TY - CONF AN - 01157977 AU - Wishart, Darren AU - Davey, Jeremy AU - Freeman, James E AU - Rowland, Bevan AU - University of Iowa, Iowa City TI - Identifying Influences of Driving Behaviour: Could The Australian Work Driving Setting Be Unique? SN - 139780874141627 PY - 2009 SP - pp 125-131 AB - Work-related driving safety is an emerging concern for Australian and overseas organizations. An in depth investigation was undertaken into a group of fleet drivers’ attitudes regarding what personal and environment factors have the greatest impact upon driving behaviors. A number of new and unique factors not previously identified were found including: vehicle features, vehicle ownership, road conditions, weather, etc. The major findings of the study are discussed in regards to practical solutions to improve fleet safety. 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 - Attitudes KW - Australia KW - Behavior KW - Human factors in crashes KW - Traffic safety KW - Travel behavior KW - Weather conditions KW - Work trips UR - https://trid.trb.org/view/918393 ER - TY - CONF AN - 01157976 AU - Kidd, David G AU - Monk, Christopher A AU - University of Iowa, Iowa City TI - The Effects of Dual-Task Interference and Response Strategy on Stop or Go Decisions to Yellow Light Changes SN - 139780874141627 PY - 2009 SP - pp 260-267 AB - Distractions can interfere with driving by causing central processing bottlenecks. In addition to performance decrements, central processing delays may also impair decision-making during critical driving maneuvers such as stop or go decisions at intersections. It was hypothesized that distractions would delay the stop or go decision leading to more go responses. Participants drove 4 simulated drives and made stop or go decisions at intersections with and without a distracting task. Distractions did not result in more go responses at intersections. Additionally, dual-task interference in braking responses was found to be dependent upon participants’ response strategies. Theoretical implications of response strategy on processing bottlenecks were discussed. 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 - Bottlenecks KW - Decision making KW - Distracted drivers KW - Distraction KW - Dual tasks KW - Human factors in crashes KW - Intersections KW - Traffic safety KW - Yellow interval (Traffic signal cycle) UR - https://trid.trb.org/view/918434 ER - TY - CONF AN - 01157975 AU - Romoser, Matthew AU - Fisher, Donald L AU - University of Iowa, Iowa City TI - Effects of Cognitive and Physical Decline on Older Drivers’ Side-To-Side Scanning for Hazards While Executing Turns SN - 139780874141627 PY - 2009 SP - pp 61-68 AB - Age related declines in cognitive and physical ability significantly impair an older adult’s ability to safely drive. As we age it gradually becomes more difficult to scan for, detect, process, and ultimately react to critical elements in our driving environment. Older drivers are over represented in angled impacts in intersections. Research has shown that older drivers tend to execute fewer side-to-side glances while in the process of turning than middle-aged drivers.This decrease in scanning can directly lead to an increase in angled impacts. The present research investigates the correlation between cognitive and physical decline and the likelihood that an older driver will execute side-to-side glances at the beginning and during a turn. Results of both simulator and field drive sessions with fifty-four older drivers 70-89 years of age demonstrated that cognitive, but not physical, decline was significantly correlated with a decrease in side-to-side scanning while turning. 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 - Cognition KW - Detectors by object of detection KW - Human factors in crashes KW - Mirrors KW - Turning traffic UR - https://trid.trb.org/view/918375 ER - TY - CONF AN - 01157974 AU - Kircher, Katja AU - Ahlstrom, Christer AU - Kircher, Albert AU - University of Iowa, Iowa City TI - Comparison of Two Eye-Gaze Based Real-Time Driver Distraction Detection Algorithms in a Small-Scale Field Operational Test SN - 139780874141627 PY - 2009 SP - pp 16-23 AB - Driver distraction is a field which has received increasing attention in the last years, especially after it became evident that distraction is a major factor contributing to road casualties. Monitoring, detecting and limiting driver distraction could contribute significantly to improve road traffic safety. With the introduction of novel unobtrusive gaze-tracking systems real-time algorithms based on the driver’s gaze direction can be developed for driver distraction warning systems. The study describes and compares two different algorithms for gaze-based driver distraction detection based on the eye tracking data obtained in a field study. One algorithm relies on the metric “percent road centre” of gaze direction, the other on gaze zones in the vehicle. Results show that both algorithms have potential for detecting driver distraction, but that no effect of the distraction warnings on attention as defined by the algorithms could be observed. 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 - Distracted drivers KW - Distraction KW - Eye movements KW - Fatalities KW - Field tests KW - Human factors in crashes KW - Real time information KW - Warning systems UR - https://trid.trb.org/view/918368 ER - TY - CONF AN - 01157973 AU - Cavallo, Viola AU - Dommes, Aurelie AU - Lobjois, Regis AU - Vienne, Fabrice AU - University of Iowa, Iowa City TI - Elderly Pedestrians’ Visual Timing Strategies in a Simulated Street-Crossing Situation SN - 139780874141627 PY - 2009 SP - pp 499-505 AB - The purpose of the present experiment was to investigate the effect of age and of the approaching vehicle’s speed on crossing behavior in an interactive street crossing simulation. Seventy-eight subjects aged from 20-30, 60-70 and 70-80, took part in the experiment. Half of them were female and half were male. The participants were asked to cross between two approaching cars if they judged crossing possible. Vehicle speed (40 and 60 km/h) and time gap between cars (from 1 to 7s) were varied. The results show that the accepted time gap increased with age, but that the adopted safety margins, as well as the rates of unsafe crossings and missed opportunities were globally comparable for all groups of participants. However, the speed of the approaching vehicles was identified as an important risk factor for elderly pedestrians. Unlike younger pedestrians, seniors exhibited more risky behaviors at higher speeds. Results are discussed in relation to the visual information used, and with respect to the validity of judgment and crossing tasks in the study of pedestrian behavior. 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 KW - Behavior KW - Crosswalks KW - Gap acceptance KW - Human factors in crashes KW - Pedestrian movement KW - Pedestrian traffic KW - Safety KW - Simulation KW - Time gaps KW - Traffic signal timing KW - Traffic speed UR - https://trid.trb.org/view/918524 ER - TY - CONF AN - 01157972 AU - Fullerton, Matthew AU - Peli, Eli AU - University of Iowa, Iowa City TI - Development of a System to Study the Impact of Headlight Glare in a Driving Simulator SN - 139780874141627 PY - 2009 SP - pp 412-418 AB - This study reports on the development of a realistic dynamic simulation of oncoming headlamp glare in a driving simulator. To the authors’ knowledge, no such simulation had been attempted or achieved previously. The simulation is based on superposition of a bright light emitting diode (LED) display through a beam splitter on the simulator screen and synchronizing the illuminated LED position to the image of the simulated oncoming car. LED brightness is adjusted to result in the level of light that such headlights would cause in the driver’s eyes, enabling the testing of glare effect on drivers of different ages and impact (reduction or increase) of various vision devices. 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 - Driving simulators KW - Glare KW - Headlamps KW - Human factors in crashes KW - Light emitting diodes KW - Lighting KW - Traffic safety KW - Traffic simulation KW - Visibility UR - https://trid.trb.org/view/918504 ER - TY - CONF AN - 01157971 AU - Dawson, Jeffrey D AU - Dastrup, Elizabeth AU - Johnson, Amy M AU - Uc, Ergun Y AU - Anderson, Steven W AU - Rizzo, Matthew AU - University of Iowa, Iowa City TI - Ascertainment of On-Road Safety Errors Based on Video Review SN - 139780874141627 PY - 2009 SP - pp 419-426 AB - Using an instrumented vehicle, the authors have studied several aspects of the on-road performance of healthy and diseased elderly drivers. One goal from such studies is to ascertain the type and frequency of driving safety errors. Because the judgment of such errors is somewhat subjective, we applied a taxonomy system of 15 general safety error categories and 76 specific safety error types. The authors also employed and trained professional driving instructors to review the video data of the on-road drives. This report illustrates the rating system on a group of 111 drivers, ages 65 to 89. These drivers made errors in 13 of the 15 error categories, comprising 42 of the 76 error types. A mean (SD) of 35.8 (12.8) safety errors per drive were noted, with 2.1 (1.7) of them being judged as serious. The methodology may be useful in applications such as intervention studies, and in longitudinal studies of changes in driving abilities in patients with declining cognitive ability. 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 - Cognition KW - Driver errors KW - Human error KW - Human factors in crashes KW - Instrumented vehicles KW - Roads KW - Traffic safety UR - https://trid.trb.org/view/918505 ER - TY - CONF AN - 01157970 AU - Tippin, Jon AU - Sparks, JonDavid AU - Rizzo, Matthew AU - University of Iowa, Iowa City TI - Useful Field of View Impairments in Drivers with Obstructive Sleep Apnea SN - 139780874141627 PY - 2009 SP - pp 454-459 AB - As a group, drivers with obstructive sleep apnea (OSA) have an increased risk for motor vehicle crashes, but determining individual crash risk is difficult. The authors tested the hypothesis that drivers with OSA have impaired visual attention, as indexed by reduced useful field of view (UFOV), a predictor of high risk driving. Forty-one drivers with untreated OSA and 50 comparison drivers were assessed by UFOV. OSA drivers performed significantly worse than controls on all UFOV subtests and had reduced UFOV as indicated by a higher mean total UFOV score (p = 0.0017). However, only 4 OSA and 2 control drivers had values indicative of high crash risk (UFOV reduction >23%). Drivers with OSA have reduced UFOV compared to drivers without neurological or sleep disorders. However, as UFOV identifies few high-risk drivers, its role in assessing crash risk in an unselected population of drivers with OSA appears to be limited. 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 - Crash risk KW - Crash risk forecasting KW - Driver performance KW - Field of view KW - Human factors in crashes KW - Impaired drivers KW - Risk analysis KW - Sleep disorders KW - Traffic safety UR - https://trid.trb.org/view/918513 ER - TY - CONF AN - 01157969 AU - Henderson, Steven AU - Gagnon, Sylvain AU - Collin, Charles AU - Tabone, Ricardo AU - Stinchcombe, Arne AU - University of Iowa, Iowa City TI - Near Peripheral Motion Contrast Threshold Predicts Older Drivers’ Driving Simulator Performance SN - 139780874141627 PY - 2009 SP - pp 334-341 AB - The method of descending limits assessed motion contrast thresholds of 11 young participants (17–28), and 21 older drivers (63–86) for 0.4 cycle/degree drifting Gabor stimuli at 15 degrees eccentricity. Peripheral motion contrast thresholds (PMCT) of younger participants (M = –45.5 dB, SD = 1.66 dB) and older participants (M = –43.3 dB, SD = 3.79 dB) differed (t(29) = 2.295, p < .05 (all p-values one-tailed)). Older drivers performed UFOV® tests and a high-fidelity driving simulation. Between independent variables, significant correlations were PMCT with UFOV2 (r = .74, p < .001), PMCT with UFOV3 (r = .50, p < .01), PMCT with age (r =.73, p < .001), UFOV2 with age (r = .48, p < .05), and UFOV3 with age (r = .44, p < .05). Between vision and simulator measures, PMCT and UFOV2 significantly predicted rater’s simulator score (r = .66, p < .001; r = .58, p < .01 respectively), and simulator crashes (r = .63, p < .001; r = .72, p < .001 respectively). Thus, PMCT and UFOV2 strongly predicted simulator performance. Partial correlations showed that: substantial association between PMCT and UFOV2 was not age–related; PMCT and UFOV2 tapped a common visual function; and PMCT assessed a component not captured by UFOV2. The descending limits procedure is as reliable and faster than the forced choice. A practicable PMCT test that informs at-risk drivers about visual deficits may help them compensate effectively by learning voluntary scanning techniques and by otherwise modifying their driving techniques. 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 performance KW - Driving simulators KW - Field of vision KW - Human factors in crashes KW - Motion KW - Peripheral perception KW - Peripheral vision KW - Traffic safety UR - https://trid.trb.org/view/918454 ER - TY - CONF AN - 01157968 AU - Dommes, Aurelie AU - Cavallo, Viola AU - University of Iowa, Iowa City TI - A Simulator-Based Street-Crossing Training for Older Pedestrians: Short and Long Term Effects SN - 139780874141627 PY - 2009 SP - pp 83-89 AB - The study aimed at developing and assessing a training method to improve the safety of elderly pedestrians with a simulator-based street-crossing technique specially designed to their needs and difficulties. Twenty seniors were enrolled in a street-crossing training program, and twenty other seniors were assigned to the control group (internet-use training). Before the training, immediately after it, and 6 months later, street-crossing decisions and behaviors were assessed using a simulated street-crossing task. The results showed that the simulator-based training enhanced the safety of the elderly pedestrians. However, the way in which they took into account the speed of the approaching car in their decisions and behaviors had not improved. The lack of effectiveness of training in the use of speed may reveal age-related sensory and cognitive impairments that the simulator-based method could not alleviate. The results of this study stressed the importance of greater attention to senior street-crossing retraining. 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 KW - Aged drivers KW - Human factors in crashes KW - Pedestrian movement KW - Pedestrian traffic KW - Traffic simulation KW - Training UR - https://trid.trb.org/view/918379 ER - TY - CONF AN - 01157967 AU - Brooks, Johnell O AU - Goodenough, Richard R AU - Tyrrell, Richard A AU - Guirl, Chris D AU - Moore, Kristin AU - Klein, Nathan AU - Davis, Laura AU - Kubala, Tina AU - University of Iowa, Iowa City TI - How Well Do Drivers Understand Their Own Headlights? SN - 139780874141627 PY - 2009 SP - pp 384-390 AB - The current research represents an initial investigation of drivers’ understanding of high beam and low beam headlight patterns in a nighttime driving environment. Fifty-four university students used a highlighter to indicate on a paper diagram of a roadway scene the portion of the scene that they felt their headlights would illuminate. Although the headlight patterns produced by participants varied more than expected, several consistent patterns emerged. Classification and evaluation of these drivers’ responses revealed that many drivers misunderstand the area of the roadway that is illuminated by their headlights. These misunderstandings fall into fairly distinct patterns. The results indicate many drivers possess an incomplete understanding of the pattern of illumination provided by their headlights. These results are consistent with earlier evidence that many road users fail to appreciate the visibility challenges that exist at night. 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 - Headlamps KW - High beamed headlamps KW - Human factors in crashes KW - Lighting KW - Low beamed headlamps KW - Night visibility KW - Traffic safety KW - Vehicle safety UR - https://trid.trb.org/view/918497 ER - TY - CONF AN - 01157966 AU - Barrow, Jane H AU - Baldwin, Carryl L AU - University of Iowa, Iowa City TI - Verbal-Spatial Cue Conflict: Implications for the Design of Collision-Avoidance Warning Systems SN - 139780874141627 PY - 2009 SP - pp 405-411 AB - A spatial auditory Stroop paradigm was used to examine the effects of verbal-spatial cue conflict on response accuracy, reaction time, and driving performance. Participants responded to either the semantic meaning or the spatial location of a directional word, which were either congruent (i.e. the word “right” being presented from the right) or incongruent (i.e. the word “right” being presented from the left), while following a lead car in a simulated driving scenario. Accuracy was worse when participants were responding to the spatial location of a word in an incongruent trial, indicating that participants experienced significant interference when trying to ignore the semantic meaning of the word when it conflicted with the presentation location. Implications for the design of collision-avoidance warning systems are discussed. 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 - Auditory perception KW - Crash avoidance systems KW - Driving simulators KW - Human factors in crashes KW - Reaction time KW - Spatial analysis KW - Traffic safety KW - Voice communication KW - Warning systems UR - https://trid.trb.org/view/918502 ER - TY - CONF AN - 01157965 AU - Stinchcombe, Arne AU - Gagnon, Sylvain AU - University of Iowa, Iowa City TI - Estimating Workload Demands of Turning Left at Intersections of Varying Complexity SN - 139780874141627 PY - 2009 SP - pp 440-446 AB - The challenge posed by left-turns has been well-documented in literature. Left-turns are thought to be complex roadway sites resulting in a significant proportion of motor-vehicle collisions. The purpose of the present study was to determine whether subjective and objective workload is affected by left-turns of varying complexity (i.e., information processing and maneuvering) in a sample of young inexperienced drivers. A secondary goal was to determine the effect of administering a secondary task on subjective workload. To this end, 60 inexperienced drivers completed four simulated driving scenarios of varying visual and maneuvering complexity. Half of participants completed an objective measure of workload (i.e., a secondary task) while all participants completed a subjective measure of workload upon completion of each scenario. The results demonstrated the effect of complexity on subjective and objective workload. Specifically, information processing complexity was found to significantly affect both subjective and objective measures of participants’ workload while the influence of maneuvering complexity was detected through subjective load only. 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 - Crashes KW - Gap acceptance KW - Human factors in crashes KW - Information processing KW - Intersections KW - Left turns KW - Teenage drivers KW - Traffic crashes KW - Traffic safety KW - Turning traffic KW - Workload UR - https://trid.trb.org/view/918511 ER - TY - CONF AN - 01157964 AU - Sullivan, John M AU - Buonarosa, Mary Lynn AU - University of Iowa, Iowa City TI - Acquisition, Response, and Error Rates with Three Suites of Collision Warning Sounds SN - 139780874141627 PY - 2009 SP - pp 284-290 AB - The acquisition, response speed, and error rates of three suites of collision warning sounds were investigated to evaluate the effect of sound alteration on responding. In each suite, four sounds were pictorially associated with four collision scenarios. Suite A included two natural sounds, and two artificial sounds semantically associated with one of four crash scenarios; Suite B was a variant of A, altered to reduce perceived urgency; Suite C was a set of abstract sounds constructed to vary in urgency and matched to the subjective urgency of each scenario. For each suite, subjects first learned to associate the suite’s warning sounds with an assigned crash scenario to an established criterion. This was followed by reaction time trials in which a sound was played and subjects quickly identified the scenario associated with the sound. For both young and old subjects, Suite A produced the shortest reaction times and fewest trials to criterion, suggestive of the response efficiencies reported for auditory icons. In contrast, the sounds used in Suite B, while variants of Suite A, were most difficult to learn and were not different from Suite C with respect to error rates and reaction time. It is suggested that even relatively minor alterations of a warning sound can result in marked differences in acquisition and performance. 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 - Crash avoidance systems KW - Data collection KW - Human error KW - Human factors in crashes KW - Traffic crashes KW - Traffic safety KW - Vehicle design KW - Warning systems UR - https://trid.trb.org/view/918438 ER - TY - CONF AN - 01157963 AU - White, Cale AU - Caird, Jeff K AU - University of Iowa, Iowa City TI - The Blind Date: The Effects of Passenger Conservation and Gender on Looked-but-Failed-to-See (LBFTS) Errors SN - 139780874141627 PY - 2009 SP - pp 2-8 AB - This study examined situations where drivers looked but failed to see hazards (LBFTS), and whether passenger conversation and gender affected hazard detection rates. To reliably produce LBFTS errors, 40 young drivers (M = 20.3) encountered motorcycles and pedestrians while making left turns in the University of Calgary Driving Simulator (UCDS). Prior to turn initiation the UCDS screens flickered using an extension of change blindness methods. In addition, drivers either drove alone or conversed with an attractive confederate passenger. Measures of LBFTS errors, hazard detection and social factors were analyzed. Higher rates of LBFTS errors and hazard detection occurred while conversing than while driving alone. A discriminant function analysis (DFA) using conversation and gender as predictors accurately classified LBFTS errors. Higher passenger attraction and higher extroversion were related to missing more critical events. The basis of LBFTS errors in divided and selective attention and classification implications are discussed. 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 - "Looked-but-did-not-see" KW - Automobile drivers KW - Conservation KW - Discriminant analysis KW - Distracted drivers KW - Distraction KW - Driving simulators KW - Gender KW - High risk drivers KW - Human factors in crashes KW - Left turns KW - Teenage drivers KW - Young adults UR - https://trid.trb.org/view/916457 ER - TY - CONF AN - 01157962 AU - Lerner, Neil AU - Singer, Jeremiah AU - Freedman, Mark AU - University of Iowa, Iowa City TI - Enhanced Seat Belt Reminder Systems for Teenage Drivers and Passengers SN - 139780874141627 PY - 2009 SP - pp 243-250 AB - Failure to use a seat belt is a significant highway safety concern for teenagers. The current Federally-required seat belt reminder system is limited in its effectiveness, and many automobile manufacturers are now providing enhanced seat belt reminder (ESBR) systems. Current systems are designed for the general driving public and their design must represent a trade-off between effectiveness in promoting belt use and consumer acceptance. Teens may respond differently to system features and trade-off considerations may be different for risk-prone teens. This study conducted research to evaluate teen driver and passenger reactions to a variety of ESBR systems and features. The study was conducted in an operational, but stationary vehicle, with simulated drives. Systems and features were evaluated regarding their likelihood of increasing belt use, annoyance, signal appropriateness, desirability, and other aspects. Discussion groups were also held with the parents of teen drivers. Based on findings of the experiment and discussions, a set of recommendations was developed for the design of optimal ESBR systems oriented toward teen drivers and their passengers. 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 - Crash risk forecasting KW - Driving simulators KW - High risk drivers KW - Highway safety KW - Human factors in crashes KW - Passengers KW - Seat belt reminder systems KW - Seat belt usage KW - Seat belts KW - Teenage drivers UR - https://trid.trb.org/view/918432 ER - TY - CONF AN - 01157961 AU - Lotan, Tsippy AU - Toledo, Tomer AU - Prato, Carlo Giacomo AU - University of Iowa, Iowa City TI - Modeling the Behavior of Novice Young Drivers Using Data from Invehicle Data Recorders SN - 139780874141627 PY - 2009 SP - pp 491-498 AB - Novice young drivers suffer from increased crash risk that translates into over-representation in road injuries. A better understanding of the driving behavior of novice young drivers and of their determinants is needed to tackle this problem. To this extent, this study analyzes the behavior of novice young drivers within a Graduated Driver Licensing (GDL) program. Data on driving behavior of novice drivers and their parents is collected using in-vehicle data recorders, which calculate compound risk indices as measures of the risk taking behavior of the various drivers. Data is used to estimate a negative binomial model to identify the major factors that affect the driving behavior of the young drivers. Estimation results suggest that the risk taking behavior of young drivers is influenced by that of their parents and decreases with higher levels of supervised driving and stricter monitoring by the parents. 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 - Crash risk forecasting KW - Driver licenses KW - Graduated licensing KW - Human factors in crashes KW - In vehicle sensors KW - Novices KW - Restricted driver licenses KW - Risk analysis KW - Teenage drivers KW - Young adults UR - https://trid.trb.org/view/918523 ER - TY - CONF AN - 01157960 AU - Harbluk, Joanne L AU - Mitroi, Julia S AU - Burns, Peter C AU - University of Iowa, Iowa City TI - Three Navigation Systems with Three Tasks: Using the Lane-Change Test (LCT) to Assess Distraction Demand SN - 139780874141627 PY - 2009 SP - pp 24-30 AB - The Lane Change Test (LCT) was used to assess distraction demand when drivers completed three typical navigation tasks (an easy navigation task, a point of interest task and a difficult navigation task) using three different navigation systems. In order for the LCT to be a useful procedure, it must distinguish good from poor navigation systems and acceptable from unacceptable tasks performed using those systems. The results provide some general support for the LCT as a sensitive measure of distraction. Some aspects of the results, however, called into question the adequacy of the LCT as a sufficient measure of distraction. In particular, the LCT was found to be insensitive to task demands arising from excessive task duration. Since risk exposure is a function of secondary task duration (as well as other factors such as intensity, frequency and timing), it is recommended that a measure of task duration be incorporated in the LCT procedure. When the MDEV was modified to incorporate task duration, the resulting measure (mean deviation per average task) reflected more adequately the interaction demands of the various navigation tasks. 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 - Distracted drivers KW - Distraction KW - Lane changing KW - Navigation systems KW - Traffic crashes KW - Travel behavior KW - Travel demand UR - https://trid.trb.org/view/918369 ER - TY - CONF AN - 01157959 AU - Young, Richard A AU - Angell, Linda S AU - Sullivan, John M AU - Seaman, Sean AU - Hsieh, Li AU - University of Iowa, Iowa City TI - Validation of the Static Load Test for Event Detection During Hands-Free Conversation SN - 139780874141627 PY - 2009 SP - pp 268-275 AB - The objective of this study is to see if visual event reaction times (RTs) during hands-free conversation conditions in the Enhanced Static Load Test (ESLT) can predict RTs in similar conditions in on-road driving. Brake reaction times to random center and side light events were measured while watching a driving video, attempting to keep a marker in the center of the lane with a steering wheel, answering the phone by pressing a button, and carrying on neutral or angry hands-free conversations in covert (silent) or overt mode on a hands-free phone device. Open-road tests were conducted in traffic for subjects with similar side and front light events, with foot reaction times measured while engaged in the same secondary tasks and conditions. Mean RTs for the task segments in the lab were predictive of the mean RTs for the corresponding task segments in the on-road test (r = 0.90, df = 16, p < 0.000001). This study validates the Enhanced Static Load Test as predictive of visual event RTs during open-road driving for the range of experimental conditions and tasks considered. 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 - Cellular telephones KW - Crash risk forecasting KW - Human factors in crashes KW - Load tests KW - Reaction time KW - Static loads KW - Traffic safety KW - Validation UR - https://trid.trb.org/view/918435 ER - TY - CONF AN - 01157958 AU - Schaudt, William Andrew AU - Wierwille, Walter W AU - Hanowski, Richard J AU - University of Iowa, Iowa City TI - Object Detection and Identification Using Enhanced Camera/Video Imaging Systems (E-C/VISs) on Heavy Trucks SN - 139780874141627 PY - 2009 SP - pp 54-60 AB - Tests were performed to determine the feasibility of developing an Enhanced Camera/Video Imaging System (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 tractor trailer. The third channel would be aimed rearward from the back of the trailer. 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. Once developed, the heavy vehicle three-channel system was tested in a static object detection and identification experiment, as well as a dynamic on-road experiment. The current document describes the static object detection and identification experiment methodology and results. In regard to object detection and identification, objects were correctly detected and identified significantly more often with the E-C/VIS than with mirrors alone. Objects directly behind the heavy vehicle could be detected with the rear wide-angle look-down camera of the EC/ VIS whereas such objects could not be detected with conventional side mirrors. 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 - Cameras KW - Detection and identification KW - Heavy vehicles KW - Incident detection KW - Mirrors KW - Video imaging detectors UR - https://trid.trb.org/view/918374 ER - TY - CONF AN - 01157957 AU - Neurauter, M Lucas AU - Llaneras, Robert E AU - Wierwille, Walter W AU - University of Iowa, Iowa City TI - The Design and Assessment of Attention-Getting Rear Brake Light Signals SN - 139780874141627 PY - 2009 SP - pp 529-535 AB - This paper summarizes work intended to further characterize and develop rear brake light signals likely to improve driver reaction to hard-braking lead-vehicle events, emphasizing unique and novel approaches not previously studied. The work developed optimized signal lighting configurations, including specifications for light emitting diode (LED) signal approaches (flash frequencies, brightness levels, patterns), and performed field evaluations to assess eye-drawing capability of candidate signals for drivers who were looking away from the forward view. Results indicate that newer rear signaling designs can be very effective at drawing drivers’ eyes back to the forward roadway, and that flashing and brightness are two important signal properties moderating effectiveness (attention-getting). Remarkable performance gains can be achieved via use of LED signal approaches which both flash and increase signal intensity or lamp brightness. 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 - Attention KW - Brake lamps KW - Braking KW - Eye fixations KW - Eye movements KW - Light emitting diodes KW - Reaction time KW - Vehicle design KW - Vehicle rear end KW - Vehicle safety UR - https://trid.trb.org/view/918529 ER - TY - CONF AN - 01157956 AU - Hoggarth, Petra AU - Jones, Richard AU - Innes, Carrie AU - Dalrymple-Alford, John AU - University of Iowa, Iowa City TI - Driving Assessment and Subsequent Driving Outcome: A Prospective Study of Safe and Unsafe Healthy Driver Groups SN - 139780874141627 PY - 2009 SP - pp 433-439 AB - Older drivers are an increasingly numerous section of the population who are often targeted for driving assessment. Little is known as to whether on-road driving assessments result in an older driver population who have fewer negative driving events. Fifty-eight healthy older drivers (mean age 77, range 71- 84, no diagnosis of neurological disorder), completed a non-enforced on-road driving assessment and detailed sensory-motor and cognitive testing. Self reported and official data regarding crashes and traffic offences were collected for both the five years prior to the on-road assessment, and the 12 months following in order to determine whether those who received a fail score on the on-road assessment had higher rates of negative driving events than those who passed (43 passed, 15 failed). No increase in adverse outcomes was found either retrospectively or prospectively for those who failed the on-road assessment. Similarly there were no significant differences in cognitive, sensory-motor, and demographic variables between those who passed and failed. Healthy older drivers who failed the on-road assessment did not show evidence of poorer driving behavior even at the level of descriptive statistics. 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 - Age groups KW - Aged drivers KW - Cognitive impairment KW - Crash data KW - Demographics KW - Driver performance KW - Human factors in crashes KW - Neurology KW - Traffic crashes KW - Traffic safety UR - https://trid.trb.org/view/918508 ER - TY - CONF AN - 01157955 AU - Creaser, Janet I AU - Lenneman, John K AU - Szczerba, Joseph AU - University of Iowa, Iowa City TI - Design and Evaluation of Serial-Hybrid Vehicle Energy Gauges SN - 139780874141627 PY - 2009 SP - pp 521-528 AB - This paper describes a usability study of serial-hybrid vehicle energy gauge designs. Eight gauges that were modified by design format (bars, dials), color (one color, two colors) and the type of information present (range information, no range information) were tested in a driving simulator under urban/suburban traffic conditions. Participants answered questions about the state of the battery and fuel tank separately and also answered questions that involved combining the information from both sources of energy. Comprehension was assessed based on accuracy and response times to the questions when a gauge was presented. Participants also completed subjective ratings of the gauges. Driving performance was assessed to determine if driving was affected by responding to gauge presentations. Overall, the results indicated that the bar design using two colors and including range information performed best when integration of the two energy sources was required. These attributes were also most preferred by participants in this study. 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 - Electric vehicles KW - Energy conservation KW - Energy consumption KW - Engine performance KW - Fuel tanks KW - Hybrid vehicles KW - Serials KW - Vehicle performance UR - https://trid.trb.org/view/918527 ER - TY - CONF AN - 01157954 AU - Merat, Natasha AU - Jamson, A Hamish AU - University of Iowa, Iowa City TI - How do Drivers Behave in a Highly Automated Car? SN - 139780874141627 PY - 2009 SP - pp 514-521 AB - This paper outlines the results of a driving simulator study conducted for the European CityMobil project, which was designed to investigate the effect of a highly automated driving scenario on driver behavior. Drivers’ response to a number of ‘critical’ scenarios was compared in manual driving with that in automated driving. Drivers were in full control of the vehicle and its maneuvers in the manual driving condition, whilst control of the vehicle was transferred to an ‘automated system’ in the automated driving condition. Automated driving involved the engagement of lateral and longitudinal controllers, which kept the vehicle in the centre of the lane and at a speed of 40 mph, respectively. Drivers were required to regain control of the driving task if the automated system was unable to handle a critical situation. An auditory alarm forewarned drivers of an imminent collision in such critical situations. Drivers’ response to all critical events was found to be much later in the automated driving condition, compared to manual driving. This is thought to be because drivers’ situation awareness was reduced during automated driving, with response only produced after drivers heard the alarm. Alternatively, drivers may have relied too heavily on the system, waiting for the auditory alarm before responding in a critical situation. These results suggest that action must be taken when implementing fully automated driving to ensure that the driver is kept in the loop at all times and is able to respond in time and appropriately during critical situations. This paper presents the results of one of the studies. 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 highways KW - Automated vehicle control KW - Behavior KW - CityMobil KW - Driver performance KW - Driving simulators KW - Europe KW - Human factors in crashes KW - Maneuverability KW - Travel behavior UR - https://trid.trb.org/view/918526 ER - TY - CONF AN - 01157953 AU - Tuttle, Stephanie AU - Cassavaugh, Nicholas D AU - Backs, Richard W AU - University of Iowa, Iowa City TI - Attention Function Structure of Older and Younger Adult Drivers SN - 139780874141627 PY - 2009 SP - pp 506-513 AB - Groups of younger (n=49, M age = 21.7 years) and older (n=52, M age = 73.0 years) adults performed computer-based cognitive tests and simulated driving. Results from the cognitive tests were submitted to Principal Components Analysis (PCA) and 6 components were extracted that explained more than 77% of the variance. The components were labeled speed, divided, sustained, executive, selective/inhibition, and visual search in descending order of amount of variance explained. The component scores were used to predict simulated driving performance. Hierarchical step-wise regressions were computed with driving performance as the criterion, and age group (forced) and the component scores (step-wise) as predictors. Results showed that the speed and divided components were more likely to explain additional driving performance variance beyond age group than the other components. 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 - Age groups KW - Aged drivers KW - Attention KW - Cognition KW - Driver performance KW - Driving simulators KW - Human factors in crashes KW - Traffic safety KW - Young adults UR - https://trid.trb.org/view/918525 ER - TY - CONF AN - 01157952 AU - Reyes, Michelle L AU - Lee, John D AU - Liang, Yulan AU - Hoffman, Joshua D AU - Huang, Ritchie W AU - University of Iowa, Iowa City TI - Capturing Driver Response to In-Vehicle Human-Machine Interface Technologies Using Facial Thermography SN - 139780874141627 PY - 2009 SP - pp 536-542 AB - Measuring driver response to in-vehicle human-machine interface (HMI) systems is critical for the automotive design and evaluation process. Physiological measures provide a useful complement to performance-based and subjective measures because they promise an estimate of the affective response of drivers to an in-vehicle system in a way that requires no overt response by the driver. This research explored how facial temperature might reflect the drivers’ response to the demands they confront when interacting with in-vehicle systems. Sixteen drivers completed a series of in-vehicle tasks while driving in a simulator. Facial temperature was measured using an infrared camera. The analyses focus on how the thermal data, aggregated over four facial regions, correlated with both measures of driving performance and subjective ratings of workload and frustration. Facial temperature measures correlated with more driving performance measures of longitudinal control than lateral control, suggesting that thermal measures are sensitive to different cognitive processes than are typically assessed by measures of steering and lane position. Thermal measures aggregated over a 15-second window correlated with subjective ratings. Unlike other measures typically used to evaluate in-vehicle systems that are aggregated over long time windows, thermal measures have temporal specificity and might be able to identify specific interactions that increase workload and frustration. No single facial area or summary measure emerged as the best indicator of driver response; rather, composite measures of facial temperature could be developed that offer a more complete profile of driver response. 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 information systems KW - Face recognition KW - Human machine interface KW - Human machine systems KW - In vehicle sensors KW - Reaction time KW - Technological innovations KW - Thermographs KW - Vehicle design KW - Workload UR - https://trid.trb.org/view/918530 ER - TY - CONF AN - 01157951 AU - Tregear, Stephen J AU - Williams, Jessica R AU - University of Iowa, Iowa City TI - Seizure and the Risk for Seizure Recurrence among Individuals Who Have Undergone Surgery for Epilepsy SN - 139780874141627 PY - 2009 SP - pp 327-333 AB - Epilepsy is a central nervous system disorder for which recurrent seizures are the main symptom. Seizures resulting from epilepsy may culminate in unpredictable and sudden incapacitation, and thus are of significant concern to those interested in driver safety. Surgical therapy is one of the main treatment options for patients who do not respond to pharmacotherapy. Although approximately two thirds of individuals who undergo the most common types of surgery for epilepsy become seizure free, a significant proportion of these individuals will experience seizure recurrence. A systematic review and meta analysis was conducted to examine the likelihood of seizure recurrence among individuals who have undergone surgery for epilepsy. Specifically, the authors were interested in quantifying the relationship between time since last seizure and the likelihood that a seizure will occur within the following year. The results indicate that the longer the time that has elapsed since the occurrence of the last seizure, the lower the risk for seizure recurrence in the following year. The average annual risk for experiencing seizure recurrence among individuals who have remained seizure free for ≥8 years is less than 2% and less than 1% for those who have remained seizure free for ≥10 years. These findings have important 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 - Crash risk forecasting KW - Epilepsy KW - High risk drivers KW - Human factors in crashes KW - Recurrence intervals KW - Risk analysis KW - Seizures KW - Surgery KW - Traffic safety UR - https://trid.trb.org/view/918453 ER - TY - CONF AN - 01157950 AU - Teasdale, Normand AU - Lavalliere, Martin AU - Tremblay, Mathieu AU - Simoneau, Martin AU - Laurendeau, Denis AU - University of Iowa, Iowa City TI - Multiple Exposition to a Driving Simulator Reduces Simulator Symptoms for Elderly Drivers SN - 139780874141627 PY - 2009 SP - pp 169-175 AB - This study examines how older drivers responded to repeated exposures to a driver simulator. Older active and fit drivers participated in 5 simulator sessions within a 14-day period. For each session, simulator sickness symptoms were measured with the Simulator Sickness Questionnaire at baseline and post-session. In addition, participants completed a 10-cm visual analog scale (0= no symptom, 10= mild nausea) at baseline and after a familiarization scenario and post-session. Overall, older adults adapted to the driving simulator and by the fourth session, they showed no difference in sickness scores between the baseline and the post-session measurements. Increasing the exposure duration at session 5 yielded an increase in the sickness symptoms. These results suggest that shorter duration multiple exposures could reduce simulator sickness symptoms in elderly drivers and allow a more effective use of simulators for training by preventing early withdrawal of participants. 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 - Driving simulators KW - Human factors in crashes KW - Motion sickness KW - Physical fitness KW - Traffic safety UR - https://trid.trb.org/view/918419 ER - TY - CONF AN - 01157949 AU - Jamson, A Hamish AU - Merat, Natasha AU - University of Iowa, Iowa City TI - Can Low Cost Road Engineering Measures Combat Driver Fatigue? A Driving Simulator Investigation SN - 139780874141627 PY - 2009 SP - pp 251-259 AB - Driver fatigue is a major cause of road accidents, accounting for over 20% of serious accidents on motorways and monotonous roads in the United Kingdom. This study investigated the potential for low-cost, road-based, engineering measures to act as alerting features in an otherwise monotonous driving environment and hence combat fatigue. Thirty-three drivers took part in the driving simulator study. There was some evidence of an alerting effect provided to drivers by all three of the treatments tested: chevron road-surface markings, transverse carriageway rumble strips and variable message signs. However, the alerting effect did appear to be relatively weak and potentially quite short-lived. Nevertheless, there may well be potential for any of the novel alerts to be deployed in the field in a known fatigue-related accident area. 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 - Alertness KW - Crash severity KW - Driver performance KW - Driving simulators KW - Fatigue (Physiological condition) KW - Monotony KW - Road markings KW - Rumble strips KW - Traffic crashes KW - Traffic engineering KW - Traffic safety KW - United Kingdom KW - Variable message signs UR - https://trid.trb.org/view/918433 ER - TY - CONF AN - 01157948 AU - Graving, Justin S AU - Tyrrell, Richard A AU - Balk, Stacy A AU - University of Iowa, Iowa City TI - Quantifying the Subjective Brightness of Retroreflective Material Using Magnitude Estimations SN - 139780874141627 PY - 2009 SP - pp 377-383 AB - Ten small patches of retroreflective material were evaluated using a method of magnitude estimation to quantify the effect of changing the coefficient of retroreflection (RA) on brightness perception. Seventeen undergraduates participated. The results show that brightness is tightly linked with RA. Brightness was influenced more by changes in lower RA than changes in higher RA and follows Steven’s power law for brightness. Practical and theoretical implications are discussed. 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 - Brightness KW - Highway safety KW - Magnitude KW - Materials selection KW - Materials tests KW - Retroreflectivity KW - Visibility UR - https://trid.trb.org/view/918496 ER - TY - CONF AN - 01157947 AU - Petzoldt, Tibor AU - Bar, Nina AU - Krems, Josef F AU - University of Iowa, Iowa City TI - Gender Effects on Lane Change Test (LCT) Performance SN - 139780874141627 PY - 2009 SP - pp 90-96 AB - There are various easy-to-implement, low-cost methodologies for evaluating driver performance under distraction caused by in-vehicle tasks. One of them is the Lane Change Test (LCT), which is currently under consideration for becoming an ISO-standardized procedure. This paper investigates the effect of gender on LCT performance. Although a common procedure in psychological research, balancing for gender is not a requirement made by the ISO draft. However, using data from three LCT experiments, we found gender differences in LCT as well as secondary task performance. The authors conclude that subject samples balanced for gender are necessary to assure comparability of LCT results. 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 - Distracted drivers KW - Distraction KW - Driver performance KW - Driving tasks KW - Gender KW - Human factors in crashes KW - Lane changing KW - Standardization KW - Test procedures KW - Traffic safety UR - https://trid.trb.org/view/918380 ER - TY - CONF AN - 01157946 AU - Kang, Julie J AU - Bian, Zheng AU - Andersen, George J AU - University of Iowa, Iowa City TI - Crash Risk; Eye Movement as Indices for Dual Task Driving Workload SN - 139780874141627 PY - 2009 SP - pp 356-362 AB - The goal of the present study was to examine eye movements as a function of dual task difficulty while driving. Two tasks were examined: maintaining a predetermined distance while car following and detecting a light change. Task demands were manipulated by varying the amplitude of lead vehicle’s (LV) speed change and increasing the average LV speed. As task demands increased, the number of saccades decreased. There was no significant difference in number of fixations, fixation duration, number of eye blinks, or pupil size. While car following performance did not change, drivers were more accurate at the light detection task at the 100% amplitude condition verses the 120%. 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 - Car following KW - Crash risk forecasting KW - Driver workload KW - Dual tasks KW - Eye fixations KW - Eye movements KW - Human factors in crashes KW - Lead vehicles KW - Risk assessment KW - Traffic safety UR - https://trid.trb.org/view/918492 ER - TY - CONF AN - 01157945 AU - Dawson, Jeffrey D AU - Dastrup, Elizabeth AU - Rizzo, Matthew AU - Anderson, Steven W AU - Uc, Ergun Y AU - University of Iowa, Iowa City TI - Collision Avoidance Training Using a Driving Simulator in Drivers with Parkinson’s Disease: A Pilot Study SN - 139780874141627 PY - 2009 SP - pp 143-160 AB - Parkinson’s disease (PD) impairs driving performance, and simulator studies have shown increased crashes compared to controls. In this pilot study, eight drivers with PD participated in three drive sessions with multiple simulator intersections of varying visibility and traffic load, where an incurring vehicle posed a crash risk. Over the course of the three sessions (once every 1-2 weeks), the authors observed reduction in crashes (p=0.059) and reaction times (p=0.006) to the vehicle incursion. These findings suggest that our simulator training program is feasible and potentially useful in drivers with PD. Future research questions include transfer of training to different driving tasks, duration of benefit, and the effect on long term real life outcomes in comparison to a standard intervention (e.g., driver education class) in a randomized trial. 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 - Crash avoidance systems KW - Crash risk forecasting KW - Driver performance KW - Driving simulators KW - High risk drivers KW - Human factors in crashes KW - Parkinson's disease KW - Pilot studies KW - Traffic safety KW - Training UR - https://trid.trb.org/view/918407 ER - TY - CONF AN - 01157944 AU - Crisler, Matthew C AU - Brooks, Johnell O AU - Riggins, Kelly AU - Garris, Brandon AU - Tyler, Jessica AU - Dahl, Sam AU - University of Iowa, Iowa City TI - Effects of Display Location within Simulated Driving Environments SN - 139780874141627 PY - 2009 SP - pp 191-197 AB - Driving simulators offer researchers experimental control while minimizing safety issues and reducing costs relative to on-road and test track experimental procedures. However, with the control of the visual environment that simulators allow, it can be tempting to develop experimental protocols that utilize displays within the visual environment of the simulator. Such displays have the potential to differentially affect driving performance based on their location within the driving environment. A simulator experiment was conducted in order to assess the effects of having drivers fixate a display at nine different locations on the center channel of a DriveSafety driving simulator. In general, driving performance was best when the display was in the middle of the screen. Both horizontal and vertical deviations from the center of the screen resulted in increased lane position variability, and drivers tended to drive closer to the opposite lane boundary toward which they were fixating when a display was located to the left or right of the center. In addition, response times to a task presented in the display were faster when the display was located toward the center of the screen. 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 - Driving simulators KW - Human factors in crashes KW - Traffic safety KW - Video display terminals KW - Visual environment UR - https://trid.trb.org/view/918422 ER - TY - CONF AN - 01157943 AU - Gray, Rob AU - Branaghan, Russ AU - University of Iowa, Iowa City TI - Changing Driver Behavior through Unconscious Stereotype Activation SN - 139780874141627 PY - 2009 SP - pp 104-109 AB - Under the guise of evaluating a head-up display in a driving simulator, participants completed scrambled sentence tasks (while waiting at stop signs) designed to prime either an elderly or teenage stereotype. Driving speeds between stop signs in the Stereotype conditions were compared to control conditions in which age non-specific words were substituted for stereotyped words. Participants had a lower maximum speed in the elderly stereotype condition and a higher maximum speed in the teenage condition (as compared to controls). These effects were obtained even though the participants were completely unaware of the themes in the experimental conditions. For both stereotypes, the change in behavior occurred relatively quickly: a significant effect on driving speed was observed after only five stops. These findings indicate that it may be possible to reduce the incidence of dangerous driving behavior through the use of unconscious priming. 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 - Behavior KW - Driver stereotypes KW - Driving simulators KW - Human factors in crashes KW - Teenage drivers KW - Traffic safety KW - Traffic speed KW - Travel behavior UR - https://trid.trb.org/view/918386 ER - TY - CONF AN - 01157942 AU - Cassavaugh, Nicholas D AU - Domeyer, Joshua E AU - Backs, Richard W AU - University of Iowa, Iowa City TI - The Effect of Age on Decision Making during Unprotected Turns Across Oncoming Traffic SN - 139780874141627 PY - 2009 SP - pp 97-103 AB - The present study examined whether age-related difference in quantitative measures of left-turn performance could explain older drivers’ increased susceptibility to crashing while making unprotected left turns across traffic. Older and younger adults made left turns across traffic in a driving simulator. Time to decide to turn, time to negotiate the turn, the size of the accepted gap, gap clearance, and time to collision with an oncoming vehicle were measured. Significant effects of age were found in decision time, turn time and gap size. A significant interaction between age group and the speed of oncoming traffic was obtained for decision time. Implications for older adult’s safety and future directions are discussed. 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 - Decision making KW - Driver performance KW - Driving simulators KW - Gap acceptance KW - Human factors in crashes KW - Left turns KW - Teenage drivers KW - Traffic safety KW - Turning traffic KW - Young adults UR - https://trid.trb.org/view/918384 ER - TY - CONF AN - 01157941 AU - Akinwuntan, Abiodun Emmanuel AU - Tank, Rebecca AU - Vaughn, Lori AU - Wilburn, Alexis AU - Easton, Seth AU - University of Iowa, Iowa City TI - Normative Values for Driving Simulation Parameters: A Pilot Study SN - 139780874141627 PY - 2009 SP - pp 161-168 AB - In this pilot study, data obtained from a population of healthy younger (18-24 yrs), middle aged (25-64 yrs) and older drivers (65+ yrs) were used to establish normative values of parameters commonly documented during simulated driving. The older drivers’ performances in most of the driving skills assessed were significantly worse than those of the other 2 classes of drivers. In line with previous studies, our data showed deterioration of driving skills with increasing age. The test-retest reliability of the driving simulation parameters were moderate to very high. 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 - Crash data KW - Data collection KW - Driver performance KW - Driving simulators KW - Human factors in crashes KW - Pilot studies KW - Teenage drivers KW - Traffic safety UR - https://trid.trb.org/view/918418 ER - TY - CONF AN - 01157940 AU - Creaser, Janet I AU - Rakauskas, Michael E AU - Manser, Michael AU - Ward, Nicholas J AU - University of Iowa, Iowa City TI - Evaluating Design Options for a Dynamic Traffic Sign SN - 139780874141627 PY - 2009 SP - pp 198-205 AB - This study describes two usability methods that were used to determine the final design of a prototype dynamic traffic sign. The Cooperative Intersection Collision Avoidance System-Stop Sign Assist (CICAS-SSA) is an infrastructure-based driver support system to improve gap acceptance at rural stop-controlled intersections. This study evaluated drivers’ comprehension of recommended design changes made to the SSA message set using paper-and-pencil and computerized testing. The goal was to choose the final interface design that would later be tested using driving simulation. Overall, comprehension was highest for sign messages that showed prohibitive information and was lowest for signs indicating no traffic was detected near the intersection. The results for the design options were similar between studies, allowing for the selection of a final set of design features for the interface. Results also suggest that the two methodologies provided a low-cost alternative to simulation for down-selecting the design options. 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 - Crash avoidance systems KW - Design KW - Driver support systems KW - Driving simulators KW - Intersections KW - Traffic safety KW - Traffic signs KW - Traffic simulation UR - https://trid.trb.org/view/918424 ER - TY - CONF AN - 01157939 AU - Pasetto, Marco AU - Manganaro, Andrea AU - University of Iowa, Iowa City TI - Nighttime Speed Negotiation on Rural Road S-Shaped Curves: Discussion of an Experimental Case-Study SN - 139780874141627 PY - 2009 SP - pp 475-481 AB - Road users’ perception of risk while driving is the focal point discriminating prudent from imprudent behavior. One of the main factors that can influence a driver’s level of risk perception is ‘lighting’, given that the driving conditions on roads alter radically between daytime and nighttime hours. This paper describes the results of a study conducted along a section of rural road containing a sharp S-shaped curve linking two long rectilinear approach roads in the sequence ‘tangent-curve-tangent’. The driving behavior of the road users was surveyed in both directions of travel by day and at night, demonstrating a notable discrepancy in driving style between the two conditions. 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 - Highway curves KW - Human factors in crashes KW - Night visibility KW - Risk assessment KW - Rural highways KW - Steering KW - Traffic safety KW - Traffic speed KW - Travel behavior UR - https://trid.trb.org/view/918521 ER - TY - CONF AN - 01157938 AU - Palinko, Oskar AU - Kun, Andrew L AU - University of Iowa, Iowa City TI - Comparison of the Effects of Two Push-To-Talk Button Implementations on Driver Hand Position and Visual Attention SN - 139780874141627 PY - 2009 SP - pp 370-376 AB - Buttons built into the steering wheel are used in many vehicles as push-to-talk (PTT) buttons for in-car speech user interfaces. The study explores the influence of such a fixed PTT button on driver hand position on the steering wheel and on visual attention while driving. The study also explored these variables for a wireless PTT glove, which allows drivers to use the entire surface of the steering wheel to operate the PTT button. Participants in our driving simulator-based study were willing to take advantage of the flexibility in hand position afforded by the glove PTT button. The study also found that participants cast glances toward the steering wheel significantly less often when using the PTT glove than they did when operating the fixed PTT button. 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 - Cellular telephones KW - Human factors in crashes KW - Push button press duration KW - Steering wheels KW - Traffic safety KW - Vehicle design KW - Vehicle safety UR - https://trid.trb.org/view/918494 ER - TY - CONF AN - 01157937 AU - Mikolajetz, Anna AU - Henning, Matthias J AU - Krems, Josef F AU - Petzoldt, Tibor AU - Tenzer, Axel AU - Zobel, Robert AU - University of Iowa, Iowa City TI - Curve Negotiation: Identifying Driver Behavior around Curves with the Driver Performance Database SN - 139780874141627 PY - 2009 SP - pp 391-397 AB - Approximately one quarter of all accidents outside city limits occur while driving around curves, where assistance systems could prevent the driver from negotiating curves with excessive speed. This study argues that the parameterizing of a Driving Assistant System could be realized with data from realistic, noncritical driving behavior offered by Naturalistic Driving Studies. The Driver Performance Database presented in this study provides a tool for observing normal, noncritical driving behavior. The Database contains results from road tests with an instrumented vehicle that were carried out on public road traffic on a predetermined route, which was precisely measured in advance. In addition to vehicle state parameters, we also collected data concerning the driving environment and physiological information. With the Driver Performance Database it is possible to generate different facets of human driving behavior in a descriptive and normative way, which is illustrated by driver behavior in curve negotiation. 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 - Crash data KW - Databases KW - Driver performance KW - Highway curves KW - Human factors in crashes KW - Steering KW - Traffic crashes KW - Traffic safety KW - Travel behavior UR - https://trid.trb.org/view/918499 ER - TY - CONF AN - 01157936 AU - Wang, Dong-Yuan Debbie AU - Entsminger, Scott AU - University of Iowa, Iowa City TI - Age and Attentional Capacity SN - 139780874141627 PY - 2009 SP - pp 427-432 AB - Accident and fatality rates begin to increase after age 55. Previous research indicated only weak relationships between crash involvement and poor acuity. The other factor that may influence driving performance is impaired attentional function. Previous research showed that action-video-game players have greater attention capacity than non-video-game players. More important, non-video-game players can be trained to enhance the capacity of visual attention and its spatial distribution. In that study, all participants were young adults (aged from 18 to 23). It is not clear whether the reduced driving capability of older adults is due to a decreased attention capacity. In this paper, attention capacity of young and older drivers was examined using a flanker task paradigm. Participants were asked to respond to two shapes (diamond/square) in one of six circles arranged in a ring. At the same time, a distractor (a square/a diamond) was displayed on the left or the right of the ring. The workload of the task was manipulated by presenting different shapes in all the other circles or only one shape was present in the ring. The influence of the irrelevant shape on the performance (flanker effect) under different load conditions was compared between older and younger drivers. Consistent with previous research, the reaction time under the high-load condition was longer than in the low-load condition and older drivers’ reaction time was slower than younger drivers’. However, for both age groups, flanker effect only existed for the low-load condition and tends to disappear in the high-load condition. 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 - Attention KW - Cognitive impairment KW - Fatalities KW - Game theory KW - Human factors in crashes KW - Teenage drivers KW - Traffic crashes KW - Traffic safety UR - https://trid.trb.org/view/918507 ER - TY - CONF AN - 01157935 AU - Bronstad, P Matt AU - Bowers, Alex R AU - Goldstein, Robert B AU - Albu, Amanda AU - Peli, Eli AU - University of Iowa, Iowa City TI - .The Impact of Macular Disease on Pedestrian Detection: A Driving Simulator Evaluation SN - 139780874141627 PY - 2009 SP - pp 320-326 AB - This study describes the design of a driving simulator study to determine the effect of central visual field loss (due to macular disease) on pedestrian detection when driving. Pilot data suggest that a scotoma (blind area) in the central visual field can impair driving by increasing response time to hazardous circumstances. 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 - Blind spots KW - Detectors by object of detection KW - Driving simulators KW - Field of vision KW - Impaired drivers KW - Macular degeneration KW - Pedestrian detectors KW - Pedestrian traffic KW - Traffic data KW - Traffic safety UR - https://trid.trb.org/view/918451 ER - TY - CONF AN - 01157934 AU - Krajewski, Jarek AU - Trutschel, Udo AU - Sommer, David AU - Golz, Martin AU - Edwards, Dave AU - University of Iowa, Iowa City TI - Estimating Fatigue from Predetermined Speech Samples Transmitted by Operator Communication Systems SN - 139780874141627 PY - 2009 SP - pp 468-473 AB - The study presents an estimation of fatigue level within individual operators using voice analysis. One advantage of voice analysis is its utilization of existing operator communications hardware (2-way radio). From the driver viewpoint it’s an unobtrusive, non-interfering, secondary task. The expected fatigue induced speech changes refer to the voice categories of intensity, rhythm, pause patterns, intonation, speech rate, articulation, and speech quality. Due to inter-individual differences in speech pattern, the authors recorded speaker dependent baselines under alert conditions. Furthermore, sophisticated classification tools (e.g. Support Vector Machine, Multi-Layer Perceptron) were applied to distinguish these different fatigue clusters. To validate the voice analysis predetermined speech samples gained from a driving simulator based sleep deprivation study (N=12; 01.00-08.00 a.m.) are used. Using standard acoustic feature computation procedures we selected 1748 features and fed them into 8 machine learning methods. After combining the output of each single classifier the authors yielded a recognition rate of 83.8% in classifying sight 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 - Acoustics KW - Communication systems KW - Driver performance KW - Fatigue (Physiological condition) KW - Human factors in crashes KW - Speech recognition KW - Traffic safety KW - Voice communication UR - https://trid.trb.org/view/918520 ER - TY - CONF AN - 01157933 AU - Luo, Gang AU - Peli, Eli AU - Fu, Xianping AU - University of Iowa, Iowa City TI - A Recording and Analysis System of Bioptic Driving Behaviors SN - 139780874141627 PY - 2009 SP - pp 460-467 AB - Millions of visually impaired people do not drive because they fail to meet the general vision requirements. There is a legal option in 38 United States (US) states where people with moderate central vision loss (e.g. visual acuity better than 20/200) may be permitted to drive while wearing spectacle-mounted bioptic telescopes. However, the safety of bioptic driving is still highly controversial, because bioptic use in driving is not well understood. Whether and how bioptic telescopes are actually used in driving, how they should be used appropriately, and whether their use results in better or worse driving performance has never been scientifically established. The authors are developing an in-car camera system that can be installed in bioptic drivers’ own vehicles to record their daily driving activities over long periods of time. Videos of the driver and traffic, global positioning system (GPS) coordinates, XYZ acceleration, and vehicle black box data are recorded. The authors are also developing computer-aided reviewing techniques to automatically identify the most informative driving segments from the vast amount of data and, reconstruct the selected driving maneuvers on an interactive interface, so that these representative segments can be assessed off-line by driver evaluation and training specialists. 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 - Bioptic telescopic lenses KW - Crash data KW - Crash records KW - Driver performance KW - Global Positioning System KW - Human factors in crashes KW - Traffic safety KW - Travel behavior KW - Visually impaired persons UR - https://trid.trb.org/view/918519 ER - TY - CONF AN - 01157932 AU - Trick, Lana M AU - Lochner, Martin AU - Toxopeus, Ryan AU - Wilson, David AU - University of Iowa, Iowa City TI - Manipulating Drive Characteristics to Study the Effects of Mental Load on Older and Younger Drivers SN - 139780874141627 PY - 2009 SP - pp 363-369 AB - A driving simulator was used to assess performance in younger and older drivers (M ages 18 and 71 years). The impacts of three challenges were assessed: visibility (clear day, fog), traffic density (low, high) and wayfinding (no challenge, drivers challenged to use signs and landmarks to find their destination). Performance was measured in terms of hazard RT, collisions, wayfinding errors (missed or extra turns), and driving speed. The challenge manipulations produced interactive effects and age was a factor in some of these interactions. Older drivers missed more turns in wayfinding but overall they performed as well or better than younger drivers and reduced their speed more to driving challenges. 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 performance KW - Human factors in crashes KW - Stress (Psychology) KW - Teenage drivers KW - Traffic density KW - Traffic safety KW - Visibility KW - Wayfinding KW - Weather conditions UR - https://trid.trb.org/view/918493 ER - TY - CONF AN - 01157931 AU - Reed-Jones, James G AU - Trick, Lana M AU - Toxopeus, Ryan AU - Reed-Jones, Rebecca J AU - Vallis, Lori A AU - University of Iowa, Iowa City TI - Comparing Techniques to Reduce Simulator Adaptation Syndrome and Improve Naturalistic Behaviour during Simulated Driving SN - 139780874141627 PY - 2009 SP - pp 276-283 AB - Electrical stimulation of the vestibular sensory system during virtual environment simulations reduces the incidence of simulator adaptation syndrome (SAS). However, interactions between vestibular stimulation and complex visual scenery can increase oculomotor symptoms. This study examined an alternative technique to reduce symptoms of SAS using the application of galvanic cutaneous stimulation of the neck. The effect of both vestibular and cutaneous stimulation was also evaluated on the naturalistic driving behavior of curves. Thirty participants drove a rural setting virtual environment with high visual cues. Three groups of ten participants each were used to compare the effect of galvanic vestibular stimulation and galvanic cutaneous stimulation versus a control group on post drive scores of the SSQ (Simulator Sickness Questionnaire) and three driving variables (steering variability, lane position, and vehicular speed). Galvanic cutaneous stimulation while driving resulted in decreased SSQ scores, but did not show an effect on driving behavior. Conversely, galvanic vestibular stimulation while driving curves resulted in vehicular speeds that were reflective of natural real world driving behavior and similar SSQ scores to control. These results support the theory that cutaneous stimulation of the neck is a worthy alternative to vestibular stimulation for reducing SAS especially in scenarios requiring complex visual scenes; however, if naturalistic driving behavior (of curves) is important, vestibular stimulation remains the better choice as it can reduce SAS symptoms (in virtual environments with low visual stimuli) and also promotes naturalistic driving behaviors. 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 - Driving simulators KW - Highway curves KW - Human factors in crashes KW - Questionnaires KW - Simulator adaptation syndrome KW - Simulator sickness KW - Travel behavior KW - Virtual reality UR - https://trid.trb.org/view/918437 ER - TY - CONF AN - 01157930 AU - Hefner, R AU - Edwards, D AU - Heinze, C AU - Sommer, David AU - Golz, Martin AU - Sirois, Bill AU - Trutschel, Udo AU - University of Iowa, Iowa City TI - Operator Fatigue Estimation Using Heart Rate Measures SN - 139780874141627 PY - 2009 SP - pp 110-117 AB - This study was designed to evaluate the viability of utilizing Tachograms for estimating fatigue in industrial and transportation applications. To explore this possibility Tachograms were recorded continuously and several heart rate measures were calculated and correlated with other well established fatigue measures. It was anticipated that changes in operator fatigue during a night time study could be depicted during three different conditions. In the first condition, a 40-minute monotonous driving task, Karolinska Sleepiness Scale (KSS), Variation of Lane Deviation (VLD), number of Micro-Sleep Events (MSE), numbers of accidents, and the PERCLOS score were collected as subjective and objective fatigue measures. In the second condition, a 10-minute Compensatory Tracking Task (CTT), the Mean Distance (MD) of a moving disk to a given target, the Standard Deviation of the Distance (SDD), as well as the Mean Velocity (MV) of the disk and the Standard Deviation of the Velocity (SDV) over the test duration were used as fatigue measures. In the third condition, a 5-minute Psychomotoric Vigilance Test (PVT), the Mean Response Times (MRT), the Standard Deviation of the Response Times (SDRT), the Mean of the inverse of the Slowest 10% of Response Times (MS10% 1/RT), and the number of lapses were used as fatigue measures. Correlations between heart rate and fatigue measures were calculated and classified using experimental results of one volunteer, who completed two nighttime episodes in a real-car lab following a partial sleep deprivation design. Results show strong correlations between heart rate variability (HRV) measures and multiple fatigue measures. 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 - Automobile drivers KW - Fatigue (Physiological condition) KW - Heart rate KW - Human factors in crashes KW - Karolinska Sleepiness Scale KW - Reaction time KW - Sleep KW - Sleep deprivation KW - Standard deviation KW - Traffic crashes KW - Traffic safety UR - https://trid.trb.org/view/918387 ER - TY - CONF AN - 01157929 AU - Pradhan, Anuj K AU - Masserang, Kathleen M AU - Divekar, Gautam AU - Reagan, Ian AU - Thomas, F Dennis AU - Blomberg, Richard AU - Pollatsek, Alexander AU - Fisher, Donald L AU - University of Iowa, Iowa City TI - Attention Maintenance in Novice Drivers: Assessment and Training SN - 139780874141627 PY - 2009 SP - pp 349-355 AB - All programs assessing attention maintenance inside the vehicle have required eye trackers and either a driving simulator or a specially equipped field vehicle. Ideally, one would like a way to assess attention maintenance that could be implemented on a desktop PC. Additionally, one would like to have a program that could be used to train novice drivers to maintain their attention more safely on the forward roadway. An experiment was run (a) to determine whether a program Focused Concentration and Attention Learning (FOCAL) using a desktop PC could differentiate between the attention maintenance skills of novice and experienced drivers and (b) to determine whether a program that improved the hazard anticipation skills of novice drivers might also improve their attention maintenance skills. FOCAL was able to differentiate between the attention maintenance skills of novice and experienced drivers. However, hazard anticipation training did not improve the attention maintenance skills of the 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 - Attention KW - Driver performance KW - Driver training KW - Driving simulators KW - Eye movements KW - Human factors in crashes KW - Novices KW - Teenage drivers KW - Traffic safety KW - Training UR - https://trid.trb.org/view/918457 ER - TY - CONF AN - 01157928 AU - Rowland, Bevan AU - Davey, Jeremy AU - Freeman, James E AU - Wishart, Darren AU - University of Iowa, Iowa City TI - Implementation of a Driving Diary Intervention to Reduce Aberrant Driving Behaviours SN - 139780874141627 PY - 2009 SP - pp 447-452 AB - Crash data involving taxis indicates that such drivers are over represented in crashes and are one to two times more likely to be involved in a fatality crash. This study reports on the pre intervention survey to provide a baseline measure of the self-reported attitudes and corresponding driving behaviors of a sample of taxi drivers. Results indicate that some taxi drivers willingly admit to engaging in unsafe driving practices. In addition, preliminary results of a post intervention survey revealed that taxi drivers’ safety perceptions, attitude and behaviors improved after completing a Driving Diary Intervention. 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 - Crash data KW - Crash records KW - Fatalities KW - Implementation KW - Taxicab drivers KW - Traffic safety KW - Travel behavior KW - Travel diaries KW - Travel surveys UR - https://trid.trb.org/view/918512 ER - TY - CONF AN - 01157927 AU - Ahlstrom, Christer AU - Kircher, Katja AU - Kircher, Albert AU - University of Iowa, Iowa City TI - Considerations when Calculating Percent Road Centre from Eye Movement Data in Driver Distraction Monitoring SN - 139780874141627 PY - 2009 SP - pp 132-139 AB - Percent road center (PRC) is a performance indicator which is sensitive to driver distraction. The original definition of PRC is based on fixation data extracted from eye movement recordings, but it has also been suggested that PRC can be determined directly from the gaze data without segmenting it into saccades and fixations. The primary aim of this paper is to investigate if this is the case. Naturalistic driving data from a small scale field operational test comprising seven vehicles was used in the evaluation. It was found that PRC time traces based on gaze data and fixation data, respectively, were highly similar (correlation coefficient=0.95, average wavelet semblance=0.84) except for an absolute amplitude difference of about 8%. This indicates that the two approaches can be used interchangeably and that the processing step of segmenting gaze data into saccades and fixations can be left out. In addition to this finding, design issues related to the calculation of PRC are investigated. Especially, the impact of gaze cases pointing towards the intersection of the road centre area and the centre rear mirror were investigated. Results lead to conclude that gazes and fixations on the centre rear mirror should be removed from the PRC calculations, as they may negatively influence the correctness of the performance indicator. 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 - Crash data KW - Distracted drivers KW - Distraction KW - Driver monitoring KW - Eye movements KW - Gaze duration KW - Human factors in crashes KW - Traffic safety UR - https://trid.trb.org/view/918394 ER - TY - CONF AN - 01157926 AU - University of Iowa, Iowa City TI - Proceedings of the 5th International Driving Symposium on Human Factors in Driver Assessment and Design SN - 139780874141627 PY - 2009 SP - 545p AB - These are the proceedings of Driving Assessment 2009: the 5th International Driving Symposium on Human Factors in Driver Assessment, Training, and Vehicle Design, held in Big Sky, Montana, June 22-25, 2009. The symposium brought together experts in human factors, medicine, engineering design, operations and policy who have been working together on driving safety. This symposium has established a tradition of interdisciplinary driver performance assessment research by uniting driving safety researchers from over a dozen nations. 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 - Behavior KW - Cellular telephones KW - Driver education KW - Driver performance KW - Driver training KW - Drivers KW - Driving simulators KW - Gap acceptance KW - Highway safety KW - Human factors in crashes KW - Interdisciplinary studies KW - Policy KW - Teenage drivers KW - Traffic simulation KW - Training KW - Vehicle design UR - https://trid.trb.org/view/916455 ER - TY - CONF AN - 01157925 AU - Normark, Carl Jorgen AU - Tretten, Phillip AU - Garling, Anita AU - University of Iowa, Iowa City TI - Do Redundant Head-Up and Head-Down Display Configurations Cause Distractions? SN - 139780874141627 PY - 2009 SP - pp 398-404 AB - This study was designed to investigate effects of different display configuration designs. Nineteen drivers completed a driving simulator study designed to resemble normal driving. Driving performance, glance behavior, physiological measures, and task completion times was measured for two display configuration designs both during driving only and during driving with a simple secondary task, which consisted of detection, and off-setting of presented warnings. The display configuration design with more centrally placed information, e.g. the Head-up Display (HUD) and Head-down Display (HDD), had less detrimental effects on driving performance and glance behavior. The physiological measures showed, however, no significant differences between display configuration designs. 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 performance KW - Driving simulators KW - Head up displays KW - Head-down displays KW - Human factors in crashes KW - Information display systems KW - Travel behavior KW - Warning systems UR - https://trid.trb.org/view/918500 ER - TY - CONF AN - 01157924 AU - Roelofs, Erik AU - van Onna, Marieke AU - Vissers, Jan AU - Nagele, Reinoud AU - University of Iowa, Iowa City TI - Validity of an On-Road Driver Performance Assessment within an Initial Driver Training Context SN - 139780874141627 PY - 2009 SP - pp 482-490 AB - Based on a competence-oriented view of driving a driver performance assessment (DPA) has been developed to inform learner drivers about their progress in acquiring driving proficiency. An initial validation study was carried out to evaluate the adequacy of inferences based on DPA-scores assigned by driving instructors. The results of two pilots are presented. Implications for driving performance assessment within driver training programs are discussed. 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 - Driver training KW - Human factors in crashes KW - Novices KW - Performance assessment KW - Pilot studies KW - Teenage drivers KW - Traffic safety KW - Validation UR - https://trid.trb.org/view/918522 ER - TY - CONF AN - 01157923 AU - Mitsopoulos-Rubens, Eve AU - Triggs, Thomas AU - Regan, Michael AU - University of Iowa, Iowa City TI - Comparing the Gap Acceptance and Turn Time Patterns of Novice with Experienced Drivers for Turns across Traffic SN - 139780874141627 PY - 2009 SP - pp 228-235 AB - Novice drivers are over-represented in crashes involving turns across traffic at intersections and yet little is understood about the contributing factors. The current study proposed to explore the gap acceptance and turn time patterns of novice relative to experienced drivers when turning across traffic. Thirty novice and 30 experienced drivers each carried out a series of trials in a driving simulator that varied in their level of task demand – operationalized in terms of the gap between two successive oncoming vehicles. The novices accepted more gaps than the experienced drivers, although this effect was restricted to gaps falling within the decision “dilemma zone” (higher task demand). Examination of the turn time components for the accepted and, where appropriate, the rejected gaps, revealed that the performance of the novice drivers, in contrast with that of the experienced drivers, was not consistent with the changing task demands. These findings are interpreted in the context of differences between novice and experienced drivers’ calibration skill – that is, the ability to match task demands to one’s driving capabilities. 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 - Gap acceptance KW - Human factors in crashes KW - Left turns KW - Novices KW - Teenage drivers KW - Time patterns KW - Traffic crashes KW - Traffic safety KW - Turning traffic UR - https://trid.trb.org/view/918429 ER - TY - CONF AN - 01157922 AU - Sommer, David AU - Golz, Martin AU - Schnupp, Thomas AU - Krajewski, Jarek AU - Trutschel, Udo AU - Edwards, David J AU - University of Iowa, Iowa City TI - A Measure of Strong Driver Fatigue SN - 139780874141627 PY - 2009 SP - pp 9-14 AB - Strong fatigue during sustained operations is difficult to quantify because of its complex nature and large inter-individual differences. The most evident and unambiguous sign is the occurrence of microsleep (MS) events. The authors aimed at detecting MS utilizing computational intelligence methods. Our analysis was based on biosignal and video recordings of 10 healthy young adults who completed 14 sessions over two nights in our real-car driving simulation lab. Visual scoring by trained raters led to 2,290 examples of MS. Only evident events accompanied by prolonged eyelid closures, roving eye movements, head noddings, major driving incidents, and drift-out-of-lane accidents were regarded as MS. All other cases with signs of fatigue were regarded as dubious. The same amount of counterexamples (Non-MS) where continued driving was still possible were picked out from the recordings. Non-MS and MS examples covered only 15% of the whole time. Support-Vector Machines were utilized as classifiers and were adapted to these two classes of examples. If such classifiers were applied consecutively, then 100% of time is covered. Validation analysis demonstrated that the classifier gained high selectivity and high specificity. Based on this complete coverage, the percentage of MS in a predefined time span can be calculated. This measure was highly correlated to deteriorations in driving performance and to subjective self-ratings of sleepiness. conclude that reliable detection of MS is possible despite large intra- and inter-individual differences in behavior and in biosignal characteristics. Therefore, the percentage of detected MS gives an objective measure of strong driver 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 - Driving simulators KW - Eye movements KW - Fatigue (Physiological condition) KW - Human factors in crashes KW - Incident detection KW - Microsleep episodes KW - Real time information KW - Travel behavior UR - https://trid.trb.org/view/917968 ER - TY - CONF AN - 01157921 AU - Innes, Carrie AU - Jones, Richard AU - Dalrymple-Alford, John AU - Severinsen, Julie AU - University of Iowa, Iowa City TI - Prediction of Driving Ability in People with Dementia and Non-Dementia-Related Brain Disorders SN - 139780874141627 PY - 2009 SP - pp 342-348 AB - Brain disorders can impair physical and cognitive functions necessary for safe driving. Two hundred people with brain disorders were referred for a driving assessment and their performance on a computerized battery of sensory-motor and cognitive tests (SMCTests) and a blinded on-road assessment determined. Based on SMCTests performance, binary logistic regression (BLR) and nonlinear causal resource analysis (NCRA) models classified on-road pass or fail with 70% accuracy. Greater accuracy could be achieved by splitting referrals into two groups: (1) Dementia and (2) Non-dementia-related brain disorders. BLR models classified on-road driving outcome as pass or fail with accuracies of 76% (Dementia) and 75% (Non-dementia), while NCRA models had accuracies of 77% (Dementia) and 80% (Non-dementia). Measures of attention were most critical for predicting driving ability in the dementia group. In the non-dementia group, prediction of driving ability was most accurate with assessment of a broader range of sensory-motor and cognitive functions. Compared to BLR, NCRA was able to identify and use additional measures to improve accuracy. NCRA is also better able to accommodate outliers due to it being a non-linear modelling method based upon individual performance-limiting impairments. The study proposes three main factors underlying sub-optimal prediction of driving ability based on SMCTests performance: (1) there are one or more functions important for driving ability which are not currently assessed with SMCTests – these could be sensory-motor or cognitive or other (e.g., attitude, confidence, insight, road code knowledge); (2) suboptimal classification/prediction techniques or models; or (3) inaccuracies in the on-road driving assessments. 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 - Brain KW - Cognitive impairment KW - Crash risk forecasting KW - Dementia KW - Driver performance KW - High risk drivers KW - Human factors in crashes KW - Impaired drivers KW - Traffic safety UR - https://trid.trb.org/view/918456 ER - TY - CONF AN - 01157920 AU - Bian, Zheng AU - Guindon, Amy AU - Andersen, George J AU - Ni, Rui AU - University of Iowa, Iowa City TI - Aging and the Detection of Collision Events in Fog SN - 139780874141627 PY - 2009 SP - pp 61-68 AB - The current study investigated age-related differences in the detection of collision events in fog. Observers were presented with displays simulating an object moving towards a driver at a constant speed and linear trajectory. The observers’ task was to detect whether the object would collide with them. Fog and display duration of the object were manipulated. We found that performance decreased when fog was simulated for older but not for younger observers. An age-related decrement was also found with shorter display durations. These results suggest that under poor weather conditions with reduced visibility, such as fog, older drivers may have increased accident risk due to decreased ability to detect impending collision events. 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 - Adverse weather KW - Aged drivers KW - Fog KW - Human factors in crashes KW - Incident detection KW - Traffic crashes KW - Traffic speed UR - https://trid.trb.org/view/918376 ER - TY - CONF AN - 01157919 AU - Yin, Zhishuai AU - Mourant, Ronald R AU - University of Iowa, Iowa City TI - The Perception of Optical Flow in Driving Simulators SN - 139780874141627 PY - 2009 SP - pp 176-182 AB - Optical flow is generated when a driver’s vehicle traverses a 3-D virtual environment in a driving simulator. Understanding the generated optical flow may help in lessening simulator sickness. Two experiments were designed to investigate the perceived optical flow in different driving environments using two driving simulators: 1) a fixed base simulator and 2) a turning cabin simulator whose turning cabin rotates around the y-axis. In the first experiment, the perception of optical flow when making left/right turns was studied using both simulators. Results revealed that subjects experienced a higher amount of optical flow when making right turns then left turns. In addition, the optical flow perceived by drivers in the fixed base simulator was greater than that in the turning cabin simulator. The authors designed the second experiment to investigate the optical flow perceived when driving straight ahead, driving on circular curves, and driving on curves with transitions (clothoids). Again, two simulators were used. The amount of optical flow was highest when driving on circular curves, and was lowest when driving straight ahead. While using the turning cabin simulator, the degree of optical flow decreased greatly on circular curves, and curves with clothoids as compared to that in the fixed base simulator. The authors conclude that optical flow in driving simulators can be lessend by using a turning cabin simulator. 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 - Driving simulators KW - Human factors in crashes KW - Motion sickness KW - Optical flow patterns KW - Traffic safety KW - Virtual reality UR - https://trid.trb.org/view/918420 ER - TY - CONF AN - 01157918 AU - Reimer, Bryan AU - Mehler, Bruce AU - Pohlmeyer, A E AU - Orszulak, Jarrod AU - Long, Jonathon AU - Coughlin, Joseph F AU - Son, Joonwoo AU - University of Iowa, Iowa City TI - A Cross-Cultural Comparison of Younger and Older Adults’ Simulated Highway Driving Performance Under Single and Dual Task Conditions SN - 139780874141627 PY - 2009 SP - pp 206-213 AB - Driving is a complex psychomotor task that is often interrupted by secondary activities that divert attention away from the roadway. The risk of inattentive driving is known vary with age. The degree to which culture impacts these changes is less established. To study the impact of age and culture on drivers’ capacity to manage dual task demands, we developed a parallel driving simulation in the US and Korea. We assessed the performance of 135 drivers divided into two age groups, younger (20–29) and older (60-69). Both age and cultural group differences in basic highway driving performance measures were observed. However, the relative impact of the dual task demands on driving performance was largely consistent across cultures. 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 - Culture (Social sciences) KW - Driver performance KW - Driving KW - Driving simulators KW - Dual tasks KW - Human factors in crashes KW - Performance measurement KW - Traffic safety KW - Traffic simulation KW - Young adults UR - https://trid.trb.org/view/918425 ER - TY - CONF AN - 01157917 AU - Dastrup, Elizabeth AU - Lees, Monica N AU - Dawson, Jeffrey D AU - Lee, John D AU - Rizzo, Matthew AU - University of Iowa, Iowa City TI - Differences in Simulated Car Following Behavior of Younger and Older Drivers SN - 139780874141627 PY - 2009 SP - pp 76-82 AB - Older drivers are at risk for vehicle crashes due to impairments of visual processing and attention, placing these drivers at greater risk in driving tasks that require continuous attention to neighboring traffic, especially lead vehicles (LVs). We investigated car following behavior in 42 younger drivers (ages 18 to 44 years) and 58 older drivers (ages 65 to 86 years) in a driving simulator. The drivers were instructed to maintain two car lengths from a virtual LV. The LV varied its velocity according to a sum of three sine waves, making the velocity changes unpredictable to the drivers. A Fourier analysis was performed using the vehicle trajectory data to derive measures of coherence, gain, and delay as indices of car following behavior. These measures as well as headway distance were compared between the two groups. Older drivers were less able to match changes in the LV velocity indicated by lower coherence (0.76 v. 0.84, p=0.019) and larger gain 2.24 v. 1.74, p=0.031). However, these drivers followed further behind the LV than younger drivers, a potential compensatory strategy that may reduce collision risk for older 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 - Aged drivers KW - Car following KW - Crash risk forecasting KW - High risk drivers KW - Lead vehicle KW - Risk analysis KW - Teenage drivers KW - Travel behavior UR - https://trid.trb.org/view/918377 ER - TY - CONF AN - 01157916 AU - Chan, Mark AU - Atchley, Paul AU - University of Iowa, Iowa City TI - Effects of Cell Phone Conversations on Driver Performance While Driving Under Highway Monotony SN - 139780874141627 PY - 2009 SP - pp 140-146 AB - It has often been suggested by individuals that engaging in a cell phone conversation would help keep them awake under monotonous conditions where task underload might lead to a decrease in arousal. To further extend laboratory findings of performance in vigilance type tasks while distracted, a monotonous highway driving scenario was designed to test the anecdotal hypothesis of improved performance. Driver performance related to lane keeping and recall memory were studied under distracted and non-distracted conditions. Results of the simulator study were consistent with laboratory findings of performance decrement when dual tasking indicating that the perceived benefits from the secondary conversational task does not outweigh its costs. 