of a crash and taking into account the system costs, a cost benefit analysis for ABS for motorcycles was carried out for different market penetration of ABS, i.e. equipment rates, and different time horizons. The potential of VSC for motorcycles was estimated in two steps. First the kinds of accidents that could be prevented by such a system at all have been analysed. For these accident configurations, simulations and driving tests were then performed to determine if a VSC was able to detect the critical driving situation and if it was technically possible to implement an actuator which would help to stabilise the critical situation. The full text of this paper may be found at: http://www-nrd.nhtsa.dot.gov/pdf/esv/esv21/09-0072.pdf For the covering abstract see ITRD E145407. KW - Anti locking device KW - Antilock brake systems KW - Benefit cost analysis KW - Conference KW - Conferences KW - Cost benefit analysis KW - Driving KW - Handling characteristics KW - Motorcycle KW - Motorcycles KW - Simulation KW - Simulation KW - Vehicle handling UR - https://trid.trb.org/view/1099699 ER - TY - SER AN - 01336088 JO - PROCEEDINGS OF THE 21ST (ESV) INTERNATIONAL TECHNICAL CONFERENCE ON THE ENHANCED SAFETY OF VEHICLES, HELD JUNE 2009, STUTTGART, GERMANY PB - National Highway Traffic Safety Administration AU - MARTINEZ, L AU - VICENTE, T AU - GARCIA, A AU - ALCALA, E AU - APARICIO, F TI - Analysis of Coaches Rows Seats Distance Influence on the Passengers Comfort and Safety PY - 2009 AB - Rows seats distance is a key parameter for the comfort on coaches. This distance it is also important for the passenger safety and also for example to extend the use of rearward facing CRS in a safer way. This study analyses what could be the minimum distance (based on comfort from volunteer) and how this comfort distance is affecting the passengers level of protection in R80 frontal impact with respect the minimum distance requested in current Regulations R36/R107. Volunteer testing have been performed to obtain the comfort sitting positions for coach seat geometry. Also CAE software has been used to determine minimum row seats comfort distance for a wider sample of seats geometry. In later phase, R80 sleds tests with two and four Hybrid- III dummies and with two types of seats (2-point and 3-point safety belts) have been performed, to assess the level of protection of the passengers in frontal impact at the current R36/R107 row seats distance and with the proposed one. This study present a recommendation for a minimum row seat distance to guarantee passengers comfort and how this distance is affecting the passengers safety in frontal impact with the injury assessment criteria of both R80 and R94 for the Hybrid-III dummy. With 3-point safety belts seats, the increment on the row seat distance is beneficial for the passengers safety, except when they are unbelted and if the design of the seat is maintained. With 2-point safety belts seats, the level of protection is similar for both distances. The R94 neck injury criteria and tibia displacement are over exceeded even with the lower R80 impact speed (55 kph vs 30 kph). This study shows the status of coaches frontal impact protection levels after the 2003/20/CE Directive has been made compulsory the use of the safety belts in coaches even in the city and road travels. The full text of this paper may be found at: http://www-nrd.nhtsa.dot.gov/pdf/esv/esv21/09-0197.pdf For the covering abstract see ITRD E145407. KW - Buses KW - Coach KW - Comfort KW - Comfort KW - Conference KW - Conferences KW - Injuries KW - Injury KW - Manual safety belts KW - Safety belt KW - Seat (veh) KW - Seats KW - Use KW - Use KW - Vehicle occupant KW - Vehicle occupants UR - https://trid.trb.org/view/1099698 ER - TY - SER AN - 01336087 JO - PROCEEDINGS OF THE 21ST (ESV) INTERNATIONAL TECHNICAL CONFERENCE ON THE ENHANCED SAFETY OF VEHICLES, HELD JUNE 2009, STUTTGART, GERMANY PB - National Highway Traffic Safety Administration AU - TAKHOUNTS, E G AU - HASIJA, V AU - EPPINGER, R H TI - Analysis of 3D Rigid Body Motion Using the Nine Accelerometer Array and the Randomly Distributed In-Plane Accelerometer Systems PY - 2009 AB - The nine accelerometer array sensor package is used extensively in injury biomechanics research to obtain the rotational acceleration time histories of a rigid body. It has been shown in the past to remain computationally stable while the alternative, the six accelerometer array, becomes unstable in the presence of small inaccuracies in the individually measured accelerations. The nine accelerometer array process achieves its stability by requiring the measurement of three rotational accelerations, thus eliminating the six accelerometer array's dependency on having knowledge of the rigid body's three rotational velocities at each instant in time. The nine accelerometer array's additional three measurements also provide other important benefits: 1. Identifying whether or not any one of the nine translational acceleration measurements is inconsistent with rigid body motion, 2. If an incorrect acceleration is found, determining what the actual time history should be for that case, 3. Use of optimization methodology to obtain the best possible solution for the rigid body motion. This paper presents the derivation of an additional set of constraint equations that a given set of nine linear accelerations must satisfy to be consistent with rigid body motion, demonstrates how an inconsistent acceleration input is discovered, and describes the process by which the true time history of the acceleration is recovered. In addition, optimization methodology is introduced to obtain the best possible solution for a randomly distributed in-plane accelerometer system when errors in measurements are artificially introduced. The full text of this paper may be found at: http://www-nrd.nhtsa.dot.gov/pdf/esv/esv21/09-0402.pdf For the covering abstract see ITRD E145407. KW - Acceleration KW - Acceleration (Mechanics) KW - Biomechanics KW - Biophysics KW - Conference KW - Conferences KW - Injuries KW - Injury KW - Rotation KW - Rotation KW - Sensor KW - Sensors UR - https://trid.trb.org/view/1099697 ER - TY - SER AN - 01336086 JO - PROCEEDINGS OF THE 21ST (ESV) INTERNATIONAL TECHNICAL CONFERENCE ON THE ENHANCED SAFETY OF VEHICLES, HELD JUNE 2009, STUTTGART, GERMANY PB - National Highway Traffic Safety Administration AU - SELUGA, K AU - LONG, T TI - Analysis and Prevention of Child Ejections from Golf Cars and Personal Transport Vehicles PY - 2009 AB - United States Consumer Products Safety Commission statistics indicate there are approximately 13,000 golf car related emergency room visits in the United States annually. Of these, approximately 40% involve children (i.e. age < 16) and 50% of these involve a fall from a moving car. Evidence also indicates that many passenger ejections occur during left turns. Children are especially susceptible to ejection because of their small size and reliance upon the hip restraint for stability. While adult ejections have been studied, the present study analyzes mechanisms of child ejection during left turns. Dynamic tests are presented wherein an anthropomorphic Hybrid III 6 year old dummy in the front passenger seat is ejected during a moderate left turn and ejection kinematics are analyzed. An Articulated Total Body (ATB) occupant simulation is also presented, which compares favorably with experimental results. Additional simulations are presented wherein a seatbelt is found to be effective in preventing ejection with minimal belt force requirements. While experimental and simulated occupant dummies do not include muscular reactions, the potentially rapid onset of vehicle acceleration indicates that real occupants, particularly young children, may not have time to react before the ejection process has begun. Results indicate that current hip restraints are not large enough to prevent the ejection of small children during a moderate left turn. Additionally, seatbelts or straps are effective in preventing ejection during driver induced accelerations. The small belt force requirements indicate that seatbelts designed for use in automobiles and meeting Federal Motor Vehicle Safety Standards (FMVSS) may not be necessary. Based on these results, it is recommended that children be prohibited from riding in golf cars without a seatbelt type restraint when driven on golf courses and that seatbelt type restraints be provided for each occupant, especially children, when driving outside the golf course setting. The full text of this paper may be found at: http://www-nrd.nhtsa.dot.gov/pdf/esv/esv21/09-0186.pdf For the covering abstract see ITRD E145407. KW - Acceleration KW - Acceleration (Mechanics) KW - Anthropometric dummy KW - Anthropometry KW - Child KW - Children KW - Conference KW - Conferences KW - Dummies KW - Electric vehicle KW - Electric vehicles KW - Legislation KW - Legislation KW - Manual safety belts KW - Recreation KW - Recreation KW - Safety KW - Safety KW - Safety belt KW - United States KW - Usa UR - https://trid.trb.org/view/1099696 ER - TY - SER AN - 01336083 JO - PROCEEDINGS OF THE 21ST (ESV) INTERNATIONAL TECHNICAL CONFERENCE ON THE ENHANCED SAFETY OF VEHICLES, HELD JUNE 2009, STUTTGART, GERMANY PB - National Highway Traffic Safety Administration AU - LUKIANOV, G TI - An Examination of Crash Scenarios and the Potential Benefits of Six Advanced Safety Technologies PY - 2009 AB - NHTSA published the report "Pre-Crash Scenario Typology for Crash Avoidance Research", DOT HS 810 767, in April 2007. This study reviews the data presented in this DOT report and will examine the data for patterns which may be useful in prioritizing safety technology strategies from a frequency, economic cost and functional years lost perspective. Furthermore, techniques are developed and presented which offer weighing methodologies which could be useful in ranking anticipated benefits of various advanced safety technologies currently coming to market. The paper concludes with calculated rankings of the six advanced safety technologies, discusses the ranking results relative to a similar calculated ranking of ESC and offers some observations regarding ESC behavior and potential unexpected safety benefits of ESC. The full text of this paper may be found at: http://www-nrd.nhtsa.dot.gov/pdf/esv/esv21/09-0511.pdf For the covering abstract see ITRD E145407. KW - Conference KW - Conferences KW - Electronic stability program KW - Method KW - Methodology KW - Safety KW - Safety KW - Stability (Mechanics) KW - Technology KW - Technology KW - Traction control UR - https://trid.trb.org/view/1099693 ER - TY - SER AN - 01336082 JO - PROCEEDINGS OF THE 21ST (ESV) INTERNATIONAL TECHNICAL CONFERENCE ON THE ENHANCED SAFETY OF VEHICLES, HELD JUNE 2009, STUTTGART, GERMANY PB - National Highway Traffic Safety Administration AU - TATSU, K AU - YAMAGUCHI, A AU - HITOTSUMATSU, A AU - OKABE, T TI - An Evaluation of PDB Test Results for Partner Protection and Self Protection PY - 2009 AB - The introduction of various vehicle safety standards and new car assessment programs in addition to automobile manufacturers' efforts to improve vehicle safety performance have led to significant improvements in vehicle safety performance over the past several years. Improving frontal impact compatibility is recognized as one approach to further enhancing vehicle safety performance. Various methods of improving frontal impact compatibility have been proposed and discussed. In 1996, European Enhanced Vehicle-safety Committee Working Group 15 on Vehicle Compatibility was established to explore methods for assessing vehicle compatibility and to develop procedures for testing it. In their 2007 Final Report, EEVC WG15 proposed a Progressive Deformable Barrier (PDB) test as one candidate for testing vehicle compatibility. The PDB test was developed with the aim of assessing and improving partner protection while taking self protection into account as well. This paper focuses on the PDB test. To assess its performance, several different category vehicles (small car, large car, midsize SUV, large SUV) were selected for study and PDB test results for them were compared with those obtained with the current ECE R94 offset deformable barrier (ODB) test and the vehicle-to-vehicle impact test. This study was simply an attempt to make an evaluation of the PDB test in comparison with other test procedures. The full text of this paper may be found at: http://www-nrd.nhtsa.dot.gov/pdf/esv/esv21/09-0109.pdf For the covering abstract see ITRD E145407. KW - Automobiles KW - Car KW - Compatibility KW - Compatibility KW - Conference KW - Conferences KW - Crash cushions KW - Deformable barrier (impact test) KW - Dimension KW - Frontal crashes KW - Head on collision KW - Impact test (veh) KW - Impact tests KW - Size KW - Sport utility vehicle KW - Sport utility vehicles UR - https://trid.trb.org/view/1099692 ER - TY - SER AN - 01336081 JO - PROCEEDINGS OF THE 21ST (ESV) INTERNATIONAL TECHNICAL CONFERENCE ON THE ENHANCED SAFETY OF VEHICLES, HELD JUNE 2009, STUTTGART, GERMANY PB - National Highway Traffic Safety Administration AU - RENFROE, D AU - ROBERTS, A TI - An Analysis of the Mechanism Causing Loss of Control During a Tire Delamination PY - 2009 AB - Electronic controls cannot always compensate for the destabilization of a poorly designed vehicle caused by tire delamination. Axle tramp caused from rubber strips on the track showed axle skate. Further research, reported at ESV 2007 demonstrated that lumps on a single rear tire caused 15+ degrees/g of oversteer. The Engineering Institute has shown that the process of tire delamination causes some vehicles to become unstable at highway speeds. This was accomplished by actually preparing tires to partially delaminate while at 95 to 115 kph on a remotely controlled vehicle. This testing demonstrated a severe loss of control as the tire was delaminating. The testing also showed that the predominate mechanism of control loss arises from the imbalance created during the delamination process. A discussion of the testing illustrating accelerations on the rear axle as well as displacements of the shock absorbers will be used to illustrate the imbalance excitation and the tramping motion of the axle. Previous research indicated that the oversteer gradient during such an event to be between 15 and 20 degrees per g. This would then yield a critical speed of about 45 kph. The testing illustrates how a vehicle loses control when the vehicle transitions from understeer to oversteer at highway speeds significantly above the critical speed from tire failure induced forces. Alternative suspensions were tested using the same simulated tire failure and illustrated how the vehicle stability is increased. Using these results, a design criteria based upon a percentage of the critical rotational damping is proposed to control axle tramp from excitations at the harmonic frequency. The full text of this paper may be found at: http://www-nrd.nhtsa.dot.gov/pdf/esv/esv21/09-0209.pdf For the covering abstract see ITRD E145407. KW - Axle KW - Axles KW - Conference KW - Conferences KW - Control KW - Control KW - Damping KW - Damping (Physics) KW - Driving KW - Failure KW - Failure KW - Handling characteristics KW - Loss KW - Loss and damage KW - Simulation KW - Simulation KW - Stability KW - Stability (Mechanics) KW - Steering KW - Steering (process) KW - Tires KW - Tyre KW - Vehicle handling UR - https://trid.trb.org/view/1099691 ER - TY - SER AN - 01336080 JO - PROCEEDINGS OF THE 21ST (ESV) INTERNATIONAL TECHNICAL CONFERENCE ON THE ENHANCED SAFETY OF VEHICLES, HELD JUNE 2009, STUTTGART, GERMANY PB - National Highway Traffic Safety Administration AU - NAING, C AU - KIRK, A AU - VAN ESLANDE, P AU - Schick, S AU - HILL, J TI - An Analysis of Speed-Related UK Accidents Using a Human Functional Failure Methodology PY - 2009 AB - Accidents involving either illegal or inappropriate speeding play a part in a large proportion of accidents involving cars. The types of typical failure generating scenarios found in car accidents where illegal speeding or inappropriate speeding is contributory are compared using the detailed human functional failure methodology developed in the European TRACE project (TRaffic Accident Causation in Europe), funded by the European Commission. Using on-scene cases from the UK 'On The Spot' database (funded by the UK Department for Transport and Highways Agency), a sample of cases where speed is contributory have been analysed. An overview of speeding cases from the 4,000 in-depth cases available in the dataset is also presented. The results highlight not only the differences between inappropriate and illegal speeding cases, but also the differences in the functional failures experienced by both the 'at fault' and 'not at fault' road users in both types of speed-related accidents. The results form a unique base of knowledge for future work on the human-related issues associated with speeding of both types, for all crash participants. Also considered is how new technologies can address speeding accidents. The full text of this paper may be found at: http://www-nrd.nhtsa.dot.gov/pdf/esv/esv21/09-0293.pdf For the covering abstract see ITRD E145407. KW - Behavior KW - Behaviour KW - Cause KW - Causes KW - Conference KW - Conferences KW - Crimes KW - Database KW - Error KW - Errors KW - Europe KW - Europe KW - Offence KW - Technology KW - Technology KW - United kingdom KW - United Kingdom UR - https://trid.trb.org/view/1099690 ER - TY - SER AN - 01336079 JO - PROCEEDINGS OF THE 21ST (ESV) INTERNATIONAL TECHNICAL CONFERENCE ON THE ENHANCED SAFETY OF VEHICLES, HELD JUNE 2009, STUTTGART, GERMANY PB - National Highway Traffic Safety Administration AU - KERNS, T AU - MCCULLOUGH, C A TI - An Analysis of Hospitalized Motorcyclists in the State of Maryland Based on Helmet Use and Outcome PY - 2009 AB - In recent years, there has been a significant increase in mortality among motorcyclists. Despite high rates of morbidity and mortality associated with crashes among older riders, there have been relatively few studies on injured motorcyclists admitted to hospitals. In an ongoing study, data is being collected from motorcyclists involved in crashes in Maryland who were either killed or transported to the R Adams Cowley Shock Trauma Center (STC) in Baltimore, Maryland. Data on injured motorcyclists is captured from the trauma registry, hospital discharge records, autopsy reports, and through a linkage with police crash reports. Injured parties are assessed six-months and one-year post crash with the Short Form 36 (SF- 36) questionnaire. The SF-36 is an evaluation tool used to determine long term outcome. Autopsy reports are obtained from the Office of the Chief Medical Examiner of Maryland (OCME). Previous studies looking at head injuries resulting from motorcycle crashes have not been able to discriminate between operators using helmets that are and are not compliant with standards set forth by the United States Department of Transportation (DOT). Helmets will be categorized as DOT-certified, fullface, half-shell or uncertified novelty helmets. Fatal versus non-fatal crashes with resulting injuries are compared and matched by operator demographics, helmet use and type, and crash characteristics. It is anticipated that persons involved in a crash while wearing an uncertified novelty helmet have a higher risk of head injury than those who crashed while wearing a DOT-certified helmet. From January 2007 through May 2008 there were 517 motorcycle operators admitted to the STC. The mean age of this group was 37 years and 25% sustained a head injury with an Abbreviated Injury Score (AIS) between 1 and 6. Twenty-one percent of these helmets were identified as DOT non-certified. A comparison of head injury and helmet type revealed that 50% (13/26) of those wearing a uncertified novelty helmet received a head injury (AIS 1-6) as compared to 23% (22/96) of those wearing a DOT certified helmet. The full text of this paper may be found at: http://www-nrd.nhtsa.dot.gov/pdf/esv/esv21/09-0061.pdf For the covering abstract see ITRD E145407. KW - Conference KW - Conferences KW - Crash helmet KW - Design KW - Design (overall design) KW - Hazards KW - Head KW - Head KW - Helmets KW - Hospital KW - Hospitals KW - Injuries KW - Injury KW - Motorcycle KW - Motorcycles KW - Protective clothing KW - Risk KW - Specification (standard) KW - Standards UR - https://trid.trb.org/view/1099689 ER - TY - SER AN - 01336067 JO - PROCEEDINGS OF THE 21ST (ESV) INTERNATIONAL TECHNICAL CONFERENCE ON THE ENHANCED SAFETY OF VEHICLES, HELD JUNE 2009, STUTTGART, GERMANY PB - National Highway Traffic Safety Administration AU - VAN DER LAAN, E AU - DE JAGER, B AU - STEINBUCH, M AU - VAN NUNEN, E AU - WILLEMSEN, D TI - Advances in Vulnerable Occupant Protection Systems PY - 2009 AB - Occupant safety can be significantly improved by continuous restraint control systems. These restraint systems adjust their configuration during the impact according to the actual operating conditions, such as occupant size, weight, occupant position, belt usage and crash severity. In this study, the potential of a controlled restraint system is demonstrated. First, an overview is given of the problems concerning the sensors, actuators and control strategy of such a system, and solutions are given. Next, a numerical demonstrator is developed, which includes a dummy and vehicle model, and a realistic implementation of the components of the controlled restraint system. The demonstrator is subjected to different loading conditions, and the results are compared to a reference model. This reference model contains a conventional restraint system with optimized settings, and it has been validated against sled test experiments. Simulation results with the demonstrator indicate that significant injury reduction can be achieved with continuous restraint control systems. The full text of this paper may be found at: http://www-nrd.nhtsa.dot.gov/pdf/esv/esv21/09-0044.pdf For the covering abstract see ITRD E145407. KW - Active safety system KW - Active safety systems KW - Advanced vehicle control systems KW - Anthropometric dummy KW - Anthropometry KW - Collision KW - Conference KW - Conferences KW - Control KW - Control KW - Crashes KW - Dummies KW - Load KW - Loads KW - Sensor KW - Sensors KW - Simulation KW - Simulation KW - Vehicle safety UR - https://trid.trb.org/view/1099677 ER - TY - SER AN - 01336045 JO - PROCEEDINGS OF THE 21ST (ESV) INTERNATIONAL TECHNICAL CONFERENCE ON THE ENHANCED SAFETY OF VEHICLES, HELD JUNE 2009, STUTTGART, GERMANY PB - National Highway Traffic Safety Administration AU - DIX, J AU - LEE, H AU - STEIN, D TI - A Validated Oblique Pole Sled Test Methodology to Analyze Occupant Response PY - 2009 AB - This paper describes a new test methodology for evaluating occupant injury response in a near side oblique pole impact per FMVSS 214. Given the complexity, time, and cost of using full vehicle pole impact crash tests to develop occupant restraint systems, it is desirable to have a simple test method that allows engineers to develop an optimized restraint system in a timely and cost effective manner. The authors will present a new sled test method that accurately simulates a full vehicle oblique pole side impact test using only minimal vehicle components. This test method was validated using both the ES2- RE representing an AM50 occupant and a SID IIs representing an AF05 occupant. The authors will provide data showing correlation with full scale oblique pole impact vehicle tests. Furthermore, to demonstrate the effectiveness of this test methodology a case study will be presented showing a restraint system that has been optimized for both AM50 and AF05 occupants in an oblique pole impact. The full text of this paper may be found at: http://www-nrd.nhtsa.dot.gov/pdf/esv/esv21/09-0466.pdf For the covering abstract see ITRD E145407. KW - Collision KW - Conference KW - Conferences KW - Crashes KW - Impact sled KW - Impact sleds KW - Impact test (veh) KW - Impact tests KW - Pole KW - Poles (Supports) KW - Test method KW - Test procedures UR - https://trid.trb.org/view/1099655 ER - TY - SER AN - 01336044 JO - PROCEEDINGS OF THE 21ST (ESV) INTERNATIONAL TECHNICAL CONFERENCE ON THE ENHANCED SAFETY OF VEHICLES, HELD JUNE 2009, STUTTGART, GERMANY PB - National Highway Traffic Safety Administration AU - RUDD, R W AU - BEAN, J AU - CUENTAS, C AU - KAHANE, C J AU - MYNATT, M AU - WIACEK, C TI - A Study of the Factors Affecting Fatalities of Air Bag and Belt-Restrained Occupants in Frontal Crashes PY - 2009 AB - The combination of seat belt use and frontal air bags is highly effective in frontal impacts, reducing front-seat occupants' fatality risk by an average of 61 percent compared to an unbelted occupant in a vehicle without air bags. Nevertheless, a number of fatalities are still occurring. Whereas the safety community is generally aware of factors that make specific crashes fatal - e.g., extreme crash severity, compartment intrusion, occupant fragility - there is a need for quantitative information on the relative frequency of these factors, and how often they occur in combination. This study began with in-depth reviews of NASS-CDS fatality cases. Case selection was limited to belted occupants in frontal