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 - Cellular telephones KW - Conversation while driving KW - Distracted drivers KW - Distraction KW - Driver performance KW - Driving simulators KW - Driving tasks KW - Human factors in crashes KW - Monotony KW - Traffic safety UR - https://trid.trb.org/view/918396 ER - TY - CONF AN - 01157915 AU - Knipling, Ronald R AU - University of Iowa, Iowa City TI - Three Large Truck Crash Categories: What They Tell Us about Crash Causation SN - 139780874141627 PY - 2009 SP - pp 31-37 AB - Large Truck Crash Causation Study (LTCCS) data is used to compare three categories of crash involvements: truck single-vehicle (SV) involvements, multi-vehicle (MV) involvements in which the truck has been assigned the critical reason (CR), and MV involvements in which the other vehicle (OV) has been assigned the CR. These three categories represent distinctly different causal contributions by truck drivers to the crash, with SV involvements having the greatest truck driver impairment and misbehavior. Surprisingly, paired comparisons of the three categories indicate that truck SV and truck-CR MV crash involvements were the most dissimilar in their causal profiles. Factors associated with truck SV crash involvements include non-use of safety belts, driver unfamiliarity with roadways, vehicle failures, lack of prior sleep, 16+ hours awake, and early morning driving. Dense traffic situations (e.g., rush hours) make trucks more likely to be at-fault in MV crashes. Many other factors were not associated with differences among the categories, suggesting no differential effect on truck driver safety performance, even though they might affect risk generally. Among fatigue-related factors, those related to sleep and alertness physiology were linked to SV crashes, while those related only to Hours-of-Service (HOS) work rules were not. 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 - Crash causes KW - Distracted drivers KW - Distraction KW - Peak hour traffic KW - Truck crashes KW - Truck drivers KW - Truck traffic KW - Trucking safety UR - https://trid.trb.org/view/918370 ER - TY - CONF AN - 01157914 AU - Kappe, Bart AU - de Penning, Leo AU - Marsman, Maarten AU - Roelofs, Erik AU - University of Iowa, Iowa City TI - Assessment in Driving Simulators: Where We Are and Where We Go SN - 139780874141627 PY - 2009 SP - pp 183-190 AB - This paper describes the mindset at the start of a three year project to develop a test on a driving simulator. It reviews the literature, presents background information on driver training simulators and their relation with assessment. It then introduces some of the ideas behind this project, the adaptive cognitive model that will be used, as well as the interoperable assessment module the authors will develop. 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 - Cognition KW - Driver education KW - Driver training KW - Driving simulators KW - Human factors in crashes KW - Literature reviews KW - Traffic safety KW - Training UR - https://trid.trb.org/view/918421 ER - TY - CONF AN - 01157913 AU - Scialfa, Charles T AU - Ference, Jennifer AU - Boone, Jessica AU - Tay, Richard AU - Hudson, Carl AU - University of Iowa, Iowa City TI - Predicting Older Drivers’ Difficulties Using the Roadwise Review SN - 139780874141627 PY - 2009 SP - pp 214-230 AB - There has been a substantial growth in research attempting to predict accidents and performance in older drivers. The Roadwise Review and the substantively identical Driver Health Inventory have been reported to provide a valid and cost-effective means of assessing crash risk in older community dwelling adults. The authors administered the DHI to a community-dwelling sample of older (45 - 85 years) drivers. The authors also asked them to report on the difficulties they experienced while driving and on the frequency and type of crashes and moving violations the experienced in the previous two years. Results indicated on several of the tests there are substantial floor or ceiling effects, as well as barriers to usability and acceptance. Low inter-test correlations are consistent with the notion that different capacities are being indexed with the DHI. However, generally there were only low correlations between DHI performance and self-reported difficulties in driving, accidents or moving violations. While the DHI and Roadwise Review may well be valuable in providing older drivers with information on skills related to driving performance, in its current form it does not appear to be a useful tool in licensure or the prediction of driver risk. 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 - Crash risk forecasting KW - Health KW - High risk drivers KW - Human factors in crashes KW - Risk assessment KW - Traffic crashes KW - Traffic safety UR - https://trid.trb.org/view/918427 ER - TY - RPRT AN - 01145985 AU - National Highway Traffic Safety Administration TI - Traffic Safety Facts 2008: A Compilation of Motor Vehicle Crash Data from the Fatality Analysis Reporting System and the General Estimates System PY - 2009 SP - 230p 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 2008) and GES (1988 through 2008). The remaining chapters present data only from 2008. 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/811170.PDF UR - http://ntl.bts.gov/lib/43000/43400/43470/811170.pdf UR - https://trid.trb.org/view/906662 ER - TY - RPRT AN - 01145311 AU - National Highway Traffic Safety Administration TI - Novice Teen Driver Education and Training Administrative Standards PY - 2009 SP - 151p AB - The Novice Teen Driver Education and Training Administrative Standards set forth in this document serve to guide all novice teen driver education and training programs in States striving to provide quality, consistent driver education and training. While noting that administering education standards and policies are a State’s right, these standards were created to serve as an anchor for State policies on driver education and training with the following understandings: (1) The goal of driver education and training is to transfer knowledge, develop skills, and enhance the disposition of the teen, so he/she can perform as a safe and competent driver, thereby contributing to the reduction of crashes, fatalities, and injuries. (2) Driver education and training should be an integral part of the GDL system. (3) Driver development should be a lifelong learning process. (4) Driver education and training should be a phased education process. (5) Driver education and training standards should help an organization be successful in administering and/or providing quality and uniform driver education and training, consistent with the latest advances in methodology, subject matter, and technology. (6) Any standard promulgated for driver education and training must be supported with a communication strategy for all stakeholders. KW - Curricula KW - Driver education KW - Highway safety KW - Novices KW - Standards KW - Teenage drivers UR - http://ntl.bts.gov/lib/31000/31100/31169/5985-10-09-09-v3.pdf UR - https://trid.trb.org/view/905412 ER - TY - RPRT AN - 01138280 AU - Wierwille, Walter W AU - Llaneras, Robert E AU - Neurauter, M L 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 1 Report: Further Characterization and Development of Rear Brake Light Signals PY - 2009 SP - 142p AB - This report details a series of interrelated research studies and supporting activities intended to further characterize and develop rear brake light signals likely to improve driver reaction to hard braking lead vehicle events, emphasizing unique and novel approaches not previously studied. The first study, LED optimization, characterized a sample of existing, commercially available automotive LED brake light arrays and documented the current state-of-the-art for LED technology. This work also developed optimized signal lighting configurations, including specifications for LED signal approaches (flash frequencies, brightness levels, patterns). The second empirical study (static testing) narrowed the pool of available signal approaches using static field evaluations intended to assess subjective impressions of signal attributes (attention-getting and glare) as well as eye-drawing capability of candidate signals for drivers who were looking away from the forward view. The third study (public roadway evaluation) captured driver responses to signal activations under naturalistic settings via observational methods using vehicles equipped with candidate signals and on-board instrumentation. This onroad study also addressed unintended consequences associated with the novel experimental signal approaches. Each step along this research path was intended to further refine signal attributes and narrow the set of candidate signals for downstream evaluation. Analytic activity was also undertaken in order to further the development of system specifications, including developing a scientific basis for activation criteria and thresholds and special cases for open loop enhanced rear lighting. Together, this work increased the state-of-knowledge and development of rear-brake signal approaches. KW - Brake lamps KW - Data collection KW - Light emitting diodes KW - Science KW - Signals KW - State of the art KW - Traffic safety KW - Vehicle design KW - Vehicle rear end UR - http://www.nhtsa.gov/DOT/NHTSA/NRD/Multimedia/PDFs/Crash%20Avoidance/2009/811127.pdf UR - https://trid.trb.org/view/898305 ER - TY - RPRT AN - 01138255 AU - National Highway Traffic Safety Administration TI - National Highway Traffic Safety Administration Budget Overview, FY 2009 PY - 2009 SP - 54p AB - The Department of Transportation and the National Highway Traffic Safety Administration (NHTSA) are committed to supporting a performance-based budget that addresses one of our Nations most pressing public health problems motor vehicle deaths and injuries. We intend to do this by meeting the Administrations highway safety goals, as well as achieving improvements directed by the Presidents Management Agenda. NHTSAs FY 2009 Budget Request of $851 million includes $105.5 million for Highway Safety Research and Development Programs, $122 million for Vehicle Safety Research Programs, $4 million for the National Driver Register, and $619.5 million for State Highway Traffic Safety Grants, High Visibility Enforcement Support, and Grant Administration. KW - Behavior KW - Budgeting KW - Highway grants KW - Performance evaluations KW - Traffic safety KW - Travel behavior KW - U.S. National Highway Traffic Safety Administration KW - Vehicle safety UR - https://trid.trb.org/view/898345 ER - TY - RPRT AN - 01135254 AU - Ahmed-Zaid, F AU - Carter, A AU - Crash Avoidance Metrics Partnership AU - National Highway Traffic Safety Administration TI - Vehicle Safety Communications - Applications VSC-A. First Annual Report December 7, 2006 through December 31, 2007 PY - 2009///Annual Report SP - 38p AB - The Crash Avoidance Metrics Partnership (CAMP) was formed between Ford and General Motors to accelerate the implementation of crash avoidance countermeasures in passenger cars to improve traffic safety. The CAMP partnership is engaged in cooperative research with the National Highway Traffic Safety Administration (NHTSA) to advance light-vehicle safety research. The USDOT and the Vehicle Safety Communications 2 Consortium (VSC 2 Consortium) Mercedes-Benz (MB), Ford, General Motors (GM), Honda, and Toyota have initiated a three-year collaborative effort in the area of wireless-based safety applications under the Vehicle Safety Communications Applications (VSC- A) project. The goal of VSC-A is to develop and test communications-based vehicle safety systems to determine if dedicated short-range communications at 5.9 GHz, in combination with vehicle positioning can improve upon autonomous vehicle-based safety systems and enable new communications-based safety applications. KW - Accident prone drivers KW - Communication systems KW - Crash avoidance KW - Data collection KW - High risk locations KW - Protocols KW - Traffic safety KW - Vehicle design KW - Wireless communication systems UR - http://www.nhtsa.dot.gov/staticfiles/DOT/NHTSA/NRD/Multimedia/PDFs/Crash%20Avoidance/2009/811073.pdf UR - https://trid.trb.org/view/894588 ER - TY - RPRT AN - 01135230 AU - National Highway Traffic Safety Administration TI - Average Fuel Economy Standards Passenger Cars and Light Trucks, Model Year 2011 PY - 2009 SP - 857p AB - The Energy Independence and Security Act (EISA) amended EPCA by mandating that the model year (MY) 2011-2020 CAFE standards be set sufficiently high to ensure that the industry-wide average of all new passenger cars and light trucks, combined, is not less than 35 miles per gallon by MY 2020. This is a minimum requirement, as NHTSA must set standards at the maximum feasible level in each model year. NHTSA will determine, based on all of the relevant circumstances, whether that additional requirement calls for establishing standards that reach the 35 mpg goal earlier than MY 2020. KW - Automobile travel KW - Automobiles KW - Average fuel economy KW - Energy efficiency KW - Federal Register KW - Fuel consumption KW - Light trucks KW - Manufacturing standards KW - Rulemaking KW - Vehicle miles of travel UR - https://trid.trb.org/view/894251 ER - TY - ABST AN - 01490080 TI - Funding of Inova Fairfax Hospital CIREN Center AB - Add to the scope of data & expertise in Crash Injury Research and Engineering Network (CIREN). KW - Children KW - Crash injury research KW - Crash Injury Research and Engineering Network KW - Financing KW - Health care facilities KW - Hospitals UR - http://www.nhtsa.gov/DOT/NHTSA/Traffic%20Injury%20Control/Research%20In%20Progress/files/FundingInovaFairfaxHospitalCIRENCenter.pdf UR - https://trid.trb.org/view/1259655 ER - TY - ABST AN - 01490031 TI - Evaluation of Adaptive Cruise Control (ACC) Interface Requirements on the National Advanced Driving Simulator (NADS) AB - The objective of this project is to determine whether drivers experienced with Adaptive Cruise Control (ACC) in their personal vehicles react appropriately to the feedback provided by a familiar ACC system under crash likely scenarios. KW - Autonomous intelligent cruise control KW - Driving simulators KW - Evaluation and assessment KW - Feedback KW - High risk drivers KW - Reactions (Drivers) UR - http://www.nhtsa.gov/DOT/NHTSA/Traffic%20Injury%20Control/Research%20In%20Progress/files/EvaluationAdaptiveCruiseControlInterfaceAdvancedDrivingSimulator.pdf UR - https://trid.trb.org/view/1259578 ER - TY - RPRT AN - 01137611 AU - Chaudhary, Neil K AU - Tison, Julie AU - Preusser Research Group, Incorporated AU - National Highway Traffic Safety Administration TI - Estimated Medical Cost Savings in Massachusetts by Implemention of a Primary Seat Belt Law PY - 2008/12 SP - 12p AB - This report examines 2006 hospital discharge data reporting cases where the external cause of injury to a vehicle occupant was a motor vehicle crash to predict the estimated savings to Massachusetts if a primary seat belt law is implemented. The savings are calculated using costs based on the report "Economic Impact of Motor Vehicle Crashes" (DOT HS 809 446). In Massachusetts, there is an expectation of a primary law reducing the burden of insurance companies by about $55.8 million from crashes occurring in a single year alone. The crash victims in Massachusetts would benefit by a reduction of about $3.9 million while the Federal Government would also reduce its costs by about $3.9 million before reimbursing Massachusetts for a portion of Medicaid Expenditures. Massachusetts would also reduce its spending by $5.7 million ($3.6 million after reimbursement). KW - Costs KW - Crash injuries KW - Economic impacts KW - Injury costs KW - Massachusetts KW - Medical costs KW - Primary enforcement laws KW - Primary seat belt laws KW - Seat belts UR - http://ntl.bts.gov/lib/30000/30400/30473/811067.pdf UR - https://trid.trb.org/view/897743 ER - TY - RPRT AN - 01135873 AU - National Highway Traffic Safety Administration TI - Use of Advanced In-Vehicle Technology by Young and Older Early Adopters: Survey Results on Headlamp Systems. Traffic Safety Facts PY - 2008/12 SP - 3p AB - High intensity discharge (HID) headlamps and especially directionally adaptive headlamps are still relatively new technologies in the U.S. passenger vehicle fleet. Many drivers limit their nighttime driving as they get older. Driving at night may be especially difficult for some older drivers who experience reduced ability to see under low-light levels or are bothered by glare. One in eight Americans is 65 or older now, and this concern will continue to grow as the American population ages. It is possible that new technologies such as HID headlamps can assist older drivers to drive safer with less stress, thus extending their safe driving years. It is also possible that advanced headlamps may cause unintended consequences such as over-reliance on the technology or unsafe levels of glare for other drivers. The research reported here was conducted as one part of a broader study to learn more about driver experience with several new and emerging in-vehicle technologies, with focus on how these technologies are being used and how well their capabilities and limitations are understood, and with particular emphasis on the experience of older drivers. KW - Aged drivers KW - Driver information systems KW - Driver vehicle interfaces KW - Glare KW - Headlamps KW - High intensity discharge headlamps KW - In vehicle sensors KW - Night driving KW - Technology assessment KW - Teenage drivers KW - Traffic safety KW - Travel surveys KW - Vehicle design UR - http://www.nhtsa.dot.gov/staticfiles/DOT/NHTSA/NRD/Multimedia/PDFs/Crash%20Avoidance/2008/811071.pdf UR - https://trid.trb.org/view/896169 ER - TY - RPRT AN - 01135869 AU - National Highway Traffic Safety Administration TI - Use of Advanced In-Vehicle Technology by Young and Older Early Adopters: Survey Results on Adaptive Cruise Control Systems. Traffic Safety Facts PY - 2008/12 SP - 3p AB - Adaptive cruise control (ACC) is an in-vehicle convenience feature designed to maintain a set speed and, when applicable, adjust the set speed to maintain a specified distance from a lead vehicle. When following another vehicle, the ACC system will automatically slow down or speed up in responses to changes in the lead vehicles speed. Adaptive Cruise Control systems are still relatively new technologies and are not widely available within the U.S. passenger vehicle fleet. One in eight Americans is 65 or older, and this proportion will continue to grow as the American population ages. It is possible that new technologies such as ACC can assist older drivers to drive more safely with less stress, thus extending their safe driving years. It is also possible that ACC may cause unintended consequences such as over-reliance on the technology. The research reported here was conducted as part of a broader study to learn more about driver experience with several emerging in-vehicle technologies. The focus of this study is on how these technologies are being used and how well their function and limitations are understood, with a particular emphasis on the experiences of older drivers. KW - Aged drivers KW - Autonomous intelligent cruise control KW - Driver information systems KW - Driver vehicle interfaces KW - High risk drivers KW - In vehicle sensors KW - Sensors KW - Teenage drivers KW - Traffic safety KW - Travel behavior KW - Vehicle design UR - http://www.nhtsa.dot.gov/staticfiles/DOT/NHTSA/NRD/Multimedia/PDFs/Crash%20Avoidance/2008/811070.pdf UR - https://trid.trb.org/view/896165 ER - TY - RPRT AN - 01135863 AU - National Highway Traffic Safety Administration TI - Use of Advanced In-Vehicle Technology by Young and Older Early Adopters: Survey Results on Sensor-Based Backing Aid Systems and Rear-View Video Cameras. Traffic Safety Facts PY - 2008/12 SP - 3p AB - Many large vehicles such as sport utility vhicles (SUV)s have been added to the U.S. passenger vehicle fleet in recent years, and drivers of these vehicles may not appreciate the full extent of blind spots to the rear of their vehicles. Often there is a substantial blind spot to the rear of a smaller vehicle as well. Backing may be especially difficult for some older drivers who develop reduced flexibility and reduced mobility of the head and neck. One in eight Americans is 65 or older now, and this concern will continue to grow as the American population ages. Many new vehicles are equipped with convenience systems designed to make backing easier. These systems include rear-view cameras and sensor-based backing aids. Although these systems were not developed as safety systems, this study explores several of the safety implications of the technologies. The research reported here was conducted as one part of a broader study to learn more about driver experience with several new in-vehicle technologies. The focus of this study is on how both types of backing aides are being used and how well their capability and limitations are understood, with particular emphasis on the experiences of older drivers. KW - Aged drivers KW - Driver information systems KW - Driver vehicle interfaces KW - In vehicle sensors KW - Rearview cameras KW - Technology assessment KW - Teenage drivers KW - Traffic safety KW - Travel surveys KW - Vehicle design KW - Video cameras UR - http://www.nhtsa.dot.gov/staticfiles/DOT/NHTSA/NRD/Multimedia/PDFs/Crash%20Avoidance/2008/811069.pdf UR - https://trid.trb.org/view/896173 ER - TY - RPRT AN - 01135862 AU - National Highway Traffic Safety Administration TI - Use of Advanced In-Vehicle Technology by Young and Older Early Adopters: Survey Results on Navigation Systems. Traffic Safety Facts PY - 2008/12 SP - 3p AB - Built-in vehicle navigation systems are proliferating in the United States. Navigation systems use GPS signals and map databases to display maps and turn-by-turn driving directions. Routing functions are also being integrated within larger driver information systems (radio, CD player, HVAC, etc.), and the use of voice recognition technology is becoming more common as a means to interact with and control system functions. One in eight Americans is 65 or older, and this proportion will continue to grow in the coming years. It is possible that new technologies such as navigation systems can assist older drivers to drive safer with less stress, thus extending their safe driving years. It is also possible that navigation systems may cause unintended consequences, such as over-reliance on the technology or increased levels of distraction. The research reported here was conducted as one part of a broader study to learn more about driver experience with several new and emerging in-vehicle technologies. The focus of this study is on how these technologies are being used and how well their capabilities and limitations are understood, with a particular emphasis on the experiences of older drivers. KW - Aged drivers KW - Driver information systems KW - Driver vehicle interfaces KW - Geographic information systems KW - Global Positioning System KW - High risk drivers KW - In vehicle sensors KW - Navigation systems KW - Route guidance KW - Technology assessment KW - Teenage drivers KW - Traffic safety UR - http://www.nhtsa.dot.gov/staticfiles/DOT/NHTSA/NRD/Multimedia/PDFs/Crash%20Avoidance/2008/811072.pdf UR - https://trid.trb.org/view/896170 ER - TY - RPRT AN - 01135259 AU - National Highway Traffic Safety Administration TI - Early Estimate of Motor Vehicle Traffic Fatalities from January to October 2008 PY - 2008/12 SP - 2p AB - A statistical projection of traffic fatalities for the first ten months of 2008 shows a significant decline of about 10 percent as compared to fatalities from the same period in 2007. Preliminary data from the Federal Highway Administration (FHWA) shows that vehicle miles traveled (VMT) declined by 3.5 percent for the first nine months of the year. KW - Crash data KW - Fatalities KW - Statistics KW - Traffic crashes KW - Vehicle miles of travel UR - http://www-nrd.nhtsa.dot.gov/Pubs/811054.PDF UR - https://trid.trb.org/view/891721 ER - TY - RPRT AN - 01134851 AU - Chaudhary, Neil K AU - Tison, Julie AU - Preusser Research Group, Incorporated AU - National Highway Traffic Safety Administration TI - Estimated Medical Cost Savings in Nevada by Implementation of a Primary Seat Belt Law PY - 2008/12 SP - 12p AB - This report examines 2007 hospital discharge data reporting cases where the external cause of injury to a vehicle occupant was a motor vehicle crash to predict the estimated savings to Nevada if a primary seat belt law is implemented. The savings are calculated using costs based on the report "Economic Impact of Motor Vehicle Crashes" (DOT HS 809 446). In Nevada, there is an expectation of a primary law reducing the burden of insurance companies by about $4.2 million from crashes occurring in a single year alone. The crash victims in Nevada would benefit by a reduction of more than $503,000 while the Federal Government would reduce its costs by about $543,000 before reimbursing Nevada for a portion of Medicaid expenditures. Nevada would also reduce its spending by $1.6 million ($930,000 after reimbursement). KW - Costs KW - Crash injuries KW - Economic impacts KW - Injury costs KW - Medical costs KW - Nevada KW - Primary enforcement laws KW - Primary seat belt laws KW - Seat belts UR - http://ntl.bts.gov/lib/30000/30500/30567/811068.pdf UR - https://trid.trb.org/view/894602 ER - TY - RPRT AN - 01126405 AU - Akashi, Y AU - Hu, Fei AU - Bullough, J D AU - Rensselaer Polytechnic Institute AU - National Highway Traffic Safety Administration TI - Sensitivity Analysis of Headlamp Parameters Affecting Visibility and Glare PY - 2008/12//Final Report SP - 59p AB - Computer-simulated evaluations were conducted to identify the extent to which driver visibility and glare are affected by headlamp light source type (e.g., tungsten-halogen or high-intensity discharge), mounting height, optical system type, alignment type, and mis-aim. Based on the results of these simulation evaluations, this study also addressed whether further limits might be considered in photometric standards for headlamps that are addressed by Federal regulations. While there appears to be an inherent conflict between visibility and glare in the photometric design of headlamps, the analyses performed here do indicate that current photometric specifications for headlamps do not always trade off visibility and glare equally (e.g., headlamps that provide equivalent forward visibility as characterized here can result in different levels of disability or discomfort glare). The findings imply that advanced (dynamic) forward-lighting systems (AFS), if they can be made practical, might be of benefit in adjusting headlamp luminous intensity distributions in various situations to maximize visibility while controlling glare within acceptable limits. KW - Glare KW - Headlamp aim KW - Headlamp mounting height KW - Headlamps KW - High intensity discharge lamps KW - Optical systems KW - Photometry KW - Sensitivity analysis KW - Tungsten-halogen lamps KW - Visibility UR - http://ntl.bts.gov/lib/30000/30900/30958/811055_1_.pdf UR - https://trid.trb.org/view/886695 ER - TY - RPRT AN - 01125370 AU - Woodrooffe, J F AU - Page, O AU - Blower, D AU - Green, P E AU - Virginia Polytechnic Institute and State University, Blacksburg AU - National Highway Traffic Safety Administration TI - Commercial Medium Tire Debris Study PY - 2008/12 SP - 236p AB - Trucking fleets and owners of commercial vehicles utilize both new and retread tires on their vehicles in the United States. Retread tires are used primarily for the cost advantage they provide over a similar new tire. Despite the advantages that retreaded tires may bring, public perception is that retread tires are less safe than new tires as evidenced by the amount of tire debris frequently found on the sides of U.S. Interstate highways. During summer 2007, the University of Michigan Transportation Research Institute (UMTRI) under a subcontract from Virginia Tech Transportation Institute (VTTI) collected and studied truck tire debris and discarded tire casings from five sites in the United States. A random sample (totaling 1,496 items) of the tire debris/casings collected was analyzed to determine the probable cause of failure and its original equipment or retread status. This report presents the methodology and results from this investigation into the underlying causes of truck tire failures and gives an overview of the crash safety problem associated with heavy-truck tire failures. Also, background information on the manufacture of a truck tire, the truck tire retread industry, tire failure modes, industry stakeholder perspectives, an overview of other previous tire debris studies, conclusions, and recommendations for topics for further research are given. KW - Commercial vehicles KW - Debris KW - Failure KW - Retreaded tires KW - Tire treads KW - Tires KW - Trucking safety KW - Trucks UR - http://hdl.handle.net/2027.42/61517 UR - https://trid.trb.org/view/885765 ER - TY - SER AN - 01122955 JO - Traffic Safety Facts - Research Note PB - National Highway Traffic Safety Administration AU - Block, Alan W AU - Walker, Sharon TI - 2007 Motor Vehicle Occupant Safety Survey: Driver Education and Graduated Driver Licensing PY - 2008/12 IS - HS-811 047 SP - 8p 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 to April 30, 2007. This Research Note summarizes selected results from the 2007 MVOSS. It focuses primarily on information collected regarding driver education and graduated driver licensing. This was a new module introduced in 2007. The data are weighted to yield national estimates. KW - Driver education KW - Graduated licensing KW - Motor Vehicle Occupant Safety Survey UR - http://ntl.bts.gov/lib/30000/30500/30530/811047.pdf UR - https://trid.trb.org/view/884392 ER - TY - RPRT AN - 01122659 AU - Austin, Rory AU - O'Neil, Morrie AU - National Highway Traffic Safety Administration TI - Not-in-Traffic Surveillance (NiTS) System: NiTS 2007: Nontraffic Crash Database User's Manual PY - 2008/12 SP - 20p AB - The Not-in-Traffic Surveillance (NiTS) system is a virtual data collection system designed to provide counts and details regarding fatalities and injuries that occur in nontraffic crashes and in noncrash incidents. The NiTS 2007 system provided information about an estimated 1,159 fatalities and 98,000 injuries that occurred in nontraffic crashes on private roads, on driveways and in parking facilities. The NiTS 2007 system also provided information about an annual average of 588 fatalities and 743,000 injuries in noncrash incidents that occurred inside of or otherwise involved a passenger vehicle. This document describes the creation of the nontraffic crash database using police reports and other sources obtained through the Fatality Analysis Reporting System and National Automotive Sampling System data collection infrastructures in 2007. The database contains 19 variables that describe the crash, vehicles, and persons involved in nontraffic crashes. The database also contains an adjustment factor to produce national estimates of the number of injuries and fatalities that occur in nontraffic crashes. This database was used for the Report to Congress, “Fatalities and Injuries in Motor Vehicle Backing Crashes.” The nontraffic crash database is available as a SAS and Microsoft Excel file. KW - Backing (Driving) KW - Computer program documentation KW - Databases KW - Driveways KW - Fatalities KW - Fatality Analysis Reporting System KW - Injuries KW - Microsoft Excel (Software) KW - National Automotive Sampling System KW - Nontraffic accidents KW - Not-in-Traffic Surveillance System KW - Parking facilities KW - Private roads UR - http://www-nrd.nhtsa.dot.gov/Pubs/811064.pdf UR - https://trid.trb.org/view/884352 ER - TY - RPRT AN - 01122658 AU - Austin, Rory AU - National Highway Traffic Safety Administration TI - Not-in-Traffic Surveillance (NiTS) System: NiTS 2007: Noncrash Fatality Database User's Manual PY - 2008/12 SP - 16p AB - The Not-in-Traffic Surveillance (NiTS) system is a virtual data collection system designed to provide counts and details regarding fatalities and injuries that occur in nontraffic crashes and in noncrash incidents. The NiTS 2007 system provided information about an estimated 1,159 fatalities and 98,000 injuries that occurred in nontraffic crashes on private roads, on driveways and in parking facilities. The NiTS 2007 system also provided information about an annual average of 588 fatalities and 743,000 injuries in noncrash incidents that occurred inside of or otherwise involved a passenger vehicle. This document describes the creation of the noncrash fatality database using a special death certificate file containing information on all accidental deaths that occurred in 2003 and 2004. The file was provided by the Centers for Disease Control’s National Vital Statistics System. More than half of the noncrash fatalities occurred when a vehicle fell on a person who was usually working under it or from unintentional carbon monoxide poisoning. Other frequent categories included falls from vehicles, vehicle fires, struck by an object while in a vehicle or by a part of vehicle such as a door, and hyperthermia inside the vehicle. This document also describes the noncrash fatality database, which is available as a Microsoft Excel file. KW - Computer program documentation KW - Databases KW - Fatalities KW - Microsoft Excel (Software) KW - Noncrash incidents KW - Not-in-Traffic Surveillance System UR - http://www-nrd.nhtsa.dot.gov/Pubs/811065.pdf UR - https://trid.trb.org/view/884350 ER - TY - RPRT AN - 01122657 AU - Austin, Rory AU - National Highway Traffic Safety Administration TI - Not-in-Traffic Surveillance (NiTS) System: NiTS 2007: Noncrash Injury Database User's Manual PY - 2008/12 SP - 20p AB - The Not-in-Traffic Surveillance (NiTS) system is a virtual data collection system designed to provide counts and details regarding fatalities and injuries that occur in nontraffic crashes and in noncrash incidents. The NiTS 2007 system provided information about an estimated 1,159 fatalities and 98,000 injuries that occurred in nontraffic crashes on private roads, on driveways and in parking facilities. The NiTS 2007 system also provided information about an annual average of 588 fatalities and 743,000 injuries in noncrash incidents that occurred inside of or otherwise involved a passenger vehicle. This document describes the creation of the noncrash injury database using a special file of medical records containing information on a statistical sample of injuries seen in emergency departments in 2003 through 2006. The file was provided by the Consumer Product Safety Commission’s National Electronic Injury Surveillance System All Injury Program. Frequent types of noncrash injury incidents included injuries while entering or exiting vehicles (boarding or alighting), injuries from closing doors, overexertion while unloading cargo from a vehicle or pushing a disabled vehicle, cuts from parts of the vehicle, striking a vehicle or struck by a part of the vehicle, falls from or against vehicles, incidents involving jacks or hoists, and radiator or antifreeze burns. This document also describes the noncrash injury database, which is available as a Microsoft Excel file. KW - Computer program documentation KW - Databases KW - Injuries KW - Microsoft Excel (Software) KW - Noncrash incidents KW - Not-in-Traffic Surveillance System UR - http://www-nrd.nhtsa.dot.gov/Pubs/811066.pdf UR - https://trid.trb.org/view/884351 ER - TY - RPRT AN - 01122655 AU - Pullen-Seufert, Nancy C AU - Hall, William L AU - University of North Carolina, Chapel Hill AU - National Highway Traffic Safety Administration TI - The Art of Appropriate Evaluation: A Guide for Highway Safety Program Managers PY - 2008/12 SP - 80p AB - The guide, updated from its original release in 1999, is intended for project managers who will oversee the evaluation of traffic safety programs. It describes the benefits of evaluation and provides an overview of the steps involved. The guide includes case examples to illustrate the described concepts and discusses what to look for when hiring a professional evaluator for large or complex evaluations. KW - Case studies KW - Evaluation KW - Guidelines KW - Highway safety KW - Safety programs KW - Traffic safety UR - http://www.nhtsa.dot.gov/people/injury/research/ArtofAppEvWeb/images/ArtofAppEvalCOLOR.pdf UR - http://www.nhtsa.dot.gov/people/injury/research/ArtofAppEvWeb/index.htm UR - http://ntl.bts.gov/lib/30000/30500/30513/811061.pdf UR - https://trid.trb.org/view/884354 ER - TY - RPRT AN - 01122650 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 4: Crash Injury and Emergency Medical Services Report PY - 2008/12 SP - 80p 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 16 or older. Interviewing began January 9, 2007, and ended April 30, 2007. This report presents the survey findings pertaining to crash injury and emergency medical services, including trend data. 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”). About one-in-four persons 16 and older (26%) reported having been injured in a vehicle crash where they required medical attention. Fifteen percent of the total population, 16 and older, has received injuries from motor vehicle crashes severe enough to prevent them from performing some of their normal activities for at least a week. Persons not wearing seat belts at the time of the (most recent) crash were much more likely to be hospitalized from the crash-related injuries compared to those wearing seat belts. The proportion of drivers who have a wireless phone with them when they drive has continued to increase, reaching 81% in 2007. About one-in-three carriers of wireless phones (33%) reported talking on the phone while driving during half or more of their trips. Most people (69%) believed that if there was a medical emergency in the neighborhood and an ambulance was called, it would arrive within 10 minutes. Most were confident the responders would know what to do. KW - Cellular telephones KW - Crash injuries KW - Emergency medical services KW - Hospitalization KW - Interviewing KW - Motor Vehicle Occupant Safety Survey KW - Questionnaires KW - Seat belts KW - Surveys UR - http://www.nhtsa.dot.gov/staticfiles/DOT/NHTSA/Traffic%20Injury%20Control/Articles/Associated%20Files/810977.pdf UR - http://ntl.bts.gov/lib/30000/30500/30533/810977.pdf UR - https://trid.trb.org/view/884355 ER - TY - SER AN - 01120578 JO - Traffic Safety Facts - Research Note PB - National Highway Traffic Safety Administration TI - The National Motor Vehicle Crash Causation Survey PY - 2008/12 IS - HS-811 057 SP - 7p AB - In 2005 the National Highway Traffic Safety Administration (NHTSA) was authorized under Section 2003(c) of the Safe, Accountable, Flexible, Efficient, Transportation Equity Act: A Legacy for Users (SAFETEA-LU) to conduct a national survey to collect on-scene data pertaining to events and associated factors related to a crash. NHTSA’s National Center for Statistics and Analysis (NCSA) has conducted the National Motor Vehicle Crash Causation Survey (NMVCCS) of crashes with a focus on the factors related to pre-crash events involving light passenger vehicles. This research note provides a brief description of the NMVCCS survey design, scope, the nature of information collected, and data limitations. Also, some statistics related to the driver, vehicle, roadway, and environment that often play a role in the crash, as collected through NMVCCS are presented in this research note. This note also serves as a companion publication to the report to Congress that NHTSA submitted in September 2008. KW - Automobiles KW - Crash causes KW - Crashes KW - National Motor Vehicle Crash Causation Survey KW - On the scene crash investigation KW - Precrash phase KW - Safe, Accountable, Flexible, Efficient Transportation Equity Act: A Legacy for Users KW - Statistics KW - Survey methods UR - http://www.nhtsa.dot.gov/portal/nhtsa_static_file_downloader.jsp?file=/staticfiles/DOT/NHTSA/NCSA/Content/NMVCCS/811057.pdf UR - https://trid.trb.org/view/880412 ER - TY - RPRT AN - 01120577 AU - Singh, Santokh AU - URC Enterprises, Incorporated AU - National Highway Traffic Safety Administration TI - National Motor Vehicle Crash Causation Survey (NMVCCS) Databook of NMVCCS Variables PY - 2008/12 SP - 528p AB - The National Highway Traffic Safety Administration's (NHTSA’s) National Center for Statistics and Analysis has completed the National Motor Vehicle Crash Causation Survey (NMVCCS). It was a Congressionally required nationwide survey of crashes involving light passenger vehicles, with a focus on the factors related to pre-crash events. A total of 6,949 crashes were investigated between January 1, 2005 and December 31, 2007. Of these, 5,470 cases comprise a nationally representative sample. The remaining 1,479 cases are suitable for clinical study. The data collected through the investigated crashes will better assist NHTSA and other safety advocates in evaluating and developing vehicle-related crash avoidance technologies. Each investigated crash involved at least one light passenger vehicle that was towed due to damage. Data were collected on-scene for at least 600 data elements in the crash to capture information related to the drivers, vehicles, roadways, and environment. In addition, the NMVCCS database includes crash narratives, photographs, schematic diagrams, vehicle information, as well as event data recorder data when available. This manual provides frequency distributions and percentages (weighted and unweighted) for the data collected. KW - Automobiles KW - Crash causes KW - Crashes KW - Data collection KW - Frequency distributions KW - Manuals KW - National Motor Vehicle Crash Causation Survey KW - On the scene crash investigation KW - Precrash phase KW - Variables UR - http://www.nhtsa.dot.gov/portal/nhtsa_static_file_downloader.jsp?file=/staticfiles/DOT/NHTSA/NCSA/Content/NMVCCS/811052.pdf UR - https://trid.trb.org/view/880416 ER - TY - RPRT AN - 01120575 AU - Bellis, Elizabeth AU - Page, Jim AU - Calspan Corporation AU - National Highway Traffic Safety Administration TI - National Motor Vehicle Crash Causation Survey (NMVCCS) SAS Analytical Users Manual PY - 2008/12 SP - 232p AB - The National Highway Traffic Safety Administration's (NHTSA’s) National Center for Statistics and Analysis has completed the National Motor Vehicle Crash Causation Survey (NMVCCS). It was a Congressionally required nationwide survey of crashes involving light passenger vehicles, with a focus on the factors related to pre-crash events. A total of 6,949 crashes were investigated between January 1, 2005, and December 31, 2007. Of these, 5,470 cases comprise a nationally representative sample. The remaining 1,479 cases are suitable for clinical study. The data collected through the investigated crashes will better assist NHTSA and other safety advocates in evaluating and developing vehicle-related crash avoidance technologies. Each investigated crash involved at least one light passenger vehicle that was towed due to damage. Data were collected on-scene for at least 600 data elements in the crash to capture information related to the drivers, vehicles, roadways, and environment. In addition, the NMVCCS database includes crash narratives, photographs, schematic diagrams, vehicle information, as well as event data recorder data when available. This document describes the Statistical Analysis System (SAS) analysis file that is available. KW - Automobiles KW - Computer program documentation KW - Crash causes KW - Crashes KW - National Motor Vehicle Crash Causation Survey KW - On the scene crash investigation KW - Precrash phase KW - Statistical analysis UR - http://www.nhtsa.dot.gov/portal/nhtsa_static_file_downloader.jsp?file=/staticfiles/DOT/NHTSA/NCSA/Content/NMVCCS/811053.pdf UR - https://trid.trb.org/view/880411 ER - TY - RPRT AN - 01120574 AU - National Highway Traffic Safety Administration TI - National Motor Vehicle Crash Causation Survey (NMVCCS) Field Coding Manual PY - 2008/12 SP - 500p AB - The National Highway Traffic Safety Administration's (NHTSA’s) National Center for Statistics and Analysis has completed the National Motor Vehicle Crash Causation Survey (NMVCCS). It is a Congressionally required nationwide survey of crashes involving light passenger vehicles, with a focus on the factors related to pre-crash events. A total of 6,949 crashes were investigated between January 1, 2005, and December 31, 2007. Of these, 5,470 cases comprise a nationally representative sample. The remaining 1,479 cases are suitable for clinical study. The data collected through the investigated crashes will better assist NHTSA and other safety advocates in evaluating and developing vehicle-related crash avoidance technologies. Each investigated crash involved at least one light passenger vehicle that was towed due to damage. Data were collected on-scene for at least 600 data elements in the crash to capture information related to the drivers, vehicles, roadways, and environment. In addition, the NMVCCS database includes crash narratives, photographs, schematic diagrams, vehicle information, as well as event data recorder data when available. This document describes the coding protocol used in the field to document the crashes. KW - Automobiles KW - Coding systems KW - Crash causes KW - Crashes KW - Data collection KW - Manuals KW - National Motor Vehicle Crash Causation Survey KW - On the scene crash investigation KW - Precrash phase UR - http://www.nhtsa.dot.gov/portal/nhtsa_static_file_downloader.jsp?file=/staticfiles/DOT/NHTSA/NCSA/Content/NMVCCS/811051.pdf UR - https://trid.trb.org/view/880414 ER - TY - ABST AN - 01612996 TI - Evaluation of a Rural Seat Belt Demonstration Project in Kansas and Missouri AB - Fatality rates are consistently higher in rural areas of the country. Seat belts are remarkably effective in reducing fatalities and injuries, but many drivers in rural areas buckle up at rates consistently below other areas of America. Kansas and Missouri are conducting innovative demonstration programs using a high visibility enforcement model, to increase seat belt use in the rural areas of their states. Working with each State's evaluators, the evaluation will document the progress and successes of the innovative programs. Measures include observed safety belt use in targeted and control counties, public perception of risk, law enforcement activity and citation data, paid and earned media activity, and belted/unbelted fatality data from the Fatality Analysis Reporting System (FARS). KW - Demonstration projects KW - Fatalities KW - Fatality Analysis Reporting System KW - Kansas KW - Missouri KW - Rural areas KW - Seat belt use UR - https://trid.trb.org/view/1425759 ER - TY - RPRT AN - 01138211 AU - Evans, Leonard AU - Harris, J AU - Terrill, E AU - MacIsaac, J D AU - National Highway Traffic Safety Administration TI - Effects of Varying the Levels of Nitrogen in the Inflation Gas of Tires on Laboratory Test Performance PY - 2008/11//Final Report SP - 50p AB - Air is approximately 78 percent nitrogen (N(sub 2)), 21 percent oxygen (O(sub 2)), and 1 percent other gases. The inflation of tires with gas mixtures containing more than 90 percent nitrogen has long been claimed to be beneficial to tire performance, and commercial systems that use nitrogen to inflate tires are widely available. In an effort to study the effects of inflation gas composition on vehicle tire performance, new passenger car tires and light-truck tires were inflated with nitrogen, air, or a 50/50 N(sub 2)/O(sub 2) mixture and tested for performance in one of three laboratory tests: Static inflation pressure loss, rolling resistance, or accelerated oven-aging followed by a roadwheel durability test. In the 90-day static laboratory test, the inflation pressure loss for new tires inflated with nitrogen was approximately two-thirds of the loss rate of new tires inflated with air. Similar differences between nitrogen and air permeation rates in new tires were found under dynamic, loaded laboratory roadwheel testing. An analysis of oxygen levels in the inflation gas of 76 tires that were currently in service on passenger vehicles, and which were all originally inflated and topped-off with air (21% O(sub 2)), showed that the inflation gas dropped to an average of 15 percent O(sub 2) after about three years of service. This can be attributed to the faster diffusion rate of oxygen through the tires relative to nitrogen during on-vehicle service, which increases the percentage of nitrogen in the tire cavity to well above the 78 percent N(sub 2) in normal air. Therefore, barring tire punctures, deflation, etc., the relative benefits of nitrogen versus air inflation on pressure loss rate will reduce over time. The laboratory rolling resistance of new tires was tested at two different laboratories, using air or nitrogen inflation, and capped or regulated pressure. u0916 KW - Environmental impacts KW - Gases KW - Laboratory tests KW - Nitrogen KW - Passenger vehicles KW - Rolling contact KW - Tire pressure KW - Tires UR - http://www.nhtsa.gov/DOT/NHTSA/NRD/Multimedia/PDFs/Crash%20Avoidance/2009/811094.pdf UR - https://trid.trb.org/view/898293 ER - TY - RPRT AN - 01135460 AU - National Highway Traffic Safety Administration TI - Influence of Rear Turn Signal Characteristics on Crash Risk. Traffic Safety Facts, Vehicle Safety Research Notes PY - 2008/11 SP - 2p AB - Requirements for the color of rear turn signals differ between the standards set by the Economic Commission for Europe (ECE) and United States standards. In the ECE standards, all rear turn signals are required to be amber, while in the United States, they can be either red or amber. This difference has led to questions about whether there are safety differences associated with turn signal color. Consistent color coding of functions might facilitate recognition of the meaning of a signal, allowing a driver to respond more efficiently. It is also possible that, apart from color coding, an amber turn signal is more conspicuous to a following driver amid a field of red tail and stop lamps. This might allow an amber turn signal to be recognized more quickly or confused less often with another rear signal. This document illustrates one way in which such confusions might lead to rear-end collisions. KW - Crash analysis KW - Crash risk KW - Lane changing KW - Rear end crashes KW - Traffic control devices KW - Traffic crashes KW - Traffic safety KW - Traffic signals KW - Turn signals KW - Yellow interval (Traffic signal cycle) UR - http://origin-www.nhtsa.gov/staticfiles/DOT/NHTSA/NRD/Multimedia/PDFs/Crash%20Avoidance/2008/811050.pdf UR - https://trid.trb.org/view/894225 ER - TY - RPRT AN - 01135332 AU - National Highway Traffic Safety Administration TI - Summary of Fuel Economy Performance PY - 2008/11 SP - 16p AB - A summary by manufacturers of fleet fuel economy performances since 1978. It includes both imported and domestic passenger cars and light trucks. Also available are the overall fleet fuel economy performance and sales volume data. KW - Average fuel economy KW - Economic factors KW - Energy consumption KW - Foreign automobiles KW - Light trucks KW - Passenger vehicles KW - Vehicle fleets KW - Vehicle performance UR - http://www.nhtsa.dot.gov/portal/nhtsa_static_file_downloader.jsp?file=/staticfiles/DOT/NHTSA/Rulemaking/Articles/Associated%20Files/Nov2008_CAFE_Performance.pdf UR - https://trid.trb.org/view/894475 ER - TY - RPRT AN - 01131618 AU - Austin, Rory AU - National Highway Traffic Safety Administration TI - Fatalities and Injuries in Motor Vehicle Backing Crashes PY - 2008/11//Report to Congress SP - 42p AB - The U.S. Congress required the Secretary of Transportation to examine fatalities and injuries in backing crashes in Public Law Number 109-59, Safe, Accountable, Flexible, Efficient Transportation Equity Act: A Legacy for Users (SAFETEA-LU) Section 2012 and to transmit a report about such crashes by January 1, 2009. A backover is a crash which occurs when a driver reverses into and injures or kills a nonoccupant such as a pedestrian or a bicyclist. Backovers can occur either on a public roadway or not on a public roadway, i.e., in a driveway or in a parking lot. The former are called traffic backovers and the latter nontraffic backovers. There are also “other backing crashes” that are not backovers, i.e., they do not involve a pedestrian or other nonoccupant, that occur when, for example, a driver backs into a tree or pole or when a driver backs out of a driveway or parking space and is struck by another vehicle. Together, backover crashes and other backing crashes are referred to as backing crashes. The National Highway Traffic Safety Administration’s (NHTSA's) existing Fatality Analysis Reporting System (FARS) and National Automotive Sampling System - General Estimates System (NASS-GES) already provide information regarding backing crashes that occur on public trafficways. However, data regarding nontraffic backovers (and other backing crashes), those which occur on private roads, driveways, and parking lots, have not routinely been collected by NHTSA. In response to SAFETEA-LU Sections 2012 and 10305 and Section 2(f) of the Cameron Gulbransen Kids Transportation Safety Act of 2007, NHTSA developed the Not in Traffic Surveillance (NiTS) system to collect information about all nontraffic crashes, including nontraffic backover crashes. Combining the 221 NiTS backover fatalities with the annual average of 71 FARS backover fatalities produces an estimate of 292 total annual backover fatalities. The estimate of 292 annual backover fatalities is larger than the estimated 183 fatalities stated in the November 2006 Report to Congress Vehicle Backover Avoidance Technology Study, but NHTSA believes that the new estimate reflects a refinement in the methodology rather than a substantial change in the problem size. The estimated 14,000 NiTS backover injuries when combined with the 4,000 NASS-GES backover injuries produces an estimate of 18,000 total annual backover injuries. Most backover fatalities and injuries involve passenger vehicles. Among cases where the type of the striking vehicle is known, 78% of the backover fatalities and 95% of the backover injuries involved passenger vehicles. While people of all ages are victims of backovers, this report confirmed that children under 5 years old and adults 70 and older have an elevated risk of being backover victims compared to the rest of the population. Backover fatalities happen in a variety of areas with the most common area being the driveway, closely followed by other residential areas, public roadways, and nonresidential parking lots. Backover injuries tend to happen more frequently in nonresidential parking lots than other areas. KW - Aged KW - Backing (Driving) KW - Bicycle crashes KW - Children KW - Driveways KW - Fatalities KW - Fatality Analysis Reporting System KW - Injuries KW - Nontraffic accidents KW - Not-in-Traffic Surveillance System KW - Parking lots KW - Pedestrian-vehicle crashes KW - Safe, Accountable, Flexible, Efficient Transportation Equity Act: A Legacy for Users UR - http://www-nrd.nhtsa.dot.gov/Pubs/811144.PDF UR - https://trid.trb.org/view/891786 ER - TY - RPRT AN - 01127432 AU - Klinich, Kathleen DeSantis AU - Flannagan, Carol A AU - Nicholson, Kristen AU - Schneider, Lawrence W AU - Rupp, Jonathan D AU - University of Michigan Transportation Research Institute AU - National Highway Traffic Safety Administration TI - Abdominal Injury in Motor-Vehicle Crashes PY - 2008/11 SP - 158p AB - A review of the biomechanical and epidemiological literature on abdomen injury in motor-vehicle crashes was performed. Results of this review demonstrate that (1) there are limited data on abdomen injuries in real-world crashes of newer model airbag-equipped vehicles, (2) there are insufficient useful data on the force-deflection characteristics of the abdomen under loading conditions that represent those that occur to near-side occupants in T-type side impacts, (3) data are needed on the response of the abdomen to lap-belt loading using realistic belt geometry and loading conditions, and (4) data are needed on the dynamic response of spleen tissue and on failure criteria for spleen and liver tissue. To address the first identified need, analyses of the NASS and CIREN datasets were performed to determine how abdomen injuries occur in frontal and side crashes of airbag-equipped vehicles when seatbelt use is high. Based on the NASS analysis, approximately 19,000 adult occupants sustain AIS 2+ abdomen injuries each year, with just over half of these injuries occurring in frontal collisions. The risk of abdomen injury is 3 to 8 times higher for unbelted occupants compared to belt-restrained occupants in frontal impacts, but airbag deployment does not substantially affect abdomen injury risk. Overall, seatbelt use reduces abdomen injury risk in side impacts for both near- and far-side occupants. Near-side right-front passengers have the highest risk of AIS 3+ abdomen injuries in side impacts, with a risk level that is 2.7 times higher than for drivers in left-side impacts. The risks of injury to the liver, spleen, kidney, and hollow organs do not vary with occupant age in frontal or near-side impacts. Analysis of the relationship between abdomen injury and rib fractures indicates that the odds of an abdominal injury are much higher if the occupant also sustains AIS 2+ rib fractures. These results indicate that loading conditions likely to cause abdomen injuries are also likely to cause rib fractures, suggesting that the abdomen is rarely loaded in isolation in vehicle crashes. The CIREN dataset was used to analyze occupant contacts with vehicle interior components that were attributed to abdomen injuries. For drivers in frontal impacts, the steering-wheel and lap/shoulder belt were most often coded as the sources of abdomen injury. For right-front passengers in frontal impacts, the airbag, lap/shoulder belt, and instrument panel are commonly coded sources for abdominal loading and injury. The mean deltaV for drivers with abdomen injuries attributed to steering-wheel contact is higher than for abdomen injuries to drivers without steering-wheel contact (57 vs. 47.5 kph, p=0.011). Unbelted drivers restrained by a frontal-impact airbag had greater proportion of steering-wheel contacts than expected, while drivers restrained by both lap/shoulder belts and frontal-impact airbags had fewer steering-wheel contacts than expected. For near-side occupants who sustained both liver and spleen injuries in side impacts, the mean residual lateral door intrusion was 35 cm, while for near-side occupants who sustained only a liver or a spleen injury in side impacts, the mean lateral door intrusions ranged from 22 to 27 cm. Because the risk of abdomen injury is highest for near-side occupants in side impacts, an analysis of FMVSS 214 and SNCAP data was performed to characterize near-side occupant loading by the intruding door in T-type side impacts. Results of this analysis indicate that door velocity at the time of initial contact with the abdomen is between 8 m/s and 12 m/s in these staged tests. Results of this study indicate that the highest priority for future research on abdomen injuries should be to define abdomen force-deflection characteristics for near-side occupants in T-type impacts using high-speed loading conditions that better represent those that occur in real-world crashes. KW - Abdomen KW - Air bags KW - Crash Injury Research and Engineering Network KW - Crashes KW - Frontal crashes KW - Injuries KW - Injury severity KW - Literature reviews KW - Liver KW - National Accident Sampling System KW - Near-side occupants KW - Right angle crashes KW - Seat belts KW - Side crashes KW - Spleen KW - Steering wheels KW - Vehicle intrusion UR - http://hdl.handle.net/2027.42/62109 UR - https://trid.trb.org/view/887963 ER - TY - RPRT AN - 01122649 AU - Lacey, John H AU - Kelley-Baker, Tara AU - Brainard, Katharine AU - Tippetts, Scott AU - Lyakhovich, Maria AU - Pacific Institute for Research and Evaluation AU - National Highway Traffic Safety Administration TI - Evaluation of the "Checkpoint Strikeforce" Program PY - 2008/11//Final Report SP - 172p AB - The "Checkpoint Strikeforce" program is a National Highway Traffic Safety Administration (NHTSA) regionwide Driving While Intoxicated (DWI) enforcement program implemented in NHTSA’s Mid-Atlantic Region (Region 3) comprised of Delaware, the District of Columbia, Maryland, Pennsylvania, Virginia, and West Virginia. The program emphasizes frequent, well publicized checkpoints implemented on a sustained basis throughout the July–to-December period of each calendar year. The program was initiated in 2002 and continues. This report presents the evaluation results for the first three years of the program from 2002 to 2004. Results indicate that it is feasible to implement such a DWI enforcement and public information program on a regionwide and continuing basis. Each jurisdiction was able to meet and generally dramatically exceed the goal of conducting at least one checkpoint per week throughout the program period. This included even the smaller jurisdictions in Delaware. Public awareness measures indicated some modest shifts in the desired direction in terms of awareness of the checkpoint program and self-reported behavior. Roadside breath test surveys of the blood alcohol concentration (BAC) of nighttime drivers in two of three jurisdictions revealed reductions in the proportion of drivers with BACs of .05 grams per deciliter or greater. Analysis of fatal crash data indicated a reduction in alcohol-involved drivers in fatal crashes on the order of 7% when compared to the rest of the United States. This reduction approached, but did not reach, statistical significance. KW - Alcohol breath tests KW - Blood alcohol levels KW - Drunk driving KW - Fatalities KW - Public information programs KW - Sobriety checkpoints KW - Traffic crashes KW - Traffic law enforcement UR - http://www.nhtsa.gov/staticfiles/DOT/NHTSA/Traffic%20Injury%20Control/Articles/Associated%20Files/811056.pdf UR - https://trid.trb.org/view/884353 ER - TY - RPRT AN - 01118284 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 3: Air Bags Report PY - 2008/11//January 9, 2007 to April 30, 2007 SP - 58p 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 air bags. 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”). The percentage of drivers with air bags in their primary vehicles has continued to increase. In 2007, 90% reported air bags in their primary vehicles, compared to 77% in 2003. The vast majority of the public (96%) understood that seat belts still needed to be worn even when the vehicle they were riding in had an air bag. Thirty-three percent of the public had concerns about the safety of air bags. Despite the concerns, 90% of the public would prefer both driver and passenger air bags in their next vehicle, compared to 5% who would prefer not to have air bags in their next vehicle and 3% who were unsure what they would prefer. KW - Air bags KW - Interviewing KW - Motor Vehicle Occupant Safety Survey KW - Occupant protection devices KW - Questionnaires KW - Random sampling KW - Surveys KW - Vehicle occupants KW - Vehicle safety UR - http://www.nhtsa.dot.gov/staticfiles/DOT/NHTSA/Traffic%20Injury%20Control/Articles/Associated%20Files/810976.pdf UR - https://trid.trb.org/view/878372 ER - TY - SER AN - 01118033 JO - Traffic Safety Facts - Crash Stats PB - National Center for Statistics and Analysis AU - National Highway Traffic Safety Administration TI - Lives Saved in 2007 by Restraint Use and Minimum Drinking Age Laws PY - 2008/11 SP - 2p AB - In 2007, the use of seat belts in motor vehicles saved an estimated 15,147 lives. Seat belts have saved 76,936 lives during the 5-year period from 2003 through 2007. These annual lives-saved counts have been produced by NHTSA’s National Center for Statistics and Analysis since 1975. The counts are estimates which are calculated using the effectiveness of each device or law that is mentioned. In addition to the 15,147 lives saved in 2007 by seat belts (occupants age 5 and older), 2,788 lives were saved by frontal air bags (occupants age 13 and older), 1,784 lives were saved by motorcycle helmets, 826 lives (ages 18, 19, and 20) were saved by 21-year-old minimum drinking age laws, and Lives Saved in 2007 by Restraint Use and Minimum Drinking Age Laws 382 lives (age 4 and younger) were saved by child restraints (child safety seats and lap/shoulder belts). An additional 5,024 lives would have been saved in 2007 if all unrestrained motor vehicle occupants involved in fatal crashes had worn their seat belts; and if all motorcyclists had been helmeted, an additional 800 lives would have been saved. As the number of motorcyclists has greatly increased in re-cent years, the number of lives saved by motorcycle helmets has also gone up sharply, from 1,173 in 2003 to 1,784 in 2007, an increase of more than 50 percent. The number of additional lives that would have been saved if motorcycle helmet use had been 100 percent also rose each year since 2003. KW - Air bags KW - Fatalities KW - Highway safety KW - Laws KW - Legal drinking age KW - Motorcycle helmets KW - Motorcyclists KW - Seat belts KW - Statistics KW - Utilization KW - Vehicle occupants UR - http://www.nhtsa.dot.gov/portal/nhtsa_static_file_downloader.jsp?file=/staticfiles/DOT/NHTSA/NCSA/Content/RNotes/2008/811049r.pdf UR - https://trid.trb.org/view/876547 ER - TY - ABST AN - 01494909 TI - Climate Change Report to Congress AB - The Energy Independence and Security Act of 2007 mandated that the US Department of Transportation produce a report to Congress on transportation's impact on climate change and solutions for reducing this impact. The study also considered co-benefits of fuel savings and air quality improvement. Completed in conjunction with the Environmental Protection Agency and the United States Global Change Research Program. KW - Air quality KW - Air quality management KW - Climate change KW - Energy Independence and Security Act of 2007 KW - Environmental impacts KW - Environmental protection KW - Fuel conservation UR - https://trid.trb.org/view/1264143 ER - TY - ABST AN - 01490034 TI - Crash Warning Interface Metrics (CWIM) AB - The goal of this project is to gain the capability to understand, compare, and predict safety implications of Advanced Crash Warning Systems (ACWS). KW - Alternatives analysis KW - Crash avoidance systems KW - Highway safety KW - Interfaces KW - Metrics (Quantitative assessment) KW - Warning systems UR - http://www.nhtsa.gov/DOT/NHTSA/Traffic%20Injury%20Control/Research%20In%20Progress/files/CrashWarningInterfaceMetrics(CWIM).pdf UR - https://trid.trb.org/view/1259581 ER - TY - ABST AN - 01490033 TI - Distraction Detection and Mitigation through Driver Feedback AB - The objective of this project is to determine procedures to compare methods of driver distraction detection and mitigation techniques. KW - Alternatives analysis KW - Detection and identification KW - Distraction KW - Driver feedback KW - Traffic mitigation UR - http://www.nhtsa.gov/DOT/NHTSA/Traffic%20Injury%20Control/Research%20In%20Progress/files/DistractionDetectionMitigationThroughDriverFeedback.pdf UR - https://trid.trb.org/view/1259580 ER - TY - RPRT AN - 01135310 AU - Fell, James C AU - Pacific Institute for Research and Evaluation AU - National Highway Traffic Safety Administration TI - Examination of the Criticisms of the Minimum Legal Drinking Age 21 Laws in the United States from a Traffic-Safety Perspective PY - 2008/10 SP - 13p AB - Perhaps no alcohol safety measure has attracted more research and public attention or shown more consistent evidence of effectiveness than the minimum legal drinking age (MLDA) 21 law in the United States. MLDA laws were established in the States after the repeal of Prohibition in 1933 (21st Amendment to the U.S. Constitution). Many States set the MLDA at 21 during that time. When the voting age was lowered from 21 to 18 in 1971 (26th Amendment to the U.S. Constitution), many States lowered their drinking age to 18 or 19. Studies in the 1970s and 1980s showed significant increases in alcohol-related crashes involving youth aged 18-20 in States that lowered their drinking age. Consequently, the U.S. Congress passed the National Minimum Drinking Age Act and President Reagan signed the bill into law in 1984. Since 1988, the MLDA has been 21 in all 50 States and the District of Columbia (DC). Between 1982 and 1998, the population-adjusted involvement rate of drinking drivers aged 20 and younger in fatal crashes decreased 59 percent. MLDA-21 laws have been shown to be associated with this decline. The National Highway Traffic Safety Administration (NHTSA) has estimated that MLDA laws save approximately 900 lives a year in traffic fatalities alone. Section I of this report presents cases that have been made for lowering the drinking age and examines these arguments. Much of the information contained in this section was adapted from two prior publications with similar arguments and augmented with new and updated information. Section II provides detailed information and supporting data on the benefits of MLDA 21 and the extent of teen motor vehicle risks. KW - Alcohol use KW - Fatalities KW - Highway safety KW - Laws and legislation KW - Legal drinking age KW - Policy, legislation and regulation KW - Traffic crashes KW - United States UR - http://www.madd.org/underage-drinking/why21/Examination_of_MLDA_Laws_NHTSA_Pub_11_6_08.pdf UR - https://trid.trb.org/view/894429 ER - TY - RPRT AN - 01134937 AU - National Highway Traffic Safety Administration TI - Corporate average fuel economy standards, passenger cars and light trucks, model years 2011-2015 : environmental impact statement PY - 2008/10//Volumes held: Draft, Final KW - Environmental impact statements UR - https://trid.trb.org/view/895687 ER - TY - RPRT AN - 01122959 AU - Eby, David W AU - Molnar, Lisa J AU - Kartje, Paula AU - St Louis, Renee M AU - Parow, Julie E AU - Vivoda, Jonathon M AU - Neumeyer, Amy L AU - University of Michigan Transportation Research Institute AU - National Highway Traffic Safety Administration TI - Older Driver Self-Screening Based on Health Concerns. Volume II: Appendices PY - 2008/10//Final Report SP - 84p AB - The objective of this project was to create a valid and effective self-screening instrument that provided individualized information for older adult drivers. The project intended to improve upon existing self-screening instruments by focusing on health concerns rather than the medical condition or medications that produced the concern, allowing for a much more comprehensive self-screening than has been possible previously. By linking the severity of health concerns to their effect on critical driving skills, the instrument provides five types of individualized feedback: general awareness; self awareness; individualized recommendations for behavioral changes; individualized recommendations for further evaluation; and individualized recommendations for vehicle modifications. Development involved a literature review, expert panel, focus groups, workbook logic, and programming the instrument. The evaluation portion of the study involved administering a questionnaire to 68 older adult participants after they had completed the self-screening instrument. The validation portion of the activity involved statistically comparing participants’ results from the self-screening instrument to results from an on-road driving assessment and a series of clinical tests to evaluate cognitive, visual, and psychomotor abilities. Both the clinical evaluation and on-road driving assessment were administered through a driving assessment program operated by the University of Michigan. The results showed that more than three-fourths of subjects indicated that the workbook made them more aware of how changes can affect driving and more than 90% thought the workbook information was useful as a reminder. More than one-third of subjects discovered a change in themselves for which they were previously unaware. Large percentages of subjects indicated plans to engage in behaviors to maintain safe transportation with 42% planning to change how they drive; 33% planning to take a driving refresher course; and 53% planning to talk with a doctor. More than three-fourths would use it again in the future; more than 90% would recommend it to older family members and friends; and 94% thought the workbook would serve as a useful way to discuss driving concerns with family members. Overall, subjects’ scores on the workbook were significantly correlated with the clinical evaluation scores and on-road driving performance scores. In conclusion, the "SAFER Driving: Enhanced Driving Decisions Workbook" is a useful, valid, and effective self-screening instrument for older adult drivers. The tool is free and in the public domain at: http://www.um-saferdriving.org. KW - Aged drivers KW - Awareness KW - Behavior KW - Behavior modification KW - Cognition KW - Diseases and medical conditions KW - Driving KW - Health KW - Highway safety KW - Motor skills KW - Psychomotor ability KW - Self evaluation KW - Vision KW - Visual perception KW - Workbooks UR - http://ntl.bts.gov/lib/30000/30500/30530/811047.pdf UR - https://trid.trb.org/view/884394 ER - TY - RPRT AN - 01122954 AU - Eby, David W AU - Molnar, Lisa J AU - Kartje, Paula AU - St Louis, Renee M AU - Parow, Julie E AU - Vivoda, Jonathon M AU - Neumeyer, Amy L AU - University of Michigan Transportation Research Institute AU - National Highway Traffic Safety Administration TI - Older Driver Self-Screening Based on Health Concerns. Volume I: Technical Report PY - 2008/10//Final Report SP - 32p AB - The objective of this project was to create a valid and effective Web-based self-screening instrument to provide older drivers with individualized information to help them make better decisions about driving. The project was intended to improve upon existing self-screening instruments by focusing on health concerns – that is, the symptoms people experience due to medical conditions, medications used to treat them, and the general aging process – rather than the medical conditions or medications themselves. This approach allows for a much more comprehensive self-screening than has been possible previously. By linking the severity of health concerns to their effects on critical driving skills, the instrument provides five types of individualized feedback including general awareness, self-awareness, and recommendations for behavioral changes, further evaluation, and vehicle modifications. Development of the self-screening instrument was based on an extensive review of the literature and conduct of an expert panel and focus groups. The evaluation portion of the study involved obtaining feedback from 68 older adult participants about the usefulness of the self-screening instrument and their intentions to make changes as a result of completing it. The validation portion of the activity involved statistically comparing participants’ results from the self-screening instrument to results from an on-road driving assessment and a series of clinical tests to evaluate cognitive, visual, and psychomotor abilities. Both the clinical evaluation and on-road driving assessment were administered through a driving assessment program operated by the University of Michigan and managed by an occupational therapist. More than three-fourths of subjects indicated that the self-screening instrument made them more aware of how declines in driving-related abilities can affect driving and more than 90% thought the information provided by the instrument served as a useful reminder of things they already knew. More than one-third of subjects discovered a change in themselves of which they were previously unaware. Large percentages of subjects reported plans to engage in behaviors to maintain safe driving with 42% planning to change how they drive; 33% planning to take a driving refresher course; and 53% planning to talk with a doctor. More than three-fourths reported they would use the instrument again in the future; more than 90% would recommend it to older family members and friends; and 94% thought it would serve as a useful way to discuss driving concerns with family members. Overall, subjects’ scores on the self-screening instrument were significantly correlated with the clinical evaluation scores and on-road driving performance scores. In conclusion, the "SAFER Driving: Enhanced Driving Decisions Workbook" appears to be a useful and valid self-screening instrument for older adult drivers. The tool is free and in the public domain at http://um-saferdriver.org. KW - Aged drivers KW - Awareness KW - Behavior KW - Behavior modification KW - Cognition KW - Diseases and medical conditions KW - Driving KW - Health KW - Highway safety KW - Motor skills KW - Psychomotor ability KW - Self evaluation KW - Vision KW - Visual perception KW - Workbooks UR - http://ntl.bts.gov/lib/30000/30500/30584/811046a.pdf UR - https://trid.trb.org/view/884393 ER - TY - ABST AN - 01465169 TI - Evaluating the 2009 and 2010 Click It or Ticket High-Visibility Enforcement Mobilizations AB - This project will evaluate the National Highway Traffic Safety Administration's (NHTSA's) 2009 and 2010 Click It or Ticket high visibility seat belt enforcement campaigns held around the Memorial Day holiday each year. Click It or Ticket is NHTSA's national mobilization that has been shown to raise seat belt use rates in a very short period of time. Click It or Ticket is supported by targeted paid media that carries a strong enforcement message, "wear or your seat or you will get a ticket". Pre and post mobilization measures include observational safety belt surveys, public awareness surveys, and national telephone surveys. Other measures include paid and earned media analyses, program activity information, and law enforcement citation activity. KW - Awareness KW - Click It or Ticket KW - Highway safety KW - Mobilization KW - Seat belt use laws KW - Seat belts KW - Traffic law enforcement UR - https://trid.trb.org/view/1233402 ER - TY - ABST AN - 01490699 TI - Motivations for Speeding AB - The purpose of this research is to: (1) identify the reasons why drivers speed, (2) model the relative roles of situational, demographic, and personality factors in predicting travel speeds, classify speeders, and (3) identify interventions / countermeasures and strategies for reducing speeding behaviors. The study will look at both urban (Seattle) and rural (Texas) drivers and compare across gender and age group. Driver behavior will be recorded through devices installed in participant vehicles and driver trip logs. Psychological measures for drivers will also be collected. Data analysis will compare age, gender, & urban/rural across psychological factors and driving (speeding) behavior. Results will be used to estimate the relative roles of situational, demographic, and personality factors in speed choices (variance accounted for) in order to determine which of the three promises the highest return when designing focused countermeasures. KW - Behavior KW - Countermeasures KW - Data collection KW - Demographics KW - Drivers KW - Seattle (Washington) KW - Speeding KW - Texas UR - https://trid.trb.org/view/1260409 ER - TY - ABST AN - 01490698 TI - National Survey of Speeding Attitudes and Behaviors - 2011 AB - Traffic crashes are complex; often, they have multiple contributing factors, in which speeding is one of the primary factors leading to a crash. Over thirty percent of all fatal crashes are estimated to be speeding-related crashes, defined as racing, exceeding the speed limit, or driving too fast for conditions. Speeding-related crashes resulted in 13,040 lives lost in 2007 and an estimated cost of $40.4 billion in 2000. In order to plan and evaluate programs intended to reduce speeding-related crashes, NHTSA periodically conducts telephone surveys to update its knowledge and understanding of the public's attitudes and behaviors with respect to speeding issues. The National Highway Traffic Safety Administration (NHTSA) has conducted two previous administrations of the National Survey of Speeding Attitudes and Behavior - once in 1997 and again in 2002. In the 2011 survey, NHTSA intends to examine the extent to which drivers speed, who the speeders are, when and why drivers speed, and what countermeasures are most acceptable and effective in reducing speeding. Furthermore, NHTSA plans to assess whether or not self-reported behaviors, attitudes, and perceptions regarding speeding and associated countermeasure strategies have changed over time. The survey will be administered to a nationally representative sample of at least 6,000 drivers, age 16 and older, residing in the United States. A dual frame sampling method will be used -- traditional landline sample and cell phone only sample. KW - Behavior KW - Crash causes KW - Drivers KW - Fatalities KW - Speeding KW - Telephone surveys KW - Traffic crashes UR - https://trid.trb.org/view/1260408 ER - TY - ABST AN - 01490697 TI - Speed-related Crash Typology AB - Over thirty percent of all fatal crashes are estimated to be speeding-related crashes, defined as racing, exceeding the speed limit, or driving too fast for conditions. In order to better understand the speeding issue, the goal of this study is to create a speed-related crash taxonomy, similar to the crash types developed for pedestrian and bicycle crashes. This effort will assist in targeting speed-related crash reduction countermeasures and development of new countermeasure strategies. KW - Countermeasures KW - Crash causes KW - Crash data KW - Crash reduction factors KW - Fatalities KW - Speeding KW - Traffic crashes UR - https://trid.trb.org/view/1260407 ER - TY - ABST AN - 01490694 TI - Compressed Hydrogen Container Fueling Options for Crash Testing AB - The objective of this research project is to determine the most appropriate fueling conditions for conducting hydrogen vehicle fuel system integrity crash tests. KW - Fueling stations KW - Hydrogen fuels KW - Impact tests KW - Liquefied gases UR - http://www.nhtsa.gov/DOT/NHTSA/Traffic%20Injury%20Control/Research%20In%20Progress/files/CompressedHydrogenContainerFuelingOptionsCrashTesting.pdf UR - https://trid.trb.org/view/1260404 ER - TY - ABST AN - 01490693 TI - Cumulative Fuel System Life Cycle and Durability Testing AB - The objective of this research project is to generate simulated lifetime performance data to assess fuel system vulnerability to environmental conditions. KW - Data collection KW - Durability KW - Environmental impacts KW - Fuel systems KW - Life cycle analysis KW - Simulation UR - http://www.nhtsa.gov/DOT/NHTSA/Traffic%20Injury%20Control/Research%20In%20Progress/files/CumulativeFuelSystemLifeCycleandDurabilityTesting.pdf UR - https://trid.trb.org/view/1260403 ER - TY - ABST AN - 01490692 TI - Hydrogen Fuel Container Exposure to Localized Fire AB - The objective of this research project is to conduct localized flame impingement testing and mitigation technologies. KW - Exposure (Human) KW - Fire KW - Hydrogen fuels KW - Testing UR - http://www.nhtsa.gov/DOT/NHTSA/Traffic%20Injury%20Control/Research%20In%20Progress/files/HydrogenFuelContainerExposureLocalizedFire1.pdf UR - https://trid.trb.org/view/1260402 ER - TY - ABST AN - 01490667 TI - Analysis of Published Hydrogen Vehicle Safety Research AB - The objective of this project is to avoid redundancy in developing workplan for hydrogen fuel cell vehicle (HFCV) safety research by distilling relevant research from outside the Agency. KW - Alternate fuels KW - Fuel cell vehicles KW - Hydrogen fuels KW - Redundancy KW - Vehicle safety UR - http://www.nhtsa.gov/DOT/NHTSA/Traffic%20Injury%20Control/Research%20In%20Progress/files/AnalysisPublishedHydrogenVehicleSafetyResearch.pdf UR - https://trid.trb.org/view/1260377 ER - TY - ABST AN - 01490666 TI - Hydrogen Fuel Cell Vehicle (HFCV) Electrical Isolation Test AB - The objective of this project is to develop an electrical isolation test procedure for hydrogen fuel cell vehicles. KW - Alternate fuels KW - Electrical isolation KW - Fuel cell vehicles KW - Hydrogen fueled vehicles KW - Hydrogen fuels KW - Test procedures UR - http://www.nhtsa.gov/DOT/NHTSA/Traffic%20Injury%20Control/Research%20In%20Progress/files/HydogenFuelCellVehicle(HFCV)ElectricalIsolationTest.pdf UR - https://trid.trb.org/view/1260376 ER - TY - ABST AN - 01490530 TI - Material Properties and Tolerance Criteria for Brain Tissue AB - The objective of this research project is to measure material properties of brain anatomical structures and find strain and strain rate based functional tolerance criteria. KW - Brain KW - Human head tissue KW - Material properties KW - Strain rate KW - Tolerance (Physiology) UR - http://www.nhtsa.gov/DOT/NHTSA/Traffic%20Injury%20Control/Research%20In%20Progress/files/MaterialPropertiesToleranceCriteriaBrainTissue.pdf UR - https://trid.trb.org/view/1260015 ER - TY - ABST AN - 01490043 TI - Human Factors Engineering Integration AB - The objective of this research project is the development of a qualified pool of contractors capable of performing human factors related research on short notice. To date, one contract, Human Factors Requirements for Effective Fuel Economy Displays, has been awarded. KW - Contractors KW - Human factors engineering KW - Integration KW - Qualifications KW - Research UR - http://www.nhtsa.gov/DOT/NHTSA/Traffic%20Injury%20Control/Research%20In%20Progress/files/HumanFactorsEngineeringIntegration.pdf UR - https://trid.trb.org/view/1259590 ER - TY - ABST AN - 01490025 TI - Requirements for Effective Fuel Economy Displays for Improving Fuel Economy and Safety AB - The objective of this project is to develop methods to evaluate fuel economy displays for safety and fuel economy, and provide design recommendations. KW - Energy conversion KW - Evaluation and assessment KW - Fuel conservation KW - Fuel economy KW - Vehicle design UR - http://www.nhtsa.gov/DOT/NHTSA/Traffic%20Injury%20Control/Research%20In%20Progress/files/RequirementsEffectiveFuelEconomyDisplaysImprovingFuelEconomySafety.pdf UR - https://trid.trb.org/view/1259572 ER - TY - ABST AN - 01465130 TI - Technical Support & Maintenance & Enhancement of CIREN Database AB - Provide technical support and maintenance for the Crash Injury Research and Engineering Network (CIREN) database. 