impacts of late-model vehicles equipped with air bags. The reviews focused on coded and non-coded data, and resulted in the identification of factors contributing to the occupant's fatal injuries. The factors were compiled and analyzed by a team of NHTSA researchers including crash investigation specialists, crashworthiness and biomechanical engineers. Factors were assigned based on their relevance, and emphasized those that have the potential of being addressed through vehicle design improvements. Many of the fatal crashes occurred under conditions that were considered more severe than what can be reasonably addressed with crashworthiness and restraint technologies. While the physical characteristics of some occupants were found to play a role in their demise, it was more common that the loading conditions from the crash were simply too injurious owing to a reduction in the occupant's survival space. Impact configurations with insufficient structural engagement or with oblique directions of force frequently result in degradation of structural integrity and occupant trajectories that reduce the effectiveness of restraint systems even in moderate-severity crashes. The findings of this study indicate that corner impacts and oblique frontal crashes should be a priority area for future research. The full text of this paper may be found at: http://www-nrd.nhtsa.dot.gov/pdf/esv/esv21/09-0555.pdf For the covering abstract see ITRD E145407. KW - Accident KW - Biomechanics KW - Biophysics KW - Collision KW - Conference KW - Conferences KW - Crashes KW - Fatalities KW - Fatality KW - Load KW - Loads KW - Manual safety belts KW - Safety KW - Safety KW - Safety belt UR - https://trid.trb.org/view/1099654 ER - TY - SER AN - 01336043 JO - PROCEEDINGS OF THE 21ST (ESV) INTERNATIONAL TECHNICAL CONFERENCE ON THE ENHANCED SAFETY OF VEHICLES, HELD JUNE 2009, STUTTGART, GERMANY PB - National Highway Traffic Safety Administration AU - SAKURAI, T TI - A Study of the Body Configuration and Superior Occupant Protection During Rollover PY - 2009 AB - This study describes reconstructions of rollovers involving the initial velocity before accidents and the body structures of automotive vehicles. Some curved configurations have the incontestable superiority for occupant protection in rollover accidents over plain square body structures. The oval configuration and the curved structure are recommended. Furthermore, in a rotational movement system, acceleration force, inertia force and rotational moment of the vehicle to dummy should be considered as input forces. The full text of this paper may be found at: http://www-nrd.nhtsa.dot.gov/pdf/esv/esv21/09-0284.pdf For the covering abstract see ITRD E145407. KW - Body (car) KW - Conference KW - Conferences KW - Crash reconstruction KW - Design KW - Design (overall design) KW - Evaluation KW - Evaluation (assessment) KW - Moment (force) KW - Motor vehicle bodies KW - Overturning KW - Overturning (veh) KW - Reconstruction (accid) KW - Torque UR - https://trid.trb.org/view/1099653 ER - TY - SER AN - 01336042 JO - PROCEEDINGS OF THE 21ST (ESV) INTERNATIONAL TECHNICAL CONFERENCE ON THE ENHANCED SAFETY OF VEHICLES, HELD JUNE 2009, STUTTGART, GERMANY PB - National Highway Traffic Safety Administration AU - YOUN, Y AU - HAN, W H AU - HONG, S J AU - HONG, C H AU - YOON, K H TI - A Study of Thoracic Injury Criteria for Elderly Korean Occupant PY - 2009 AB - According to 2005 national census, people more than 65 years of age comprise about 10% of total 48 million population. In 2030, the proportion of elderly will reach up to 23%. The statistical analysis of elderly traffic accident from the national policy report, the elderly fatalities comprised 2,183 (33.3% of 6,563) in 2004. This was a doubling compared with 14 years ago. In 1994, elderly fatality was 1,748 (17.3%). Elderly drivers and passengers have a disproportionately higher crash involvement rate and commonly sustain more severe injuries than the other generation. The current frontal impact regulation of Korean safety standard (KMVSS 102) is based on the FMVSS 208 to protect the motor vehicle occupant in the event of frontal crash type accidents. The injury criteria utilized in the regulation is based on 50th percentile Hybrid III dummies in both driver and passenger sides. Therefore, no motor vehicle standards in Republic of Korea are designed to specially address the needs of elderly persons. Since the elderly population is rapidly increasing, it is more important to improve the safety standard to mitigate elderly casualties. A primary objective of the study is to develop a guideline or standard for elderly occupant protection with new injury criteria on the frontal impact regulation and to promote design of restraint system or specially designed 'silver vehicle' for elderly in the domestic market. The physical characteristics of elderly Korean occupant are relatively smaller and lighter than those of western elderly occupants. Data from the SizeKorea database (total surveyed number of subjects in SizeKorea database was 14,200 between 0 to 90 years old), the 50th percentile height and weight of the subjects in target group (527 male samples) were 162.8cm and 62kg, respectively. From the in-depth study of recent years vehicle-to-vehicle frontal crash accidents, the elderly occupants sustain more thorax rib fracture injury within MAIS <2. More than MAIS >3 case, the elderly occupant suffers more haemo/pneumo thorax injury than younger occupant. In this study, as an assessment tool with scaling methods 50th percentile Korean elderly Hybrid III type simulation model was developed to mitigate elderly thorax injury. The full text of this paper may be found at: http://www-nrd.nhtsa.dot.gov/pdf/esv/esv21/09-0367.pdf For the covering abstract see ITRD E145407. KW - Anthropometric dummy KW - Anthropometry KW - Conference KW - Conferences KW - Design KW - Design (overall design) KW - Dummies KW - Injuries KW - Injury KW - Statistics KW - Statistics KW - Vehicle KW - Vehicles UR - https://trid.trb.org/view/1099652 ER - TY - SER AN - 01336041 JO - PROCEEDINGS OF THE 21ST (ESV) INTERNATIONAL TECHNICAL CONFERENCE ON THE ENHANCED SAFETY OF VEHICLES, HELD JUNE 2009, STUTTGART, GERMANY PB - National Highway Traffic Safety Administration AU - CHUNYU, K AU - YANG, J AU - OTTE, D TI - A Study of Bicyclist Accidents in Changsha of China and Hannover of Germany PY - 2009 AB - Bicyclists represent a population with high risk of traffic injuries since they are unprotected in vehicle collisions. A study was conducted with an in-depth analysis of bicyclist accidents in China and Germany. The analysis is to identify the hazard of bicyclists in Changsha and to propose the way to reduce the number of these accidents and also severity of injuries. The analysis was carried out in terms of the causes of injury, injury severity and distribution and also type of vehicle involved, accident type, road environment, time distribution etc. The accident cases that occurred from 2001 to 2006 were collected from IVAC database in Changsha, China and GIDAS database in Hannover, Germany. Based on specified sampling criteria, 1,013 bicyclist cases and 1806 cases were selected from the two databases, respectively. Statistical analyses and comparative analyses were carried out with the sampling data. The results show that there were similarities and differences regarding bicyclist accidents between Changsha and Hannover, especially for the frequency and age distribution of the fatalities and also the road environment where accidents occurred. The results from this study suggested that there is a great potential for reduction of the accidents and fatalities by safety countermeasures, such as usage of helmet and improvement of road environment in countries like China. The full text of this paper may be found at: http://www-nrd.nhtsa.dot.gov/pdf/esv/esv21/09-0504.pdf For the covering abstract see ITRD E145407. KW - Accident prevention KW - China KW - China KW - Conference KW - Conferences KW - Crash severity KW - Cyclist KW - Cyclists KW - Germany KW - Germany KW - Prevention KW - Safety KW - Severity (accid, injury) KW - Statistics KW - Statistics UR - https://trid.trb.org/view/1099651 ER - TY - SER AN - 01336040 JO - PROCEEDINGS OF THE 21ST (ESV) INTERNATIONAL TECHNICAL CONFERENCE ON THE ENHANCED SAFETY OF VEHICLES, HELD JUNE 2009, STUTTGART, GERMANY PB - National Highway Traffic Safety Administration AU - EICHBERGER, A AU - WALLNER, D AU - HIRSCHBERG, W AU - CRESNIK, R TI - A Situation Based Method to Adapt the Vehicle Restraint System in Frontal Crashes to the Accident Scenario PY - 2009 AB - The integration of active and passive safety systems is considered a significant contribution towards further improvement of traffic safety. The present article describes an approach to integrate these systems. This is done by development of a novel control algorithm where force levels and activation times of an assumed adaptive restraint system are predefined based on the oncoming collision. Reference values for these force levels are generated in order to minimise the acceleration of the occupants. The method takes into account the actual crash severity by a forecast of the acceleration behaviour of the passenger cell, based on prediction of collision speed, mass and stiffness of opponent and own vehicle. The prediction of mass and collision speed is not part of the present paper and currently under investigation. A forecast of the acceleration pulse is calculated by a simplified multi body model of the impact. The vehicle deformations are considered by non-linear springs with hysteresis. Their characteristics are derived from 53 crash tests published by NHTSA. The occupant of the egovehicle is considered also by a simplified multi body model, taking into account its mass and seating position. Optimisation algorithms determine suitable force levels and trigger times of the adaptive restraint components by minimising the acceleration of the occupant while avoiding bottoming-out of the restraint system. Currently, only straight frontal collisions with full overlap are considered. The algorithm is developed in order to provide a real-time application and is verified by detailed off-line crash simulations. With numerical simulations several configurations with different collision severities and occupant masses were investigated. In almost every configuration significant reductions up to 90 % of the occupant acceleration were observed. The present study forms the basis of future work which includes a real-time application in a vehicle. The full text of this paper may be found at: http://www-nrd.nhtsa.dot.gov/pdf/esv/esv21/09-0091.pdf For the covering abstract see ITRD E145407. KW - Anthropometry KW - Behavior KW - Behaviour KW - Collision KW - Conference KW - Conferences KW - Crashes KW - Human body KW - Mathematical model KW - Mathematical models KW - Passive restraint systems KW - Passive safety system UR - https://trid.trb.org/view/1099650 ER - TY - SER AN - 01336038 JO - PROCEEDINGS OF THE 21ST (ESV) INTERNATIONAL TECHNICAL CONFERENCE ON THE ENHANCED SAFETY OF VEHICLES, HELD JUNE 2009, STUTTGART, GERMANY PB - National Highway Traffic Safety Administration AU - DIGGES, K AU - ECHEMENDIA, C AU - FILDES, B AU - PINTAR, F TI - A Safety Rating for Far-Side Crashes PY - 2009 AB - A research team from Australia, Europe and the United States has conducted the research needed to provide a technology base for far-side crash protection. To date the findings are as follows: (1) in the USA and Australia there are large opportunities in far-side impact injury reduction, especially if safety features could mitigate injuries in both far-side planar impacts and rollovers, (2) a modified MADYMO human facet model was validated for use in evaluating far-side countermeasures, (3) either the THOR-NT or the WorldSID dummy would be satisfactory test devices for assessing far-side protection with minor modifications such as changing in the location of the chest instrumentation and (4) injury criteria and risk functions for use with WorldSID in far-side crashes have been documented. There is now a sufficient technology base so that far-side protection can be evaluated and rated by consumer information tests. The full text of this paper may be found at: http://www-nrd.nhtsa.dot.gov/pdf/esv/esv21/09-0217.pdf For the covering abstract see ITRD E145407. KW - Anthropometric dummy KW - Anthropometry KW - Conference KW - Conferences KW - Decrease KW - Decreases KW - Dummies KW - Injuries KW - Injury KW - Location KW - Location KW - Technology KW - Technology UR - https://trid.trb.org/view/1099648 ER - TY - SER AN - 01336037 JO - PROCEEDINGS OF THE 21ST (ESV) INTERNATIONAL TECHNICAL CONFERENCE ON THE ENHANCED SAFETY OF VEHICLES, HELD JUNE 2009, STUTTGART, GERMANY PB - National Highway Traffic Safety Administration AU - GRIFFITHS, M AU - BROWN, J AU - PAINE, M TI - A Safe "Ride Height Line" for Child Car Occupants PY - 2009 AB - Studies of child occupant safety in cars in have consistently reported that one of the biggest problems with unsafe use of child restraints is premature graduation of children into restraint systems that the intended for older children. In 2007 a study was conducted to identify ways of ensuring that children travel in the safest restraint for their age and size. The outcome of the review was subsequently included in revisions to Australian road rules. During the study the potential for the concept of a 'safe ride height' line was identified. That is, the child restraint systems, and vehicles in which they travel, could both be clearly marked with a 'safe ride height' line to be used to indicate whether a child was an appropriate size for the restraint. The 'safe ride height' line could be integrated prospectively and retrospectively across the full width of the seat back of the vehicle. If a child's shoulders are below the line, the child is too small for an adult seatbelt. In child restraints, the 'safe ride height' lines can be tailored for each type of restraint system. For example, in a forward facing child seat, there could be a lower 'safe ride height' line for a child who has just grown big enough, and an upper 'safe ride height' line for a child who now needs to graduate out of the restraint. 'Safe ride height' lines are included in the current draft for a revised Standard for child restraint systems in Australia. What this paper offers that is new is the concept of a 'safe ride height' line that will provide an easy guide for carers as to the appropriate size restraint for a child and allow simple self evident enforcement of correct restraint usage rules. The full text of this paper may be found at: http://www-nrd.nhtsa.dot.gov/pdf/esv/esv21/09-0354.pdf For the covering abstract see ITRD E145407. KW - Age KW - Age KW - Child KW - Children KW - Conference KW - Conferences KW - Driver information KW - Driver information systems KW - Height KW - Height KW - Injuries KW - Injury KW - Passive restraint systems KW - Passive safety system KW - Prevention KW - Prevention KW - Shoulder KW - Shoulder (human) UR - https://trid.trb.org/view/1099647 ER - TY - SER AN - 01336036 JO - PROCEEDINGS OF THE 21ST (ESV) INTERNATIONAL TECHNICAL CONFERENCE ON THE ENHANCED SAFETY OF VEHICLES, HELD JUNE 2009, STUTTGART, GERMANY PB - National Highway Traffic Safety Administration AU - Friedman, D AU - GRZEBIETA, R TI - A Proposed Comprehensive Crashworthiness Rating System PY - 2009 AB - The US, European and Australian New Car Assessment Program (NCAP) and the Insurance Institute for Highway Safety (IIHS) produce ratings of new vehicle performance based on dynamic crash tests in frontal, side and rear crashes; and vehicle handling tests. No dynamic based crashworthiness ratings exist to date in relation to rollover crashes. This study fills that gap and proposes a rating system for new vehicle performance in rollover crashes. Combined with existing rating systems, consumers will then have a complete and balanced picture of occupant protection performance. A database of more than 40 Jordan Rollover System (JRS) dynamic rollover tests assessing injury potential by roof crush and crush speed has generically validated NHTSA and IIHS statistical data as a function of FMVSS 216 quasi-static, strength to weight ratio (SWR). There is however a wide disparity between the performance of individual vehicles at the same or similar SWR between the IIHS statistical and JRS dynamic test data. That disparity has been partially investigated in a companion paper in this conference (Vehicle Roof Geometry and its Effect on Rollover Roof Performance). IIHS data indicated a 50% reduction in incapacitating and fatal injury risk with a fleet average SWR = 4. However, the use of a SWR-based rollover criterion does not provide sufficient crashworthiness fidelity essential for consumers, nor does such a criterion provide industry the opportunity to design cost-efficient rollover crashworthy vehicles based on occupant injury performance. Only a dynamic rollover testing protocol based on injury criteria would provide this information. The full text of this paper may be found at: http://www-nrd.nhtsa.dot.gov/pdf/esv/esv21/09-0515.pdf For the covering abstract see ITRD E145407. KW - Collision KW - Conference KW - Conferences KW - Crashes KW - Deformation KW - Deformation KW - Driving KW - Handling characteristics KW - Impact test (veh) KW - Impact tests KW - Overturning KW - Overturning (veh) KW - Vehicle handling UR - https://trid.trb.org/view/1099646 ER - TY - SER AN - 01336035 JO - PROCEEDINGS OF THE 21ST (ESV) INTERNATIONAL TECHNICAL CONFERENCE ON THE ENHANCED SAFETY OF VEHICLES, HELD JUNE 2009, STUTTGART, GERMANY PB - National Highway Traffic Safety Administration AU - YAMAGUICHI, A AU - HITOTSUMATSU, A AU - OKABE, T TI - A Proposal for an Improved Method of Evaluating Vehicle Compatibility in Full-Frontal Rigid Barrier Tests PY - 2009 AB - In frontal collisions, injury risk can be reduced if the front body structure is able to absorb a greater amount of energy. In general, however, in front-to-front collisions between different-size vehicles, the smaller, lighter vehicle sustains greater damage than the larger, heavier one. To help improve vehicle compatibility in front-to-front collisions between such vehicles, what is required is better matching of the geometry and stiffness of the front structures of the colliding vehicles. Several methods of measuring the geometry and stiffness of front structures have previously been reported. Among these are the AHOF400 and Kw400 metrics, which are measured in full-frontal rigid barrier tests using high-resolution barrier load cells. This paper proposes an improved method for evaluating compatibility in full-frontal rigid barrier tests based on a review of the purposes of and issues with the AHOF400 and Kw400 metrics. The methods proposed in this paper are intended to help provide an improved compatibility assessment compared with the AHOF400 and Kw400 metrics by evaluating the forces on load cells in an area defined as the structural interaction zone. Like AHOF400 and Kw400, the aim of this research is to improve structural engagement and energy sharing in the event of a front-to-front collision. The full text of this paper may be found at: http://www-nrd.nhtsa.dot.gov/pdf/esv/esv21/09-0110.pdf For the covering abstract see ITRD E145407. KW - Compatibility KW - Compatibility KW - Conference KW - Conferences KW - Frontal crashes KW - Hazards KW - Head on collision KW - Impact test (veh) KW - Impact tests KW - Injuries KW - Injury KW - Risk UR - https://trid.trb.org/view/1099645 ER - TY - SER AN - 01336034 JO - PROCEEDINGS OF THE 21ST (ESV) INTERNATIONAL TECHNICAL CONFERENCE ON THE ENHANCED SAFETY OF VEHICLES, HELD JUNE 2009, STUTTGART, GERMANY PB - National Highway Traffic Safety Administration AU - REY, G AU - CLAIR, D AU - FOGLI, M AU - BERNARDIN, F TI - A Probabilistic Warning System for Safe Curve Negotiation PY - 2009 AB - While empirical evidence shows the main effects of the driving style (principally speed choices) on safety, this study aims to quantify the influent parameters and their interactions upon the roadway departure risk. A previous work using a sensitivity analysis concludes that speed, lateral position on the pavement, total embedded mass and mass center position are the relevant parameters. They constitute what is called initial conditions in the following. Probabilistic methods for the risk assessment are proposed to deal with uncertainties arising from the road infrastructure, the vehicle characteristics and the driver behaviour. Those methods originally developed in the field of structural reliability reveal promising interest in the road safety question as they allow the direct computation of a risk index, not provided by a deterministic modeling. This approach involves both measurements on real traffic by static video sensors and simulations from a specifically developed model. A set of 400 experimental trajectories is used to define mean trajectories among different classes of drivers for one turn, and simulated ones are necessary for the reliability index calculation. The result of this study is a surface response of the roadway departure probability against initial speed and lateral position on the pavement. This work will lead to the development of a warning system within the French national project SARI. Envisaged alert procedures are warning light flashes inviting the driver to modify his trajectory if the risk index calculated at the entrance of the curve indicates a dangerous situation. Difficulty for short-term implementation comes from the statistical characterization of the initial conditions (i.e. mean value and standard deviation), especially for mass and mass centre position measurement device on standard vehicles. The full text of this paper may be found at: http://www-nrd.nhtsa.dot.gov/pdf/esv/esv21/09-0141.pdf For the covering abstract see ITRD E145407. KW - Analysis (math) KW - Bend (road) KW - Conference KW - Conferences KW - Hazards KW - Highway curves KW - Mathematical analysis KW - Risk KW - Risk assessment KW - Risk assessment KW - Sensitivity KW - Sensitivity KW - Speed KW - Speed KW - Warning KW - Warning systems KW - Weight KW - Weight UR - https://trid.trb.org/view/1099644 ER - TY - SER AN - 01336033 JO - PROCEEDINGS OF THE 21ST (ESV) INTERNATIONAL TECHNICAL CONFERENCE ON THE ENHANCED SAFETY OF VEHICLES, HELD JUNE 2009, STUTTGART, GERMANY PB - National Highway Traffic Safety Administration AU - OTTE, D AU - PUND, B AU - JAENSCH, M TI - A New Approach of Accident Causation Analysis by Seven Steps ACASS PY - 2009 AB - As the official German catalogue of accident causes has difficulty in matching the increasing demands for detailed psychologically relevant accident causation information, a new system, based on a "7 Steps" model, so called ACASS, for analyzing and collecting causation factors of traffic accidents, was implemented in GIDAS in the year 2008. A hierarchical system was developed, which describes the human causation factors in a chronological sequence (from the perception to concrete action errors), considering the logical sequence of basic human functions when reacting to a request for reaction. With the help of this system the human errors of accident participants can be adequately described, as the causes of each range of basic human functions may be divided into their characteristics (influence criteria) and further into specific indicators of these characteristics (e.g. distraction from inside the vehicle as a characteristic of an observation-error and the operation of devices as an indication for distraction from inside the vehicle). The causation factors accordingly classified can be recorded in an economic way as a number is assigned to each basic function, to each characteristic of that basic function and to each indicator of that characteristic. Thus each causation factor can be explicitly described by means of a code of numbers. In a similar way the causation factors based on the technology of the vehicle and the driving environment, which are also subdivided in an equally hierarchical system, can be tagged with a code. Since the causes of traffic accidents can consist of a variety of factors from different ranges and categories, it is possible to tag each accident participant with several causation factors. This also opens the possibility to not only assign causation factors to the accident causer in the sense of the law, but also to other participants involved in the accident, who may have contributed to the development of the accident. The hierarchical layout of the system and the collection of the causation factors with numerical codes allow for the possibility to code information on accident causes even if the causation factor is not known to its full extent or in full detail, given the possibility to code only those cause factors, which are known. Derived from the systematic of the analysis of human accident causes ("7 steps") and from the practical experiences of on-scene interviews of accident participants, a system was set in place, which offers the possibility to extensively record human causation factors in a structured form. Furthermore, the analysis of the human causation factors in such a structured way provides a tool, especially