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 - http://www.nhtsa.gov/DOT/NHTSA/Traffic%20Injury%20Control/Research%20In%20Progress/files/TechnicalSupportMaintenanceEnhancementCIRENDatabase.pdf UR - https://trid.trb.org/view/1233363 ER - TY - RPRT AN - 01582864 AU - Mazzae, Elizabeth N AU - Barickman, Frank AU - Baldwin, G H Scott AU - Ranney, Thomas AU - National Highway Traffic Safety Administration AU - National Highway Traffic Safety Administration TI - On-Road Study of Drivers’ Use of Rearview Video Systems (ORSDURVS) PY - 2008/09//Final Report SP - 140p AB - Driver’s use of rearview video (RV) systems was observed during staged and naturalistic backing maneuvers to determine whether drivers look at the RV display during backing and whether use of the system affects backing behavior. The 37 test participants aged 25 to 60 years were comprised of 12 drivers of RV equipped vehicles, 13 drivers of vehicles equipped with an RV system and a rear parking sensor system (RPS), and 12 drivers of vehicles having no backing aid. All participants had driven and owned a 2007 Honda Odyssey minivan as their primary vehicle for at least 6 months. Participants were told that the purpose of the study was to assess how drivers learn to use the features and functions of a new vehicle. Participants visited the sponsor’s research lab to have unobtrusive video and other data recording equipment installed in their personal vehicles and take a brief test drive. Participants then drove their vehicles for a period of 4 weeks in their normal daily activities while backing maneuvers were recorded. At the end of the 4 weeks, participants returned to the research lab to have the recording equipment removed. Participants took a 2nd test drive, identical to the first, except that when backing out of the garage bay at the end of the drive, an unexpected obstacle appeared behind the vehicle. Drivers with RV made 13 to 14 percent of glances to the RV video screen during initial phases of backing in the staged maneuvers, independent of system presence, drivers spent over 25 percent of backing time looking over their right shoulder in the staged backing maneuvers. Only participants with an RV system who looked at the RV display more than once during the maneuver avoided a crash. Results showed that RV system presence was associated with a statistically significant 28 percent reduction in crashes compared with the unexpected obstacle participants without a system. All 12 participants in the “no system” condition crashed. More participants in the ‘RV & RPS’ condition crashed (85 percent) than did in the RV condition (58 percent). Substantial benefits of the presence of an RPS system were not seen in the staged obstacle event. Only 5 of 13 participants in the “RV & RPS’ condition received RPS warning indicating the presence of a rear obstacle. Of those 5 participants, 4 crashed. In naturalistic backing maneuvers, the 37 participants made 6145 backing maneuvers. None of the 6145 naturalistic backing events resulted in a significant collision. There were several minor collisions during routine backing with, for example, trash cans and other vehicles. Approximately 61 percent of backing events involved no concurrent driver activity. In real-world backing situations, drivers with RV systems spent 8 to 12 percent of the backing time looking at the RV display. On average, drivers made less than one glance to the console or RV display location when no video display was present, versus 2.17 glances when only the RV system was present and 1.65 glances with RV plus RPS. Overall, drivers looked at least once at the RV display on approximately 65 percent of backing events and looked more than once at RV on approximately 40 percent of backing events. Overall, results of this study revealed that drivers look at rearview video displays during backing maneuvers at least some of the time. Approximately 14 percent of glances in baseline and obstacle events and 10 percent of glances in naturalistic backing maneuvers went to the RV display. In addition, there was no evidence to support the hypothesis that driver’s backing behavior (i.e. speed and acceleration) was influenced by the presence of absence of an RV system in either the staged obstacle event or the naturalistic backing maneuvers. Drivers’ average backing speed in naturalistic backing maneuvers was 2.26 miles per hour. KW - Automatic data collection systems KW - Backing (Driving) KW - Glance behavior KW - Glance time KW - Parking guidance systems KW - Rearview video systems KW - Staged testing UR - http://www.nhtsa.gov/DOT/NHTSA/NRD/Multimedia/PDFs/Human Factors/Visibility and Lighting/Visibility/811024.pdf UR - https://trid.trb.org/view/1376532 ER - TY - RPRT AN - 01582863 AU - Mazzae, Elizabeth N AU - Garrott, W Riley AU - National Highway Traffic Safety Administration AU - National Highway Traffic Safety Administration TI - Light Vehicle Rear Visibility Assessment PY - 2008/09//Final Report SP - 144p AB - This report describes a study in which the rear visibility characteristics of a set of 44 vehicles were measured. The visibility of a visual target consisting of a 29.4-inch-tall traffic cone (i.e., approximately the height of a 1-year-old child) was determined over a 6300-square-foot area stretching 35 feet to either side of the vehicle’s centerline and 90 feet back from the vehicle’s rear bumper. Rear visibility was measured for both a 50th percentile male driver (69.1 inches tall) and a 5th percentile female driver (59.8 inches tall). The areas over which the visual target was visually discernible using direct glances and indirect glances (i.e., using mirrors) was determined. Direct view (i.e., using glances out windows, not using mirrors) rear sight distances values taken in 1-foot increments across the back of vehicles were measured. The average of the eight distance values across the rear of the vehicle was then calculated. Direct-view rear sight distances were found to be shortest for small pickup trucks, compact SUVs, and compact passenger cars. Average rear sight distances were longest for a full-size van (45 feet), mid-size (44 feet) and large SUVs (≥ 34 feet), and large pickup trucks (35 feet). Rear, direct view blind zone areas for the vehicles measured were found to be smallest for small pickup trucks, compact passenger cars, and mid-size passenger cars. Direct view rear blind zone areas were largest for full-size vans, large and mid-size SUVs, large pickup trucks. Average blind zone sizes by vehicle types ranged from 100 square feet (small pickup trucks) to 1440 square feet (large SUVs). KW - Blind spots KW - Compact automobiles KW - Measurement KW - Midsize automobiles KW - Pickup trucks KW - Sport utility vehicles KW - Vans KW - Vehicle rear end KW - Visibility UR - http://www.nhtsa.gov/DOT/NHTSA/NRD/Multimedia/PDFs/Human Factors/Visibility and Lighting/Visibility/810909.pdf UR - https://trid.trb.org/view/1376531 ER - TY - RPRT AN - 01149547 AU - Reed, Matthew P AU - Ebert-Hamilton, Sheila M AU - Klinich, Kathleen D AU - Manary, Miriam A AU - Rupp, Jonathan D AU - University of Michigan Transportation Research Institute AU - National Highway Traffic Safety Administration TI - Assessing Child Belt Fit, Volume I: Effects of Vehicle Seat and Belt Geometry on Belt Fit for Children with and without Belt Positioning Booster Seats PY - 2008/09 SP - 85p AB - A laboratory study was conducted to quantify the effects of belt-positioning boosters on lap and shoulder belt fit. Postures and belt fit were measured for forty-four boys and girls ages 5 to 12 in four highback boosters, one backless booster, and on a vehicle seat without a booster. Belt anchorage locations were varied over a wide range. Seat cushion angle, seat back angle, and seat cushion length were varied in the no-booster conditions. All boosters produced better mean lap belt fit than was observed in the no-booster condition, but the differences among boosters were relatively large. With one midrange belt configuration, the lap belt was not fully below the anterior-superior iliac spine (ASIS) landmark on the front of the pelvis for 89% of children in one booster, and 75% of children failed to achieve that level of belt fit in another. In contrast, the lap belt was fully below the ASIS for all but two children in the best-performing booster. Child body size had a statistically significant but relatively small effect on lap belt fit. The largest children sitting without a booster had approximately the same lap belt fit as the smallest children experienced in the worst-performing booster. Increasing lap belt angle relative to horizontal produced significantly better lap belt fit in the no-booster condition, but the boosters isolated the children from the effects of lap belt angles. Reducing seat cushion length in the no-booster condition improved lap belt fit but changing cushion angle did not. Belt upper anchorage (D-ring) location had a strong effect on shoulder belt fit in conditions without shoulder belt routing from the booster. Unexpectedly, the worst average shoulder belt fit was observed in one highback booster with a poorly positioned shoulder belt routing clip. The shoulder belt was routed more outboard, on average, with a backless booster than without a booster, but raising the child also amplified the effect of D-ring location, such that children were more likely to experience poor shoulder belt fit due to outboard and forward D-ring locations when sitting on the booster. Taller children experienced more-outboard shoulder belt fit in conditions without shoulder belt routing by the booster and in the one booster with poor shoulder belt routing. Adjustable shoulder belt routing on three of the highback boosters effectively eliminated stature effects, providing approximately the same shoulder belt fit for all children. Seat back angle did not have a significant effect on shoulder belt fit. The belt fit was measured in each test condition using the 6YO and 10YO Hybrid-III ATDs. ATD belt fit was strongly correlated with child belt fit across test conditions, but offsets between the ATD and child belt fit scores were observed due to anatomical and postural differences between the ATDs and children. The results of this study have broad applicability toward the improvement of occupant restraints for children. The data show substantial effects of booster design on belt fit, particularly the effects of alternative lap and torso belt routing approaches. Regression analyses quantify the critical importance of belt anchorage location for child belt fit, providing an important foundation for efforts to optimize belt geometry for children. The strong correlation between ATD and child belt fit scores means that ATD-based measurements can reliably be used to assess booster and vehicle designs with respect to child belt fit. KW - Belt positioning booster seats KW - Booster seats KW - Children KW - Dummies KW - Highway safety KW - Impact tests KW - Seat belt fit KW - Seat belts KW - Vehicle safety UR - http://deepblue.lib.umich.edu/bitstream/2027.42/64459/1/102442.pdf UR - https://trid.trb.org/view/908754 ER - TY - RPRT AN - 01149500 AU - Klinich, Kathleen D AU - Reed, Matthew P AU - Ritchie, Nicole L AU - Manary, Miriam A AU - Schneider, Lawrence W AU - Rupp, Jonathan D AU - University of Michigan Transportation Research Institute AU - National Highway Traffic Safety Administration TI - Assessing Child Belt Fit, Volume II: Effect of Restraint Configuration, Booster Seat Designs, Seating Procedure, and Belt Fit on the Dynamic Response of the Hybrid III 10YO ATD in Sled Tests PY - 2008/09 SP - 52p AB - A total of 49 dynamic sled tests were performed with the Hybrid III 10YO to examine issues relating to child belt fit. The goals of these tests were to evaluate ATD response to realistic belt geometries and belt fit, develop methods for accurate, repeatable evaluation of restraint conditions for older children, identify dependent measures that differentiate between good and poor restraint performance, and relate ATD performance to static belt fit with children. The first series of tests examined the effects of lap belt tension, belt configuration, and seating procedure on dynamic responses of the ATD. The second series of tests examined how different designs of booster seat lap belt guides and shoulder belt guides affect performance. In addition, the ATD’s response to different shoulder belt and lap belt geometries was evaluated. With regard to test procedures, use of a lap/shoulder belt with a sliding latchplate produced similar results to using a lap/shoulder belt with fixed anchorages. Use of a production retractor reduced shoulder belt load, as well as head, neck, and chest measures. Reducing lap belt tension to a more realistic 2 lb (rather than 15 lb) did not have a pronounced effect on ATD kinematics with two different booster seats. The UMTRI seating procedure, which produces ATD postures closer to those measured in real children, also prevents the lap belt from being trapped in the gap between the pelvis and the thigh. Use of the UMTRI seating procedure produces more reclined initial postures and more pronounced chin-to-chest contact. A well-designed booster lap belt guide can maintain good belt position dynamically, even with poor lap belt geometry. Shoulder belt guide designs affect ATD kinematics. However, preventing the shoulder belt from coming out of the shoulder belt guide does not necessarily produce better restraint performance, because the belt can still come off of the ATD shoulder during the event, and stiffening booster seats does not necessarily produce better routing of the shoulder belt dynamically. Shoulder belt scores less than 70 mm produce good torso kinematics with the 10YO ATD, but use of HIC as an injury criterion tends to discourage booster seat designs that produce good belt fit on the 10YO ATD. Lap belt angle affects torso kinematics, with shallower lap belt angles leading to submarining and more vertical lap belt angles leading to rollout. Wider spacing of lap belt anchorages leads to submarining, while narrowing spacing leads to rollout. Both upper and lower belt anchorage locations have a strong effect on ATD kinematics. Although good booster designs can mitigate the consequences of poor vehicle lap belt geometry, boosters cannot always overcome poor shoulder belt geometry to keep the belt on the ATD shoulder dynamically, even when they are able to create good static belt fit. This finding suggests that more attention should be focused on the effects of the wide variability in vehicle upper anchorage locations on belt restraint performance for children. Also, because HIC scores are decreased when the torso belt fit is degraded, use of HIC as an injury criterion for booster testing may lead to worse rather than better booster designs. KW - Booster seats KW - Children KW - Design KW - Dummies KW - Highway safety KW - Occupant kinetics KW - Occupant protection devices KW - Restraint systems KW - Seat belt fit KW - Seat belts KW - Sled tests KW - Vehicle safety UR - http://deepblue.lib.umich.edu/bitstream/2027.42/64460/1/102443.pdf UR - https://trid.trb.org/view/910205 ER - TY - RPRT AN - 01141005 AU - Solomon, Mark G AU - Hedlund, James H AU - Haire, Emily R AU - Chaffe, Robert H B AU - Cosgrove, Linda A AU - Preusser Research Group, Incorporated AU - National Highway Traffic Safety Administration TI - The 2006 National Labor Day Impaired Driving Enforcement Crackdown: Drunk Driving. Over the Limit. Under Arrest PY - 2008/09//Final Report SP - 120p AB - The National Highway Traffic Safety Administration’s 2006 Drunk Driving. Over the Limit. Under Arrest. Labor Day holiday campaign had three main components: (1) DWI enforcement, (2) public awareness efforts, and (3) evaluation. The 2006 program used approximately $10 million in Congressionally funded television and radio advertisements. The message was that police would arrest drivers if they were caught driving drunk. Thirty States reported spending $8 million locally on similar messages. Eighteen nights of enforcement focused on apprehending intoxicated drivers. Forty-eight States reported over 40,000 DWI arrests. National random sample telephone surveys conducted prior to and just after the campaign found that the media effort increased awareness of the enforcement crackdown and a small increase in the perceived likelihood of being stopped for drinking and driving, but indicated no self-reported changes in drinking driving behavior. The number of alcohol-related fatalities were essentially unchanged from the year before; drivers with positive blood alcohol concentrations (.08+ grams per deciliter) who were male, age 18 to 34, decreased in number from 2005 to 2006 (4,996 versus 4,872). Case studies document recent efforts in 8 States, demonstrating that States can achieve significant reduction in alcohol-related crashes when they engage in sustained high-visibility enforcement (Colorado, Connecticut, Georgia, Minnesota, Nevada, New Jersey, Tennessee, and West Virginia). Several of these States accomplished sizable decreases in alcohol-related deaths due to their programs. For example, Colorado had a 28% reduction in drivers over the .08 BAC limit during the five-year period from 2001 and West Virginia had an 18% decrease in alcohol-related fatalities 2002 through 2005. KW - Blood alcohol levels KW - Countermeasures KW - Drunk drivers KW - Highway safety KW - Impaired drivers KW - Public information programs KW - Safety campaigns KW - Traffic law enforcement UR - http://ntl.bts.gov/lib/30000/30400/30461/811039.pdf UR - https://trid.trb.org/view/901218 ER - TY - RPRT AN - 01135504 AU - Hanowski, Richard J AU - Blanco, Myra AU - Nakata, Akiko AU - Hickman, Jeffrey S AU - Schaudt, W A AU - Virginia Polytechnic Institute and State University, Blacksburg AU - National Highway Traffic Safety Administration TI - Drowsy Driver Warning System Field Operations Test: Data Collection Methods PY - 2008/09 SP - 293p AB - A Drowsy Driver Warning System (DDWS) detects physiological and/or performance indications of driver drowsiness and provides feedback to drivers regarding their state. The primary function of a DDWS is to provide information that will alert drivers to their drowsy state and motivate them to seek rest or take other corrective steps to increase alertness. The system tested in this study was the Driver Fatigue Monitor (DFM) developed by Attention Technologies, Incorporated which estimates PERCLOS (percent eye closure). The primary goal of this field operational test (FOT) was to determine the safety benefits and operational capabilities, limitations, and characteristics of the DFM. The FOT was conducted in a naturalistic driving environment and data were collected from actual truck drivers driving commercial trucks. During the course of the study, 46 trucks were instrumented with a Data Acquisition System (DAS). Over 100 data variables such as the PERCLOS output from the DFM and driving performance data (e.g., lane position, speed, and longitudinal acceleration) were collected. Other collected measures included video, actigraphy, and questionnaires. KW - Data collection KW - Drivers KW - Drowsiness KW - Fatigue (Physiological condition) KW - Human factors in crashes KW - Motor vehicle operations KW - Stress (Psychology) KW - Traffic safety KW - Truck drivers KW - Warning systems UR - https://trid.trb.org/view/892844 ER - TY - RPRT AN - 01135321 AU - McKnight, A Scott AU - Watson, D E AU - Voas, Robert B AU - Fell, James C AU - Pacific Institute for Research and Evaluation AU - National Highway Traffic Safety Administration TI - Update of Vehicle Sanction Laws and Their Application: Volume 2. Vehicle Sanctions Status by State PY - 2008/09 SP - 96p AB - Because of the substantial number of driving while intoxicated (DWI) offenders driving illegally with suspended licenses and the limited enforcement resources available to deal with the problem, many States and the Federal government have begun to enact legislation directed at the vehicles owned by offenders to limit their illicit driving. Such policies fall into three broad categories: (1) programs that require special plates on the vehicles of DWI offenders and/or confiscating the vehicle plates and vehicle registration; (2) devices installed in the vehicle that prevent its operation if the driver has been drinking (alcohol ignition interlock); and (3) programs that impound, immobilize, confiscate, or forfeit the vehicles. This study updates as of the end of 2004 a 1992 NHTSA study of vehicle sanctions. The 1992 study reported that 32 States had laws providing for various vehicle sanctions; however, in most of these States these sanctions were rarely used. This current study updates that effort with a contemporary overview of vehicle sanction laws and their application as of December 2004. KW - Confiscation KW - Driver licenses KW - Drunk drivers KW - Highway safety KW - Immobilization (Vehicles) KW - Problem drivers KW - State laws KW - Suspensions KW - Traffic law enforcement UR - http://www.nhtsa.dot.gov/staticfiles/DOT/NHTSA/Traffic%20Injury%20Control/Articles/Associated%20Files/811028b.pdf UR - https://trid.trb.org/view/892213 ER - TY - RPRT AN - 01135158 AU - National Highway Traffic Safety Administration TI - Motor Vehicle Traffic Crash Fatality Counts and Estimates of People Injured for 2007 PY - 2008/09 SP - 129p AB - This report compares fatality counts and estimates of people injured resulting from motor vehicle traffic crashes occurring in 2007, with counts and estimates from final 2006 files. As usual, the final numbers reported are updated from the previously released annual file data; the 2006 final file shows an increase of 66 more fatalities. Counts and estimates are based on Fatality Analysis Reporting System and NASS General Estimates System files, as indicated in the sources listed on page 4. The fatality counts for 2007 will be finalized next year. Data from 2006 and prior years are final and will not be updated again. KW - Crash injuries KW - Crash rates KW - Crash reports KW - Crash severity KW - Fatalities KW - Property damage KW - Statistical analysis KW - Tables (Data) KW - Traffic crashes KW - Traffic safety UR - http://www-nrd.nhtsa.dot.gov/Pubs/811034.pdf UR - http://ntl.bts.gov/lib/35000/35300/35397/2007Stats.pdf UR - https://trid.trb.org/view/894546 ER - TY - RPRT AN - 01134849 AU - Chaudhary, Neil K AU - Tison, Julie AU - Preusser Research Group, Incorporated AU - National Highway Traffic Safety Administration TI - Estimated Medical Cost Savings in Rhode Island by Implementation of a Primary Seat Belt Law PY - 2008/09 SP - 12p AB - This report examines 2006 hospital discharge data reporting cases where the external cause of injury to a vehicle occupant was a motor vehicle crash to predict the estimated savings to Rhode Island if a primary seat belt law is implemented. The savings are calculated using costs based on the report "Economic Impact of Motor Vehicle Crashes" (DOT HS 809 446). In Rhode Island, there is an expectation of a primary law reducing the burden of insurance companies by about $1.9 million from crashes occurring in a single year alone. The people of Rhode Island would benefit by a reduction of more than $397,000 while the Federal Government would reduce its costs by about $278,000 before reimbursing Rhode Island for a portion of Medicaid expenditures. Rhode Island would also reduce its spending by $553,000 ($374,000 after reimbursement). KW - Costs KW - Crash injuries KW - Economic impacts KW - Injury costs KW - Medical costs KW - Primary enforcement laws KW - Primary seat belt laws KW - Rhode Island KW - Seat belts UR - http://ntl.bts.gov/lib/30000/30400/30462/811041.pdf UR - https://trid.trb.org/view/894608 ER - TY - RPRT AN - 01134847 AU - Chaudhary, Neil K AU - Tison, Julie AU - Preusser Research Group, Incorporated AU - National Highway Traffic Safety Administration TI - Estimated Medical Cost Savings in Vermont by Implementation of a Primary Seat Belt Law PY - 2008/09 SP - 11p AB - This report examines 2005 hospital discharge data reporting cases where the external cause of injury to a vehicle occupant was a motor vehicle crash to predict the estimated savings to the State of Vermont if a primary seat belt law is implemented. The savings are calculated using costs based on the report "Economic Impact of Motor Vehicle Crashes" (DOT HS 809 446). In Vermont, there is an expectation of a primary law reducing the burden of insurance companies by about $1.3 million from crashes occurring in a single year alone. The people of Vermont would benefit by a reduction of more than $130,000 while the Federal Government would reduce its costs by about $125,000 before reimbursing Vermont for a portion of Medicaid expenditures. Vermont would also reduce its spending by more than $498,000 ($248,000 after reimbursement). KW - Costs KW - Crash injuries KW - Economic impacts KW - Injury costs KW - Medical costs KW - Primary enforcement laws KW - Primary seat belt laws KW - Seat belts KW - Vermont UR - http://ntl.bts.gov/lib/30000/30400/30463/811042.pdf UR - https://trid.trb.org/view/894612 ER - TY - RPRT AN - 01127170 AU - Berning, A AU - Compton, R AU - Vegega, M AU - Beirness, D AU - Hedlund, J AU - Jones, R AU - Nichols, J AU - National Highway Traffic Safety Administration TI - Refusal of Intoxication Testing: A Report to Congress PY - 2008/09 SP - 28p AB - When a driver is stopped on suspicion of impaired driving, a series of steps takes place, including the request from a law enforcement officer for a blood alcohol concentration (BAC) test. The most typical request is for a breath sample, but blood or urine samples can be requested. In contrast to being stopped by an officer for other driving violations, the result of an impaired driving stop may dramatically impact a person’s life. The driver faces an arrest, possible jail time, expensive fines, increased insurance costs, loss of their driver’s license, and a criminal record. Thus, the driver’s decision whether to provide the breath test has serious consequences. This report discusses the important issue of breath test refusals. It begins with a short background on the impaired driving problem and the issue of missing BAC information for both drivers arrested for impaired driving and drivers involved in fatal or serious injury crashes. Next, various laws governing impaired driving and the role of BAC test information under those laws are reviewed. That is followed by a brief overview of the driving while intoxicated (DWI) arrest process to provide a foundation for the discussion of refusals. The results of several recent studies examining the breath test refusal issue, including breath test refusal rates in 2005, and a comparison to rates in 1987 and 2001 are presented; followed by the effect of refusals on prosecution and adjudication of DWI cases; next is a description of a promising strategy to decrease refusals – the use of search warrants for bloods draws. The report concludes with recommendations that would decrease the incidence of missing BAC data. KW - Adjudication KW - Alcohol blood tests KW - Alcohol breath tests KW - Alcohol test refusal KW - Arrests KW - Blood alcohol levels KW - Drunk driving KW - Impaired drivers KW - Implied consent laws KW - Laws KW - Missing data KW - Prosecution KW - Search warrants UR - http://www.nhtsa.gov/DOT/NHTSA/Traffic%20Injury%20Control/Articles/Associated%20Files/811098.pdf UR - https://trid.trb.org/view/887839 ER - TY - RPRT AN - 01126421 AU - Bullough, J D AU - Skinner, N P AU - Pysar, R M AU - Radetsky, L C AU - Smith, A M AU - Rea, M S AU - Rensselaer Polytechnic Institute AU - National Highway Traffic Safety Administration TI - Nighttime Glare and Driving Performance: Research Findings PY - 2008/09//Final Report (Task Order 1) SP - 118p AB - In 2001, NHTSA opened a public docket requesting comments from the public regarding headlamp glare. Most responses received have been complaints. NHTSA initiated research to address these complaints and to determine causes and effects of headlamp glare. In 2005, Congress authorized NHTSA to "conduct a study on the risks associated with glare to oncoming drivers, including increased risks to drivers on 2-lane highways, increased risks to drivers over the age of 50, and the overall effects of glare on driver performance" including "recommendations regarding measures to reduce the risks associated with glare to oncoming drivers." This report summarizes research on headlamp performance, visibility, glare, and safety conducted to address the issues identified by Congress and by NHTSA through review of public comments. These research activities included a state-of-knowledge report; a pilot study using naturalistic methods to assess relationships among glare, driving behavior and crash risk; analyses to compare the effects of headlamp characteristics on visibility and glare; preliminary assessments of headlamp illumination and aim on real-world lighting conditions; a review of visual needs regarding visibility and glare and metrics for characterizing them; a field experiment to characterize recovery of older drivers following exposure to headlamp illumination; and demonstration of a prototype safety-based adaptive forward-lighting system with potential to reduce glare while maintaining visibility, by decreasing intensity toward nearby drivers. KW - Adaptive lighting KW - Aged drivers KW - Crash risk forecasting KW - Driving KW - Glare KW - Headlamp aim KW - Headlamps KW - Highway safety KW - Lighting KW - Luminous intensity KW - Night KW - Night visibility KW - Performance KW - Traffic crashes UR - https://trid.trb.org/view/886701 ER - TY - RPRT AN - 01126402 AU - Bullough, John D AU - Skinner, Nicholas P AU - Akashi, Yukio AU - Van Derlofske, John AU - Rensselaer Polytechnic Institute AU - National Highway Traffic Safety Administration TI - Investigation of Safety-Based Advanced Forward-Lighting Concepts to Reduce Glare PY - 2008/09//Final Report SP - 82p AB - This two-part report addresses the feasibility of two approaches for using adaptive forward-lighting systems (AFS) to reduce headlamp glare under different conditions. AFS approaches involve dynamically changing headlamp beam patterns that respond in real time to different surrounding conditions such as roadway geometry, ambient lighting, or the presence of other drivers. In the first part, four field studies are described that investigated interactions between roadway lighting and vehicle headlamps, to determine whether dimming headlamps can be a suitable AFS strategy when roadway lighting is present. The studies found that glare impairs drivers’ forward visibility and produces feelings of discomfort, even when street lighting is present, and that in lighted areas, it is possible to dim headlamps (potentially via AFS), reducing glare to oncoming and preceding drivers, without significantly impairing drivers’ performance with respect to detection distance. In the second part, another AFS approach was investigated. This approach involved use of a "prime beam" optimized for forward visibility as the main beam pattern, subtracting portions of light when needed to reduce glare to oncoming or preceding drivers. A prototype system using a prime beam was developed, evaluated for visibility and glare in field tests in comparison with conventional low and high beam patterns, and demonstrated on a moving vehicle. The prime beam approach appears to be a promising one to ensure adequate forward visibility under a wide range of conditions while controlling glare to other drivers, and for studying characteristics of lighting as they pertain to visual performance and safety. KW - Advanced headlamps KW - Glare KW - Headlamps KW - High beamed headlamps KW - Low beamed headlamps KW - Street lighting KW - Visibility KW - Visibility distance UR - https://trid.trb.org/view/886699 ER - TY - RPRT AN - 01124972 AU - Kelley-Baker, Tara AU - Brainard, Katharine AU - Lacey, John H AU - Vishnuvajjala, Radha AU - Cobb, Patrice AU - Pacific Institute for Research and Evaluation AU - National Highway Traffic Safety Administration TI - Implementing a Citizen’s DWI Reporting Program Using the "Extra Eyes" Model PY - 2008/09//Final Report SP - 148p AB - This manual is a guide for law enforcement agencies and community organizations in creating and implementing a citizen’s Driving While Intoxicated (DWI) reporting program in their communities modeling the "Operation Extra Eyes" program. "Extra Eyes" is a program that engages volunteers in identifying impaired drivers on community roadways. This manual is a quick reference for organizing and managing this volunteer program. It provides easy-to-read information on topics such as recruiting volunteers, interviewing volunteers, risk management, networking, community involvement, and leadership. A citizen’s DWI reporting program like "Extra Eyes" is a valuable tool for bringing together citizens and law enforcement in a community. Working together toward a common goal—reducing impaired driving and the associated costs—can be an effective way to generate support among community members. Though not a quick or simple process, the program is a good investment in a community’s future. The key to success is the interaction between volunteers and police officers. Involving citizens and students in the process garners community support and promotes a better understanding of law enforcement officers and the problems they face. Additionally, law enforcement officers strengthen their relationships with citizens and students in the community, which enables them to provide better service. KW - Drunk driving KW - Guidelines KW - Impaired drivers KW - Manuals KW - Public participation KW - Safety programs KW - Traffic law enforcement KW - Volunteers UR - http://ntl.bts.gov/lib/30000/30500/30534/811038.pdf UR - https://trid.trb.org/view/886171 ER - TY - RPRT AN - 01121730 AU - Voas, Robert B AU - McKnight, A Scott AU - Falb, Tim AU - Fell, James C AU - Stewart, Kathryn AU - Sweedler, Barry M AU - Pacific Institute for Research and Evaluation AU - National Highway Traffic Safety Administration TI - Update of Vehicle Sanction Laws and Their Application: Volume I – Summary PY - 2008/09//Final Report SP - 66p AB - Because of the substantial number of driving while intoxicated (DWI) offenders driving illegally with suspended licenses and the limited enforcement resources available to deal with the problem, many States and the Federal government have begun to enact legislation directed at the vehicles owned by offenders to limit their illicit driving. Such policies fall into three broad categories: (1) programs that require special plates on the vehicles of DWI offenders and/or confiscate the vehicle plates and vehicle registration; (2) devices installed in the vehicle that prevent its operation if the driver has been drinking (alcohol ignition interlock); and (3) programs that impound, immobilize, confiscate or forfeit the vehicle. This study updates as of the end of 2004 a 1992 NHTSA study of vehicle sanctions. The 1992 study reported that 32 States had laws providing for various vehicle sanctions; however, in most of these States these sanctions were rarely used. This current study updates that effort with a contemporary overview of vehicle sanction laws and their application as of December 2004. It goes beyond the earlier study by reporting on information from other countries, 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. This report, compared to the 1992 report, identified 131 pieces of legislation with all 50 States having at least one vehicle sanction law in 2004. Although it was difficult to obtain quantitative information on the application of vehicle sanctions, it was documented that at least 51 of the 131 laws are used regularly. Alcohol ignition interlock laws were enacted most often in the States (43), followed by vehicle forfeiture laws (31). Half of the States (25) reported having alcohol ignition interlock laws that were actively being applied on at least some of the eligible offenders. There are a number of barriers to the implementation of vehicle sanctions. These are discussed along with suggestions for improvements in their application. This is Volume I of a two-volume report: Volume I synthesizes and summarizes the findings; whereas Volume II describes vehicle sanctions status for each State as of the end of 2004. KW - Alcohol ignition interlock devices KW - Confiscation KW - Countermeasures KW - Driver licenses KW - Drunk drivers KW - Highway safety KW - Laws KW - License plates KW - Motor vehicles KW - Revocation KW - Sanctions KW - Suspensions KW - Traffic safety KW - Vehicle forfeiture KW - Vehicle immobilization KW - Vehicle impoundment UR - http://www.nhtsa.gov/DOT/NHTSA/Traffic%20Injury%20Control/Articles/Associated%20Files/811028a.pdf UR - https://trid.trb.org/view/883644 ER - TY - RPRT AN - 01121707 AU - Volpe National Transportation Systems Center AU - National Highway Traffic Safety Administration TI - Technology Applications for Traffic Safety Programs: A Primer PY - 2008/09 SP - 56p AB - This document explores how emerging digital and communications technology can advance safety on the Nation’s highways. The range of technology described in this 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 services personnel, and law enforcement professionals. Discussions in this report include a general overview of traffic safety technology; the use of technology to reach traffic safety goals using the framework of the “Four E’s” of engineering, enforcement, education, and EMS; and the technical and non-technical challenges for these technology applications. KW - Communications KW - Countermeasures KW - Driver information systems KW - Emergency medical services KW - Highway safety KW - Safety engineering KW - Safety programs KW - Technology KW - Traffic law enforcement KW - Traffic safety KW - Traffic safety education UR - http://www.nhtsa.dot.gov/portal/nhtsa_static_file_downloader.jsp?file=/staticfiles/DOT/NHTSA/Traffic%20Injury%20Control/Articles/Associated%20Files/811040.pdf UR - http://ntl.bts.gov/lib/30000/30400/30469/811040.pdf UR - https://trid.trb.org/view/883645 ER - TY - SER AN - 01112770 JO - Traffic Safety Facts - Research Note PB - National Highway Traffic Safety Administration TI - Motorcycle Helmet Use in 2008 - Overall Results PY - 2008/09 IS - HS-811 044 SP - 5p AB - Use of Department of Transportation (DOT)-compliant helmets in 2008 stood at 63%, a gain from 58% in 2007. This result is from the National Occupant Protection Use Survey (NOPUS), which provides the only 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. The 2008 survey also found the following: (a) Non-DOT-compliant helmet use decreased by 5 percentage points to 11% in 2008. However, the percentage of unhelmeted motorcyclists remained unchanged at 26%. (b) Motorcycle helmet use (both DOT-compliant and non-DOT-compliant) continued to be higher in States that require all motorcyclists to wear helmets than in States that do not. (c) Helmet use on expressways increased by 12 percentage points to 75% in 2008. (d) In the Midwest helmet use increased by 18 percentage points to 67%, but helmet use was down 13 percentage points to 45% in the Northeast. (e) Urban areas saw a 12-percentage-point increase in helmet use to 72% in 2008. KW - Federal Motor Vehicle Safety Standards KW - Helmet use KW - Motorcycle helmets KW - National Occupant Protection Use Survey KW - Trend (Statistics) KW - United States UR - http://www.nhtsa.dot.gov/portal/nhtsa_static_file_downloader.jsp?file=/staticfiles/DOT/NHTSA/NCSA/Content/RNotes/2008/811044.pdf UR - https://trid.trb.org/view/872654 ER - TY - SER AN - 01112651 JO - Traffic Safety Facts - Research Note PB - National Highway Traffic Safety Administration TI - Fatality and Injury Trends Among Child Front-Seat Passenger Vehicle Occupants 12 and Younger PY - 2008/09 IS - HS-811 030 SP - 5p AB - Starting in 1995, many child safety campaigns have encouraged parents, caregivers, and drivers to move children 12 and younger from the front seat to the back seat of vehicles. The focus of this document is on children 12 and younger seated in the front row in passenger vehicles (cars, vans, pickups, and SUVs) and the effect of these child safety campaigns. The analysis is from the National Highway Traffic Safety Administration’s Fatality Analysis Reporting System (FARS) as well as the National Automotive Sampling System (NASS) General Estimates System (GES). Trend data from fatalities and injuries indicate the child safety campaigns (laws, enforcement, and publicity campaigns) have worked in moving the children to the back seat. The data indicate a continuous declining trend in fatalities among children 12 and younger in the front seat of passenger vehicles between 1996 and 2006 – from 554 to 209 fatalities, a decline of 62 percent. Nationwide, the fatality ratio for children 12 and younger in the front seat in passenger vehicles in crashes has shrunk over the past 11 years – from 41 percent to 21 percent. The number and ratio of children age 12 and younger injured in the front seat in passenger vehicles in crashes have also declined between 1996 and 2006. Further details are provided in this Research Note. KW - Children KW - Crash injuries KW - Fatalities KW - Fatality Analysis Reporting System KW - Front seat occupants KW - General Estimates System KW - National Automotive Sampling System KW - Safety campaigns KW - Trend (Statistics) UR - http://www.nhtsa.dot.gov/portal/nhtsa_static_file_downloader.jsp?file=/staticfiles/DOT/NHTSA/NCSA/Content/RNotes/2008/811030.pdf UR - https://trid.trb.org/view/872429 ER - TY - RPRT AN - 01112575 AU - Jenness, James W AU - Lerner, Neil D AU - Mazor, Steven D AU - Osberg, J Scott AU - Tefft, Brian C AU - Westat AU - Automobile Club of Southern California AU - National Highway Traffic Safety Administration AU - AAA Foundation for Traffic Safety TI - Use of Advanced In-Vehicle Technology by Younger and Older Early Adopters. Selected Results From Five Technology Surveys PY - 2008/09 SP - 76p AB - This document describes the results of survey research undertaken by the Automobile Club of Southern California. Five technology-specific surveys were conducted with mail-out questionnaires. A total of 40,000 questionnaires were mailed to insurance customers who own vehicles that may have in-vehicle navigation systems, adaptive cruise control, advanced headlamps, electronic backing aids, or rear-view video cameras as standard or optional original equipment. Half of the questionnaires were mailed to vehicle owners who were 25 to 64 years old, and half of the questionnaires were mailed to owners who were 65 or older. The response rate varied for the five technology-specific surveys from 16.6 percent (adaptive cruise control) to 30.7 percent (sensor-based backing aids). Survey items addressed topics such as learning to use the system, behavioral adaptation, system effectiveness, and perceived safety of the system. This report highlights differences in responses between younger and older respondents and compares responses to the five targeted technologies. This report also describes a series of 18 interviews that were conducted with representatives of original equipment manufacturers, regulators, medical practitioners, and professionals in the senior advocacy area. These interviews focused on emerging in-vehicle technologies that may help older drivers. KW - Advanced headlamps KW - Aged drivers KW - Automobile navigation systems KW - Autonomous intelligent cruise control KW - Drivers KW - Electronic backing aids KW - In-vehicle routing and navigation systems KW - In-vehicle technology KW - Interviewing KW - Motor vehicle navigational aids KW - Onboard navigational aids KW - Questionnaires KW - Rearview cameras KW - Surveys KW - Technological innovations UR - http://www.nhtsa.dot.gov/staticfiles/DOT/NHTSA/NRD/Multimedia/PDFs/Crash%20Avoidance/2008/DOT%20HS%20811%20004.pdf UR - https://trid.trb.org/view/872333 ER - TY - SER AN - 01112018 JO - Traffic Safety Facts - Research Note PB - National Highway Traffic Safety Administration TI - Seat Belt Use in 2008 — Overall Results PY - 2008/09 IS - HS-811 036 SP - 4p AB - Seat belt use in 2008 stood at 83%, a gain from 82% use in 2007. This result is 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. 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 for occupants on expressways increased to 90% in 2008 (89% in 2007), and this increase is statistically significant; and Seat belt use continued to be higher in States in which vehicle occupants can be pulled over solely for not using seat belts (“primary law” States) than those with weaker enforcement laws (“secondary law” States). Seat belt use has risen steadily since NOPUS began collecting data in 1994, and this has been accompanied by a steady decline in passenger vehicle occupant fatalities per mile traveled. Further details are provided in this Research Note. KW - National Occupant Protection Use Survey KW - Primary enforcement laws KW - Seat belt use KW - Seat belts KW - Secondary laws KW - Trend (Statistics) UR - http://www-nrd.nhtsa.dot.gov/Pubs/811036.PDF UR - https://trid.trb.org/view/871726 ER - TY - RPRT AN - 01111521 AU - AAA Foundation for Traffic Safety AU - National Highway Traffic Safety Administration AU - Automobile Club of Southern California AU - Westat TI - Use of Advanced In-Vehicle Technology by Younger and Older Early Adopters PY - 2008/09 SP - 72p AB - This report describes selected survey data from vehicle owners that was collected by AAA Foundation for Traffic Safety in cooperation with the Automobile Club of Southern California (ACSC). It also includes the results of interviews conducted with representatives of several key groups involved in vehicle technology and older-driver issues The five mail-out surveys described here were designed to assess drivers’ experiences with backing aids (proximity sensing systems, rear-view video cameras, adaptive cruise control, advanced HID headlamps (high-intensity discharge), and built-in vehicle navigation systems (they do not address portable navigation units that are sold as aftermarket devices). All of these technologies are still relatively new to the U.S. passenger vehicle fleet and the purpose of the study was to learn about early adopters’ experience using these systems. Some specific areas of interest included drivers’ acceptance of the systems, perceived effectiveness and usability of the systems, and behavioral adaptations which may occur with system use. The overarching goal of the study was to learn more about the extent to which in-vehicle technologies enhance or detract from safety, particularly with respect to the capabilities and limitations of older drivers. KW - Acceptance KW - Age groups KW - Aged drivers KW - Automobile navigation systems KW - Backing (Driving) KW - Driver support systems KW - Drivers KW - Highway safety KW - Human factors KW - Technological innovations UR - http://www.aaafoundation.org/pdf/In-VehicleTechnologyReport.pdf UR - https://trid.trb.org/view/870780 ER - TY - ABST AN - 01490706 TI - Older Occupants' Long Term Post Vehicle Crash Medical Outcomes AB - It is generally accepted that older occupants have an elevated risk of injury or death from vehicle crashes. Little is known, however, about the long term medical outcomes for older adults who survive more than 30 days after a crash. This project will provide information about the extent to which older occupants who are injured in vehicle crashes return to their pre crash level of functioning, experience a prolonged period of disability, or die more than 30 days post crash as a result of crash related injuries. Older adults admitted to Louisiana State University Health Services Center due to vehicle crash injuries will be invited to participate in the study. Data will be collected on costs related to crash injuries and on ways injuries affected participants' functional abilities and other measures of quality of life. These data will be monitored for approximately 18 months following the crash. Similar data will be collected on two comparison groups. Data from middle aged participants who have experienced crashes of similar severity will provide information about the effects of age on recovery. An older adult comparison group whose members have not experienced recent crashes will provide information about the degree to which crash related injuries change the trajectory of declines in functionality associated with normal aging. KW - Aged KW - Crash data KW - Crash injuries KW - Medical treatment KW - Quality of life KW - Traffic crashes UR - https://trid.trb.org/view/1260416 ER - TY - ABST AN - 01465115 TI - The Effect of Sight Distance Training on Motorcycle Skills AB - While motorcyclist fatalities continue to increase, the cause is unclear. Motorcycle safety advocates often argue that motorcycle training is the best countermeasure to reduce motorcycle crashes. However, the limited research on the effectiveness of training suggests that the benefits of training last approximately 6 months. Team Oregon, who conducts motorcycle training, proposes that overriding sight distance (when total stopping distance exceeds sight distance) is a possible cause of riders running off the road. In addition, overriding sight distance makes it difficult to detect and respond to road hazards with enough time to avoid collisions. Team Oregon and Dynamic Research collected preliminary data on experienced motorcycle riders using an eye tracker. After collecting baseline data, riders received feedback on visual search strategies to increase their sight distance and were re-tested with the eye tracker. There were marked improvements in visual lead and accuracy after receiving feedback. NHTSA is conducting a study using eye tracker technology to assess differences in line-of-sight among motorcycle riders. This is a longitudinal study where participants will be tested at 6 month intervals over a year (baseline, 6 months, 12 months). The objectives of this study are to 1) determine whether providing line-of-sight distance training increases riders' line-of-sight, and 2) compare trained-novice riders, untrained-novice riders, and experienced riders on line-of-sight on a closed circuit course and an open circuit course over time. KW - Crash data KW - Driver training KW - Fatalities KW - Highway safety KW - Motorcycle crashes KW - Motorcyclists KW - Oregon KW - Override KW - Sight distance UR - https://trid.trb.org/view/1233348 ER - TY - ABST AN - 01490027 TI - Intercity Motorcoach and Transit Bus Evacuation Research (Phase II) AB - Evaluation of emergency evacuation techniques, designs, and performance requirements including conducting evacuation trials with human subjects under various conditions are presented in this project. KW - Bus crashes KW - Bus transportation KW - Disaster preparedness KW - Evacuation KW - Incident management KW - Transit buses UR - http://www.nhtsa.gov/DOT/NHTSA/Traffic%20Injury%20Control/Research%20In%20Progress/files/IntercityMotorcoachTransitBusEvacuationResearchPhase2.pdf UR - https://trid.trb.org/view/1259574 ER - TY - ABST AN - 01465101 TI - The Effects of High Visibility Enforcement on Driver Compliance to Pedestrian Yield Right of Way Laws AB - The three E's-Enforcement, Engineering, and Education- are the primary strategies employed in pedestrian safety programs. Although a number of studies have evaluated the effects of pedestrian safety education programs and various engineering treatments individually, no studies have examined the effects of enforcement alone on pedestrian safety. This study will evaluate the impact of law enforcement combined with increased publicity about the enforcement effort will have on the drivers' compliance with the pedestrian yield the right of way laws. The goal of this program is to increase yielding to pedestrians by motorists, in order to minimize the potential conflicts between vehicles and pedestrians at crosswalks. This strategy is based on general deterrence theory, such that an increased use of sustained high visibility enforcement in conjunction with publicity about the program will generate the public perception that the risks of detection have been elevated and thereby refrain from unsafe actions. While this strategy has been employed to reduce alcohol impaired-driving and increase seat belt use, it has not generally been used to improve pedestrian safety. This project will examine the utility of high visibility enforcement for improving pedestrian safety. KW - Compliance KW - Drivers KW - Impaired drivers KW - Pedestrian safety KW - Pedestrian traffic KW - Right of way (Traffic) KW - Traffic law enforcement KW - Yield (Traffic) UR - https://trid.trb.org/view/1233334 ER - TY - RPRT AN - 01333324 AU - Harrington, Ryan AU - Lam, Andy AU - Nodine, Emily AU - Ference, John J AU - Najm, Wassim G AU - Research and Innovative Technology Administration AU - National Highway Traffic Safety Administration TI - Integrated Vehicle-Based Safety Systems Light-Vehicle On-Road Test Report PY - 2008/08 SP - 39p AB - This report presents results from a series of on-road verification tests performed to determine the readiness of a prototype integrated warning system to advance to field testing, as well as to identify areas of system performance that should be improved prior to the start of the field test planned for 2009. Data was collected from tests conducted on public roads using a 2007 Honda Accord equipped with the prototype safety system. The system provides forward crash warning (FCW), lane departure warning (LDW), curve speed warning (CSW), and lane change/merge (LCM) functions, managed by an arbitration function that addresses multiple crash threats. The objectives of the on-road tests were to drive the test vehicle in an uncontrolled driving environment to measure the system’s susceptibility to nuisance alerts, assess alerts in perceived crash situations, and evaluate system availability. The prototype system showed continued improvement in system performance throughout the series of tests conducted between October 2007 and February 2008. Based on positive results from the track-based verification tests conducted in February and these on-road tests, it was recommended that the light-vehicle platform proceed to field testing in Phase II. Additional adjustment of the LCM and LDW warning functions is recommended to further reduce nuisance alerts and improve system robustness. KW - Data collection KW - Field tests KW - Forward collision warning KW - Integrated Vehicle Based Safety Systems (Initiative) KW - Lane changing KW - Lane departures KW - Light vehicles KW - Merging traffic KW - On-road data KW - Traffic crashes KW - Warning systems UR - http://ntl.bts.gov/lib/35000/35200/35272/DOT_HS_811020.pdf UR - https://trid.trb.org/view/1097262 ER - TY - RPRT AN - 01333070 AU - Harrington, Ryan AU - Lam, Andy AU - Nodine, Emily AU - Ference, John J AU - Najm, Wassim G AU - Research and Innovative Technology Administration AU - National Highway Traffic Safety Administration TI - Integrated Vehicle-Based Safety Systems Heavy-Truck On-Road Test Report PY - 2008/08 SP - 44p AB - This report presents results from a series of on-road verification tests performed to determine the readiness of a prototype integrated warning system to advance to field testing, as well as to identify areas of system performance that should be improved prior to the start of the field test planned for 2009. Data was collected from tests conducted on public roads using an International 8600 heavy truck equipped with the prototype safety system. The prototype system provides forward crash warning (FCW), lane change merge (LCM), and lane departure warning (LDW) functions managed by an arbitration function to address multiple crash threats. The objectives of the on-road tests were to operate the heavy truck in an uncontrolled driving environment to measure the system’s susceptibility to nuisance alerts, assess alerts in perceived crash situations, and evaluate the system availability. Test results revealed significant improvement in system performance throughout the series of tests conducted between September 2007 and March 2008. Based on positive results from the track-based verification tests conducted in February and these on-road tests, it was recommended that the heavy-truck platform proceed to field testing in Phase II. Adjustments to alert timing were recommended to further reduce the number of FCW and LDW nuisance alerts. KW - Data collection KW - Field tests KW - Forward collision warning KW - Heavy duty trucks KW - Integrated Vehicle Based Safety Systems (Initiative) KW - Lane changing KW - Lane departures KW - Merging traffic KW - On-road data KW - Traffic crashes KW - Warning systems UR - http://ntl.bts.gov/lib/35000/35200/35273/DOT_HS_811021.pdf UR - https://trid.trb.org/view/1097261 ER - TY - RPRT AN - 01159570 AU - National Highway Traffic Safety Administration TI - 2006 Motor Vehicle Occupant Protection Facts PY - 2008/08 SP - 28p AB - The National Highway Traffic Safety Administration (NHTSA) has produced this booklet since 2002 to explain the need for legislation, enforcement, education, and public awareness campaigns about protecting children, youth, and young adults in motor vehicles. Collectively, this information underscores why protecting young people is so important. The majority of data in this fact book comes from 2006, the most recent year data were available. It has been generated from the Fatality Analysis Reporting System (FARS) and the General Estimates System (GES) produced by the National Center for Statistics and Analysis at NHTSA. Data from NHTSA’s 2007 National Occupant Protection Use Survey (NOPUS) is also included. The discussion refers to young people according to the following age groups: Children: newborns to age 7; Youth: 8 to 15 (in some states 15-year-olds are permitted to obtain learner’s permits, so they are sometimes included as “young drivers”); and Young Adults: 16 to 20. The booklet has five main sections: The national scope of motor vehicle crashes; The need for and importance of appropriately sized restraint systems for each age group; Facts about restraint use for children from birth through 15 years old; Facts about restraint use for young adults ages 16-20; and Biennial telephone survey findings from NHTSA’s 2007 Motor Vehicle Occupant Safety Survey (MVOSS) on the behavior, attitudes, and opinions about seat belts and seat belt laws, including those of 16-to 20-year-olds. Three appendices cover state specific information on fatalities, restraint use and child restraint laws. KW - Adolescents KW - Booster seats KW - Child restraint systems KW - Children KW - Crashes KW - Fatality Analysis Reporting System KW - General Estimates System KW - National Occupant Protection Use Survey KW - Primary seat belt laws KW - Restraint systems KW - Seat belts KW - Secondary seat belt laws KW - State laws KW - Young adults UR - http://www.nhtsa.gov/DOT/NHTSA/Traffic%20Injury%20Control/Articles/Associated%20Files/810654.pdf UR - https://trid.trb.org/view/920122 ER - TY - RPRT AN - 01131605 AU - McKnight, A Scott AU - Becker, Les R AU - Tippetts, A Scott AU - Pacific Institute for Research and Evaluation AU - National Highway Traffic Safety Administration TI - Impaired Motorcycle Operation, Final Report, Volume I: Riders Helping Riders Evaluation PY - 2008/08//Final Report SP - 57p AB - Riders Helping Riders (RHR) is an instructional program that encourages motorcyclists to intervene with their motorcyclist peers to prevent them from drinking and riding. The program is based on focus group research, which found that riders consider themselves to be united by an interest in riding and by a willingness to help other riders in need. A sense of individualism, however, limits the extent to which riders are willing to intervene in drinking and riding. RHR is intended to convince motorcyclists that an impaired rider needs their help and that they are in the best position to provide help. The program provides a “toolkit” of techniques for separating drinking from riding, discouraging riders from becoming impaired, recognizing impairment, and discouraging impaired riders from riding. An optional role-playing module is included. At the end of the class, students are asked to sign a pledge to do their best to help an impaired rider live to ride another day. RHR was developed with the assistance of instructors from the South Carolina Rider Education Program and pilot-tested by instructors of Georgia’s Department of Driver Services, Motorcycle Safety Program. This is Volume I of the report; it describes the development and evaluation of the program and discusses the findings. Volume II is the classroom instructor manual, and Volume III is the classroom student guide. KW - Drunk driving KW - Education KW - Evaluation and assessment KW - Impaired drivers KW - Intervention KW - Motorcyclists KW - Peer groups KW - Program development KW - Role-playing KW - Toolkits UR - http://www.nhtsa.dot.gov/staticfiles/DOT/NHTSA/Traffic%20Injury%20Control/Articles/Associated%20Files/811023.pdf UR - https://trid.trb.org/view/891758 ER - TY - RPRT AN - 01121718 AU - Hedlund, James AU - National Highway Traffic Safety Administration TI - Traffic Safety Performance Measures for States and Federal Agencies PY - 2008/08//Final Report SP - 44p 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. The initial minimum set contains 14 measures: ten core outcome measures, one core behavior measure, and three activity measures. The measures cover the major areas common to State highway safety plans and use existing data systems. States will set goals for and report progress on each of the 11 core outcome and behavior measures annually beginning with their 2010 Highway Safety Plans and Annual Reports. States will report the activity measures annually beginning with their 2010 Highway Safety Plans and Annual Reports. States should define and use additional performance measures for their other high-priority highway safety areas as appropriate. NHTSA will use the core measures as an integral part of its reporting to the Congress, the public, and others. KW - Federal government agencies KW - Measures of effectiveness KW - Performance measurement KW - States KW - Traffic safety UR - http://www.nhtsa.dot.gov/staticfiles/DOT/NHTSA/Traffic%20Injury%20Control/Articles/Associated%20Files/811025.pdf UR - https://trid.trb.org/view/883646 ER - TY - SER AN - 01118455 JO - Traffic Safety Facts - Traffic Tech PB - National Highway Traffic Safety Administration TI - How States Achieve High Seat Belt Use Rates PY - 2008/08 IS - 351 SP - 2p AB - Seat belt use is the single most important factor in preventing or reducing the severity of injuries to vehicle occupants involved in traffic crashes. When used properly, lap/shoulder belts reduce the risk of fatal injury to front-seat passenger car occupants by 45 percent and the risk of moderate to severe injury by 50 percent. All States except New Hampshire require seat belts to be worn by all adult passenger vehicle drivers and right-front passengers. Increasing belt use rates has been a priority of the National Highway Traffic Safety Administration for 30 years. Belt use has increased from a national level of about 14 percent in the early 1980s to 82 percent in NHTSA’s June 2007 nationwide survey. While this increase is impressive, one out of every six occupants still is not buckled up. The belt use rate is far lower for fatally injured occupants in severe crashes: in 2005, fewer than half were belted. This study investigated why some States have higher belt use rates than others to identify strategies that lower-belt-use States may be able to use to increase belt use. The study was conducted in two parallel phases: statistical analyses comparing high- and low-belt-use States and case studies of selected high-belt-use States. This Traffic Tech summarizes the findings from the statistical analyses and case studies and concludes with a list of actions for increasing belt use. KW - Case studies KW - Law enforcement KW - Seat belt use rates KW - Seat belts KW - State laws KW - States KW - Statistical analysis KW - Strategic planning UR - http://www.nhtsa.dot.gov/staticfiles/DOT/NHTSA/Communication%20&%20Consumer%20Information/Traffic%20Tech%20Publications/Associated%20Files/tt351.pdf UR - https://trid.trb.org/view/878471 ER - TY - RPRT AN - 01113834 AU - Royal, Dawn AU - Miller-Steiger, Darby AU - Gallup Organization AU - National Highway Traffic Safety Administration TI - National Survey of Bicyclist and Pedestrian Attitudes and Behavior. Volume III: Methods Report PY - 2008/08//Final Report SP - 125p AB - This report presents findings from the National Survey of Bicyclist and Pedestrian Attitudes and Behavior, jointly sponsored by the U.S. Department of Transportation’s National Highway Traffic Safety Administration (NHTSA) and the Bureau of Transportation Statistics (BTS) and administered by The Gallup Organization. The goals of the survey were to ascertain the scope and magnitude of bicycle and pedestrian activity and the public’s behavior and attitudes regarding bicycling and walking. This report, Volume III: Methods Report, describes the methods used to conduct the interviews and analyze the data. It also contains a copy of the most recent questionnaire. Volume I: Summary Report presents a top line summary of key data results regarding the behaviors and attitudes on various topics related to walking and bicycling including reported frequency of walking and bicycling during the summer months, trip purpose and characteristics, perceptions of safety, safety practices, facilities available and community design. Volume II: Findings Report presents a detailed analysis on these topics. The data come from a survey conducted among a representative sample of 9,616 U.S. residents age 16 and older during the Summer of 2002. KW - Attitudes KW - Behavior KW - Bicycle facilities KW - Bicycle safety KW - Bicycling KW - Cyclists KW - Interviewing KW - Origin and destination KW - Pedestrian safety KW - Pedestrians KW - Questionnaires KW - Surveys KW - Trip purpose KW - Walking KW - Walkways UR - http://www.nhtsa.dot.gov/staticfiles/DOT/NHTSA/Traffic%20Injury%20Control/Articles/Associated%20Files/810973.pdf UR - https://trid.trb.org/view/873612 ER - TY - RPRT AN - 01113833 AU - Royal, Dawn AU - Miller-Steiger, Darby AU - Gallup Organization AU - National Highway Traffic Safety Administration TI - National Survey of Bicyclist and Pedestrian Attitudes and Behavior. Volume II: Findings Report PY - 2008/08//Final Report SP - 184p AB - This report presents findings from the National Survey of Bicyclist and Pedestrian Attitudes and Behavior, jointly sponsored by the U.S. Department of Transportation’s National Highway Traffic Safety Administration (NHTSA) and the Bureau of Transportation Statistics (BTS) and administered by The Gallup Organization. The goals of the survey were to ascertain the scope and magnitude of bicycle and pedestrian activity and the public’s behavior and attitudes regarding bicycling and walking. This report, Volume II: Findings Report, provides a detailed analysis of behaviors and attitudes on various topics related to walking and bicycling including reported frequency of walking and bicycling during the summer months, trip purpose and characteristics, perceptions of safety, safety practices, facilities available and community design. Volume I: Summary Report presents a top line summary of key data results on these topics. Volume III: Methods Report describes the methods used to conduct the interviews and analyze the data. It also contains a copy of the questionnaire. The data come from a survey conducted among a representative sample of 9,616 U.S. residents 16 and older during the Summer of 2002. KW - Attitudes KW - Behavior KW - Bicycle facilities KW - Bicycle safety KW - Bicycling KW - Cyclists KW - Origin and destination KW - Pedestrian safety KW - Pedestrians KW - Surveys KW - Trip purpose KW - Walking KW - Walkways UR - http://www.nhtsa.dot.gov/staticfiles/DOT/NHTSA/Traffic%20Injury%20Control/Articles/Associated%20Files/810972.pdf UR - https://trid.trb.org/view/873611 ER - TY - RPRT AN - 01113832 AU - Royal, Dawn AU - Miller-Steiger, Darby AU - Gallup Organization AU - National Highway Traffic Safety Administration TI - National Survey of Bicyclist and Pedestrian Attitudes and Behavior. Volume I: Summary Report PY - 2008/08//Final Report SP - 32p AB - This report presents findings from the National Survey of Bicyclist and Pedestrian Attitudes and Behavior, jointly sponsored by the U.S. Department of Transportation’s National Highway Traffic Safety Administration (NHTSA) and the Bureau of Transportation Statistics (BTS) and administered by The Gallup Organization. The goals of the survey were to ascertain the scope and magnitude of bicycle and pedestrian activity and the public’s behavior and attitudes regarding bicycling and walking. This report, Volume I: Summary Report, provides a top line summary of key data results regarding the behaviors and attitudes on various topics related to walking and bicycling including reported frequency of walking and bicycling during the summer months, trip purpose and characteristics, perceptions of safety, safety practices, facilities available and community design. Volume II: Findings Report presents a detailed analysis on these topics. Volume III: Methods Report describes the methods used to conduct the interviews and analyze the data. It also contains a copy of the questionnaire. The data come from a survey conducted among a representative sample of 9,616 U.S. residents age 16 and older during the Summer of 2002. KW - Attitudes KW - Behavior KW - Bicycle facilities KW - Bicycle safety KW - Bicycling KW - Cyclists KW - Origin and destination KW - Pedestrian safety KW - Pedestrians KW - Surveys KW - Trip purpose KW - Walking KW - Walkways UR - http://www.nhtsa.dot.gov/staticfiles/DOT/NHTSA/Traffic%20Injury%20Control/Articles/Associated%20Files/810971.pdf UR - https://trid.trb.org/view/873610 ER - TY - RPRT AN - 01112779 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 2: Seat Belt Report PY - 2008/08 SP - 220p 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 seat belts. 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”). The passenger car remains the most common primary vehicle driven by adults (54%), although the percentage has continued to drop as SUVs (17%) have increased in frequency. The predominant type of seat belt in the front seat of vehicles is the one-piece manual lap and shoulder system (83%). Drivers increasingly are reporting that they have adjustable shoulder belts (58%). Eighty-eight percent of drivers said they wore their seat belt “all of the time” while driving, but 6% of those immediately said that they did not use a seat belt while driving at least once in the past day or week. Reported belt use traditionally is higher than observed belt use, although the demographic patterns tend to be the same. Reported seat belt use was lower among males, drivers age 16-24, drivers in rural areas, pickup truck drivers, drivers who engage in other risky driving behaviors, and drivers in secondary enforcement States. Drivers most often cited injury avoidance as their most important reason for using seat belts (64%). Part-time belt users substantially outnumbered those who reported never wearing seat belts, and their primary reasons for non-use were driving just a short distance and forgetting. Eighty-eight percent of the public favored laws that require drivers and front seat passengers to wear seat belts, 67% favored primary enforcement and 68% favored fines for drivers who do not wear seat belts. KW - Adjustable shoulder belts KW - Age groups KW - Gender KW - Manual safety belts KW - Motor Vehicle Occupant Safety Survey KW - Primary enforcement laws KW - Seat belt use KW - Seat belts KW - Secondary enforcement KW - Surveys KW - Vehicle occupants UR - http://www.nhtsa.dot.gov/staticfiles/DOT/NHTSA/Traffic%20Injury%20Control/Articles/Associated%20Files/810975.pdf UR - https://trid.trb.org/view/872708 ER - TY - RPRT AN - 01112778 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 1: Methodology Report PY - 2008/08 SP - 226p 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 detailed information on the survey methodology, as well as copies of the questionnaires. KW - Methodology KW - Motor Vehicle Occupant Safety Survey KW - Occupant protection KW - Occupant safety KW - Questionnaires KW - Random sampling KW - Surveys KW - Vehicle occupants UR - http://www.nhtsa.dot.gov/staticfiles/DOT/NHTSA/Traffic%20Injury%20Control/Articles/Associated%20Files/810974.pdf UR - https://trid.trb.org/view/872707 ER - TY - RPRT AN - 01112754 AU - Blomberg, Richard D AU - Cleven, Arlene M AU - Thomas, F Dennis AU - Peck, Raymond C AU - Dunlap and Associates, Incorporated AU - National Highway Traffic Safety Administration TI - Evaluation of the Safety Benefits of Legacy Safe Routes to School Programs PY - 2008/08//Final Report SP - 65p AB - This study first examined the feasibility of conducting a crash-based assessment of the safety effects of legacy Safe Routes to School (SRTS) programs. These were SRTS programs operating before the passage of the Safe, Accountable, Flexible, Efficient Transportation Equity Act: A Legacy for Users (SAFETEA-LU) that was signed into law on August 10, 2005. A design was developed for collecting detailed classification data on a sample of legacy SRTS programs in order to create a profile of their operations. This classification data also provided a basis for examining pedestrian and bicycle crash data for elementary school children (age 4 to 12) on the school trip. Detailed information including school calendars and bell times was collected on 130 legacy SRTS programs. The State Data System (SDS) crash files maintained by the National Highway Traffic Safety Administration (NHTSA) were used to conduct three case studies of States containing the largest subsets of these 130 programs. The results for each State showed a significant trend in which the numbers of 4- to 12-year-old pedestrians and bicyclists involved in crashes during the school trip at the SRTS focus sites decreased over time. Similar trends were shown for the same age group and approximate school trip times at the State level in all three studied States. There was either no decrease or inconsistent patterns in the crash involvements of pedestrians and bicyclists of ages other than 4 to 12. The developed profiles of the legacy SRTS programs show heterogeneous motivations and goals as well as a wide range of program size and funding sources. Few programs included any systematic evaluation of outcomes other than changes in school trip mode. The crash results strongly suggest that, because of the significantly declining crash involvements, legacy SRTS programs could not have caused a pedestrian or bicycle safety problem due to increased exposure. Although this study was not capable of reaching a definitive conclusion with respect to SRTS safety effects, the findings are suggestive that legacy SRTS programs may have contributed to improved pedestrian and bicycle safety. A replication of the study approach focusing on SRTS programs generated by SAFETEA-LU would be needed to determine whether this study’s findings would remain valid for the SAFETEA-LU SRTS programs. KW - Bicycle crashes KW - Bicycle safety KW - Case studies KW - Crash data KW - Pedestrian safety KW - Pedestrian-vehicle crashes KW - Safe Routes to School (Program) KW - School children KW - Trend (Statistics) UR - http://www.dunlapandassociatesinc.com/811013.pdf UR - http://www.nhtsa.dot.gov/portal/nhtsa_static_file_downloader.jsp?file=/staticfiles/DOT/NHTSA/Traffic%20Injury%20Control/Articles/Associated%20Files/811013.pdf UR - https://trid.trb.org/view/872623 ER - TY - RPRT AN - 01111968 AU - Hanna, Refaat AU - Austin, Rory AU - National Center for Statistics and Analysis TI - Lower-Extremity Injuries in Motorcycle Crashes PY - 2008/08//NHTSA Technical Report SP - 30p AB - This study aims to define the characteristics of lower-extremity injuries among motorcyclists involved in traffic crashes. The results of this study provide information on the cost of different types of lower-extremity injuries and long-term disabilities that might result from these types of injuries. Crash information was obtained from examination of the National Automotive Sampling System/General Estimate System for the years 1997 to 2006. The Fatality Analysis Reporting System from 1997 through 2006 was used to develop a trend in motorcycle-related fatalities. The National Trauma Data Bank-National Sample Program (NTDB-NSP) from 2003 through 2005 was used to identify injury distribution by body region and to examine the frequency and type of lower-extremity injuries, hospital charges, and discharge disposition for motorcyclists who sustained lower-extremity injuries. The number of motorcycle crashes has increased in the period from 1997 to 2006. There is an estimated 61% increase in the number of motorcyclists in traffic crashes in 2006 compared to 1997. The fatalities have increased from 2,028 in 1997 to 4,654 in 2006, accounting for a 129% increase. Most incapacitating and fatal injuries were sustained when the Initial Point of Impact was the front of the motorcycle. The analysis of the NTDB-NSP showed that lower-extremity injuries were the most common injuries sustained in motorcycle crashes, followed by upper-extremity and head injuries. Lower-extremity injuries are more frequent in motorcycle crashes; however, head, chest and abdominal injuries tend to be more severe. Motorcyclists involved in crashes sustain more leg injuries with bone fractures being the most common type of injuries when compared to soft tissue injuries. Overall, an estimated 81% of motorcyclists with isolated lower-extremity injuries were discharged home after acute hospital care. The discharge disposition has varied according to the number of lower-extremity injuries and their combination with other injuries. Hospital charges varied according to the number of lower-extremity injuries sustained by motorcyclists. Motorcyclists who sustained single-isolated lower-extremity injuries had an estimated median of $21,000 on hospital charges per patient. The median charges increased to an estimated $39,000 per patient with multiple lower-extremity injuries and was the highest for motorcyclists who sustained lower-extremity in combination with other injuries, at $56,000 per patient. An estimated 59% of the injured motorcyclists who sustained AIS 2+ injuries were covered by commercial health insurance or paid for by automobile insurance. An estimated 20% of the injured motorcyclists did not have any source of health insurance and were coded as self-pay. Medicaid and Medicare combined paid for an estimated 7% of the injured motorcyclists included in the analysis. KW - Crash injuries KW - Fatalities KW - Fatality Analysis Reporting System KW - Fractures (Anatomy) KW - General Estimates System KW - Injury costs KW - Insurance KW - Lower extremities KW - Motorcycle crashes KW - National Automotive Sampling System KW - National Trauma Data Bank KW - Soft tissue injuries KW - Trend (Statistics) UR - http://www.nhtsa.dot.gov/portal/nhtsa_static_file_downloader.jsp?file=/staticfiles/DOT/NHTSA/NCSA/Content/Reports/2008/810982.pdf UR - https://trid.trb.org/view/871568 ER - TY - RPRT AN - 01111306 AU - National Highway Traffic Safety Administration TI - Consumer Guide to Uniform Tire Quality Grading PY - 2008/08 SP - 143p 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/870959 ER - TY - RPRT AN - 01110662 AU - Hedlund, James AU - Gilbert, Stephanie H AU - Ledingham, Katherine A AU - Preusser, David F AU - Preusser Research Group, Incorporated AU - National Highway Traffic Safety Administration TI - How States Achieve High Seat Belt Use Rates PY - 2008/08//Final Report SP - 170p AB - This study compared States with high seat belt use rates and States with low seat belt use rates using statistical analyses and conducted case studies of 10 high seat belt use States. Primary enforcement seat belt use laws clearly help increase seat belt use, though three case study States with secondary laws have achieved high seat belt use. High-visibility seat belt law enforcement is critical. The statistical analyses suggest that the most important difference between the high and low seat belt use States is enforcement, not demographics or funds spent on media. A few geographic, demographic, and cultural factors are associated with lower seat belt use, but none is a barrier to high seat belt use, as demonstrated by examples from the case study States. The key factors in all high seat belt use case study States were high-visibility seat belt law enforcement, excellent relations with law enforcement command and officers statewide, effective seat belt law enforcement publicity, high priority for increasing seat belt use, effective planning and implementation of seat belt use programs based on solid data and research, and effective Highway Safety Office and seat belt program management. Recommendations for States wishing to increase seat belt use are: (1) make seat belt use a high priority; (2) set seat belt use goals and establish long-range plans to achieve these goals; (3) provide adequate resources; (4) upgrade secondary to primary enforcement laws; (5) use high-visibility enforcement in the way that best fits each State’s resources and characteristics; and (6) strive for the ultimate goals of 100-percent seat belt use and 100-percent seat belt law enforcement. KW - Case studies KW - Law enforcement KW - Long range planning KW - Plan implementation KW - Primary enforcement KW - Primary enforcement laws KW - Program management KW - Publicity KW - Seat belt use rates KW - Seat belts KW - Secondary enforcement KW - States KW - Statistical analysis KW - Strategic planning UR - http://www.nhtsa.dot.gov/portal/nhtsa_static_file_downloader.jsp?file=/staticfiles/DOT/NHTSA/NCSA/Content/Reports/2008/810962.pdf UR - https://trid.trb.org/view/870441 ER - TY - SER AN - 01110658 JO - Traffic Safety Facts - Research Note PB - National Highway Traffic Safety Administration TI - 2007 Traffic Safety Annual Assessment – Alcohol-Impaired Driving Fatalities PY - 2008/08 IS - HS-811 016 SP - 7p AB - This research note presents the estimates of alcohol-impaired driving fatalities for 2007 from the National Highway Traffic Safety Administration's Fatality Analysis Reporting System (FARS). This note is organized into four major sections. The first section discusses alcohol-impaired driving fatalities and the fatality rates for 2007 and compares it with the estimates for 2006, and also presents long-term trends. The second section examines the characteristics (age, gender, etc.) of alcohol-impaired drivers (blood alcohol concentration [BAC] = .08 grams per deciliter [g/dL] or higher), while the third and fourth sections present the same statistics by State. KW - Age KW - Blood alcohol levels KW - Drunk drivers KW - Drunk driving KW - Fatalities KW - Fatality Analysis Reporting System KW - Gender KW - States KW - Trend (Statistics) UR - http://www.nhtsa.dot.gov/portal/nhtsa_static_file_downloader.jsp?file=/staticfiles/DOT/NHTSA/NCSA/Content/RNotes/2008/811016.pdf UR - https://trid.trb.org/view/870525 ER - TY - RPRT AN - 01108915 AU - Pickrell, Timothy M AU - Starnes, Marc AU - National Center for Statistics and Analysis TI - An Analysis of Motorcycle Helmet Use in Fatal Crashes PY - 2008/08//NHTSA Technical Report SP - 46p AB - This report examined the helmet use of motorcycle riders 21 and older involved in fatal crashes. The analysis is based on data from the National Highway Traffic Safety Administration’s Fatality Analysis Reporting System (FARS) over the years 1997-2006. Crashes were separated into two categories: (a) single-vehicle motorcycle crashes and (b) two-vehicle crashes involving one passenger vehicle and one motorcycle. A logistic regression model was constructed to perform a multivariate analysis that examined the relationship between a motorcycle rider’s helmet use and many other factors. For the purposes of this report, a universal helmet law is defined as a law that requires all motorcyclists age 21 and older to wear a helmet, without respect to their insurance coverage. Currently 20 States and the District of Columbia have universal motorcycle helmet laws. Factors that were found to be the most highly correlated with a motorcycle rider’s helmet use include the following: the existence of a universal helmet law in the State where the crash occurred, the motorcycle rider’s age and blood alcohol concentration at the time of the crash, the engine size of the motorcycle, and whether the crash occurred at night or during the day. The odds that a motorcycle rider in a single-vehicle crash wore a helmet were 72 percent less in States without a universal helmet law, compared to States with a universal helmet law. Similarly, the absence of a universal helmet law led to a 69-percent reduction in the odds of a rider wearing a motorcycle helmet among two-vehicle crashes. In this study’s model, the existence of a universal helmet law was the strongest predictor of a motorcycle rider’s helmet use in a fatal crash. KW - Age groups KW - Blood alcohol levels KW - Crashes KW - Engine size KW - Fatalities KW - Fatality Analysis Reporting System KW - Helmet use KW - Logistic regression analysis KW - Motorcycle helmets KW - Multivariate analysis KW - Single vehicle crashes KW - Time of crashes KW - Universal motorcycle helmet law UR - http://www.nhtsa.dot.gov/portal/nhtsa_static_file_downloader.jsp?file=/staticfiles/DOT/NHTSA/NCSA/Content/Reports/2008/811011.pdf UR - https://trid.trb.org/view/868678 ER - TY - ABST AN - 01490035 TI - Motorcycle Braking Simulator Study AB - This driver-vehicle performance study examines how riders differentially activate front and rear brakes. KW - Brakes KW - Braking performance KW - Driver performance KW - Motorcyclists KW - Traffic safety KW - Traffic simulation UR - http://www.nhtsa.gov/DOT/NHTSA/Traffic%20Injury%20Control/Research%20In%20Progress/files/MotorcycleBrakingSimulatorStudy.pdf UR - https://trid.trb.org/view/1259582 ER - TY - RPRT AN - 01622404 AU - National Highway Traffic Safety Administration TI - Summary Report of NHTSA’s Forward Lighting Research Program PY - 2008/07 AB - This document summarizes the current research activities and subsequent reports being completed by the Lighting Research Center at Rensselaer Polytechnic Institute for the National Highway Traffic Safety Administration. The research program addresses both disability, meaning reduced visibility, and discomfort, the sensation of annoyance or even pain that drivers may experience from glare. Each research report listing includes: title, overview, approach, findings, what we learned, and status. KW - Drivers KW - Glare KW - Headlamps KW - Rensselaer Polytechnic Institute Lighting Research Center KW - Research projects KW - Visibility UR - https://www.nhtsa.gov/sites/nhtsa.dot.gov/files/811007.pdf UR - https://trid.trb.org/view/1440988 ER - TY - RPRT AN - 01138324 AU - Wierwille, Walter W AU - Schaudt, W A AU - Gupta, Santosh K AU - Spaulding, Jeremy M AU - Hanowski, Richard J AU - Virginia Polytechnic Institute and State University, Blacksburg AU - National Highway Traffic Safety Administration TI - Development of a Performance Specification for Camera/Video Imaging Systems on Heavy Vehicles PY - 2008/07//Final Report SP - 56p AB - This document provides revised final performance specifications for Camera/Video Imaging Systems (C/VISs) used in heavy vehicles. The specifications are based on a combination of analyses including driver needs and human factors, current and future video technology, systems analyses, focus groups, preliminary tests, and formal on-road tests. In these specifications C/VISs are divided into two categories: surrogates, which take the place of the essential side mirrors, and enhancements, which are all other applications. The specifications are written in three parts: an introductory section defining terms and stating general requirements, a section providing detailed specifications for two surrogate configuration concepts and nine enhancement concepts, and a section providing additional common detailed specifications. The specifications are intended to serve as a culmination of best approaches and practices for development of viable C/VISs. It is expected that if the specifications are followed, they will result in feasible and reasonably uniform implementation, thereby making the heavy vehicle driver's task more efficient. KW - Cameras KW - Freight transportation KW - Heavy vehicles KW - Monitoring KW - Performance tests KW - Specifications KW - Traffic safety KW - Trucking safety KW - Video imaging detectors KW - Visibility UR - http://www.nhtsa.dot.gov/staticfiles/DOT/NHTSA/NRD/Multimedia/PDFs/Crash%20Avoidance/2008/810958.pdf UR - https://trid.trb.org/view/898496 ER - TY - RPRT AN - 01120576 AU - National Highway Traffic Safety Administration TI - National Motor Vehicle Crash Causation Survey: Report to Congress PY - 2008/07 SP - 47p AB - Understanding the events leading up to a motor vehicle crash is crucial in preventing the crash from occurring in the first place. With that objective, the U.S. Congress authorized the National Highway Traffic Safety Administration (NHTSA) of the U. S. Department of Transportation to conduct a National Motor Vehicle Crash Causation Survey (NMVCCS). NHTSA’s National Center for Statistics and Analysis (NCSA) has completed a nationwide survey of crashes involving light passenger vehicles, with a focus on the factors related to pre-crash events – a survey of critical importance to the stakeholders in traffic safety. A sound methodology, which has been reviewed by a panel of experts, was used for this purpose. A nationally representative sample of crashes was investigated from 2005 to 2007. The data collected through the investigated crashes will better equip NHTSA and other safety advocates to evaluate and develop vehicle-related crash avoidance technologies. NMVCCS investigated a total of 6,950 crashes during the 3-year period from January 2005 to December 2007. However, this report uses a nationally representative sample of 5,471 crashes that were investigated during a 2 ½- year period from July 3, 2005, to December 31, 2007. The remaining 1,479 crashes were investigated but were not used in this report. However, the data from the 1,479 crashes are still suitable for clinical, case-by-case evaluations and will be part of the file that will be released for the public use. Each investigated crash involved at least one light passenger vehicle that was towed due to damage. Data were collected on at least 600 data elements to capture information related to the drivers, vehicles, roadways, and environment. In addition, the NMVCCS database includes crash narratives, photographs, schematic diagrams, vehicle information, as well as event data recorder (EDR) data, when available. This additional information will be vital to researchers seeking to perform in-depth clinical reviews of crashes. KW - Automobiles KW - Crash causes KW - Crashes KW - Data collection KW - Data elements KW - In-depth accident investigation KW - National Motor Vehicle Crash Causation Survey KW - On the scene crash investigation KW - Precrash phase UR - http://www.nhtsa.dot.gov/portal/nhtsa_static_file_downloader.jsp?file=/staticfiles/DOT/NHTSA/NCSA/Content/NMVCCS/811059.pdf UR - https://trid.trb.org/view/880434 ER - TY - RPRT AN - 01112759 AU - Compton, Richard P AU - Ellison-Potter, Patricia AU - National Highway Traffic Safety Administration TI - Teen Driver Crashes: A Report to Congress PY - 2008/07 SP - 14p AB - This report summarizes what is known about the teen driver crash problem and reviews the research on the major contributing factors to the high teen crash rate. Dispositional factors, such as immaturity, inexperience, faulty judgment, and a higher propensity for risk-taking all contribute to the teen driver crash problem. Additionally, younger drivers are not experienced in hazard recognition. They do not generally acknowledge inherently dangerous situations on the road, and therefore do not react appropriately. A brief review is included on a variety of programs designed to decrease teen driver crashes, such as educational programs, laws and sanctions, and licensing programs. Scientific evaluations of these programs are discussed in terms of reducing the teen driver crash problem, thereby making America’s roads safer for our youth. The study and report conclude with recommendations based on research for developing and implementing interventions for this important traffic safety issue. Strong evidence supports the strengthening of graduated driver licensing (GDL) laws in the States and incorporating driver education into the GDL system. KW - Crash causes KW - Crash rates KW - Driver education KW - Driver experience KW - Graduated licensing KW - Hazard recognition KW - Intervention KW - Laws KW - Recommendations KW - Risk taking KW - Sanctions KW - Teenage drivers UR - http://www.nhtsa.dot.gov/staticfiles/DOT/NHTSA/Traffic%20Injury%20Control/Articles/Associated%20Files/811005.pdf UR - https://trid.trb.org/view/872622 ER - TY - RPRT AN - 01111967 AU - Winston, Flaura K AU - Erkoboni, Danielle C AU - Children's Hospital of Philadelphia AU - National Highway Traffic Safety Administration TI - Identifying Information That Promotes Belt-Positioning Booster Use. Volume I: Summary and Findings PY - 2008/07 SP - 64p AB - Many parents with low educational attainment prematurely graduate their children to seat belt restraint rather than use belt-positioning booster seats. This study aimed to identify interventions that promoted booster seat use among this population. Focus groups were used to elicit factors contributing to booster seat nonuse, which informed subsequent intervention development. A first phase (12 focus groups, n=107) identified parents’ perceived barriers, benefits, and threats relating to booster seats. These findings were used to identify existing and create new interventions. A second phase (16 focus groups, n=142) elicited parents’ reactions to these interventions and provided parents with belt-positioning booster seats and education on their use. Lack of education and fear of injury were the primary barriers to booster seat use. Parents were motivated by interventions that provided clear, concrete messaging relating to use. Parents favored the intervention that presented a real story detailing a child’s severe injury that could have been prevented with appropriate restraint. At follow-up, parents credited this intervention with motivating booster seat use most often. Although parents cited their children’s lack of comfort and noncompliance as barriers to use, they were not as motivated by interventions that addressed these barriers. Effective intervention programs can be created by identifying and addressing factors that contribute to a population’s intention to use belt-positioning booster seats. In addition, successful programs must use messages that motivate the target population by addressing their perceived threats to booster seat nonuse. KW - Booster seats KW - Focus groups KW - Intervention KW - Parents KW - Promotion KW - Safety education UR - http://www.nhtsa.dot.gov/staticfiles//DOT/NHTSA/Traffic%20Injury%20Control/Articles/Associated%20Files/811018.pdf UR - https://trid.trb.org/view/871566 ER - TY - RPRT AN - 01111964 AU - Winston, Flaura K AU - Erkoboni, Danielle C AU - Children's Hospital of Philadelphia AU - National Highway Traffic Safety Administration TI - Identifying Information That Promotes Belt-Positioning Booster Use. Volume II: Appendices PY - 2008/07 SP - 140p AB - Many parents with low educational attainment prematurely graduate their children to seat belt restraint rather than use belt-positioning booster seats. This study aimed to identify interventions that promoted booster seat use among this population. Focus groups were used to elicit factors contributing to booster seat nonuse, which informed subsequent intervention development. A first phase (10 focus groups, n=117) identified parents’ perceived barriers, benefits, and threats relating to booster seats. These findings were used to identify existing and create new interventions. A second phase (20 focus groups, n=171) elicited parent’s reactions to these interventions and provided parents with belt-positioning booster seats and education on their use. Follow-up interviews were conducted six weeks later. Lack of education and fear of injury were the primary barriers to booster seat use. Parents were motivated by interventions that provided clear, concrete messaging relating to use. Parents favored the intervention that presented a real story detailing a child’s severe injury that could have been prevented with appropriate restraint. At follow-up, parents credited this intervention with motivating booster seat use most often Although parent’s cited their child’s lack of comfort and noncompliance as barriers to use, they were not as motivated by interventions that addressed these barriers. Effective intervention programs can be created by identifying and addressing factors that contribute to a population’s intention to use belt-positioning booster seats. In addition, successful programs must use messages that motivate the target population by addressing their perceived threats to booster seat nonuse. KW - Booster seats KW - Focus groups KW - Intervention KW - Parents KW - Promotion KW - Safety education UR - http://www.nhtsa.dot.gov/staticfiles//DOT/NHTSA/Traffic%20Injury%20Control/Articles/Associated%20Files/811019.pdf UR - https://trid.trb.org/view/871567 ER - TY - RPRT AN - 01111557 AU - National Hispanic Medical Association AU - National Highway Traffic Safety Administration TI - NHMA Screening and Brief Intervention Toolkit For the Hispanic Patient PY - 2008/07 SP - 13p AB - Alcohol consumption is the third leading cause of death in the United States and costs over $148 billion each year. Studies have shown that rapid, accurate alcohol screening instruments can detect alcohol problems in primary care settings and can positively impact alcohol consumption, morbidity, and mortality. Alcohol consumption plays a key role in a large percentage of trauma incidents, including motor vehicle crashes. It is important to find a screening tool that can be used specifically for Hispanics because although heavy drinking is as common in Hispanics as it is in African Americans and non-Hispanic Whites, serious consequences of heavy drinking are more common in Hispanics than in other ethnic groups. Although all screening tools have their limitations and further research is needed to find the right tool for Hispanics; the National Hispanic Medical Association’s Advisory Board for Alcohol Screening and Brief Intervention recommends that health practitioners consider the Rapid Alcohol Problem Screen-Quantity & Frequency (RAPS4-QF) for use in their setting. KW - Alcohol abuse KW - Alcohol screening KW - Alcohol use KW - Countermeasures KW - Drunk drivers KW - Fatalities KW - Hispanics KW - Traffic crashes UR - http://ntl.bts.gov/lib/30000/30200/30235/810953.pdf UR - https://trid.trb.org/view/870815 ER - TY - SER AN - 01108404 JO - Traffic Safety Facts - Research Note PB - National Highway Traffic Safety Administration AU - Chang, Dow TI - Comparison of Crash Fatalities by Sex and Age Group PY - 2008/07 IS - HS-810 853 SP - 6p AB - The purpose of this research note is to explore the ratio and distribution pattern of motor vehicle crash fatalities by sex and age from 1996 to 2006. Following are the major findings of the analysis: (1) Motor vehicle crash fatalities were higher for males than females in all age groups, while the male population is equal to or less than the female population in all age groups; (2) Compared to all age groups and both sexes, fatality rates increased only among males in the age groups 41 to 45, 46 to 50, and 51 to 55; (3) Among both genders, the age group under 16 steadily declined not only in fatalities but also in fatality rate, whereas the 51-to-55 age group had the highest increase in fatalities; (4) Among females, the over-65 age group had the highest number of fatalities followed by the 16-to-20 age group; and (5) Among males, the age groups 16 to 20, 21 to 25, and over 65 had more crash fatalities than other age groups, and the 46-to-50 age group had the greatest increase in fatality rate. KW - Age groups KW - Aged drivers KW - Crashes KW - Fatalities KW - Gender KW - Teenage drivers UR - http://www.nhtsa.dot.gov/portal/nhtsa_static_file_downloader.jsp?file=/staticfiles/DOT/NHTSA/NCSA/Content/RNotes/2008/810853.pdf UR - https://trid.trb.org/view/868195 ER - TY - ABST AN - 01490529 TI - Mechanical Characterization of the Pediatric Head and Cervical Spine AB - This project involves the collection of data pertaining to the geometry and mechanical response of the child head and neck in order to support dummy development, injury criteria, and computational modeling. Another component of this work is the development and optimization of multi-body and finite element models of the pediatric and adult cervical spine. KW - Children KW - Dummy development KW - Finite element method KW - Head KW - Injuries KW - Neck KW - Spinal column UR - http://www.nhtsa.gov/DOT/NHTSA/Traffic%20Injury%20Control/Research%20In%20Progress/files/MechanicalCharacterizationPediatricHeadCervicalSpine.pdf UR - https://trid.trb.org/view/1260014 ER - TY - ABST AN - 01490026 TI - Motorcycle Conspicuity and the Effect of Fleet Daytime Running Lights AB - The objective of this project is to examine if the frontal conspicuity of motorcycles can be improved to reduce their chances of being struck by other motorists. KW - Daylight KW - Daytime running lamps KW - Frontal crashes KW - Highway safety KW - Motorcycle crashes KW - Motorcyclists KW - Visibility UR - http://www.nhtsa.gov/DOT/NHTSA/Traffic%20Injury%20Control/Research%20In%20Progress/files/MotorcycleConspicuityEffectsFleetDRL.pdf UR - https://trid.trb.org/view/1259573 ER - TY - ABST AN - 01465160 TI - Evaluate Responsible Beverage Service to Reduce Impaired Driving Among 21-34 Year Olds AB - Historically, 21-34 year old drivers accounted for 43% of all drinking drivers in fatal crashes and 30% of all drivers in fatal crashes (drinking or not drinking). Strong enforcement of impaired driving laws can be effective in reducing alcohol related crashes involving the young drivers aged 21 to 34. However, programs that can work to prevent driving after drinking in the first place, ultimately reducing not only injuries but the costs of driving while intoxicated (DWI) convictions for those young drivers. The objective of this study is to replicate and evaluate a responsible beverage service (RBS) program--using a strategy similar to Place of Last Drink--in two communities (one each in New York and Ohio) with problem retail outlets including control outlets. This project evaluates RBS in problem alcohol outlets to determine the effectiveness and efficacy of such programs to reduce blood alcohol content, ultimately reducing impaired driving among 21-34 year olds. KW - Alcoholic beverages KW - Drunk driving KW - Fatalities KW - Impaired drivers KW - Traffic crashes KW - Young adults UR - https://trid.trb.org/view/1233393 ER - TY - RPRT AN - 01135187 AU - National Highway Traffic Safety Administration TI - Traffic Records Assessment: State of Indiana. 'The Evolution'. Version III PY - 2008/06 SP - 13p AB - n March 2008, at the request of the Traffic Safety Division (TSD) of the Indiana Criminal Justice Institute (ICJI), the National Highway Traffic Safety Administration (NHTSA) assembled a traffic records assessment team to review all components of the States traffic records system. This team consisted of professionals with backgrounds and expertise in the following areas: Traffic enforcement and adjudication; Professional engineering; EMS/trauma data systems; Crash reporting/reconstruction; and Licensing/vehicle registrations. The purpose of the assessment was to determine the ability of Indiana’s traffic records system accomplishing the following: aide in the identification of the States safety problems manage countermeasures implemented to address traffic safety issues evaluate the effectiveness of implemented countermeasures A similar assessment was conducted in 2005 that offered a number of recommendations to improve the States traffic records system. Management officials at the Indiana Criminal Justice Institute assigned the highest priority to correct the shortcomings noted in that 2005 report. They immediately got commitments from the various agencies with traffic safety missions, not only at the staff level, but also at the executive level, to correct the deficiencies noted. The state planned and initiated a set of programs to develop a traffic records system that provides the highway safety community with accurate, timely and quality crash and traffic records data. KW - Countermeasures KW - Crash records KW - Crash reports KW - Evaluation and assessment KW - Highway operations KW - Indiana KW - Safety audits KW - Traffic data KW - Traffic safety UR - https://trid.trb.org/view/894628 ER - TY - RPRT AN - 01126414 AU - Akashi, Yukio AU - Van Derlofske, John AU - Raghavan, Ramesh AU - Bullough, John D AU - Rensselaer Polytechnic Institute AU - National Highway Traffic Safety Administration TI - Assessment of Headlamp Glare and Potential Countermeasures: The Effects of Headlamp Mounting Height PY - 2008/06 SP - 45p AB - This project examined the effects of headlamp mounting height on the disability and the sensation of discomfort caused by glare. This was performed through a field study and a simulation study. In the field study, subjects evaluated the degree of glare from oncoming and following headlamps with different mounting heights and different intensity of headlamps. This field study provides data to suggest how headlamp mounting height affects discomfort glare. Additionally, to examine disability glare, two simulation analyses were also performed through calculations using existing models. One analyzed drivers’ reaction times to peripheral targets. The other analyzed detection distances to small targets located along the roadway. Both analyses treated headlamp mounting height as one of several independent variables. Overall, this project led to the conclusion that the mounting height of oncoming headlamps affects both disability glare and discomfort glare. A common tendency is that as the mounting height increases, glare is also increased. The increase in glare results in increased discomfort and reduction of visual performance (i.e., increased reaction times to detect objects and decreased detection distances). KW - Countermeasures KW - Detection distance KW - Field studies KW - Glare KW - Headlamp mounting height KW - Headlamps KW - Reaction time KW - Visibility KW - Visibility distance UR - http://ntl.bts.gov/lib/30000/30900/30957/810-947_1_.pdf UR - https://trid.trb.org/view/886697 ER - TY - RPRT AN - 01111564 AU - National Highway Traffic Safety Administration TI - Draft Environmental Impact Statement Corporate Average Fuel Economy Standards, Passenger Cars and Light Trucks, Model Years 2011-2015 PY - 2008/06//Draft Environmental Impact Statement SP - 414p AB - The National Highway Traffic Safety Administration (NHTSA) has prepared this Draft Environmental Impact Statement (DEIS) to disclose and analyze the potential environmental impacts of the proposed new Corporate Average Fuel Economy (CAFE) standards and reasonable alternative standards in the context of NHTSA’s CAFE program pursuant to the National Environmental Policy Act (NEPA) implementing regulations issued by the Council on Environmental Quality (CEQ), U.S. Department of Transportation (DOT) Order 5610.1C, and NHTSA regulations. This DEIS compares the potential environmental impacts of the NHTSA’s proposed standards and reasonable alternatives, including a No Action Alternative. It also analyzes direct, indirect, and cumulative impacts and analyzes impacts in proportion to their significance. KW - Corporate Average Fuel Economy (CAFE) KW - Environmental impact statements KW - Environmental impacts KW - Fuel consumption KW - Light trucks KW - Private passenger vehicles KW - Standards UR - http://ntl.bts.gov/lib/30000/30200/30209/DEIS_1_.pdf UR - https://trid.trb.org/view/870864 ER - TY - RPRT AN - 01109874 AU - Tison, Julie AU - Solomon, Mark G AU - Nichols, James AU - Gilbert, Stephanie H AU - Siegler, John N AU - Cosgrove, Linda A AU - Preusser Research Group, Incorporated AU - National Highway Traffic Safety Administration TI - May 2006 "Click It or Ticket" Seat Belt Mobilization Evaluation: Final Report PY - 2008/06//Final Report SP - 142p AB - "Click It or Ticket" (CIOT) mobilizations are intense, short-duration, seat belt publicity and enforcement programs. The 2006 national mobilization involved approximately $27 million of purchased media. Law enforcement agencies across the nation reported issuing more than 697,000 seat belt use citations during the annual two-week enforcement period beginning on May 22 and ending on June 4. June 2006 observations, as compared with June 2005, indicated increased seat belt use among front-seat occupants of passenger vehicles in 37 of 50 States and Territories where belt use was known. The number of States reporting increases in statewide seat belt use and the amount of increase has been shrinking each succeeding year since national mobilizations began in 2002. The amount of paid publicity in 2006 was less compared to previous years 2002 through 2005; the number of seat belt citations issued by law enforcement agencies decreased in 2006. The National Occupant Protection Usage Survey indicated the nationwide seat belt use rate did not improve between 2005 and 2006. National Highway Traffic Safety Administration (NHTSA) demonstration programs reported on in this paper identify some of the ways NHTSA along with a number of States are searching for productive modifications to the typical CIOT process. 