for on-scene accident investigations, to conduct the interview of accident participants effectively and in a structured way. The full text of this paper may be found at: http://www-nrd.nhtsa.dot.gov/pdf/esv/esv21/09-0245.pdf For the covering abstract see ITRD E145407. KW - Accident KW - Cause KW - Causes KW - Conference KW - Conferences KW - Crashes KW - Data acquisition KW - Data collection KW - Error KW - Errors KW - Germany KW - Germany UR - https://trid.trb.org/view/1099643 ER - TY - SER AN - 01336032 JO - PROCEEDINGS OF THE 21ST (ESV) INTERNATIONAL TECHNICAL CONFERENCE ON THE ENHANCED SAFETY OF VEHICLES, HELD JUNE 2009, STUTTGART, GERMANY PB - National Highway Traffic Safety Administration AU - HOFINGER, H AU - BIECK, W AU - MOUSEL, T TI - A Holistic Approach to Pedestrian Protection and Crash Sensing PY - 2009 AB - Recent legislation has increased the type approval requirements in the domain of pedestrian protection. A non design-restrictive solution for the bonnet area is the implementation of pop-up bonnet systems. Obviously, such systems need a sensing element detecting and classifying the impact object in order to make a fire/no-fire decision for the bonnet lifting actuators. The working principle of IEE's pedestrian protection sensor system not only allows the detection of pedestrian-type impacts, but also analyses crash event scenarios. Thus the same sensor is not only used for pedestrian protection, but can also contribute to passive safety by delivering information that can be used for enhanced occupant safety. In decision-making for the pop-up bonnet deployment, it is crucial to reliably distinguish between pedestrians and other objects like traffic signs, footballs or small animals, whereas in crash sensing, it is helpful to know as early as possible whether the collision object is a tree or a vehicle. The pressure sensitive sensor is integrated into the vehicle front-end and detects parameters like T0 (first contact), impact location, width of impacting object and impact dynamics. These data allow a more precise tuning of the restraint systems to specific crash events, the usage of less aggressive restraint systems due to the early T0 signal, as well as the replacement of existing sensors (upfront, pole catchers, redundancy). The sensors ability to deliver robust data in frontal crashes has been demonstrated in tests reflecting compliance, consumer and insurance testing requirements. In order to provide even more information about crash situations and to offer optimised and cost-effective solutions for other applications, the goal is to develop a family of general impact sensors also covering the detection of rear-end collisions and side impacts. The full text of this paper may be found at: http://www-nrd.nhtsa.dot.gov/pdf/esv/esv21/09-0071.pdf For the covering abstract see ITRD E145407. KW - Bonnet (car) KW - Collision KW - Conference KW - Conferences KW - Crashes KW - Hoods KW - Injuries KW - Injury KW - Intelligent transport system KW - Intelligent transportation systems KW - Legislation KW - Legislation KW - Pedestrian KW - Pedestrians KW - Sensor KW - Sensors UR - https://trid.trb.org/view/1099642 ER - TY - SER AN - 01336031 JO - PROCEEDINGS OF THE 21ST (ESV) INTERNATIONAL TECHNICAL CONFERENCE ON THE ENHANCED SAFETY OF VEHICLES, HELD JUNE 2009, STUTTGART, GERMANY PB - National Highway Traffic Safety Administration AU - Bourdet, N AU - Willinger, R TI - A Global Head Neck Torso Model for Whiplash Injury Criteria Investigation PY - 2009 AB - The development of new protective systems must be performed on tools reliable and representative of alive human. In an earlier study, a simplified but realistic modeling of the head-neck-torso system under moderate rear impact was performed. This model of minimum complexity (MC-HNT model) but able to reproduce the 5 first experimental vibration modes was validated in the frequency domain in terms of natural frequencies and damping as well as mode shapes. The human model was then coupled to a car seat-head rest complex on Madymo Code in order to give real body behaviors and accurate T1 accelerations. The hypothesis of linear behavior was used for the torso being subjected to small deformations. The present study shows in detail the methodology carried out for real-world rear impact accident reconstruction in order to establish more accurate neck injury criteria as well as associated tolerance limits. In order to proceed to that, 87 accident cases were simulated using our MC-HNT human body model coupled to 3 Toyota seats under Madymo code. Several injury criteria, such as Neck Fx, Neck Fz, T1 acceleration, NICmax, Nkm and NDC, were calculated in order to correlate the risk of AIS1 neck injury using MCHNT. A similar work has then been done with the BioRID II model. Then a comparison between the predictive risk curves obtained by analyzing the MC-HNT model and the BioRID II model has been performed. This comparison was expressed in terms of Nagelkerke R-square values obtained with these analyses. It appears that the MC-HNT model gives a higher correlation than the BioRID II one for all parameter, and that the lower neck axial force is shown as the best candidate to correlate with the neck injury. The full text of this paper may be found at: http://www-nrd.nhtsa.dot.gov/pdf/esv/esv21/09-0412.pdf For the covering abstract see ITRD E145407. KW - Anthropometric dummy KW - Anthropometry KW - Cervical vertebrae KW - Conference KW - Conferences KW - Crash severity KW - Dummies KW - Head KW - Head KW - Injuries KW - Injury KW - Model (not math) KW - Rear end collision KW - Rear end crashes KW - Scale models KW - Seat (veh) KW - Seats KW - Severity (accid, injury) KW - Vertebrae UR - https://trid.trb.org/view/1099641 ER - TY - SER AN - 01336029 JO - PROCEEDINGS OF THE 21ST (ESV) INTERNATIONAL TECHNICAL CONFERENCE ON THE ENHANCED SAFETY OF VEHICLES, HELD JUNE 2009, STUTTGART, GERMANY PB - National Highway Traffic Safety Administration AU - FORKENBROCK, G J AU - O'HARA, B C TI - A Forward Collision Warning (FCW) Performance Evaluation PY - 2009 AB - This paper describes tests performed by the National Highway Traffic Safety Administration (NHTSA) to evaluate the forward collision warning (FCW) systems installed on three late model passenger cars. NHTSA defines an FCW system as one intended to passively assist the driver in avoiding or mitigating a rear-end collision via presentation of audible, visual, and/or haptic alerts, or any combination thereof. The test maneuvers described were designed to emulate the top three most common rear-end pre-crash scenarios reported in the 2004 GES database. FCW system performance was quantified by specifying the average time-to-collision (TTC) between the subject vehicle (SV) and principle other vehicle (POV) at the time of the SV's FCW alert. The full text of this paper may be found at: http://www-nrd.nhtsa.dot.gov/pdf/esv/esv21/09-0561.pdf For the covering abstract see ITRD E145407. KW - Conference KW - Conferences KW - Database KW - Intelligent transport system KW - Intelligent transportation systems KW - Rear end collision KW - Rear end crashes KW - Test KW - Tests KW - Vision KW - Vision KW - Warning KW - Warning systems UR - https://trid.trb.org/view/1099639 ER - TY - SER AN - 01336028 JO - PROCEEDINGS OF THE 21ST (ESV) INTERNATIONAL TECHNICAL CONFERENCE ON THE ENHANCED SAFETY OF VEHICLES, HELD JUNE 2009, STUTTGART, GERMANY PB - National Highway Traffic Safety Administration AU - RIESER, A AU - NUSSBAUMER, C AU - EICHBERGER, A AU - STEFFAN, H TI - A Development Process for Creating Finite-Element Models of Crash Test Dummies Based on Investigations of the Hardware PY - 2009 AB - Crash test dummies act as a surrogate for humans in high loading conditions. Their anthropometry and properties have been retrieved in extensive research in the field of biomechanics. Accessibility to technical drawings and other specifications of crash test dummies is normally limited to their manufacturers. Furthermore, the hardware is affected by manufacturing tolerances, especially the complex shapes of dummies. Nevertheless reliable numerical simulation models are needed to support virtual engineering processes. In order to build up a Finite-Element-Method (FEM) simulation model, a process was defined to retrieve all relevant data by investigation of the hardware. The BIORID-II dummy was chosen to demonstrate this process. In a first step, it was necessary to capture the geometry of the BIORID-II. It is important to identify not only the exact geometry of every single part but also the assembly to know about the initial position. Different measuring methods such as optical 3D scanners, photographic analysis and manual measuring methods were used for this purpose. Based on these geometrical data FEM meshes were created. In a next step, functional characteristics of subassemblies were analyzed by separate testing. In case of the BioRID II - Dummy, the behavior of different springs, dampers and cables were determined, especially the characteristic of the materials. In the spine of the dummy several pre-stressed elements made of hyper-elastic materials exist, therefore not only the behavior of the material but also the initial condition were important. For validation purposes, three different tests have been used: the prescribed calibration test, an additional sled test, both with the torso only, and a sled test with a car seat and the whole dummy. The numerical simulations showed good accordance in comparison to both hardware tests and component tests. The calibration test was passed. The full text of this paper may be found at: http://www-nrd.nhtsa.dot.gov/pdf/esv/esv21/09-0368.pdf For the covering abstract see ITRD E145407. KW - Anthropometric dummy KW - Anthropometry KW - Biomechanics KW - Biophysics KW - Conference KW - Conferences KW - Dummies KW - Finite difference method KW - Finite differences KW - Simulation KW - Simulation KW - Test KW - Tests UR - https://trid.trb.org/view/1099638 ER - TY - SER AN - 01336027 JO - PROCEEDINGS OF THE 21ST (ESV) INTERNATIONAL TECHNICAL CONFERENCE ON THE ENHANCED SAFETY OF VEHICLES, HELD JUNE 2009, STUTTGART, GERMANY PB - National Highway Traffic Safety Administration AU - ANDREWS, S B AU - PARTAIN, P M AU - RENFROE, D A AU - GILBERT, M TI - A Comparison of Computer Modeling to Actual Data and Video of a Staged Rollover Collision PY - 2009 AB - Vehicle accidents in which the automobile overturns are among the most difficult accidents to reconstruct. Vehicles typically overturn about their longitudinal axis and in highway speed rollovers can overturn multiple complete revolutions. The accident reconstruction specialist is left to piece together the incident from physical evidence produced both on the vehicle and at the accident site. A number of works have been published by various authors detailing the methods for calculating many aspects of the accident. Using these methods the reconstruction professional is obliged to illustrate and present the accident using two-dimensional or three-dimensional drawings to illustrate the accident. One can also use such a diagram to produce an animation of the accident. These animations are based on one's own conceptualization of the accident as physical evidence reveals, but they are not the result of the extensive time step calculations of vehicle dynamics that can be done with computer reconstruction software. As the computer has become more powerful and faster, physics based modeling programs have been developed to aid the reconstruction professional with the analysis of automobile accidents. For the most part, accident reconstruction software packages do not contain detailed component/suspension modeling capability. However, for the purposes of accident reconstruction, the models in these software packages are more than sufficient to model an accident scenario such as a vehicle tumbling or rolling over. In this paper, a reconstruction of a staged rollover accident involving an SUV type vehicle will be presented. The subject rollover is a staged un-tripped rollover. The test vehicle overturns because of frictional forces at the tires imparted by steering inputs. This rollover is modeled using PC CrashTM. The test site was well documented after the event and pertinent physical data was recorded. Damage produced on the vehicle as a result of the rollover is also well documented. Numerous video cameras were used to record the rollover from a variety of vantage points. All of this information is used in conjunction with the software to demonstrate how properly used software can effectively model a rollover accident. If rollover accidents can be accurately modeled, then