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/Traffic%20Injury%20Control/Articles/Associated%20Files/810979.pdf UR - https://trid.trb.org/view/869559 ER - TY - RPRT AN - 01108452 AU - Staplin, Loren AU - Lococo, Kathy H AU - Gish, Kenneth W AU - Martell, Carol AU - TransAnalytics, LLC AU - University of North Carolina, Chapel Hill AU - National Highway Traffic Safety Administration TI - A Pilot Study to Test Multiple Medication Usage and Driving Functioning PY - 2008/06//Final Report SP - 138p AB - The use of medications and multiple medications becomes more prevalent with increasing age. This pilot study explored the relationship between polypharmacy and driving functioning through separate but related research activities. A patient-level administrative claims database containing prescription information as well as E-codes identifying the incidence of motor vehicle injuries was mined, yielding combinations of drugs that became inclusion criteria in a following field study of driver performance among 44 older adults (range: 57 to 89; mean: 79). Driving performance evaluations by an Occupational Therapist/Certified Driver Rehabilitation Specialist (OT/CDRS), a brake response time measure, and functional screening measures were conducted for the study sample, whose drug profiles were documented through a “brown bag” review by a licensed pharmacist. The relationship between medication usage and each of these outcome measures was examined in descriptive data summaries and regression analyses. The driving evaluations were carried out in a dual-brake vehicle also equipped with speed sensor (OBD-2), Global Positioning System (GPS) logger, and two miniature video cameras (driver’s face and forward road views) plus digital recorder. A subsample allowed the same instrumentation package to be installed in their private cars for a week of independent driving; this supported an analysis of within-subject variability in driving behavior during a formal driving evaluation versus independent driving. Additional project activities included a current (to October 2007) review of the literature on the prevalence of prescription medications and effects on driving of specific drugs/drug classes. The feasibility of conducting future studies using large, administrative claims databases was critically examined, with an overview of candidates and evaluation of their suitability for National Highway Traffic Safety Administration (NHTSA) research. This report concludes with a discussion of project findings and recommendations for future research. KW - Aged drivers KW - Braking KW - Data mining KW - Driving KW - Drugs KW - Future research KW - Impaired drivers KW - Instrumented vehicles KW - Literature reviews KW - Medication KW - Pilot studies KW - Polypharmacy KW - Reaction time UR - http://ntl.bts.gov/lib/30000/30200/30265/810980.pdf UR - https://trid.trb.org/view/868494 ER - TY - RPRT AN - 01108409 AU - Zegeer, Charles V AU - Henderson, David AU - Blomberg, Richard AU - Marchetti, Lauren AU - Masten, Scott Vincent AU - Fan, Yingling AU - Sandt, Laura S AU - Brown, Austin AU - Stutts, Jane AU - Thomas, Libby J AU - University of North Carolina, Chapel Hill AU - National Highway Traffic Safety Administration TI - Evaluation of the Miami-Dade Pedestrian Safety Demonstration Project PY - 2008/06//Final Report SP - 178p AB - The purpose of this study was to identify and implement a comprehensive countermeasure program that could reduce deaths and injuries among pedestrians in a large urban environment. Miami-Dade County, Florida, was selected as the focus of this study. Using pedestrian crash data from 1996 to 2001, four zones were identified within the county as having abnormally high pedestrian-crash experiences. Based on locational crash characteristics, as well as pedestrian (age, ethnicity) factors, a total of 16 different types of education, enforcement, and engineering treatments were selected and targeted to reduce pedestrian crashes specifically in the four zones, and also countywide. A before-after study was used with three separate control groups to evaluate the effects of the combined pedestrian safety program on pedestrian crashes. A three-year “after” period was used (2002-2004). Multivariate intervention autoregressive integrated moving average (ARIMA) time series analysis was used, along with nonparametric (i.e., Mann-Whitney U-tests) to test for statistically significant differences in pedestrian crash experiences. Results showed that, at the peak of the program effects in 2003 and 2004, the pedestrian safety program reduced countywide pedestrian crash rates by between 8.5% and 13.3%, depending on which control group was used. This effect translates to approximately 180 fewer crashes annually in Miami-Dade County, or 360 pedestrian crashes reduced in 2003 and 2004 combined. Countywide, the greatest crash reductions were found among children and adult pedestrians as a result of the program. Educational and other measures to reduce crashes involving older pedestrians showed no effect. A number of lessons learned were identified for future implementation of such a program. KW - Aged KW - Before and after studies KW - Children KW - Countermeasures KW - Demonstration projects KW - Miami-Dade County (Florida) KW - Pedestrian education KW - Pedestrian safety KW - Pedestrian-vehicle crashes KW - Time series analysis KW - Traffic engineering 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/810964.pdf UR - http://ntl.bts.gov/lib/30000/30600/30630/810964.pdf UR - https://trid.trb.org/view/868183 ER - TY - RPRT AN - 01108408 AU - University of California, San Francisco AU - University of Washington, Seattle AU - National Highway Traffic Safety Administration TI - EMS Workforce for the 21st Century: A National Assessment PY - 2008/06//Final Report SP - 162p AB - Emergency medical technicians (EMTs) and paramedics are a critical component of any community’s Emergency Medical Services (EMS) system. Assuring the continued viability of the prehospital EMS workforce is a key concern for many local, State, Federal, and tribal EMS agencies, as well as national EMS organizations. As a first step in systematically addressing the issue, the National Highway Traffic Safety Administration, in partnership with the Health Resources and Services Administration’s (HRSA) Emergency Medical Services for Children program, supported a research project led by the Center for the Health Professions and School of Nursing at the University of California San Francisco with assistance from the Center for Health Workforce Studies at the University of Washington. The intent of this research is to provide guidance to the national EMS community in ensuring a viable EMS workforce for the future. The major objective of this research has been to address issues relevant to the process of workforce planning. Research questions addressed are as follows: (1) Will the EMS workforce be of adequate size and composition to meet the needs of the U.S. population in the future? (2) How can potential workers be attracted to and encouraged to stay in the field of EMS? (3) How can adequate EMS workforce resources be available across all populations and geographic areas? (4) Do we have the data and information needed to address the future demand for and supply of EMTs and paramedics in the United States? What information is lacking and how might it be obtained? KW - Emergency medical services KW - Emergency medical technicians KW - Evaluation and assessment KW - Labor force KW - Paramedics KW - Planning KW - United States UR - http://ntl.bts.gov/lib/30000/30100/30173/810943.pdf UR - https://trid.trb.org/view/867565 ER - TY - RPRT AN - 01108405 AU - National Highway Traffic Safety Administration AU - Federal Motor Carrier Safety Administration AU - Federal Highway Administration AU - Governors Highway Safety Association TI - Model Minimum Uniform Crash Criteria (MMUCC) Guideline. Third Edition PY - 2008/06//Third Edition SP - 140p AB - The purpose of the Model Minimum Uniform Crash Criteria (MMUCC) is to provide a dataset for describing crashes of motor vehicles in transport on a roadway 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 111 data elements contained in the MMUCC Guideline, 2nd Edition (2003) were revised in response to emerging issues and other highway safety needs. The third edition of the MMUCC Guideline contains 107 data elements. Only one new data element, Bus Use, was added to the third edition of the MMUCC Guideline. The MMUCC Guideline, 3rd Edition (2008) recommends that States implement all 107 data elements included in this document. To reduce the data collection burden, MMUCC recommends that law enforcement at the scene should collect 75 of the 107 data elements. From crash scene information, 10 data elements can be derived, while the remaining 22 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, 3rd Edition (2008) 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://www-nrd.nhtsa.dot.gov/Pubs/810957.pdf UR - https://trid.trb.org/view/868184 ER - TY - SER AN - 01104021 JO - Traffic Safety Facts - Research Note PB - National Highway Traffic Safety Administration TI - Driver Electronic Device Use in 2007 PY - 2008/06 IS - HS-810 963 SP - 7p AB - Hand-held cell phone use by drivers was up again to 6 percent in 2007 compared to 5 percent in 2006, and this increase in use occurred in many driver categories, including male drivers, female drivers, drivers age 25 to 69, drivers of all races, and drivers in all vehicle types. This result is from the National Occupant Protection Use Survey (NOPUS), which provides the only 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 2007 rate translates into 1,005,000 vehicles on the road at any given daylight moment being driven by someone using a hand-held phone. It also translates into an estimated 11 percent of vehicles in the typical daylight moment whose driver is using some type of phone, either hand-held or hands-free. The 2007 survey also found the following: hand-held cell phone use continued to be higher among 16- to 24-year-olds and lower among drivers 70 and older; about 1 percent of drivers 16 to 24 were visibly manipulating hand-held devices; and the use of visible headsets while driving was still less than 1 percent. KW - Age groups KW - Cellular telephones KW - Drivers KW - Gender KW - National Occupant Protection Use Survey KW - Race UR - http://www.nhtsa.dot.gov/portal/nhtsa_static_file_downloader.jsp?file=/staticfiles/DOT/NHTSA/NCSA/Content/RNotes/2008/810963.pdf UR - https://trid.trb.org/view/863911 ER - TY - ABST AN - 01490030 TI - Evaluation of Automatic Warning Modes for Night Vision Enhancement Systems AB - The objective of this project is to examine differences in driver performance associated with a night vision infrared visual display and various automatic warning modes that optimize safety effectiveness, driver acceptance and usability for night vision systems. KW - Automation KW - Driver performance KW - Evaluation and assessment KW - Highway safety KW - Night vision KW - Warning systems UR - http://www.nhtsa.gov/DOT/NHTSA/Traffic%20Injury%20Control/Research%20In%20Progress/files/EvaluationAutomaticWarningModesNightVisionEnhancementSystems.pdf UR - https://trid.trb.org/view/1259577 ER - TY - RPRT AN - 01131612 AU - University of Michigan Transportation Research Institute AU - National Highway Traffic Safety Administration TI - Integrated Vehicle-Based Safety Systems (IVBSS) Phase I Interim Report PY - 2008/05//Progress Report SP - 126p AB - The Integrated Vehicle-Based Safety Systems (IVBSS) program is a four-year, two-phase cooperative research program being conducted by an industry team led by the University of Michigan Transportation Research Institute. The goal of the IVBSS program is to assess the safety benefits and driver acceptance associated with a prototype integrated crash warning system designed to address rear-end, road departure, and lane change/merge crashes on light vehicles and heavy commercial trucks. This report describes accomplishments and progress made during Phase I of the program (November 2005 to April 2008). Activities during Phase I focused on system specification, and design, development, and construction of prototype vehicles. KW - Commercial vehicles KW - Crash avoidance systems KW - Integrated Vehicle Based Safety Systems (Initiative) KW - Lane changing KW - Light vehicles KW - Merging traffic KW - Prototypes KW - Ran off road crashes KW - Rear end crashes KW - Specifications KW - Vehicle safety UR - http://ntl.bts.gov/lib/30000/30800/30868/14434.pdf UR - https://trid.trb.org/view/891784 ER - TY - SER AN - 01110670 JO - Traffic Safety Facts - Traffic Tech PB - National Highway Traffic Safety Administration TI - Evaluation of the Reinstatement of the Motorcycle Helmet Law in Louisiana PY - 2008/05 IS - 346 SP - 3p AB - Louisiana first adopted a motorcycle helmet law applicable to all riders in 1968. That law was amended in 1976 to require helmet use only by riders under the age of 18. Then, in 1982, Louisiana reenacted a universal helmet law, but amended that law in August 1999 to require helmet use only by motorcyclists under the age of 18 and riders over the age of 18 who did not have a minimum of $10,000 in medical insurance coverage. In August 2004 Louisiana reinstated its universal helmet law. This reinstatement required all motorcyclists, riders and passengers, to wear helmets all the time. Preusser Research Group evaluated the reinstatement of Louisiana's helmet law for the National Highway Traffic Safety Administration. Their study examined rates of motorcycle helmet use, fatalities, and injuries following reinstatement of the motorcycle helmet law in August 2004. This Traffic Tech summarizes some of the findings of that report. KW - Crash injuries KW - Fatalities KW - Helmet use KW - Louisiana KW - Motorcycle helmets KW - State laws KW - Universal motorcycle helmet law UR - http://www.nhtsa.dot.gov/staticfiles/DOT/NHTSA/Communication%20&%20Consumer%20Information/Traffic%20Tech%20Publications/Associated%20Files/tt346.pdf UR - https://trid.trb.org/view/870717 ER - TY - RPRT AN - 01110117 AU - Mitman, Meghan Fehlig AU - Ridgway, Matthew AU - Chira-Chavala, Ted AU - University of California, Berkeley AU - California Office of Traffic Safety AU - National Highway Traffic Safety Administration TI - A Technical Guide for Conducting Pedestrian Safety Assessments for California Cities PY - 2008/05 SP - 58p AB - This report presents a technical guide for use in conducting Pedestrian Safety Assessments (PSAs) for California cities. It has a threefold objective to enable communities in California to: 1) improve pedestrian safety at specific locations and citywide; 2) create safe, comfortable, accessible, and welcoming environments for pedestrians; and, 3) enhance walkability, livability, and economic vitality. Technical components of the California PSA are presented, including identifying locations for evaluation, performing field audits, identifying best practices for pedestrian, and benchmarking a city's policies, programs, and practices. KW - California KW - Evaluation and assessment KW - Handbooks KW - Manuals KW - Pedestrian areas KW - Pedestrian safety KW - Pedestrians UR - http://www.techtransfer.berkeley.edu/tse/psa_handbook.pdf UR - https://merritt.cdlib.org/d/ark%3A%2F13030%2Fm5p307rc/1/producer%2FTT200805.pdf UR - https://trid.trb.org/view/865217 ER - TY - RPRT AN - 01109926 AU - Chaffe, Robert H B AU - Solomon, Mark G AU - Leaf, William A AU - Preusser Research Group, Incorporated AU - National Highway Traffic Safety Administration TI - 2006 Seat Belt Use Estimate for Native American Tribal Reservations PY - 2008/05//Final Report SP - 31p AB - The National Highway Traffic Safety Administration (NHTSA) and the Bureau of Indian Affairs (BIA), Indian Highway Safety Program, sponsored a project in fall 2004 to (a) establish the first baseline tribal reservation seat belt use rate, and (b) develop a methodology to use in the future to track trends and specific program effects. The planned sample included 18 reservations with 150 sites on these reservations. Ultimately, data were collected from 120 sites on 16 tribal reservations. A subsequent and comparable survey was requested by NHTSA for fall 2006. Seat belt use was observed between September and December 2006 on 15 reservations and in March 2007 on one reservation. For the tribal reservations subject to tribal law and tribal traffic law enforcement, excluding the Navajo Nation, the overall seat belt use rate was 61.8%. When results from the 2004 study are compared to the present study, there was a statistically significant increase in seat belt use. There was a very high variation in belt use across reservations, ranging from a low of 27.7% to a high of 87.8%. Nine tribal reservations had primary seat belt laws; in them, 73.1% of vehicle occupants were belted. By comparison, three tribal reservations had secondary belt laws; they averaged 59.3% belt use. For the four tribal reservations with no belt use law of any kind, only 37.2% of the vehicle occupants were belted. Tribal policy and procedures are likely responsible for current levels of seat belt use and can be most effective in establishing and improving seat belt usage levels. KW - Data collection KW - Indian reservations KW - Law enforcement KW - Native Americans KW - Primary enforcement KW - Seat belt use KW - Seat belt use laws KW - Seat belts KW - Secondary enforcement KW - Surveys KW - Trend (Statistics) KW - Tribal government UR - http://www.nhtsa.dot.gov/portal/nhtsa_static_file_downloader.jsp?file=/staticfiles/DOT/NHTSA/Traffic%20Injury%20Control/Articles/Associated%20Files/810967.pdf UR - https://trid.trb.org/view/869568 ER - TY - RPRT AN - 01109884 AU - Kuhn, Michelle AU - Lam, Jed AU - Aeffect, Incorporated AU - National Highway Traffic Safety Administration TI - Increasing Seat Belt Use Among 8- to 15-Year-Olds: Volume II: Appendices PY - 2008/05//Summary Research Report Appendices SP - 128p AB - The broad aim of this research project was to determine the nature and causes of non-use of seat belts among 8- to 15-year-olds, and to recommend interventions and strategic approaches to increase usage among this age group. This report summarizes findings from three phases of research: a literature review; 28 in-home family immersion interviews conducted in Illinois, Georgia, and Arizona; and detailed findings from qualitative testing of intervention concepts through 96 triads among “tweens” and teens 8 to 15 years old, six focus groups with parents in Pennsylvania, Iowa, Wisconsin, and California, and two focus groups with adult/teen influencers in Iowa and California. Interventions tested included those based on new products, community and school influence, communications, and key influencers (parents, older teens). Findings from the first and second phases of research suggested there are three segments or targets within the 8-to-15 age range with different attitudes and behaviors toward safety restraints. More specifically, 8- to 10-year-olds (younger tweens), 11- and 12-year-olds (older tweens), and 13- to 15-year-olds (young teens) seem to be motivated by different influencers and peer groups. There also appears to be a gap in messages on seat belt safety directed to parents of 8- to 15-year-olds. That is, after hearing about the importance of child safety restraints for infants, parents report almost no information on the continued importance of safety restraints and/or how to transition children to appropriate restraint systems from infant to toddler to pre-teen. Finally, in terms of messages and interventions, 8- to 15-year-olds say hearing about the consequences of not wearing seat belts from other children their age, or from slightly older youth, would make the consequences of not wearing a belt seem more real and alarming. KW - Adolescents KW - Attitudes KW - Behavior KW - Children KW - Focus groups KW - Intervention KW - Interviewing KW - Literature reviews KW - Parents KW - Safety education KW - Seat belt use KW - Seat belts UR - http://www.nhtsa.gov/DOT/NHTSA/Traffic%20Injury%20Control/Articles/Associated%20Files/810966.pdf UR - https://trid.trb.org/view/869534 ER - TY - RPRT AN - 01109875 AU - Kuhn, Michelle AU - Lam, Jed AU - Aeffect, Incorporated AU - National Highway Traffic Safety Administration TI - Increasing Seat Belt Use Among 8- to 15-Year-Olds: Volume I: Findings PY - 2008/05//Summary Research Report SP - 44p AB - The broad aim of this research project was to determine the nature and causes of non-use of seat belts among 8- to 15-year-olds, and to recommend interventions and strategic approaches to increase usage among this age group. This report summarizes findings from three phases of research: a literature review; 28 in-home family immersion interviews conducted in Illinois, Georgia, and Arizona; and detailed findings from qualitative testing of intervention concepts through 96 triads among “tweens” and teens 8 to 15 years old, six focus groups with parents in Pennsylvania, Iowa, Wisconsin, and California, and two focus groups with adult/teen influencers in Iowa and California. Interventions tested included those based on new products, community and school influence, communications, and key influencers (parents, older teens). Findings from the first and second phases of research suggested there are three segments or targets within the 8-to-15 age range with different attitudes and behaviors toward safety restraints. More specifically, 8- to 10-year-olds (younger tweens), 11- and 12-year-olds (older tweens), and 13- to 15-year-olds (young teens) seem to be motivated by different influencers and peer groups. There also appears to be a gap in messages on seat belt safety directed to parents of 8- to 15-year-olds. That is, after hearing about the importance of child safety restraints for infants, parents report almost no information on the continued importance of safety restraints and/or how to transition children to appropriate restraint systems from infant to toddler to pre-teen. Finally, in terms of messages and interventions, 8- to 15-year-olds say hearing about the consequences of not wearing seat belts from other children their age, or from slightly older youth, would make the consequences of not wearing a belt seem more real and alarming. KW - Adolescents KW - Attitudes KW - Behavior KW - Children KW - Focus groups KW - Intervention KW - Interviewing KW - Literature reviews KW - Parents KW - Safety education KW - Seat belt use KW - Seat belts UR - http://www.nhtsa.dot.gov/staticfiles//DOT/NHTSA/Traffic%20Injury%20Control/Articles/Associated%20Files/810965.pdf UR - https://trid.trb.org/view/869531 ER - TY - RPRT AN - 01108416 AU - Gilbert, Hope AU - Chaudhary, Neil K AU - Solomon, Mark G AU - Preusser, David F AU - Cosgrove, Linda A AU - Preusser Research Group, Incorporated AU - National Highway Traffic Safety Administration TI - Evaluation of the Reinstatement of the Universal Motorcycle Helmet Law in Louisiana PY - 2008/05//Final Report SP - 52p AB - Louisiana has enacted and repealed motorcycle helmet laws many times. Louisiana first adopted an all-rider motorcycle helmet law in 1968, amended it in 1976 to require helmet use only by riders under the age of 18, and reenacted a universal helmet law in 1982. In 1999, the State amended that law to require helmet use only by motorcyclists under 18 and riders over 18 who did not have a minimum of $10,000 in medical insurance coverage. In 2004, Louisiana reinstated its universal helmet law that required all motorcyclists, riders and passengers, to wear helmets all the time. This study examined rates of motorcycle helmet usage, fatalities, and injuries. Observed helmet use rose to 100 percent after reinstatement of the universal helmet law. Helmet use in motorcycle crashes during the period (1999 – 2003) without the helmet law was 42.3% (pre-reinstatement) and increased to 87% in 2004 – 2005 (post-reinstatement). Motorcycle crashes increased from 1999 to 2005 in Louisiana. Fatal crashes decreased in 2004 for the first time since the 1999 repeal, increasing slightly in 2005, but with fewer than before the law was reinstated in Louisiana. The national trend showed a steady increase in fatal motorcycle crashes during this time period. Kentucky, a comparison State, also showed steadily increasing fatal crashes. The drop in fatal motorcycle crashes in Louisiana was not replicated in a nearby State, and is therefore likely attributable to the law change. Motorcycle fatalities had been accounting for a larger proportion of all motor vehicle fatalities in Louisiana doubling between 1999 and 2003 (4% to 9%), slightly decreasing for the first time in 2005 (8%). The proportion of fatal and serious injury motorcycle crashes to all motorcycle crashes (fatal crashes, serious injury, moderate injuries, complaint of injury, and property damage only) declined after the helmet law was reinstated in Louisiana. KW - Crash injuries KW - Fatalities KW - Helmet laws KW - Helmet use KW - Louisiana KW - Motorcycle helmets KW - Reinstatement KW - State laws KW - Universal motorcycle helmet law UR - http://www.nhtsa.dot.gov/portal/nhtsa_static_file_downloader.jsp?file=/staticfiles/DOT/NHTSA/Traffic%20Injury%20Control/Articles/Associated%20Files/810956.pdf UR - http://ntl.bts.gov/lib/30000/30200/30207/810956.pdf UR - https://trid.trb.org/view/868181 ER - TY - SER AN - 01108412 JO - Traffic Safety Facts - Traffic Tech PB - National Highway Traffic Safety Administration TI - Multiple Medications and Vehicle Crashes: Analysis of Databases PY - 2008/05 IS - 348 SP - 2p AB - By 2030, over 70 million Americans will be over age 65. Older adults have a higher rate of fatality and injury in motor vehicle crashes per mile driven than any other age group except for teenagers. Since driving is a complex behavior, many age-related factors may impair driving ability, including age-related decrements in cognitive and physical functioning, increased prevalence of medical conditions or age-related medical conditions, and increased use of multiple medications. The National Highway Traffic Safety Administration implemented a study to examine factors relating to crash-involvement among older adults to devise strategies to address these concerns. This study examined the association of the impairing effects of multiple medication use, drug/drug interactions, and drug/disease interactions on motor vehicle crashes in individuals age 50 and older. Fifty was selected as a cut-off age (a) to maximize sample size, and (b) because age-related changes and corresponding increased medication use begins to occur at this age, along with taking multiple medications. This Traffic Tech briefly summarizes the findings from this study. KW - Aged drivers KW - Crashes KW - Databases KW - Diseases and medical conditions KW - Drug interactions KW - Drugs KW - Medication KW - Polypharmacy UR - http://reviewdev.nhtsa.gov/staticfiles/DOT/NHTSA/Communication%20&%20Consumer%20Information/Traffic%20Tech%20Publications/Associated%20Files/tt348.pdf UR - https://trid.trb.org/view/868187 ER - TY - SER AN - 01108406 JO - Traffic Safety Facts - Traffic Tech PB - National Highway Traffic Safety Administration TI - The Effectiveness of Seven Publicized Enforcement Demonstration Programs to Reduce Impaired Driving: Georgia, Louisiana, Pennsylvania, Tennessee, Indiana, Michigan, and Texas PY - 2008/05 IS - 347 SP - 2p AB - Between 2000 and 2003, the National Highway Traffic Safety Administration funded seven alcohol demonstration programs designed to reduce impaired driving through well-publicized and highly visible enforcement. These demonstration programs were not specifically designed to be research evaluation studies; instead, they were designed to reduce drinking-and-driving behavior and ultimately alcohol-related crashes. The States varied widely in their enforcement methods, media methods, and their paid and earned media budgets and messages. This Traffic Tech briefly summarizes the findings from these seven demonstration projects. KW - Demonstration projects KW - Drunk driving KW - Georgia KW - Indiana KW - Law enforcement KW - Louisiana KW - Mass media KW - Michigan KW - Pennsylvania KW - Publicity KW - Tennessee KW - Texas UR - http://reviewdev.nhtsa.gov/staticfiles/DOT/NHTSA/Communication%20&%20Consumer%20Information/Traffic%20Tech%20Publications/Associated%20Files/tt347.pdf UR - https://trid.trb.org/view/868186 ER - TY - RPRT AN - 01104022 AU - Decina, Lawrence E AU - Lococo, Kathy H AU - Ashburn, Warren AU - Hall, William B AU - Rose, Janelle AU - TransAnalytics, LLC AU - National Highway Traffic Safety Administration TI - Identifying Strategies to Improve the Effectiveness of Booster Seat Laws PY - 2008/05//Final Report SP - 127p AB - The objective of this project was to identify strategies to improve the effectiveness of booster seat laws. The project explored the possible factors that relate to the use and nonuse of booster seats, and examined the attitudes of law enforcement officers and parents/caregivers concerning booster seat laws. As of June 2007, 38 States and the District of Columbia have included booster seat provisions in their child restraint laws. A recent NHTSA-sponsored observational survey found 41% of children age 4 to 8 restrained in boosters. A literature review uncovered the following reasons that parents/caregivers do not restrain their children in boosters: misunderstanding of the law; underestimation of risk; lack of knowledge about the benefits of booster seats; and permissive parenting style. An observational study conducted in this project found a 9.1-percentage-point increase in the use of child safety seats and booster seats for children age 4 to 8 following enactment of an enhanced child restraint law (booster seat law). Barriers to the use and enforcement of booster seat laws were addressed in focus groups with parents/caregivers and law enforcement officers. Barriers included parent/caregiver ignorance of child restraint laws and low risk perception; lack of knowledge about the safety benefits of booster seats among the public, as well as among law enforcement officers and members of the courts; low threat of being ticketed for booster seat violations; and lack of commitment to child passenger safety (CPS) by law enforcement top management. Educational, enforcement, and legislative strategies were developed to improve the effectiveness of booster seat laws. The educational strategies are teaching parents/caregivers about best practices for restraint use and the risks of inappropriate restraint use; and identification of booster seat resources for low-income groups. The enforcement strategies include enlisting support for CPS activities from chiefs of police; training law enforcement officers and judges about CPS best practices and their State laws; high-visibility enforcement of child restraint laws; recording appropriate child restraint law violation data on citations; including law enforcement officers in publicity promoting booster seat laws and best practices; and use of fear appeals in CPS messages to increase parent/caregiver risk perception. Legislative strategies are enactment of booster seat laws in all States; strengthening of booster seat laws to meet best practices; and enactment of primary booster seat laws as well as primary seat belt laws. KW - Attitudes KW - Best practices KW - Booster seats KW - Caregivers KW - Education KW - Focus groups KW - Judges KW - Law enforcement KW - Law enforcement personnel KW - Literature reviews KW - Parents KW - Risk perception KW - State laws KW - Strategic planning KW - Surveys UR - http://www.nhtsa.dot.gov/staticfiles/DOT/NHTSA/Traffic%20Injury%20Control/Studies%20&%20Reports/Associated%20Files/810969.pdf UR - http://ntl.bts.gov/lib/30000/30100/30188/810969.pdf UR - https://trid.trb.org/view/863913 ER - TY - SER AN - 01104019 JO - Traffic Safety Facts - Research Note PB - National Highway Traffic Safety Administration TI - Characteristics of Unrestrained Passenger Vehicle Occupant Fatalities 16 and Older in Motor Vehicle Traffic Crashes by Time of Day PY - 2008/05 IS - HS-810 948 SP - 13p AB - In 2006, 42,642 people died on the Nation’s highways. Of these fatalities 30,521 (72%) were passenger vehicle occupants of all ages, and 28,911 (68%) were occupants 16 and older. This Research Note looked at those 2006 fatalities 16 and older to identify characteristics of those who were unrestrained. Specifically: Fifty-five percent of fatalities 16 and older were unrestrained, a reduction of 4 percentage points (from 59%) from 2002. The number and percentage of unrestrained fatalities was much higher during nighttime. Sixty-four percent of fatalities at night were unrestrained, compared to 46 percent during the day. The nighttime period with the highest percentage of unrestrained fatalities was midnight to 3 a.m. (71%). Younger driver and passenger fatalities were unrestrained at high rates, especially at night. Almost 70 percent of occupant fatalities in the 16 to 20 (68%), 21 to 24 (68%), and 25 to 34 (69%) age cohorts were unrestrained during nighttime. Males had higher percentages of unrestrained fatalities than females. About 70 percent of male nighttime fatalities were unrestrained. Pickup truck occupants had the highest percentages of unrestrained fatalities. More than three-fourths of the pickup truck occupants fatally injured during nighttime were unrestrained. KW - Age groups KW - Fatalities KW - Gender KW - Nighttime crashes KW - Passenger vehicles KW - Periods of the day KW - Pickup trucks KW - Seat belt use KW - Seat belts KW - Traffic crashes UR - http://www.nhtsa.dot.gov/portal/nhtsa_static_file_downloader.jsp?file=/staticfiles/DOT/NHTSA/NCSA/Content/RNotes/2008/810948.pdf UR - https://trid.trb.org/view/863909 ER - TY - RPRT AN - 01104013 AU - Fell, James C AU - Langston, Elizabeth A AU - Lacey, John H AU - Tippetts, A Scott AU - Cotton, Ray AU - Pacific Institute for Research and Evaluation AU - National Highway Traffic Safety Administration TI - Evaluation of Seven Publicized Enforcement Demonstration Programs to Reduce Impaired Driving: Georgia, Louisiana, Pennsylvania, Tennessee, Texas, Indiana, and Michigan PY - 2008/05 SP - 152p AB - Between 2000 and 2003, the National Highway Traffic Safety Administration funded seven alcohol demonstration projects designed to reduce impaired driving through well-publicized and highly visible enforcement. The projects were conducted in seven States: Georgia, Louisiana, Pennsylvania, Tennessee, Texas, Indiana, and Michigan. This report describes the program evaluations conducted in all seven States. In each of the seven States, funding supported increased enforcement and publicity. In Georgia, Indiana, and Michigan funding was provided for paid advertising. Each State acted as a case study because the type and amount of publicity and enforcement differed substantially. Significant reductions in crashes in the intervention States relative to surrounding States were obtained in Georgia and Tennessee, when an interrupted time-series analysis of FARS data comparing the ratio of drinking to non-drinking drivers in fatal crashes was used; however, a corresponding statistically significant reduction in alcohol-related fatalities per 100 million vehicle miles traveled was not obtained. Compared to neighboring States, Indiana and Michigan experienced significant decreases in both the ratio of drinking to non-drinking driver fatal crashes and alcohol-related fatalities per 100 million vehicle miles traveled. As compared to surrounding States, fatal crash reductions in Georgia, Tennessee, Indiana, and Michigan ranged from 11 to 20 percent. In these four States, the programs were estimated to have saved lives ranging from 25 in Indiana to 43 in Tennessee to 57 in Michigan to 60 in Georgia. The other three States showed only marginal, non-significant changes relative to their comparison jurisdictions or States. In summary, it appears that a variety of media and enforcement procedures that supplement ongoing statewide efforts can yield meaningful crash reduction effects among alcohol impaired drivers. In general, States employing sobriety checkpoints, using paid advertising and programs implemented statewide were associated with crash reductions relative to surrounding States. However, the use of saturation patrols alone did not preclude crash reduction. As each of these demonstration programs was unique and superimposed on existing State program activities targeting drinking drivers, simple relationships were not obtained between crash reductions and (a) amount, type, and target of publicity campaigns; (b) amount and type of enforcement activities; and (c) driver awareness, perceptions and self-reported behavior. Based upon previous research and some of the implications from this study, a State impaired driving enforcement program is more likely to be successful if it incorporates (a) numerous checkpoints or highly visible saturation patrols conducted routinely throughout the year along with mobilized crackdowns (at least three per year) and; (b) intensive publicity coverage of the enforcement activities, including paid advertising. KW - Advertising KW - Case studies KW - Demonstration projects KW - Drunk driving KW - Fatalities KW - Georgia KW - Indiana KW - Law enforcement KW - Louisiana KW - Michigan KW - Pennsylvania KW - Publicity KW - Saturation patrols KW - Sobriety checkpoints KW - Tennessee KW - Texas UR - http://ntl.bts.gov/lib/30000/30200/30205/810941.pdf UR - https://trid.trb.org/view/863921 ER - TY - RPRT AN - 01103994 AU - LeRoy, Aida A AU - Morse, M Lee AU - Iatrogen, LLC AU - National Highway Traffic Safety Administration TI - Multiple Medications and Vehicle Crashes: Analysis of Databases PY - 2008/05//Final Report SP - v.p. AB - Using population databases, this study analyzed the association of the impairing effects of multiple medication use, drug interactions, and drug disease interactions on motor vehicle crashes (MVCs) in individuals age 50 years and greater. The main objectives of this study were to determine the relative frequency of various combinations of medications used by those who have experienced a MVC and those who have not by analyzing proprietary and non-proprietary databases; and to conduct a case-control study of possible associations between the use of medications (and combinations thereof) and MVCs among older drivers. The results of this analysis suggest that both the kinds and number of medication exposures, and the characteristics of diseases/disorders present among study subjects may predict an increase in risk for MVCs among older adults. By demonstrating a potential link between multiple drug therapies and MVCs, this study serves to highlight the need for a more thorough examination of the relationships between drugs, diseases and the older driver. The study suggests the need for further research to elucidate the complex interplay of factors affecting aging adults and driving ability. The results of this research support the intentions of the National Highway Traffic Safety Administration to promote the development of educational programs to increase awareness among health care providers and older drivers regarding the potential driver impairing effects of pharmaceutical use. KW - Aged drivers KW - Crashes KW - Databases KW - Diseases and medical conditions KW - Drug interactions KW - Drugs KW - Education KW - Medication KW - Polypharmacy UR - http://www.nhtsa.dot.gov/portal/nhtsa_static_file_downloader.jsp?file=/staticfiles/DOT/NHTSA/Traffic%20Injury%20Control/Articles/Associated%20Files/810858.pdf UR - http://ntl.bts.gov/lib/30000/30200/30202/810858.pdf UR - https://trid.trb.org/view/863878 ER - TY - SER AN - 01103979 JO - Traffic Safety Facts - Traffic Tech PB - National Highway Traffic Safety Administration TI - Occupant Protection Issues Among Older Drivers and Passengers PY - 2008/05 IS - 349 SP - 2p AB - The number of older adults in the United States is expected to grow dramatically. By the year 2030, adults 65 and older will make up nearly 20% of the U.S. population. Today, older people are healthier and living longer. This means that many older adults will keep their driver licenses longer and will drive more miles on the roadways than the current generation of older people; hence, they are at increased risk for involvement in motor vehicle crashes. Unless significant countermeasures are employed, traffic fatalities for older adults are projected to double or triple by the year 2030. Although older adults are reported to use seat belts more often than any other age group, there is still a significant proportion of older adults who never use seat belts or use them only part-time. Much of what the National Highway Traffic Safety Administration knows about the reasons older adults do not use seat belts is anecdotal, including comfort and convenience issues, the presence of chronic health conditions such as arthritis, and resistance to seat belt use in general. The overall purpose of this study was to understand what factors contribute to seat belt use and nonuse among adults age 65 and older. In addition, the study was designed to identify what can be done to increase seat belt use among older adults now and in the future, thereby reducing injuries and fatalities among the older adult population. KW - Aged KW - Aged drivers KW - Countermeasures KW - Crash injuries KW - Crashes KW - Fatalities 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/tt349.pdf UR - https://trid.trb.org/view/863641 ER - TY - RPRT AN - 01100752 AU - Dang, Jennifer N AU - National Center for Statistics and Analysis AU - National Highway Traffic Safety Administration TI - Statistical Analysis of Alcohol-Related Driving Trends, 1982-2005 PY - 2008/05//NHTSA Technical Report SP - 72p AB - Overall, the percent of drivers involved in fatal crashes who had consumed alcohol and had blood alcohol concentration (BAC) of .08 or above prior to the crash steadily decreased from 1982 to 1997 and then leveled off (more or less). In an attempt to explain the 1982-1997 reduction and the 1997-2005 level trend, this report presents a statistical analysis of factors that influenced the historical alcohol-related driving trends from 1982 to 2005. The study is based on disaggregate logistic regression of imputed Fatality Analysis Reporting System (FARS) cases from all 50 States and the District of Columbia – to predict the probability of an alcohol-related involvement given a set of independent variables. The independent variables include alcohol-related legislation (i.e., .10 BAC, .08 BAC, Administrative License Revocation, minimum-legal-drinking-age laws), demographic factors (i.e., driver’s age and gender), per capita alcohol consumption, and external factors (i.e., day of the week, time of day, roadway function class, and posted speed limit). The independent variables explain both the decrease in alcohol-related fatal crashes (where drivers involved in fatal crashes had BAC of .08 or above) from 1982 to 1997 and its leveling off after 1997. Large portions of the reduction are explained by the effect of alcohol-laws and by the demographic trends – the aging of the population and the increased proportion of female drivers. The leveling off after 1997 does not imply that the laws are becoming less effective. On the contrary, they effectively maintain the proportion of drivers in fatal crashes who had BAC of .08 or above at the time of the crash – at the lowest level since 1982. KW - Alcohol use KW - Blood alcohol levels KW - Demographics KW - Drunk driving KW - Fatalities KW - Fatality Analysis Reporting System KW - Regression analysis KW - State laws KW - Statistical analysis KW - Trend (Statistics) UR - http://ntl.bts.gov/lib/30000/30200/30206/810942.pdf UR - https://trid.trb.org/view/860402 ER - TY - SER AN - 01099029 JO - Traffic Safety Facts - Research Note PB - National Highway Traffic Safety Administration TI - Fatalities to Occupants of 15-Passenger Vans, 1997-2006 PY - 2008/05 IS - HS-810 947 SP - 4p AB - This research note reports the fatalities to occupants of 15-passenger vans in the 10-year period from 1997 to 2006. Of particular interest are fatalities that occurred to occupants in 15-passenger vans that rolled over. Prior research has shown that heavily loaded 15-passenger vans have a higher rate of rollover than lightly loaded vans. Briefly, it was found that in 2006 fatalities to occupants of 15-passenger vans reached the lowest level since 1992. As compared to 2005, fatalities to occupants of 15-passenger vans that rolled over declined by 50%, while overall fatalities declined by 40%. Fatalities to occupants of 15-passenger vans have been on a downward trend since 2001. About 50% of the fatalities occurred in heavily loaded (10+ occupants) vans that rolled over. About 59% of the fatally injured van occupants in rollovers were not restrained. KW - 15-passenger vans KW - Fatalities KW - Rollover crashes KW - Seat belt usage KW - Trend (Statistics) KW - Vans UR - http://www.nhtsa.dot.gov/portal/nhtsa_static_file_downloader.jsp?file=/staticfiles/DOT/NHTSA/NCSA/Content/RNotes/2008/810947.pdf UR - https://trid.trb.org/view/859394 ER - TY - RPRT AN - 01100792 AU - Utter, Dennis AU - National Highway Traffic Safety Administration TI - Using Data Collection to Strengthen Research Projects PY - 2008/04/14 SP - 49p AB - This document consists of the powerpoint presentation that accompanied a presentation by the Director of the Office of Traffic Records and Analysis, National Center for Statistics and Analysis (NCSA) at the Lifesavers 2008 conference in Portland, Oregon, on April 14, 2008. The presentation included an overview of the activities of the NCSA, a discussion of NCSA's new web site and its features, and comments on how to obtain traffic safety information. KW - Crash data KW - Data collection KW - Guides to information KW - Information retrieval KW - National Center for Statistics and Analysis KW - Traffic safety KW - Websites (Information retrieval) UR - http://www.nhtsa.dot.gov/portal/nhtsa_static_file_downloader.jsp?file=/staticfiles/DOT/NHTSA/NCSA/Content/PPT/2008/810955.pdf UR - https://trid.trb.org/view/860513 ER - TY - ABST AN - 01490053 TI - Commercial Vehicle Rollover Prevention Technology Demonstration AB - This research project will determine the safety effectiveness of stability control for single-unit heavy trucks and buses KW - Buses KW - Commercial vehicles KW - Electronic stability control KW - Heavy duty trucks KW - Rollover crashes KW - Trucks KW - Vehicle safety UR - http://www.nhtsa.gov/DOT/NHTSA/Traffic%20Injury%20Control/Research%20In%20Progress/files/CommercialVehicleRolloverPreventionTechnologyDemonstration.pdf UR - https://trid.trb.org/view/1259600 ER - TY - ABST AN - 01465172 TI - The Effect of Innovative Technology on Seat Belt Usage - Phase 2 AB - Increasing seatbelt usage rates is one of National Highway Traffic Safety Administration's (NHTSA's) primary goals. This project is designed to use technology to encourage drivers to buckle up. While extended reminders have been shown to increase seat belt use, but many people find these system very annoying. Seat-belt ignition interlocks that were deployed in the 1970s required drivers to buckle up before starting their vehicles, but the technology met with considerable driver resistance and was subsequently eliminated. The approach in the current project will provide subtle feedback to the driver when they are not buckled. When a driver exceeds a pre-determined speed, they will experience accelerator resistance. The force can easily be over-ridden so the driver can choose to go faster, but the pedal returns to the preset level when the driver's attention is focused elsewhere. Applying this technology to seat belt usage may be effective with occasional seat belt users who forget to buckle. In Phase 1, two vehicles were instrumented with the system, and seatbelt use rate of the 6 drivers who drove the vehicles was 100% with the system activated. In Phase 2, two approaches will be used to further evaluate the technology. In the first approach, a small group of drivers will drive vehicles instrumented with the system for several weeks in an effort to assess the system over a period of time. In an attempt to increase the generality of the findings a larger group of drivers will operate the vehicle for shorter periods. KW - Drivers KW - Highway safety KW - Occupant protection devices KW - Seat belt reminder systems KW - Seat belt usage KW - Technological innovations UR - https://trid.trb.org/view/1233405 ER - TY - ABST AN - 01490531 TI - Quality Control of Cases Prepared by Participants in the CIREN AB - Review Crash Injury Research and Engineering Network (CIREN) Cases and prepare them for public dissemination. KW - Crash injuries KW - Crash injury research KW - Crash Injury Research and Engineering Network KW - Information dissemination KW - Quality control UR - http://www.nhtsa.gov/DOT/NHTSA/Traffic%20Injury%20Control/Research%20In%20Progress/files/QualityControlCasesPreparedParticipantsCrash.pdf UR - https://trid.trb.org/view/1260016 ER - TY - ABST AN - 01385978 AU - Ramney, T A AU - United States. National Highway Traffic Safety Administration (NHTSA) TI - Driver distraction: a review of the current state-of-the-knowledge PY - 2008/04 SP - 25p AB - The objective of this report is to consolidate current knowledge on driver distraction to help American state and local governments formulate effective policies, regulations and laws. In addition, this report identifies areas in which scientific evidence is weak or lacking, thus providing information necessary to focus the Federal research effort in the most productive directions. The document begins by discussing the definition of distraction and the approaches and challenges involved in measuring distraction. Next, we consider the specific behaviors that comprise distraction and summarize what is known about their incidence and influence on crash involvement. This is followed by a discussion of the effects of cell phones on driving behavior and crash risk. We then consider in-vehicle technological advancements, such as navigation systems, and their potential for distraction. Next, we discuss the effectiveness of countermeasures that have been developed, including laws restricting cell phone use. Finally, we identify research needed to better understand and address the problem of driver distraction. KW - Attention KW - Attention KW - Behavior KW - Cellular telephones KW - Driver behaviour KW - Driver performance KW - Driver performance KW - Driver vehicle interfaces KW - Drivers KW - Highway safety KW - Human machine interface KW - Human machine systems KW - Mobile phone KW - Research KW - Research needs KW - Road safety KW - Road safety (human factors) KW - Usa UR - https://trid.trb.org/view/1153738 ER - TY - RPRT AN - 01138325 AU - National Center for Education Statistics AU - National Highway Traffic Safety Administration TI - FARS Analytic Reference Guide 1975 to 2007 PY - 2008/04 SP - 460p AB - The Fatality Analysis Reporting System (FARS) formerly referred to as the Fatal Accident Reporting System, is a collection of files documenting all qualifying fatal crashes since 1975 that occurred within the 50 States, the District of Columbia, and Puerto Rico. To be included in this census of crashes, a crash had to involve a motor vehicle traveling on a trafficway customarily open to the public, and must result in the death of a person (occupant of a vehicle or a nonmotorist) within 30 days of the crash KW - Coding systems KW - Crash data KW - Crash investigation KW - Fatalities KW - Fatality Analysis Reporting System KW - Forms (Documents) KW - Manuals KW - Referencing KW - Traffic crashes UR - http://www-nrd.nhtsa.dot.gov/Pubs/810937.PDF UR - https://trid.trb.org/view/898309 ER - TY - RPRT AN - 01112657 AU - daSilva, Marco P AU - Volpe National Transportation Systems Center AU - National Highway Traffic Safety Administration TI - Analysis of Event Data Recorder Data for Vehicle Safety Improvement PY - 2008/04//Final Report SP - 147p AB - The Volpe Center performed a comprehensive engineering analysis of Event Data Recorder (EDR) data supplied by the National Highway Traffic Safety Administration (NHTSA) to assess its accuracy and usefulness in crash reconstruction and improvement of vehicle safety systems. The Volpe Center gathered and analyzed over 2,541 EDR files downloaded from the National Automotive Sampling System (NASS), Special Crash Investigations (SCI), and Crash Injury Research & Engineering Network (CIREN) databases supplied by NHTSA. The analyses focused on EDR file format and potential improvements, assessment of crash types where EDR data exist, review of EDR data for accuracy and completeness, EDR data comparisons with existing crash data, review of pre-crash, crash, and post-crash data for usefulness in better understanding the crash reconstruction, identification of error sources, and determination of methods by which researchers could use the EDR data to improve their crash case information. The results of the engineering analysis show that EDR data can objectively report real-world crash data and therefore be a powerful investigative and research tool, by providing very useful information to crash reconstructionists and vehicle safety researchers. Due to significant limitations however, EDR data should always be used in conjunction with other data sources. KW - Crash Injury Research and Engineering Network KW - Crash reconstruction KW - Crash types KW - Data accuracy KW - Data analysis KW - Event data recorders KW - Improvements KW - National Automotive Sampling System KW - Special Crash Investigations program KW - Vehicle safety UR - http://www.harristechnical.com/downloads/810935.pdf UR - http://www.nhtsa.gov/DOT/NHTSA/NRD/Multimedia/PDFs/EDR/Research/810935.pdf UR - https://trid.trb.org/view/872443 ER - TY - RPRT AN - 01108422 AU - Ranney, Thomas A AU - National Highway Traffic Safety Administration AU - National Highway Traffic Safety Administration TI - Driver Distraction: A Review of the Current State-of-Knowledge PY - 2008/04//Final Report SP - 32p AB - Distinct from other forms of driver inattention, distraction occurs when a driver’s attention is diverted away from driving by a secondary task that requires focusing on an object, event, or person not related to the driving task. Although existing data are inadequate and not representative of the driving population, it is estimated that drivers engage in potentially distracting secondary tasks approximately 30% of the time their vehicles are in motion. Conversation with passengers is the most frequent secondary task followed by eating, smoking, manipulating controls, reaching inside the vehicle, and cell phone use. Driver attention status is unknown for a large percentage of crash-involved drivers in the Crashworthiness Data System (CDS). However, for the period between 1995 and 2003 it is estimated that 10.5% of crash-involved drivers were distracted at the time of their crash involvement. Approximately 70% of distracted drivers’ crashes were either non-collision (single-vehicle) or rear end collisions. A significant proportion of the existing literature is devoted to assessing the impact of cell phone use on driving performance and safety. Although cell phone use represents a relatively small part of the overall distraction problem, use among drivers is steadily growing with approximately 10% of drivers using some type of cell phone at any point in time. Although not representative of the U.S. experience, the available evidence suggests that cell phone use increases drivers’ crash risk by a factor of 4. Experimental studies consistently reveal driving performance degradation (primarily slowed response time) associated with cell phone use; however, phone tasks used in these studies are generally unrealistic and often more complex than everyday phone conversations. Insufficient data exist to assess the distraction effects of in-vehicle information systems (IVIS), however, experimental results suggest that voice-based interfaces are less distracting than those requiring manual entry (e.g., via keyboard). Standard behavioral countermeasures, including laws, enforcement, and sanctions, are considered unlikely to be effective because distraction is a broad societal problem associated with lifestyle patterns and choices. Options for environmental (roadway) strategies are limited. Considerable activity has been devoted to the development of guidelines for IVIS interface design, resulting in some improvements. Promising future developments include large-scale naturalistic data collections to provide objective and representative data on distraction incidence and crash risk, and advanced driver assistance technologies that monitor drivers’ visual behavior and manage the flow of information to the driver. Recommendations for future research are presented. KW - Advanced driver information systems KW - Attention lapses KW - Cellular telephones KW - Countermeasures KW - Crash risk forecasting KW - Distraction KW - Drivers KW - Future research KW - Secondary tasks UR - http://www.nhtsa.dot.gov/staticfiles/DOT/NHTSA/NRD/Multimedia/PDFs/Crash%20Avoidance/2008/DOT-HS-810-704.pdf UR - https://trid.trb.org/view/868221 ER - TY - SER AN - 01108414 JO - Traffic Safety Facts - Traffic Tech PB - National Highway Traffic Safety Administration TI - Effects of Alcohol on Motorcycle Riding Skills PY - 2008/04 IS - 345 SP - 2p AB - One factor that continues to be associated with motorcyclist fatalities is alcohol. In 2005, a higher percentage of motorcycle operators had blood alcohol concentrations (BACs) of .08 grams per deciliter or higher than any other type of motor vehicle driver. Twenty-seven percent of motorcycle operators were at .08 or higher versus 22 percent for passenger car operators, and 21 percent for light truck operators. Despite the relevance of alcohol to motorcycle safety, only limited information on the impairing effects of alcohol on motorcycle operator performance is available. To address this issue, the National Highway Traffic Safety Administration sponsored a research study to assess the impairing effects of alcohol (up to the current per se limit of .08 BAC) on rider performance involving a broad set of basic motorcycle riding skills. This Traffic Tech briefly discusses the findings of this study. KW - Blood alcohol levels KW - Drunk driving KW - Impaired drivers KW - Motor skills KW - Motorcycle driving KW - Motorcyclists UR - http://www.nhtsa.dot.gov/staticfiles/DOT/NHTSA/Communication%20&%20Consumer%20Information/Traffic%20Tech%20Publications/Associated%20Files/tt345.pdf UR - https://trid.trb.org/view/868188 ER - TY - RPRT AN - 01107781 AU - Levi, Sharon AU - De Leonardis, D AU - Westat AU - National Highway Traffic Safety Administration TI - Occupant Protection Issues Among Older Drivers and Passengers: Volume I Final Report PY - 2008/04//Final Report SP - 76p AB - With the older adult population of the United States growing at a rapid pace, the National Highway Traffic Safety Administration (NHTSA) is concerned with highway safety issues affecting this age group. NHTSA initiated a three-stage research study in order to gain a better understanding of the factors that contribute to seat belt use or nonuse among people 65 and older. The first stage included a literature review; discussions with experts in the fields of aging, vehicle design, law enforcement, physical mobility and human factors; and analyses of several national databases. This background research was followed by a series of 15 focus groups with older adults in four States. Participants discussed experiences and difficulties associated with seat belt use. Relevant topics included issues with comfort and convenience, effects of physiological conditions, trip and vehicle characteristics, presence of other passengers, types of media and communication tools to increase belt use among their peers, and a discussion of various seat-belt-related aftermarket devices. These focus groups pointed to a series of common seat-belt-related concerns and complaints among this select population. The final stage of the project was a human factors field study that provided detailed observation and measurement of seat belt use and acceptability among older occupants targeting comfort, convenience, and usability issues. Fifty-four older adults were exposed to six different seat belt systems and provided ratings regarding comfort, convenience, and likelihood of use. Participants also gave detailed descriptions of their experiences with the different systems, pointing out specific problems with usability and comfort. Conclusions include information to support the development of strategies to increase seat belt use among older adults and ideas for future related research on this topic. KW - Acceptability KW - Aged KW - Aged drivers KW - Comfort KW - Convenience KW - Data collection KW - Field studies KW - Focus groups KW - Human factors KW - Literature reviews KW - Occupant protection devices KW - Passengers KW - Seat belt use KW - Seat belts UR - http://ntl.bts.gov/lib/30000/30100/30179/810938.pdf UR - https://trid.trb.org/view/867547 ER - TY - RPRT AN - 01107780 AU - Levi, Sharon AU - De Leonardis, D AU - Zador, Paul AU - Westat AU - National Highway Traffic Safety Administration TI - Occupant Protection Issues Among Older Drivers and Passengers: Volume II Appendices PY - 2008/04//Interim Report SP - 152p AB - The National Highway Traffic Safety Administration is concerned about highway safety issues for older adults and is interested in understanding what contributes to seat belt use or nonuse among people 65 and older. This background report details the information gathered from a variety of sources addressing the older adult population and those factors that might affect seat belt use. The research included a review of literature, including experimental and quasi-experimental studies as well as qualitative documents on the cognitive, attitudinal, and physical factors that might influence the use of seat belts among older adults. Design features and the interaction between user capabilities and technology were also explored. Additionally, experts in the fields of aging, vehicle design, law enforcement, physical mobility and human factors were contacted. These individuals provided contextual information to help explain nonuse of seat belts among older adults. Analyses of several national databases, including survey, observational, and crash data addressing key issues regarding aging and seat belt use were conducted. The analyses included runs of frequencies, cross tabs of selected variables, and logistic regressions to explore the relationship between key factors and seat belt use among older adults. The information gathered in this process was synthesized in order to identify the gaps in knowledge, and to inform and support the development of strategies to increase seat belt use among older adults. KW - Aged KW - Aged drivers KW - Data collection KW - Design features KW - Human factors KW - Literature reviews KW - Occupant protection devices KW - Passengers KW - Seat belt use KW - Seat belts UR - http://ntl.bts.gov/lib/30000/30100/30180/810939.pdf UR - https://trid.trb.org/view/867551 ER - TY - SER AN - 01104051 JO - Traffic Safety Facts - Traffic Tech PB - National Highway Traffic Safety Administration TI - Strategic Evaluation States Initiative—Case Studies of Alaska, Georgia, West Virginia PY - 2008/04 IS - 344 SP - 2p AB - In 2002, the National Highway Traffic Safety Administration (NHTSA) undertook a new approach to impaired driving that focused strategically on reducing alcohol-related crashes and the resulting injuries and deaths by focusing financial and technical resources in States with especially high numbers or rates of alcohol-related fatalities. Following three years of experience under the Strategic Evaluation States (SES) initiative, NHTSA developed a report that contains case studies of three States that participated in the program. The three states—Alaska, Georgia, and West Virginia—were selected based on the strength of their plans; their use of innovative strategies to overcome some of the problems they faced; and because each of these States experienced significant declines in alcohol-related fatalities in one or more years of the program, although some of these declines were not sustained over time. This Traffic Tech presents the key SES initiative components and summarizes conclusions from the report on these three States. KW - Alaska KW - Case studies KW - Countermeasures KW - Drunk driving KW - Fatalities KW - Georgia KW - Innovation KW - Strategic planning KW - West Virginia UR - http://www.nhtsa.dot.gov/staticfiles/DOT/NHTSA/Communication%20&%20Consumer%20Information/Traffic%20Tech%20Publications/Associated%20Files/tt344.pdf UR - https://trid.trb.org/view/864121 ER - TY - RPRT AN - 01103996 AU - Ramirez, Rebecca AU - Nguyen, Denise AU - Cannon, Carol AU - Carmona, Maria AU - Freisthler, Bridget AU - Pacific Institute for Research and Evaluation AU - National Highway Traffic Safety Administration TI - A Campaign to Reduce Impaired Driving Through Retail-Oriented Enforcement in Washington State PY - 2008/04//Demonstration Project Report SP - 17p AB - The Washington State Liquor Control Board (WSLCB) launched its Driving Under the Influence (DUI) Reduction Program in 2002 with the immediate goal of reducing sales to intoxicated people through enforcement directed at bars and restaurants. The program targets those establishments that produce high levels of DUI arrests. The ultimate and long-term program goal is to reduce DUI arrests and alcohol-related traffic crashes. The DUI Reduction Program showed great promise, with anecdotal reports suggesting that it reduced sales to intoxicated people at the targeted retail establishments. To assess the impact of the program, WSLCB joined with the Pacific Institute for Research and Evaluation to conduct the Washington Enforcement and DUI Reduction demonstration project with funding from the National Highway Traffic Safety Administration. The demonstration project was designed to assess the feasibility of implementing the DUI reduction program in a more standardized manner and of assessing the effects of the program on three outcome measures: Retailer willingness to sell alcohol to apparently intoxicated people, blood alcohol concentraiton (BAC) levels of drivers arrested for DUI, and DUI arrestees naming establishments exposed to the program as their place of last drink. The results of this demonstration project are mixed. The evaluation detected no change in retail practices; however, it did produce two promising findings: reductions in the average number of monthly DUI arrests in intervention sites and reductions in average BAC levels among DUI arrestees. Several factors limit the potency of findings: small sample size, variation in the protocol for the delivery of education material, retailers' level of exposure to responsible beverage server training, possible erosion of effects, and the level of enforcement activity in comparison sites. The evaluation suggests that a stronger intervention involving enforcement of sales to intoxicated persons laws and related educational outreach may produce all desired results but that further evaluations will be needed. This report concludes with suggestions for how future tests of similar interventions could be improved. KW - Arrests KW - Blood alcohol levels KW - Demonstration projects KW - Drinking establishments KW - Drunk driving KW - Law enforcement KW - Restaurants KW - Safety campaigns KW - Server intervention programs KW - Washington (State) UR - http://ntl.bts.gov/lib/30000/30100/30172/810913.pdf UR - https://trid.trb.org/view/863884 ER - TY - RPRT AN - 01100742 AU - Fisher, Donald L AU - University of Massachusetts, Amherst AU - National Highway Traffic Safety Administration TI - Evaluation of PC-Based Novice Driver Risk Awareness PY - 2008/04//Final Report SP - 89p AB - Newly licensed drivers are at an especially high risk of crashing. The first six months of solo driving are the most dangerous for teens; however, it appears that novice drivers improve their driving in a relatively short period of time as crash rates begin to drop dramatically during this time period of increasing experience. It has been known for some time that failures of hazard anticipation, attention maintenance, and speed management are the primary causes of these crashes. Still, there has not been a dramatic reduction in the inflated risk during the first several months with the current driver education programs and licensing restrictions, which indicates that newly licensed drivers are not being taught all they need to know. With this in mind, the authors engaged in a series of five experiments designed to identify major differences in the hazard anticipation and attention maintenance skills of newly licensed drivers. On a driving simulator, they found that newly licensed drivers were up to six times less likely to anticipate hazards than much more experienced drivers. And these drivers were up to three times more likely than experienced drivers to glance away from the forward roadway for more than two seconds. The authors then developed a hazard anticipation training program. They showed that this training program could increase the likelihood that newly licensed drivers would anticipate hazards, both on the driving simulator and the open road. KW - Attention lapses KW - Behavior modification KW - Crash risk forecasting KW - Driver education KW - Driver training KW - Driving simulators KW - Hazard anticipation KW - Hazard perception KW - Human factors in crashes KW - Recently qualified drivers KW - Risk perception KW - Speed KW - Teenage drivers UR - https://trid.trb.org/view/860372 ER - TY - RPRT AN - 01099036 AU - Utter, Dennis E AU - National Highway Traffic Safety Administration TI - The National Survey of the Use of Booster Seats (NSUBS) PY - 2008/04 SP - 31p AB - This report contains the presentation for the 2008 Lifesavers Conference by Dennis E. Utter, Director, Office of Traffic Records and Analysis, National Highway Traffic Safety Administration, on the National Survey of the Use of Booster Seats (NSUBS). The presentation consists of three parts: Background; Survey design and methodology; and 2006-2007 NSUBS results. Statistics are presented on the national estimate of booster seat use, restraint use by age and race/ethnicity, and premature graduation of children to restraint types that are inappropriate for their height or weight. KW - Age groups KW - Booster seats KW - Child restraint systems KW - Children KW - National Survey of the Use of Booster Seats KW - Persons by race and ethnicity KW - Race UR - http://www.nhtsa.dot.gov/portal/nhtsa_static_file_downloader.jsp?file=/staticfiles/DOT/NHTSA/NCSA/Content/PPT/2008/810951.pdf UR - https://trid.trb.org/view/859370 ER - TY - SER AN - 01098937 JO - Traffic Safety Facts - Research Note PB - National Highway Traffic Safety Administration TI - Motor Vehicle Traffic Crashes as a Leading Cause of Death in the United States, 2005 PY - 2008/04 IS - HS-810 936 SP - 2p AB - In 2005, motor vehicle traffic crashes were the leading cause of death for every age 3 through 6 and 8 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 live had they not died, behind only cancer and diseases of the heart. This research note contains a table that shows the 10 leading causes of death by age group in 2005. 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), novice drivers (youth and young adults), other adults, and the elderly. KW - Adolescents KW - Adults KW - Age groups KW - Aged KW - Causes of death KW - Child restraint systems KW - Children KW - Fatalities KW - Infants KW - Recently qualified drivers KW - Traffic crashes KW - Traffic safety KW - United States KW - Young adults UR - http://www.nhtsa.dot.gov/portal/nhtsa_static_file_downloader.jsp?file=/staticfiles/DOT/NHTSA/NCSA/Content/RNotes/2008/810936.pdf UR - https://trid.trb.org/view/859230 ER - TY - SER AN - 01098936 JO - Traffic Safety Facts - Research Note PB - National Highway Traffic Safety Administration AU - Ye, Tony Jianqiang AU - Pickrell, Timothy M TI - Seat Belt Use in Rear Seats in 2007 PY - 2008/04 IS - HS-810 933 SP - 4p AB - In 2007, seat belt use in rear seats in the United States was 76%, 11 percentage points higher than 2006. This result is from the National Occupant Protection Use Survey (NOPUS), which provides the only probability-based observed data on seat belt 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 2007 survey also found the following: Seat belt use continued to be lower in the rear seat than in the front seat; The rear-seat belt use increase occurred in both genders, across all age groups, and across all race/ethnicity groups; Seat belt use in rear seats was lower among occupants age 25 to 69 and higher among occupants 70 and older; and Seat belt use in rear seats was higher among States with laws requiring belt use in all seating positions. This Research Note provides additional information on the survey methodology and findings. KW - Age groups KW - Aged KW - Ethnic groups KW - Gender KW - National Occupant Protection Use Survey KW - Race KW - Rear seats KW - Seat belt use KW - Seat belts KW - State laws KW - Statistics KW - Trend (Statistics) KW - United States UR - http://www.nhtsa.dot.gov/portal/nhtsa_static_file_downloader.jsp?file=/staticfiles/DOT/NHTSA/NCSA/Content/RNotes/2008/810933.pdf UR - https://trid.trb.org/view/859228 ER - TY - RPRT AN - 01098931 AU - National Highway Traffic Safety Administration TI - A Summary Report of Six Demonstration Projects to Reduce Alcohol-Impaired Driving Among 21- to 34-Year-Old Drivers PY - 2008/04 SP - 40p AB - This report summarizes six projects designed to address impaired driving among 21- to 34-year-olds. The report is organized into five chapters. The first chapter discusses the background and initiation of the projects. The second chapter provides a summary of each project’s purpose, underlying theory or model, setting, intervention, and evaluation techniques. The strategies were implemented in a variety of settings, using a number of innovative techniques for addressing and evaluating impaired driving interventions. The third chapter describes the characteristics of the interventions and promising practices. The fourth chapter discusses the process evaluation techniques that were applied and describes steps taken to develop, implement, and modify the impaired driving interventions. The fifth chapter is a summary of the document and provides explanation of the projects implications and utility for program planners. KW - Countermeasures KW - Demonstration projects KW - Drunk drivers KW - Drunk driving KW - Evaluation KW - Innovation KW - Intervention KW - Strategic planning UR - http://ntl.bts.gov/lib/30000/30100/30164/810912.pdf UR - https://trid.trb.org/view/859208 ER - TY - RPRT AN - 01098903 AU - Syner, Joey AU - Jackson, Belinda AU - Dankers, Lori AU - Naff, Bill AU - Hancock, Stephanie AU - Siegler, John AU - National Highway Traffic Safety Administration TI - Strategic Evaluation States Initiative – Case Studies of Alaska, Georgia, and West Virginia PY - 2008/04//Final Report SP - 45p AB - In 2002, the National Highway Traffic Safety Administration (NHTSA) undertook a new approach that focused strategically on reducing alcohol-related crashes, injuries, and deaths in States with especially high numbers or rates of alcohol-related fatalities. The agency identified 13 States to participate in the Strategic Evaluation States (SES) initiative: Alaska, Arizona, California, Florida, Georgia, Louisiana, Mississippi, Montana, New Mexico, Ohio, Pennsylvania, Texas, and West Virginia. In 2005, NHTSA invited Missouri and South Carolina to join the program bringing the total number of States participating to 15. These 15 States accounted for more than half of the alcohol-related fatalities in the United States. Four common threads surfaced in the SES with successful sustained impaired driving enforcement programs: 1. High-visibility, multi-agency enforcement operations on a monthly basis and year round with a focus on areas that accounted for 65% of the alcohol fatality problem; 2. Charismatic leadership that secured commitments from law enforcement agencies and provided clear guidance on the direction of the Driving While Intoxicated (DWI) enforcement program; 3. Law enforcement training; and 4. Targeted messaging through earned and paid media along with outreach efforts. This document provides a summary of the impaired driving enforcement and communication activities of three States (Alaska, Georgia, and West Virginia) that participated in the SES program between 2002 and 2005. The case studies illustrate how each State adopted the sustained DWI enforcement strategy and tailored its approach to respond to the needs, resources, and political environment of its law enforcement agencies. These case studies do not represent a formal, scientific evaluation of the overall SES initiative nor should the approaches be viewed as “one size fits all.” NHTSA hopes the case studies will be useful as an implementation guide for planning and conducting effective, highly visible impaired driving DWI enforcement efforts using a variety of approaches. KW - Alaska KW - Case studies KW - Drunk driving KW - Fatalities KW - Georgia KW - Law enforcement KW - Mass media KW - West Virginia UR - http://ntl.bts.gov/lib/30000/30100/30168/810923.pdf UR - https://trid.trb.org/view/857491 ER - TY - SER AN - 01095916 JO - Traffic Safety Facts - Research Note PB - National Highway Traffic Safety Administration AU - Ye, Tony Jianqiang AU - Pickrell, Timothy M TI - Child Restraint Use in 2007—Overall Results PY - 2008/04 IS - HS-810 931 SP - 6p AB - The restraint use for all children from birth to 7 years old increased to 89% in 2007 compared to 84% in 2006, and this increase is statistically significant. This result is from the National Occupant Protection Use Survey (NOPUS), which provides the only probability-based observed data on child restraint 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 2007 survey also found the following: Restraint use for children driven by a belted driver continued to be higher than for those driven by an unbelted driver, and use among children driven by belted drivers was back up over 90%.; most children continued to ride in the rear seat of vehicles - in 2007, 95% of infants, 98% of children age 1 to 3, and 88% of children age 4 to 7 rode in the rear seat; and child restraint use continued to be higher in the West than other parts of the country in 2007. KW - Child restraint systems KW - Infants KW - National Occupant Protection Use Survey KW - Preschool children KW - Rear seats KW - United States UR - http://www.nhtsa.dot.gov/portal/nhtsa_static_file_downloader.jsp?file=/staticfiles/DOT/NHTSA/NCSA/Content/RNotes/2008/810931.pdf UR - https://trid.trb.org/view/855969 ER - TY - SER AN - 01095909 JO - Traffic Safety Facts - Research Note PB - National Highway Traffic Safety Administration AU - Ye, Tony Jianqiang AU - Pickrell, Timothy M TI - Seat Belt Use in 2007—Demographic Results PY - 2008/04 IS - HS-810 932 SP - 4p AB - In 2007, seat belt use in the United States increased among occupants 70 and older. This result is from the National Occupant Protection Use Survey (NOPUS), which provides the only probability-based observed data on seat belt 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 2007 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. Seat belt use nationwide was 82% in 2007, a slight gain from the 2006 use rate of 81%. This research note presents the demographic breakouts of the 82% national rate. KW - Age groups KW - Demographics KW - Gender KW - National Occupant Protection Use Survey KW - Race KW - Seat belt use KW - Seat belts KW - Single occupant vehicles KW - United States UR - http://www.nhtsa.dot.gov/portal/nhtsa_static_file_downloader.jsp?file=/staticfiles/DOT/NHTSA/NCSA/Content/RNotes/2008/810932.pdf UR - https://trid.trb.org/view/855968 ER - TY - ABST AN - 01490085 TI - CIREN Infrastructure Support - Training and Medical Fellow AB - Training for CIREN Crash Investigators - Medical Fellow Support. KW - Crash investigation KW - Crashes KW - Emergency medical services KW - Infrastructure KW - Training UR - http://www.nhtsa.gov/DOT/NHTSA/Traffic%20Injury%20Control/Research%20In%20Progress/files/CIRENInfrastructureSupportTrainingMedicalFellow.pdf UR - https://trid.trb.org/view/1259660 ER - TY - ABST AN - 01490084 TI - Determining Axonal Injury Tolerance in a Spinal Nerve Root Model AB - The purpose of this project is to combine force, strain, strain rate and axonal injury data to determine axonal injury tolerance to tensile loading. Both long term and reversible injury are investigated. KW - Crash injuries KW - Crashes KW - Spinal column KW - Tension KW - Tolerance (Physiology) UR - http://www.nhtsa.gov/DOT/NHTSA/Traffic%20Injury%20Control/Research%20In%20Progress/files/DeterminingAxonalInjuryToleranceSpinalNerveRootModel.pdf UR - https://trid.trb.org/view/1259659 ER - TY - ABST AN - 01490032 TI - Enhancing the Effectiveness of Safety Warning Systems for Older Drivers AB - The objective of this project is to evaluate safety warning systems aimed to help older drivers in intersections. KW - Aged drivers KW - Human factors in crashes KW - Intersections KW - Traffic safety KW - Warning systems UR - http://www.nhtsa.gov/DOT/NHTSA/Traffic%20Injury%20Control/Research%20In%20Progress/files/EnhancingEffectivenessSafetyWarningSystemsOlderDrivers.pdf UR - https://trid.trb.org/view/1259579 ER - TY - RPRT AN - 01374450 AU - Lerner, Neil AU - Singer, Jeremiah AU - Huey, Richard AU - Westat, Incorporated AU - National Highway Traffic Safety Administration TI - Driver Strategies for Engaging in Distracting Tasks Using In-Vehicle Technologies PY - 2008/03//Final Report SP - 120p AB - This project investigated the decision process involved in a driver’s willingness to engage in various technology-related and non-technology tasks. Previous research focused on how well drivers are able to drive while engaged in potentially distracting activities but little work has considered how drivers decide when to engage in in-vehicle activities. The project included focus groups and an on-road study, both employing participants who used in-vehicle technologies, from four age groups: teen (16-18), young (18-24), middle (25-59), and older (60+). For the on-road study, participants drove their own vehicles over a specified route and at specified points they rated their willingness to engage in some specific task at that time and place. Eighty-one different situations (combination of in-vehicle task and driving circumstances) were included. Further information was collected in the take-home booklet completed after the on-road session. Driver willingness to engage in various in-vehicle tasks was related to the technology type, specific task attributes, driving conditions, personal motivations, age, driving style, and decision style. Ratings of willingness and of risk were very highly correlated. Although reported willingness varied substantially with the task it was rather insensitive to immediate roadway characteristics and participants showed relatively little concern for impending (up- road) conditions. Task-related motivations, rather than driving-related considerations, appeared to be dominant decision factors. Participants did not attribute particular risk to basic cell phone tasks (dialing, answering, conversing). These phone tasks were rated roughly comparable to eating something neat or drinking something and were rated less risky than eating something messy or dealing with children in the vehicle. A matrix mapped 36 specific project findings to potential countermeasure approaches, including public education; driver or device user training; user interface design; needs for warnings and information; criteria for function lock-outs; and driver assist system criteria. Some particular countermeasure strategy was suggested for consideration in more than 200 cells in this matrix, so that the findings of the study may prove heuristically fruitful in generating approaches to dealing with driver distraction. KW - Age groups KW - Cellular telephones KW - Countermeasures KW - Distraction KW - In-vehicle technologies KW - Risk taking UR - https://trid.trb.org/view/1142051 ER - TY - RPRT AN - 01356716 AU - American Driver and Traffic Safety Education Association AU - National Highway Traffic Safety Administration TI - National Overview of Driver Education PY - 2008/03 SP - 351p AB - An investigation was undertaken to collect information from the 50 States and the District of Columbia regarding their driver education requirements, delivery systems, teacher training, and licensing requirements for novice drivers under age 18. When available, information was obtained regarding available funding for the programs. These data were collected through a comprehensive Web-based investigation, through personal interviews, and document collection and review. Approximately 1,475 pages of rough data were collected. These data were then condensed and developed into individual State summaries. Relevant documents were inserted into the summaries and further synthesized into individual State tables. This report was then developed. It consists of three sections. The first contains a General Report on Findings. Section 2 contains one page charts covering various topics for each State. Section 3 holds multiple-page summaries about each State’s driver education and driver licensing programs. KW - Data collection KW - Driver education KW - Driver licensing KW - States KW - Tables (Data) UR - http://www.nhtsa.gov/DOT/NHTSA/Traffic%20Injury%20Control/Articles/Associated%20Files/4446ADTSEA.pdf UR - https://trid.trb.org/view/1122154 ER - TY - RPRT AN - 01112577 AU - Jenness, James W AU - Lerner, Neil D AU - Mazor, Steven D AU - Osberg, J Scott AU - Tefft, Brian C AU - Westat AU - Automobile Club of Southern California AU - National Highway Traffic Safety Administration AU - AAA Foundation for Traffic Safety TI - Use of Advanced In-Vehicle Technology by Young and Older Early Adopters. Survey Results on Navigation Systems PY - 2008/03 SP - 144p AB - This document describes the results of survey research undertaken by the Automobile Club of Southern California. Questionnaires (10,000) were mailed to insurance customers who own vehicles that may have in-vehicle navigation systems as standard or optional original equipment. Half of the questionnaires were mailed to vehicle owners who were younger than 65, and half of the questionnaires were mailed to owners who were 65 or older. The response rate was approximately 22 percent, including 1,494 respondents who had a navigation system. Follow-up telephone interviews were conducted with 83 navigation system owners. Survey items addressed topics such as learning to use the system, behavioral adaptation, system effectiveness, and perceived safety of the system. Several differences in responses between younger and older respondents were noted. Other response differences were related to vehicle manufacturer and experience with the vehicle (miles driven). KW - Advanced driver information systems KW - Aged drivers KW - Automobile navigation systems KW - Driver support systems KW - Drivers KW - In-vehicle routing and navigation systems KW - In-vehicle technology KW - Interviewing KW - Motor vehicle navigational aids KW - Onboard navigational aids KW - Questionnaires KW - Surveys KW - Technological innovations UR - http://www.nhtsa.dot.gov/staticfiles/DOT/NHTSA/NRD/Multimedia/PDFs/Crash%20Avoidance/2008/DOT-HS-810-927.pdf UR - https://trid.trb.org/view/872330 ER - TY - RPRT AN - 01111486 AU - Dunlap, Karen L AU - Mullins, Tracy G AU - Stein, Marilyn AU - National Highway Traffic Safety Administration TI - Guidelines for Community Supervision of DWI Offenders PY - 2008/03 SP - 101p AB - In spite of the tireless efforts of thousands of highway safety advocates over the past 25 years, impaired driving continues to be a major problem in this country. Every hour, drivers are arrested for driving under the influence or driving while intoxicated and, for many, this will not be their first offense. According to the National Highway Traffic Safety Administration, nationwide one person every 40 minutes, approximately 35 people a day, or nearly 13,000 people each year, die in traffic crashes involving a vehicle driver or a motorcycle operator with a blood alcohol concentration (BAC) of .08 grams per deciliter (g/dL) or higher (National Center for Statistics and Analysis, 2006). All 50 States, Puerto Rico, and the District of Columbia have established the BAC of .08 g/dL as the “per se” level that is “over the limit” under their laws. In addition, some drivers are impaired by drugs and medications. To protect the public and provide driving while impaired (DWI) offenders with adequate interventions to help promote behavior change, it is important for community corrections agencies to assess their practices and programs for this population. The guidelines presented in this document are intended to provide a framework for developing, implementing and operating effective programs for the community supervision of DWI offenders. These strategies are recommended to achieve the best possible outcomes and to provide a structure from which to build a solid approach and direction to ensure longterm public safety by reducing recidivism through offender behavioral change. KW - Behavior modification KW - Community action programs KW - Countermeasures KW - Drugged drivers KW - Drunk drivers KW - Highway safety KW - Impaired drivers KW - Safety programs KW - Traffic safety UR - http://ntl.bts.gov/lib/30000/30200/30204/810940.pdf UR - https://trid.trb.org/view/870868 ER - TY - RPRT AN - 01111395 AU - LeBlanc, David AU - Bezzina, D AU - Tiernan, T AU - Gabel, M AU - Pomerleau, D AU - University of Michigan Transportation Research Institute AU - National Highway Traffic Safety Administration TI - Functional Requirements for Integrated Vehicle-Based Safety System (IVBSS) – Light Vehicle Platform PY - 2008/03 SP - 55p AB - The purpose of the Integrated Vehicle-Based Safety System (IVBSS) project is to evaluate the potential safety benefits and driver acceptance of an integrated set of crash-warning technologies installed on both heavy truck and light vehicle platforms. IVBSS is an integrated set of technologies that is intended to help the driver avoid road-departure, rear-end, and lane-change crashes by providing occasional crash alerts and advisories to enhance the driver’s awareness of the driving situation. This document proposes functional requirements for the system to be developed and field-tested on the light vehicle platform. These requirements are generated solely for the system created within this project, and are not intended to be prescriptive for integrated crash systems developed outside the project. The light vehicle platform encompasses passenger vehicles including sedans, sport-utility vehicles, light trucks, minivans, and vans. The IVBSS on the light vehicle platform addresses the following crash types: (1) Road departures due to unintended lateral drift, (2) Road departures due to travel through curves at excessive speeds, (3) Rear-end crashes, and (4) Lane-change and merge crashes due to unsafe lane movements. KW - Alignment KW - Integrated Vehicle Based Safety Systems (Initiative) KW - Lane changing KW - Light trucks KW - Ran off road crashes KW - Rear end crashes KW - Traffic crashes KW - Traffic safety KW - Warning systems UR - http://deepblue.lib.umich.edu/bitstream/2027.42/58193/1/100878.pdf UR - https://trid.trb.org/view/871104 ER - TY - RPRT AN - 01111387 AU - LeBlanc, David AU - Nowak, M AU - Tang, Zaiyang AU - Pomerleau, D AU - Sardar, H AU - University of Michigan Transportation Research Institute AU - National Highway Traffic Safety Administration TI - System Performance Guidelines for a Prototype Integrated Vehicle-Based Safety System (IVBSS) – Heavy Truck Platform PY - 2008/03 SP - 25p AB - The purpose of the Integrated Vehicle-Based Safety System (IVBSS) project is to evaluate the potential safety benefits and driver acceptance of an integrated set of crash-warning technologies installed on both light-vehicle and heavy-truck platforms. The IVBSS is an integrated set of technologies that is intended to help the driver avoid crashes by providing crash alerts in potential crash-imminent situations and advisories to enhance the driver’s awareness of the driving situation. This report proposes quantitative and measurable performance metrics that are considered achievable and appropriate for the IVBSS system on a heavy truck (Class 8). The guidelines build upon previous project reports that present functional requirements. This effort also borrows from previous specification efforts for stand-alone crash warning systems – especially prior U.S. DOT projects and ISO standards efforts. However the focus is on the integration of these functions. In some performance areas, integration allows improvements in potential safety benefits through enhanced system awareness. In other areas, integration presents a challenge, especially in ensuring driver acceptance because the broad scope of IVBSS means more potential sources of false or nuisance alerts. KW - Crashes KW - Heavy duty trucks KW - Heavy duty vehicles KW - Integrated systems KW - Integrated Vehicle Based Safety Systems (Initiative) KW - Performance measurement KW - Traffic crashes KW - Traffic safety KW - Warning systems UR - http://deepblue.lib.umich.edu/bitstream/2027.42/58194/1/100879.pdf UR - https://trid.trb.org/view/871106 ER - TY - RPRT AN - 01111384 AU - LeBlanc, David AU - Bezzina, D AU - Tiernan, T AU - Freeman, K AU - Gabel, M AU - Pomerleau, D AU - University of Michigan Transportation Research Institute AU - National Highway Traffic Safety Administration TI - System Performance Guidelines for a Prototype Integrated Vehicle-Based Safety System (IVBSS) – Light Vehicle Platform PY - 2008/03 SP - 28p AB - The purpose of the Integrated Vehicle-Based Safety System (IVBSS) project is to evaluate the potential safety benefits and driver acceptance of an integrated set of crash-warning technologies installed on both light-vehicle and heavy-truck platforms. The IVBSS is an integrated set of technologies that is intended to help the driver avoid crashes by providing crash alerts in potential crash-imminent situations and advisories to enhance the driver’s awareness of the driving situation. This report proposes quantitative and measurable performance metrics that are