the data may be used in developing vehicle safety and occupant protection systems. The full text of this paper may be found at: http://www-nrd.nhtsa.dot.gov/pdf/esv/esv21/09-0346.pdf For the covering abstract see ITRD E145407. KW - Conference KW - Conferences KW - Dynamics KW - Dynamics KW - Simulation KW - Simulation KW - Software KW - Software KW - Sport utility vehicle KW - Sport utility vehicles UR - https://trid.trb.org/view/1099637 ER - TY - SER AN - 01336026 JO - PROCEEDINGS OF THE 21ST (ESV) INTERNATIONAL TECHNICAL CONFERENCE ON THE ENHANCED SAFETY OF VEHICLES, HELD JUNE 2009, STUTTGART, GERMANY PB - National Highway Traffic Safety Administration AU - ROBINSON, T AU - KNIGHT, I TI - A Common Approach to Understanding Strengths and Limitations of Different Techniques for Quantifying Casualty Benefits PY - 2009 AB - Policy makers require evidence of the costs and benefits of a safety measure to inform their views in policy decisions. These analyses are often required in a short period of time with limited research budgets. Increasingly, the measures considered are advanced control systems intended to help drivers to avoid a collision. It is inherently difficult to accurately assess the casualty effects of such systems and this, combined with resource constraints, often results in a wide range of conflicting predictions based on different assumptions, simplifications and analytical techniques. Substantial variation in the presentation of results can make it difficult for researchers to directly compare different studies. In turn, this makes it difficult for policy makers to be confident of the right approach. As a result, studies of very different levels of reliability are often given equal weight in policy debates, risking the possibility of less than optimal implementation of new safety features. This paper describes the development of a methodology intended to allow a preliminary assessment of the potential benefits of advanced safety systems to be undertaken in a consistent and objective manner. An initial methodology was developed, based on literature and expert opinion, and then tested and refined by applying it to an assessment of existing studies of advanced braking systems for motorcycles. The research was, therefore, limited to a relatively narrow scope. However, the potential for the method to be expanded in future was explored to assess the possibility of providing a generic methodology to provide guidance for policy makers and researchers alike regarding the: scientific confidence required from a new study or implied by existing analyses; suitability of different analysis techniques for the measure being assessed; and consistent presentation of results to aid subsequent comparison of different studies. The full text of this paper may be found at: http://www-nrd.nhtsa.dot.gov/pdf/esv/esv21/09-0395.pdf For the covering abstract see ITRD E145407. KW - Collision avoidance system KW - Conference KW - Conferences KW - Crash avoidance systems KW - Evaluation KW - Evaluation (assessment) KW - Intelligent transport system KW - Intelligent transportation systems KW - Method KW - Methodology KW - Motorcycle KW - Motorcycles UR - https://trid.trb.org/view/1099636 ER - TY - SER AN - 01336025 JO - PROCEEDINGS OF 21ST (ESV) INTERNATIONAL TECHNICAL CONFERENCE ON THE ENHANCED SAFETY OF VEHICLES, HELD JUNE 2009, STUTTGART, GERMANY PB - National Highway Traffic Safety Administration AU - SHARMA, D AU - SINGH, S TI - A Classification Model for Prediction of Rollover Crash Severity PY - 2009 AB - Crash severity can be defined as the potential of a crash to cause an injury or fatality. In the National Automotive Sampling System - Crashworthiness Data System (NASS-CDS), the crash severity of a rollover is assessed by estimating the magnitude of maximum intrusion and crush in the damaged vehicle. Several studies have shown that the number of quarter turns and roof intrusion are significant factors influencing the injury outcome. These studies mainly investigate the relationship between injury severity and vehicle-, crash-, or occupant-related variables. The purpose of this study is to develop a model that uses both vehicle and crash-related parameters to estimate the rollover crash severity based on injury outcome.ûIn this study, the data mining technique called discriminant analysis is used to build a predictive model. Of the several rollover-related variables considered as candidate predictors, the maximum intrusion, number of quarter turns, and estimated distance from trip point to final rest position show significant correlations with the maximum abbreviated injury scale (MAIS) and hence are selected as predictors for the model. Since one of the predictors, the estimated distance from trip point to final rest position, was introduced in the NASS-CDS data in 2006, this study is based upon two years (2006 and 2007) of data. To eliminate the confounding effect of external sources of injury, only non-ejected occupants are considered. The data is also screened to include only the maximum intrusion in the vehicle and the occupant with the greatest MAIS in the vehicle. The discriminant function is used in building the model. Given the specific values of the predictors for a rollover case, the final model predicts the injury outcome in rollovers as minor, moderate, and severe with sufficient accuracy. The model can be used to extract comparable rollover cases to understand injury mechanisms that can be used to develop vehicle crashworthiness countermeasures. The full text of this paper may be found at: http://www-nrd.nhtsa.dot.gov/pdf/esv/esv21/09-0553.pdf For the covering abstract see ITRD E145407. KW - Collision KW - Conference KW - Conferences KW - Crash severity KW - Crashes KW - Deformation KW - Deformation KW - Mathematical model KW - Mathematical models KW - Overturning KW - Overturning (veh) KW - Severity (accid, injury) UR - https://trid.trb.org/view/1099635 ER - TY - SER AN - 01323122 JO - PROCEEDINGS OF THE 21ST (ESV) INTERNATIONAL TECHNICAL CONFERENCE ON THE ENHANCED SAFETY OF VEHICLES, HELD JUNE 2009, STUTTGART, GERMANY PB - National Highway Traffic Safety Administration AU - ERBSMEHL, C TI - Data Acquisition and Analysis for Future Safety Enhancement PY - 2009 AB - Since secondary safety systems have been implemented in modern cars successfully, the development of primary safety systems becomes more and more important. That causes the necessity of useful methods to estimate the benefit of these advanced safety systems. In this paper a new method for the benefit estimation of advanced safety systems by simulating real world crashes is presented. The bases of this simulation are real world crashes out of the GIDAS (German In-Depth Accident Study) database, including reconstruction data, accident sketches and safety systems specifications. The result of this method is a comparison between the simulated real accident scenario and the predicted accident scenario using a virtual prototype of the safety system. Using this comparison it is possible to estimate the benefit for the single case as well as the global benefit for all cases. The simulation will be done with a car dynamic simulation program. Therefore, interactions between sensor systems, brakes and steering controls can be considered. Furthermore, it is also possible to simulate crash involved cars with more than one safety system. The benefit will be estimated regarding accident avoidance and/or accident mitigation based on all available cases in GIDAS. Another possibility of such a simulation is to find out potentials of the further development of advanced safety systems or to develop new activating strategies by checking up parameters like yaw-angle, lateral acceleration or steering wheel angle. A method for the estimation of potential benefits of primary safety systems and exemplified results is outlined. The possibility of a dynamic simulation of real world accident initiations with and without virtual safety systems is considered. The results provide detailed information about useful combinations of advanced safety systems. The full text of this paper may be found at: http://www-nrd.nhtsa.dot.gov/pdf/esv/esv21/09-0162.pdf For the covering abstract see ITRD E145407. KW - Accident KW - Active safety system KW - Active safety systems KW - Advanced vehicle control systems KW - Conference KW - Conferences KW - Crashes KW - Database KW - Safety KW - Safety KW - Simulation KW - Simulation KW - Vehicle safety KW - Yaw KW - Yawing (veh) UR - https://trid.trb.org/view/1084540 ER - TY - CONF AN - 01157987 AU - Hickman, Jeffrey S AU - Hanowski, Richard J AU - Ajayi, Olu AU - University of Iowa, Iowa City TI - Evaluation of an Onboard Safety Monitoring Device in Commercial Vehicle Operations SN - 139780874141627 PY - 2009 SP - pp 38-45 AB - The Federal Motor Carrier Safety Administration (FMCSA) funded this project to provide an independent evaluation of DriveCam’s low-cost Driving Behavior Management System (DBMS). Participating drivers drove an instrumented vehicle for 17 consecutive weeks while they made their normal, revenue-producing deliveries. During the 4-week Baseline phase, the event recorder recorded safety-related events. However, the feedback light on the event recorder was disabled and safety managers did not have access to the recorded critical incidents to provide feedback to drivers. During the 13-week Intervention phase, the feedback light on the event recorder was activated and safety managers had access to the recorded safety-related events (following the coaching protocol with drivers). Carrier A significantly reduced the mean frequency of recorded events/miles traveled from Baseline to Intervention by 37 percent (p = 0.049), while Carrier B significantly reduced the mean frequency of recorded events/miles traveled from Baseline to Intervention by 52.2 percent (p = 0.03). The results suggest the combination of onboard safety monitoring and behavioral coaching were responsible for the reduction in mean frequency of events/miles traveled at Carriers A and B. U1 - Driving Assessment 2009: 5th International Driving Symposium on Human Factors in Driving Assessment, Training and Vehicle DesignFederal Motor Carrier Safety AdministrationWestern Transportation InstituteNissan Technical Center, North AmericaHonda R&D Americas, IncorporatedUniversity of Iowa, Iowa City5DT, Inc.DriveCam, IncorporatedHFES Surface Transportation Technical GroupUniversity of LeedsLiberty Mutual Research Institute for Safety and HealthRealtime Technologies IncorporatedSeeing MachinesSWERVE Driver TrainingTransportation Research BoardNational Highway Traffic Safety AdministrationUniversity of Minnesota, MinneapolisBig Sky,MT,United States StartDate:20090622 EndDate:20090625 Sponsors:Federal Motor Carrier Safety Administration, Western Transportation Institute, Nissan Technical Center, North America, Honda R&D Americas, Incorporated, University of Iowa, Iowa City, 5DT, Inc., DriveCam, Incorporated, HFES Surface Transportation Technical Group, University of Leeds, Liberty Mutual Research Institute for Safety and Health, Realtime Technologies Incorporated, Seeing Machines, SWERVE Driver Training, Transportation Research Board, National Highway Traffic Safety Administration, University of Minnesota, Minneapolis KW - Commercial vehicle operations KW - Driver information systems KW - Feedback control KW - In vehicle sensors KW - Monitoring KW - Motor Carrier Safety administration KW - Motor carriers KW - Traffic safety KW - Travel behavior UR - https://trid.trb.org/view/918371 ER - TY - CONF AN - 01157986 AU - de Craen, Saskia AU - Twisk, Divera AM AU - Hagenzieker, Marjan P AU - Hagenzieker, Marjan P AU - Brookhuis, Karel A AU - Elffers, Henk AU - University of Iowa, Iowa City TI - The Adaptation Test: The Development of a Method to Measure Speed Adaptation to Traffic Complexity SN - 139780874141627 PY - 2009 SP - pp 299-305 AB - To monitor novice driver performance in the first years of solo driving, a test aimed at assessing speed adaptation to the traffic situation was developed and evaluated. The Adaptation Test consisted of 18 traffic scenes presented in two (almost) identical photographs, which differed in one single detail, increasing the situation’s complexity. The difference in reported speed between the two pictures was used as an indication of drivers’ adaptation of speed to the complexity of the traffic situation. A previous study showed that novice, unsafe and overconfident drivers, as identified in an on-road driving assessment, performed worse on the Adaptation Test (i.e. less often reported a lower speed in the more complex situation). The analysis of new data