considered achievable and appropriate for the IVBSS system on a light vehicle platform. The guidelines build upon previous project reports that present functional requirements. This effort also borrows from previous specification efforts for stand-alone crash warning systems – especially prior U.S. DOT projects and ISO standards efforts. However the focus is on the integration of these functions. In some performance areas, integration allows improvements in potential safety benefits through enhanced system awareness. In other areas, integration presents a challenge, especially in ensuring driver acceptance because the broad scope of IVBSS means more potential sources of false or nuisance alerts. KW - Crashes KW - Integrated systems KW - Integrated Vehicle Based Safety Systems (Initiative) KW - Light duty vehicles KW - Light trucks KW - Performance measurement KW - Traffic crashes KW - Traffic safety KW - Warning systems UR - http://deepblue.lib.umich.edu/bitstream/2027.42/58195/1/100880.pdf UR - https://trid.trb.org/view/871107 ER - TY - RPRT AN - 01111374 AU - LeBlanc, David AU - Sardar, H AU - Nowak, M AU - Tang, Zaiyang AU - Pomerleau, D AU - University of Michigan Transportation Research Institute AU - National Highway Traffic Safety Administration TI - Functional Requirements for Integrated Vehicle-Based Safety System (IVBSS) – Heavy Truck Platform PY - 2008/03 SP - 53p AB - The purpose of the Integrated Vehicle-Based Safety System (IVBSS) project is to evaluate the potential safety benefits and driver acceptance of an integrated set of crash-warning technologies installed on both heavy truck and light vehicle platforms. IVBSS is an integrated set of technologies that is intended to help the driver avoid road-departure, rear-end, and lane-change crashes by providing occasional crash alerts and advisories to enhance the driver’s awareness of the driving situation. This document proposes functional requirements for the system to be developed and field-tested on the heavy truck platform. These requirements are generated solely for the system created within this project, and are not intended to be prescriptive for integrated crash systems developed outside the project. The heavy truck platform encompasses class 8 trucks operating with one trailer or without a trailer. The IVBSS on the heavy truck platform addresses the following crash types: · Road departures due to unintended lateral drift, · Rear-end crashes, and · Lane-change and merge crashes due to unsafe lane movements by the heavy truck. KW - Crashes KW - Heavy duty trucks KW - Heavy duty vehicles KW - Impact tests KW - Integrated Vehicle Based Safety Systems (Initiative) KW - Lane changing KW - Ran off road crashes KW - Rear end crashes KW - Traffic crashes UR - http://deepblue.lib.umich.edu/bitstream/2027.42/58192/1/100877.pdf UR - https://trid.trb.org/view/871102 ER - TY - RPRT AN - 01111364 AU - Bogard, Scott AU - Tang, Zaiyang AU - Nowak, M AU - Kovacich, J AU - Reed, A AU - Sayer, James AU - Sardar, H AU - University of Michigan Transportation Research Institute AU - National Highway Traffic Safety Administration TI - Integrated Vehicle-Based Safety Systems Heavy Truck Verification Test Plan PY - 2008/03 SP - 149p AB - This test plan documents the procedures that were used to verify that the Integrated Vehicle-Based Safety Systems (IVBSS) heavy truck platform met all its performance requirements. The document was prepared by The University of Michigan Transportation Research Institute (UMTRI) and Eaton Corporation in collaboration with the U.S. Department of Transportation (U.S. DOT) and the National Institute of Standards and Technology (NIST). The test procedures described in this document were used to assess whether the prototype heavy-truck integrated system performed as intended and met its performance requirements. These tests were also used to identify areas for system improvement to ensure system repeatability, robustness and readiness. The test plan describes each of the test procedures and includes the following details: 1. Test scenarios and conditions (e.g., speeds, closing speeds, road geometry, etc.); 2. Procedures and protocols to run the tests; 3. Pass/Fail criteria for determining repeatability and robustness; and 4. Performance metrics or measurement variables that will be used to evaluate system performance when compared to an independent measurement system. KW - Alignment KW - Heavy duty trucks KW - Heavy duty vehicles KW - Highway alignment KW - Integrated systems KW - Integrated Vehicle Based Safety Systems (Initiative) KW - Performance measurement KW - Test procedures KW - Traffic speed UR - http://deepblue.lib.umich.edu/bitstream/2027.42/58190/1/100875.pdf UR - https://trid.trb.org/view/871100 ER - TY - RPRT AN - 01111356 AU - Husain, M AU - Tiernan, T AU - Bezzina, D AU - University of Michigan Transportation Research Institute AU - National Highway Traffic Safety Administration TI - Integrated Vehicle-Based Safety Systems Light Vehicle Verification Test Plan PY - 2008/03 SP - 163p AB - This test plan documents the procedures that were used to verify that the Integrated Vehicle-Based Safety Systems (IVBSS) light vehicle platform met all its performance requirements. The document was prepared by Visteon Corporation in collaboration with the U.S. Department of Transportation (U.S. DOT) and the National Institute of Standards and Technology (NIST). The test procedures described in this document were used to assess whether the prototype light vehicle integrated system performed as intended and meets its performance requirements. These tests were also used to identify areas for system improvement to ensure system repeatability, robustness and readiness. The test plan describes each of the test procedures and includes the following details: 1. Test scenarios and conditions (e.g., speeds, closing speeds, road geometry, etc.); 2. Procedures and protocols to run the tests; 3. Pass/Fail criteria for determining repeatability and robustness; and 4. Performance metrics or measurement variables that were used to evaluate system performance when compared to an independent measurement system. KW - Alignment KW - Integrated systems KW - Integrated Vehicle Based Safety Systems (Initiative) KW - Light trucks KW - Performance measurement KW - Test procedures KW - Traffic speed KW - Vehicle design UR - http://deepblue.lib.umich.edu/bitstream/2027.42/58191/1/100876.pdf UR - https://trid.trb.org/view/871101 ER - TY - RPRT AN - 01108410 AU - Chaudhary, Neil K AU - Tison, Julie AU - Preusser Research Group, Incorporated AU - National Highway Traffic Safety Administration TI - Estimated Medical Cost Savings in New Hampshire by Implementation of a Primary Seat Belt Law PY - 2008/03//Final Report SP - 10p AB - This report examines 2005 hospital discharge data reporting cases where the external cause of injury to a vehicle occupant was a motor vehicle crash to predict the estimated savings to the State of New Hampshire if a primary seat belt law is implemented. The savings are calculated using costs based on the report "Economic Impact of Motor Vehicle Crashes" (DOT HS-809 446). In New Hampshire, there is an expectation of a primary law reducing the burden of insurance companies by about $5.1 million from crashes occurring in a single year alone. The citizens of New Hampshire would benefit by a reduction of $1.2 million while the Federal Government would reduce its costs by $1.2 million. The State of New Hampshire would also reduce its spending by more than $400,000. KW - Cost savings KW - Costs KW - Crash injuries KW - Crashes KW - Economic impacts KW - Medical costs KW - New Hampshire KW - Primary seat belt laws KW - Savings KW - Seat belt use KW - Seat belts KW - State laws UR - http://ntl.bts.gov/lib/30000/30100/30178/810934.pdf UR - https://trid.trb.org/view/867563 ER - TY - RPRT AN - 01107782 AU - National Highway Traffic Safety Administration TI - Speed Enforcement Program Guidelines PY - 2008/03 SP - 72p AB - It is well-established that speeding represents a risk to public safety. Excessive speed increases the likelihood of crashing and the risk of severe injury in a crash. In 2005, more than 13,000 lives were lost in speeding-related crashes. Reducing speeding is a high-priority objective and effective speed enforcement is an essential countermeasure to reduce speeding and lower crash risk. The National Highway Traffic Safety Administration and the Federal Highway Administration have developed "Speed Enforcement Program Guidelines" to provide law enforcement personnel and decision makers with detailed information on how to establish and maintain an effective speed enforcement program. The guidelines were developed with input from many of the most successful law enforcement agencies in the United States and include information that can help establish an effective speed enforcement program, including details on: Program management; Problem identification; Enforcement countermeasures; Role of engineering; Public outreach and communications; Legislation, regulation and policy; and Program evaluation. KW - Countermeasures KW - Guidelines KW - Legislation KW - Outreach KW - Policy KW - Problem identification KW - Program evaluation KW - Program management KW - Public information programs KW - Regulations KW - Speed control KW - Speed enforcement programs KW - Speed limits KW - Speeding KW - Traffic engineering KW - Traffic law enforcement UR - http://ntl.bts.gov/lib/30000/30100/30165/810915.pdf UR - https://trid.trb.org/view/866995 ER - TY - RPRT AN - 01104016 AU - National Highway Traffic Safety Administration AU - Federal Highway Administration TI - Speed Enforcement Camera Systems Operational Guidelines PY - 2008/03 SP - 91p AB - Automated speed enforcement (ASE) systems are an important element in speed management and can be a very effective countermeasure to prevent speeding-related crashes. However, when used, ASE is a supplement to, not a replacement for, traditional enforcement operations. Advantages of ASE include: the ability to increase safety for law enforcement officers by implementing ASE in areas where traditional traffic stops are dangerous or infeasible due to roadway design, the ability to continuously enforce the speed limit, and reductions in traffic congestion sometimes caused by driver distraction at traffic stops. The ASE guidelines are intended to serve program managers, administrators, law enforcement, traffic engineers, program evaluators, and other individuals responsible for the strategic vision and daily operations of the program. The guidelines are written from a U.S. perspective and emphasize U.S. contexts and best practices. However, they are also drawn from the experiences of exemplary programs internationally. The guidelines are intended to be accessible and inclusive, with an emphasis on presenting options and describing the advantages, particularly in increased traffic flow and reduced congestion, and disadvantages of each, so that an ASE program can be tailored to the needs of a particular jurisdiction. The technological state of the practice in ASE is developing rapidly. Some specific technologies are described, but rather than focus on the capabilities of current technologies, the emphasis is on identifying the functional requirements that technologies must meet so that the guidelines remain relevant as technologies evolve. KW - Automated enforcement KW - Best practices KW - Cameras KW - Countermeasures KW - Guidelines KW - Speed control KW - Speed limits KW - Speeding KW - Technological innovations KW - Traffic congestion KW - Traffic flow KW - Traffic law enforcement UR - http://ntl.bts.gov/lib/30000/30100/30166/810916.pdf UR - https://trid.trb.org/view/863908 ER - TY - SER AN - 01099873 JO - Traffic Safety Facts - Traffic Tech PB - National Highway Traffic Safety Administration TI - Evaluation of PC-Based Novice Driver Risk Awareness PY - 2008/03 IS - 343 SP - 2p AB - Research indicates that the high crash rates per vehicle mile traveled in the first months post-licensure frequently result from poor hazard perception or attention maintenance. A five-study project by the Human Performance Lab at the University of Massachusetts at Amherst had two goals: testing the efficacy of hazard perception training for young drivers, and assessing differences between young and experienced drivers' attention maintenance. This Traffic Tech briefly summarizes these five studies and their findings. KW - Attention lapses KW - Behavior modification KW - Crash rates KW - Driver training KW - Hazard perception KW - Human factors in crashes KW - Recently qualified drivers KW - Risk perception UR - http://www.nhtsa.gov/DOT/NHTSA/Communication%20&%20Consumer%20Information/Traffic%20Tech%20Publications/Associated%20Files/TT343.pdf UR - https://trid.trb.org/view/859583 ER - TY - SER AN - 01099863 JO - Traffic Safety Facts - Traffic Tech PB - National Highway Traffic Safety Administration TI - Guidelines for the Community Supervision of Impaired Driving Offenders PY - 2008/03 IS - 342 SP - 2p AB - In 2005 approximately 1.4 million arrests occurred for driving while impaired (DWI), which creates an enormous burden on an already overwhelmed criminal justice system. Probation, the most common form of sentencing in the United States, was the sentence for approximately 1 million offenders for a drug law violation and about 600,000 for driving while intoxicated. The vast majority of convicted impaired driving offenders are supervised in the community. Agencies that provide supervision for DWI offenders in the community require a continuum of supervision options to achieve the concurrent goals of rehabilitation, accountability, and public safety. The American Probation and Parole Association, under a cooperative agreement with the National Highway Traffic Safety Administration, has developed guidelines for implementing, developing, and operating effective programs for the community supervision of DWI offenders. These guidelines are briefly summarized in this Traffic Tech fact sheet. KW - Communities KW - Drunk drivers KW - Guidelines KW - Impaired drivers KW - Probation KW - Supervision KW - United States UR - http://www.nhtsa.gov/DOT/NHTSA/Communication%20&%20Consumer%20Information/Traffic%20Tech%20Publications/Associated%20Files/TT342.pdf UR - https://trid.trb.org/view/859582 ER - TY - RPRT AN - 01098897 AU - MacKenzie, Ellen J AU - Carlini, Anthony R AU - Johns Hopkins University, Baltimore AU - National Highway Traffic Safety Administration TI - Configurations of EMS Systems: A Pilot Study PY - 2008/03 SP - 87p AB - Emergency medical services (EMS) systems are configured differently depending on several factors, including the size, demographics, geography, and politics of the local communities they serve. Although some information exists about the organization, financing, and delivery of EMS in the Nation’s 200 largest cities, there is less information available about how services are organized outside large urban areas, in which 75% of the nation’s population resides. There is little evidence to support alternative system designs and configurations in terms of their impact on the effectiveness and efficiency of service delivery. To this end, there is a need to develop a typology of system configurations so they may be evaluated on a common basis. This pilot research attempts to develop such a typology by characterizing local EMS systems in the Mid-Atlantic region of the United States. EMS systems were invited to respond to a 20-question survey to assess their structural components and response configurations as well as topics such as system access, financing, medical direction, and operating procedures. Respondents also provided subjective assessments of additional system features and environmental factors. An 86.1% response rate was achieved. Many responses varied both within and across States. Many system characteristics also varied significantly by the level of rurality, including system access, primary agency types, and operating procedures. Overall, respondents indicated positive system environments and support structures within their systems. With slight modification, this pilot research could be repeated on a national scale. KW - Emergency medical services KW - Financing KW - Middle Atlantic States KW - Operations KW - Pilot studies KW - Surveys KW - System configuration KW - System design KW - Typology UR - http://www.nhtsa.dot.gov/portal/nhtsa_static_file_downloader.jsp?file=/staticfiles/DOT/NHTSA/Traffic%20Injury%20Control/Articles/Associated%20Files/810911.pdf UR - http://ntl.bts.gov/lib/30000/30100/30163/810911.pdf UR - https://trid.trb.org/view/857472 ER - TY - ABST AN - 01490044 TI - Driver Alcohol Detection System for Safety (DADSS) AB - This is a cooperative agreement with industry aimed at developing alcohol detection technologies that could have widespread deployment and are non-invasive, reliable, accurate, and precise. KW - Alcohol detection technologies KW - Blood alcohol levels KW - Driver Alcohol Detection System for Safety KW - Drunk driving KW - Highway safety KW - Noninvasive assessments UR - http://www.nhtsa.gov/DOT/NHTSA/Traffic%20Injury%20Control/Research%20In%20Progress/files/DriverAlcoholDetectionSystemSafety(DADSS).pdf UR - https://trid.trb.org/view/1259591 ER - TY - SER AN - 01095911 JO - Traffic Safety Facts - Research Note PB - National Highway Traffic Safety Administration AU - Subramanian, Rajesh TI - Fatalities and Fatality Rates in Alcohol-Impaired Crashes by State, 2005-2006 PY - 2008/02 IS - HS-810 920 SP - 3p AB - In 2006, as compared to 2005, while the overall fatality rate declined from 1.46 to 1.41 fatalities per 100 million vehicle miles of travel (VMT), the alcohol-impaired fatality rate remained flat at 0.45 fatalities per 100 million VMT. In 2006, the alcohol-impaired fatality rate declined from 2005 in a total of 26 States, Puerto Rico, and the District of Columbia, and remained flat or increased in the remaining 24 States. In all 50 States, the District of Columbia, and Puerto Rico, it is illegal per se to drive or operate a motorcycle with a blood alcohol concentration (BAC) of .08 grams per deciliter or above. The impaired driving programs at the National Highway Traffic Safety Administration target drivers who drive at or above the illegal per se level. This research note presents, by State, fatality rates in crashes that involved at least one driver or motorcycle operator with a BAC=.08+ — defined as alcohol-impaired crashes. KW - .08 Per se laws KW - Blood alcohol levels KW - Drunk driving KW - Fatalities KW - Statistics KW - United States UR - http://www.nhtsa.dot.gov/portal/nhtsa_static_file_downloader.jsp?file=/staticfiles/DOT/NHTSA/NCSA/Content/RNotes/2008/810920.pdf UR - https://trid.trb.org/view/855971 ER - TY - SER AN - 01090636 JO - Traffic Safety Facts - Research Note PB - National Highway Traffic Safety Administration TI - States With Primary Enforcement Laws Have Lower Fatality Rates (Updated) PY - 2008/02 IS - HS-810 921 SP - 4p AB - This Research Note compares the percentage of unrestrained passenger vehicle occupant fatalities and fatality rates between States that have primary seat belt use laws and States that do not have them for the most recent years, 2005 and 2006. Besides having a smaller percentage of passenger vehicle occupant fatalities who were unrestrained, the fatality rates in primary enforcement States (PE States) were much lower than for all other States (non-PE States). The total passenger vehicle occupant fatality rate per 100 million VMT for non-PE States (1.06) is 9 percent higher than that for the PE States (0.97). The total passenger vehicle occupant fatality rate per 100,000 population for the non-PE States (11.78) is 15 percent higher than that for the PE States (10.20). Compared with a previous study, the difference between non-PE States and PE States during 2005 and 2006 is smaller than that between 2000 and 2004 (during 2000-2004, the fatality rate per 100 million VMT and the fatality rate per 100,000 population for non-PE States is 17 percent and 23 percent higher than that for the PE States, respectively). KW - Fatalities KW - Primary enforcement laws KW - Seat belt use laws KW - Seat belts KW - States UR - http://www.nhtsa.dot.gov/portal/nhtsa_static_file_downloader.jsp?file=/staticfiles/DOT/NHTSA/NCSA/Content/RNotes/2008/810921.pdf UR - https://trid.trb.org/view/850899 ER - TY - RPRT AN - 01089795 AU - National Highway Traffic Safety Administration TI - Counts of Frontal Air Bag Related Fatalities and Seriously Injured Persons PY - 2008/01/01/Special Crash Investigations SP - 10p AB - This Special Crash Investigations report presents statistics on frontal air bag related fatalities and seriously injured persons in the following tables and charts: (Table 1) counts for confirmed and unconfirmed air bag related fatalities by crash year, beginning with 1990; (Table 2) children fatally injured by passenger air bags (PAB); (Table 3) adult drivers fatally injured by driver air bags (DAB); (Table 4) adult passengers fatally injured by PAB; (Chart 1) children fatally injured by PAB normalized for a 12-month period; (Chart 2) children fatally injuried by PAB by vehicle model year; (Chart 3) adult DAB fatalities normalized for a 12-month period; (Chart 4) adult DAB fatalities by vehicle model year; (Chart 5) adult PAB fatalities normalized for a 12-month period; and (Chart 6) adult PAB fatalities by vehicle model year. KW - Air bags KW - Children KW - Drivers KW - Fatalities KW - Passengers KW - Statistics KW - Vehicle model year UR - http://www.nhtsa.dot.gov/portal/nhtsa_static_file_downloader.jsp?file=/staticfiles/DOT/NHTSA/NCSA/Content/SCIQtrly/Current/Biannual_Report.pdf UR - https://trid.trb.org/view/850294 ER - TY - RPRT AN - 01127436 AU - National Highway Traffic Safety Administration TI - Fatality Analysis Reporting System, General Estimates System, 2006 Data Summary PY - 2008/01 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 2006. The 2006 FARS data file used for the statistics in this report was created in June 2007. The updated final counts for 2005 are reflected in this report. The updated final counts for 2006 will be reflected in the 2007 report. The 2006 GES file used for the statistics in this report was completed in June 2007. 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/2006%20DATA%20SUMMARY.PDF UR - https://trid.trb.org/view/887968 ER - TY - RPRT AN - 01106154 AU - National Highway Traffic Safety Administration AU - National Association of EMS Physicians AU - Federal Highway Administration TI - EMS Technology Assessment Template PY - 2008/01 SP - 25p AB - The National Highway Traffic Safety Administration (NHTSA) and the National Association of EMS Physicians (NAEMSP) have jointly established the Technology and EMS Project’s Technical Consultation Committee (TCC). This group, comprised of experienced Emergency Medical Services (EMS) personnel, administrators and medical directors as well as industry representatives, developed the EMS Technology Assessment Template contained in this document. It can be used by EMS technology developers, manufacturers, and consumers in the evaluation of new technology. The template may also help guide manufacturers and EMS technology consumers when considering the development of trials to evaluate the performance of new technology. This technology assessment template is designed to evaluate information technology and EMS devices that provide data about patients, evaluation-oriented clinical patient information, or decision support tools. The template may also be used by consumers to determine assessment criteria for other types of EMS equipment and treatments. This technology assessment template consists of two major sections followed by a scoring worksheet and a literature review. Section A is a descriptive section and presents information about the technology that may not have peer-reviewed literature support. The information presented in this section may be theoretical, presumptive, or in many cases, an educated guess. Section B asks for the objective literature and evidentiary evaluation of the technology, and describes levels and potential types of evaluation to be performed. Most technologies will have a very limited number of objective evaluations reported. Section C, the evaluation worksheet, is for use by the TCC, medical director, or EMS system to summarize and score the information provided through the use of the template. Section D, a literature review, presents journal, book and Internet references used during the development of this template as well as examples of various other technology assessment tools. Comments, summaries, and excerpts of these resources are included. Section E contains the TCC member roster. KW - Emergency medical services KW - Equipment KW - Evaluation and assessment KW - Information technology KW - Literature reviews KW - Performance measurement KW - Procedures KW - Technological innovations KW - Technology assessment UR - http://ntl.bts.gov/lib/30000/30100/30143/810873.pdf UR - https://trid.trb.org/view/865826 ER - TY - SER AN - 01095915 JO - Traffic Safety Facts - Traffic Tech PB - National Highway Traffic Safety Administration TI - The Use of Warrants for Blood Draws: One Promising Solution to the Issue of Breath Test Refusals in DWI Cases PY - 2008/01 IS - 341 SP - 2p AB - The National Highway Traffic Safety Administration has been studying the Driving While Intoxicated (DWI) arrest and adjudication process, including breath test refusals. This Traffic Tech reports on one promising approach for reducing refusals - the use of warrants for obtaining blood samples from drivers arrested for DWI. KW - Adjudication KW - Alcohol blood tests KW - Alcohol breath tests KW - Alcohol test refusal KW - Arrests KW - Drunk drivers KW - Warrants (Police operations) UR - http://www.nhtsa.dot.gov/staticfiles/DOT/NHTSA/Communication%20&%20Consumer%20Information/Traffic%20Tech%20Publications/Associated%20Files/tt341.pdf UR - https://trid.trb.org/view/855962 ER - TY - SER AN - 01095869 JO - Traffic Safety Facts - Traffic Tech PB - National Highway Traffic Safety Administration TI - The Robustness of the Horizontal Gaze Nystagmus Test in Standard Field Sobriety Tests PY - 2008/01 IS - 339 SP - 2p AB - The Standard Field Sobriety Tests (SFSTs) consist of three tests: Horizontal Gaze Nystagmus (HGN), Walk-and-Turn (WAT), and One-Leg Stand (OLS). Courts generally accept testimony about WAT and OLS, but may not admit testimony about HGN. Sometimes, minor procedural differences occur in the administration of an HGN test due to environment, weather, and the suspect's level of cooperation. Courts have accepted arguments that variations from standard procedures in HGN administration may affect its validity and as a result render HGN testimony inadmissible. The effect of deviations from standard procedure on HGN scores has never been systematically studied. In addition, questions have been raised about the validity of the test when a suspect has functional vision in only one eye. To ascertain whether minor variations in procedure affect the validity of the HGN tests, the National Highway Traffic Safety Administration examined variations in HGN administration through laboratory experiments and field data collection. Under contract, the Southern California Research Institute conducted three experiments to examine the effects of procedural variations in the administration of an HGN test on the accuracy of the test. This fact sheet describes the methodology of these tests and presents their findings. KW - Accuracy KW - Alcohol tests KW - Courts KW - Drunk drivers KW - Horizontal gaze nystagmus KW - Law enforcement KW - Standardized Field Sobriety Tests KW - Test procedures UR - https://www.nhtsa.gov/DOT/NHTSA/Communication%20&%20Consumer%20Information/Traffic%20Tech%20Publications/Associated%20Files/tt339.pdf UR - https://trid.trb.org/view/855754 ER - TY - RPRT AN - 01095866 AU - Federal Motor Carrier Safety Administration TI - Large Truck Crash Facts 2006 PY - 2008/01 SP - 76p AB - This annual edition of Large Truck Crash Facts contains descriptive statistics about fatal, injury, and property damage only crashes involving large trucks in 2006. Selected crash statistics on passenger vehicles are also presented for comparison purposes. In addition, for the first time, the report includes 10 tables that show bus crash statistics. The major sources for the data are the Fatality Analysis Reporting System (FARS), the General Estimates System (GES), the Motor Carrier Management Information System (MCMIS), and "Highway Statistics" (an annual publication of the Federal Highway Administration). This year’s report is organized into four chapters: Trends, Crashes, Vehicles, and People. The Trends chapter shows data for 2006 in the context of available historical data for past years. In the other chapters, the 2006 data are shown in different ways, according to what is being counted. The Crashes chapter counts numbers of crashes; the Vehicles chapter counts vehicles in crashes; and the People chapter counts persons of all types involved in crashes. Four different types of counts are shown: (1) Crashes: Numbers of crashes involving various vehicle types. (2) Vehicles in Crashes: Numbers of vehicles involved in crashes. These counts may be larger than the number of crashes (fatal, injury, or property damage only), because more than one vehicle may be involved in a single crash. (3) People in Crashes: Numbers of people killed or injured in crashes. These counts generally are larger than the number of crashes (fatal or injury), because more than one person may be killed or injured in a single crash. People killed or injured may be occupants of a truck, occupants of another vehicle, or nonmotorists (pedestrians or pedalcyclists). (4) Drivers in Crashes: Numbers of vehicle drivers involved in crashes. These counts generally are equal to the numbers of vehicles involved in crashes. KW - Annual reports KW - Crash data KW - Crash injuries KW - Fatalities KW - Property damage KW - Statistics KW - Tables (Data) KW - Trend (Statistics) KW - Truck crashes UR - http://ai.fmcsa.dot.gov/CarrierResearchResults/PDFS/LargeTruckCrashFacts2006.pdf UR - https://trid.trb.org/view/855749 ER - TY - SER AN - 01095548 JO - Traffic Safety Facts - Crash Stats PB - National Center for Statistics and Analysis TI - Fatally Injured Motorcycle Operators by License Status PY - 2008/01 IS - HS-810 892 SP - 2p AB - The proportion of fatally injured motorcycle operators with invalid licenses involved in fatal crashes as a trend for the years 2002-2006 has remained about the same, varying between 24% and 26%. This fact sheet presents statistics which show 5-year (2002-2006) trend data of fatally injured motorcycle operators by license status. Additional statistics are presented which show a State breakdown of fatally injured motorcycle operators in fatal crashes by license status for 2002-2006. KW - Driver licenses KW - Driving without a license KW - Fatalities KW - Motorcycle crashes KW - Motorcyclists KW - Revocation KW - Suspensions KW - Trend (Statistics) UR - http://www.nhtsa.dot.gov/portal/nhtsa_static_file_downloader.jsp?file=/staticfiles/DOT/NHTSA/NCSA/Content/RNotes/2008/810892.pdf UR - https://trid.trb.org/view/855707 ER - TY - RPRT AN - 01091728 AU - Goodwin, Arthur H AU - Hall, William L AU - Raborn, J Craig AU - Thomas, Libby J AU - Masten, Scott V 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 - 2008/01//2008 Edition (Third Edition) SP - v.p. 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 belts, speeding and aggressive driving, fatigued and distracted driving, motorcycle safety, young drivers, older drivers, pedestrians, and bicyclists. KW - Aged drivers KW - Aggression KW - Alcohol use KW - Costs KW - Countermeasures KW - Cyclists KW - Distraction KW - Drivers KW - Drunk driving KW - Effectiveness KW - Fatigue (Physiological condition) KW - Highway safety KW - Impaired drivers KW - Implementation KW - Motorcycle safety KW - Pedestrians KW - Seat belts KW - Speeding KW - State highway departments KW - States KW - Strategic planning KW - Teenage drivers KW - Traffic safety KW - Utilization KW - Young adults UR - http://ntl.bts.gov/lib/30000/30100/30159/810891.pdf UR - https://trid.trb.org/view/851364 ER - TY - SER AN - 01089793 JO - Traffic Safety Facts - Research Note PB - National Highway Traffic Safety Administration AU - Glassbrenner, Donna AU - Ye, Tony Jianqiang TI - Seat Belt Use in 2007 – Race and Ethnicity Results Among Occupants Traveling With Children PY - 2008/01 IS - HS-810 896 SP - 4p AB - Seat belt use was statistically significantly lower for non-Hispanic African Americans than other race and ethnicity groups among passenger vehicle occupants age 25 to 69 traveling with children in 2007. 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 2007 NSUBS also found that seat belt use was lower for Hispanics than non-Hispanics among passenger vehicle occupants age 25 to 69 traveling with children. This Research Note includes additional statistics from the 2007 NSUBS, as well as information on the survey methodology and comments on the survey results. KW - Adults 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 - Vehicle occupants UR - http://www.nhtsa.dot.gov/portal/nhtsa_static_file_downloader.jsp?file=/staticfiles/DOT/NHTSA/NCSA/Content/RNotes/2008/810896.pdf UR - https://trid.trb.org/view/850318 ER - TY - SER AN - 01089788 JO - Traffic Safety Facts - Research Note PB - National Highway Traffic Safety Administration AU - Glassbrenner, Donna AU - Ye, Tony Jianqiang TI - Child Restraint Use in 2007 – Demographic Results PY - 2008/01 IS - HS-810 897 SP - 8p AB - Hispanic children under 13 years old have lower restraint use rates (use of child safety seats, booster seats, and seat belts) than non-Hispanic children. 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. Other findings from the 2007 survey include the following: (1) Although the pattern of use rates by race and ethnicity varied somewhat among the survey’s age groups (from birth to 12 months, 1-3 years, 4-7 years, and 8-12 years), use rates tended to be higher among White and Asian non-Hispanic children, compared to other racial and ethnic groups, and lower among African-American non-Hispanic children; and (2) The survey found statistically similar use rates among boys and girls, except in the age range of 1 to 3 years, in which boys were restrained at higher rates (98%) than girls (93%). Further results from the 2007 NSUBS are reported in this Research Note, along with information on the survey methodology and comments on the survey results. KW - Child restraint systems KW - Children KW - Demographics KW - Ethnic groups KW - Gender KW - Hispanics KW - National Survey of the Use of Booster Seats KW - Race UR - http://www.nhtsa.dot.gov/portal/nhtsa_static_file_downloader.jsp?file=/staticfiles/DOT/NHTSA/NCSA/Content/RNotes/2008/810897.pdf UR - https://trid.trb.org/view/850299 ER - TY - SER AN - 01089786 JO - Traffic Safety Facts - Research Note PB - National Highway Traffic Safety Administration AU - Glassbrenner, Donna AU - Ye, Tony Jianqiang TI - Child Restraint Use in 2007 – Use of Correct Restraint Types PY - 2008/01 IS - HS-810 895 SP - 8p AB - In 2007, more children under 1 year old were restrained in rear-facing child safety seats than in 2006 – the appropriate child restraint for this age group. 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. Although the primary purpose of the NSUBS is to estimate booster seat 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. The 2007 survey found substantial evidence of premature graduation for all restraint types. This Research Note presents the 2007 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. Information is also included on the survey methodology, along with comments on the survey results. KW - Child restraint systems KW - Children KW - Forward facing restraint systems KW - Inappropriate restraint KW - National Survey of the Use of Booster Seats KW - Rear facing restraint systems UR - http://www.nhtsa.dot.gov/portal/nhtsa_static_file_downloader.jsp?file=/staticfiles/DOT/NHTSA/NCSA/Content/RNotes/2008/810895.pdf UR - https://trid.trb.org/view/850317 ER - TY - SER AN - 01089780 JO - Traffic Safety Facts - Research Note PB - National Highway Traffic Safety Administration AU - Glassbrenner, Donna AU - Ye, Tony Jianqiang TI - Booster Seat Use in 2007 PY - 2008/01 IS - HS-810 894 SP - 6p AB - Booster seat use among 4- to 7-year-old children stood at 37 percent in 2007, statistically unchanged from the prior year’s rate of 41 percent. 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 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 2007, 37 percent of children in this age group were using booster seats (whether high-backed or backless), 13 percent were restrained in child safety seats, 35 percent were in seat belts, and 15 percent were unrestrained. These results indicate that as many as one half of children 4 to 7 in the United States were not being properly protected (35% prematurely in seat belts and 15% unrestrained). Additional statistics from the 2007 NSUBS survey are reported in this Research Note, as well as information on the survey methodology and comments on the survey results. KW - Booster seats KW - Children KW - National Survey of the Use of Booster Seats KW - Statistics KW - United States UR - http://www.nhtsa.dot.gov/portal/nhtsa_static_file_downloader.jsp?file=/staticfiles/DOT/NHTSA/NCSA/Content/RNotes/2008/810894.pdf UR - https://trid.trb.org/view/850298 ER - TY - RPRT AN - 01454153 AU - National Highway Traffic Safety Administration TI - DWI Detection and Standardized Field Sobriety Testing Instructor and Student Training Manuals (DVD) PY - 2008 AB - This training program was designed to enable law enforcement officers to develop the knowledge, skills, and attitudes necessary to effectively fill roles as instructors and participants in support of National Highway Traffic Safety Administration's Standardized Field Sobriety Testing. KW - Alcohol tests KW - Drunk driving KW - Instructors KW - Manuals KW - Training programs UR - https://trid.trb.org/view/1222358 ER - TY - RPRT AN - 01385653 AU - United States. National Highway Traffic Safety Administration (NHTSA) TI - MMUCC guideline: model minimum uniform crash criteria PY - 2008///3rd ed SP - 140p AB - The purpose of the Model Minimum Uniform Crash Criteria (MMUCC) is to provide a dataset for describing crashes of motor vehicles in transport on a roadway that will generate the information necessary to improve highway safety within each state and nationally. Statewide motor vehicle traffic crash data systems provide the basic information necessary for effective highway and traffic safety efforts at any level of government - local, state, or federal. Unfortunately, the use of state crash data is often hindered by the lack of uniformity between and within states. MMUCC represents a voluntary and collaborative effort to generate uniform crash data that are accurate, reliable and credible for data-driven highway safety decisions within a state, between states, and at the national level. MMUCC was originally developed in response to requests by states interested in improving and standardizing their state crash data. Lack of uniform reporting made the sharing and comparison of state crash data difficult. Different elements and definitions resulted in incomplete data and misleading results. MMUCC recommends voluntary implementation of a "minimum set" of standardized data elements to promote comparability of data within the highway safety community. It serves as a foundation for state crash data systems. KW - Accident analysis KW - Crash analysis KW - Data collection KW - Data collection KW - Database KW - Databases KW - Highway safety KW - Road safety KW - Road safety (engineering and vehicles) KW - Standardization KW - Standardization KW - State government KW - State government KW - Usa UR - http://www-nrd.nhtsa.dot.gov/Pubs/810957.pdf UR - https://trid.trb.org/view/1153413 ER - TY - RPRT AN - 01138269 AU - National Highway Traffic Safety Administration TI - Budget Estimates Fiscal Year 2009. Submitted for the Use of the Committees on Appropriations PY - 2008 SP - 288p AB - The National Highway Traffic Safety Administration (NHTSA) continues to make transportation safety its highest priority. The agency requests $851 million to continue its mission to save lives, prevent injuries, and reduce economic costs due to road traffic crashes, through education, research, safety standards, and enforcement activity. In December 2007, the Energy Independence and Security Act of 2007 was signed into law. It requires NHTSA to undertake several efforts in addition to its current fuel economy activities and mandates timelines for their completion. KW - Accident proneness KW - Aged drivers KW - Behavior KW - Budgeting KW - Driver experience KW - High risk drivers KW - Highway safety KW - Human factors in crashes KW - Risk analysis KW - Safety programs KW - Teenage drivers KW - Traffic crashes UR - https://trid.trb.org/view/898486 ER - TY - RPRT AN - 01138237 AU - National Highway Traffic Safety Administration TI - Budget Estimates Fiscal Year 2010. Submitted for the Use of the Committees on Appropriations PY - 2008 SP - 92p AB - The Safe, Accountable, Flexible, Efficient Transportation Equity Act a Legacy for Users (SAFETEA-LU), which authorized NHTSA's programs, expires on September 30, 2009. The Administration is developing a comprehensive approach for surface transportation reauthorization. Consequently, the Budget contains no policy recommendations for programs subject to reauthorizations including NHTSA. Instead, the Budget conservatively displays baseline funding levels for all surface programs. The National Highway Traffic Safety Administration (NHTSA) continues to make transportation safety its highest priority. The Presidents Budget includes $867.2 million for our planned activities in 2010. This represents an $11.2 million increase above the 2009 Enacted level, a nominal increase of 1.3 percent. Within the Department of Transportation, NHTSA has the principal responsibility for promulgating regulations and administering programs in conjunction with the safety groups, States, and other partners to reduce fatalities and serious injuries resulting from crashes that occur on our nations highways. This responsibility covers all aspects of highway driving, including passenger cars, trucks, buses, and motorcycles, as well as pedestrians and bicyclists. u0918 KW - Accident proneness KW - Aged drivers KW - Behavior KW - Budgeting KW - Driver experience KW - High risk drivers KW - Highway safety KW - Human factors in crashes KW - Risk analysis KW - Safety programs KW - Teenage drivers KW - Traffic crashes UR - https://trid.trb.org/view/898487 ER - TY - RPRT AN - 01138188 AU - National Highway Traffic Safety Administration TI - Budget Estimates Fiscal Year 2008: National Highway Traffic Safety Administration; Submitted for Use of the Committees on Appropriations PY - 2008 SP - 242p AB - The National Highway Traffic Safety Administration (NHTSA) conducts critical behavioral and vehicle programs, and provides grants to the States for the administration of highway traffic safety programs. Motor vehicle crashes are the leading cause of death for people in the United States ages 4 through 34. In 2005, motor vehicle crashes claimed 43,443 lives and accounted for over 95 percent of transportation-related deaths. The economic cost of motor vehicle crashes is estimated to be more than $231 billion annually. Emerging demographic trends include a continuing increase in the number of drivers, a significant growth in both older and teenage drivers, and a marked increase in motorcycle ridership and fatalities, particularly by older returning riders of large engine-size motorcycles. These trends pose increased traffic safety challenges that must be addressed. The FY 2008 budget request includes $833 million for NHTSA to carry out its mission and support Departmental efforts towards the achievement of its strategic goals and performance targets, specifically in new key focus areas: passenger vehicle occupants, non-occupants (pedestrians, cyclists, etc.), motorcycle riders, and large trucks and buses. KW - Accident proneness KW - Aged drivers KW - Behavior KW - Budgeting KW - Driver experience KW - High risk drivers KW - Highway safety KW - Human factors in crashes KW - Risk analysis KW - Safety programs KW - Teenage drivers KW - Traffic crashes UR - http://www.nhtsa.dot.gov/nhtsa/whatis/bb/2008/index.html UR - http://www.nhtsa.dot.gov/nhtsa/whatis/bb/2008/PDFs/FY2008NHTSABUDGET.pdf UR - https://trid.trb.org/view/898474 ER - TY - RPRT AN - 01124327 AU - National Highway Traffic Safety Administration TI - Traffic Safety Facts 2007: A Compilation of Motor Vehicle Crash Data from the Fatality Analysis Reporting System and the General Estimates System PY - 2008 SP - 222p 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 2007) and GES (1988 through 2007). The remaining chapters present data only from 2007. 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.nhtsa.dot.gov/portal/nhtsa_static_file_downloader.jsp?file=/staticfiles/DOT/NHTSA/NCSA/Content/TSF/2007/TSF2007FE.pdf UR - http://ntl.bts.gov/lib/43000/43400/43469/811002.pdf UR - https://trid.trb.org/view/885694 ER - TY - RPRT AN - 01120407 AU - National Highway Traffic Safety Administration TI - Study of Driver Performance/Acceptance Using Aspheric Mirrors in Light Vehicle Applications PY - 2008 SP - 278p AB - This report is intended to provide an overview of available information on aspheric outside rearview mirrors along with comparisons to spherically convex and flat mirrors. The objective is to provide a reference that presents the potential advantages and disadvantages of aspherics when applied to light vehicles. The report is composed of five parts: information retrieval, optical and mathematical analyses, static experiments, dynamic on-road experiments, and project findings. The information retrieval part reviews information appearing in the research and patent literature, as well as information online and from various manufacturers. Outside rear-view mirrors have been the subject of investigation for decades, so there is much to cover. The analyses lay the foundation for the optical aspects of the various mirrors. Specific emphasis is placed on mirror field-of-view, image minification, reflectivity, surface material reflectance, parameter measurements, mirror profile equations, and looming effects. The analyses are intended to improve understanding of the physical phenomena associated with the various mirror types. The static experiment part documents six experiments that were carried out. These involved measurement of the physical parameters of exemplars, objective measurement of reflected illuminance as a function of angle (which provides experimentally derived information on angular coverage of mirrors), evaluation of blind areas on each side of the light vehicle, distance estimation of mirror images by drivers, and finally, rated discomfort glare by both younger and older drivers. The dynamic (on-road) testing part describes an experiment performed on the Virginia Smart Road in which 12 different mirrors (7 on the driver side and 5 on the passenger side) were studied in realistic passing, merging, and gap acceptance maneuvers. The results are presented graphically for all significant changes as a function of mirror type, age group, gender, and maneuver type. The results show that aspheric mirrors do not cause substantive detrimental performance effects, but drivers found the distortion, uneasiness, and discomfort to be somewhat worse than for competing mirrors. The final part (Part V) of this document summarizes the project findings and draws main conclusions regarding aspheric mirrors as well as other types. The reader is referred to Part V for an overview of the findings. Three recommendations are provided, which involve future directions. The final recommendation involves developing and testing alternative outside rearview concepts. Six suggestions for these alternatives are provided and described. In general, this document is intended to summarize all available knowledge regarding aspheric outside rearview mirrors and associated conventional alternatives KW - Convex mirrors KW - Driver performance KW - Information systems KW - Mathematical analysis KW - Mirrors KW - Optical systems KW - Rearview mirrors KW - Traffic safety KW - Vehicle design UR - http://www.nhtsa.gov/DOT/NHTSA/NRD/Multimedia/PDFs/Crash%20Avoidance/2008/810959.pdf UR - https://trid.trb.org/view/880364 ER - TY - RPRT AN - 01120405 AU - Maile, M AU - Zaid, F A AU - Caminiti, L AU - Lundberg, J AU - Mudalige, P AU - National Highway Traffic Safety Administration TI - Cooperative Intersection Collision Avoidance System Limited to Stop Sign and Traffic Signal Violations PY - 2008///Midterm Phase 1 Report SP - 52p AB - This report presents the Midterm Phase I Report for the Cooperative Intersection Collision Avoidance System Limited to Stop Sign and Traffic Signal Violations (CICASV) project. The report covers the period from project inception on May 1, 2006, through April 30, 2007, and contains a summary of the tasks that were active during the first year of the project. These tasks, collectively, address four major elements of the research needed to develop an FOT-ready system by the end of Phase I. These elements are: (a) human factors research to identify a driver-vehicle interface (DVI) for the CICAS-V system and the operational parameters for the driver warning algorithm; (b) systems engineering activities to design the CICAS-V system; (c) system development and validation tasks to build and test a prototype FOT system; and (d) project management and coordination with outside organizations. The progress made during the period and the accomplishments achieved are also described in the report. The CICAS-V project is a four-year project to develop a cooperative intersection collision avoidance system to assist drivers in avoiding crashes in the intersection by warning the driver of an impending violation of a traffic signal or a stop sign. The Vehicle Safety Communications 2 Consortium (VSC2) is executing the project. 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. KW - Crash avoidance systems KW - Driver vehicle interfaces KW - Human factors in crashes KW - Intersections KW - Stop signs KW - Systems engineering KW - Traffic safety KW - Traffic signals KW - Warning systems UR - https://trid.trb.org/view/879910 ER - TY - RPRT AN - 01111965 AU - Center for Health Training AU - National Highway Traffic Safety Administration TI - Safe Routes to School: Practice and Promise PY - 2008 SP - 118p AB - This publication is designed to provide enough information about Safe Routes to School (SR2S) programs so those in decision-making positions will be able to determine how to allocate scarce resources and to assure positive outcomes from SR2S efforts. It delves into the history of SR2S, considers risks and benefits, offers examples, and lists supportive agencies and organizations. Chapter One, Safe Routes To School – Why?, discusses the need for SR2S efforts. Chapter Two, Safe Routes To School (SR2S) – What Does That Mean?, describes the education, encouragement, enforcement, and engineering approaches to SR2S. Chapter Three, Evaluation and Outcomes – How Do You Measure Success?, details information on practical evaluation measures you can use to document success. It explains how you can help communities with the critical task of gathering data so that all can learn what works. Chapter Four, Promising Practices – From Whom Can We Learn?, describes the SR2S efforts of different types of communities so that you can learn from their successes and challenges. Chapter Five, Supporting Safe Routes To School – Where Do We Go From Here?, covers common questions and realistic answers about SR2S. The Appendices include examples of the sorts of assistance local groups need, based on the experience of statewide or regional technical assistance organizations. A comprehensive listing of SR2S efforts around the world, with contact information is included. This guide is offered in support of work with local activists as you collaborate to make communities safer and healthier for children. KW - Bicycling KW - Communities KW - Evaluation and assessment KW - Law enforcement KW - Pedestrian safety KW - Safe Routes to School (Program) KW - Safety education KW - Safety engineering KW - School children KW - Technical assistance KW - Traffic safety KW - Walking UR - http://www.nhtsa.dot.gov/people/injury/pedbimot/bike/Safe-Routes-2004/images/SafeRoute2Schlo.pdf UR - https://trid.trb.org/view/871611 ER - TY - RPRT AN - 01103420 AU - Ferguson, Susan A AU - Schneider, Lawrence W AU - National Highway Traffic Safety Administration AU - Ferguson International LLC AU - University of Michigan Transportation Research Institute TI - An Overview of Frontal Airbag Performance with Changes in Frontal Crash-Test Requirements: Findings of the Blue Ribbon Panel for the Evaluation of Advanced Technology Airbags PY - 2008 SP - 31p AB - In the mid 1990s evidence emerged that airbag deployments could result in deaths to vulnerable vehicle occupants who were very close to airbag modules when they deployed. In 1997, federal frontal crash test requirements were modified to allow crash testing with unbelted dummies to be performed using sled tests. As a result, vehicle manufacturers were able to redesign airbags to deploy with less force and energy, thereby reducing the toll of airbag-induced deaths. However, there was concern that depowered airbags may not provide the same level of protection to unbelted occupants in severe frontal crashes, particularly occupants of large stature and body mass. This paper provides a summary of recent studies addressing this issue. To expedite the accrual of data regarding airbag performance, the collection of additional crash data was funded by the Alliance of Automobile Manufacturers. A panel of experts was commissioned to oversee the process and evaluate the data. During the past 6 years, a series of studies has been undertaken by panel members and others to evaluate the performance of redesigned airbags and the data are summarized here. There is now convincing evidence that the combination of airbag redesign and public education have resulted in dramatic reductions in airbag-induced infant and child deaths. In addition, the frontal crash fatality risks among children sitting in front seats have been reduced by as much as half, with younger children showing the greatest benefits. Among adult drivers and right-front passengers, there is no evidence for the predicted overall loss of protection with sled-certified airbags and there are far fewer airbag-induced deaths among this population. However, despite exhaustive analyses of frontal-crash data, the possibility of a somewhat elevated fatality risk among a subset of unbelted drivers in sled-certified 1998-99 model vehicles cannot be ruled out. There also is some evidence that the risks of serious chest injury may be higher among unbelted drivers in frontal crashes in sled-certified vehicles with redesigned airbags. Further research is warranted to determine whether these differences remain in newer model vehicles designed to the advanced airbag rule which took effect in 2003. KW - Adults KW - Air bag injuries KW - Air bags KW - Children KW - Countermeasures KW - Design KW - Fatalities KW - Front seat occupants KW - Frontal crashes KW - Highway safety KW - Impact tests KW - Infants KW - Injuries KW - Performance KW - Seat belts KW - Sled tests KW - Technological innovations KW - Thorax KW - Vehicle safety UR - http://www.regulations.gov/fdmspublic/ContentViewer?objectId=0900006480432418&disposition=attachment&contentType=pdf UR - https://trid.trb.org/view/860663 ER - TY - RPRT AN - 01099676 AU - Pedestrian and Bicycle Information Center AU - National Highway Traffic Safety Administration AU - Federal Highway Administration AU - Centers for Disease Control and Prevention AU - Institute of Transportation Engineers (ITE) TI - Safe Routes to School Guide PY - 2008 SP - 199p AB - This guide on how to get to school safely contains the following major chapter headings: 1. Introduction to Safe Routes to School: The Health, Safety and Transportation Nexus; 2. Steps to Creating a Safe Routes to School Program; 3. Engineering; 4. Enforcement; 5. Encouragement; 6. Education; and 7. Student Drop-off and Pick-up. Walking and bicycling are encouraged in the Safe Routes to School program. KW - Bicycling KW - Drop-off/pick-up zones KW - Engineering KW - Law enforcement KW - Pedestrian safety KW - Public information programs KW - Safe Routes to School (Program) KW - Safety education KW - Safety programs KW - School children KW - School crossings KW - School safety KW - School trips KW - Walking UR - http://www.saferoutesinfo.org/guide/pdf/SRTS-Guide_full.pdf UR - https://trid.trb.org/view/851909 ER - TY - RPRT AN - 01095899 AU - Rosenker, Mark V AU - National Transportation Safety Board TI - National Transportation Safety Board Safety Recommendation: H-07-43 PY - 2007/12/17 SP - 5p AB - This safety recommendation, addressed to Mr. Alan Bishop, Chief Operating Officer, Equity Transportation Company, Inc., addresses improvements to the company's safety program. It is derived from the National Transportation Safety Board's (NTSB's) investigation of a multiple-vehicle accident that occurred on July 16, 2004, near Chelsea, Michigan. The NTSB makes the following recommendation to Equity Transportation Company, Inc.: (H-07-43) Implement a driver log review program that accounts for, tracks, and audits all modifications to paper logs and that also collects and retains all available electronic supporting documentation to verify driver compliance with Federal commercial driver hours-of-service regulations. KW - Auditing KW - Compliance KW - Equity Transportation Company, Incorporated KW - Fatigue (Physiological condition) KW - Hours of labor KW - Motor carriers KW - Multiple vehicle crashes KW - Oversight KW - Recommendations KW - Surveys KW - Truck crashes KW - Truck drivers UR - https://trid.trb.org/view/855891 ER - TY - RPRT AN - 01095898 AU - Rosenker, Mark V AU - National Transportation Safety Board TI - National Transportation Safety Board Safety Recommendation: H-07-41 and -42 PY - 2007/12/17 SP - 8p AB - These safety recommendations, addressed to the Honorable John H. Hill, Administrator, Federal Motor Carrier Safety Administration, address motor carrier oversight of drivers and accountability for record-of-duty driver logs. The recommendations are derived from the National Transportation Safety Board's (NTSB's) investigation of the July 16, 2004, multiple-vehicle accident near Chelsea, Michigan. The NTSB makes the following recommendations to the Federal Motor Carrier Safety Administration: (H-07-41) Require all interstate commercial vehicle carriers to use electronic on-board recorders that collect and maintain data concerning driver hours of service in a valid, accurate, and secure manner under all circumstances, including accident conditions, to enable the carriers and their regulators to monitor and assess hours-of-service compliance; and (H-07-42) As an interim measure and until industrywide use of electronic on-board recorders is mandated, as recommended in Safety Recommendation H-07-41, prevent log tampering and submission of false paper logs by requiring motor carriers to create and maintain audit control systems that include, at a minimum, the retention of all original and corrected paper logs and the use of bound and sequentially numbered logs. KW - Accountability KW - Auditing KW - Commercial vehicle operations KW - Compliance KW - Data recorders KW - Driver monitoring KW - Electronic on board recorders KW - Fatigue (Physiological condition) KW - Hours of labor KW - Multiple vehicle crashes KW - Oversight KW - Recommendations KW - Surveys KW - Truck crashes KW - Truck drivers KW - U.S. Federal Motor Carrier Safety Administration UR - https://trid.trb.org/view/855890 ER - TY - RPRT AN - 01100746 AU - Compton, Richard P AU - Hedlund, James AU - National Highway Traffic Safety Administration AU - Highway Safety North TI - Reducing Impaired-Driving Recidivism Using Advanced Vehicle-Based Alcohol Detection Systems: A Report to Congress PY - 2007/12/12/Report to Congress SP - 26p AB - Vehicle-based alcohol detection systems use technologies designed to detect the presence of alcohol in a driver. Technology suitable for use in all vehicles that will detect an impaired driver faces many challenges including public acceptability, passive operation (not requiring the active cooperation of the driver), invulnerability to circumvention and tampering, the ability to verify that the test was performed on the driver, and the capability to perform accurately and reliably throughout the life of the vehicle without excessive requirements for maintenance. Several alcohol detection technologies were reviewed in the report: Breath sample analysis, tissue spectroscopy, transdermal perspiration measurement, eye movements, detecting alcohol vapor in the vehicle, driver and driving performance measurement. Technology for use with impaired-driving offenders (i.e., breath alcohol ignition interlock systems) is currently in use, and is practical, accurate, reliable, and relatively low-cost. The report offers suggestions for potential next steps including increasing the use of breath alcohol ignition interlocks among DWI offenders and continuing research and development on tissue spectroscopy and other transparent and non-invasive methods of measuring alcohol in drivers. KW - Alcohol detection technologies KW - Alcohol ignition interlock devices KW - Drunk driving KW - Recidivism KW - Tissue spectroscopy KW - Transdermal alcohol testing KW - Vehicle-based technology UR - http://ntl.bts.gov/lib/30000/30100/30145/810876.pdf UR - https://trid.trb.org/view/860401 ER - TY - RPRT AN - 01112654 AU - Wilson, Bruce H AU - Stearns, Mary D AU - Koopmann, Jonathan AU - Yang, C Y David AU - Volpe National Transportation Systems Center AU - National Highway Traffic Safety Administration TI - Evaluation of a Road-Departure Crash Warning System PY - 2007/12//Final Report SP - 289p AB - This report presents the results of an independent evaluation of the Road-Departure Crash Warning System (RDCW), which is designed to warn drivers when they are drifting out of their lane or about to enter a curve at an unsafe speed. The RDCW lateral-drift-warning subsystem monitors a vehicle’s lane position and lateral speed, and alerts the driver when the vehicle is in danger of departing the road or lane. The RDCW curve-speed-warning subsystem monitors vehicle speed and upcoming road curvature and alerts the driver when the vehicle is in danger of losing control in an upcoming curve. The goal of the RDCW is to improve automotive safety by helping drivers avoid road-departure crashes, but this can only occur if the system is useful and drivers respond to it. The RDCW Field Operational Test (FOT) collected 130,000 km of driving data from 78 participants to evaluate the performance, driver acceptance, and safety benefits of the RDCW. The University of Michigan Transportation Research Institute conducted the test. Visteon Corporation built the FOT vehicles and Assistware Corporation developed the RDCW lateral-drift-warning subsystem. The National Highway Traffic Safety Administration (NHTSA) sponsored the FOT to determine if the RDCW will help reduce road-departure crashes in the United States. The Volpe National Transportation Systems Center of the U.S. DOT’s Research and Innovative Technology Administration, under agreement with NHTSA, independently evaluated the RDCW. KW - Acceptance KW - Crash avoidance systems KW - Driver vehicle interfaces KW - Evaluation and assessment KW - Field tests KW - Highway curves KW - Lateral drift KW - Ran off road crashes KW - Road-Departure Crash Warning System KW - Speed KW - Warning systems UR - http://www.nhtsa.dot.gov/staticfiles/DOT/NHTSA/NRD/Multimedia/PDFs/Crash%20Avoidance/2007/4638-810_854%20RDCW%20EvalCLTest.pdf UR - https://trid.trb.org/view/872444 ER - TY - RPRT AN - 01104017 AU - Freedman, Mark AU - Levi, Sharon AU - Zador, Paul AU - Lopdell, John AU - Bergeron, Ed AU - Westat AU - National Highway Traffic Safety Administration TI - The Effectiveness of Enhanced Seat Belt Reminder Systems – Observational Field Data Collection Methodology and Findings PY - 2007/12//Final Report SP - 47p AB - Enhanced seat belt reminder systems (ESBRs) provide a more conspicuous warning to fasten seat belts than the Federal Motor Vehicle Safety Standard (FMVSS) currently requires. The effect of ESBRs on driver and front passenger seat belt use was examined in a field observational study of seat belt use of unalerted front seat occupants in nearly 40,000 passenger vehicles in eight States with and without primary seat belt laws. License tag numbers were matched to State motor vehicle registration records to determine Vehicle Identification Number (VIN), manufacturer, model, and year. ESBR features (e.g., sound, icon, text, duration, cycle, etc.) were determined by matching make, model, and year to a features database compiled by NHTSA and Westat. A propensity analysis was conducted using stepwise logistic regression models to estimate the probability of seatbelt use while controlling for the influence of key vehicle, occupant and geographic location factors. ESBRs were found to increase front occupant seat belt use by 3-4 percentage points compared to vehicles without ESBRs. Significant positive effects of ESBRs were more often found among the lowest belt use propensity groups. ESBR features were found individually and in combinations to have significant effects on driver seat belt use. The findings suggest that ESBRs may be most effective in converting belt use resistors if they incorporate the features found to have positive effects among lowest belt use propensity groups. KW - Data collection KW - Field studies KW - Logistic regression analysis KW - Seat belt reminder systems KW - Seat belt use KW - Seat belts UR - http://www.nhtsa.dot.gov/staticfiles/DOT/NHTSA/NRD/Multimedia/PDFs/Human%20Factors/Reducing%20Unsafe%20behaviors/810844.pdf UR - https://trid.trb.org/view/863947 ER - TY - RPRT AN - 01095913 AU - National Traffic Law Center AU - National Highway Traffic Safety Administration TI - DWI Prosecutor's Handbook PY - 2007/12 SP - 33p AB - This monograph is designed to provide a comprehensive guide for prosecutors about the fundamentals of a Driving While Intoxicated (DWI) prosecution. As with the prosecution of all other criminal cases, DWI cases have unique statutory elements and evidentiary issues. It is vitally important that before you begin a case analysis, you familiarize yourself with your State statutes pertaining to DWI, the criminal procedure rules, your local court rules, relevant case law, and which breath test instruments are used by your law enforcement agencies (if applicable). Be aware that different agencies throughout your jurisdiction may use different breath test instruments. The prosecution of a DWI case involves the examination of the totality of the circumstances surrounding the incident: operation of the motor vehicle, all visual observations of the defendant made by the police or civilian witnesses, statements made by the defendant, his performance of psychomotor tests (standardized field sobriety tests) and the result of any chemical test (i.e., breath, blood, or urine). KW - Alcohol blood tests KW - Alcohol breath tests KW - Drunk drivers KW - Guidelines KW - Handbooks KW - Legal documents KW - Prosecution KW - Standardized Field Sobriety Tests KW - State laws KW - Testimony KW - Urine alcohol levels KW - Witnesses UR - http://ntl.bts.gov/lib/30000/30100/30141/810864.pdf UR - https://trid.trb.org/view/855930 ER - TY - RPRT AN - 01095908 AU - Creaser, Janet I AU - Ward, Nicholas J AU - Rakauskas, Michael E AU - Boer, E AU - Shankwitz, Craig AU - Nardi, F AU - Intelligent Transportation Systems Institute AU - National Highway Traffic Safety Administration TI - Effects of Alcohol on Motorcycle Riding Skills PY - 2007/12//Final Report SP - 95p AB - Alcohol is known to disrupt the effect of neurotransmitters and impair various psychomotor skills. Indeed, alcohol intoxication is a significant risk factor for fatal traffic crashes, especially when riding a motorcycle. At present, there is sparse research on the impairing effects of alcohol on skills involved in motorcycle control. This study was designed to measure the effect of alcohol [up to a blood alcohol concentration (BAC) of .08 grams per deciliter] on a broad set of basic riding skills. These riding skills were assessed on a test track with task scenarios based on the Motorcycle Safety Foundation's training program. This study used a balanced incomplete block design to remove confounding artifacts (learning effects) by randomizing four BACs across three test days. Performance was characterized in terms of riding strategy used to cope with the effects of alcohol as a neurological stressor and the amount of resulting impairment with reference to specified performance standards. The analysis controlled for rider gender and age, riding skill, and drinking history. The results showed there were observable changes in motorcycle control and rider behavior in response to alcohol that are indicative of impairment. In general, intoxicated riders demonstrated longer response times and adopted larger tolerances leading to more task performance errors. Riders appeared to protect bike stability at the expense of other task performance and riders tried harder - where possible - to fully or partially compensate for the negative effects of alcohol. Most of the alcohol effects were evident at the per se BAC .08 g/dL level, but some of the effects were observed at the lower BAC .05. Given that this study used experienced riders performing highly practiced tasks with low to moderate levels of alcohol, the effect of alcohol on motorcycle control and rider behavior were modest except when task demand was high (offset weave), time pressure was high (hazard avoidance for near obstacles), and tolerances were constrained (circuit track). The practical significance of the findings was discussed in terms of study constraints. KW - Blood alcohol levels KW - Drunk driving KW - Impaired drivers KW - Intoxication KW - Motor skills KW - Motorcycle driving KW - Motorcyclists UR - http://www.nhtsa.dot.gov/staticfiles/DOT/NHTSA/Communication%20&%20Consumer%20Information/Traffic%20Tech%20Publications/Associated%20Files/tt345.pdf UR - http://ntl.bts.gov/lib/30000/30100/30157/810877.pdf UR - https://trid.trb.org/view/855955 ER - TY - SER AN - 01095872 JO - Traffic Safety Facts - Traffic Tech PB - National Highway Traffic Safety Administration TI - A Field Test of Rational Speed Limits in Gulfport, Mississippi PY - 2007/12 IS - 338 SP - 2p AB - Speed limits are established using the 85th percentile speed of free flowing traffic, with adjustments based on access, pedestrian activity, crash history, and other factors. The National Highway Traffic Safety Administration and the Federal Highway Administration have jointly undertaken tests of speed limits to determine whether speed limits so set, when combined with well publicized and targeted enforcement, result in greater compliance, more uniform speeds, and improved safety. This fact sheet briefly discusses the findings from the first of six projects on the demonstration and evaluation of these "rational speed limits." The evaluation was conducted by an independent contractor (Westat, Inc.). Following data collection and engineering analyses, the speed limits on various portions of a demonstration road in Gulfport, Mississippi were raised 5, 10 or 15 mph at selected sites, creating five speed zones (35, 40, 45, 50, 60 mph). The increases in limits were accompanied by public information and education, and stricter enforcement of the raised limits. Data on speeds, crashes, citations and enforcement hours were collected in both Gulfport and a comparison community prior to and quarterly during the one-year demonstration period. KW - 85th percentile speed KW - Crashes KW - Data collection KW - Field tests KW - Gulfport (Mississippi) KW - Publicity KW - Speed limits KW - Speeding KW - Traffic citations KW - Traffic law enforcement KW - Traffic speed UR - http://www.nhtsa.gov/DOT/NHTSA/Communication%20&%20Consumer%20Information/Traffic%20Tech%20Publications/Associated%20Files/tt338.pdf UR - https://trid.trb.org/view/855782 ER - TY - SER AN - 01095871 JO - Traffic Safety Facts - Traffic Tech PB - National Highway Traffic Safety Administration TI - Passenger Restrictions in Graduated Driver Licensing Programs PY - 2007/12 IS - 337 SP - 2p AB - When teenage drivers transport passengers there is a greatly increased crash risk and this risk increases as the number of passengers increases. This is true for both male and female teen drivers. This risk has been found for all types of crashes. The National Highway Traffic Safety Administration contracted with Preusser Research Group (PRG) to evaluate the passenger restriction components of several graduated driver licensing (GDL) laws on safe driving practices, and teen crashes and fatalities. PRG also assessed compliance with and enforcement of the passenger restriction of a GDL law among teen drivers, parents of teen drivers, and law enforcement personnel. The results of the PRG evaluation are briefly discussed in this fact sheet. KW - Compliance KW - Crashes KW - Evaluation and assessment KW - Fatalities KW - Graduated licensing KW - Law enforcement personnel KW - Parents KW - Passenger restrictions KW - Passengers KW - Risk assessment KW - Teenage drivers UR - http://www.nhtsa.gov/DOT/NHTSA/Communication%20&%20Consumer%20Information/Traffic%20Tech%20Publications/Associated%20Files/tt337.pdf UR - https://trid.trb.org/view/855781 ER - TY - JOUR AN - 01095873 JO - Computerworld PB - Computerworld, Incorporated AU - Hoffman, Thomas TI - GM's Global Positioning: When General Motors talks worldwide standards, its outsourcers listen PY - 2007/11/26 VL - 41 IS - 48 SP - pp 30-32 AB - This article discusses General Motors Corporation's global standardization effort, which according to CIO Ralph Szygenda has helped GM cut $12 billion in information technology (IT) costs since 1996. GM's seven core IT oursourcers helped ensure a smooth transition and were enlisted to help design the standardized work processes. KW - Contracting out KW - Cost effectiveness KW - General Motors Corporation KW - Globalization KW - Information technology KW - Standardization UR - https://trid.trb.org/view/855783 ER - TY - SER AN - 01095917 JO - Traffic Safety Facts - Research Note PB - National Highway Traffic Safety Administration AU - Berning, Amy AU - Beirness, D AU - Hedlund, J AU - Jones, Ralph TI - Breath Test Refusals PY - 2007/11 IS - HS-810 871 SP - 8p AB - The National Highway Traffic Safety Administration has found that the percentage of people who refuse to provide breath samples when arrested for Driving While Intoxicated (DWI) varies considerably across States, and this creates a concern in the criminal prosecution of DWI cases. This Research Note provides an overview of the DWI arrest process including blood alcohol concentration (BAC) testing, presents data on breath test refusal rates, and discusses one approach - the use of warrants and blood draws - that several States have implemented in an effort to reduce their refusal rates. KW - Alcohol blood tests KW - Alcohol breath tests KW - Alcohol test refusal KW - Arrests KW - Blood alcohol levels KW - Drunk drivers KW - Prosecution KW - Warrants (Police operations) UR - http://www.nhtsa.gov/DOT/NHTSA/Traffic%20Injury%20Control/Articles/Associated%20Files/810871.pdf UR - http://ntl.bts.gov/lib/30000/30100/30142/810871.pdf UR - https://trid.trb.org/view/855958 ER - TY - SER AN - 01095870 JO - Traffic Safety Facts - Traffic Tech PB - National Highway Traffic Safety Administration TI - Evaluation of Oregon's Graduated Driver Licensing Program PY - 2007/11 IS - 336 SP - 2p AB - The State of Oregon enacted its Graduated Driver's License (GDL) program in March 2000. Oregon's GDL program includes both a nighttime driving restriction (midnight-5 a.m.) for the first year, and a passenger restriction (no passengers younger than age 20 in the first 6 months; no more than three passengers younger than age 20 in the second 6 months). The GDL law also mandates either 50 hours of supervised driving and the completion of an Oregon Department of Transportation approved driver education course, or 100 hours of supervised driving (without completion of the driver education course). The National Highway Traffic Safety Administration contracted with the Center for Applied Research (CAR) to conduct an evaluation of Oregon's GDL program. This fact sheet briefly presents CAR's findings from focus groups and an analysis of driver performance data (i.e., crashes, convictions, and suspensions). KW - Crash data KW - Evaluation and assessment KW - Focus groups KW - Graduated licensing KW - Oregon KW - Suspensions KW - Teenage drivers KW - Traffic conviction KW - Traffic crashes UR - http://www.nhtsa.gov/DOT/NHTSA/Communication%20&%20Consumer%20Information/Traffic%20Tech%20Publications/Associated%20Files/tt336.pdf UR - https://trid.trb.org/view/855755 ER - TY - RPRT AN - 01095547 AU - Brecher, Aviva AU - Research and Innovative Technology Administration AU - Volpe National Transportation Systems Center AU - National Highway Traffic Safety Administration TI - A Safety Roadmap for Future Plastics and Composites Intensive Vehicles PY - 2007/11//Final Report SP - 104p AB - This report summarizes the approach, activities, and results of a study to evaluate the potential safety benefits of Plastics and Composites Intensive Vehicles (PCIVs) to enable their deployment by 2020. The main goals were to review and assess the state of knowledge in order to identify gaps, key research needs, and the challenges and opportunities for safety enhancements. PCIV-related safety enhancements that could benefit an aging driver population were selected as a priority research focus. The Situation Analysis was conducted, based on a review of technical literature, national research efforts on automotive light-weighting and the crash safety performance of advanced materials, complemented by a focused survey of diverse subject matter experts. The analysis identified near-term, mid-term, and long-term research needs and priorities to facilitate future PCIV deployment. A PCIV Safety Roadmap was developed, which synthesizes the study findings and outlines follow-on research and milestones to measure progress towards the design, development and technology integration of fuel-efficient and safe PCIVs by 2020. KW - Automobiles KW - Automotive materials KW - Composite materials KW - Lightweight materials KW - Plastics KW - Research KW - Vehicle safety UR - http://ntl.bts.gov/lib/34000/34700/34726/DOT-VNTSC-NHTSA-07-02.pdf UR - https://trid.trb.org/view/855705 ER - TY - RPRT AN - 01088279 AU - Marques, Paul R AU - McKnight, A Scott AU - Pacific Institute for Research and Evaluation AU - National Highway Traffic Safety Administration TI - Evaluating Transdermal Alcohol Measuring Devices PY - 2007/11//Final Report SP - 96p AB - This report is an evaluation study of two types of transdermal devices that detect alcohol at the skin surface representing two types of electrochemical sensing technology. The AMS SCRAM™ ankle device and the Giner WrisTAS™ wrist device were worn concurrently for the evaluation by 22 paid research subjects (15 males, 7 females), for a combined total of 96 weeks. Each subject participated in both laboratory drinking to .08 grams per deciliter (g/dL) BAC and normal drinking on their own. A total of 271 drinking episodes with BAC ≥.02 g/dL were logged: 60 were from laboratory dosing, and 211 were from self-dosed drinking. Both devices detected alcohol at the skin surface. The SCRAM™ unit has security features and automated reporting protocols that make it suitable for the offender market, whereas the WrisTAS™ unit is a research prototype that has had trials as an aid to detection for alcohol treatment settings. Neither unit had false-positive problems when true BAC was <.02 g/dL. False negatives were defined as TAC (transdermal alcohol concentration) response <.02 g/dL when true BAC ≥.02 g/dL. Overall, the true-positive hit rate detected by WrisTAS™ was 24 percent. The low detection rate for the WrisTAS™ was largely due to those devices’ erratic output or not recording during nearly 67 percent of all episodes. SCRAM™ correctly detected 57 percent across all BAC events, with another 22 percent (total 79%) detected, but as <.02 g/dL. SCRAM™ devices were more accurate earlier than later in the trials they may have had problems with water accumulation that reduced sensitivity. When subjects dosed themselves to BAC ≥ .08 g/dL, SCRAM™ correctly detected 88 percent of these events. The report summarizes comments from research subjects, offenders, and vendors who manage transdermal detection programs. KW - Accuracy KW - Blood alcohol levels KW - Electrochemical sensing devices KW - False positive responses KW - Human subject testing KW - Measuring instruments KW - Performance KW - Transdermal alcohol testing UR - http://www.nhtsa.gov/DOT/NHTSA/Traffic%20Injury%20Control/Articles/Associated%20Files/810875.pdf UR - https://trid.trb.org/view/849453 ER - TY - CONF AN - 01082119 JO - Transportation Research E-Circular PB - Transportation Research Board AU - Grube, Joel W TI - Alcohol Regulation and Traffic Safety: An Overview PY - 2007/11 IS - E-C123 SP - pp 13-30 AB - Broadly defined, alcohol policy includes (a) formal legal and regulatory mechanisms, rules, and procedures for controlling consumption of alcohol or risky drinking behaviors and (b) enforcement of these measures (Grube, 2005; Grube and Nygaard, 2001, 2005; Toomey and Wagenaar, 1999). Such policies can be implemented at the national, state, local, or institutional level. Alcohol policies can focus on restricting access or availability, deterrence, or harm reduction, although the distinction among these approaches is often blurred. A number of policy options seem to be effective in reducing drinking and driving and alcohol-related crashes and fatalities, including price, lower per se blood alcohol contents, random breath testing or sobriety checkpoints, graduated driver licensing, zero tolerance laws, and higher legal drinking ages. Social host liability and dram shop liability appear promising for reducing drinking and drinking-related problems. There is some empirical support for responsible beverage service programs, particularly those that are mandated or motivated by reduction of liability. The evidence is growing for the effects of outlet license restrictions (e.g., outlet density, hours of sale). Evidence that designated driver and safe rides programs are effective strategies for preventing drinking and driving is largely lacking. For many policy strategies there is simply not sufficient research to evaluate their effects. Such research should be conducted to inform policy or at least to evaluate policies as they are implemented. U1 - Traffic Safety and Alcohol RegulationTransportation Research BoardNational Highway Traffic Safety AdministrationTransport CanadaPacific Institute for Research and EvaluationInternational Council on Alcohol, Drugs and Traffic SafetyIrvine,California,United States StartDate:20060605 EndDate:20060606 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 KW - Alcohol breath tests KW - Alcohol use KW - Alcoholic beverages KW - Designated drivers KW - Drinking establishments KW - Drunk driving KW - Graduated licensing KW - Law enforcement KW - Laws KW - Legal drinking age KW - Liability KW - Per se laws KW - Policy KW - Prices KW - Regulations KW - Research KW - Safe ride programs KW - Sobriety checkpoints KW - Traffic safety KW - Zero tolerance UR - http://www.trb.org/Publications/Blurbs/159420.aspx UR - https://trid.trb.org/view/840737 ER - TY - CONF AN - 01082118 JO - Transportation Research E-Circular PB - Transportation Research Board AU - Elder, Randy W AU - Lawrence, Briana AU - Janes, Gail AU - Brewer, Robert D AU - Toomey, Traci L AU - Hingson, Ralph W AU - Naimi, Timothy S AU - Wing, Stephen G AU - Fielding, Jonathan TI - Enhanced Enforcement of Laws Prohibiting Sale of Alcohol to Minors: Systematic Review of Effectiveness for Reducing Sales and Underage Drinking PY - 2007/11 IS - E-C123 SP - pp 181-188 AB - The deterrent approach to addressing alcohol-related problems is grounded in the theory that swift, certain, and severe punishment for an undesirable behavior will reduce its frequency. This approach has a long-standing and relatively successful history as the primary method of controlling alcohol-impaired driving but it has been underused as a tool for deterring retailer establishments from selling alcohol to minors. One likely result of this lax enforcement environment is that minors report that they can easily obtain alcohol from retail sources. These data are reinforced by studies that indicate that between 40% and 90% of retail outlets sell to underage buyers. In most U.S. states, laws against the sale of alcohol to minors can be enforced both by local law enforcement agencies and by alcohol beverage control (ABC) agencies. In practice, however, ABCs often lack sufficient resources to adequately fill their enforcement role, and local law enforcement agencies often lack training in enforcing underage drinking laws and devote their limited resources to other priorities. One important program that attempts to address these resource limitations is the federal Enforcement of Underage Drinking Laws program, which allocates $25 million in block grants to the 50 U.S. states and the District of Columbia to support enforcement of minimum legal drinking age (MLDA) laws, including laws against retail sales of alcohol to minors. Retailer compliance with MLDA laws is enforced by recruiting youthful looking “decoys” to attempt to purchase alcohol without identification to prove that they are of legal age. These decoys may or may not actually be under 21; if they are over 21, however, they are generally judged to appear younger. If alcohol is sold to the decoy, the establishment is cited for its violation. Penalties may include criminal prosecution or fines and alcohol license sanctions administered by the ABC agency. Administrative sanctions generally increase in severity with each subsequent offense, and may range from an official warning to suspension or revocation of the retailers license. In this review, the authors evaluate the effects of programs that increased or intended to increase the frequency of retailer compliance checks in a community. U1 - Traffic Safety and Alcohol RegulationTransportation Research BoardNational Highway Traffic Safety AdministrationTransport CanadaPacific Institute for Research and EvaluationInternational Council on Alcohol, Drugs and Traffic SafetyIrvine,California,United States StartDate:20060605 EndDate:20060606 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 KW - Compliance KW - Drinking establishments KW - Drunk driving KW - Law enforcement KW - Legal drinking age KW - Off-premise establishments KW - Underage drinking UR - http://www.trb.org/Publications/Blurbs/159420.aspx UR - https://trid.trb.org/view/841202 ER - TY - CONF AN - 01082117 JO - Transportation Research E-Circular PB - Transportation Research Board AU - Hingson, Ralph W TI - The Importance of Alcohol Regulation at All Levels: Bringing It All Together—Lessons from Underage Drinking Controls PY - 2007/11 IS - E-C123 SP - pp 189-206 AB - Laws can be powerful tools to change behavior to promote health. They are appropriate to employ when the health problem they target is important; there is evidence the law can reduce the problem; the law is minimally intrusive; there is no equally effective less intrusive alternative; the behavior being targeted affects other people; and, there is public support for the law. Impaired driving policy research can focus on the magnitude, dimension, and etiology of impaired driving, whether persons other than impaired drivers are affected, factors that may influence whether a law is passed, whether once enacted a law reduces impaired driving and related injury and death, and how to most effectively implement a law and how to build and sustain public support for effective implementation efforts. This paper examines these various types of policy related studies that target underage drinking and drinking and driving as examples. U1 - Traffic Safety and Alcohol RegulationTransportation Research BoardNational Highway Traffic Safety AdministrationTransport CanadaPacific Institute for Research and EvaluationInternational Council on Alcohol, Drugs and Traffic SafetyIrvine,California,United States StartDate:20060605 EndDate:20060606 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 KW - Alcohol use KW - Behavior modification KW - Drunk driving KW - Laws KW - Policy KW - Regulation KW - Underage drinking UR - http://www.trb.org/Publications/Blurbs/159420.aspx UR - https://trid.trb.org/view/841292 ER - TY - CONF AN - 01082116 JO - Transportation Research E-Circular PB - Transportation Research Board AU - Moore, Aidan J TI - Alcohol Law Enforcement: Agencies, Methods, and Impact PY - 2007/11 IS - E-C123 SP - pp 169-180 AB - State alcohol beverage laws are among the most complex and convoluted laws in existence today. They are often reminiscent of societal attitudes and morals that were in existence when Prohibition was established more than 80 years ago. Although many state legislatures have revisited some of these laws in the past 10 to 15 years, except for some slight modernizations, they remain generally intact. Yet despite their weaknesses, the laws and the agencies that enforce them remain important tools for society to achieve the broader goal of improved highway safety and protection of the public’s welfare. The men and women who enforce the nation’s alcohol beverage laws recognize they are engaged in a balancing act. On the one hand if they enforce the laws and regulations too aggressively then the agency and officers are subject to criticism and potential negative political exposure because they “don’t understand the pressures of modern business people.” On the other hand if they appear too understanding and enforcement seems lax then the agency and officers are criticized for bowing to industry pressure and not adequately protecting society from harms associated with alcohol sales. The strategies employed by alcohol law enforcement are quite advanced in their approach to the broad impact of alcohol in our society. This paper explores some of the diverse agencies who enforce these laws and surveys some of the promising prevention and law enforcement strategies being researched in this area. U1 - Traffic Safety and Alcohol RegulationTransportation Research BoardNational Highway Traffic Safety AdministrationTransport CanadaPacific Institute for Research and EvaluationInternational Council on Alcohol, Drugs and Traffic SafetyIrvine,California,United States StartDate:20060605 EndDate:20060606 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 KW - Alcohol use KW - Alcoholic beverages KW - Drunk driving KW - Highway safety KW - Law enforcement KW - Local government agencies KW - Police departments KW - State government agencies KW - State laws KW - Strategic planning UR - http://www.trb.org/Publications/Blurbs/159420.aspx UR - https://trid.trb.org/view/841064 ER - TY - CONF AN - 01082115 JO - Transportation Research E-Circular PB - Transportation Research Board AU - Young, Douglas TI - Alcohol Prices and Traffic Safety PY - 2007/11 IS - E-C123 SP - pp 31-47 AB - How do alcohol beverage prices affect traffic fatalities? Economic theory predicts that alcohol consumption will be negatively related to price, and thus increases in price are expected, ceteris paribus, to reduce alcohol-related fatalities. Furthermore, price is an important policy variable, because it is affected by taxes and other policies, and—for some beverages in some states—price is actually set by alcohol control authorities. Schematically, the hypothesized relationships are: tax = > price = > consumption = > fatalities. While there is little dispute about the qualitative nature of these relationships, there is a wide range of quantitative estimates of the magnitudes involved at each step, and a further question about whether, taken together, the estimated magnitudes make sense. Many researchers in the United States have estimated reduced-form relationships based on state-level tax and fatality data, ignoring the intermediate relationships between taxes and prices, prices and consumption, and consumption and fatalities. Studies based on data from the 1970s and early 1980s often found a large, statistically significant negative relationship between state alcohol taxes and fatalities. However, several studies in the late 1990s failed to find significant relationships, and found that the estimates were sensitive to what other variables were included, or were implausible. A large number of studies have addressed the relationship between alcohol consumption and price, but only a few are focused on the high levels of intoxication associated with most alcohol-related fatalities (Simpson et al., 2004). The few studies that estimated a price–fatality relationship yielded inconsistent results. However, two recent studies have demonstrated that the failure to detect a robust and statistically significant relationship between beverage prices and fatalities may result from the poor quality of the available price data. Even after correcting for measurement error, however, substantial uncertainty remains about the true magnitude of price effects. Section II of this paper provides an overview of trends in U.S. traffic fatalities, alcohol consumption, and beverage pricing. Section III reviews a number of studies relating fatalities to beer taxes. Section IV considers whether the available tax or price data are better indicators of the price of alcohol. Section V discusses two recent studies utilizing price data and section VI presents conclusions. U1 - Traffic Safety and Alcohol RegulationTransportation Research BoardNational Highway Traffic Safety AdministrationTransport CanadaPacific Institute for Research and EvaluationInternational Council on Alcohol, Drugs and Traffic SafetyIrvine,California,United States StartDate:20060605 EndDate:20060606 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 KW - Alcohol use KW - Alcoholic beverages KW - Economic theory KW - Fatalities KW - Policy KW - Prices KW - Taxes KW - Traffic safety KW - Trend (Statistics) UR - http://www.trb.org/Publications/Blurbs/159420.aspx UR - https://trid.trb.org/view/840740 ER - TY - CONF AN - 01082114 JO - Transportation Research E-Circular PB - Transportation Research Board AU - Fell, James C AU - Voas, Robert B AU - Fisher, Deborah A TI - Status of 14 Under-Age-21 Drinking Laws in the United States PY - 2007/11 IS - E-C123 SP - pp 98-108 AB - Perhaps no alcohol safety measure has attracted more research and public attention or shown more consistent evidence for its effectiveness than the minimum legal drinking age (MLDA) 21 law in the United States. Enacted in 1984, it was the first law for which the U.S. Congress, under the Highway Safety Act, imposed a sanction on states that did not enact a MLDA-21 law by withholding federal highway construction funds. In 1995, Congress imposed a similar sanction on states failing to enact zero tolerance (ZT) laws that made it an offense for drivers aged 20 and younger to operate a vehicle with any amount of alcohol in their system. Between 1982 and 1998, the population-adjusted involvement rate of drinking drivers aged 20 and younger in fatal crashes decreased 59%. MLDA-21 laws have been shown to be associated with this decline. The National Highway Traffic Safety Administration has estimated that MLDA laws save more than 900 lives a year in traffic fatalities alone, and there is substantial evidence that ZT laws are saving additional lives. Recently, some states have adopted graduated driver licensing (GDL) laws that restrict nighttime driving for young drivers, thus potentially further reducing alcohol-related crashes among persons aged 20 and younger. U1 - Traffic Safety and Alcohol RegulationTransportation Research BoardNational Highway Traffic Safety AdministrationTransport CanadaPacific Institute for Research and EvaluationInternational Council on Alcohol, Drugs and Traffic SafetyIrvine,California,United States StartDate:20060605 EndDate:20060606 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 KW - Drunk driving KW - Fatalities KW - Graduated licensing KW - Laws KW - Legal drinking age KW - Underage drinking KW - United States KW - Zero tolerance UR - http://www.trb.org/Publications/Blurbs/159420.aspx UR - https://trid.trb.org/view/840770 ER - TY - CONF AN - 01082113 JO - Transportation Research E-Circular PB - Transportation Research Board AU - Mosher, James TI - Legal Framework for Alcohol Regulation in the United States PY - 2007/11 IS - E-C123 SP - pp 48-59 AB - This paper presents an overview of the legal framework for understanding formal alcohol policies in the United States, focusing specifically on policies regarding the manufacture, distribution and sale of alcohol. It serves as a foundation for establishing a more robust study of alcohol legal policies as a field in its own right and for building effective communication among legal scholars, researchers, and policy makers involved in alcohol policy and the prevention of alcohol problems. U1 - Traffic Safety and Alcohol RegulationTransportation Research BoardNational Highway Traffic Safety AdministrationTransport CanadaPacific Institute for Research and EvaluationInternational Council on Alcohol, Drugs and Traffic SafetyIrvine,California,United States StartDate:20060605 EndDate:20060606 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 KW - Alcoholic beverages KW - Drunk driving KW - Legal factors KW - Manufacturing KW - Physical distribution KW - Policy KW - Regulation KW - Sales KW - Traffic safety KW - United States UR - http://www.trb.org/Publications/Blurbs/159420.aspx UR - https://trid.trb.org/view/840744 ER - TY - CONF AN - 01082112 JO - Transportation Research E-Circular PB - Transportation Research Board AU - Laurell, Hans TI - Alcohol Regulation in Sweden and the European Union: Effects on Road Safety PY - 2007/11 IS - E-C123 SP - pp 60-72 AB - This paper examines alcohol policy in Sweden and the other European Union (EU) countries. It looks at the relationship between total alcohol consumption and road safety, discusses the development of alcohol consumption levels in Europe, and examines the consequences of Sweden's membership in the EU with regard to alcohol policy. U1 - Traffic Safety and Alcohol RegulationTransportation Research BoardNational Highway Traffic Safety AdministrationTransport CanadaPacific Institute for Research and EvaluationInternational Council on Alcohol, Drugs and Traffic SafetyIrvine,California,United States StartDate:20060605 EndDate:20060606 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 KW - Alcohol use KW - Alcoholic beverages KW - Drunk driving KW - Europe KW - European Union countries KW - Policy KW - Regulation KW - Sweden KW - Traffic safety UR - http://www.trb.org/Publications/Blurbs/159420.aspx UR - https://trid.trb.org/view/840745 ER - TY - CONF AN - 01082111 JO - Transportation Research E-Circular PB - Transportation Research Board AU - Vingilis, Evelyn TI - Limits on Hours of Sales and Service: Effects on Traffic Safety PY - 2007/11 IS - E-C123 SP - pp 120-129 AB - The relationship among physical availability of alcohol, alcohol consumption, and alcohol-related problems is multifaceted and complex. Availability theory posits that alcohol availability influences consumption levels, which influence alcohol problem levels, such as rates of impaired driving and alcohol-related crashes, in a population. The availability theory approach to alcohol problems is predicated on the assumption that alcohol problems can be reduced by lowering the amount of alcohol consumed in society. Alcohol control policies are one such set of “public health measures” that governments, agencies, or industry can implement to reduce per capita consumption. This essentially occurs through the imposition of various “barriers” that control consumer–product interaction. Thus, the rationale behind availability theory underlies restrictions on hours of sale or service for which alcohol may be sold for off-premise and on-premise consumption. However, availability theory is not the only conceptual framework that has been used to inform alcohol control policies. For on-premise consumption, “power drinking,” “last call,” or “six o’clock swill” has been suggested as a competing hypothesis. This hypothesis suggests that tight restrictions on closing times lead to great numbers of drinkers consuming as much alcohol as possible at last call for the service of alcohol, shortly before the licensed establishment closes. This means increased blood alcohol concentrations (BACs) of patrons as they imbibe large amounts of alcohol (power drinking) over a short time period. These crowds of patrons leaving licensed establishments at closing times then become involved in increased levels of intentional and unintentional injuries and other types of damage. This hypothesis has often been cited as evidence that closing hours of licensed establishments should be less restricted as a way to reduce alcohol-related problems. This paper reviews the evidence through a review of the literature on changes in hours or days of sale or service and finds a variety of complex effects. Overall, the majority of studies suggest that alcohol consumption can change somewhat in the expected direction with restricting or extending the hours of sales or service of alcohol, although variations exist. U1 - Traffic Safety and Alcohol RegulationTransportation Research BoardNational Highway Traffic Safety AdministrationTransport CanadaPacific Institute for Research and EvaluationInternational Council on Alcohol, Drugs and Traffic SafetyIrvine,California,United States StartDate:20060605 EndDate:20060606 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 KW - Alcohol availability KW - Alcohol use KW - Drinking establishments KW - Hours of operation KW - Off-premise establishments KW - Policy KW - Traffic safety UR - http://www.trb.org/Publications/Blurbs/159420.aspx UR - https://trid.trb.org/view/840772 ER - TY - CONF AN - 01082110 JO - Transportation Research E-Circular PB - Transportation Research Board AU - Voas, Robert B AU - Romano, Eduardo AU - Kelley-Baker, Tara TI - The Effects of Establishing Closing Hours in Juarez, Mexico PY - 2007/11 IS - E-C123 SP - pp 130-140 AB - There is substantial evidence that the conditions under which alcohol is sold or provided can influence the extent to which individuals drink to intoxication and combine drinking with high-risk activities such as driving. This study examined the effectiveness of the action taken by the Mexican government in implementing an early closing for the all-night bars in Juarez. This paper reports on the impact of the closing policy on youthful Americans crossing into Mexico to drink, including those considered underage drinkers in the United States, and considers the relevance to controlling unlicensed drinking events in the United States. U1 - Traffic Safety and Alcohol RegulationTransportation Research BoardNational Highway Traffic Safety AdministrationTransport CanadaPacific Institute for Research and EvaluationInternational Council on Alcohol, Drugs and Traffic SafetyIrvine,California,United States StartDate:20060605 EndDate:20060606 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 KW - Ciudad Juarez (Mexico) KW - Drinking establishments KW - Drunk driving KW - Hours of operation KW - Underage drinking KW - United States UR - http://www.trb.org/Publications/Blurbs/159420.aspx UR - https://trid.trb.org/view/840777 ER - TY - CONF AN - 01082109 JO - Transportation Research E-Circular PB - Transportation Research Board AU - Wagenaar, Alexander C AU - Tobler, Amy L TI - Alcohol Sales and Service to Underage Youth and Intoxicated Patrons: Effects of Responsible Beverage Service Training and Enforcement Interventions PY - 2007/11 IS - E-C123 SP - pp 141-163 AB - Drinking by underage youth and those already substantially impaired or intoxicated continue as major contributors to alcohol-related car crashes. To prevent alcohol-related problems, almost all states have made it illegal for licensed alcohol establishments to sell alcohol to underage youth or to customers who show obvious signs of intoxication. However, despite existing laws, many alcohol establishments, both off-premise (i.e., liquor and grocery stores) and on-premise (i.e., bars and restaurants), have serving practices that foster high-risk drinking behavior. Extant literature indicates that servers at alcohol establishments rarely intervene to prevent intoxication or refuse service to intoxicated patrons. This lack of intervention is reflected in studies noting that pseudo-intoxicated patrons are able to purchase alcohol in 62% to 90% of purchase attempts. Additionally, evidence suggests that approximately a third of patrons leaving bars have blood alcohol concentrations (BACs) above the legal limit for driving, and between one-third and three-quarters of intoxicated drivers consumed their last alcoholic beverage at a bar. Sales and service of alcohol to youth and those already impaired or intoxicated (also referred to as over service) contributes to many health problems, both those related to driving and others. For example, alcohol is involved in up to 39% of fatal traffic crashes, 76% of fatal traffic crashes between midnight and 3 a.m., 76% of rapes, 66% of violent incidents between intimate partners, 30% to 70% of drownings, 50% of homicides, 50% of assaults, and 38% of suicides. Preventing further service of alcohol to those already substantially impaired by alcohol is a clear avenue to reduce traffic crashes and other health and social problems resulting from heavy episodic drinking. Similarly, despite passage of the age 21 minimum legal drinking age (MLDA) legislation, underage youth can, and do, purchase and use alcohol. Seventy-seven percent of adolescents have consumed alcohol by the end of high school; and 44% have done so by the end of eighth grade. Further, purchase attempts indicate that between 45% to 50% of outlets sell to underage buyers. Alcohol use among adolescents contributes to traffic crashes, increased risk for disease, risky sexual behavior, violence, sexual assault, homicides, suicides, crime, and unintentional injury. In addition, recent research has shown that exposure to alcohol in adolescence can have detrimental effects on brain development, intellectual capabilities, and increases the likelihood for later addiction. Further, one estimate of the societal cost of underage alcohol use in the United States is $53 billion annually, attributed to loss of young lives, lost productivity, and health care costs. These findings point to a clear need for interventions to induce alcohol service staff to avoid selling alcohol to underage youth and those intoxicated, reduce the likelihood of drinkers becoming intoxicated, and prevent those who are noticeably impaired from driving. Alcohol sales and service practices often present the last clear chance of preventing alcohol-related traffic crashes and a variety of other problems. U1 - Traffic Safety and Alcohol RegulationTransportation Research BoardNational Highway Traffic Safety AdministrationTransport CanadaPacific Institute for Research and EvaluationInternational Council on Alcohol, Drugs and Traffic SafetyIrvine,California,United States StartDate:20060605 EndDate:20060606 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 KW - Alcohol use KW - Alcoholic beverages KW - Blood alcohol levels KW - Drinking establishments KW - Drunk driving KW - Externalities KW - Fatalities KW - Intervention KW - Intoxication KW - Law enforcement KW - Laws KW - Legal drinking age KW - Off-premise establishments KW - Server training programs KW - Underage drinking KW - Violent crimes UR - http://www.trb.org/Publications/Blurbs/159420.aspx UR - https://trid.trb.org/view/840785 ER - TY - CONF AN - 01082108 JO - Transportation Research E-Circular PB - Transportation Research Board AU - Stewart, Kathryn TI - Traffic Safety and Alcohol Regulation: Overview and Summary PY - 2007/11 IS - E-C123 SP - pp 2-12 AB - Alcohol-impaired driving is a major threat to traffic safety. Considerable progress has been made in recent decades in countries throughout the industrialized world. In the last several years, however, this progress has stalled, and in some countries, progress has eroded. In the United States, in 2005 almost 17,000 people died in alcohol-related crashes. That number has been virtually unchanged for the past decade. Well-known and effective approaches to impaired driving involve enforcement and deterrence to keep drinkers from driving. Another set of promising strategies attempt to reduce alcohol consumption through regulation of the sale and service of alcohol and thus make it less likely that potential drivers will drink enough to be impaired. The most well-known alcohol regulation that has made a major contribution to traffic safety has been the establishment of 21 as the drinking age throughout the United States. By reducing alcohol consumption among immature and inexperienced drivers, tens of thousands of traffic fatalities have been prevented. Other alcohol regulatory strategies can make alcohol more expensive or reduce its availability in risky situations. In order to provide a systematic review and synthesis of the many regulatory strategies that have been implemented and evaluated, the Transportation Research Board’s Alcohol, Other Drugs, and Transportation Committee convened a workshop to discuss the role of alcohol regulation in traffic safety. The workshop was held at the National Academies’ Beckman Conference Center in Irvine, California, June 5–6, 2006. Attendees came from five different countries: Canada, Sweden, New Zealand, Mexico, and the United States. This report provides an overview and summary of the information presented, the discussions among the participants, and the background papers prepared for the workshop. U1 - Traffic Safety and Alcohol RegulationTransportation Research BoardNational Highway Traffic Safety AdministrationTransport CanadaPacific Institute for Research and EvaluationInternational Council on Alcohol, Drugs and Traffic SafetyIrvine,California,United States StartDate:20060605 EndDate:20060606 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 KW - Alcoholic beverages KW - Canada KW - Drinking establishments KW - Drunk driving KW - Law enforcement KW - Laws KW - Legal drinking age KW - Mexico KW - New Zealand KW - Regulations KW - Sweden KW - Traffic safety KW - Underage drinking KW - United States KW - Workshops UR - http://www.trb.org/Publications/Blurbs/159420.aspx UR - https://trid.trb.org/view/840735 ER - TY - CONF AN - 01082107 JO - Transportation Research E-Circular PB - Transportation Research Board AU - McCartt, Anne T AU - Kirley, Bevan B TI - Minimum Purchase Age Laws: How Effective Are They in Reducing Alcohol-Impaired Driving? PY - 2007/11 IS - E-C123 SP - pp 84-96 AB - Young drivers are less likely than adults to drive after drinking alcohol, but their crash risk is substantially higher when they do. This is especially true at low and moderate blood alcohol concentrations (BACs) and is thought to result from teenagers’ relative inexperience with drinking, driving, and combining the two. Since July 1988, all 50 U.S. states and Washington, D.C., have had laws that require people to be at least 21 years old to purchase alcohol. Many other countries, however, allow people younger than 21 to drink alcohol. Minimum legal drinking ages are 16 to 18 in most European countries, 18 to 19 in Canada, 18 in Australia, and 20 in New Zealand. Laws that establish a minimum age to drink alcohol are the primary legal mechanism limiting teenagers’ access to alcohol. In the United States, zero tolerance laws that make it illegal for people younger than 21 to drive with any measurable amount of alcohol in their bodies, and minimum legal drinking age (MLDA) laws of 21 are the primary legal countermeasures against underage drinking and driving. This paper summarizes trends in alcohol-impaired driving among people younger than 21, the history of minimum legal alcohol drinking age laws, and the evidence of their effects. Laws vary with regard to whether they prohibit the purchase, consumption, or possession of alcohol by underage people (here referring to those 20 and younger). For simplicity, the terms “drinking age” and “minimum legal drinking age,” collectively abbreviated as MLDA, are used to refer to all of these types of laws. The paper focuses primarily on the United States, where the bulk of research has been conducted. U1 - Traffic Safety and Alcohol RegulationTransportation Research BoardNational Highway Traffic Safety AdministrationTransport CanadaPacific Institute for Research and EvaluationInternational Council on Alcohol, Drugs and Traffic SafetyIrvine,California,United States StartDate:20060605 EndDate:20060606 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 KW - Countermeasures KW - Drunk driving KW - Laws KW - Legal drinking age KW - Teenage drivers KW - Trend (Statistics) KW - United States KW - Zero tolerance UR - http://www.trb.org/Publications/Blurbs/159420.aspx UR - https://trid.trb.org/view/840769 ER - TY - CONF AN - 01082106 JO - Transportation Research E-Circular PB - Transportation Research Board AU - Gruenewald, Paul J TI - Limits on Outlet Density and Location: Effects on Traffic Safety PY - 2007/11 IS - E-C123 SP - pp 109-119 AB - This paper summarizes what is currently known about relationships between outlet densities and two problems related to traffic safety: motor vehicle crashes and pedestrian injury collisions. Much of the work that has been done in this area has been from a transdisciplinary perspective. For that reason, the multiple disciplinary approaches to understanding the relationships of alcohol outlets to traffic safety are emphasized. Theoretical and empirical research from these perspectives is reviewed. The paper concludes with a theoretical integration of these different perspectives that emphasizes the agent-based nature of drinking and driving, drunken driving and motor vehicle crashes; drinkers acting as agents who drive after drinking in the context of dynamically changing social constraints. It is argued that these constraints act to ensure the persistence of drinking and driving and drunken driving within communities. Modifications of these constraints may also be used to reduce these alcohol problems. U1 - Traffic Safety and Alcohol RegulationTransportation Research BoardNational Highway Traffic Safety AdministrationTransport CanadaPacific Institute for Research and EvaluationInternational Council on Alcohol, Drugs and Traffic SafetyIrvine,California,United States StartDate:20060605 EndDate:20060606 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 KW - Alcoholic beverages KW - Crashes KW - Drinking establishments KW - Drunk driving KW - Location KW - Multidisciplinary research KW - Off-premise establishments KW - Outlet density KW - Outlets KW - Pedestrian-vehicle crashes KW - Traffic safety UR - http://www.trb.org/Publications/Blurbs/159420.aspx UR - https://trid.trb.org/view/840771 ER - TY - CONF AN - 01082105 JO - Transportation Research E-Circular PB - Transportation Research Board AU - Moskowitz, Herbert TI - Detecting Alcohol Impairment by Observation of Intoxication PY - 2007/11 IS - E-C123 SP - pp 164-168 AB - This paper discusses problems inherent in countermeasure programs designed to deal with intoxicated patrons. Identifying impaired drivers by signs of obvious intoxication is a very difficult task. Moveover, intoxicated individuals are only a minority of the alcohol-impaired drivers on the road from on-site drinking establishments whose presence we wish to curtail. The author concludes that only objective measures of beverage consumption, or objective behavioral or chemical tests can reliably identify over-consumption. He points out that instituting such a new procedure in beverage establishments will require motivating the establishments, educating the public, and the passage of legislation. U1 - Traffic Safety and Alcohol RegulationTransportation Research BoardNational Highway Traffic Safety AdministrationTransport CanadaPacific Institute for Research and EvaluationInternational Council on Alcohol, Drugs and Traffic SafetyIrvine,California,United States StartDate:20060605 EndDate:20060606 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 KW - Countermeasures KW - Detection and identification KW - Drinking establishments KW - Drunk drivers KW - Impaired drivers KW - Intoxication UR - http://www.trb.org/Publications/Blurbs/159420.aspx UR - https://trid.trb.org/view/840951 ER - TY - CONF AN - 01082104 JO - Transportation Research E-Circular PB - Transportation Research Board AU - Monteiro, Maristela G AU - Dawson, Janis AU - Krech, Laura TI - Alcohol Policies in the Americas PY - 2007/11 IS - E-C123 SP - pp 73-83 AB - Alcohol policies can be effective in changing alcohol consumption in the overall population as well as specific harms related to alcohol. Harms differ according to the amount and pattern of drinking and therefore information on the impact of alcohol in the disease burden is helpful to better appreciate the picture regarding alcohol policies. Alcohol consumption, as measured by per capita consumption, is varied in the Americas. This paper presents estimates for the year 2000 for selected countries in the region. However, these figures reflect only recorded consumption and apparently there is a great deal of unrecorded consumption, ranging from 11% to 55% of the total figures. The pattern of alcohol consumption, however, is more homogeneous. Although many countries have not undertaken appropriate general population surveys on alcohol consumption and patterns of drinking, key informants have provided information to the World Health Organization (WHO) that have been used to estimate the typical pattern of drinking in a country. Data presented show that for the vast majority of countries the average pattern is more hazardous than the global average—characterized by infrequent, in high amounts per occasion, mainly for the purpose of intoxication. Consumption relates to harm and information on the extent of harm is needed in order to develop and evaluate policies to reduce such harm. The latest estimates of the burden of disease in the region, as measured by DALYs (disability adjusted life years) are presented. It can be seen that alcohol use disorders (mainly alcohol dependence), and injuries (intentional and unintentional) are the major sources of years of life lost due to excessive alcohol consumption. Alcohol is the leading risk factor for the burden of disease in the Americas, being greater than tobacco or lack of sanitation or malnutrition. If nothing is done, it is predicted that the burden will increase in years to come, as alcohol consumption is likely to increase in the context of a hazardous pattern of drinking. Therefore, information on existing alcohol policies in the region of the Americas is needed so consideration can be given on what needs to change and how. This is the focus of this paper. U1 - Traffic Safety and Alcohol RegulationTransportation Research BoardNational Highway Traffic Safety AdministrationTransport CanadaPacific Institute for Research and EvaluationInternational Council on Alcohol, Drugs and Traffic SafetyIrvine,California,United States StartDate:20060605 EndDate:20060606 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 KW - Alcohol use KW - Alcoholic beverages KW - Alcoholism KW - Central America KW - Injuries KW - Latin America KW - North America KW - Policy KW - South America UR - http://www.trb.org/Publications/Blurbs/159420.aspx UR - https://trid.trb.org/view/840768 ER - TY - CONF AN - 01082101 JO - Transportation Research E-Circular PB - Transportation Research Board TI - Traffic Safety and Alcohol Regulation: A Symposium PY - 2007/11 IS - E-C123 SP - 220p AB - Reduction of alcohol-impaired driving can be considered from both sides of the problem: how to reduce traffic problems and how to reduce alcohol impairment. A variety of alcohol control and regulation strategies have been found to reduce alcohol impairment among drivers. In order to review and synthesize many of the most promising strategies in alcohol regulation, the Alcohol, Other Drugs, and Transportation Committee of the Transportation Research Board (TRB) convened a workshop to discuss the role of alcohol regulation in traffic safety. The workshop was held June 5–6, 2006, at the National Academies’ Beckman Conference Center in Irvine, California. This report provides an overview of the information presented and the discussions among the participants as well as the background papers prepared for the workshop. U1 - Traffic Safety and Alcohol RegulationTransportation Research BoardNational Highway Traffic Safety AdministrationTransport CanadaPacific Institute for Research and EvaluationInternational Council on Alcohol, Drugs and Traffic SafetyIrvine,California,United States StartDate:20060605 EndDate:20060606 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 KW - Alcoholic beverages KW - Drinking establishments KW - Drunk driving KW - Law enforcement KW - Laws KW - Legal drinking age KW - Regulations KW - Traffic safety KW - Underage drinking KW - Workshops UR - http://www.trb.org/Publications/Blurbs/159420.aspx UR - https://trid.trb.org/view/840734 ER - TY - RPRT AN - 01095897 AU - Rosenker, Mark V AU - National Transportation Safety Board TI - National Transportation Safety Board Safety Recommendation: H-07-40 PY - 2007/10/03 SP - 15p AB - The National Transportation Safety Board (NTSB) is concerned about motorcycle safety and the growing number of riders that have been killed or injured in motorcycle crashes. To better understand the reasons behind these increasing numbers, the NTSB held a public forum in September 2006. The forum focused on a number of areas in which motorcycle safety improvements are promising, including motorcycle helmet usage. This safety recommendation is derived from NTSB's findings related to motorcycle helmet effectiveness and universal helmet laws. The NTSB makes the following recommendation to the 8 States, the District of Columbia, and the 4 Territories with universal motorcycle helmet laws/regulations not specifically requiring Federal Motor Vehicle Safety Standard 218-compliant helmets: (H-07-40) Amend current laws to specify that all persons shall wear a Department of Transportation Federal Motor Vehicle Safety Standard 218-compliant motorcycle helmet while riding (operating), or as a passenger on any motorcycle. KW - Crash injuries KW - Fatalities KW - Motorcycle crashes KW - Motorcycle helmets KW - Motorcycle safety KW - Recommendations KW - State laws UR - https://trid.trb.org/view/855889 ER - TY - RPRT AN - 01095896 AU - Rosenker, Mark V AU - National Transportation Safety Board TI - National Transportation Safety Board Safety Recommendation: H-07-39 PY - 2007/10/03 SP - 15p AB - The National Transportation Safety Board (NTSB) is concerned about motorcycle safety and the growing number of riders that have been killed or injured in motorcycle crashes. To better understand the reasons behind these increasing numbers, the NTSB held a public forum in September 2006. The forum focused on a number of areas in which motorcycle safety improvements are promising, including motorcycle helmet usage. This safety recommendation is derived from NTSB's findings related to motorcycle helmet effectiveness and universal helmet laws. The NTSB makes the following recommendation to the 27 States and 1 Territory with partial motorcycle helmet laws: (H-07-39) Amend current laws to require that all persons shall wear a Department of Transportation Federal Motor Vehicle Safety Standard 218-compliant motorcycle helmet while riding (operating), or as a passenger on any motorcycle. KW - Crash injuries KW - Fatalities KW - Motorcycle crashes KW - Motorcycle helmets KW - Motorcycle safety KW - Recommendations KW - State laws UR - https://trid.trb.org/view/855875 ER - TY - RPRT AN - 01095895 AU - Rosenker, Mark V AU - National Transportation Safety Board TI - National Transportation Safety Board Safety Recommendation: H-07-38 PY - 2007/10/03 SP - 13p AB - The National Transportation Safety Board (NTSB) is concerned about motorcycle safety and the growing number of riders that have been killed or injured in motorcycle crashes. To better understand the reasons behind these increasing numbers, the NTSB held a public forum in September 2006. The forum focused on a number of areas in which motorcycle safety improvements are promising, including motorcycle helmet usage. This safety recommendation is derived from NTSB's findings related to motorcycle helmet effectiveness and universal helmet laws. The NTSB makes the following recommendation to the three States with no motorcycle helmet laws (Illinois, Iowa, and New Hampshire): (H-07-38) Require that all persons shall wear a Department of Transportation Federal Motor Vehicle Safety Standard 218-compliant motorcycle helmet while riding (operating), or as a passenger on any motorcycle. KW - Crash injuries KW - Fatalities KW - Motorcycle crashes KW - Motorcycle helmets KW - Motorcycle safety KW - Recommendations KW - State laws UR - https://trid.trb.org/view/855874 ER - TY - RPRT AN - 01095894 AU - Rosenker, Mark V AU - National Transportation Safety Board TI - National Transportation Safety Board Safety Recommendation: H-07-37 PY - 2007/10/03 SP - 12p AB - The National Transportation Safety Board (NTSB) is concerned about motorcycle safety and the growing number of riders who have been killed or injured in motorcycle crashes. To better understand the reasons behind these numbers, the NTSB held a public forum in September 2006. One of the most comprehensive documents concerning motorcycle safety to appear in the last decade is the National Agenda for Motorcycle Safety (NAMS), which was referenced several times during the forum. The NTSB is encouraged by the attention that the NAMS has generated and by federal, state, and community-level efforts to respond to its recommendations. However, the NTSB believes that safety will be improved by prioritizing the NAMS recommendations using objective criteria, continuously tracking the effectiveness of new and ongoing efforts, and promoting efforts that are judged to be most successful at improving safety. Therefore, the NTSB makes the following recommendation to all States: (H-07-37) Provide information to the National Highway Traffic Safety Administration (NHTSA) on the effectiveness of your motorcycle safety efforts to assist NHTSA with its effort to reprioritize the NAMS recommendations. KW - Data collection KW - Motorcycle safety KW - Motorcycles KW - National Agenda for Motorcycle Safety KW - Recommendations KW - Safety KW - States KW - Strategic planning KW - U.S. National Highway Traffic Safety Administration UR - https://trid.trb.org/view/855860 ER - TY - RPRT AN - 01095893 AU - Rosenker, Mark V AU - National Transportation Safety Board TI - National Transportation Safety Board Safety Recommendation: H-07-35 and -36 PY - 2007/10/03 SP - 7p AB - The National Transportation Safety Board (NTSB) is concerned about motorcycle safety and the growing number of riders who have been killed or injured in motorcycle crashes. To better understand the reasons behind these numbers, the NTSB held a public forum in September 2006. One of the most comprehensive documents concerning motorcycle safety to appear in the last decade is the National Agenda for Motorcycle Safety (NAMS), which was referenced several times during the forum. The NTSB recognizes that the NAMS is an important document in motorcycle safety, and that safety will be improved by prioritizing the NAMS recommendations using objective criteria, continuously tracking the effectiveness of new and ongoing efforts, and promoting efforts that are judged to be most successful at improving safety. Therefore, the NTSB makes the following recommendations to NHTSA: (H-07-35) Reprioritize the NAMS recommendations based on objective criteria, including known safety outcomes; and (H-07-36) Following completion of the reprioritization of the NAMS requested in Safety Recommendation H-07-35, implement an action plan for states and others, such as federal agencies, manufacturers, insurance organizations, and advocacy groups, to carry out those recommendations that are determined to be of high priority. KW - Action plans KW - Motorcycle safety KW - Motorcycles KW - National Agenda for Motorcycle Safety KW - Recommendations KW - Safety KW - Strategic planning KW - U.S. National Highway Traffic Safety Administration UR - https://trid.trb.org/view/855859 ER - TY - RPRT AN - 01095892 AU - Rosenker, Mark V AU - National Transportation Safety Board TI - National Transportation Safety Board Safety Recommendation: H-07-34 PY - 2007/10/03 SP - 8p AB - The National Transportation Safety Board (NTSB) is concerned about motorcycle safety and the growing number of riders that have been killed or injured in motorcycle crashes. To better understand the reasons behind these numbers, the NTSB held a public forum in September 2006. One of the issues raised at the public forum was the need for accurate data reflecting motorcycle activity trends, such as motorcycle registration and vehicle miles traveled (VMT). In an effort to address concerns with the motorcycle registration and VMT data and to identify best methods to obtain these data, the Federal Highway Administration (FHWA) and the National Highway Traffic Safety Administration (NHTSA) are cohosting a Motorcycle Travel Symposium on October 10-12, 2007. The NTSB is concerned that the momentum generated by the symposium may not continue, and that it is critical that these data be accurate and reliable. Therefore, the NTSB makes the following recommendation to the FHWA: (H-07-34) Following the 2007 Motorcycle Travel Symposium, develop guidelines for the states to use to gather accurate motorcycle registrations and motorcycle VMT data. The guidelines should include information on the various methods to collect registrations and VMT data and how these methods can be put into practice. KW - Data accuracy KW - Data collection KW - Guidelines KW - Motor vehicle licensing KW - Motorcycle crashes KW - Motorcycle safety KW - Recommendations KW - U.S. Federal Highway Administration KW - U.S. National Highway Traffic Safety Administration KW - Vehicle miles of travel UR - https://trid.trb.org/view/855858 ER - TY - ABST AN - 01490028 TI - Impairment Monitoring to Promote Avoidance of Crashes Using Technology (IMPACT) AB - This project's goal is to determine what indicators of Blood Alcohol Concentration (BAC) and impaired driving are reliable, feasible, and robust enough to incorporate into vehicle-based countermeasures. KW - Blood alcohol levels KW - Countermeasures KW - Crash avoidance systems KW - Drunk drivers KW - Impaired drivers KW - Monitoring UR - http://www.nhtsa.gov/DOT/NHTSA/Traffic%20Injury%20Control/Research%20In%20Progress/files/ImpairmentMonitoringPromoteAvoidanceCrashesUsingTechnology(IMPACT).pdf UR - https://trid.trb.org/view/1259575 ER - TY - RPRT AN - 01111385 AU - Brown, James L AU - McCallum, Marvin AU - Campbell, John L AU - Richard, Christian AU - University of Michigan Transportation Research Institute AU - Battelle AU - National Highway Traffic Safety Administration TI - Integrated Vehicle-Based Safety System Heavy Truck Driver Vehicle Interface (DVI) Design Notes PY - 2007/10 SP - 56p AB - The Integrated Vehicle-Based Safety Systems (IVBSS) program is a four-year, two phase cooperative research program conducted by an industry team led by the University of Michigan Transportation Research Institute (UMTRI). The program goal is to integrate several collision warning systems into one vehicle in a way that alerts drivers to potential collision threats with an effective driver vehicle interface (DVI), while minimizing the number of excessive warnings presented to the driver. Basic program strategies for meeting this objective include systematically managing and prioritizing all information presented to the driver, minimizing the number of system false alarms, and restricting auditory alarms to higher urgency collision conditions. During the development of the DVI specification document, the heavy-truck DVI team addressed a number of issues by conducting short reviews or analyses on specific design topics. This report collates these “design notes” into a single report for easy reference. KW - Advanced driver information systems KW - Crash avoidance KW - Crash avoidance systems KW - Driver vehicle interfaces KW - Heavy duty trucks KW - Heavy duty vehicles KW - Integrated Vehicle Based Safety Systems (Initiative) KW - Vehicle safety KW - Warning systems UR - http://deepblue.lib.umich.edu/bitstream/2027.42/58364/1/101065.pdf UR - https://trid.trb.org/view/871078 ER - TY - RPRT AN - 01111383 AU - Brown, James L AU - McCallum, Marvin AU - Campbell, John L AU - Richard, Christian AU - University of Michigan Transportation Research Institute AU - Battelle AU - National Highway Traffic Safety Administration TI - Integrated Vehicle-Based Safety System Heavy Truck Driver-Vehicle Interface (DVI) Specifications (Final Version) PY - 2007/10 SP - 83p AB - The Integrated Vehicle-Based Safety Systems (IVBSS) program is a four-year, two phase cooperative research program conducted by an industry team led by the University of Michigan Transportation Research Institute (UMTRI). The program goal is to integrate several collision warning systems into one vehicle in a way that alerts drivers to potential collision threats with an effective driver vehicle interface (DVI), while minimizing the number of excessive warnings presented to the driver. Basic program strategies for meeting this objective include systematically managing and prioritizing all information presented to the driver, minimizing the number of system false alarms, and restricting auditory alarms to higher urgency collision conditions. This report provides detailed specifications (presentation characteristics and functional characteristics) for a DVI design that will meet the objectives of the program. KW - Advanced driver information systems KW - Crash avoidance research KW - Crash avoidance systems KW - Driver vehicle interfaces KW - Heavy duty trucks KW - Heavy vehicles KW - Integrated Vehicle Based Safety Systems (Initiative) KW - Vehicle safety KW - Warning systems UR - http://deepblue.lib.umich.edu/bitstream/2027.42/58363/1/101064.pdf UR - https://trid.trb.org/view/871077 ER - TY - RPRT AN - 01111366 AU - McCallum, Marvin AU - Campbell, John L AU - University of Michigan Transportation Research Institute AU - Battelle AU - National Highway Traffic Safety Administration TI - Integrated Vehicle-Based Safety System Heavy Truck Driver-Vehicle Interface (DVI) Stage 1 Jury Drive Summary PY - 2007/10 SP - 9p AB - The Integrated Vehicle-Based Safety Systems (IVBSS) program is a four-year, two phase cooperative research program conducted by an industry team led by the University of Michigan Transportation Research Institute (UMTRI). The program goal is to integrate several collision warning systems into one vehicle in a way that alerts drivers to potential collision threats with an effective driver vehicle interface (DVI), while minimizing the number of excessive warnings presented to the driver. Basic program strategies for meeting this objective include systematically managing and prioritizing all information presented to the driver, minimizing the number of system false alarms, and restricting auditory alarms to higher urgency collision conditions. This document presents key objectives and results of the stage 1 jury drives, a discussion of these results, and recommendations associated with the stage 1 jury drives for the IVBSS heavy-truck platform. The focus of this document is the DVI aspects of the jury drive experience. KW - Advanced driver information systems KW - Crash avoidance research KW - Crash avoidance systems KW - Driver vehicle interfaces KW - Heavy duty trucks KW - Heavy duty vehicles KW - Integrated Vehicle Based Safety Systems (Initiative) KW - Vehicle safety KW - Warning systems UR - http://deepblue.lib.umich.edu/bitstream/2027.42/58362/1/101063.pdf UR - https://trid.trb.org/view/871076 ER - TY - RPRT AN - 01095907 AU - National Highway Traffic Safety Administration TI - Speed-Measuring Device Performance Specifications: Across-the-Road Radar Module PY - 2007/10 SP - 54p AB - This document contains the across-the-road radar speed-measuring device performance specifications developed by the National Highway Traffic Safety Administration (NHTSA) through a Cooperative Agreement with the International Association of Chiefs of Police (IACP) and in consultation with the National Institute of Standards and Technology (NIST), Office of Law Enforcement Standards (OLES). Because this document is designed as a development and procurement aid, it is necessarily highly technical. By defining minimum performance requirements and verification procedures, this technical document establishes a baseline for acceptable across-the-road radar speed-measuring device performance. The public, the courts, and law enforcement officers should be assured that those across-the-road radar speed measuring devices, determined by test to comply with these specifications, will provide the high-quality service required. Speed-measuring device buyers should use these performance specifications as a model to develop purchasing criteria. It is recommended that these specifications be incorporated into procurement documents requiring that across-the-road radar speed-measuring devices offered for purchase meet, as a minimum, these specifications. Manufacturers are encouraged to produce across-the-road radar speed-measuring devices that meet or exceed these performance specifications. These performance specifications are subject to continuing review. Before citing these performance specifications, or any part of them, users should verify that the most recent edition of this document is being used. KW - Accuracy KW - Performance based specifications KW - Radar devices KW - Reliability KW - Speed detectors KW - Speed measurement UR - http://ntl.bts.gov/lib/30000/30100/30136/810845.pdf UR - https://trid.trb.org/view/855940 ER - TY - RPRT AN - 01095906 AU - Hedlund, J H AU - Beirness, D J AU - Preusser Research Group, Incorporated AU - National Highway Traffic Safety Administration TI - Use of Warrants for Breath Test Refusal: Case Studies PY - 2007/10//Draft Final Report, Case Studies SP - 150p AB - This study investigated the use of warrants to obtain blood samples from drivers arrested for alcohol-impaired driving and who refuse to provide breath samples when requested to do so by law enforcement officers. Case studies were conducted in four States: Arizona, Michigan, Oregon, and Utah. Meetings and discussions with law enforcement officers, prosecutors, defense attorneys, judges, and officials in the Department of Public Safety or the Governor's Highway Safety Office provided a thorough picture of each State's experience with warrants, documented in a separate chapter for each State. Telephone interviews were conducted with key contacts in California and Nevada, two States in which warrants are not required to obtain blood samples from drivers who have refused requests for breath samples. The final chapter summarizes and synthesizes the information and conclusions from all case study States. KW - Alcohol blood tests KW - Alcohol breath tests KW - Alcohol test refusal KW - Arizona KW - Blood alcohol levels KW - California KW - Case studies KW - Drunk drivers KW - Drunk driving KW - Michigan KW - Nevada KW - Oregon KW - Utah KW - Warrants (Police operations) UR - http://www.nhtsa.gov/DOT/NHTSA/Traffic%20Injury%20Control/Articles/Associated%20Files/810852.pdf UR - http://ntl.bts.gov/lib/30000/30100/30139/810852.pdf UR - https://trid.trb.org/view/855936 ER - TY - RPRT AN - 01095868 AU - International Association of Traffic and Safety Sciences TI - White Paper on Traffic Safety in Japan 2007. Abridged Edition PY - 2007/10//Abridged Edition SP - 55p AB - As required by Article 13 of the Traffic Safety Policies Act (Act No. 110 of 1970), each year the Cabinet Office presents its White Paper on Traffic Safety in Japan, which reports on the status of traffic accidents in the previous year, on measures currently being implemented to promote traffic safety, and on plans for traffic safety measures in the current year. This, the 37th White Paper, is organized into the categories of land transport (road and railway), maritime transport, and air transport in line with the structure of the Eighth Fundamental Traffic Safety Program. KW - Air transportation crashes KW - Aviation safety KW - Highway safety KW - Japan KW - Maritime safety KW - Railroad crashes KW - Railroad safety KW - Traffic crashes KW - Water transportation crashes UR - https://trid.trb.org/view/855751 ER - TY - RPRT AN - 01090478 AU - Freedman, M AU - De Leonardis, D AU - Polson, A AU - Levi, S AU - Burkhardt, E AU - Westat AU - National Highway Traffic Safety Administration TI - Field Test of the Impact of Setting and Enforcing Rational Speed Limits in Gulfport, Mississippi PY - 2007/10//Final Report SP - 63p AB - To address concerns regarding the need to restore credibility to speed limits, the National Highway Traffic Safety Administration (NHTSA) and the Federal Highway Administration (FHWA) jointly undertook tests of “rational speed limits,” which have been established by a formal engineering review that starts with the 85th percentile speed of free flowing traffic, but could be set as low as the 50th percentile, depending on roadway geometry, land use, access, etc. The objective of these tests was to determine whether speed limits so set, when combined with well-publicized and targeted enforcement, result in greater compliance, more uniform speeds, and improved safety. This report presents results of the demonstration and evaluation of rational speed limits on a 7.5 mile segment of U.S. Route 49 in Gulfport, Mississippi. Following data collection and engineering analyses, the speed limits on various portions of the demonstration road in Gulfport were variously raised from 5 to 15 mph. The increases in limits were accompanied by public information and education and a stricter enforcement of the raised limits. Data on speeds, crashes, citations and enforcement hours were collected in both Gulfport and a comparison community, prior to, and quarterly during the one-year demonstration period. The principal findings from the Gulfport, Mississippi, demonstration follow. (1) Although a small proportion of drivers continued to violate the rational limits by more than 10 mph after the rational limits were implemented, the number of such speed violations was reduced by three quarters. Thus, rational limits resulted in better compliance with the law. (2) The small increases observed in both mean and 85th percentile speeds in the demonstration community, but not in the comparison community, suggest that implementing rational speed limits may not lead to increases all the way up to the newer raised limits, but that some increases in speeds are to be anticipated. (3) The small changes observed in the standard deviation of speeds in the demonstration community (increases of 1-3 mph in 4 locations) and similar changes in the coefficient of variation suggests that raising the speed limit, even with strict enforcement, may not result in decreased speed variation. (4) A reduction in the proportion of extreme speeders (95th percentile speeders) was observed only on the road segment where the limit was increased the most (+15 mph). The reasons the proportion of extreme speeders did not decline on the roadways where limits were increased by smaller amounts are not clear. (5) The average monthly frequency of crashes in the demonstration community was lower during the demonstration year when compared to crashes in just the year immediately preceding the demonstration. However, the average monthly frequency of crashes was higher in the demonstration year than it was in the three year period preceding the demonstration year. Similar changes were observed in the comparison community where the speed limits were not changed, but the availability of just 2 years of baseline data there limited assessment of the demonstration site effect. Further studies (ongoing in 6 other communities) are required to determine the full impact of rational speed limits. KW - Crash rates KW - Highway safety KW - Rational speed limits KW - Speed control KW - Speed limits KW - Speed measurement KW - Speeding KW - Traffic crashes KW - Traffic law enforcement KW - Traffic speed KW - Traffic violators UR - http://www.nhtsa.dot.gov/portal/nhtsa_static_file_downloader.jsp?file=/staticfiles/DOT/NHTSA/Traffic%20Injury%20Control/Articles/Associated%20Files/hs810849.pdf UR - http://ntl.bts.gov/lib/26000/26600/26695/4063-MS-Final.pdf UR - https://trid.trb.org/view/850211 ER - TY - RPRT AN - 01080134 AU - University of Michigan Transportation Research Institute AU - National Highway Traffic Safety Administration TI - Integrated Vehicle-Based Safety Systems First Annual Report PY - 2007/10//Progress Report SP - 128p AB - The Integrated Vehicle-Based Safety Systems (IVBSS) program is a four-year, two phase cooperative research program being conducted by an industry team led by the University of Michigan Transportation Research Institute (UMTRI). The program began in November 2005 and will continue through December 2009 if results from vehicle verification tests conducted in the second year of the program indicate that the prototype system meets its performance guidelines and is safe for use by lay drivers in a field operational test planned for July 2008. The decision to execute Phase II of the program will take place in December 2007. The goal of the IVBSS program is to assess the safety benefits and driver acceptance associated with a prototype integrated crash warning system designed to address rear-end, road departure and lane change/merge crashes on light vehicles and heavy commercial trucks. This report describes accomplishments and progress made during the first year of the program (November 2005-December 2006). Activities during the first year focused on system specification, design and development and construction of the prototype vehicles. KW - Acceptance KW - Automobiles KW - Benefits KW - Commercial vehicles KW - Crash avoidance systems KW - Design KW - In-vehicle devices KW - Integrated Vehicle Based Safety Systems (Initiative) KW - Lane changing KW - Merging traffic KW - Prototypes KW - Ran off road crashes KW - Rear end crashes KW - Specifications KW - Trucks KW - Vehicle safety UR - http://www.nhtsa.dot.gov/portal/nhtsa_static_file_downloader.jsp?file=/staticfiles/DOT/NHTSA/NRD/Multimedia/PDFs/Crash%20Avoidance/2007/IVBSS_First_Annual_Report_FINAL_PDF_10-10-07.pdf UR - http://www.umtri.umich.edu/content/IVBSSFirstAnnualReport.pdf UR - http://ntl.bts.gov/lib/jpodocs/repts_te/14401.htm UR - http://ntl.bts.gov/lib/jpodocs/repts_te/14401_files/14401.pdf UR - https://trid.trb.org/view/839357 ER - TY - ABST AN - 01490083 TI - Development of Advanced Instrumentation, Test Procedures, Injury Criteria, and Injury Analysis Software for Crash Test Analysis That Can Be Used for All Individual Injury Modes AB - The objectives of this interagency agreement include conducting research to compare biofidelity of US and European standards for motorcycle helmets, supporting the current and new releases of SIMon software and updating the THOR graphical user interface software. KW - Bicycle helmets KW - Biofidelity KW - Crash injuries KW - Europe KW - Impact tests KW - Software KW - Test procedures KW - United States UR - http://www.nhtsa.gov/DOT/NHTSA/Traffic%20Injury%20Control/Research%20In%20Progress/files/DevelopmentAdvancedInstrumentationTestProceduresSoftwareCrashTestAnalysis.pdf UR - https://trid.trb.org/view/1259658 ER - TY - ABST AN - 01490042 TI - Biomechanical Investigations using Human Surrogates AB - This research project will evaluate biomechanical response of humans using human surrogates and volunteers. Injury research shall be conducted to determine mechanisms of injury and to derive injury tolerances. KW - Biomechanical research KW - Biophysics KW - Crash surrogates KW - Injuries KW - Research KW - Tolerance (Physiology) UR - http://www.nhtsa.gov/DOT/NHTSA/Traffic%20Injury%20Control/Research%20In%20Progress/files/BiomechanicalInvestigationsUsingHumanSurrogates.pdf UR - https://trid.trb.org/view/1259589 ER - TY - RPRT AN - 01095919 AU - Burns, Marcelline AU - Southern California Research Institute AU - National Highway Traffic Safety Administration TI - The Robustness of the Horizontal Gaze Nystagmus Test PY - 2007/09//Final Report SP - 60p AB - Police officers follow procedures set forth in the NHTSA/IACP curriculum when they administer the Standardized Field Sobriety Tests (SFSTs) to suspected alcohol-impaired drivers. The SFSTs include Horizontal Gaze Nystagmus (HGN) test, Walk-and-Turn (WAT) test, and One-Leg Stand (OLS) test. Courts generally accept testimony about WAT and OLS, but may not admit testimony about HGN. It has been argued that variations from standard procedures in HGN administration affect its validity and should render testimony about it inadmissible. Three experiments examined the effects of procedural variations in administration of the HGN test. Variations in stimulus speed and elevation, and distance of the stimulus from the suspect's face were examined in a laboratory experiment. A second experiment conducted in training workshops varied the participants' positions (standing, sitting, lying down). The third experiment examined HGN in participants who have functional vision in only one eye. The data demonstrate the validity of the HGN test with both standard and varied testing procedures. The variations did not alter the occurrence of, or the observations of, HGN. KW - Accuracy KW - Alcohol tests KW - Courts KW - Drunk drivers KW - Horizontal gaze nystagmus KW - Law enforcement KW - Standardized Field Sobriety Tests KW - Test procedures UR - http://ntl.bts.gov/lib/30000/30100/30135/810831.pdf UR - https://trid.trb.org/view/855929 ER - TY - RPRT AN - 01080864 AU - Raymond, Paula AU - Johns, Michael AU - Golembiewski, Gary A AU - Seifert, Rita Furst AU - Nichols, James AU - Knoblauch, Richard L AU - Center for Applied Research, Incorporated AU - National Highway Traffic Safety Administration TI - Evaluation of Oregon's Graduated Driver Licensing Program PY - 2007/09//Final Report SP - 143p AB - The State of Oregon enacted its Graduated Driver's License (GDL) program in March 2000. Oregon's GDL program includes both a nighttime driving restriction (midnight-5 a.m.) for the first year, and a passenger restriction (no passengers younger than age 20 in the first 6 months; no more than three passengers younger than age 20 in the second 6 months). The GDL law also mandates either 50 hours of supervised driving and the completion of an Oregon Department of Transportation approved driver education course, or 100 hours of supervised driving (without completion of the driver education course). The Center for Applied Research evaluated Oregon's GDL program comparing teen drivers before and after implementation of the GDL program, and to an adult comparison group (age 25-65 years). After GDL implementation, teen crash, traffic conviction (a judgment of guilt against a traffic offender) and license suspension (when the State takes an offender's license for a predetermined amount of time) rates were lower for all age groups, even among the unrestricted 18- and 19-year-old novice drivers. The analysis of convictions, suspensions and crashes offers strong support for GDL programs. In combination with the support shown by all participants in the focus groups, it appears that GDL is a strong and feasible legislative countermeasure that States can implement to reduce teen novice driver crashes. KW - Before and after studies KW - Countermeasures KW - Evaluation and assessment KW - Focus groups KW - Graduated licensing KW - Oregon KW - Suspensions KW - Teenage drivers KW - Traffic conviction KW - Traffic crashes UR - http://ntl.bts.gov/lib/26000/26600/26645/Evaluation_of_Oregon_s_Graduated_Licensing_Program_DOT_HS_810_830_September_2007.pdf UR - https://trid.trb.org/view/839969 ER - TY - RPRT AN - 01080860 AU - Chaudhary, Neil K AU - Williams, Allan F AU - Nissen, William AU - Preusser Research Group, Incorporated AU - National Highway Traffic Safety Administration TI - Evaluation and Compliance of Passenger Restrictions in a Graduated Driver Licensing Program PY - 2007/09//Final Report SP - 56p AB - Teen drivers are several times more likely to become involved in a crash when traveling with one, two, and three or more passengers as compared to traveling alone. Graduated Driver Licensing (GDL) laws in 37 States (as of January 2007) limit the number of passengers that may travel with a newly licensed 16-year-old driver. The effects of these laws were evaluated in three States: California (compared with Arizona), Massachusetts (compared with Connecticut), and Virginia (compared with Maryland). Time series analysis showed that 16-year-old driver crash involvements were reduced (740 per year in California; 173 in Massachusetts; and 454 in Virginia) as were motor vehicle related injuries among 15- to 17-year-olds (drivers, passengers, pedestrians, or bicyclists) in all three States. Parents and teens in focus groups reported that the restriction was often violated. Police reported that the law was often difficult to enforce. Nevertheless, even incomplete adherence to the law had a positive impact on both teen driver crashes and injuries. KW - California KW - Compliance KW - Crash injuries KW - Crashes KW - Evaluation and assessment KW - Focus groups KW - Graduated licensing KW - Massachusetts KW - Passenger restrictions KW - State laws KW - Teenage drivers KW - Time series analysis KW - Traffic law enforcement KW - Traffic violations KW - Virginia UR - http://www.nhtsa.dot.gov/portal/nhtsa_static_file_downloader.jsp?file=/staticfiles/DOT/NHTSA/Traffic%20Injury%20Control/Articles/Associated%20Files/810781Scr.pdf UR - http://ntl.bts.gov/lib/26000/26600/26647/Evaluation_and_Compliance_of_Passenger_Restrictions_in_a_Graduated_Driver_Licensing_Program_DOT_HS_810_781_May_2007.pdf UR - http://ntl.bts.gov/lib/30000/30100/30130/810781Scr.pdf UR - https://trid.trb.org/view/840083 ER - TY - SER AN - 01079050 JO - Traffic Safety Facts - Research Note PB - National Highway Traffic Safety Administration AU - Glassbrenner, Donna AU - Ye, Jianqiang TI - Motorcycle Helmet Use in 2007--Overall Results PY - 2007/09 IS - HS-810 840 SP - 5p AB - Use of Department of Transportation (DOT)-compliant helmets rose 7 percentage points to 58% in 2007. This result is from the National Occupant Protection Use Survey (NOPUS), which provides the only 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. The 2007 survey also found the following: (a) DOT-compliant helmet use was up in many areas, with annual gains of 10 percentage points or more in the Northeast, the South, and suburban areas; (b) However, there are still spots where compliant helmet use remains very low, including the Midwest (49%), rural areas (55%), and use on the weekends (54%); and (c) Use of helmets not compliant with DOT safety standards stood at 16% in 2007, statistically unchanged from the 14% rate in 2006. KW - Federal Motor Vehicle Safety Standards KW - Motorcycle helmets KW - National Occupant Protection Use Survey KW - Trend (Statistics) KW - United States UR - http://www.nhtsa.gov/nhtsa/announce/810_840.pdf UR - https://trid.trb.org/view/836965 ER - TY - SER AN - 01079040 JO - Traffic Safety Facts - Research Note PB - National Highway Traffic Safety Administration AU - Glassbrenner, Donna AU - Ye, Jianqiang TI - Seat Belt Use in 2007--Overall Results PY - 2007/09 IS - HS-810 841 SP - 4p AB - Seat belt use in 2007 stood at 82%, a slight gain from 81% use in 2006. This result is 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 2007 survey also found the following: (a) Belt use in States in which motorists can be pulled over solely for not using seat belts rose 2 percentage points to 87% in 2007. There is now a 14-percentage-point difference between use in these States and those with weaker enforcement laws; and (b) Belt use in the West stood at 93%, and use jumped 4 percentage points in the Northeast to 78% in 2007. Seat belt use has risen steadily since NOPUS began collecting data in 1994, and this has been accompanied by a steady decline in passenger vehicle occupant fatalities per mile traveled. KW - Fatalities KW - National Occupant Protection Use Survey KW - Primary enforcement laws KW - Seat belt use KW - Seat belts KW - Trend (Statistics) KW - United States UR - http://www.nhtsa.gov/nhtsa/announce/810_841.pdf UR - https://trid.trb.org/view/836966 ER - TY - RPRT AN - 01079272 AU - National Highway Traffic Safety Administration TI - NHTSA's Approach to Motorcoach Safety PY - 2007/08/06/Memorandum SP - 22p AB - The goal of this paper is to present a comprehensive review of motorcoach (intercity transport buses) safety issues and the course of action the National Highway Traffic Safety Administration will pursue to most expediently address them. Improvements to motorcoach safety are grouped by the following categories: prevention, mitigation, and evacuation. Some topics covered include emergency exits, occupant protection, seat belts and anchorages, bus accidents, safety recommendations, bus design and crashworthiness, impact testing, flammability, and illumination. KW - Bus crashes KW - Bus transportation KW - Countermeasures KW - Crashworthiness KW - Emergency exits KW - Evacuation KW - Flammability KW - Highway safety KW - Impact tests KW - Lighting KW - Occupant protection devices KW - Prevention KW - Recommendations KW - Seat belt anchorage KW - Seat belts KW - U.S. National Highway Traffic Safety Administration KW - Vehicle design UR - http://www.nhtsa.dot.gov/staticfiles/DOT/NHTSA/Vehicle%20Safety/Articles/Associated%20Files/481217.pdf UR - https://trid.trb.org/view/836692 ER - TY - RPRT AN - 01135872 AU - Jenness, James W AU - Lerner, Neil D AU - Mazor, Steven D AU - Osberg, J S AU - Tefft, Brian C AU - Westat AU - Automobile Club of Southern California AU - National Highway Traffic Safety Administration AU - AAA Foundation for Traffic Safety TI - Use of Advanced In-Vehicle Technology By Young and Older Early Adopters: Results on Sensor-Based Backing Systems and Rear-View Video Cameras PY - 2007/08 SP - 189p AB - This document describes the results of survey research undertaken by the Automobile Club of Southern California. Questionnaires (10,000) were mailed to insurance customers who own vehicles that had a sensor-based backing aid (parking aid) system or rear-view video camera as standard or optional original equipment. Half of the questionnaires were mailed to vehicle owners who were younger than 65 years, and half of the questionnaires were mailed to owners who were 65 or older. The response rate was approximately 30 percent. Follow-up telephone interviews were conducted with 42 backing aid owners and 46 rear-view camera owners. Survey items addressed topics such as learning to use the system, behavioral adaptation, system effectiveness, and perceived safety of the system. Several differences in responses between younger and older respondents were noted. Other response differences were related to vehicle manufacturer and experience with the vehicle (miles driven). KW - Aged drivers KW - Driver information systems KW - Driver vehicle interfaces KW - High risk drivers KW - In vehicle sensors KW - Rearview cameras KW - Sensors KW - Teenage drivers KW - Traffic safety KW - Travel behavior KW - Travel surveys KW - Vehicle design KW - Video cameras UR - https://trid.trb.org/view/896164 ER - TY - RPRT AN - 01108411 AU - National Highway Traffic Safety Administration TI - Digest of Impaired Driving and Selected Beverage Control Laws - Current as of January 1, 2007 PY - 2007/08//Twenty-Fourth Edition SP - 630p AB - This digest reports the status of State laws that are concerned with impaired driving offenses and alcoholic beverage control. Unless otherwise indicated, the status of the laws reported is as of January 1, 2007. 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 utilized laws 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 DWI charges; Sanctions; Administrative Licensing Actions; 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 and the District of Columbia. KW - Adjudication KW - Administrative license revocation KW - Alcohol breath tests KW - Alcoholic beverages KW - Commercial drivers KW - Drinking establishments KW - Drunk drivers KW - Drunk driving KW - Legal drinking age KW - Per se laws KW - Sanctions KW - State laws UR - http://ntl.bts.gov/lib/30000/30100/30133/810827.pdf UR - https://trid.trb.org/view/867795 ER - TY - RPRT AN - 01107787 AU - McKnight, A Scott AU - Becker, Les R AU - Pacific Institute for Research and Evaluation AU - National Highway Traffic Safety Administration TI - Impaired Motorcycle Operation, Final Report Volume II: Riders Helping Riders Instructor Manual PY - 2007/08//Final Draft Report SP - 30p AB - Riders Helping Riders (RHR) is an instructional program designed to encourage motorcyclists to intervene to prevent drinking and riding by their motorcyclist peers. The program is based on focus group research which found that riders consider themselves to be united by an interest in riding, and willing to help other riders in need, but that a sense of individualism limits the extent to which riders are willing to intervene in drinking and riding. RHR is intended to convince motorcyclists that an impaired rider needs their help, and that they are in the best position to provide help. The program provides a "toolkit" of techniques for separating drinking from riding, discouraging riders from becoming impaired, recognizing impairment, and discouraging impaired riders from riding. An optional role-playing module is included. At the end of class, students are asked to sign a pledge to do their best to help an impaired rider live to ride another day. RHR was developed with the assistance of instructors from the South Carolina Rider Education Program and pilot tested by instructors of Georgia's Department of Driver Services, Motorcycle Safety Program. KW - Drunk driving KW - Education KW - Impaired drivers KW - Instructors KW - Intervention KW - Manuals KW - Motorcyclists KW - Peer groups KW - Role-playing KW - Toolkits UR - http://ntl.bts.gov/lib/30000/30100/30161/810907.pdf UR - https://trid.trb.org/view/867166 ER - TY - RPRT AN - 01107786 AU - National Highway Traffic Safety Administration TI - Summary of State Speed Laws, Tenth Edition, Current as of January 1, 2007 PY - 2007/08//Tenth Edition SP - 300p AB - This publication reports only the status of State statutes or regulations that are concerned with either speed limit or speed-related violations. Local laws are not reported. Unless otherwise indicated, the status of the State laws or regulations reported is as of January 1, 2007. The summary is divided into two areas: (1) Introduction; (2) a State-by-State Analysis. The State-by-State Analysis is organized by State and then by specific legal topics. The State-by-State Analysis includes code and case law citations; these should help individuals conducting additional research in this area of the law. The State-by-State Analysis can be used to facilitate the comparison of State laws in the subject areas. The publication also includes the Uniform Vehicle Code’s provisions on speed limit and speed-related offenses. KW - Legal documents KW - Regulations KW - Speed laws KW - Speed limits KW - Speeding KW - State laws KW - Uniform Vehicle Code UR - http://ntl.bts.gov/lib/30000/30100/30132/810826.pdf UR - https://trid.trb.org/view/866512 ER - TY - RPRT AN - 01107785 AU - McKnight, A Scott AU - Becker, Les R AU - Pacific Institute for Research and Evaluation AU - National Highway Traffic Safety Administration TI - Impaired Motorcycle Operation, Final Report Volume III: Riders Helping Riders Student Manual PY - 2007/08//Final Draft Report SP - 24p AB - Riders Helping Riders (RHR) is an instructional program designed to encourage motorcyclists to intervene to prevent drinking and riding by their motorcyclist peers. The program is based on focus group research which found that riders consider themselves to be united by an interest in riding, and willing to help other riders in need, but that a sense of individualism limits the extent to which riders are willing to intervene in drinking and riding. RHR is intended to convince motorcyclists that an impaired rider needs their help, and that they are in the best position to provide help. The program provides a "toolkit" of techniques for separating drinking from riding, discouraging riders from becoming impaired, recognizing impairment, and discouraging impaired riders from riding. An optional role-playing module is included. At the end of class, students are asked to sign a pledge to do their best to help an impaired rider live to ride another day. RHR was developed with the assistance of instructors from the South Carolina Rider Education Program and pilot tested by instructors of Georgia's Department of Driver Services, Motorcycle Safety Program. KW - Drunk driving KW - Education KW - Impaired drivers KW - Intervention KW - Manuals KW - Motorcyclists KW - Peer groups KW - Role-playing KW - Students KW - Toolkits UR - http://ntl.bts.gov/lib/30000/30100/30162/810908.pdf UR - https://trid.trb.org/view/867329 ER - TY - RPRT AN - 01107784 AU - National Highway Traffic Safety Administration TI - Summary of Vehicle Occupant Protection Laws, Eighth Edition, Current as of January 1, 2007 PY - 2007/08//Eighth Edition SP - 188p AB - This publication reports the status of State statutes that are concerned with vehicle occupant protection (except off-highway vehicles). Such laws include requiring the use of (1) safety 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 January 1, 2006. This publication is divided into three areas: (1) Introduction; (2) Summary Table; (3) a State-by-State Analysis. The State-by-State Analysis is organized by State and then by specific legal topics. The State-by-State Analysis includes code and, where needed, case law citations; these should help individuals conducting additional research in this area of the law. The State-by-State Analysis can be used to facilitate the comparison of State laws in the subject areas. This publication also includes the Uniform Vehicle Code's provisions on vehicle occupant protection. KW - Bicycle helmets KW - Child restraint systems KW - Motorcycle helmets KW - Occupant protection devices KW - Pickup trucks KW - Seat belts KW - State laws KW - Uniform Vehicle Code UR - http://ntl.bts.gov/lib/30000/30100/30131/810825.pdf UR - https://trid.trb.org/view/866202 ER - TY - RPRT AN - 01095900 AU - International Association of Traffic and Safety Sciences TI - Statistics 2006: Road Accidents Japan. Abridged Edition PY - 2007/08//Abridged Edition SP - 88p AB - This statistical report, compiled under the supervision of the Traffic Bureau, National Policy Agency, Japan, provides road traffic accident statistics for Japan. The contents are organized as follows: (I) Road Traffic Situation; (II) Traffic Accidents: Trends; (III) Traffic Accidents and Casualties in 2006 (Section 1 - Traffic Accidents, Section 2 - Fatal Accidents, Section 3 - Casualties, Section 4 - Child Casualties; Section 5 - Traffic Accidents on Expressways, and Section 6 - Fatalities within 30 Days); (IV) Traffic Violations; (V) Traffic Regulations and Controls; (VI) Driver's Licence; and (VII) Reference Information. KW - Casualties KW - Children KW - Crash injuries KW - Driver licenses KW - Expressways KW - Fatalities KW - Highway traffic KW - Highway traffic control KW - Japan KW - Statistics KW - Traffic crashes KW - Traffic regulations KW - Traffic violations KW - Trend (Statistics) UR - https://trid.trb.org/view/855892 ER - TY - SER AN - 01091821 JO - Traffic Safety Facts - Traffic Tech PB - National Highway Traffic Safety Administration TI - Increasing Seat Belt Use in Rural Areas of the Great Lakes Region PY - 2007/08 IS - 335 SP - 2p AB - In May 2005, a rural demonstration program was implemented by the National Highway Traffic Safety Administration for two weeks immediately prior to the "Click It or Ticket" National Safety Belt Mobilization in the United States Great Lake Region (GLR). Nearly 70% of total and unrestrained deaths in the GLR (Wisconsin, Ohio, Minnesota, Michigan, Indiana, and Illinois) happened in rural areas. Program components including paid media messaging, enforcement activities, public awareness, and changes in seat belt use are among issues examined. This Traffic Tech fact sheet summarizes the findings of this program. KW - Awareness KW - Great Lakes Region KW - Messages (Communications) KW - Rural areas KW - Safety campaigns KW - Seat belt usage KW - Traffic law enforcement UR - http://www.nhtsa.dot.gov/staticfiles/DOT/NHTSA/Communication%20&%20Consumer%20Information/Traffic%20Tech%20Publications/Associated%20Files/tt335.pdf UR - https://trid.trb.org/view/851326 ER - TY - SER AN - 01091801 JO - Traffic Safety Facts - Traffic Tech PB - National Highway Traffic Safety Administration TI - Automated Speed Enforcement in School Zones in Portland, Oregon PY - 2007/08 IS - 333 SP - 2p AB - School transportation related crashes have claimed the lives of 170 school-age pedestrians since 1995. Westat, Inc., under contract with the National Highway Traffic Safety Administration, conducted an Automated Speed Enforcement (ASE) demonstration in Portland, Oregon school zones, and evaluated how public attitudes and perceptions toward ASE, along with traffic speed reduction, were affected by the ASE demonstration. ASE, which combines speeding vehicle imaging and speed measurement to provide for automatic vehicle ticketing when a preset threshold is exceeded, can be used in school zone speed reduction. When ASE was combined with a flashing beacon, it was shown to be most effective in this application. This Traffic Tech fact sheet summarizes the findings of this project. KW - Attitudes KW - Automated enforcement KW - Demonstration projects KW - Flashing beacons KW - Portland (Oregon) KW - Public opinion KW - School zones KW - Schools KW - Speed control KW - Speed reduction UR - http://www.nhtsa.dot.gov/staticfiles/DOT/NHTSA/Communication%20&%20Consumer%20Information/Traffic%20Tech%20Publications/Associated%20Files/tt333.pdf UR - https://trid.trb.org/view/851286 ER - TY - CONF AN - 01080147 AU - National Highway Traffic Safety Administration TI - Criminal Justice Associations Leadership Meeting, November 12-13, 2006 PY - 2007/08//Final Report SP - 32p AB - This report summarizes the Criminal Justice Associations Leadership Meeting and highlights priority actions the professional groups identified as crucial within their fields and across the criminal justice system to improve traffic safety. Meeting participants were charged with addressing two major issues: (1) Elevating traffic safety as a priority at all levels of the criminal justice system; and (2) Impediments to dealing with high blood-alcohol-concentration (BAC) and repeat Driving While Intoxicated (DWI) offenders. Participants were encouraged to think strategically rather than tactically in addressing these issues. Advances in vehicle technology to detect and deter driver impairment, such as ignition interlocks, dashboard cameras to measure pupils, driver feedback monitoring devices, and transdermal technology to measure BAC in perspiration, were also discussed. U1 - Criminal Justice Associations Leadership MeetingNational Highway Traffic Safety AdministrationNational Criminal Justice AssociationHerndon,VA,United States StartDate:20061112 EndDate:20061113 Sponsors:National Highway Traffic Safety Administration, National Criminal Justice Association KW - Alcohol ignition interlock devices KW - Blood alcohol levels KW - Cameras KW - Courts KW - Criminal justice KW - Driver monitoring KW - Drunk driving KW - Impaired drivers KW - Law enforcement KW - Laws KW - Legal factors KW - Meetings KW - Repeat offenders KW - Traffic safety UR - http://www.nhtsa.gov/DOT/NHTSA/Traffic%20Injury%20Control/Articles/Associated%20Files/CriminalJusticeMtg.pdf UR - https://trid.trb.org/view/839313 ER - TY - RPRT AN - 01079289 AU - Zwicker, T J AU - Chaudhary, N K AU - Solomon, M G AU - Siegler, J N AU - Meadows, J D AU - Preusser Research Group, Incorporated AU - National Highway Traffic Safety Administration TI - West Virginia's Impaired Driving High-Visibility Enforcement Campaign, 2003-2005 PY - 2007/08//Final Report SP - 61p AB - In 2002, West Virginia became a Strategic Evaluation State for the National Highway Traffic Safety Administration's Impaired Driving High-Visibility Enforcement campaign. The State implemented NHTSA's model publicity and enforcement program in targeted counties to reduce impaired driving and alcohol-related fatalities. The State spent nearly $3.4 million on the campaign from 2003 through 2005, or an average of about 62 cents per resident each year. The campaign began during the July 4th holiday period in 2003 and was sustained for the next 27 months, running through September 2005. Statewide DMV surveys in targeted counties indicated that drivers reported significantly more often after the campaign that they had heard about impaired driving in West Virginia and had been through a sobriety checkpoint. Roadside surveys of driver blood alcohol concentrations (BAC) indicated a significant decrease in the proportion of drivers with a positive BAC at the end of the campaign compared to the same period the previous year. In addition, autoregressive integrated moving average analysis performed on the alcohol-related fatality trend for the targeted counties indicated a significant decrease by an estimated 1 fewer fatality each month. The total fatalities saved in the target counties totaled about 18 in the year and a half of data available following the July 2003 start of the campaign. KW - Advertising campaigns KW - Blood alcohol levels KW - Countermeasures KW - Drunk drivers KW - Drunk driving KW - Fatalities KW - Highway safety KW - Impaired drivers KW - Publicity KW - Safety campaigns KW - Sobriety checkpoints KW - Traffic law enforcement KW - Traffic safety KW - West Virginia UR - http://www.nhtsa.gov/portal/nhtsa_static_file_downloader.jsp?file=/staticfiles/DOT/NHTSA/Traffic%20Injury%20Control/Articles/Associated%20Files/WVAImpairedDrivingLow.pdf UR - http://ntl.bts.gov/lib/26000/26600/26659/WV_Impaired_Driving_HVE_Campaign_2003_-_2005_DOT_HS_810_792_August_2007.pdf UR - https://trid.trb.org/view/836974 ER - TY - SER AN - 01076848 JO - Traffic Safety Facts - Traffic Tech PB - National Highway Traffic Safety Administration TI - Preliminary Data Indicate that Booster Seat Laws Increase Child Safety Seat Use PY - 2007/08 IS - 331 SP - 2p AB - In June 2006, Wisconsin enacted a law requiring children between 4-8 years old or who weigh between 40-79 lb and are no taller than 4 ft 9 inch to be restrained in booster seats. In order to examine the effectiveness of this law, an observational survey of booster seat use was conducted before and after the law changed. This fact sheet highlights the results of this survey. In the study, booster seat observation sites were located in urban and suburban shopping centers, elementary schools and child care centers, health care centers, and recreational sites. A convenience sampling approach was used. To obtain control/comparison data, booster seat observations were also conducted in Michigan, a neighboring state with no booster seat law. Results showed that although booster seat use among children 4 to 8 years old increased from 40 to 45.9% in Wisconsin and from 38.6 to 40.2% in Michigan, these increases were not statistically significant. However, during the pre- and post-booster-seat-law period, the overall patterns of restraint use for children 4 to 8 changed significantly in Wisconsin and in Michigan. In both states, the number of children in child safety seats and booster seats increased, and the number of children in seat belts decreased. In Wisconsin, the number of unrestrained children remained relatively stable, while the number in Michigan increased. A chi-square test was performed to determine if there was a significant difference from the pre- to post-booster-law period in the number of children who were appropriately restrained, without regard to the type of child restraint system. In Wisconsin, significantly more children were appropriately restrained from before to after the law while the results for Michigan were not significant. These findings offer the first indications that Wisconsin’s Booster Seat Law had the effect of increasing child restraint system use for children 4 to 8 years old. While not necessarily representative of the state, the study findings show a significant change in the direction of safer practices from pre- to post- Wisconsin’s booster seat law change. KW - Alternatives analysis KW - Before and after studies KW - Booster seats KW - Chi square test KW - Child restraint systems KW - Children KW - Law KW - Michigan KW - Surveys KW - Wisconsin UR - http://ntl.bts.gov/lib/26000/26700/26731/TT_331_Preliminary_Data_Indicate_That_Booster_Seat_Laws_Increase_Booster_Seat_Use_August_2007.pdf UR - https://trid.trb.org/view/836109 ER - TY - SER AN - 01076842 JO - Traffic Safety Facts - Traffic Tech PB - National Highway Traffic Safety Administration TI - West Virginia's Impaired Driving High Visibility Enforcement Campaign PY - 2007/08 IS - 332 SP - 2p AB - Since 2003, West Virginia has participated in the National Impaired Driving High Visibility Enforcement Campaign, coordinated by the National Highway Traffic Safety Administration (NHTSA). West Virginia conducted its impaired driving campaign in accordance with the NHTSA high visibility enforcement model. This fact sheet describes the campaign and describes an evaluation of its performance. The campaign consisted of three main components: (1) enhanced periods of enforcement surrounding summer and winter holidays focusing on the use of sobriety checkpoints, (2) sustained enforcement between holidays and (3) media with an enforcement message. The enforcement component involved two crackdowns. Each crackdown was to cover 85 percent of the states’ population and use sobriety checkpoints and saturation patrols. Both paid and earned media supported West Virginia’s drunk driving enforcement and delivered a strong enforcement message. The campaign was evaluated for the period of 27 months, through the use of public awareness surveys, roadside surveys of driver blood alcohol content (BAC) and statistical analysis of fatalities for targeted counties. Results show that in targeted counties, West Virginia significantly reduced the alcohol-related fatality trend and the number of drivers with a positive BAC when they implemented the NHTSA impaired driving campaign model. The reduction in alcohol-related fatalities saved an estimated 18 lives over an 18-month period in West Virginia. Public awareness of the campaign was high. KW - Drunk drivers KW - Drunk driving KW - Fatalities KW - Holidays KW - Mass media KW - Publicity KW - Safety campaigns KW - Sobriety checkpoints KW - Statistical analysis KW - Surveys KW - Traffic law enforcement KW - U.S. National Highway Traffic Safety Administration KW - West Virginia UR - http://ntl.bts.gov/lib/26000/26700/26730/TT332_West_Virginia_s_Impaired_Driving_High_Visibility_Enforcement_Campaign_August_2007.pdf UR - https://trid.trb.org/view/836110 ER - TY - SER AN - 01059074 JO - Traffic Safety Facts - Research Note PB - National Highway Traffic Safety Administration AU - Glassbrenner, Donna AU - Ye, Jianqiang TI - Booster Seat Use in 2006 PY - 2007/08 IS - HS-810 796 SP - 6p AB - In the first-ever probability-based survey of booster seat use in the United States based on the observation of children in vehicles, the National Highway Traffic Safety Administration (NHTSA) found that 41% of 4- to 7-year-old children were restrained in booster seats in 2006. This result is from the National Survey of the Use of Booster Seats (NSUBS). The NSUBS is conducted by the National Center for Statistics and Analysis of the National Highway Traffic Safety Administration. Further details on booster seat use in 2006 are provided in this fact sheet. KW - Booster seats KW - Children KW - National Survey of the Use of Booster Seats KW - Surveys KW - United States UR - http://www-nrd.nhtsa.dot.gov/Pubs/810796.PDF UR - https://trid.trb.org/view/817833 ER - TY - SER AN - 01059073 JO - Traffic Safety Facts - Research Note PB - National Highway Traffic Safety Administration AU - Glassbrenner, Donna AU - Ye, Jianqiang TI - Child Restraint Use in 2006 – Demographic Results PY - 2007/08 IS - HS-810 797 SP - 6p AB - In the first-ever probability-based survey of the use of seat belts and child restraints by racial and ethnic groups in the United States based on data from motorists in transit, the National Highway Traffic Safety Administration (NHTSA) found that only 65% of Asian children age 8 to 12 who were not of Hispanic descent were restrained by these safety devices in 2006, a lower rate than for other children in this age group. This result is from the National Survey of the Use of Booster Seats (NSUBS). The NSUBS is conducted by the National Center for Statistics and Analysis of the National Highway Traffic Safety Administration. Other findings of the 2006 survey are reported in this fact sheet. KW - Asians KW - Child restraint systems KW - Ethnic groups KW - National Survey of the Use of Booster Seats KW - Race KW - Surveys KW - United States UR - http://www-nrd.nhtsa.dot.gov/Pubs/810797.PDF UR - https://trid.trb.org/view/817952 ER - TY - SER AN - 01059072 JO - Traffic Safety Facts - Research Note PB - National Highway Traffic Safety Administration TI - 2006 Traffic Safety Annual Assessment – Alcohol-Related Fatalities PY - 2007/08 IS - HS-810 821 SP - 6p AB - The 2006 Annual Assessment of Motor Vehicle Traffic Crash Fatalities and Injuries shows that 17,602 people were killed in the United States in alcohol-related motor vehicle traffic crashes – essentially unchanged from the 17,590 alcohol-related fatalities in 2005. Also, fatalities in crashes where the highest blood alcohol concentration (BAC) among any of the involved drivers, pedestrians or pedalcyclists was .08 g/dL or above increased marginally to 15,121 fatalities in 2006. Further statistics and trends in alcohol-related fatalities in 2006 are reported in this fact sheet. KW - Bicycle crashes KW - Blood alcohol levels KW - Crashes KW - Drunk driving KW - Intoxication KW - Pedestrian-vehicle crashes KW - Trend (Statistics) UR - http://www-nrd.nhtsa.dot.gov/Pubs/810821.PDF UR - https://trid.trb.org/view/818319 ER - TY - SER AN - 01059063 JO - Traffic Safety Facts - Research Note PB - National Highway Traffic Safety Administration AU - Glassbrenner, Donna AU - Ye, Jianqiang TI - Child Restraint Use in 2006 – Use of Correct Restraint Types PY - 2007/08 IS - HS-810 798 SP - 7p AB - In the first-ever probability-based study of whether children in the United States are using restraints appropriate for their height and weight, the National Highway Traffic Safety Administration (NHTSA) found that almost half (44%) of children between 20 and 40 pounds were not in front-facing child safety seats in 2006, the appropriate child restraint for this weight group. This result is from the National Survey of the Use of Booster Seats (NSUBS). The NSUBS is conducted by the National Center for Statistics and Analysis of the National Highway Traffic Safety Administration. The NSUBS provides the best information to date on the extent to which children are “prematurely graduated” to restraints inappropriate for their height and weight. This is because the NSUBS is a probability-based national survey that not only observes child restraint use, but also records the ages, heights, and weights of children via face-to-face interviews. The 2006 survey found substantial evidence of premature graduation for all restraint types. In this fact sheet, the authors present the 2006 findings in three areas: 1) Premature graduation out of rear-facing safety seats; 2) Premature graduation out of front-facing safety seats; and 3) Premature graduation into seat belts. KW - Child restraint systems KW - Children KW - Forward facing restraint systems KW - Height KW - Misuse KW - National Survey of the Use of Booster Seats KW - Rear facing restraint systems KW - Seat belts KW - Surveys KW - United States KW - Weight UR - http://www-nrd.nhtsa.dot.gov/Pubs/810798.PDF UR - https://trid.trb.org/view/818069 ER - TY - ABST AN - 01387001 AU - United States. National Highway Traffic Safety Administration (NHTSA) TI - 2006 traffic safety annual assessment: a preview: a brief statistical summary PY - 2007/07 SP - 2p KW - Accident rate KW - Accident statistics KW - Blood alcohol content KW - Blood alcohol levels KW - Crash rates KW - Fatalities KW - Fatality rate KW - Injury rate KW - Injury rates KW - Road safety (engineering and vehicles) KW - Road safety (human factors) KW - Statistics KW - Usa KW - Vehicle characteristics KW - Vehicle type UR - http://www-nrd.nhtsa.dot.gov/Pubs/810791.PDF UR - https://trid.trb.org/view/1154765 ER - TY - RPRT AN - 01173202 AU - Pollard, John K AU - Nadler, Eric D AU - Stearns, Mary D AU - Volpe National Transportation Systems Center AU - Research and Innovative Technology Administration AU - National Highway Traffic Safety Administration TI - Review of Technology to Prevent Alcohol-Impaired Crashes (TOPIC) PY - 2007/07 SP - 108p AB - This report summarizes the results of an evaluation of vehicular technology alternatives to detect driver blood alcohol concentration and alcohol-impaired driving. Taking an international perspective, this report references relevant literature, incorporates input from stakeholders, and includes a concept of operations to describe how to implement technology-based countermeasures that addresses concerns such as privacy, public acceptance, and legal issues. KW - Alcohol effects KW - Alcohol ignition interlock devices KW - Blood alcohol levels KW - Crash avoidance systems KW - Drunk drivers KW - Impaired drivers KW - In vehicle technology KW - Intoxication KW - Safe, Accountable, Flexible, Efficient Transportation Equity Act: A Legacy for Users UR - http://www.nhtsa.gov/DOT/NHTSA/NRD/Multimedia/PDFs/Crash%20Avoidance/2007/TOPICrev.pdf UR - http://ntl.bts.gov/lib/33000/33800/33804/33804.pdf UR - https://trid.trb.org/view/933315 ER - TY - RPRT AN - 01135493 AU - National Highway Traffic Safety Administration TI - Detection of DWI Motorcycles PY - 2007/07//Revised SP - 20p AB - The National Highway Traffic Safety Administration (NHTSA) estimated that in 2005, about 27 percent of motorcycle operators involved in fatal crashes had a BAC of 0.08 or higher. Clearly, enforcing impaired driving laws is a key to reducing the number of alcohol-related motorcyclist fatalities. But which clues should be used to detect impaired motorcyclists. NHTSA sponsored research to develop a set of behavioral cues to be used by law enforcement personnel to detect motorcyclists who are operating their vehicles while intoxicated. The researchers began by interviewing experienced patrol officers from across the country to determine what behavioral cues have been used to detect impaired motorcyclists. A few, primarily motorcycle officers, suggested cues that reflected considerable understanding of the mental and physical requirements of riding a motorcycle. Others believed the cues to be identical to those used to detect impaired drivers. But some officers, even those with many years of experience, reported they believe there are no cues that can be used to distinguish driving while intoxicated (DWI) from unimpaired motorcycle operation. In addition to interviewing law enforcement personnel, the research team developed a database of 1,000 motorcycle DWI arrest reports. The research team focused on officers narratives and motorcyclists behaviors that motivated the stops, and correlated those behaviors with blood alcohol concentrations (BAC). Analysis of the interviews and arrest report data resulted in an inventory of about 100 cues that have been observed by officers in relation to impaired operation of motorcycles. The researchers, working closely with law enforcement personnel, conducted two major field studies involving more than 50 sites throughout the United States. Officers recorded information about every enforcement stop they made of a motorcyclist. Those field studies permitted the researchers to identify the most effective cues and to calculate the probabilities those cues were predictive of DWI. This brochure highlights the results of that research. Fourteen cues were identified that best discriminate between DWI and unimpaired motorcycle operation. These cues have been labeled as Excellent Predictors and Good Predictors, based on the studys results. The excellent cues predicted impaired motorcycle operation at least 50 percent of the time. The good cues predicted impaired motorcycle operation 30 to 49 percent of the time. The special coordination and balance requirements of riding a two-wheeled vehicle provided most of the behaviors in the Excellent category of cues. KW - Alcohol use KW - Blood alcohol levels KW - Drunk driving KW - Fatalities KW - Highway safety KW - Impaired drivers KW - Motorcycle crashes KW - Motorcyclists KW - Sobriety checkpoints KW - Traffic arrests KW - Traffic crashes KW - Traffic law enforcement UR - https://trid.trb.org/view/892843 ER - TY - RPRT AN - 01111347 AU - McCallum, Marvin AU - Campbell, John L AU - University of Michigan Transportation Research Institute AU - Battelle AU - National Highway Traffic Safety Administration TI - Integrated Vehicle-Based Safety System Heavy Truck Driver-Vehicle Interface (DVI) Stage 1 Jury Drive Protocol PY - 2007/07 SP - 66p AB - The Integrated Vehicle-Based Safety Systems (IVBSS) program is a four-year, two phase cooperative research program conducted by an industry team led by the University of Michigan Transportation Research Institute (UMTRI). The program goal is to integrate several collision warning systems into one vehicle in a way that alerts drivers to potential collision threats with an effective driver vehicle interface (DVI), while minimizing the number of excessive warnings presented to the driver. Basic program strategies for meeting this objective include systematically managing and prioritizing all information presented to the driver, minimizing the number of system false alarms, and restricting auditory alarms to higher urgency collision conditions. This report describes two separate jury drive evaluation stages that will be conducted as part of the heavy-truck IVBSS development process. Also provided are stage 1 jury drive activities and materials, system orientation and demonstration instructions, public roadway drive instructions and materials, test-track drive and debriefing materials, IVBSS warnings and alerts review, and a self-administered driver questionnaire. KW - Advanced driver information systems KW - Crash avoidance systems KW - Driver vehicle interfaces KW - Heavy duty trucks KW - Heavy duty vehicles KW - Integrated Vehicle Based Safety Systems (Initiative) KW - Truck drivers KW - Vehicle safety KW - Warning systems UR - http://deepblue.lib.umich.edu/bitstream/2027.42/58360/1/101062.pdf UR - https://trid.trb.org/view/871074 ER - TY - RPRT AN - 01090635 AU - National Highway Traffic Safety Administration TI - Evaluation of the National Impaired Driving High-Visibility Enforcement Campaign: 2003-2005 PY - 2007/07 SP - 10p AB - Between 2003 and 2005, the National Impaired Driving Crackdown Program demonstrated that a high-visibility impaired driving law enforcement program, supported by a paid and earned media campaign stressing law enforcement messages can reach the general public. In particular, efforts to reach young adult males who are at higher risk of being involved in alcohol-related crashes were successful. Significant increases in exposure to impaired driving law enforcement were reported in some States. Overall, there were increases in the number of motorists who were aware of special efforts by police to reduce drunk driving nationally and in the Strategic Evaluation States (SES). While there were no significant changes in self-reported drinking and driving behaviors, declines in alcohol-related fatalities were seen over the three-year period. The number of alcohol impaired drivers involved in fatal crashes declined from 2001-2002 to 2004-2005 in 30 States (7 of the 13 SES and 23 of the 36 non-SES). Of the five years shown, the 2005 totals were the lowest in 13 States (5 of the SES and 8 of the non-SES), as well as for non-SES combined. The results were similar for drivers 18 to 