in this paper shows no correlation between performance on the Adaptation Test and self-reported crashes, and that after two years, experienced drivers had improved their performance on the Adaptation Test just as much as novice drivers. U1 - Driving Assessment 2009: 5th International Driving Symposium on Human Factors in Driving Assessment, Training and Vehicle DesignFederal Motor Carrier Safety AdministrationWestern Transportation InstituteNissan Technical Center, North AmericaHonda R&D Americas, IncorporatedUniversity of Iowa, Iowa City5DT, Inc.DriveCam, IncorporatedHFES Surface Transportation Technical GroupUniversity of LeedsLiberty Mutual Research Institute for Safety and HealthRealtime Technologies IncorporatedSeeing MachinesSWERVE Driver TrainingTransportation Research BoardNational Highway Traffic Safety AdministrationUniversity of Minnesota, MinneapolisBig Sky,MT,United States StartDate:20090622 EndDate:20090625 Sponsors:Federal Motor Carrier Safety Administration, Western Transportation Institute, Nissan Technical Center, North America, Honda R&D Americas, Incorporated, University of Iowa, Iowa City, 5DT, Inc., DriveCam, Incorporated, HFES Surface Transportation Technical Group, University of Leeds, Liberty Mutual Research Institute for Safety and Health, Realtime Technologies Incorporated, Seeing Machines, SWERVE Driver Training, Transportation Research Board, National Highway Traffic Safety Administration, University of Minnesota, Minneapolis KW - Driver performance KW - Human factors in crashes KW - Intelligent speed adaptation KW - Novices KW - Speed adaptation KW - Teenage drivers KW - Traffic characteristics KW - Traffic crashes KW - Traffic safety KW - Traffic speed UR - https://trid.trb.org/view/918444 ER - TY - CONF AN - 01157985 AU - Lenneman, John K AU - Lenneman, Joseph AU - Cassavaugh, Nicholas D AU - Backs, Richard W AU - University of Iowa, Iowa City TI - Differential Effects of Focal and Ambient Visual Processing Demands on Driving Performance SN - 139780874141627 PY - 2009 SP - pp 306-312 AB - In this study, the differential effects of focal and ambient visual demand on driving were investigated. Subjects participated in a dual-task experiment in which they performed a driving simulation task and a focal or ambient side-task. It was predicted that the focal side-task would cause a significant deterioration in the maintenance of longitudinal control but not lateral control, while there should be no effects of the ambient side-task on driving performance. In general, the results suggest a differentiation in the processing demands of focal and ambient vision. U1 - Driving Assessment 2009: 5th International Driving Symposium on Human Factors in Driving Assessment, Training and Vehicle DesignFederal Motor Carrier Safety AdministrationWestern Transportation InstituteNissan Technical Center, North AmericaHonda R&D Americas, IncorporatedUniversity of Iowa, Iowa City5DT, Inc.DriveCam, IncorporatedHFES Surface Transportation Technical GroupUniversity of LeedsLiberty Mutual Research Institute for Safety and HealthRealtime Technologies IncorporatedSeeing MachinesSWERVE Driver TrainingTransportation Research BoardNational Highway Traffic Safety AdministrationUniversity of Minnesota, MinneapolisBig Sky,MT,United States StartDate:20090622 EndDate:20090625 Sponsors:Federal Motor Carrier Safety Administration, Western Transportation Institute, Nissan Technical Center, North America, Honda R&D Americas, Incorporated, University of Iowa, Iowa City, 5DT, Inc., DriveCam, Incorporated, HFES Surface Transportation Technical Group, University of Leeds, Liberty Mutual Research Institute for Safety and Health, Realtime Technologies Incorporated, Seeing Machines, SWERVE Driver Training, Transportation Research Board, National Highway Traffic Safety Administration, University of Minnesota, Minneapolis KW - Automatic steering control KW - Driver performance KW - Driving simulators KW - Dual tasks KW - Human factors in crashes KW - Traffic safety KW - Traffic simulation KW - Visualization UR - https://trid.trb.org/view/918446 ER - TY - CONF AN - 01157984 AU - Krajewski, Jarek AU - Sommer, David AU - Golz, Martin AU - Trutschel, Udo AU - Edwards, David J AU - University of Iowa, Iowa City TI - Steering Wheel Behavior Based Estimation of Fatigue SN - 139780874141627 PY - 2009 SP - pp 118-124 AB - This paper examined a steering behavior based fatigue monitoring system. The advantages of using steering behavior for detecting fatigue are that these systems measure continuously, cheaply, non-intrusively, and robustly even under extremely demanding environmental conditions. The expected fatigue induced changes in steering behavior are a pattern of slow drifting and fast corrective counter steering. Using advanced signal processing procedures for feature extraction, we computed 3 feature set in the time, frequency and state space domain (a total number of 1251 features) to capture fatigue impaired steering patterns. Each feature set was separately fed into 5 machine learning ethods (e.g. Support Vector Machine, K-Nearest Neighbor). The outputs of each single classifier were combined to an ensemble classification value. Finally the authors combined the ensemble values of 3 feature subsets to a of meta-ensemble classification value. To validate the steering behavior analysis, driving samples are taken from a driving simulator during a sleep deprivation study (N=12). The authors yielded a recognition rate of 86.1% in classifying slight from strong fatigue. U1 - Driving Assessment 2009: 5th International Driving Symposium on Human Factors in Driving Assessment, Training and Vehicle DesignFederal Motor Carrier Safety AdministrationWestern Transportation InstituteNissan Technical Center, North AmericaHonda R&D Americas, IncorporatedUniversity of Iowa, Iowa City5DT, Inc.DriveCam, IncorporatedHFES Surface Transportation Technical GroupUniversity of LeedsLiberty Mutual Research Institute for Safety and HealthRealtime Technologies IncorporatedSeeing MachinesSWERVE Driver TrainingTransportation Research BoardNational Highway Traffic Safety AdministrationUniversity of Minnesota, MinneapolisBig Sky,MT,United States StartDate:20090622 EndDate:20090625 Sponsors:Federal Motor Carrier Safety Administration, Western Transportation Institute, Nissan Technical Center, North America, Honda R&D Americas, Incorporated, University of Iowa, Iowa City, 5DT, Inc., DriveCam, Incorporated, HFES Surface Transportation Technical Group, University of Leeds, Liberty Mutual Research Institute for Safety and Health, Realtime Technologies Incorporated, Seeing Machines, SWERVE Driver Training, Transportation Research Board, National Highway Traffic Safety Administration, University of Minnesota, Minneapolis KW - Behavior KW - Driver monitoring KW - Driving simulators KW - Fatigue (Physiological condition) KW - Human factors in crashes KW - Steering KW - Steering wheels KW - Traffic safety KW - Travel behavior UR - https://trid.trb.org/view/918391 ER - TY - CONF AN - 01157983 AU - Lavalliere, Martin AU - Tremblay, Mathieu AU - Simoneau, Martin AU - Teasdale, Normand AU - Laurendeau, Denis AU - University of Iowa, Iowa City TI - Multiple-Session Simulator Training for Older Drivers and On-Road Transfer of Learning SN - 139780874141627 PY - 2009 SP - pp 221-227 AB - Driving retraining classes may offer an opportunity to attenuate some of the aging manifestation that may alter driving skills. Unfortunately, there are suggestions that classroom programs do not allow to improve the driving performance of elderly drivers. The aim of this study was to evaluate if specific simulator training sessions with video-based feedback can modify on-road behaviors of elderly drivers. In order to evaluate the effectiveness of the training, 10 elderly drivers who received feedback were tested before and after the training program with an on-road standardized evaluation. A control group (12 older drivers) also participated. Participants in this group received a classroom training program and similar exposure to driving in a simulator but without driving specific feedback. After attending the training program, the control group showed no modification of their driving performance (on-road score, frequency of successful turning maneuvers and frequency blind spot verification before lane change maneuvers). On the other hand, participants in the feedback group improved their driving skills for all maneuvers that were evaluated. These results suggest that simulator training transferred effectively to on-road performance. In order to be effective, driving programs should include active practice sessions with driving specific feedback. U1 - Driving Assessment 2009: 5th International Driving Symposium on Human Factors in Driving Assessment, Training and Vehicle DesignFederal Motor Carrier Safety AdministrationWestern Transportation InstituteNissan Technical Center, North AmericaHonda R&D Americas, IncorporatedUniversity of Iowa, Iowa City5DT, Inc.DriveCam, IncorporatedHFES Surface Transportation Technical GroupUniversity of LeedsLiberty Mutual Research Institute for Safety and HealthRealtime Technologies IncorporatedSeeing MachinesSWERVE Driver TrainingTransportation Research BoardNational Highway Traffic Safety AdministrationUniversity of Minnesota, MinneapolisBig Sky,MT,United States StartDate:20090622 EndDate:20090625 Sponsors:Federal Motor Carrier Safety Administration, Western Transportation Institute, Nissan Technical Center, North America, Honda R&D Americas, Incorporated, University of Iowa, Iowa City, 5DT, Inc., DriveCam, Incorporated, HFES Surface Transportation Technical Group, University of Leeds, Liberty Mutual Research Institute for Safety and Health, Realtime Technologies Incorporated, Seeing Machines, SWERVE Driver Training, Transportation Research Board, National Highway Traffic Safety Administration, University of Minnesota, Minneapolis KW - Aged drivers KW - Driver education KW - Driver training KW - Driving simulators KW - Feedback control KW - Human factors in crashes KW - Learning KW - Retraining KW - Traffic safety UR - https://trid.trb.org/view/918428 ER - TY - CONF AN - 01157982 AU - Symmons, Mark A AU - Rose, Geoff AU - University of Iowa, Iowa City TI - Ecodrive Training Delivers Substantial Fuel Savings for Heavy Vehicle Drivers SN - 139780874141627 PY - 2009 SP - pp 46-53 AB - A small group of heavy vehicle drivers underwent an ecodrive training course. Their driving was assessed for various ecodrive variables as they completed an 18 mile circuit in normal traffic immediately after the course and again 6 and 12 weeks later. Compared to pre-course measures, these drivers reduced their fuel consumption by an average of 27%, the number of gear changes by 29%, and the number of brake applications by 41%, though not all differences were statistically significant due to the size of this pilot and large driver variability. Importantly, the improvements were not offset by increases in the time taken to complete the circuit. At the 6 week point a control group was also assessed, and they used more fuel and more gear changes, and applied their brakes more often than the control group. Safety variables were inconclusive. A larger, in-service trial is warranted. U1 - Driving Assessment 2009: 5th International Driving Symposium on Human Factors in Driving Assessment, Training and Vehicle DesignFederal Motor Carrier Safety AdministrationWestern Transportation InstituteNissan Technical Center, North AmericaHonda R&D Americas, IncorporatedUniversity of Iowa, Iowa City5DT, Inc.DriveCam, IncorporatedHFES Surface Transportation Technical GroupUniversity of LeedsLiberty Mutual Research Institute for Safety and HealthRealtime Technologies IncorporatedSeeing MachinesSWERVE Driver TrainingTransportation Research BoardNational Highway Traffic Safety AdministrationUniversity of Minnesota, MinneapolisBig Sky,MT,United States StartDate:20090622 EndDate:20090625 Sponsors:Federal Motor Carrier Safety Administration, Western Transportation Institute, Nissan Technical Center, North America, Honda R&D Americas, Incorporated, University of Iowa, Iowa City, 5DT, Inc., DriveCam, Incorporated, HFES Surface Transportation Technical Group, University of Leeds, Liberty Mutual Research Institute for Safety and Health, Realtime Technologies Incorporated, Seeing Machines, SWERVE Driver Training, Transportation Research Board, National Highway Traffic Safety Administration, University of Minnesota, Minneapolis KW - Delivery service KW - Delivery vehicles KW - Fuel conservation KW - Fuel consumption KW - Heavy vehicles KW - Sustainable transportation KW - Training UR - https://trid.trb.org/view/918373 