34 years old. The number of alcohol-impaired male drivers 18 to 34 involved in fatal crashes declined from 2001-2002 to 2004-2005 in 26 States (8 of the 13 SES and 18 of the 36 non-SES). Of the five years shown, the 2005 totals were the lowest in 14 States (4 of the SES and 10 of the non- SES), as well as for the non-SES combined. A two-way analysis of variance using the factors of enforcement and state grouping (SES/non-SES) confirmed that alcohol-related fatalities declined from 2001-2002 to 2004-2005 and that this decrease did not differ across SES and non-SES. KW - Analysis of variance KW - Drunk driving KW - Fatalities KW - Law enforcement KW - Males KW - Mass media KW - Safety campaigns KW - States KW - Trend (Statistics) KW - Young adults UR - http://www.nhtsa.dot.gov/staticfiles/DOT/NHTSA/Traffic%20Injury%20Control/Articles/Associated%20Files/YDYDYL_2001-05.pdf UR - http://ntl.bts.gov/lib/26000/26700/26703/3994-YDYDYL2001-2005.pdf UR - https://trid.trb.org/view/850901 ER - TY - RPRT AN - 01079323 AU - National Highway Traffic Safety Administration TI - The Detection of DWI Motorcyclists PY - 2007/07//Revised SP - 18p AB - The National Highway Traffic Safety Administration (NHTSA) estimated that in 2005, about 27% of motorcycle operators involved in fatal accidents had a blood alcohol concentration (BAC) of 0.08 or higher. NHTSA sponsored research to develop a set of behavioral cues that can be used by law enforcement personnel to accurately detect motorcyclists who are operating their vehicles while intoxicated. Fourteen cues were identified. Seven of these cues are considered excellent cues with a 50% or greater probability of detecting the alcohol impaired motorcyclist. The other seven cues are considered good cues with a 30% to 50% probability of detecting the impaired motorcyclist. This brochure describes and illustrates each of these cues. It should be helpful to law enforcement officers in: detecting impaired motorcyclists; articulating observed behaviors on arrest reports; and supporting an officer's expert testimony. KW - Behavior KW - Blood alcohol levels KW - Brochures KW - Countermeasures KW - Detection and identification KW - Drunk driving KW - Fatalities KW - Highway safety KW - Motorcycle crashes KW - Motorcyclists KW - Police KW - Police reports KW - Traffic law enforcement UR - https://trid.trb.org/view/836968 ER - TY - RPRT AN - 01079266 AU - Decina, Lawrence E AU - Thomas, Libby AU - Srinivasan, Raghavan AU - Staplin, Loren AU - TransAnalytics, LLC AU - National Highway Traffic Safety Administration TI - Automated Enforcement: A Compendium of Worldwide Evaluations of Results PY - 2007/07//Final Report SP - 136p AB - This compendium details automated enforcement systems (AES) implemented around the world and characterizes the safety impacts of such deployments, based on available scientific evaluations of the outcome measures. A systematic literature search was conducted. Criteria for selecting key evaluation studies were developed and applied for two AES technologies: speed camera and red light camera (RLC) enforcement systems. For automated speed enforcement, key studies reported significant reductions in estimated crashes following program implementation, but only a few studies were well-controlled. The degree to which reported safety improvements are related to the treatment and desired behavioral change (decrease in speeds) as opposed to regression to the mean (RTM), other confounders, and behavior changes such as choosing alternate routes, cannot be stated with certainty. Most studies attempted to account for unknown and time-related crash trends through the use of comparison groups. Four studies considered RTM, while only one study accounted directly for traffic flow changes and effects on crashes. Speed reductions documented in about half of the studies provided support for a relationship between the treatments and crash reductions. Enforcement intensity of mobile enforcements, site-specific differences (e.g., sample area, roadway characteristics), and statistical anomalies may play a role in AES effects. Recommendations for future studies include the use of empirical Bayes (EB) procedures to control for RTM, careful selection and examination of comparison groups, and consideration of traffic flow effects and possible crash migration due to the treatment, in order to improve the accuracy of treatment safety effect estimates. For red light running enforcement, the key studies support the assertion that RLCs can reduce crash severity at high red light running intersections. Consistent with previous reports, this review attributes a decrease in right-angle crashes with an increase in rear-end crashes to RLC implementations, together with a decrease in red light running violations. Recommendations for future studies of RLC effects include the use of controlled and randomized experiments whenever feasible. Otherwise, adjustments in before- and after- designs with matched control locations (or jurisdictions) to take legal, ethical, and economic barriers to random assignment of RLC installations into account, plus the use of EB procedures to control for RTM and to improve the precision of estimates of treatment safety effects, are strongly recommended. KW - Automated enforcement KW - Before and after studies KW - Behavior KW - Cameras KW - Countermeasures KW - Crash severity KW - Highway safety KW - Literature reviews KW - Rear end crashes KW - Red light running KW - Regression analysis KW - Right angle crashes KW - Speeding KW - Traffic crashes KW - Traffic flow KW - Traffic law enforcement KW - Traffic safety UR - http://www.nhtsa.dot.gov/staticfiles/DOT/NHTSA/Traffic%20Injury%20Control/Articles/Associated%20Files/HS810763.pdf UR - http://ntl.bts.gov/lib/26000/26600/26639/Automated_Enforcement_-_A_Compendiul_of_World_Wide_Evaluation_Results_DOT_HS810_763_July_2007.pdf UR - http://ntl.bts.gov/lib/30000/30100/30128/810763.pdf UR - https://trid.trb.org/view/838897 ER - TY - RPRT AN - 01079067 AU - Dang, Jennifer N AU - National Center for Statistics and Analysis AU - National Highway Traffic Safety Administration TI - Statistical Analysis of the Effectiveness of Electronic Stability Control (ESC) Systems - Final Report PY - 2007/07//NHTSA Technical Report SP - 63p AB - Electronic Stability Control (ESC) is a safety technology designed to enhance a vehicle’s stability and control in all driving situations. ESC first became available in the United States in 1997. Statistical analyses of 1997-2004 crash data from the Fatality Analysis Reporting System (FARS) and 1997-2003 crash data from the State data files estimate reductions with ESC for various types of crash involvements. Some of the findings are as follows: (1) ESC reduced fatal run-off-road crashes by 36% for passenger cars and 70% for light trucks and vans (LTVs). The reductions are statistically significant. (2) Police-reported run-off-road involvements were decreased by 45% in passenger cars and 72% in LTVs. The decreases are statistically significant. (3) Fatal single-vehicle crashes that did not involve pedestrians, bicycles, and animals decreased (due to ESC) by 36% in passenger cars and 63% in LTVs. The decreases are statistically significant. (4) ESC reduced police-reported single-vehicle crashes (excluding pedestrian, bicycle, animal crashes) by 26% for passenger cars and 48% for LTVs. The reductions are statistically significant. (5) Rollover involvements in fatal crashes were decreased by 70% in passenger cars and 88% in LTVs. The decreases are statistically significant. (6) Police-reported crashes involving rollovers were reduced by 64% in passenger cars and 85% in LTVs. The reductions are statistically significant. (7) ESC reduced culpable fatal multi-vehicle crashes by 19% for passenger cars and 34% for LTVs. Only the reduction involving LTVs is statistically significant. (8) Culpable involvements in police-reported multi-vehicle crashes were decreased by 13% in passenger cars and 16% in LTVs. The decreases are statistically significant. (9) Overall, ESC reduced all fatal crashes by 14% for passenger cars and 28% for LTVs. Only the reduction in LTVs is statistically significant. (10) Overall, police-reported crash involvements decreased by 8% in passenger cars and 10% in LTVs. The decreases are statistically significant. KW - Automobiles KW - Crash data KW - Electronic stability control KW - Fatalities KW - Fatality Analysis Reporting System KW - Light trucks KW - Multiple vehicle crashes KW - Ran off road crashes KW - Rollover crashes KW - Single vehicle crashes KW - Statistical analysis KW - Vans KW - Vehicle safety UR - http://www-nrd.nhtsa.dot.gov/Pubs/810794.PDF UR - https://trid.trb.org/view/838850 ER - TY - RPRT AN - 01079061 AU - Cleven, Arlene M AU - Blomberg, Richard D AU - Dunlap and Associates, Incorporated AU - National Highway Traffic Safety Administration TI - A Compendium of NHTSA's Pedestrian and Bicyclist Traffic Safety Research Projects: 1969-2007 PY - 2007/07//Final Report SP - 149p AB - In 2005 more than 5,000 people were killed in pedestrian and bicycle motor-vehicle-related crashes. This compendium describes the pedestrian and bicyclist safety research conducted by the Office of Behavioral Safety Research and its predecessor organizations during the period 1969-2007. The compendium begins with a description of the structure and philosophy of the National Highway Traffic Safety Administration (NHTSA) pedestrian and bicycle research programs. It is followed by a section that describes the research on the development of taxonomies of crash types, since the results of that research formed the foundation for many of the subsequent NHTSA pedestrian and bicycle research studies. A chronological listing of major activities that occurred in the decades spanned by NHTSA's pedestrian and bicyclist research programs is then presented. The final section discusses lessons learned from the pedestrian and bicycle research activities. Appendix A to this compendium contains abstracts of relevant research in a standardized format. Appendix B presents lists of pedestrian and bicyclist crash types as they have evolved over the years. KW - Bicycle crashes KW - Bicycle safety KW - Crash types KW - Lessons learned KW - Pedestrian safety KW - Pedestrian-vehicle crashes KW - Research KW - Research projects UR - http://mcs.nhtsa.gov/index.cfm/product/158/compendium-of-nhtsas-pedestrian-and-bicyclist-traffic-safety-research-projects-1969-2007.cfm UR - http://ntl.bts.gov/lib/26000/26600/26637/A_Compendium_of_NHTSA_Pedestrian_abd_Bicyclist_Research_Projects_1969-2007__DOT_HS_810_793__July_2007.pdf UR - https://trid.trb.org/view/838854 ER - TY - RPRT AN - 01059065 AU - National Highway Traffic Safety Administration TI - Consumer Guide to Uniform Tire Quality Grading PY - 2007/07//Revised SP - 125p 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/816409 ER - TY - SER AN - 01055137 JO - Traffic Safety Facts - Research Note PB - National Highway Traffic Safety Administration AU - Glassbrenner, Donna AU - Ye, Jianqiang TI - Driver Cell Phone Use in 2006 – Overall Results PY - 2007/07 IS - HS-810 790 SP - 7p AB - Driver hand-held cell phone use decreased to 5% in 2006 compared to 6% in 2005. This downturn in handheld cell phone use is the first since the National Highway Traffic Safety Administration began estimating driver cell phone use in 2000 through its National Occupant Protection Use Survey (NOPUS). The 2006 NOPUS also found that the incidence of drivers speaking with observable headsets on remained unchanged, while the incidence of observable hand-held device manipulation while driving increased to 0.4% in 2006 from 0.2% in the previous year. However, the lack of up-to-date data to extrapolate NOPUS observed data to total cell phone use precludes an accurate estimation of overall driver cell phone use. In the past, the total hands-free use and total cell phone use among all drivers was projected based on 2003 cell phone use data from other sources. This research note will not make such a projection for the year of 2006 with the outdated data but it will be done in the future as updated data become available. The 2006 hand-held phone use rate translates into 745,000 vehicles on the road at any given daylight moment being driven by someone talking on a hand-held phone. The decline in use occurred in a number of driver categories, including female drivers, drivers in the Midwest, drivers age 25 to 69, drivers of passenger cars, drivers in both urban and suburban areas, drivers on weekdays, and drivers driving alone. The NOPUS is conducted annually by NHTSA’s National Center for Statistics and Analysis. It provides the only probability-based observed data on driver cell phone use in the United States. KW - Cellular telephones KW - Drivers KW - Handheld devices KW - Headsets KW - Trend (Statistics) UR - http://www-nrd.nhtsa.dot.gov/Pubs/810790.PDF UR - https://trid.trb.org/view/814816 ER - TY - RPRT AN - 01095878 AU - Rosenker, Mark V AU - National Transportation Safety Board TI - National Transportation Safety Board Safety Recommendation: H-07-12 through -14 PY - 2007/06/27 SP - 3p AB - These safety recommendations, addressed to Mr. Peter Pantuso, President and CEO, American Bus Association, and Mr. Victor Parra, President and CEO, United Motorcoach Association, address the dissemination of information on wheel bearing maintenance and the serious consequences of lack of lubrication and subsequent wheel bearing failure. The recommendations are derived from an investigation of the September 23, 2005, fire on a motorcoach on Interstate 45 near Wilmer, Texas, in which 23 passengers were fatally injured, 2 were seriously injured, and 19 received minor injuries. The National Transportation Safety Board makes the following safety recommendations to the American Bus Association and the United Motorcoach Association: (H-07-12) Disseminate to your motorcoach and bus operator members an advisory bulletin emphasizing the importance of proper wheel bearing maintenance, particularly the importance of checking the oil level in oil-lubricated bearings (also known as oil bath bearings) and inspecting the undercarriage of the tag axle wheels to detect wheel seal leaks, and the serious consequences of lack of lubrication and subsequent wheel bearing failure; (H-07-13) Advise your motorcoach manufacturer members to review product maintenance manuals and, if the manuals do not emphasize the importance of wheel bearing lubrication, to revise them to specifically warn that daily inspection of hub oil levels and wheel seals is vital to prevent wheel bearing failure and that bypassing this requirement is a dangerous practice that can lead to a wheel fire or other serious consequences; and (H-07-14) Advise your motorcoach manufacturer members to disseminate, for those vehicles already sold and in service, a customer advisory bulletin on the importance of proper wheel bearing maintenance, specifying the type of equipment or oil bath bearings that require an undercarriage inspection to detect wheel seal leaks and alerting customers to the serious consequences of lack of lubrication and subsequent wheel bearing failure. KW - American Bus Association KW - Information dissemination KW - Inspection KW - Leakage KW - Lubrication KW - Manuals KW - Recommendations KW - Seals (Devices) KW - United Motorcoach Association KW - Vehicle fires KW - Vehicle maintenance KW - Wheels UR - https://trid.trb.org/view/855804 ER - TY - RPRT AN - 01095877 AU - Rosenker, Mark V AU - National Transportation Safety Board TI - National Transportation Safety Board Safety Recommendation: H-07-11 PY - 2007/06/27 SP - 4p AB - This safety recommendation, addressed to six motorcoach manufacturers, addresses the use of materials and designs for fuel system components that are known to provide fire protection. The recommendation is derived from an investigation of the September 23, 2005, fire on a motorcoach on Interstate 45 near Wilmer, Texas, in which 23 passengers were fatally injured, 2 were seriously injured, and 19 received minor injuries. The National Transportation Safety Board makes the following recommendation: (H-07-11) Until the National Highway Traffic Safety Administration has developed a performance standard for enhanced fire protection of fuel systems in newly manufactured motorcoaches and included it in the "Federal Motor Vehicle Safety Standards," as requested in Safety Recommendation H-07-4, use materials and designs for fuel system components that are known to provide fire protection for the system. KW - Buses KW - Fire resistant materials KW - Fuel systems KW - Industries KW - Motor carriers KW - Recommendations KW - Vehicle design KW - Vehicle fires UR - https://trid.trb.org/view/855790 ER - TY - RPRT AN - 01095876 AU - Rosenker, Mark V AU - National Transportation Safety Board TI - National Transportation Safety Board Safety Recommendation: H-07-9 through -11 PY - 2007/06/27 SP - 4p AB - These safety recommendations, addressed to Mr. Robert L. Capstick, Director of Engineering, Motor Coach Industries, Inc., address the dissemination of information on wheel bearing lubrication and the use of materials and designs for fuel system components that are known to provide fire protection. The recommendations are derived from an investigation of the September 23, 2005, fire on a motorcoach on Interstate 45 near Wilmer, Texas, in which 23 passengers were fatally injured, 2 were seriously injured, and 19 received minor injuries. The National Transportation Safety Board makes the following safety recommendations to Motor Coach Industries, Inc.: (H-07-9) Revise your product maintenance manuals to emphasize the importance of wheel bearing lubrication, specifically warning that daily inspection of hub oil levels and wheel seals is vital to prevent wheel bearing failure and that bypassing this requirement is a dangerous practice that can lead to a wheel well fire or other serious consequences; (H-07-10) For those vehicles already sold and in service, disseminate a customer advisory bulletin on the importance of proper wheel bearing maintenance, specifying the type of equipment or oil bath bearings that require an undercarriage inspection to detect wheel seal leaks and alerting customers to the serious consequences of lack of lubrication and subsequent wheel bearing failure; and (H-07-11) Until the National Highway Traffic Safety Administration has developed a performance standard for enhanced fire protection of fuel systems in newly manufactured motorcoaches and included it in the Federal Motor Vehicle Safety Standards, use materials and designs for fuel system components that are known to provide fire protection for the system. KW - Buses KW - Fire prevention KW - Fire resistant materials KW - Fuel systems KW - Leakage KW - Lubrication KW - Motor carriers KW - Motor Coach Industries, Incorporated KW - Recommendations KW - Seals (Devices) KW - Vehicle design KW - Vehicle fires KW - Vehicle maintenance KW - Wheels UR - https://trid.trb.org/view/855786 ER - TY - RPRT AN - 01095875 AU - Rosenker, Mark V AU - National Transportation Safety Board TI - National Transportation Safety Board Safety Recommendation: H-07-4 through -8 PY - 2007/06/27 SP - 7p AB - These safety recommendations, addressed to the Honorable Nicole R. Nason, Administrator, National Highway Traffic Safety Administration (NHTSA), concern the design of motorcoaches and buses. These recommendations are derived from an investigation of the September 23, 2005, fire on a motorcoach on Interstate 45 near Wilmer, Texas, in which 23 passengers were fatally injured, 2 were seriously injured, and 19 received minor injuries. The National Transportation Safety Board makes the following safety recommendations to NHTSA: (H-07-4) Develop a Federal Motor Vehicle Safety Standard (FMVSS) to provide enhanced fire protection of the fuel system in areas of motorcoaches and buses where the system may be exposed to the effects of a fire; (H-07-5) Develop a FMVSS to provide fire-hardening of exterior fire-prone materials, such as those in areas around wheel wells, to limit the potential for flame spread into a motorcoach or bus passenger compartment; (H-07-6) Develop detection systems to monitor the temperature of wheel well compartments in motorcoaches and buses to provide early warning of malfunctions that could lead to fires; (H-07-7) Evaluate the need for a FMVSS that would require installation of fire detection and suppression systems on motorcoaches; and (H-07-8) Evaluate current emergency evacuation designs of motorcoaches and buses by conducting simulation studies and evacuation drills that take into account, at a minimum, acceptable egress times for various postaccident environments, including fire and smoke; unavailable exit situations; and the current above-ground height and design of window exits to be used in emergencies by all potential vehicle occupants. KW - Buses KW - Emergency exits KW - Evacuation KW - Federal Motor Vehicle Safety Standards KW - Fire detection systems KW - Fire resistance KW - Fire resistant materials KW - Fire suppression systems KW - Fuel systems KW - Motor carriers KW - Recommendations KW - U.S. National Highway Traffic Safety Administration KW - Vehicle design KW - Vehicle fires KW - Wheels UR - https://trid.trb.org/view/855785 ER - TY - RPRT AN - 01095874 AU - Rosenker, Mark V AU - National Transportation Safety Board TI - National Transportation Safety Board Safety Recommendation: H-07-1 through -3 PY - 2007/06/27 SP - 8p AB - These safety recommendations, addressed to the Honorable John H. Hill, Administrator, Federal Motor Carrier Safety Administration, address deficiencies in the current compliance review system of the Federal Motor Carrier Safety Administration (FMCSA) which does not effectively identify unsafe motor carriers and prevent them from operating. These recommendations are derived from an investigation of the September 23, 2005, fire on a motorcoach on Interstate 45 near Wilmer, Texas, in which 23 passengers were fatally injured, 2 were seriously injured, and 19 received minor injuries. The National Transportation Safety Board makes the following safety recommendations to the FMCSA: (H-07-1) Establish a process to continuously gather and evaluate information on the causes, frequency, and severity of bus and motorcoach fires and conduct ongoing analysis of fire data to measure the effectiveness of the fire prevention and mitigation techniques identified and instituted as a result of the Volpe National Transportation Systems Center fire safety analysis study; (H-07-2) Revise the "Federal Motor Carrier Safety Regulations" at 49 CFR 393.205 to prohibit a commercial vehicle from operating with wheel seal or other hub lubrication leaks; and (H-07-3) To protect the traveling public until completion of the Comprehensive Safety Analysis 2010 Initiative, immediately issue an Interim Rule to include all "Federal Motor Carrier Safety Regulations" in the current compliance review process so that all violations of regulations are reflected in the calculation of a carrier's final rating. KW - Buses KW - Compliance KW - Consumer protection KW - Federal Motor Carrier Safety Regulations KW - Fire prevention KW - Leakage KW - Lubrication KW - Motor carriers KW - Recommendations KW - U.S. Federal Motor Carrier Safety Administration KW - Vehicle fires KW - Wheels UR - https://trid.trb.org/view/855784 ER - TY - ABST AN - 01490670 TI - Countermeasures that Work (4th, 5th and 6th editions) AB - The Governors' Highway Safety Association initially produced a comprehensive guide to serve as a basic reference on traffic safety countermeasures for State Highway Safety Offices. The guide, Countermeasures that Work, covers nine countermeasure topics: 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 bicyclists. The Guide serves to enable staff from State Highway Safety Offices to identify science-based countermeasures for implementation. Under this contract, the Guide is updated annually through the sixth edition, which will be published on the National Highway Traffic Safety Administration's (NHTSA's) website in January 2011. KW - Aggressive driving KW - Bicycle travel KW - Child restraint systems KW - Countermeasures KW - Distraction KW - Guidelines KW - Impaired drivers KW - Manuals KW - Pedestrian safety KW - Recently qualified drivers KW - Traffic safety UR - https://trid.trb.org/view/1260380 ER - TY - ABST AN - 01490086 TI - Brain Injury Criteria for 6 to 10 Year Old Children AB - The objective of this project is to develop strain based brain injury criteria for 6 and 10 year old children. KW - Brain KW - Children KW - Crash injuries KW - Injuries KW - Injury criteria KW - Traumatic brain injuries UR - http://www.nhtsa.gov/DOT/NHTSA/Traffic%20Injury%20Control/Research%20In%20Progress/files/BrainInjuryCriteriafor6to10YearOldChildren.pdf UR - https://trid.trb.org/view/1259661 ER - TY - RPRT AN - 01054056 AU - Becker, Les R AU - Spicer, Rebecca AU - Bedford Research AU - Pacific Institute for Research and Evaluation AU - National Highway Traffic Safety Administration TI - Feasibility for an EMS Workforce Safety and Health Surveillance System PY - 2007/06//Final Report SP - 80p AB - Emergency Medical Services (EMS) personnel treat an estimated 22 million patients a year in the United States. Estimates have placed the EMS workforce at around 900,000 workers, but the precise number is unknown because EMS workers include career and volunteer EMTs, firefighters who have been cross-trained in EMS, commercial ambulance services, third-service public utilities, and others. While the uncertain dimensions of the EMS workforce contribute to the difficulty of conducting adequate surveillance to understand the extent of occupational injury and illness, studies to date have identified EMS workforce occupational injury and fatality rates that greatly exceed the national average for all industries. The goal of this project was to examine the feasibility of creating such a surveillance system. This report is a qualitative study and presents the findings of a consensus process that resulted in an agreement of EMS and data system stakeholders on the utility of existing data systems, and a set of elements and characteristics of the surveillance system. The report also contains a literature review of EMS workforce illness and injury. The EMS Consensus Panel determined that no single data system exists in the United States today that alone can serve as a surveillance data source for EMS workforce illness and injury. The EMS Consensus Panel also concluded that a comprehensive surveillance program should rely upon an integration of data systems to accomplish the goal of conducting EMS workforce illness and injury surveillance. KW - Data analysis KW - Data collection KW - Databases KW - Emergency medical services KW - Emergency medical technicians KW - Fatalities KW - Feasibility analysis KW - Health KW - Injuries KW - Labor force KW - Literature reviews KW - Monitoring KW - Occupational diseases KW - Personnel KW - Safety KW - United States UR - http://ntl.bts.gov/lib/26000/26600/26650/Feasibility_EMS_Workforce_Safety___Health_Surveillance_System__DOT_HS_810_756__June_2007.pdf UR - https://trid.trb.org/view/811600 ER - TY - RPRT AN - 01088859 AU - National Highway Traffic Safety Administration TI - EMS Pandemic Influenza Guidelines for Statewide Adoption PY - 2007/05/03 SP - 178p AB - An influenza pandemic could seriously impact the Nation – its health care delivery system, its transportation system, its economy and its social structure. As the Nation’s health care “safety net,” emergency medical services (EMS) will be faced with higher demands for services while experiencing problems similar to the rest of the Nation – increased employee absenteeism, disruption of supply chains and increased rates of illness and death. 9-1-1 Public Safety Answering Points (PSAPs) serve as the public’s single point of access to EMS, law enforcement and fire services – as well as an avenue for requesting many other services. Ensuring both 9-1-1 and EMS are well-integrated into the Nation’s pandemic influenza planning and response is essential to the Nation’s health and safety in the event of a pandemic. The National Strategy for Pandemic Influenza: Implementation Plan (May 2006) directed the Department of Transportation, in cooperation with its Federal partners, to develop statewide EMS pandemic influenza guidelines, as well as model protocols for 9-1-1 call centers and PSAPs. While this document provides broad-based Pandemic Influenza Guidelines for consideration by State and local emergency medical services agencies, the specifics of pandemic influenza preparation and response are unique to the configuration and resources of each State EMS system and local EMS agency. The EMS Pandemic Influenza Planning Assumptions provide the basic underpinnings of the recommended guidelines. Guidelines are issued for the following: EMS Planning, The Role of EMS in Influenza Surveillance and Mitigation, Maintaining Continuity of EMS Operations During an Influenza Pandemic, Legal Authority, Clinical Standards and Treatment Protocols, and EMS Workforce Protection. KW - Disaster preparedness KW - Disasters and emergency operations KW - Emergency medical services KW - Emergency medical technicians KW - Emergency planning KW - Guidelines KW - Health care KW - Labor force KW - Legal factors KW - Medical treatment KW - Pandemic influenza KW - Protection KW - States UR - https://trid.trb.org/view/849613 ER - TY - RPRT AN - 01088807 AU - National Highway Traffic Safety Administration TI - Preparing for Pandemic Influenza: Recommendations for Protocol Development for 9-1-1 Personnel and Public Safety Answering Points (PSAPs) PY - 2007/05/03 SP - 100p AB - An influenza pandemic could seriously impact the Nation – its health care delivery system, its transportation system, its economy and its social structure. As the Nation’s health care “safety net,” emergency medical services (EMS) will be faced with higher demands for services while experiencing problems similar to the rest of the Nation – increased employee absenteeism, disruption of supply chains and increased rates of illness and death. 9-1-1 Public Safety Answering Points (PSAPs) serve as the public’s single point of access to EMS, law enforcement and fire services – as well as an avenue for requesting many other services. Ensuring both 9-1-1 and EMS are well-integrated into the Nation’s pandemic influenza planning and response is essential to the Nation’s health and safety in the event of a pandemic. The National Strategy for Pandemic Influenza: Implementation Plan (May 2006) directed the Department of Transportation, in cooperation with its Federal partners, to develop statewide EMS pandemic influenza guidelines, as well as model protocols for 9-1-1 call centers and PSAPs. The objective for this report is to establish the basic tenets for creating plans and protocols that involve Primary and Secondary PSAPs, where 9-1-1 calls from the public are routed. While the primary audience for these principles are State 9-1-1 and EMS administrators, PSAP managers and 9-1-1 stakeholders, it is also intended to be read by other local, State and Federal officials in public health, EMS, public safety, emergency management and homeland security. KW - 911 Emergency Telephone System KW - Disaster preparedness KW - Disasters and emergency operations KW - Emergency planning KW - Emergency telephone calls KW - Health care KW - Pandemic influenza KW - Personnel KW - Safety KW - Telephone UR - https://trid.trb.org/view/849614 ER - TY - RPRT AN - 01111394 AU - Richard, Christian AU - Campbell, John L AU - Brown, James L AU - McCallum, Marvin AU - Battelle AU - National Highway Traffic Safety Administration AU - University of Michigan Transportation Research Institute TI - Integrated Vehicle-Based Safety System Arbitration of Heavy Truck Driver-Vehicle Interface (DVI) Warnings PY - 2007/05 SP - 409p AB - The Integrated Vehicle-Based Safety Systems (IVBSS) program is a four-year, two phase cooperative research program conducted by an industry team led by the University of Michigan Transportation Research Institute (UMTRI). The program goal is to integrate several collision warning systems into one vehicle in a way that alerts drivers to potential collision threats with an effective driver vehicle interface (DVI), while minimizing the number of excessive warnings presented to the driver. Basic program strategies for meeting this objective include systematically managing and prioritizing all information presented to the driver, minimizing the number of system false alarms, and restricting auditory alarms to higher urgency collision conditions. This report describes the methods and results associated with the integration and arbitration of DVI messages for the IVBSS heavy-truck program. The goals of message integration and arbitration were to 1) support a timely and appropriate response from the driver; 2) avoid contributing to driver errors, distraction, confusion, or information overload; and 3) support the development of an accurate and functional mental model of the IVBSS by the driver. KW - Advanced driver information systems KW - Arbitration KW - Crash avoidance KW - Crash avoidance systems KW - Driver vehicle interfaces KW - Heavy duty trucks KW - Heavy duty vehicles KW - Integrated Vehicle Based Safety Systems (Initiative) KW - Vehicle safety KW - Warning systems UR - http://deepblue.lib.umich.edu/bitstream/2027.42/58359/1/101061.pdf UR - https://trid.trb.org/view/871073 ER - TY - RPRT AN - 01111353 AU - Brown, James L AU - McCallum, Marvin AU - Campbell, John L AU - Richard, Christian AU - Battelle AU - National Highway Traffic Safety Administration AU - University of Michigan Transportation Research Institute TI - Integrated Vehicle-Based Safety System Objective Test Scenario Warning Strategies: Kinematic Analyses and DVI Outputs PY - 2007/05 SP - 50p AB - The Integrated Vehicle-Based Safety Systems (IVBSS) program is a four-year, two phase cooperative research program conducted by an industry team led by the University of Michigan Transportation Research Institute (UMTRI). The program goal is to integrate several collision warning systems into one vehicle in a way that alerts drivers to potential collision threats with an effective driver vehicle interface (DVI), while minimizing the number of excessive warnings presented to the driver. Basic program strategies for meeting this objective include systematically managing and prioritizing all information presented to the driver, minimizing the number of system false alarms, and restricting auditory alarms to higher urgency collision conditions. This report presents a series of analyses conducted by the DVI team on a subset of relevant driving scenarios to identify: the applicable warning algorithms, the corresponding DVI output, any potential ambiguities or conflicts in defining these detection algorithms and DVI outputs, and any potential issues in the time available to the driver to respond to the IVBSS warning. KW - Advanced driver information systems KW - Algorithms KW - Auditory warnings KW - Crash avoidance systems KW - Driver vehicle interfaces KW - Field tests KW - Guidelines KW - Integrated Vehicle Based Safety Systems (Initiative) KW - Kinematics KW - Vehicle safety KW - Warning systems UR - http://deepblue.lib.umich.edu/bitstream/2027.42/58358/1/101060.pdf UR - https://trid.trb.org/view/871072 ER - TY - SER AN - 01107783 JO - Traffic Safety Facts - Research Note PB - National Highway Traffic Safety Administration TI - Summary of Nighttime Belt Use Studies PY - 2007/05 IS - HS-810 774 SP - 2p AB - Recent research by the National Highway Traffic Safety Administration (NHTSA) and others shows a significant gap between observed day and night belt use. There are a number of factors likely to contribute to the lower seat belt use at night found in several of the studies. These include the following: (1) people know the police are less likely to observe non-belt use at night; (2) those who are more likely to buckle up in general may be less likely to be on the road at night; (3) those more likely to engage in risk taking behaviors are more likely to be out on the roads late at night; and (4) there is a different vehicle mix observed on the roads at night in comparison to during the day, with more vehicles on the road at night that are associated with lower seat belt use rates (e.g., pickup trucks). It is concluded that night belt use programs offer an opportunity to substantially reduce fatal and serious crash injury. KW - Night KW - Nighttime crashes KW - Nighttime driving KW - Safety programs KW - Seat belt use KW - Seat belts KW - Traffic safety education UR - http://ntl.bts.gov/lib/30000/30100/30129/810774.pdf UR - https://trid.trb.org/view/866732 ER - TY - RPRT AN - 01095867 AU - Toyota Motor Corporation TI - Toyota in the World 2007 PY - 2007/05 SP - 56p AB - This handbook provides an overview of Toyota, including a look at its latest activities relating to research and development, manufacturing, sales, exports, environmental and safety efforts, and social contribution. It should be useful to those seeking to gain a better understanding of Toyota's corporate activities. KW - Environmental protection KW - Exports KW - Handbooks KW - Manufacturing KW - Product development KW - Research KW - Safety KW - Sales KW - Social impacts KW - Toyota Jidosha Kabushiki Kaisha UR - https://trid.trb.org/view/855750 ER - TY - RPRT AN - 01080863 AU - Solomon, Mark G AU - Gilbert, Stephanie H AU - Nichols, James AU - Chaffe, Robert H B AU - Tison, Julie AU - Chaudhary, Neil K AU - Preusser Research Group, Incorporated AU - National Highway Traffic Safety Administration TI - Evaluation of the May 2005 Click It or Ticket Mobilization to Increase Seat Belt Use PY - 2007/05 SP - 72p AB - Click It or Ticket (CIOT) is an intense, short-duration, seat belt publicity and enforcement program. The CIOT May 2005 Mobilization involved approximately $33 million of purchased media. Law enforcement agencies across the Nation reported issuing more than 727,000 seat belt use citations during the annual two-week enforcement period beginning on May 23rd. June 2005 observations, as compared with June 2004, indicated increased seat belt use among front-seat occupants of passenger vehicles in 35 of 47 States and Territories. The national seat belt use rate continued its steady increase upward by increasing two percentage points reaching 82% in 2005 compared to 2004 as measured by NHTSA’s National Occupant Protection Usage Survey . A demonstration program in the National Highway Traffic Safety Administration’s Great Lakes Region found that an additional week of enforcement and media in target rural locations preceding CIOT improved belt use more among rural populations; Demonstration programs in NHTSA’s Southeast and South Central Regions attempted to improve belt use among occupants riding in pickup trucks, but these were not as successful. The highly publicized May 2005 Mobilization continued to increase the number of people who buckle up. KW - Click It or Ticket KW - Front seat occupants KW - Great Lakes Region KW - Law enforcement KW - National Occupant Protection Use Survey KW - Pickup trucks KW - Publicity KW - Rural areas KW - Safety campaigns KW - Seat belt use KW - Seat belts KW - Southeastern United States KW - United States UR - http://www.nhtsa.dot.gov/portal/nhtsa_static_file_downloader.jsp?file=/staticfiles/DOT/NHTSA/Traffic UR - http://www.nhtsa.dot.gov/portal/nhtsa_static_file_downloader.jsp?file=/staticfiles/DOT/NHTSA/Traffic Injury Control/Articles/Associated Files/2005CIOTReport.pdf UR - http://ntl.bts.gov/lib/26000/26600/26646/Evaluation_of_the_May_2005_CIOT_Mobilization_to_Increase_Seat_Belt_Use_DOT_HS_810_716__May_2007.pdf UR - https://trid.trb.org/view/839975 ER - TY - SER AN - 01079564 JO - Traffic Safety Facts - Traffic Tech PB - National Highway Traffic Safety Administration TI - May 2004 Click It or Ticket Seat Belt Mobilization Evaluation PY - 2007/05 IS - 329 SP - 2 p AB - The National Highway Traffic Safety Administration and the Air Bag & Seat Belt Safety Campaign of the National Safety Council, in conjunction with thousands of state and local law enforcement agencies, conduct annual national seat belt mobilizations. Because over 30 states currently use the Click It or Ticket slogan, these national mobilizations are often referred to as Click It or Ticket campaigns. In May 2004, the seat belt mobilization included a two-week high-visibility enforcement blitz. This fact sheet summarizes an evaluation of the May 2004 Click It or Ticket campaign. Approximately $30 million was spent on advertising high visibility enforcement messages nationwide during the May Click It or Ticket mobilization. Law enforcement across the nation issued more than 650,000 seat belt tickets during a two-week high-visibility enforcement phase. Following the campaign, belt use among front seat occupants increased in 41 of 50 states and in the District of Columbia compared to 2003 levels. Observational surveys also showed increased belt use among pickup truck occupants targeted with a special seat belt campaign. Driver surveys indicated that there was a high awareness of media messages and that the Click It or Ticket slogan gained much attention. Results also indicated that over the past few years and the course of several national mobilizations, support for tough seat belt laws and high visibility enforcement remains strong. This evaluation confirmed that intensive, short-term, and well-publicized high-visibility enforcement can produce gains in seat belt use. KW - Advertising campaigns KW - Awareness KW - Before and after studies KW - Click It or Ticket KW - Evaluation and assessment KW - Front seat occupants KW - Law enforcement KW - Mass media KW - Pickup trucks KW - Publicity KW - Safety campaigns 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/tt329.pdf UR - https://trid.trb.org/view/838605 ER - TY - SER AN - 01079559 JO - Traffic Safety Facts - Traffic Tech PB - National Highway Traffic Safety Administration TI - A Study of Nighttime Seat Belt Use in Indiana PY - 2007/05 IS - 325 SP - 2p AB - This fact sheet summarizes a project to obtain a statewide measure of nighttime belt use for Indiana, and compare that measure to the state’s daytime usage. A secondary goal was to assess change in daytime and nighttime usage associated with the May 2006 Click It or Ticket campaign (May 2006 mobilization). Two nighttime field surveys were conducted, one immediately preceding the May 2006 mobilization and one at its conclusion. The nighttime surveys were designed to match as closely as possible daytime belt observation surveys being conducted by the State of Indiana for the same time periods. Findings showed that the nighttime statewide belt use rates for Indiana were 79.0% and 74.0% respectively for waves 1 (pre-mobilization) and 2 (post-mobilization). Overall nighttime seat belt use decreased at a statistically significant level across the mobilization period. Belt use for males was significantly lower than that for females in both survey waves. When comparing the belt use rates within each vehicle type across the survey waves, statistically significant decreases in seat belt use were observed for pickup truck and sport utility vehicle occupants. Belt use observed during the daytime and nighttime pre-mobilization waves was very similar. During the post-mobilization waves, daytime belt use was 10.3 percentage points higher than nighttime use. Comparison of the two daytime waves revealed a statistically significant increase in daytime belt use following the mobilization activities, while the overall analysis of the pre- and post-mobilization nighttime survey waves revealed a statistically significant decrease in seat belt use during this time period. KW - Alternatives analysis KW - Before and after studies KW - Click It or Ticket KW - Daylight KW - Field studies KW - Gender KW - Indiana KW - Motor vehicles KW - Night KW - Safety campaigns KW - Seat belt use KW - Seat belts KW - Statistical analysis KW - Surveys UR - http://www.nhtsa.dot.gov/staticfiles/DOT/NHTSA/Communication%20&%20Consumer%20Information/Traffic%20Tech%20Publications/tt325.pdf UR - http://ntl.bts.gov/lib/26000/26700/26724/TT325_Study_of_Nighttime_SB_Use_in_Indiana_May_2007.pdf UR - https://trid.trb.org/view/838612 ER - TY - SER AN - 01079541 JO - Traffic Safety Facts - Traffic Tech PB - National Highway Traffic Safety Administration TI - Parent-Taught Driver Education in Texas PY - 2007/05 IS - 328 SP - 2p AB - In April 1997, the Texas Department of Public Safety implemented rules for parent-taught novice driver training that essentially grants parents the same role, rights, privileges, and responsibilities as were formerly granted only to state-licensed and approved driver instructors and driver education programs for teen drivers. This fact sheet summarizes an evaluation of the Texas parent-taught driver education (PTDE) option. The primary goal was to determine the impact of the PTDE on the education, training and safety of young novice drivers. Three research techniques were used: (1) focus groups with driver education instructors, teen drivers, and their parents; (2) a statewide mail survey of young drivers; and (3) an analysis of driver records, including a comparison of driver records both before and after implementation of a graduated driver licensing (GDL) program in Texas in 2002. Findings indicate that the PTDE program has a negative influence on the overall safety of novice drivers, especially in terms of young driver crash involvement. PTDE students also demonstrated poorer driving knowledge early in the training and licensing process and poorer driving skills at the end of formal driver education. PTDE novice drivers were convicted of more traffic offenses than commercial or public school-trained drivers before implementation of the GDL program. Since implementation of GDL, convictions for traffic offenses are substantially fewer for all novice drivers. Differences that did exist were smaller and favored PTDE drivers during the period of most supervision. During the periods when requirements for adult supervision were reduced and then removed, PTDE drivers again experienced proportionally more total traffic convictions. Although students and their parents agreed that the PTDE program offered some advantages over other modes of DE delivery, professional DE instructors believe the negative aspects of the PTDE program outweigh any perceived benefits. KW - Before and after studies KW - Crash rates KW - Driver education KW - Driver records KW - Evaluation and assessment KW - Focus groups KW - Graduated licensing KW - Knowledge KW - Novices KW - Parents KW - Surveys KW - Teenage drivers KW - Texas KW - Traffic safety KW - Traffic violations UR - http://www.nhtsa.dot.gov/staticfiles/DOT/nhtsa/Communication%20&%20Consumer%20Information/Traffic%20Tech%20Publications/Associated%20Files/tt328.pdf UR - http://ntl.bts.gov/lib/26000/26700/26727/TT328_Parent-Taught_Driver_Education_in_TX.pdf UR - https://trid.trb.org/view/838607 ER - TY - SER AN - 01079517 JO - Traffic Safety Facts - Traffic Tech PB - National Highway Traffic Safety Administration TI - Feasibility for an EMS Workforce Safety and Health Surveillance System PY - 2007/05 IS - 326 SP - 2p AB - Emergency medical service (EMS) workers frequently encounter two work-related risks: injury and illness. This issue of Traffic Tech reports on a project to assess the feasibility of conducting occupational injury and illness surveillance for the EMS workforce. The project involved examining the extent of on-the-job injuries and illness among EMS personnel through a systematic literature review; determining essential characteristics and elements of an EMS workforce illness and injury surveillance system; and assessing the utility of existing data systems. To accomplish these objectives, two groups were created: a steering committee, composed of knowledgeable experts in occupational injury and illness surveillance and EMS operations; and a consensus panel, drawn from officials of EMS stakeholder organizations, representatives of data collecting or managing entities, and university-based experts in EMS and occupational injury. The steering committee came up with a list of ideal characteristics/elements of an EMS workforce illness and injury surveillance system and rated them in order of importance. The committee also reviewed the suitability of 14 data systems/sources. Based on the steering committee's findings, the consensus panel agreed that the most effective approach to surveillance of EMS workforce illness and injury was to draw upon several existing systems since no single existing data system satisfies the diverse requirements of a comprehensive surveillance data source. The consensus panel also agreed on the essential and desirable elements and characteristics of an EMS workforce illness and injury surveillance program. Based on the work done in reaching a consensus on surveillance and prioritizing surveillance characteristics, the consensus panel developed a conceptual model for EMS workforce illness and injury surveillance. The model describes the pathway of data collection, analysis and dissemination of results, the use of data in developing preventive interventions and program evaluation, and surveillance program evaluation. KW - Committees KW - Conceptual models KW - Data analysis KW - Data banks KW - Data collection KW - Emergency medical services KW - Emergency medical technicians KW - Feasibility analysis KW - Industrial accidents KW - Information management KW - Injuries KW - Labor force KW - Literature reviews KW - Monitoring KW - Occupational diseases KW - Occupational safety KW - Surveillance UR - http://www.nhtsa.dot.gov/staticfiles/DOT/NHTSA/Communication%20&%20Consumer%20Information/Traffic%20Tech%20Publications/tt326.pdf UR - https://trid.trb.org/view/838701 ER - TY - SER AN - 01076847 JO - Traffic Safety Facts - Traffic Tech PB - National Highway Traffic Safety Administration TI - Evaluation of the May 2005 Click It or Ticket Mobilization PY - 2007/05 IS - 330 SP - 2p AB - Click It or Ticket (CIOT) is an intense, short-duration, seat belt publicity and enforcement program. This fact sheet summarizes an evaluation of the 2005 CIOT mobilization, which included an unprecedented level of paid advertisement. Approximately $33 million was spent on advertising high-visibility enforcement messages nationwide during the 2005 Click It or Ticket mobilization. Law enforcement across the U.S. issued more than 727,000 seat belt tickets during a two-week enforcement phase. This was an increase compared to what was reported in previous years. Belt use increased in 35 of 47 states and territories. A demonstration program implemented in the Great Lakes region found that an additional week of enforcement and media in targeted rural locations improved belt use among rural populations. Demonstration programs in Southeast and South Central regions that attempted to improve belt use among occupants riding in pickup trucks were not as successful. These results are strongly confirmed by analyses of data from the Fatality Analysis Reporting System (FARS). Study results found an increase in national belt use rates among fatalities of front-seat occupants of passenger vehicles after the CIOT campaign compared to before the CIOT campaign. Specifically, FARS data confirm the effectiveness of both South Central and Great Lakes programs. A statistically significant effect was not found for Southeast. This evaluation confirmed that intensive, short-term, and well-publicized high-visibility enforcement can produce gains in seat belt use. KW - Advertising campaigns KW - Click It or Ticket KW - Demonstration projects KW - Evaluation KW - Fatalities KW - Pickup trucks KW - Publicity KW - Regions KW - Rural areas KW - Safety programs KW - Seat belt use KW - Seat belts KW - Traffic law enforcement UR - http://www.nhtsa.gov/DOT/NHTSA/Traffic%20Injury%20Control/Articles/Associated%20Files/2005CIOTReport.pdf UR - https://trid.trb.org/view/836108 ER - TY - RPRT AN - 01059067 AU - Solomon, Mark G AU - Chaffe, Robert H B AU - Cosgrove, Linda A AU - Preusser Research Group, Incorporated AU - National Highway Traffic Safety Administration TI - May 2004 "Click It or Ticket" Seat Belt Mobilization Evaluation PY - 2007/05//Final Report SP - 71p AB - "Click It or Ticket" (CIOT) is an intense, short duration, seat belt high visibility publicity and enforcement program. The CIOT May 2004 Mobilization involved approximately $32 million dollars of purchased media. Law enforcement agencies in 50 States, the District of Columbia, Puerto Rico, and the Virgin Islands reported issuing more than 650,000 belt use citations during a two-week period beginning on May 24th. June 2004 observations, as compared with 2003, indicated increased seat belt use among front seat occupants of passenger vehicles in 41 of 50 States and in the District of Columbia. Surveys conducted just before and just after the May campaign indicated substantial increases in the number of drivers who had recently seen or heard of police enforcement of belt use and thought that police were writing more tickets. It was concluded that a highly publicized national program of high visibility belt use enforcement can increase the number of people who buckle up. KW - Before and after studies KW - Click It or Ticket KW - Drivers KW - Front seat occupants KW - Law enforcement KW - Mass media KW - Publicity KW - Safety campaigns KW - Seat belt use KW - Seat belts KW - United States UR - http://www.nhtsa.dot.gov/portal/nhtsa_static_file_downloader.jsp?file=/staticfiles/DOT/NHTSA/Traffic%20Injury%20Control/Articles/Associated%20Files/CIOT2004FinalReport.pdf UR - http://ntl.bts.gov/lib/26000/26600/26653/May_2004_Clict_It_or_Ticket_Seat_Belt_Mobilization_Evaluation__DOT_HS_810_716__May_2007.pdf UR - https://trid.trb.org/view/817346 ER - TY - RPRT AN - 01055892 AU - Freedman, M AU - De Leonardis, D AU - Raisman, G AU - InyoSwan, D AU - Davis, A AU - Levi, S AU - Rogers, I AU - Bergeron, E AU - Westat AU - National Highway Traffic Safety Administration TI - Demonstration of Automated Speed Enforcement in School Zones in Portland, Oregon PY - 2007/05 SP - 49p AB - The use of Automated Speed Enforcement (ASE) to reduce traffic speeds in school zones was demonstrated at five neighborhood schools in Portland, OR, during a two-month period. ASE was deployed at each demonstration school zone an average of two to three times per week during this period. The program was well publicized through a public information and education campaign that was conducted prior to and during the demonstration. Speeds were measured at the five demonstration school zones and at five comparison school zones before, during, and after the demonstration. Public awareness was measured before and during the ASE demonstration. Major findings follow: (1) Mean and 85th percentile speeds at demonstration school zones were reduced by approximately 5 mph when ASE was present, and ASE still had an effect (although reduced to 1 to 2 mph) when ASE was not present. The proportion of traffic that exceeded the speed limit by more than 10 mph was reduced by about two-thirds when ASE was present, and by about one-quarter when ASE was not present. (2) Maximum speed reduction was obtained with the combination of ASE and a flashing beacon, which is used during certain hours at many Portland school zones. (3) The speed reduction effects observed at the demonstration school zones were still present one month after ASE operations ceased in May 2005. (4) Speeds at most of the comparison locations were unchanged during this test, indicating that the speed reductions at demonstration schools were attributable to the ASE program. KW - Countermeasures KW - Demonstration projects KW - Flashing traffic signals KW - Highway beacons KW - Highway safety KW - Portland (Oregon) KW - Public information programs KW - Safety campaigns KW - Safety education KW - School safety KW - Schools KW - Speed KW - Speed control KW - Speed limits KW - Traffic law enforcement KW - Traffic speed UR - https://trid.trb.org/view/814898 ER - TY - SER AN - 01055132 JO - Traffic Safety Facts - Research Note PB - National Highway Traffic Safety Administration AU - Varghese, Cherian AU - Shankar, Umesh TI - Passenger Vehicle Occupant Fatalities by Day and Night – A Contrast PY - 2007/05 IS - HS-810 637 SP - 8p AB - The passenger vehicle occupant fatality rate at nighttime is about three times higher than the daytime rate. In 2005, among the fatally injured passenger vehicle occupants, the proportion of unrestrained occupants was much higher during nighttime than daytime. Also during nighttime, among passenger vehicle occupants killed in crashes, alcohol involvement, speeding, and single-­vehicle crash fatalities were higher, compared to daytime. KW - Alcohol use KW - Blood alcohol levels KW - Crashes KW - Daylight KW - Fatalities KW - Night KW - Seat belt use KW - Seat belts KW - Single vehicle crashes KW - Speeding UR - http://www-nrd.nhtsa.dot.gov/Pubs/810637.PDF UR - https://trid.trb.org/view/814818 ER - TY - SER AN - 01049675 JO - Traffic Safety Facts - Traffic Tech PB - National Highway Traffic Safety Administration TI - Methodology for Determining Motorcycle Operator Crash Risk and Alcohol Impairment PY - 2007/05 IS - 327 SP - 2p AB - Drinking and driving have been researched extensively, and the association between a driver’s blood alcohol concentration (BAC) and crash risk is well understood. On the other hand, the effects of BAC on motorcycle operation are not well understood and the lack of data on the incidence of alcohol involvement in the on-road motorcycle-riding population doesn’t permit adequate crash risk assessment. To address this problem, the National Highway Traffic Safety Administration sponsored a research study to investigate alternative methodological approaches for determining: 1) the relative risk of alcohol-impaired motorcycle riders being involved in a crash, and 2) rider impairment at different BAC levels. This Traffic Tech briefly summarizes the findings of this study, which are reported in two volumes: (I) Synthesis Report on Alternative Approaches with Priorities for Research and (II) Literature Review Report. KW - Blood alcohol levels KW - Crash risk forecasting KW - Drunk driving KW - Impairment KW - Methodology KW - Motorcycle crashes KW - Motorcyclists KW - Risk assessment UR - http://www.nhtsa.dot.gov/staticfiles/DOT/NHTSA/Communication%20&%20Consumer%20Information/Traffic%20Tech%20Publications/Associated%20Files/tt327.pdf UR - http://ntl.bts.gov/lib/26000/26700/26726/TT327_Methodology_for_Determining_MC_Operator_Crash_Risk_May_2007.pdf UR - https://trid.trb.org/view/809248 ER - TY - ABST AN - 01490517 TI - Sensitivity Analysis on the Response of a Six-year-old Child in Automotive Crashes AB - The objective of the project is to perform sensitivity and optimization studies of a Hybrid III based 6-yr-old MADYMO model using new pediatric biomechanical data and to develop response requirements that can potentially be used to support future 6-yr-old ATD development KW - Biophysics KW - Children KW - Dummies KW - MADYMO (Computer program) KW - Sensitivity analysis KW - Traffic crashes UR - http://www.nhtsa.gov/DOT/NHTSA/Traffic%20Injury%20Control/Research%20In%20Progress/files/SensitivityAnalysisResponse6YearOldChildAutomotiveCrashes.pdf UR - https://trid.trb.org/view/1260002 ER - TY - ABST AN - 01490029 TI - Evaluation of Enhanced Brake Lights Using Surrogate Safety Metrics AB - The objective of this project is to develop alternative methods to evaluate enhanced braking systems. KW - Brake lamps KW - Braking KW - Braking performance KW - Evaluation and assessment KW - Metrics (Quantitative assessment) KW - Surrogates KW - Vehicle safety UR - http://www.nhtsa.gov/DOT/NHTSA/Traffic%20Injury%20Control/Research%20In%20Progress/files/EvaluationEnhancedBrakeLightUsingSurrogateSafetyMetrics.pdf UR - https://trid.trb.org/view/1259576 ER - TY - RPRT AN - 01325137 AU - Najm, Wassim G AU - Smith, John D AU - Yanagisawa, Mikio AU - Volpe National Transportation Systems Center AU - Research and Innovative Technology Administration AU - National Highway Traffic Safety Administration TI - Pre-Crash Scenario Typology for Crash Avoidance Research PY - 2007/04//Final Report SP - 132p AB - This report defines a new pre-crash scenario typology for crash avoidance research based on the 2004 General Estimates System (GES) crash database, which consists of pre-crash scenarios depicting vehicle movements and dynamics as well as the critical event immediately prior to a crash. This typology establishes a common vehicle safety research foundation for public and private organizations, which will allow researchers to determine which traffic safety issues should be of first priority to investigate and to develop concomitant crash avoidance systems. Its main objectives are to identify all common pre-crash scenarios of all police-reported crashes involving at least one light vehicle (i.e., passenger car, sports utility vehicle, van, minivan, and light pickup truck); quantify their severity in terms of frequency of occurrence, economic cost, and functional years lost; portray each scenario by crash contributing factors and circumstances in terms of the driving environment, driver, and vehicle; and provide nationally representative crash statistics that can be annually updated using national crash databases such as GES. This new typology includes 37 pre-crash scenarios accounting for approximately 5,942,000 police-reported light-vehicle crashes, an estimated economic cost of 120 billion dollars, and 2,767,000 functional years lost. These statistics do not incorporate data from non-police-reported crashes. KW - Crash avoidance research KW - Crash data KW - Databases KW - General Estimates System KW - Police reports KW - Pre-crash scenarios KW - Traffic crashes KW - Traffic safety KW - Vehicle safety UR - http://ntl.bts.gov/lib/35000/35000/35064/DOT-VNTSC-NHTSA-06-02.pdf UR - https://trid.trb.org/view/1086065 ER - TY - RPRT AN - 01095918 AU - Najm, Wassim G AU - Smith, John D AU - Volpe National Transportation Systems Center AU - National Highway Traffic Safety Administration TI - Development of Crash Imminent Test Scenarios for Integrated Vehicle-Based Safety Systems PY - 2007/04//Final Report SP - 57p AB - This report identifies crash imminent test scenarios based on common pre-crash scenarios for integrated vehicle-based safety systems that alert the driver of a light vehicle or a heavy truck to an impending rear-end, lane change, or run-off-road crash. Pre-crash scenarios describe vehicle movements and critical events immediately prior to the crash. The General Estimates System (GES) crash database was queried to distinguish common pre-crash scenarios for light vehicles (2003 GES) and heavy trucks (2000-2003 GES) in terms of their frequency of occurrence. Analysis of two-vehicle rear-end crashes revealed four dominant scenarios that accounted for 97 percent of light-vehicle crashes and 95 percent of heavy-truck crashes in which the subject vehicle was striking. Four scenarios were also identified from an analysis of two-vehicle lane change crashes, comprising 65 percent of light-vehicle crashes and 76 percent of heavy-truck crashes in which the subject vehicle was encroaching onto another vehicle in adjacent lanes. There were five single-vehicle, run-off-road scenarios representing 63 percent of light-vehicle crashes and 83 percent of heavy-truck crashes, excluding crashes caused by vehicle failure or evasive maneuver. An additional set of scenarios is proposed to address multiple threats from near simultaneous critical events. This report also provides a statistical description of individual scenarios in terms of their environmental factors, roadway geometry, and speed conditions. KW - General Estimates System KW - Heavy duty trucks KW - Integrated Vehicle Based Safety Systems (Initiative) KW - Integrated vehicle-based safety systems KW - Lane changing KW - Light vehicles KW - Pre-crash scenarios KW - Ran off road crashes KW - Rear end crashes KW - Test scenarios UR - http://www.nhtsa.gov/DOT/NHTSA/NRD/Multimedia/PDFs/Crash%20Avoidance/2007/DOTHS810757IVBSS.pdf UR - http://ntl.bts.gov/lib/34000/34700/34725/DOT-VNTSC-NHTSA-07-01.pdf UR - https://trid.trb.org/view/855910 ER - TY - SER AN - 01079058 JO - Traffic Safety Facts - Research Note PB - National Highway Traffic Safety Administration TI - Summary of Novelty Helmet Performance Testing PY - 2007/04 IS - HS-810 752 SP - 2p AB - The National Highway Traffic Safety Administration (NHTSA) tested seven popular “novelty” helmets to determine how they compare to properly certified helmets. The novelty helmets all performed significantly worse, based on their lack of ability to absorb impact energy during a motorcycle crash. Novelty helmets, in general, had very little, if any, impact-absorbing capability. Computer simulations of head impact attenuation tests show a 100-percent probability of brain injuries and/or skull fracture for the person involved in a crash while wearing a novelty helmet. KW - Crash injuries KW - Energy absorption KW - Federal Motor Vehicle Safety Standards KW - Head KW - Impact tests KW - Motorcycle crashes KW - Motorcycle helmets KW - Novelty helmets KW - Simulation UR - http://www.nhtsa.dot.gov/portal/nhtsa_static_file_downloader.jsp?file=/staticfiles/DOT/NHTSA/Traffic%20Injury%20Control/Studies%20&%20Reports/Associated%20Files/Novelty_Helmets_TSF.pdf UR - https://trid.trb.org/view/836947 ER - TY - RPRT AN - 01054750 AU - Voas, Robert B AU - McKnight, A Scott AU - Thom, David R AU - Smith, Terry A AU - Hurt, Hugh H AU - Waller, Patricia F AU - Zellner, John W AU - Pacific Institute for Research and Evaluation AU - National Highway Traffic Safety Administration TI - Methodology for Determining Motorcycle Operator Crash Risk and Alcohol Impairment. Volume I: Synthesis Report on Alternative Approaches with Priorities for Research PY - 2007/04//Final Report SP - 64p AB - Alcohol-involvement continues to be a prominent factor in motorcycle crashes. Automobile-driver drinking and driving has been researched extensively, and the relationship between drivers' blood alcohol concentrations (BAC) and crash risk is well-understood. Unfortunately, our current understanding of the effects of BAC on motorcycle operation is insufficient. This project examined a variety of approaches by which the effects of alcohol on motorcycle rider impairment and crash risk can be measured. A two-volume report was prepared. This is Vol. I: Synthesis Report on Alternative Approaches with Priorities for Research. Various research methods were reviewed in the literature (see Volume II, Literature Review), and an expert panel was convened for detailed discussion and prioritizing of possible methods. Different methods were grouped by assessed scientific value and estimated cost. Generally, it was determined that methods using existing data would be the lowest cost, but would also have the lowest scientific value. Conversely, the best data will come from new, more detailed data collection methods specifically defining the population-at-risk. Methods examined include “field” studies that collect actual highway data, and “simulator” or “closed course” studies that collect data in a controlled setting. Priorities for future research were assigned to each methodology. The highest priority methodologies were assigned to “Contemporary Case Control,” Simulation and Induced Exposure studies. Vol. II: Literature Review Report reviewed: (1) past research on impaired motorcycle operation; (2) past research methodologies used to understand alcohol’s effects on human performance, including laboratory simulation, closed-course operation, self-report surveys, crash investigation and analysis of archival crash data; and (3) methodologies used to measure exposure in populations-atrisk, including roadside surveys. The literature review revealed a dearth of research on impaired motorcycle operation. In addition, an in-house study of fatal motorcycle crashes was conducted and discussed in this report. KW - Alcohol use KW - Blood alcohol levels KW - Costs KW - Crash risk forecasting KW - Data collection KW - Data quality KW - Drunk drivers KW - Field studies KW - Highway safety KW - Impaired drivers KW - Methodology KW - Motorcycle crashes KW - Motorcyclists KW - Research KW - Simulation UR - http://www.nhtsa.dot.gov/staticfiles/DOT/NHTSA/Traffic%20Injury%20Control/Articles/Associated%20Files/MotorcycleCrashRiskVol1.pdf UR - http://ntl.bts.gov/lib/26000/26600/26654/Methodology_for_Determing_MC_Operator_Crash_Risk_and_Alcohol_Impairement_Vol_1_Synthesis_Report_DOT_HS_810_761_April_2007.pdf UR - https://trid.trb.org/view/813820 ER - TY - RPRT AN - 01054745 AU - Voas, Robert B AU - Smith, Terry A AU - Thom, David R AU - McKnight, A James AU - Zellner, John W AU - Hurt, Hugh H AU - Pacific Institute for Research and Evaluation AU - National Highway Traffic Safety Administration TI - Methodology for Determining Motorcycle Operator Crash Risk and Alcohol Impairment. Volume 2: Literature Review Report PY - 2007/04//Final Report SP - 104p AB - Alcohol involvement continues to be a prominent factor in motorcycle crashes. Drinking and driving have been researched extensively, and the relationship between a drivers' blood alcohol concentration (BAC) and crash risk is well understood. Unfortunately, our current understanding of the effects of BAC on motorcycle operation is insufficient. Though there is some data available on BAC for crash-involved riders, there is essentially no data on the incidence of alcohol involvement in the onroad motorcycle-riding population. This project examined a variety of approaches by which the effects of alcohol on motorcycle rider impairment and crash risk can be measured. A two-volume report was prepared. This document is Vol. II: Literature Review Report. A literature search was performed that focused on: (1) past research on impaired motorcycle operation; (2) past research methodologies used to understand alcohol’s effects on human performance, including laboratory simulation, closed-course operation, self-report surveys, crash investigation, and analysis of archival crash data; and (3) methodologies used to measure exposure in populations-at-risk, including roadside surveys. The literature review revealed a dearth of research on impaired motorcycle operation relative to the objectives of this project. The collection of BAC data from on-road non-crash-involved motorcycle riders was the most significant need identified from the review. A total of 143 reports and Web sites were reviewed for this project and described in detail in Appendices A and B of this report. Sixty-one of these are cited in the two volumes of this report. An in-house study of fatal motorcycle crashes was also conducted and discussed in this report. Vol. I: Synthesis Report on Alternative Approaches with Priorities for Research provides information on an expert panel workshop that discussed alternative methodologies and provided recommendations for future research. KW - Alcohol use KW - Blood alcohol levels KW - Crash data KW - Crash risk forecasting KW - Data collection KW - Drunk drivers KW - Highway safety KW - Impaired drivers KW - Laboratory studies KW - Literature reviews KW - Methodology KW - Motorcycle crashes KW - Motorcycle driving KW - Motorcyclists KW - Performance (Human) KW - Research KW - Simulation KW - Surveys UR - http://www.nhtsa.dot.gov/staticfiles/DOT/NHTSA/Traffic%20Injury%20Control/Articles/Associated%20Files/MotorcycleCrashRiskVol2.pdf UR - http://ntl.bts.gov/lib/26000/26600/26655/Methodology_for_Determining_MC_Operator_Crash_Risk___Alcohol_Impairement_Vol_2_Lit_Review_DOT_HS_810_762.pdf UR - https://trid.trb.org/view/813823 ER - TY - RPRT AN - 01052046 AU - Pezoldt, V J AU - Womack, K N AU - Morris, D E AU - Texas Transportation Institute AU - National Highway Traffic Safety Administration TI - Parent-Taught Driver Education in Texas: A Comparative Evaluation PY - 2007/04//Final Research Report SP - 212p AB - An evaluation of the Parent-Taught Driver Education (PTDE) program in Texas was conducted using three different research techniques: (1) focus groups with driver education instructors, teen drivers, and their parents; (2) statewide mail survey of young drivers; and (3) an analysis of Texas driver records. Differences in Age at Licensing: Prior to implementation of the Texas graduated driver licensing (GDL) program in 2002, the PTDE program does not appear to have encouraged earlier licensing, and may have delayed obtaining an instructional permit for a portion of the PT students. Since implementation of the GDL, PT students obtain their instruction permits earlier than commercial/public school driver education students, suggesting that PT novice drivers are subject to the opportunity for increased exposure to the risks of driving. Differences in Attitudes, Knowledge, and Skills of Novice Drivers: Driver education (DE) students and their parents generally agree that the PTDE program offers advantages over commercial and public school modes of DE delivery in terms of cost, comfort, and individualized personal attention to the student. Professional DE instructors believe the negative aspects of the PTDE program outweigh any perceived benefits, due largely to a lack of training, knowledge and teaching skills on the part of parent-teachers. As measured by state-administered tests, PT students demonstrate poorer driving knowledge early in the training and licensing process and poorer driving skills at the end of formal driver education. Although only a small proportion of DE students fail to pass either the test required to obtain an instructional permit or the optional in-vehicle road test on the first attempt, significantly more PT drivers require multiple attempts to pass either test. Differences in Driving Errors, Traffic Offenses and Crash Involvement: Self-reports by young drivers reveal no, or at most very small, differences related to type of DE with regard to driving knowledge and skills, driver errors, traffic convictions, and crashes among drivers subject to the GDL program. Driver records, however, both before and after implementation of the GDL, indicate PT novice drivers committed more traffic offenses and were in more crashes than were commercial or public school-trained drivers. Since implementation of the GDL, traffic convictions and crashes are substantially fewer for all novice drivers. Differences that exist are smaller and favor PT driving during the period of most supervision(i.e., instructional permit phase of licensing). However, during the period when requirements for adult supervision are reduced (provisional license), and after supervisory and other GDL restrictions are removed (full licensure), PT drivers again experience proportionally more total traffic convictions and more, and more serious, crashes than drivers trained under commercial/public school DE programs. KW - Abilities KW - Age KW - Attitudes KW - Crash severity KW - Driver education KW - Driver errors KW - Driver licensing KW - Driver records KW - Driver training KW - Driving instructors KW - Driving tests KW - Evaluation KW - Focus groups KW - Graduated licensing KW - Highway safety KW - Knowledge KW - Novices KW - Parents KW - Supervision KW - Surveys KW - Teachers KW - Teenage drivers KW - Texas KW - Traffic crashes KW - Traffic safety KW - Traffic violations KW - Training UR - http://www.nhtsa.dot.gov/portal/nhtsa_static_file_downloader.jsp?file=/staticfiles/DOT/NHTSA/Communication%20&%20Consumer%20Information/Articles/Associated%20Files/parent-taught_driver_ed.pdf UR - http://ntl.bts.gov/lib/26000/26600/26656/Parent_Taught_Driver_Education_in_TX_DOT_HS_810_760__April_2007.pdf UR - https://trid.trb.org/view/811207 ER - TY - RPRT AN - 01051449 AU - National Highway Traffic Safety Administration TI - Emergency Medical Services: 24/7 Care - Everywhere PY - 2007/04 SP - 8p AB - This brochure describes the emergency medical services that were utilized after a single vehicle traffic accident occurred in a rural area. The brochure covers the circumstances of the traffic accident; the actions of a bystander who called 911 and also intervened to help a child in the back seat of the car; medical dispatch; first responder; prehospital care; emergency department/hospital care; air medical transport; trauma and specialty care; rehabilitation; prevention and public education. In addition, the brochure discusses local emergency medical services, state agencies and federal emergency medical services programs. KW - 911 Emergency Telephone System KW - Air ambulances KW - Ambulances KW - Children KW - Crash causes KW - Crash injuries KW - Dispatching KW - Emergency medical services KW - Federal government KW - First responders KW - Highway safety KW - Hospital emergency rooms KW - Hospitals KW - Injuries KW - Local government KW - Medical treatment KW - Prevention KW - Rehabilitation (Medical treatment) KW - Rural areas KW - Safety education KW - Single vehicle crashes KW - State government KW - Traffic crashes UR - http://www.ems.gov/pdf/810768.pdf UR - https://trid.trb.org/view/810328 ER - TY - SER AN - 01050466 JO - Traffic Safety Facts - Research Note PB - National Highway Traffic Safety Administration AU - Glassbrenner, Donna AU - Ye, Jianqiang TI - Seat Belt Use in 2006 -- Demographic Results PY - 2007/04 IS - HS-810 766 SP - 4p AB - In 2006, seat belt use in the United States continued to be higher among females (85%) than males (78%). This result is from the National Occupant Protection Use Survey (NOPUS), which provides the only 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 2006 survey also found the following: (1) Seat belt use continued to be lower among 16- to 24-year-olds than other age groups. (2) Seat belt use continued to be lower among drivers driving alone than among drivers with passengers. (3) Seat belt use continued to be lower among African- Americans than other races. The seat belt use nationwide was 81 percent in 2006, down slightly but not statistically from the 2005 use rate of 82 percent. This research note is presenting the demographic breakouts of the 81 percent national rate. KW - Adolescents KW - African Americans KW - Age groups KW - Demographics KW - Drivers KW - Females KW - Highway safety KW - Males KW - Passengers KW - Race KW - Seat belts KW - Traffic safety KW - United States KW - Utilization KW - Young adults UR - http://www-nrd.nhtsa.dot.gov/Pubs/810766.PDF UR - https://trid.trb.org/view/809500 ER - TY - SER AN - 01050463 JO - Traffic Safety Facts - Research Note PB - National Highway Traffic Safety Administration AU - Glassbrenner, Donna AU - Ye, Jianqiang TI - Rear-Seat Belt Use in 2006 PY - 2007/04 IS - HS-810 765 SP - 4p AB - In 2006, seat belt use in the United States continued to be higher in the front seat (81%) than in the rear seat (65%). This result is from the National Occupant Protection Use Survey (NOPUS), which provides the only probability-based observed data on seat belt 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 2006 survey also found the following: (1) Rear-seat belt use among passengers 70 and older decreased from 84 percent in 2005 to 69 percent in 2006. This decrease is statistically significant. (2) Rear-seat belt use continued to be lower among African- Americans than other races. The front-seat belt use nationwide was 81 percent in 2006, down slightly but not statistically from the 2005 use rate of 82 percent. KW - African Americans KW - Aged KW - Front seat occupants KW - Highway safety KW - Passengers KW - Race KW - Rear seat occupants KW - Seat belts KW - Traffic safety KW - United States KW - Utilization UR - http://www-nrd.nhtsa.dot.gov/Pubs/810765.PDF UR - https://trid.trb.org/view/809499 ER - TY - RPRT AN - 01050444 AU - Nichols, J L AU - Ledingham, K A AU - Preusser, D F AU - Preusser Research Group, Incorporated AU - National Highway Traffic Safety Administration TI - Effectiveness of the May 2005 Rural Demonstration Program and the Click It or Ticket Mobilization in the Great Lakes Region: First Year Results PY - 2007/04//Interim Report SP - 64p AB - NHTSA’s Great Lakes Region (GLR) implemented a Rural Demonstration Program (RDP) prior to the May 2005 Click It or Ticket (CIOT) mobilization with the goal of increasing seat belt usage in rural areas. Paid media was used to notify rural residents that seat belt laws were being enforced. In three of the six GLR States (IL, IN, OH), enforcement was included during this phase; however, in the remaining three States (MN, MI, WI), only the paid media was implemented. All States intensified enforcement during CIOT. Media expenditures averaged $212,000 per State during the RDP phase and $516,000 per State during CIOT, most media funds were spent on television and about 130,000 seat belt citations were issued over the two phases of the program. In rural targeted areas, awareness of seat belt messages increased most during the RDP, while awareness of enforcement-related messages and activities increased most during CIOT. During the RDP, States that had intensified enforcement had significant increases in usage in their rural targeted areas. Generally, usage did not increase unless enforcement was present. During CIOT, States that had intensified enforcement during RDP showed substantially greater overall statewide gains than States that had not intensified enforcement during RDP. KW - Click It or Ticket KW - Countermeasures KW - Demonstration projects KW - Expenditures KW - Great Lakes Region KW - Highway safety KW - Illinois KW - Indiana KW - Mass media KW - Michigan KW - Minnesota KW - Ohio KW - Public information programs KW - Rural areas KW - Seat belts KW - Television KW - Traffic law enforcement KW - Traffic safety KW - Utilization KW - Wisconsin UR - http://www.nhtsa.dot.gov/staticfiles/DOT/NHTSA/Traffic%20Injury%20Control/Articles/Associated%20Files/HS810753.pdf UR - http://ntl.bts.gov/lib/26000/26600/26648/Effectiveness_of_May_2005_Rural_Demonstration_Prgs___CIOT__in_Great_Lakes_Region_DOT_HS_810_753_April_2007.pdf UR - https://trid.trb.org/view/809529 ER - TY - SER AN - 01050439 JO - Traffic Safety Facts - Research Note PB - National Highway Traffic Safety Administration AU - Pickrell, Timothy M TI - Differences in Driver Alcohol Involvement by Age Group and Vehicle Type PY - 2007/04 IS - HS-810 754 SP - 8p AB - This research note identifies significant differences in blood alcohol concentration (BAC) values between age groups and vehicle types in fatal crashes. An important finding of this study is that BAC values for motorcycle operators are distributed differently than BAC values of passenger vehicle drivers. The analysis also revealed that older drivers involved in fatal crashes tend to have lower BAC values than drivers from other age groups involved in fatal crashes. The statistical techniques used in this research note visually demonstrate the severity of the impaired-driving problem in that the majority of alcohol-involved drivers killed in fatal crashes exceed the legal per se limit of .08 grams per deciliter (g/dL). The Fatality Analysis Reporting System (FARS) contains BAC values for drivers with positive BAC involved in fatal crashes. The data used for this research note were from the years 2000-2004, and only drivers and operators with positive BAC values were considered in the analysis. KW - Age groups KW - Aged drivers KW - Blood alcohol levels KW - Drivers KW - Drunk drivers KW - Fatalities KW - Impaired drivers KW - Motorcycles KW - Motorcyclists KW - Passenger vehicles KW - Per se laws KW - Traffic crashes KW - Traffic safety UR - http://www-nrd.nhtsa.dot.gov/Pubs/810754.PDF UR - https://trid.trb.org/view/809419 ER - TY - ABST AN - 01490052 TI - Hardware-In-The-Loop Analysis for Heavy Truck ESC Effectiveness AB - The objective of this research project is the development and application of a hardware-in-the-loop simulation to determine the performance of heavy truck Electronic Stability Control (ESC) systems. KW - Effectiveness KW - Electronic stability control KW - Hardware in the loop simulation KW - Heavy duty trucks KW - Trucks UR - http://www.nhtsa.gov/DOT/NHTSA/Traffic%20Injury%20Control/Research%20In%20Progress/files/HardwareInTheLoopAnalysisHeavyTruckESCEffectiveness.pdf UR - https://trid.trb.org/view/1259599 ER - TY - RPRT AN - 01374454 AU - Ranney, Thomas A AU - Mazzae, Elizabeth N AU - Baldwin, G H Scott AU - Salaani, M Kamel AU - National Highway Traffic Safety Administration AU - National Highway Traffic Safety Administration TI - Characteristics of Voice-Based Interfaces for In-Vehicle Systems and Their Effects on Driving Performance PY - 2007/03//Final Report SP - 110p AB - A test track experiment was conducted to measure the disruptive effects on driving of complex secondary tasks and to evaluate voice interface design characteristics that may help reduce distraction. Thirty-six drivers in three age groups (18-25, 30-45, 50-60) drove an instrumented vehicle while performing a combination of car following, peripheral target detection, and secondary tasks on a closed test track. Secondary tasks included a simulated navigation task, in which drivers were given specific questions to answer using information obtained from a traveler information system, and a simulated phone task, in which drivers performed the Baddeley short-term memory task. Four variations of the navigation task were used, including combinations of two factors: (1) mode of information acquisition (auditory vs. auditory + visual map), and (2) system reliability (no recognition errors vs. 20% errors). All secondary tasks were implemented with a hands-free voice interface. The results indicated significant degradation of driving performance associated with all secondary tasks. Specifically, drivers exhibited higher levels of steering entropy, which measures the number and magnitude of steering corrections relative to a baseline drive, and slower car-following responses. They also had higher levels of target detection errors, slower target detection response times, and higher levels of subjective workload while performing secondary tasks relative to a baseline condition with no secondary task. Secondary tasks that required drivers to look at a map while interacting with the traveler information system were consistently more disruptive than similar tasks that did not require the map for all performance measure categories. Decreased system reliability did not disrupt driving performance. The study results provide the following implications for voice interface design: (1) Unnecessary or redundant visual displays should be avoided; (2) Drivers appear to be able to tolerate a voice interface with less than perfect reliability. Additional research is recommended to explore the effects of higher system error rates and task pacing (self-paced vs. externally-paced) on the interference induced by secondary task performance. KW - Age groups KW - Cellular telephones KW - Distraction KW - Driver workload KW - Drivers KW - In-vehicle navigation devices KW - Secondary tasks KW - Traveler information and communication systems KW - Voice communication UR - https://trid.trb.org/view/1142052 ER - TY - RPRT AN - 01095905 AU - Tison, Julie AU - Chaudhary, Neil K AU - Preusser Research Group, Incorporated AU - National Highway Traffic Safety Administration TI - Estimated Minimum Savings to the Medicaid Budget in Florida by Implementing a Primary Seat Belt Law PY - 2007/03 SP - 12p AB - A 2003 study estimated that if all States had primary laws from 1995 to 2002, over 12,000 lives would have been saved. Failure to implement a primary belt law creates a real cost to a State’s budget for Medicaid and other State medical expenditures. This study estimates the minimum dollars Florida can expect to save on direct medical costs (primarily paid through Medicaid) by the implementation of a primary seat belt law. The current study analyzed Florida’s 2005 Hospital Discharge Data, including only cases where the external cause of injury was a motor vehicle crash. The total estimated costs to Medicaid, including Traumatic Brain Injury and Spinal Cord Injury costs, from motor vehicle crashes for the first year the injury was incurred for Florida is $105.5 million for the first year and $21.4 million for each year after. In 2005, Florida’s seat belt use rate was 73.9%. Based on the conversion rate one would expect belt use to increase by 10.44% and of those newly belted individuals, at least 50% would avoid injury (based on seat belt effectiveness in reducing injury). The 2005 Federal Government reimbursement rate for Florida’s Medicaid expenditures was 58.76%. Accounting for this reimbursement, the first-year savings to the State by implementation of a primary seat belt law would be about $2.3 million dollars. By the fifth year, the savings would be $4.1 million for that year alone. Florida could expect to save $15.9 million in the first 5 years and $43.1 million over 10 years. KW - Cost savings KW - Florida KW - Medicaid KW - Medical costs KW - Primary seat belt laws KW - Savings KW - Seat belts KW - State laws KW - Traffic crashes UR - http://ntl.bts.gov/lib/26000/26600/26696/4056-810747FLA.pdf UR - https://trid.trb.org/view/855907 ER - TY - RPRT AN - 01095904 AU - Tison, Julie AU - Chaudhary, Neil K AU - Preusser Research Group, Incorporated AU - National Highway Traffic Safety Administration TI - Estimated Minimum Savings to the Medicaid Budget in Colorado by Implementing a Primary Seat Belt Law PY - 2007/03 SP - 12p AB - A 2003 study estimated that if all States had primary seat belt laws from 1995 to 2002, over 12,000 lives would have been saved. Failure to implement a primary seat belt law creates a real cost to a State’s budget for Medicaid and other State medical expenditures. This study estimates the minimum dollars Colorado can expect to save on direct medical costs (primarily paid through Medicaid) by the implementation of a primary seat belt law. The current study analyzed Colorado’s 2005 Hospital Discharge Data, including only cases where the external cause of injury was a motor vehicle crash. The total estimated costs to Medicaid, including Traumatic Brain Injury and Spinal Cord Injury costs, from motor vehicle crashes for the first year the injury was incurred for Colorado is $58.7 million for the first year and $7.7 million for each year after. In 2006, Colorado’s seat belt use rate was 80.3%. Based on a 40% expected conversion rate, one would expect belt use to increase by 7.88%, and of those newly belted individuals at least 50% would avoid injury (based on seat belt effectiveness in reducing injury). However, the Federal Government reimburses States a portion of their Medicaid expenditures. The reimbursement rate for Colorado is 50.0%. Accounting for this reimbursement, the first-year savings to the State by implementation of a primary seat belt law would be about $1.2 million dollars. Colorado could expect to have saved $7.3 million in the first 5 years and $18.2 million over 10 years. KW - Colorado KW - Cost savings KW - Medicaid KW - Medical costs KW - Primary seat belt laws KW - Savings KW - Seat belts KW - State laws KW - Traffic crashes UR - http://ntl.bts.gov/lib/26000/26600/26697/4056-810746CO.pdf UR - https://trid.trb.org/view/855906 ER - TY - RPRT AN - 01095903 AU - Tison, Julie AU - Chaudhary, Neil K AU - Preusser Research Group, Incorporated AU - National Highway Traffic Safety Administration TI - Estimated Minimum Savings to the Medicaid Budget in Missouri by Implementing a Primary Seat Belt Law PY - 2007/03 SP - 12p AB - A 2003 study estimated that if all States had primary laws from 1995 to 2002, over 12,000 lives would have been saved. Failure to implement a primary belt law creates a real cost to a State’s budget for Medicaid and other State medical expenditures. This study estimates the minimum dollars Missouri can expect to save on direct medical costs (primarily paid through Medicaid) by the implementation of a primary seat belt law. The current study analyzed Missouri’s 2005 Hospital Discharge Data, including only cases where the external cause of injury was a motor vehicle crash. The total estimated costs to Medicaid, including Traumatic Brain Injury and Spinal Cord Injury costs, from motor vehicle crashes for the first year the injury was incurred for Missouri was $132.6 million. For subsequent years, the cost is $30.7 million. In 2005, Missouri’s belt use rate was 77.4%. Based on a 40% belt use conversion rate for implementing a primary law, belt use could be expected to increase by 9.04% in Missouri. The Federal government also reimburses a portion of States’ Medicaid expenditures and the 2005 reimbursement rate for Missouri was 61.6%. Accounting for this reimbursement, in the first year after implementing a primary law Missouri could save $2.3 million. In terms of cumulative savings, over the next 10 years, Missouri can expect to save at least $46.8 million on their annual budget in medical costs alone by implementing a primary seat belt law in 2007. KW - Cost savings KW - Medicaid KW - Medical costs KW - Missouri KW - Primary seat belt laws KW - Savings KW - Seat belts KW - State laws KW - Traffic crashes UR - http://ntl.bts.gov/lib/26000/26600/26698/4056-810745MO.pdf UR - https://trid.trb.org/view/855905 ER - TY - RPRT AN - 01095902 AU - Tison, Julie AU - Chaudhary, Neil K AU - Preusser Research Group, Incorporated AU - National Highway Traffic Safety Administration TI - Estimated Minimum Savings to the Medicaid Budget in Arkansas by Implementing a Primary Seat Belt Law PY - 2007/03 SP - 12p AB - A 2003 study estimated that if all States had primary laws from 1995 to 2002, over 12,000 lives would have been saved. Failure to implement a primary belt law creates a real cost to a State’s budget for Medicaid and other State medical expenditures. This study estimates the minimum dollars Arkansas can expect to save on direct medical costs (primarily paid through Medicaid) by the implementation of a primary seat belt law. The current study analyzed Arkansas’s 2005 Hospital Discharge Data, including only cases where the external cause of injury was a motor vehicle crash. The total estimated cost paid by Medicaid from motor vehicle crashes is $36 million for the first year and $6.7 million for each year thereafter. In 2005, Arkansas’s seat belt use rate was 68.3%. Based on this conversion rate one would expect belt use to increase by 12.68% and of those newly belted individuals, at least 50% would avoid injury. In 2005, The Federal Government reimbursed Arkansas at 73.37%. Accounting for this reimbursement, the first year savings to the State by implementation of a primary seat belt law would be about $0.6 million. Arkansas could expect to have saved $4.2 million in the first 5 years and $11.1 million over 10 years. KW - Arkansas KW - Cost savings KW - Medicaid KW - Medical costs KW - Primary seat belt laws KW - Savings KW - Seat belts KW - State laws KW - Traffic crashes UR - http://ntl.bts.gov/lib/26000/26600/26699/4056-810744Ark.pdf UR - https://trid.trb.org/view/855903 ER - TY - RPRT AN - 01050457 AU - Federal Highway Administration AU - Federal Motor Carrier Safety Administration AU - National Highway Traffic Safety Administration AU - Research and Innovative Technology Administration TI - The Importance of Sharing Data PY - 2007/03 SP - 12p AB - The National Highway Traffic Safety Administration (NHTSA), the Federal Highway Administration (FHWA), the Federal Motor Carrier Safety Administration (FMCSA), and Research and Innovative Technology Administration (RITA), are Administrations that are represented on the U.S. DOT Traffic Records Coordinating Committee (TRCC). These Administrations collect data from the States for use in a variety of data-driven systems. The data collected is used extensively for basic research; identifying problem areas; identifying program and rulemaking needs; developing and evaluating programs, rules, and standards; evaluating new technologies; and allocating grants. The 4 Administrations and the entire highway traffic safety community use the data to quantify emerging traffic safety issues and problems, determine priorities, support decision-making and target resources where they will be most effective. Data allows for complete understanding of the nature, causes, and injury outcomes of crashes; and the strategies and interventions that will reduce crashes and their consequences. This paper describes all of the data systems and programs that are supported by data from each of the aforementioned Administrations. KW - Countermeasures KW - Crash causes KW - Crash data KW - Data collection KW - Data sharing KW - Grant aid KW - Highway safety KW - Injuries KW - Research KW - Strategic planning KW - Technology KW - Traffic crashes KW - Traffic data KW - Traffic safety KW - U.S. Federal Aviation Administration KW - U.S. Federal Motor Carrier Safety Administration KW - U.S. National Highway Traffic Safety Administration KW - U.S. Research and Innovative Technology Administration UR - http://www-nrd.nhtsa.dot.gov/Pubs/810687.PDF UR - https://trid.trb.org/view/809336 ER - TY - SER AN - 01050448 JO - Traffic Safety Facts - Research Note PB - National Highway Traffic Safety Administration AU - Masten, Scott TI - The Effects of Changing to Primary Enforcement on Daytime and Nighttime Seat Belt Use PY - 2007/03 IS - HS-810 743 SP - 2p AB - As of January 1, 2007, 25 States and the District of Columbia had enacted primary enforcement of their seat belt laws. Primary enforcement provisions permit law enforcement officers to stop a vehicle solely on the basis of observing a seat belt violation. Primary seat belt laws have been found to increase observed daytime seat belt use, but there is little research to support that such laws have any impact on nighttime seat belt use. Eighteen U.S. jurisdictions have upgraded to primary laws after having had laws with secondary enforcement provisions, which require law enforcement officers to have another reason for stopping a vehicle before citing an occupant for a seat belt violation. This study was conducted to determine how changing from secondary to primary enforcement in six of these States impacted daytime (5 a.m. to 8:59 p.m.) and nighttime (9 p.m. to 4:59 a.m.) occupant belt use. It was found that changing from secondary to primary enforcement of seat belt laws was associated with increased seat belt use during both the daytime and nighttime hours in five of the six States evaluated in this study, even after accounting for preexisting local and national trends towards increased seat belt use. KW - Daylight KW - Highway safety KW - Night KW - Primary law enforcement KW - Seat belts KW - State laws KW - States KW - Traffic law enforcement KW - Traffic safety KW - Trend (Statistics) KW - United States KW - Utilization UR - http://www.nhtsa.dot.gov/people/injury/research/TSF/HS810743/810743.pdf UR - https://trid.trb.org/view/809510 ER - TY - SER AN - 01050447 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, 2004 PY - 2007/03 IS - HS-810 742 SP - 2p AB - In 2004, motor vehicle traffic crashes were the leading cause of death for every age 2 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 would be expected to live had they not died, behind only cancer and heart disease. The table displayed shows the 10 leading causes of death by age group in 2004. 