ER - TY - CONF AN - 01157981 AU - Fitch, Gregory M AU - Hankey, Jonathan M AU - Kleiner, Brian M AU - University of Iowa, Iowa City TI - Driver Comprehension of Integrated Collision Avoidance System Alerts Presented through a Haptic Driver Seat SN - 139780874141627 PY - 2009 SP - pp 291-298 AB - The purpose of this study was to quantify the effects of increasing the number of collision avoidance system alerts presented through a haptic driver seat on drivers’ response performance. Twenty-four participants performed specific driving maneuvers in response to one, three, or seven haptic seat alerts while they drove an instrumented vehicle. Participants verbally identified the alerts after executing a maneuver. Results show that drivers made the correct driving maneuver in response to the alerts. This was likely because of the strong stimulus response compatibility designed into the haptic seat. As predicted by Information Theory, drivers’ mean manual response time to the alerts significantly increased, and their verbal response accuracy significantly degraded, as the number of alerts increased. A three-alert haptic seat approach is recommended providing specific design requirements are met. U1 - Driving Assessment 2009: 5th International Driving Symposium on Human Factors in Driving Assessment, Training and Vehicle DesignFederal Motor Carrier Safety AdministrationWestern Transportation InstituteNissan Technical Center, North AmericaHonda R&D Americas, IncorporatedUniversity of Iowa, Iowa City5DT, Inc.DriveCam, IncorporatedHFES Surface Transportation Technical GroupUniversity of LeedsLiberty Mutual Research Institute for Safety and HealthRealtime Technologies IncorporatedSeeing MachinesSWERVE Driver TrainingTransportation Research BoardNational Highway Traffic Safety AdministrationUniversity of Minnesota, MinneapolisBig Sky,MT,United States StartDate:20090622 EndDate:20090625 Sponsors:Federal Motor Carrier Safety Administration, Western Transportation Institute, Nissan Technical Center, North America, Honda R&D Americas, Incorporated, University of Iowa, Iowa City, 5DT, Inc., DriveCam, Incorporated, HFES Surface Transportation Technical Group, University of Leeds, Liberty Mutual Research Institute for Safety and Health, Realtime Technologies Incorporated, Seeing Machines, SWERVE Driver Training, Transportation Research Board, National Highway Traffic Safety Administration, University of Minnesota, Minneapolis KW - Comprehension KW - Crash avoidance systems KW - Human factors in crashes KW - Instrumented vehicles KW - Reaction time KW - Tactile perception KW - Traffic alert and collision avoidance system KW - Traffic safety UR - https://trid.trb.org/view/918442 ER - TY - CONF AN - 01157980 AU - Simons-Morton, Bruce G AU - Ouimet, Marie Claude AU - Wang, Jing AU - Klauer, Sheila G AU - Lee, Suzanne E AU - Dingus, Thomas A AU - University of Iowa, Iowa City TI - Hard Braking Events among Novice Teenage Drivers by Passenger Characteristics SN - 139780874141627 PY - 2009 SP - pp 236-242 AB - In a naturalistic study of teenage drivers (N = 42) hard braking events of <-0.45 g were assessed over the first 6 months of licensure. A total of 1,721 hard braking events were recorded. The video footage of a sample (816) of these events was examined to evaluate validity and reasons for hard braking. Of these, 788 (96.6%) were estimated valid, of which 79.1% were due to driver misjudgment, 10.8% to risky driving behavior, 5.3% to legitimate evasive maneuvers, and 4.8% to distraction. Hard braking events per 10 trips and per 100 miles were compared across passenger characteristics. Hard braking rates per 10 trips among newly licensed teenagers during the first 6 months of licensure were significantly higher when driving with teen passengers and lower with adult passengers than driving alone; rates per 100 miles were lower with adult passengers than with no passengers. Further examination of the results indicates that rates of hard braking with teenage passengers were significantly higher compared with no passengers: 1) for male drivers; 2) during the first month of licensure. The data suggest that that novice teenage driving performance may not be as good or safe when driving alone or with teenage passengers than with adult passengers and provide support for the hypothesis that teenage passengers increase driving risks, particularly during the first month of licensure. U1 - Driving Assessment 2009: 5th International Driving Symposium on Human Factors in Driving Assessment, Training and Vehicle DesignFederal Motor Carrier Safety AdministrationWestern Transportation InstituteNissan Technical Center, North AmericaHonda R&D Americas, IncorporatedUniversity of Iowa, Iowa City5DT, Inc.DriveCam, IncorporatedHFES Surface Transportation Technical GroupUniversity of LeedsLiberty Mutual Research Institute for Safety and HealthRealtime Technologies IncorporatedSeeing MachinesSWERVE Driver TrainingTransportation Research BoardNational Highway Traffic Safety AdministrationUniversity of Minnesota, MinneapolisBig Sky,MT,United States StartDate:20090622 EndDate:20090625 Sponsors:Federal Motor Carrier Safety Administration, Western Transportation Institute, Nissan Technical Center, North America, Honda R&D Americas, Incorporated, University of Iowa, Iowa City, 5DT, Inc., DriveCam, Incorporated, HFES Surface Transportation Technical Group, University of Leeds, Liberty Mutual Research Institute for Safety and Health, Realtime Technologies Incorporated, Seeing Machines, SWERVE Driver Training, Transportation Research Board, National Highway Traffic Safety Administration, University of Minnesota, Minneapolis KW - Braking KW - Crash risk forecasting KW - Driver licensing KW - Hard braking KW - High risk drivers KW - Novices KW - Passengers KW - Teenage drivers KW - Traffic safety UR - https://trid.trb.org/view/918430 ER - TY - CONF AN - 01157979 AU - Williams, Jessica R AU - Tregear, Stephen J AU - University of Iowa, Iowa City TI - Driving with Cardiovascular Disease: The Impact of Implantable Cardioverter Defibrillators on Driver Safety SN - 139780874141627 PY - 2009 SP - pp 147-153 AB - Cardiovascular disease (CVD) is the leading cause of death in the United States. With America’s workforce rapidly aging, more attention is being placed on CVD and its treatment among employees in safety sensitive occupations, such as the transportation industry. Implantable cardioverter defibrillators (ICDs) are increasingly being used to treat certain cardiovascular conditions, but despite the fact that they are effective in preventing sudden death from cardiac arrhythmia, there is concern about allowing individuals with an ICD to drive. A systematic review and meta-analysis was conducted to examine the health and safety impacts ICDs on driving. The authors considered data pertaining to four outcomes among individuals with an ICD: crash rate, the occurrence of sudden death while driving, the occurrence of syncope while driving, and the occurrence of at least one shock from their ICD while driving. Currently, the impact of an ICD on driver safety cannot be determined. The assessments of the evidence pertaining to crash rates and sudden incapacitation while driving were inconclusive. Our results do indicate, however, that some individuals with an ICD will experience an inappropriate ICD discharge while driving (Strength of Evidence Rating: Strong). Experiencing such a discharge while driving is a potential hazard to driver safety. Quantitative assessment of the available data suggests that approximately 6.3% (95% CI: 4.7%-8.4%) of all individuals with an ICD who drive will experience a discharge while driving. These findings have potential implications for regulatory agencies with responsibility for road safety; particularly those agencies that regulate safety sensitive industries. U1 - Driving Assessment 2009: 5th International Driving Symposium on Human Factors in Driving Assessment, Training and Vehicle DesignFederal Motor Carrier Safety AdministrationWestern Transportation InstituteNissan Technical Center, North AmericaHonda R&D Americas, IncorporatedUniversity of Iowa, Iowa City5DT, Inc.DriveCam, IncorporatedHFES Surface Transportation Technical GroupUniversity of LeedsLiberty Mutual Research Institute for Safety and HealthRealtime Technologies IncorporatedSeeing MachinesSWERVE Driver TrainingTransportation Research BoardNational Highway Traffic Safety AdministrationUniversity of Minnesota, MinneapolisBig Sky,MT,United States StartDate:20090622 EndDate:20090625 Sponsors:Federal Motor Carrier Safety Administration, Western Transportation Institute, Nissan Technical Center, North America, Honda R&D Americas, Incorporated, University of Iowa, Iowa City, 5DT, Inc., DriveCam, Incorporated, HFES Surface Transportation Technical Group, University of Leeds, Liberty Mutual Research Institute for Safety and Health, Realtime Technologies Incorporated, Seeing Machines, SWERVE Driver Training, Transportation Research Board, National Highway Traffic Safety Administration, University of Minnesota, Minneapolis KW - Automated external defibrillation KW - Automobile drivers KW - Cardiovascular diseases KW - Crash data KW - Crash rates KW - Fatalities KW - Human factors in crashes KW - Traffic safety UR - https://trid.trb.org/view/918405 ER - TY - CONF AN - 01157978 AU - Smith, Kip AU - Thome, Aurelie AU - Blaberg, Christian AU - Bargman, Jonas AU - University of Iowa, Iowa City TI - An Invariant May Drive the Decision to Encroach at Unsignalized Intersections SN - 139780874141627 PY - 2009 SP - pp 313-319 AB - This paper introduces a novel approach to understanding when and where drivers make the Go/ No Go decision (not) to turn left and encroach upon an approaching car that has the right-of-way in an unsignalized intersection. The source of data is approximately 2,400 hours of video recordings at two intersections near Goteborg, Sweden. Automated image processing software extracted the trajectories of the pairs of cars involved in more than 14,000 left turns across traffic at the first intersection and 2,400 at the second. The authors subdivided the data into four different left-turn scenarios - where the approaching car arrives from the opposite direction, from the lateral direction, from the intended direction (merging), and while making its own left turn. For each scenario, the authors found the distances between the turning car and the approaching car at the time when we can assume the decision (not) to turn is made and conducted logistic regressions to identify the distances associated with the 50/50 acceptance probabilities for the decision (not) to turn. The authors also calculated the resulting encroachment distances (‘trailing buffers’) for every decision to turn. The authors expected to find wide variability in these buffers. Instead, we observed separations that were virtually the same across scenarios at each intersection but differed across intersections. Tacit, intersection-dependent knowledge of this invariant may drive the decision of whether or not to turn and encroach. The authors discuss the implications this finding has for the design of in-vehicle active safety systems. U1 - Driving Assessment 2009: 5th International Driving Symposium on Human Factors in Driving Assessment, Training and Vehicle DesignFederal Motor Carrier Safety AdministrationWestern Transportation InstituteNissan Technical Center, North AmericaHonda R&D Americas, IncorporatedUniversity of Iowa, Iowa City5DT, Inc.DriveCam, IncorporatedHFES Surface Transportation Technical GroupUniversity of LeedsLiberty Mutual Research Institute for Safety and HealthRealtime Technologies IncorporatedSeeing MachinesSWERVE Driver TrainingTransportation Research BoardNational Highway Traffic Safety AdministrationUniversity of Minnesota, MinneapolisBig Sky,MT,United States StartDate:20090622 EndDate:20090625 Sponsors:Federal Motor Carrier Safety Administration, Western Transportation Institute, Nissan Technical Center, North America, Honda R&D Americas, Incorporated, University of Iowa, Iowa City, 5DT, Inc., DriveCam, Incorporated, HFES Surface Transportation Technical Group, University of Leeds, Liberty Mutual Research Institute for Safety and Health, Realtime Technologies Incorporated, Seeing Machines, SWERVE Driver Training, Transportation Research Board, National Highway Traffic Safety Administration, University of Minnesota, Minneapolis KW - Decision making KW - Goteborg (Sweden) KW - Human factors in crashes KW - Left turns KW - Right of way (Traffic) KW - Traffic data KW - Traffic safety KW - Turning traffic KW - Unsignalized intersections KW - Videotape recorders UR - https://trid.trb.org/view/918450 ER -