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 - Child restraint systems KW - Children KW - Fatalities KW - Infants KW - Recently qualified drivers KW - Traffic crashes KW - Traffic safety KW - United States KW - Young adults UR - http://www-nrd.nhtsa.dot.gov/Pubs/810742.PDF UR - https://trid.trb.org/view/809424 ER - TY - RPRT AN - 01050033 AU - Quinn-Zobeck, Ann AU - National Highway Traffic Safety Administration TI - Screening and Brief Intervention Tool Kit for College and University Campuses PY - 2007/03 SP - 29p AB - This toolkit focuses on screening and brief intervention as a strategy that can aid in addressing impaired driving. There is compelling evidence that screening and brief intervention is effective in reducing drinking and subsequent impaired driving behaviors among problem drinkers. Screening and brief intervention is a structured set of questions between a person and a counselor or health care provider designed to address alcohol use problems. A screening instrument is used to ask people how much and how often they drink. Brief interventions are short motivational interviews that encourage people to create a plan of action, from reducing their drinking to seeking substance abuse treatment, based on their willingness to change their behavior. This kit for college and university campuses contains the following items: (1) instructions for conducting a brief screening; (2) the Alcohol Use Disorders Identification Test (AUDIT) instrument for screening; (3) handouts on the effects of alcohol, lower-risk drinking strategies and recommended drinking guidelines; (4) kit evaluation form to provide feedback for future improvement; and (5) flyer to advertise free screening events. KW - Alcohol use KW - Behavior KW - College students KW - Countermeasures KW - Drunk drivers KW - Drunk driving KW - Highway safety KW - Impaired drivers KW - Intervention KW - Screening instruments KW - Strategic planning KW - Toolkits KW - Traffic safety KW - Universities and colleges UR - http://www.nhtsa.dot.gov/people/injury/alcohol/StopImpaired/3672Toolkit/BIToolkitwHandouts.pdf UR - http://www.nhtsa.dot.gov/people/injury/alcohol/StopImpaired/3672Toolkit/index.htm UR - https://trid.trb.org/view/807072 ER - TY - SER AN - 01049416 JO - Traffic Safety Facts - Traffic Tech PB - National Highway Traffic Safety Administration TI - Automated Enforcement: A Compendium of Worldwide Evaluations of Results PY - 2007/03 IS - 322 SP - 2p AB - Excessive speeding, red-light-running, and other high-risk behaviors are often associated with crash fatalities and injuries in the United States. Traditional law enforcement alone is not enough to deter high-risk driving behaviors. Automated enforcement systems (AES) use image-capture technology to monitor and/or to enforce traffic control laws. The goal of AES is to significantly increase the perceived chance of being caught, thus creating a change in behavior that will translate into a crash reduction. TransAnalytics, LLC, prepared for the National Highway Traffic Safety Administration (NHTSA) a compendium of automated enforcement approaches and systems implemented around the world and characterized the impacts, based on available research literature. Their findings are summarized in this Traffic Tech fact sheet. KW - Automated enforcement KW - Behavior modification KW - High risk drivers KW - Literature reviews KW - Red light running KW - Speeding KW - Traffic law enforcement UR - http://ntl.bts.gov/lib/30000/30100/30128/810763.pdf UR - https://trid.trb.org/view/809001 ER - TY - SER AN - 01049415 JO - Traffic Safety Facts - Traffic Tech PB - National Highway Traffic Safety Administration TI - Connecticut Tests NHTSA's High Visibility Enforcement Impaired Driving Campaign in 2003 PY - 2007/03 IS - 324 SP - 2p AB - In 2003, Connecticut launched a statewide impaired-driving publicity and enforcement campaign to reduce impaired driving and alcohol-related fatalities. This initiative was a test of the National Highway Traffic Safety Administration's (NHTSA's) High Visibility Enforcement (HVE) impaired driving model. Connecticut's campaign had three components: (1) media with an enforcement message, (2) enhanced periods of enforcement surrounding the July 4th and winter holidays focusing on using sobriety checkpoints, and (3) sustained Driving While Intoxicated (DWI) enforcement between holiday enforcement periods. The model included crackdown periods and sustained enforcement supported by paid and earned media. This Traffic Tech fact sheet summarizes the findings of this test. KW - Connecticut KW - Drunk driving KW - Fatalities KW - Holidays KW - Impaired drivers KW - Law enforcement KW - Mass media KW - Publicity KW - Safety campaigns KW - Sobriety checkpoints UR - http://www.nhtsa.dot.gov/portal/site/nhtsa/template.MAXIMIZE/menuitem.faab46d31ce6710baff82410dba046a0/?javax.portlet.tpst=0f20ab7a9032b29e6be0955e1891ef9a_ws_MX&javax.portlet.prp_0f20ab7a9032b29e6be0955e1891ef9a_viewID=detail_view&itemID=65ee92a9c7b51110VgnVCM1000002c567798RCRD&orderTrafficTechSelect=3D&trafficTechYearSelect=2007&overrideViewName=Report UR - http://ntl.bts.gov/lib/26000/26700/26722/TT324_CN_HVE_ID_Campaign_2003.pdf UR - https://trid.trb.org/view/808995 ER - TY - SER AN - 01049414 JO - Traffic Safety Facts - Traffic Tech PB - National Highway Traffic Safety Administration TI - Estimated Minimum Savings to a State's Medicaid Budget by Implementing a Primary Seat Belt Law: Arkansas, Colorado, Florida, and Missouri PY - 2007/03 IS - 323 SP - 2p AB - For front seat occupants of passenger cars, seat belts can reduce the risk of death by 45% and the risk of serious non-fatal injuries by 50%. One method proven to be successful in increasing belt use is enacting primary seat belt laws in States. According to the National Highway Traffic Safety Administration (NHTSA), passing a primary law can increase seat belt use rates among non-users by 40%. A primary seat belt law allows a police officer to issue a seat belt citation whenever they observe an unbelted front seat occupant. A secondary law allows police to only issue a seat belt citation if the vehicle has been stopped for another violation. Currently, only 25 States have primary laws. A 2003 study estimated that if all States had primary laws from 1995 to 2002, over 12,000 lives would have been saved. Failure to implement a primary belt law creates a real cost to a State’s budget for Medicaid and other State medical expenditures. NHTSA contracted with Preusser Research Group to examine the minimum estimated savings on direct medical costs paid through Medicaid if primary belt laws were implemented in four States: Arkansas, Colorado, Florida, and Missouri. The findings are summarized in this Traffic Tech fact sheet. KW - Arkansas KW - Colorado KW - Costs KW - Florida KW - Health care KW - Medicaid KW - Medical costs KW - Missouri KW - Primary enforcement KW - Primary seat belt laws KW - Savings KW - Seat belts UR - http://www.nhtsa.dot.gov/staticfiles/DOT/NHTSA/Communication%20&%20Consumer%20Information/Traffic%20Tech%20Publications/Associated%20Files/TrafficTech323.pdf UR - http://ntl.bts.gov/lib/26000/26700/26721/TT323_Est_Min_Savings_Medicaid_Cost_AK_CO_FL_MO.pdf UR - https://trid.trb.org/view/808990 ER - TY - RPRT AN - 01049385 AU - Fiorentino, Dary AU - Cure, Magda AU - Kipper, Joshua AU - Southern California Research Institute AU - National Highway Traffic Safety Administration TI - Programs Across the United States That Aid Motorists in the Reporting of Impaired Drivers to Law Enforcement PY - 2007/03//Final Report SP - 76p AB - The objective of this project was to identify States that use a statewide cellular drunk driving reporting program which provides free airtime and allows motorists with cell phones to dial a special number (such as *DUI) to report suspected drunk drivers. Through contacts at the National Highway Traffic Safety Administration Regional Offices and State Highway Safety Offices, researchers identified the entity in each State and United States territory most likely to be able to discuss cellular-telephone-based reporting of impaired drivers. Each person was then contacted via telephone and was asked to provide information regarding the program. Although the information received from States was not always complete, the authors learned that 6 States have dedicated programs to report Driving While Intoxicated (DWI) drivers, and 45 reported “911” or general emergency programs that can be used to report DWI drivers. In most cases, calls to report DWI drivers made from cellular phones are routed to the appropriate law enforcement agency regardless of whether the reporting individual dialed a dedicated number or 911. Both dedicated DWI and 911-type programs may serve equally well in reporting DWI drivers. KW - 911 Emergency Telephone System KW - Cellular telephones KW - Drunk driving KW - Impaired drivers KW - Law enforcement KW - Reporting KW - States UR - http://www.nhtsa.dot.gov/people/injury/alcohol/StopImpaired/3674ProgramsAcrossUS/3674FinalReport2.pdf UR - http://ntl.bts.gov/lib/26000/26600/26658/Programs_Across_the_US_That_Aid_Motorists_in_Reporting_Impaired_Drivers_to_Law_Enforcement__DOT_810_750__March_2007.pdf UR - https://trid.trb.org/view/808917 ER - TY - RPRT AN - 01173205 AU - National Highway Traffic Safety Administration AU - National Latino Council on Alcohol and Tobacco Prevention TI - Priorities for Reducing Alcohol-Related Driving Among Latino Communities PY - 2007/02 SP - 80p AB - Research and data show that Latinos in the United States are at particular risk of death and injury from alcohol-related crashes. In 2006, 42,708 people were killed in motor vehicle traffic crashes. Of those fatalities, 42 percent occurred in alcohol-related crashes. During that same year, 5,405 Latinos were fatally injured in motor vehicle traffic crashes in the United States.Of these fatalities 49 percent were in alcohol-related crashes. In 2002, motor vehicle traffic crashes were the leading cause of death for Latinos age 3 to 8, 11, 14 to 34, and 37. In 2005, motor vehicle traffic crashes were the leading cause of death for every age 3 to 6 and 8 to 34 for the general population. Although the number of fatalities among Latinos in the United States in alcohol-related crashes has decreased from 2,685 in 2005 to 2,645 in 2006, this remains a huge problem and of particular concern to the National Highway Traffic Safety Administration (NHTSA) and the National Latino Council on Alcohol and Tobacco Prevention (LCAT). Accordingly, in February 2007, NHTSA and LCAT, with assistance from the Pacific Institute for Research and Evaluation (PIRE), hosted a meeting as part of an effort to identify and promote effective strategies for reducing impaired driving traffic fatalities and injuries among Latino populations. The meeting was designed to discuss a national strategy to prevent impaired driving in the Latino community, and included national leaders in the fields of driving under the influence (DUI) and alcohol, tobacco, and other drugs (ATOD) prevention, as well as influential members of the Latino community. A Statement of Purpose, developed for the summit, is attached as Appendix A. The one-day summit brought together 50 participants who shared the latest data on drinking and driving in the Latino community, research findings on strategies for reducing impaired driving, and results from demonstration projects that adapted and applied proven strategies for the general population to prevent DUI in Latino communities. Presenters shared the latest data, research, and promising strategies for reducing impaired driving, and participants had the opportunity to discuss issues, exchange ideas, identify additional strategies, and make recommendations for further progress. This report features highlights from the meeting. KW - Alcohol effects KW - Alcohol use KW - Crash data KW - Drunk driving KW - Fatalities KW - Highway safety KW - Hispanics KW - Human factors in crashes KW - Impaired drivers KW - Traffic crashes UR - http://ntl.bts.gov/lib/33000/33200/33248/811263.pdf UR - https://trid.trb.org/view/933455 ER - TY - RPRT AN - 01054058 AU - Vivoda, Jonathon M AU - Eby, David W AU - St Louis, Renee M AU - Kostyniuk, Lidia P AU - University of Michigan Transportation Research Institute AU - National Highway Traffic Safety Administration TI - A Study of Nighttime Seat Belt Use in Indiana PY - 2007/02//Final Report SP - 21p AB - A direct observation study of nighttime seat belt use was conducted in Indiana surrounding the Click It or Ticket (May Mobilization) activities. Two nighttime full statewide surveys were conducted, one in April and the other in June 2006. For this study, the hours between 9:30 p.m. to 5:45 a.m. were defined as nighttime. This time included all hours of darkness between the end of twilight in the evening to the beginning of twilight in the morning during June 2006 in Indianapolis, Indiana. Observations were conducted at roadway intersections, freeway entrance and exit ramps, and road segments using specialized night vision equipment. The nighttime survey waves were designed to coincide with daytime waves already planned for Indiana by the Center for the Advancement of Transportation Safety, and the Indiana Criminal Justice Institute. The first objective of the study was to determine if there was a differential change in daytime versus nighttime seat belt use surrounding the mobilization activities. A secondary objective was to compare daytime to nighttime seat belt use to see if there was lower seat belt use at night, as has been found by others. The comparisons across the mobilization period revealed a statistically significant increase during the day (79.7% and 84.3%, respectively), and a statistically significant decrease at night (79.0% and 74.0%, respectively). These results suggest that the daytime mobilization activities had a positive effect on daytime belt use, but no effect on nighttime belt use. There is no obvious reason for the belt use decrease observed at night during this period. Comparisons were also made between daytime and nighttime belt use within each time period(pre- and post-mobilization). No differences were observed during the pre-mobilization wave, while a statistically significant difference was observed during the post wave. This difference is jointly attributed to the differential effect of the mobilization activities on daytime and nighttime belt use across the mobilization period, and the decrease observed within the nighttime waves. Finally, many of the common daytime trends in belt use (i.e., lower belt use for males than females) were also found at night, with the exception of the effect of age (typically younger motorists buckle up less often) and seating position (typically drivers display higher belt use). KW - Age KW - Click It or Ticket KW - Darkness KW - Daylight KW - Driving KW - Freeways KW - Gender KW - Geometric segments KW - Highway safety KW - Indiana KW - Intersections KW - Night KW - Ramps KW - Safety campaigns KW - Seat belts KW - Seating position KW - Surveys KW - Trend (Statistics) KW - Utilization UR - http://deepblue.lib.umich.edu/bitstream/2027.42/55275/1/99814.pdf UR - http://hdl.handle.net/2027.42/55275 UR - https://trid.trb.org/view/811607 ER - TY - RPRT AN - 01050459 AU - Subramanian, Rajesh AU - Lombardo, Louis AU - National Center for Statistics and Analysis AU - National Highway Traffic Safety Administration TI - Analysis of Fatal Motor Vehicle Traffic Crashes and Fatalities at Intersections, 1997 to 2004 PY - 2007/02//NHTSA Technical Report SP - 121p AB - This report aims to characterize the drivers, infrastructure, and environment associated with fatal motor vehicle traffic crashes that occur at roadway intersections in the United States. Trends of these characteristics have been presented for the eight-year period from 1997 to 2004, the latest year for which such data was available at the time of this analysis. Of particular interest are the type and condition of traffic control devices present at the intersection, potential driver and environment-related contributing factors, as well as violations that were charged to the drivers involved in the crashes. Although fatal crashes represent a small proportion of all motor vehicle traffic crashes, they cause considerable emotional and economic trauma to surviving family members and economic losses to society. In 2004, about 9,400 people were fatally injured in motor vehicle traffic crashes that occurred at intersections or were intersection-related. This represents slightly more than 20 percent of all fatalities that occurred in motor vehicle traffic crashes in the United States. KW - Drivers KW - Environment KW - Fatalities KW - Highway factors in crashes KW - Intersections KW - Traffic control devices KW - Traffic crashes KW - Traffic safety KW - Traffic violations KW - United States UR - http://www-nrd.nhtsa.dot.gov/Pubs/810682.PDF UR - https://trid.trb.org/view/809331 ER - TY - RPRT AN - 01050038 AU - Kellermann, A L AU - Rios, A AU - Wald, M AU - Nelson, S R AU - Dark, K AU - Price, M E AU - Emory University School of Medicine AU - National Highway Traffic Safety Administration TI - Graduated Driver Licensing in Georgia: The Impact of the Teenage and Adult Driver Responsibility Act (TADRA) PY - 2007/02//Final Report SP - 43p AB - The Effectiveness of The Teenage and Adult Driver Responsibility Act (TADRA) passed by the Georgia legislature in 1997, in reducing fatal crashes among 16-year-old drivers was examined using the Fatality Reporting System. Results showed that during the first 5 1/2 years following the enactment of TADRA, the average annual driver crash rate for 16-year-olds declined 36.8%. When these data are compared to three bordering states that did not enact similarly restrictive legislation on 16-year-old drivers, the rate in Georgia (following TADRA enactment) was 34% lower than in Tennessee, 32% lower than in Alabama, and 18% lower than in South Carolina, although prior to the enactment of TADRA in Georgia, these states all had similar fatal crash rates among 16-year-old drivers. This finding strongly suggests that TADRA was responsible for the reduction in crash rate observed in Georgia. KW - 16 Year olds KW - Alabama KW - Countermeasures KW - Crash rates KW - Driver licensing KW - Fatalities KW - Fatality Analysis Reporting System KW - Georgia KW - Graduated licensing KW - Highway safety KW - Legislation KW - South Carolina KW - State laws KW - Teenage and Adult Driver Responsibility Act KW - Teenage drivers KW - Tennessee KW - Traffic crashes KW - Traffic safety UR - http://www.nhtsa.dot.gov/people/injury/NewDriver/3707GDLinGA/GDL_GA.pdf UR - http://www.nhtsa.dot.gov/people/injury/NewDriver/3707GDLinGA/index.html UR - https://trid.trb.org/view/806965 ER - TY - SER AN - 01049413 JO - Traffic Safety Facts - Traffic Tech PB - National Highway Traffic Safety Administration TI - Graduated Driver Licensing in Georgia: The Impact of the Teenage and Adult Driver Responsibility Act (TADRA) PY - 2007/02 IS - 320 SP - 2p AB - Georgia’s Teenage and Adult Driver Responsibility Act (TADRA) was enacted in July 1997 and strengthened in 2001. In addition to introducing the concept of graduated driver licensing (GDL) for 16-year-old drivers, TADRA imposed additional restrictions on drivers up to age 18. These provisions included “zero tolerance” for Driving Under the Influence (DUI) involving underage drivers and automatic license revocation for excessive speeding and other dangerous driving behaviors. To evaluate TADRA, the National Highway Traffic Safety Administration established a cooperative agreement with Emory University. The evaluation compared fatal crash data during the five and a half years before the enactment of TADRA to fatal crash data during the five and a half years after enactment. To control for regional and historical effects, TADRA’s impact in Georgia was compared to adjoining States that did not enact GDL laws during the same period. This Traffic Tech fact sheet summarizes the results of this evaluation. KW - Before and after studies KW - Driver licensing restrictions KW - Drunk driving KW - Fatalities KW - Georgia KW - Graduated licensing KW - High risk drivers KW - Revocation KW - Speeding KW - Teenage and Adult Driver Responsibility Act KW - Teenage drivers KW - Zero tolerance UR - http://www.nhtsa.dot.gov/staticfiles/DOT/NHTSA/Communication%20&%20Consumer%20Information/Traffic%20Tech%20Publications/Associated%20Files/TT320.pdf UR - https://trid.trb.org/view/809003 ER - TY - SER AN - 01049412 JO - Traffic Safety Facts - Traffic Tech PB - National Highway Traffic Safety Administration TI - Nighttime Seat Belt Use Is Lower Than Daytime in New Mexico PY - 2007/02 IS - 321 SP - 2p AB - In June 2005, Preusser Research Group, under contract from the National Highway Traffic Safety Administration, conducted a nighttime seat belt use survey in New Mexico. Previous studies found lower nighttime seat belt use rates in Connecticut, New York and Pennsylvania. This study sought to confirm those findings, using military-grade night-vision technology to collect nighttime belt use data, measuring day and night belt use in both densely and sparsely populated locations throughout New Mexico. This Traffic Tech fact sheet summarizes the study findings. KW - Daylight KW - New Mexico KW - Night KW - Night vision devices KW - Seat belt use KW - Seat belts UR - http://www.nhtsa.dot.gov/portal/site/nhtsa/template.MAXIMIZE/menuitem.faab46d31ce6710baff82410dba046a0/?javax.portlet.tpst=0f20ab7a9032b29e6be0955e1891ef9a_ws_MX&javax.portlet.prp_0f20ab7a9032b29e6be0955e1891ef9a_viewID=detail_view&itemID=7ac8f12429831110VgnVCM1000002c567798RCRD&orderTrafficTechSelect=3D&trafficTechYearSelect=2007&overrideViewName=Report UR - http://ntl.bts.gov/lib/26000/26700/26719/TT321_Nighttime_SB_Use_Lower_Than_Daytime_in_NM.pdf UR - https://trid.trb.org/view/809004 ER - TY - RPRT AN - 01047562 AU - National Highway Traffic Safety Administration TI - The Nation's Top Strategies to Stop Impaired Driving PY - 2007/02 SP - 12p AB - Impaired driving is one of the most serious traffic risks facing the Nation. The impaired-driving problem is complex and requires the full range of countermeasures. Recognizing the challenges that States and communities face in making progress in reducing impaired driving, the National Highway Traffic Safety Administration (NHTSA) is focusing on four strategies that are crucial to making further reduction in the number of annual alcohol-related traffic deaths. These strategies are discussed in this brochure. They include encouraging implementation of high-visibility law enforcement, support for prosecutors and Driving While Intoxicated (DWI) courts, increased use of medical screening and brief intervention for alcohol-abuse problems, and enactment of primary seat belt laws. KW - Alcohol abuse KW - Brochures KW - Countermeasures KW - Courts KW - Drunk drivers KW - Impaired drivers KW - Intervention KW - Law enforcement KW - Medical examinations and tests KW - Primary seat belt laws KW - Prosecution KW - Strategic planning UR - http://www.nhtsa.dot.gov/people/injury/alcohol/StrategiesStopID/index.html UR - https://trid.trb.org/view/807071 ER - TY - RPRT AN - 01047338 AU - Zwicker, T J AU - Chaudhary, N K AU - Maloney, S AU - Squeglia, R AU - Preusser Research Group, Incorporated AU - Connecticut Governor's Highway Safety AU - National Highway Traffic Safety Administration TI - Connecticut's 2003 Impaired-Driving High-Visibility Enforcement Campaign PY - 2007/02//Final Report SP - 64p AB - In 2003, Connecticut initiated a publicity and enforcement campaign to reduce impaired driving and alcohol-related fatalities, particularly among men 21 to 34 years old. The State spent nearly 4 million dollars on the campaign. The campaign began during the July 4th holiday period, was sustained during the summer and fall, and peaked during the Thanksgiving and Christmas holiday period. Statewide telephone surveys indicated that drivers reported significantly more often after the campaign that they had heard about impaired driving in Connecticut and had been through or knew someone who had been through a sobriety checkpoint. Telephone surveys also indicated that more drivers thought State and local police were very strict about enforcing the laws against drinking and driving and that a driver who had been drinking was very likely to be stopped by police. Patterns were similar for men 21 to 34 years old. Roadside surveys of driver blood alcohol concentrations (BAC) indicated a significant decrease in the proportion of drivers with a positive BAC at the end of the campaign compared to the previous year. In addition, Autoregressive Integrated Moving Average analyses of the alcohol-related fatality trend for the State and for men 21 to 34 indicated that both rates decreased significantly, by an estimated 2.6 and 1.6 fewer fatalities each month. The total lives saved amounted to 47 statewide and 29 for men 21 to 34 in the year and a half following the campaign's start. KW - Blood alcohol levels KW - Connecticut KW - Countermeasures KW - Crash causes KW - Drunk drivers KW - Drunk driving KW - Fall KW - Fatalities KW - Highway safety KW - Holidays KW - Human factors in crashes KW - Impaired drivers KW - Males KW - Publicity KW - Sobriety checkpoints KW - Summer KW - Surveys KW - Traffic crashes KW - Traffic law enforcement KW - Traffic safety KW - Young adults UR - http://www.nhtsa.dot.gov/people/injury/alcohol/StopImpaired/3025ConnImpDriving/pages/Contents.html UR - http://ntl.bts.gov/lib/26000/26600/26640/Connecticut_s_2003_Impaired_-Driving_High_Visibility_Enforcement_Campaign__DOT_HS_810_689__Feb_2007.pdf UR - https://trid.trb.org/view/806780 ER - TY - SER AN - 01046212 JO - Traffic Safety Facts - Research Note PB - National Highway Traffic Safety Administration AU - Glassbrenner, Donna AU - Ye, Jianqiang TI - Child Restraint Use in 2006--Overall Results PY - 2007/02 IS - HS-810 737 SP - 8p AB - The majority of young children riding in motor vehicles in the United States continued to be restrained by some type of child safety seat or seat belt, with 98% of infants and 89% of children ages 1 to 3 so restrained in 2006. This result is from the National Occupant Protection Use Survey (NOPUS), which provides the only 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 (NHTSA). The 2006 survey also found the following: Children between the ages of 4 and 7 continued to be restrained at somewhat lower rates than younger children, with 78% of these children restrained by a safety seat or seat belt in 2006; Most children continued to ride in the rear seat of vehicles - in 2006, 93% of infants, 94% of children ages 1 to 3, and 91% of children ages 4 to 7 rode in the rear seat; Child restraint use continued to be higher in the West than other parts of the country in 2006; Child restraint use continued to be lower when the driver was unbelted than for belted drivers in 2006. KW - Child restraint systems KW - Children KW - Infants KW - National Occupant Protection Use Survey KW - Preschool children KW - Rear seat occupants KW - Seat belts KW - United States UR - http://www-nrd.nhtsa.dot.gov/Pubs/810737.pdf UR - https://trid.trb.org/view/806397 ER - TY - ABST AN - 01490678 TI - Advanced Crash Avoidance Technologies Program (ACAT) I - GM/VTTI Backing Crash Countermeasures Project AB - The focus of the Advanced Crash Avoidance Technologies (ACAT) Backing Crash Countermeasure Project is to develop a safety impact methodology that will facilitate the estimation of safety benefits that would be realized from a prototype backing countermeasure system. This research will determine if a safety impact methodology is feasible and what additional work is needed to develop a safety impact methodology that can be used to estimate the effectiveness of backing-crash countermeasures. KW - Countermeasures KW - Crash avoidance systems KW - Highway safety KW - Prototypes KW - Safety benefits KW - Technological innovations UR - http://www.nhtsa.gov/DOT/NHTSA/Traffic%20Injury%20Control/Research%20In%20Progress/files/AdvancedCrashAvoidanceTechnologiesProgram(ACAT)IGMVTTI.pdf UR - https://trid.trb.org/view/1260388 ER - TY - ABST AN - 01490677 TI - Advanced Crash Avoidance Technologies Program (ACAT) I - Volvo-Ford-UMTRI Project AB - The Volvo Cars, Ford Motor Company, and the University of Michigan Transportation Research Institute (UMTRI) Advanced Crash Avoidance Technologies (ACAT) I project team is focused on unsafe lane departures. This research will investigate the development of a safety impact methodology that can estimate the safety benefits of lane departure countermeasures. The results of this research will verify if a safety impact methodology for the estimate of lane departure countermeasure safety benefits is feasible. KW - Countermeasures KW - Crash avoidance systems KW - Highway safety KW - Lane departures KW - Ran off road crashes KW - Safety benefits KW - Technological innovations UR - http://www.nhtsa.gov/DOT/NHTSA/Traffic%20Injury%20Control/Research%20In%20Progress/files/AdvancedCrashAvoidanceTechnologiesProgram(ACAT)VolvoFordUMTRI.pdf UR - https://trid.trb.org/view/1260387 ER - TY - RPRT AN - 01138236 AU - National Highway Traffic Safety Administration TI - Crashworthiness Data System: 2007 Coding and Editing Manual. National Automotive Sampling System PY - 2007/01 SP - 1196p AB - The NASS CDS data sets for calendar year 2007 document 4,963 crashes, 8,965 vehicles, and 10,809 occupants suffering 29,829 injuries. KW - Coding systems KW - Crash injuries KW - Crashworthiness KW - Data collection KW - Highway safety KW - Sampling KW - Statistical analysis KW - Traffic crashes UR - https://trid.trb.org/view/898286 ER - TY - RPRT AN - 01108895 AU - National Highway Traffic Safety Administration TI - Priorities and Strategies for Improving the Investigation, Use of Toxicology Results, and Prosecution of Drug-Impaired Driving Cases - Findings and Recommendations PY - 2007/01 SP - 28p AB - In May 2004, a group representing toxicologists, drug recognition experts (DREs), and prosecutors active in the area of driving under the influence of drugs (DUID) cases, was convened under the auspices of the National Safety Council’s Committee on Alcohol and Other Drugs (CAOD), and its subcommittee on Drugs: Pharmacology and Toxicology. The panel was charged with identifying problems with the current system of prosecuting drug-impaired driving cases, from the point of detection through adjudication. The discussions were wide ranging, and this report focuses on the recurrent themes and major issues identified. Issues discussed include problems with processing a drug-impaired driving case through the criminal justice system; current laws; resources to promote prosecution of DUID cases; priorities for advancing the enforcement and prosecution of drug-impaired driving. KW - Adjudication KW - Criminal justice KW - Drugged drivers KW - Highway safety KW - Impaired drivers KW - Law KW - Law enforcement KW - Prosecution KW - Strategic planning KW - Toxicology KW - Traffic safety UR - http://ntl.bts.gov/lib/26000/26700/26712/Priorities___Strategies_for_Improving_the_Investigation___Adjudication_of_DUID_Cases.pdf UR - https://trid.trb.org/view/865199 ER - TY - RPRT AN - 01105378 AU - Hedlund, James H AU - Leaf, William A AU - National Highway Traffic Safety Administration TI - Countermeasures That Work: A Highway Safety Countermeasure Guide For State Highway Safety Offices PY - 2007/01//Second Edition SP - 246p 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 that 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 belts, aggressive driving and speeding, distracted and fatigued driving, motorcycle safety, young drivers, older drivers, pedestrians, and bicyclists. KW - Aged drivers KW - Aggression KW - Alcohol use KW - Costs KW - Countermeasures KW - Cyclists KW - Distraction KW - Drivers KW - Drunk driving KW - Effectiveness KW - Fatigue (Physiological condition) KW - Highway safety KW - Impaired drivers KW - Implementation KW - Motorcycle safety KW - Pedestrians KW - Seat belts KW - Speeding KW - State highway departments KW - States KW - Strategic planning KW - Teenage drivers KW - Traffic safety KW - Utilization KW - Young adults UR - http://www.nhtsa.dot.gov/portal/nhtsa_static_file_downloader.jsp?file=/staticfiles/DOT/NHTSA/Traffic%20Injury%20Control/Articles/Associated%20Files/811081.pdf UR - http://ntl.bts.gov/lib/26000/26600/26660/Countermeasures_That_Work_2007_DOT_HS_810_710.pdf UR - https://trid.trb.org/view/865100 ER - TY - RPRT AN - 01098925 AU - Lacey, John H AU - Kelley-Baker, Tara AU - Furr-Holden, Debra AU - Brainard, Katharine AU - Moore, Christine AU - Pacific Institute for Research and Evaluation AU - National Highway Traffic Safety Administration TI - Pilot Test of New Roadside Survey Methodology for Impaired Driving PY - 2007/01//Final Report SP - 104p AB - This study developed and tested procedures to enhance roadside survey procedures to include collecting and analyzing oral fluid and blood samples from the nighttime weekend driving population. Roadside surveys involve collecting information from a random sample of drivers. In the past, they have been used to measure the extent of alcohol use in the nighttime driving population in order to establish regular measures of that activity, which is a measure of progress in reducing impaired driving. This study developed and tested techniques to extend the scope of that measurement to drugs other than alcohol. Breath and oral fluid samples were successfully collected from over 600 drivers at 6 locations across the United States. Blood samples were obtained from approximately half of those subjects. Laboratory analyses for alcohol and other drugs were conducted on the oral fluid and blood samples. Procedures and results are described in this report. The findings indicate that this form of expanded roadside survey is practicable in the United States. The intent of this Pilot Test was to develop and test procedures that would be used in the next full-scale national roadside survey. It was not designed to yield a nationally-representative sample of the nighttime weekend driving population; thus the results are not representative of the United States as a whole. KW - Alcohol blood tests KW - Alcohol tests KW - Blood tests (Drugs) KW - Drugged drivers KW - Drunk drivers KW - Night KW - Oral fluid tests (Alcohol/Drugs) KW - Pilot studies KW - Roadside surveys KW - Weekends UR - http://www.nhtsa.dot.gov/staticfiles/DOT/NHTSA/Traffic%20Injury%20Control/Articles/Associated%20Files/PilotTest_NRSM.pdf UR - http://ntl.bts.gov/lib/26000/26600/26657/Pilot_Test_NRS_Methodology_HS_810_704_January_2007.pdf UR - https://trid.trb.org/view/859197 ER - TY - RPRT AN - 01098924 AU - Solomon, Mark G AU - Chaudhary, Neil K AU - Preusser, David F AU - Preusser Research Group, Incorporated AU - National Highway Traffic Safety Administration TI - Daytime and Nighttime Seat Belt Use at Selected Sites in New Mexico PY - 2007/01//Final Report SP - 28p AB - Observational surveys of seat belt use were conducted at 108 observation sites across New Mexico during both daytime and nighttime hours. Belt use at night measured 6.2 percentage points lower than daytime. Belt use was related to sex, vehicle type, road type and population density. Increasing seat belt usage among occupants traveling at night could substantially lessen injury and fatality rates among passenger vehicle occupants. KW - Daylight KW - Gender KW - New Mexico KW - Night KW - Population density KW - Seat belt use KW - Seat belts KW - Surveys KW - Types of roads KW - Vehicle classification UR - http://www.nhtsa.dot.gov/people/injury/research/pub/HS810705/ UR - http://ntl.bts.gov/lib/26000/26600/26643/Daytime_and_Nighttime_SB_Use_at_Slected_Sites_in_NM__DOT_HS_810_705__Jan_2007.pdf UR - https://trid.trb.org/view/859189 ER - TY - RPRT AN - 01095914 AU - Campbell, John L AU - Richard, Christian M AU - Brown, James L AU - McCallum, Marvin AU - Battelle AU - National Highway Traffic Safety Administration TI - Crash Warning System Interfaces: Human Factors Insights and Lessons Learned PY - 2007/01//Final Report SP - 184p AB - The goal of this project has been to develop human factors insights and lessons learned for crash warning devices that emphasize driver performance and safety. The project reflects an important review of the human factors literature associated with the effective implementation of crash warning system interfaces; the lessons learned from this literature were characterized in terms of guidelines for interface design and driver performance. This document is intended to highlight issues to be addressed and provide guidance in the development of Collision Warning Systems (CWSs); the guidelines presented here reflect the best-available human factors information, and are neither requirements nor mandates. Information is presented on a variety of topics relevant to the driver-vehicle interface (DVI) of CWS devices. Chapters 2 through 11 contain the design guidelines produced through this effort. Chapter 2 provides general guidelines for CWS design, and focuses on issues associated with levels of warning and the prioritization of warnings, as well as recommendations for preventing false and nuisance alarms. Chapter 3 provides guidelines for presenting auditory warnings and focuses on the selection and design of various options for auditory warnings, including simple tones, earcons, auditory icons, and speech messages. Chapter 4 provides guidelines for visual warnings, focusing on recommendations for using visual displays and on determining the most appropriate visual display. Chapter 5 provides guidelines for haptic warnings, focusing on recommendations for using haptic displays and on determining the most appropriate haptic warnings. Chapter 6 provides a set of guidelines for selecting and designing user controls for CWS devices. Chapters 7, 8, and 9 provide–respectively–guidelines for forward collision (headway warning), lane change (blind spot warning) and road departure warnings; each of these chapters provides guidance on developing both cautionary and imminent warnings, as well as device-specific guidance for visual, auditory, and haptic warnings. Chapter 10 provides a series of guidelines specific to heavy truck and bus applications. KW - Auditory warnings KW - Collision warning systems KW - Crash avoidance systems KW - Design KW - Driver vehicle interfaces KW - Guidelines KW - Human factors KW - Lessons learned KW - Literature reviews KW - Tactile warning devices KW - Visual warnings UR - http://www.nhtsa.gov/DOT/NHTSA/NRD/Multimedia/PDFs/Crash%20Avoidance/2007/CWS_HF_Insights_Task_5_Final_Rpt.pdf UR - https://trid.trb.org/view/855925 ER - TY - RPRT AN - 01047337 AU - National Highway Traffic Safety Administration TI - National Agenda for Motorcycle Safety Implementation Guide PY - 2007/01 SP - 65p AB - The National Agenda for Motorcycle Safety (NAMS) is a comprehensive plan to improve United States motorcycle safety in the 21st century. It was published in November 2000 and contained 82 individual recommendations to address the full range of topics and strategies relevant to motorcycle safety: human, vehicle, environmental, and social factors to prevent crashes, reduce injuries in crashes, and care for people injured in crashes. About half of the NAMS recommendations are directed to States and communities. These NAMS recommendations provide overall goals and general methods for achieving these goals but do not suggest specific action steps. This guide attempts to fill this gap. Its purpose is to help State and community organizations improve motorcycle safety by implementing relevant NAMS recommendations. The guide is divided into seven chapters, as follows: 1. Alcohol and other drugs; 2. Personal protective equipment; 3. Motorcycle operator training and education; 4. Licensing; 5. Motorist education; 6. Highway and environment; 7. Management. KW - Alcohol use KW - Communities KW - Countermeasures KW - Crash injuries KW - Driver licensing KW - Drugged drivers KW - Drunk drivers KW - Drunk driving KW - Education and training KW - Highways KW - Human factors KW - Implementation KW - Management KW - Motorcycle crashes KW - Motorcycle driving KW - Motorcycle helmets KW - Motorcycle safety KW - Motorcycles KW - Motorcyclists KW - Prevention KW - Recommendations KW - Social factors KW - States KW - Traffic crash victims KW - United States UR - http://www.nhtsa.dot.gov/people/injury/pedbimot/motorcycle/NAMS2006/pages/TOC.htm UR - https://trid.trb.org/view/806839 ER - TY - RPRT AN - 01043054 AU - National Highway Traffic Safety Administration TI - The New Car Assessment Program Suggested Approaches for Future Program Enhancements PY - 2007/01 SP - 26p AB - The National Highway Traffic Safety Administration (NHTSA) is an integral part of the United States Department of Transportation (DOT) and its mission is to save lives, prevent injuries, and reduce traffic-related health care and other economic costs associated with motor vehicle use and highway travel. To accomplish this, NHTSA collects and analyzes motor vehicle crash data, and develops, promotes, and implements educational programs, vehicle safety standards, research, and enforcement programs. In 1979, NHTSA created the New Car Assessment Program (NCAP) to improve occupant safety by developing and implementing meaningful and timely comparative safety information that encourages manufacturers to voluntarily improve the safety of their vehicles. Since that time, the agency has improved the program by adding rating programs, providing information to consumers in a more user friendly format, and substantially increasing accessibility to the information via the website, www.safercar.gov. The program has strongly influenced manufacturers to build vehicles that consistently achieve high ratings, thereby increasing the safety of vehicles. However, the success of the NCAP requires change if manufacturers are to be continually challenged to make voluntary safety improvements to their vehicles. The opportunities for NCAP to be changed and improved are a result of: changes in the vehicle fleet and resulting crash dynamics; advances in injury criteria and test devices; the development and deployment of vehicle technologies that have the potential to improve safety; and new approaches in the presentation of NCAP ratings information for consumers. The agency plans to continue enhancing its NCAP crashworthiness (those aspects of a vehicle that protect occupants during a crash) and crash avoidance (those aspects of a vehicle that help avoid the crash) activities by challenging manufacturers, and by providing consumers with relevant information to aid them in their new car purchasing decisions. This document describes the opportunities that exist and some approaches to address them. KW - Consumer information KW - Consumer protection KW - Crash avoidance systems KW - Crashworthiness KW - Improvements KW - Industries KW - New Car Assessment Program KW - U.S. National Highway Traffic Safety Administration KW - Vehicle safety UR - http://ntl.bts.gov/lib/30000/30100/30127/810698.pdf UR - https://trid.trb.org/view/803465 ER - TY - CONF AN - 01576643 AU - Chauvel, C AU - Cayet, S AU - National Highway Traffic Safety Administration TI - Automatic Emergency Calls in France PY - 2007 SP - 15p AB - In Europe, during 2004, 1.7 million people were injured in road accidents and 43,500 were killed. Fast and effective care of polytraumatized people by the emergency services can reduce the number of those seriously injured and killed. An automatic emergency call system has been installed on PSA passenger cars in France and in seven other European countries. It is an integrated car radio/GSM/GPS system that can be used with a SIM card. When an accident occurs, a call is sent automatically to a telephone call centre. Knowing the geographic location, the vehicle and owner identity and the possibility of communicating directly with the persons involved enables the nearest emergency services to be called out. In this context, the LAB has set up a study aimed at evaluating the effectiveness of these systems. It consists of: (1) an accident analysis study; (2) a questionnaire, sent to persons involved, aimed at estimating the time saved to get to the scene; (3) a judgement of the emotional reassurance brought to the vehicle occupants During the system's first years of operation, about forty cases have been studied in detail, using accident analysis investigation procedures. The initial findings show that pinpointing the exact accident location enables the emergency services to reach the scene very quickly. In addition, some important vehicles characteristics are transmitted to them. A future system improvement could be the calculation of the accident’s severity, the impact type and the number of people involved. The development of this automatic call equipment should continue in France and in Europe. It will be an additional tool in the fight against road injury and death, particularly for accidents at night, involving single vehicles and in isolated areas. The purpose of this article is to explain the method of investigation used and present the first experimental feedback. U1 - 20th International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationLyon,France StartDate:20070618 EndDate:20070621 Sponsors:National Highway Traffic Safety Administration KW - Automatic vehicle location KW - Crash injuries KW - Emergency response time KW - Europe KW - Fatalities KW - France KW - Global Positioning System KW - Hazards and emergency operations KW - Traffic crashes UR - http://www-nrd.nhtsa.dot.gov/departments/esv/20th/ UR - https://trid.trb.org/view/1367943 ER - TY - CONF AN - 01576632 AU - Barbat, Saeed AU - LI, Xiaowei AU - Prasad, Priya AU - National Highway Traffic Safety Administration TI - Vehicle-to-Vehicle Front-to-Side Crash Compatibility Analysis Using a CAE Based Methodology PY - 2007 SP - 8p AB - Fundamental physics and numerous field studies have clearly shown a higher fatality risk for occupants in smaller and lighter vehicles when colliding with the heavier one, especially when the struck vehicle is a passenger car and the striking vehicle is a light trucks and vans (LTV) or an sport utility vehicle (SUV). The consensus is that the significant parameters influencing compatibility in front-to-side crashes are geometric interaction, vehicle stiffness, and vehicle mass. The effect of each individual design parameter, however, is not clearly understood. A finite element (FE) model-based design of experiments (DOE) methodology focused on evaluating the effects of a few striking vehicle design variables on dummy responses of the struck vehicle in front-to-side impact was developed. This study utilized a deterministic approach including optimally spaced Latin hypercube sampling which allowed analytical prediction equations for dummy responses to be generated from twenty-one simulation runs. Selected response variables were the dummy injury measures Thoracic Trauma Index (TTI) and pelvis acceleration. Several multi-dimensional response surfaces were constructed based on the simulation results and found to be well correlated (R²=0.83 and R²=0.94 for TTI and pelvis acceleration, respectively). Results indicate that lower front-end structures in vehicle-to-vehicle front-to-side collisions have the greatest effect on reducing (struck vehicle driver) TTI than other design variables. This was found to contrast the pelvic acceleration results, which tended to increase with lower front structure height of the striking vehicle. The stiffness and mass showed moderate significance on the TTI with less mass effect than stiffness. The mass showed no significant effect on the pelvis acceleration. U1 - 20th International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationLyon,France StartDate:20070618 EndDate:20070621 Sponsors:National Highway Traffic Safety Administration KW - Crash injuries KW - Crash victim simulation KW - Finite element method KW - Frontal crashes KW - Light vehicles KW - Lower extremities KW - Side crashes KW - Sport utility vehicles KW - Thoracic Trauma index UR - http://www-nrd.nhtsa.dot.gov/departments/esv/20th/ UR - https://trid.trb.org/view/1367995 ER - TY - CONF AN - 01576610 AU - Grygier, Paul A AU - Garrott, W Riley AU - Salaani, M Kamel AU - Heydinger, Gary J AU - Schwarz, Chris AU - Brown, Tim AU - Reyes, Michelle AU - National Highway Traffic Safety Administration TI - Study of Heavy Truck Air Disc Brake Effectiveness on the National Advanced Driving Simulator PY - 2007 SP - 15p 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 first is a modified Scam (larger drums and shoes) and the second is an 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 was recorded. The results of this study show that the drivers who used the air disc brakes will have fewer collisions in the emergency scenarios than those drivers using standard S-cam brakes or those using the enhanced Scam brakes. The fundamental hypothesis that this research validates can be phrased in this question: “Does reducing heavy truck stopping distance decrease the number and severity of crashes in situations requiring emergency braking?” U1 - 20th International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationLyon,France StartDate:20070618 EndDate:20070621 Sponsors:National Highway Traffic Safety Administration KW - Disc brakes KW - Driving simulators KW - Emergency brakes KW - Fatalities KW - Truck crashes KW - Trucks KW - Vehicle dynamics UR - http://www-nrd.nhtsa.dot.gov/departments/esv/20th/ UR - https://trid.trb.org/view/1367798 ER - TY - CONF AN - 01576602 AU - Augenstein, Jeffrey AU - Digges, Kennerly AU - Perdeck, Elana AU - Stratton, James AU - Bahouth, George AU - Baur, Peter AU - Messner, George AU - National Highway Traffic Safety Administration TI - Application of ACN Data to Improve Vehicle Safety and Occupant Care PY - 2007 SP - 5p AB - In MaY 2007 nearly all of the BMW's sold in the United States (US) will be equipped with an Automatic Crash Notification System (ACN) called "BMW Assist". The service is provided to the customer for a period of 4 years free of charge. This fleet of BMW's will notify the Telematics Service Provider (TSP) when they have been in moderate or severe crashes. This service will continue to be provided for a period of 4 years. The resulting body of information will be of unprecedented value for research purposes. For example, researchers will be able to determine the time between the initiation of the emergency call and the arrival of rescue. For cases with long rescue times research can focus on ways to shorten the time and improve the service. In addition, cases with injuries can be identified as candidates for in-depth investigation. This capability will resolve one of the greatest impediments to crash investigation research -- how to find crashes of interest. Finally, by having a complete census of all crashes involving ACN equipped vehicles less than four years old, the crash exposure can be determined and crash involvement risks can be accurately calculated. When combined with sales exposure data, the crash involvement rates will permit the benefits of accident avoidance countermeasures to be assessed. There is no other data system that will provide the resolution or accuracy of this system -- particularly for the assessment of crash avoidance countermeasures. U1 - 20th International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationLyon,France StartDate:20070618 EndDate:20070621 Sponsors:National Highway Traffic Safety Administration KW - Automatic crash notification KW - BMW Automobile KW - Crash injuries KW - Crash investigation KW - Telematics KW - United States KW - Vehicle occupant rescue KW - Vehicle safety UR - http://www-nrd.nhtsa.dot.gov/departments/esv/20th/ UR - https://trid.trb.org/view/1368088 ER - TY - CONF AN - 01576596 AU - Jermakian, Jessica Steps AU - Kallan, Michael J AU - Arbogast, Kristy B AU - National Highway Traffic Safety Administration TI - Abdominal Injury Risk for Children Seated in Belt Positioning Booster Seats PY - 2007 SP - 6p AB - Previous studies have demonstrated that booster seats reduce the risk of seat belt syndrome, in particular the occurrence of abdominal organ injuries, by improving the fit of the seat belt on young children and encouraging better posture and compatibility with the vehicle seat itself. However, other researchers have shown that abdominal injuries are still prevalent even with the use of booster seats. In the US, as booster seat use increases and more data become available, particularly on older children in booster seats, the abdominal injury risk to these children should be revisited. Therefore the objective of this study was to quantify the time trend increase in appropriate restraint for rear row(s) seated children age 4 to 7 years old and define the prevalence of abdominal injuries in those restrained by belt-positioning booster seats. A probability sample of 4,517 crashes involving 5,259 children, weighted to represent 89,588 children in 77,153 crashes was collected from an on-going child specific crash surveillance system between December 1, 1998, and December 31, 2005. Appropriate restraint, including the use of belt positioning boosters, increased from 17% to 67% among 4 to 7 year olds during the time period of data collection. In frontal impacts, abdominal injuries occurred among 0.25% of all 4- to 7-year-olds, including 0.32% of those in seat belts and 0.04% of those in belt-positioning booster seats. Among children restrained in belt positioning booster seats, we were not able to detect a difference in the risk of abdominal injuries between the age groups This study, conducted on a dataset with increased booster use by 6 and 7 year olds, confirms previous analyses that point to a reduced abdominal injury risk for children in belt-positioning booster seats. Abdominal injuries still occurred in some booster-seated children, however, suggesting the need for further in-depth study into the circumstances surrounding these injuries. U1 - 20th International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationLyon,France StartDate:20070618 EndDate:20070621 Sponsors:National Highway Traffic Safety Administration KW - Abdomen KW - Booster seats KW - Child restraint systems KW - Children KW - Crash injuries KW - Risk analysis KW - Seat belts UR - http://www-nrd.nhtsa.dot.gov/departments/esv/20th/ UR - https://trid.trb.org/view/1367747 ER - TY - CONF AN - 01576588 AU - Martinez, Luis AU - Guerra, Luis J AU - Ferichola, Gustavo AU - Garcia, Antonio AU - Yang, Jikuang AU - National Highway Traffic Safety Administration TI - Stiffness Corridors of the European Fleet for Pedestrian Simulations PY - 2007 SP - 15p AB - Multibody simulations of pedestrian impact scenarios as well as pedestrian accident reconstructions have been used and improved through the years to enhance the pedestrian protection (Lestrelin 1980, Wismans 1982 to Van Hoof 2003, Yao 2005). In these years, pedestrian multibody models have been developed and validated extensively but there has not been a uniform approach to the pedestrian-vehicle contact interactions. In general, the reference values used for the stiffnesses of the impacted cars were individually obtained for each car through testing (Mizuno 2000) or through FEM simulations (Van Rooij 2003). This paper aims to define and supply to the research community appropriate and wide test based estimates on the stiffnesses of the European vehicles front parts for pedestrian simulations through the development of a set of stiffness corridors based on the pedestrian subsystem tests from European New Car Assessment Program (EuroNCAP) Based on the 425 tests that EuroNCAP has made available for APROSYS SP3 sub-project, this paper defines procedures to derive the vehicle stiffness out of these pedestrian tests. Moreover, these methodologies are applied extensively to these 425 tests to build a set of stiffness corridors for the different vehicle front parts areas. Finally, some guidelines are included in the paper to use appropriately the obtained corridors to simulate properly the different current European vehicles. U1 - 20th International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationLyon,France StartDate:20070618 EndDate:20070621 Sponsors:National Highway Traffic Safety Administration KW - Crash reconstruction KW - European New Car Assessment Program KW - Impact tests KW - Pedestrian safety KW - Pedestrian-vehicle crashes KW - Simulation KW - Stiffness UR - http://www-nrd.nhtsa.dot.gov/departments/esv/20th/ UR - https://trid.trb.org/view/1368004 ER - TY - CONF AN - 01576577 AU - Fisher, Michael AU - Kolb, James AU - Cole, Suzanne AU - National Highway Traffic Safety Administration TI - Enhancing Future Automotive Safety with Plastics PY - 2007 SP - 6p AB - A revolution in automotive technology is underway globally. Automobiles of the 21st century will feature radically improved safety and sustainability attributes. Safety Research and Development (R&D) is embracing active and passive systems, and advanced vehicle propulsion R&D is tackling cleaner, more reliable energy sources. The innovations currently under development across multiple transportation venues including aerospace have the potential to alter automotive vehicle designs and supporting infrastructures around the globe by 2025. These revolutionary changes suggest a critical need to rethink vehicle architecture and materials requirements. Versatile, durable, and lightweight plastics, plastic composites and plastic-metal hybrid materials that increase the efficiency, crashworthiness, and functionality of today’s vehicles hold immense potential to radically enable and optimize advanced vehicle technologies for the future. An important step was taken in this direction in 2002 when the Plastics Division of the American Chemistry Council (ACCPD) then known as the American Plastics Council, published Plastics in Automotive Markets—Vision and Technology Roadmap1 to help define this potential. Recognizing this need and building on Plastics in Automotive Markets, ACCPD sponsored a Technology Integration Workshop in November 2005 to begin exploring the full potential of polymer-based materials to enhance next-generation systems (passive and active) for superior automotive safety. The National Highway Traffic Safety Administration (NHTSA) Office of Vehicle Safety Research contributed its expertise to the process. R&D priorities were explored in four automotive areas (Interiors, Body/Exterior, Powertrain & Chassis, Lightweighting). The Technology Integration Workshop Report provides a baseline for a more expansive safety road mapping effort examining Plastic and Composite Intensive Vehicles (PCIVs) that will reflect the consensus of leading technology developers, polymer and composite researchers, automotive safety engineers, designers, manufacturers, and government. This collaborative approach will also help industry, academia, and the government labs identify opportunities for new partnerships to pursue specific technologies or opportunities and will aid NHTSA in coordinating R&D and leveraging resources. This paper explores the role of the Plastics Industry in facilitating development of Future Vehicle Architectures with enhanced active and passive systems for improved automotive safety worldwide. U1 - 20th International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationLyon,France StartDate:20070618 EndDate:20070621 Sponsors:National Highway Traffic Safety Administration KW - Active safety systems KW - Crashworthiness KW - Passive restraint systems KW - Plastics KW - Technological innovations KW - Vehicle design KW - Vehicle safety UR - http://www-nrd.nhtsa.dot.gov/departments/esv/20th/ UR - https://trid.trb.org/view/1367949 ER - TY - CONF AN - 01576573 AU - Menon, Rajiv AU - Ghati, Yoganand AU - Jain, Prashant AU - National Highway Traffic Safety Administration TI - MADYMO Simulation Study to Optimize the Seating Angles and Belt Positioning of High Back Booster Seats PY - 2007 SP - 12p AB - Data from the Partners for Child Passenger Study shows that booster seat use among children ages 4-7 years has increased and its use is beneficial in terms of injury risk when compared to vehicle seat belts. However, results from sled tests with a 6-year-old Hybrid III anthropomorphic test device (ATD) in four different high back booster seats (HBB) at a speed (56 km/h) higher than current compliance requirements (48 km/h) did not show corresponding benefits in some designs. Potential hypothesis for the apparent differences are 1) the lack of biofidelity of the ATD spine and neck 2) lack of high severity crash data from the field and 3) the possible differential performance of different HBB due to their design. A number of studies aimed at improving the biofidelity of the ATD have been done, but no study has looked at the differential performance of the HBB due to their design. The study objective was to use mathematical models to investigate and assess the Hybrid III 6-year-old ATD performance due to the variation in seating angles of a HBB and seat belt positioning across the ATD. Mathematical models of the HBB and FMVSS 213 bench seat were developed using the multi-body MADYMO software. The standard MADYMO 6- year-old ATD model was used to assess the performance. This model was validated against a sled test and further parametric analyses were conducted. Parameters changed were the overall angle and the base angle of the HBB and the seat belt routing angle. The standard injury metrics (HIC, head and chest accelerations, Nij, and excursions) were used to quantify the ATD performance. The study demonstrated that by optimizing the ATD seating posture and the belt positioning across its chest, improved ATD performance is achieved. An optimized angle of 5 degrees for base angle and 100 degrees for overall angle of the HBB, in combination with a belt angle of 40 degrees achieved better performance than the validated baseline model. U1 - 20th International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationLyon,France StartDate:20070618 EndDate:20070621 Sponsors:National Highway Traffic Safety Administration KW - Booster seats KW - Children KW - Crash data KW - Crash injuries KW - Dummies KW - MADYMO (Computer program) KW - Seat belts KW - Simulation KW - Sled tests UR - http://www-nrd.nhtsa.dot.gov/departments/esv/20th/ UR - https://trid.trb.org/view/1368104 ER - TY - CONF AN - 01576572 AU - Ivarsson, B Johan AU - Crandall, Jeff R AU - Burke, Christine AU - Stadter, Greg AU - Grabowski, Jurek AU - Fakhry, Samir AU - Fredriksson, Rikard AU - Nentwich, Matthias AU - National Highway Traffic Safety Administration TI - Pedestrian Head Impact - What Determines the Likelihood and Wrap Around Distance? PY - 2007 SP - 11p AB - The current study evaluates the influence of impact speed, pedestrian stature, and vehicle geometry on the likelihood and location of head-vehicle contact in a frontal pedestrian crash. Information on 408 pedestrian crashes in which the striking vehicle was either a car, pick-up truck, or a sport utility vehicle (SUV) was obtained from the Pedestrian Crash Data Study (PCDS), German In-Depth Accident Study (GIDAS), and Crash Injury Research and Engineering Network (CIREN) databases. Logistic regression was used to evaluate the importance of factors that determine the likelihood of head contact and sliding up the hood prior to head contact. Multiple linear regression was used to study the relative influence of impact speed, pedestrian stature, bumper height, hood height, and hood length on the wrap around distance (WAD) to head contact and to evaluate whether it is possible to predict this distance from these five parameters. As expected, the likelihood of head-vehicle contact increased with increasing impact speed and pedestrian to hood height ratio. The likelihood of sliding up the hood prior to head contact increased with increasing impact speed and was significantly higher in cases for which the pedestrian stature to hood height ratio was greater than two than in cases in which it was less than two. Of the variables considered, stature was the single most important predictor of WAD to head contact explaining 24% of the variation alone. Other significant predictors included the impact speed, whether the pedestrian was taller than twice the hood height, and hood length, which, together with pedestrian stature, explained a total of 40% of the variation. The low explanatory effect of this model suggests that additional factors, such as the presence or absence of pre-impact braking and pedestrian stance and orientation, also affect the WAD to head contact. U1 - 20th International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationLyon,France StartDate:20070618 EndDate:20070621 Sponsors:National Highway Traffic Safety Administration KW - Bumpers KW - Crash data KW - Crash injuries KW - Crash Injury Research Engineering Network KW - German In-Depth Accident Study KW - Head KW - Height KW - Hoods KW - Impact speed KW - Pedestrian-vehicle crashes UR - http://www-nrd.nhtsa.dot.gov/departments/esv/20th/ UR - https://trid.trb.org/view/1368008 ER - TY - CONF AN - 01576569 AU - Shaw, Joshua AU - Probst, Edward AU - Donnelly, Bruce AU - National Highway Traffic Safety Administration TI - Evaluation of the 95th Percentile Hybrid III Large Male Dummy PY - 2007 SP - 18p AB - This study summarizes results from a preliminary evaluation of the Hybrid III Large Male Dummy. The paper reviews the dimensions, certification test responses, durability, and repeatability and reproducibility of two Hybrid III 95th Percentile Large Male dummies, each produced by a different manufacturer. Response data from multiple repeats of the proposed Calibration and Inspection Test Procedure sections from the SAE Draft of the “User’s Manual for the HIII 95th Large Male Test Dummy” (SAE, 2003) are used as the basis for the analysis. An overview of the test methodologies employed is presented as well as an assessment of the compliance with the proposed certification specifications, durability at high energy test levels and repeatability and reproducibility. Besides employing the typical repeatability measures of traditionally-calculated coefficients of variation, a new technique is proposed and discussed involving a time-variant method of calculating coefficients of variation. U1 - 20th International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationLyon,France StartDate:20070618 EndDate:20070621 Sponsors:National Highway Traffic Safety Administration KW - Calibration KW - Certification KW - Dummies KW - Durability tests KW - Evaluation and assessment KW - Hybrid III dummy KW - Inspection KW - Males UR - http://www-nrd.nhtsa.dot.gov/departments/esv/20th/ UR - https://trid.trb.org/view/1367968 ER - TY - CONF AN - 01576565 AU - Mohaymany, Afshin Shariat AU - Eghbalian, Ali AU - National Highway Traffic Safety Administration TI - Investigating the Impact of Using Motorcycle Leg Protectors on Reducing Accident Injuries PY - 2007 SP - 12p AB - The use of motorcycle and their accident rate has grown significantly in Iran in recent years. Due to the higher vulnerability of motorcycle riders the numbers of injuries in motorcycle accidents are higher than other vehicles (about 54%). The most vulnerable part of body in motorcycle accidents is the leg; as in about 60 percent of motorcycle accident that cause injuries, leg injuries are perceivable. One of the accessories which can be helpful in reducing leg injury, are the motorcycle leg protectors, especially the front leg protectors. In this paper, collects data and information about the accidents that cause injuries and the number of injured motorcycles which are equipped with leg protectors and of those which are not, and also the rate of using the leg protectors in the community of normal motorcycle riders and those who have had injury accidents, is analyzed. The data has been gathered from available accident data, vehicle counts, and interview with motorcycle riders. For the purpose of statistical analysis of the data, graphical analysis and statistical tests, i.e. the likelihood-ratio test in two communities, and K-test, has been used. Additionally, Chi2 test has been applied for analyzing the results and examining the validity of the data. Finally, it has been concluded that according to the existing statistics, it can not be inferred that installing the front leg protectors significantly reduces the rate of injury accidents. However, observations and surveys reveal that these protectors have a positive impact on reducing the leg injuries in non-severe motorcycle injury accidents. U1 - 20th International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationLyon,France StartDate:20070618 EndDate:20070621 Sponsors:National Highway Traffic Safety Administration KW - Crash data KW - Crash injuries KW - Iran KW - Leg KW - Lower extremities KW - Motorcycle crashes KW - Occupant protection devices UR - http://www-nrd.nhtsa.dot.gov/departments/esv/20th/ UR - https://trid.trb.org/view/1368101 ER - TY - CONF AN - 01576561 AU - Jakobsson, Lotta AU - Wiberg, Henrik AU - Isaksson-Hellman, Irene AU - Gustafsson, Jörgen AU - National Highway Traffic Safety Administration TI - Rear Seat Safety for the Growing Child: A New 2-Stage Integrated Booster Cushion PY - 2007 SP - 9p AB - The overall protection of the growing child in the car is a question of designing child safety systems specifically for the needs of the child, such as age, stature and weight. Safety benefits are seen if children use booster cushions up to the ages of 10 to 12 years. The aim of this study is to present and to evaluate the safety potential of a new rear seat design for the growing child, including 2-stage booster cushions together with progressive load-limiters. The 2-stage booster cushion is an evolution of the first generation integrated booster cushions which were launched in 1990. The 2- stage booster cushion was designed to help provide an even better fit for an even broader range of sizes of forward facing children. In its high position, the seat belt fit for the smaller children is in focus. In its low position it offers a more adapted thigh support (reducing likelihood of slouching) for the larger children, as compared to when using the adult seat position. The progressive load-limiter is adapted to the child. Referring to accident experiences of children in rear seats of prior Volvo cars and published data on booster usage, misuse, performance and functionality, the safety potential is estimated and discussed. This study presents a new rear seat safety concept for enhanced overall protection for children aged approximately 4 to 12 years old. The 2-stage booster cushion and the progressive load limiter working as a system has potential for increased safety by attracting increased usage by a larger span of child occupant sizes together with a more adapted crash performance. U1 - 20th International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationLyon,France StartDate:20070618 EndDate:20070621 Sponsors:National Highway Traffic Safety Administration KW - Booster seats KW - Child restraint systems KW - Forward facing restraint systems KW - Rear seat occupants KW - Volvo automobile UR - http://www-nrd.nhtsa.dot.gov/departments/esv/20th/ UR - https://trid.trb.org/view/1367746 ER - TY - CONF AN - 01576559 AU - McCray, Linda AU - Scarboro, Mark AU - Brewer, John AU - National Highway Traffic Safety Administration TI - Injuries to Children One to Three Years Old in Side Impact Crashes PY - 2007 SP - 24p AB - Children comprise more than 50% of the rear seat occupants in motor vehicle crashes. Side impact is a particularly harmful crash mode. The National Highway Traffic Safety Administration (NHTSA) has undertaken a study of real-world data to help characterize crash parameters and injury causation of children in side impact crashes. Although there is a paucity of data on children in motor vehicle crashes a detailed analysis of real-world crashes was conducted to determine any potential safety improvements that can be afforded this population of rear seat occupants. A weighted query of the National Automotive Sampling System - Crashworthiness Data System (NASS-CDS) showed that 9% of child involvements one to three years old were unrestrained, while the Fatality Analysis Reporting System (FARS) showed that 46% of the fatalities in that age group were unrestrained. A NASS-CDS query of side impact crashes with a change in velocity (∆V) ≥ 30 kph was analyzed to determine which body regions were injured. Injury causations were reviewed to determine injury source and severity. Children injured in side impact crashes of this intensity seemed to exhibit a preponderance of head injuries in addition to those to the torso and extremities. Children on the near side in these crashes tended to suffer more severe injuries than far side occupants. Several case studies from the Crash Injury Research and Engineering Network (CIREN) were examined. The cases involved children aged one to three years old who were injured in forward facing child restraint systems (CRS) appropriate for their age. Observations were made about the influence on injury severity of relative seating position (near side, center, far side), crash severity, structural intrusion, and attributes of the child restraint systems. For these cases, the evaluation and applicability of existing countermeasures were considered qualitatively. U1 - 20th International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationLyon,France StartDate:20070618 EndDate:20070621 Sponsors:National Highway Traffic Safety Administration KW - Child restraint systems KW - Children KW - Crash injuries KW - Crash Injury Research and Engineering Network KW - Extremities KW - Fatality Analysis Reporting System KW - Forward facing restraint systems KW - Head KW - National Automotive Sampling System - Crashworthiness Data System KW - Rear seat occupants KW - Side crashes KW - U.S. National Highway Traffic Safety Administration UR - http://www-nrd.nhtsa.dot.gov/departments/esv/20th/ UR - https://trid.trb.org/view/1368116 ER - TY - CONF AN - 01576557 AU - Rau, Paul S AU - Wierwille, Walter W AU - Schaudt, William A AU - Spaulding, Jeremy AU - Hanowski, Richard J AU - National Highway Traffic Safety Administration TI - Study of Driver Performance/Acceptance Using Aspheric Mirrors in Light Vehicle Applications PY - 2007 SP - 13p AB - Advances in mirror technology have motivated the need for revisiting the question of how drivers use their mirrors while driving. Blind spots are the common complaint of mirrors, and new designs have appeared in the U.S. and European markets to help improve overall visibility. This research involves the study of how drivers perform and accept various combinations of left and right outside planar, convex, and aspheric mirrors. In addition, this research expands the basic design to examine the effect of increasing the vertical dimension of mirrors. This paper reports the work in progress, including the most recent research issues and activities completed just prior to data analysis. U1 - 20th International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationLyon,France StartDate:20070618 EndDate:20070621 Sponsors:National Highway Traffic Safety Administration KW - Blind spots KW - Convex mirrors KW - Driver performance KW - Europe KW - Light vehicles KW - Mirrors KW - Rearview mirrors KW - Traffic safety KW - United States KW - Vehicle design KW - Visibility UR - http://www-nrd.nhtsa.dot.gov/departments/esv/20th/ UR - https://trid.trb.org/view/1368166 ER - TY - CONF AN - 01576555 AU - Thierry, Bellet AU - Julie, Manzano AU - National Highway Traffic Safety Administration TI - To Be Available or Not, That Is the Question: A Pragmatic Approach to Avoid Drivers Overload and Manage In-Vehicle Information PY - 2007 SP - 10p AB - This research takes place in the AIDE project and is an extension of the INRETS Laboratoire Ergonomie et Sciences Cognitives pour les Transports (LESCOT) previous work done in CEntralized Management of VOCal interfacts aiming at better Automotive Safety (CEMVOCAS) 2 project. Synthetically, LESCOT objective in AIDE is to design and develop a Drivers Availability Estimator module (DAE) in charge to assess driversí ability to receive and process information while driving. In order to study drivers' level of availability, an experiment has been conducted on open road, in real driving conditions. This paper will present the methodology carried out and the data collected. Thirty drivers have participated to this experiment. They had to drive an experimental car by using a guidance system. They also had to describe visual and auditory information displayed by a home made device introduced on the car. After driving, participants were interviewed in order to collect their opinion concerning the message impact on the primary driving task. This paper will present the method used and the main results obtained. Then, the authors will discuss the concept of "availability" according to the driving conditions (current road infrastructure, goal followed, driving action carried out and event occurrences), and the authors will present the interest and the validity of this method for "demanding driving situation" classification, which is the main goal of the DAE module diagnosis. U1 - 20th International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationLyon,France StartDate:20070618 EndDate:20070621 Sponsors:National Highway Traffic Safety Administration KW - Data collection KW - Driver support systems KW - Driver vehicle interfaces KW - Experimental vehicles KW - France KW - In vehicle sensors KW - Methodology KW - Vehicle electronics UR - http://www-nrd.nhtsa.dot.gov/departments/esv/20th/ UR - https://trid.trb.org/view/1367993 ER - TY - CONF AN - 01576551 AU - Fonseka, Sanjaya AU - Van den Bergh, Gaetan AU - National Highway Traffic Safety Administration TI - Development of a DOE/Optimization CAE Method to Simultaneously Improve Side Impact Occupant Restraint System Performance for Multiple Test Modes PY - 2007 SP - 8p AB - The automotive industry today faces the challenge of developing a single side impact occupant restraint system to meet performance requirements for multiple crashworthiness test modes. The side air bag, door liner, and vehicle side body structure are key systems that affect the injury criteria of the occupant. This paper discusses how DOE/optimization methods are used to quickly develop a specification for the side air bag and door liner that meets occupant injury criteria for three different side impact test modes. The work detailed in this paper focuses on occupant protection assessment based on three different CAE side impact sled models using ES2-re, DOT-SID and SID-2s, dummy models to evaluate the new FMVSS 214, SINCAP and SICE test modes. Ten design variables were selected from air bag and door liner parameters which include mass flow rates, vent areas, two variables that define the location of the bag, and material/thickness of the door liner. Occupant injury parameters such as rib deflections/accelerations, pelvis accelerations/forces, and abdomen forces were selected as the responses. As the first step, a latin hypercube DOE method was used to evaluate sensitivity of the design variables to occupant injury parameters. Based on the DOE dominant design variables, optimization criteria and methods were established for the next step. Key injury criteria for each test mode were selected as the constraints. A self adaptive evolution (SAE) global optimization method was used to carry out automated simultaneous simulations. Based on the optimization results eleven feasible design specifications were found. Out of these candidates the optimum design was selected for further evaluation. U1 - 20th International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationLyon,France StartDate:20070618 EndDate:20070621 Sponsors:National Highway Traffic Safety Administration KW - Crash injuries KW - Crashworthiness KW - Doors (Vehicles) KW - Occupant protection devices KW - Optimization KW - Restraint systems KW - Side air bags KW - Side crashes KW - Sled tests UR - http://www-nrd.nhtsa.dot.gov/departments/esv/20th/ UR - https://trid.trb.org/view/1367892 ER - TY - CONF AN - 01576544 AU - Zangmeister, Tobias AU - Kreiß, Jens-Peter AU - Schüler, Lothar AU - Page, Yves AU - Cuny, Sophie AU - National Highway Traffic Safety Administration TI - Simultaneous Evaluation of Multiple Safety Functions in Passenger Vehicles PY - 2007 SP - 11p AB - Up to now quite a few electronic safety functions have been developed in order to successfully increase the safety of passenger in vehicles. Among them are electronic stability control (ESC), brake assists (BAS), lane departure warning systems (LDW) and so on. There exists a short literature on the quantification of the effectiveness of such safety systems on injury outcome or crash severity. As an example the ESC in several studies impressively has been shown to be efficient in avoiding a considerable amount of loss of control or skidding accidents. Nowadays many recently registered vehicles are equipped not only with one but instead with a number of safety functions (so-called safety equipment). The present paper proposes sound statistical methodology in order to investigate the safety benefit of such composite safety equipments (in contrast to a single safety function) in passenger vehicles. It seems obvious that the effectiveness of a specific safety equipment not simply is the additive superposition of the effectiveness of the safety functions of which it consists. For example one may be interested in the additional or incremental effect of an electronic stability control when a brake assist is already on board. As well we consider secondary safety functions which do not aim at accident avoiding but at injury avoiding or mitigating. Therefore, methodology will be presented to evaluate injury mitigating effectiveness. On this basis it is possible to deal simultaneously with any combination of primary and secondary safety functions. The developed methodology will be demonstrated on data examples. But the main focus lies on the presentation of methodology. U1 - 20th International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationLyon,France StartDate:20070618 EndDate:20070621 Sponsors:National Highway Traffic Safety Administration KW - Active safety systems KW - Crash avoidance systems KW - Crash injuries KW - Crash severity KW - Driver information systems KW - Evaluation and assessment KW - Vehicle electronics UR - http://www-nrd.nhtsa.dot.gov/departments/esv/20th/ UR - https://trid.trb.org/view/1367902 ER - TY - CONF AN - 01576541 AU - Olivares, Gerardo AU - Yadav, Vikas AU - National Highway Traffic Safety Administration TI - Mass Transit Bus-Vehicle Compatibility Evaluations During Frontal and Rear Collisions PY - 2007 SP - 13p AB - Mass transportation systems and specifically bus systems are a key element of the national transportation network. Buses are one of the safest forms of transportation. Nonetheless, bus crashes resulting in occupant injuries and fatalities do occur. Therefore, crashworthiness research is a continuing effort. Using funding from the Federal Transit Administration, NIAR at Wichita State University is performing research to analyze and improve the crashworthiness of mass transit buses. 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. An average of 11 bus occupants per year are killed in two vehicle crashes while 162 occupants per year of other vehicles are killed. For this period of time an average of 12,000 bus occupants per year are injured in two vehicle crashes while 8,800 occupants per year of other vehicles are injured. Vehicle compatibility is an issue that needs to be addressed in order to reduce the number of fatalities and injuries to mass transit bus, and collision partner vehicle occupants. Crash incompatibility between vehicles has been attributed to three factors: mass, stiffness, and geometric incompatibilities. The objective of this research is to identify vehicle compatibility issues encountered during typical Mass Transit Bus collisions with sedans, light trucks, and heavy trucks through the use of numerical finite element simulations. The findings of this research can be used in the future by bus and vehicle manufacturers to improve crash compatibility. U1 - 20th International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationLyon,France StartDate:20070618 EndDate:20070621 Sponsors:National Highway Traffic Safety Administration KW - Bus crashes KW - Crash injuries KW - Crashworthiness KW - Finite element method KW - Frontal crashes KW - Rear end crashes KW - Simulation UR - http://www-nrd.nhtsa.dot.gov/departments/esv/20th/ UR - https://trid.trb.org/view/1367801 ER - TY - CONF AN - 01576536 AU - Saunders, James AU - Louden, Allison E AU - Prasad, Aloke AU - National Highway Traffic Safety Administration TI - Offset Test Design and Preliminary Results PY - 2007 SP - 15p AB - The National Highway Traffic Safety Administration (NHTSA) is conducting a research program to investigate the feasibility of a high speed frontal offset deformable barrier (ODB) crash test to improve frontal occupant crash protection. The focus of the program is to reduce debilitating lower extremity injuries in frontal offset collisions. This paper discusses three areas of research in this program: new seating procedure, preliminary results of the new crash test, and an analysis of frontal stiffness characteristics of redesigned vehicles and their ODB test procedure performance. The new seating procedure uses Hybrid III male dummies fitted with Thor-LX/HIII legs (HIII50LX). A particularly challenging problem was the development of a test procedure with repeatable positioning of the Thor-LX/HIII feet with respect to the pedals in some vehicles. inversion/eversion was the primary failure mode of the ankle was. The kinematics and mechanism of this failure are examined. Preliminary data are presented that compare the frontal stiffness characteristics of vehicle models that were redesigned and used in both New Car Assessment Program (NCAP) and Insurance Institute for Highway Safety (IIHS) crashworthiness rating programs. The potential impact of this on the compatibility of the light vehicle fleet is discussed. U1 - 20th International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationLyon,France StartDate:20070618 EndDate:20070621 Sponsors:National Highway Traffic Safety Administration KW - Crashworthiness KW - Dummies KW - Frontal crashes KW - Impact tests KW - Insurance Institute for Highway Safety KW - New Car Assessment Program KW - Occupant protection devices KW - Temporary barriers UR - http://www-nrd.nhtsa.dot.gov/departments/esv/20th/ UR - https://trid.trb.org/view/1367871 ER - TY - CONF AN - 01576534 AU - Nicolas, Dapzol AU - Helene, Tattegrain-Veste AU - Gabriela, Ciuperca AU - National Highway Traffic Safety Administration TI - A New Markovian Model to Categorize Driving Situation PY - 2007 SP - 12p AB - In this study, the authors propose a new model to analyze the data sensors evolution during different situation encountered by the driver. This modelling add to the classic Semi Hidden Markov Model (HMM) framework a weight feature. The authors then used modelling to identify the driver's aim and the driving situation he's in. To assess the capacity of modelling, the authors conduct an experiment which able the authors to record 718 driving sequences. On these sequences, modelling choice allows the authors to predict the driver's situation with a 85% success rate. Moreover, this modeling gives some interesting results on the organisation of the driving activity. These results show the HMM effectiveness to model and predict drivers behavior. U1 - 20th International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationLyon,France StartDate:20070618 EndDate:20070621 Sponsors:National Highway Traffic Safety Administration KW - Behavior KW - Driver vehicle interfaces KW - Drivers KW - In vehicle sensors KW - Markov processes KW - Vehicle electronics UR - http://www-nrd.nhtsa.dot.gov/departments/esv/20th/ UR - https://trid.trb.org/view/1367992 ER - TY - CONF AN - 01576532 AU - Sohr, Steffen AU - Hofmann, Heiko AU - Kutschenreuter, Sascha AU - Ruck, Heiko AU - National Highway Traffic Safety Administration TI - Influence of HIII 5% Dummy Tolerances on Positioning and Test Results in Out-of-Position Load Cases According to the FMVSS 208 PY - 2007 SP - 9p AB - With the introduction of the Federal Motor Vehicle Safety Standards (FMVSS) 208 Final Rule, the requirements for occupant protection systems in frontal crashes have significantly increased. Especially the requirements regarding the airbag aggressiveness for “Low Risk Deployment” pose new challenges for both automobile manufacturers and suppliers. The testing procedure detailed in § S26 of the FMVSS 208 is commonly referred to as “Out-of-Position” (OoP). This procedure considers the HIII 5% dummy on the driver side for two different positions (position 1: “Chin on Module”, position 2: “Chin on Rim”). With the applied testing method, the test setup allows tolerances regarding the dummy positioning relative to the vehicle environment. A comprehensive analysis of the influence of the dummy positioning has shown that particularly the head angle can vary among dummy manufacturers and may result in different OoP load characteristics. Beside In addition to tolerances caused by the airbag module and the steering wheel design itself, the dummy’s head angle is a significant factor for a variation of the OoP test results. Out-of-position tests with identical module design have shown that the dummy positioning resulting from the head angle can lead to a misinterpretation of the test results. Depending on the dummy position, the OoP results range from far below the legal limits to a value exceeding them. During the module development process, this scope of interpretations dramatically affects the assessment of the OoP performance and may lead to wrong conclusions. U1 - 20th International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationLyon,France StartDate:20070618 EndDate:20070621 Sponsors:National Highway Traffic Safety Administration KW - Air bags KW - Dummies KW - Federal Motor Vehicle Safety Standards KW - Frontal crashes KW - Head motion range KW - Impact tests KW - Occupant kinetics KW - Occupant protection devices KW - Out-of-position occupants UR - http://www-nrd.nhtsa.dot.gov/departments/esv/20th/ UR - https://trid.trb.org/view/1367874 ER - TY - CONF AN - 01576530 AU - Singh, Santokh AU - McCray, Linda AU - Brewer, John AU - National Highway Traffic Safety Administration TI - The Effect of Restraint Use and Crash Mode on Injury Severity Risk for Children PY - 2007 SP - 11p AB - The safety of children in motor vehicle crashes is a major concern. Although Child Restraint Systems (CRS) are required by law for their protection, children are still exposed to the risk of injuries ranging from minor to fatal. The effect of restraint use is studied under different risk scenarios consisting of some possible contributors to injury risk: the restraint use, impact type, injury severity, and age of crash involved children. The data are analyzed at rather a micro level to estimate the relative risks associated with risk scenarios and test for possible risk factor interactions. Specifically, children of age groups: infants, 1 to 3, 4 to 8, and 9 to 12 year olds, who were either uninjured, or sustained minor to fatal injuries in frontal, side, rear-end, or rollover crashes, formed the study population. Some data concerns are also raised in course of the study. The analysis dataset is extracted from the National Automotive Sampling System– Crashworthiness Data System (NASS-CDS). The study population is segmented, based on three injury risk factors: age group, restraint use, and impact crash mode. Clusters of data are identified in which the quantity of data are limited or contains insufficient ‘information’, thereby suggesting the importance of collecting more data in certain segments of the population. Injury risk factors may have an individual as well as joint influence on the outcome (injury severity) of a crash. The significance of the overall association between these factors is tested by the contingency analysis. This, however, provides only a broad picture of the phenomenon. Configural frequency analysis is used to identify the factor-based clusters of the children population that show strong to complete absence of factor association. The estimates of the relative risks associated with different clusters are obtained to compare the two groups of children: restrained and unrestrained. In general, the restrained children were found much safer against injuries. U1 - 20th International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationLyon,France StartDate:20070618 EndDate:20070621 Sponsors:National Highway Traffic Safety Administration KW - Child restraint systems KW - Children KW - Crash data KW - Crash injuries KW - Fatalities KW - Impact tests KW - Injury severity KW - National Automotive Sampling System - Crashworthiness Data System KW - Risk assessment UR - http://www-nrd.nhtsa.dot.gov/departments/esv/20th/ UR - https://trid.trb.org/view/1367075 ER - TY - CONF AN - 01576526 AU - Batocchi, Franck AU - Adalian, Céline AU - National Highway Traffic Safety Administration TI - New Requirements Relating to the Provision of Assistance to Road-Accident Victims: Recent Developments in France PY - 2007 SP - 8p AB - In 2002, following the deaths of a number of firefighters attending road-accident scenes, the French Interior Minister Nicolas Sarkozy asked Colonel Pourny of the fire department to "conduct an analysis of the full range of missions carried out by firefighters and put forward proposals aimed at improving active and passive safety on the ground". In light of the recommendations of the "Pourny report", the French Directorate of Civil Defence and Security or DDSC (Direction de la Défense et de la Sécurité Civiles), decided to set up a joint working group with French car manufacturers. The group – which was set up in the spring of 2005 – was required to make improvements in the methods employed by teams working on damaged vehicles at accident scenes, the aim being to facilitate rescue work and enhance firefighter safety. Such improvement is vital given that recent vehicles (coupé-cabriolets in particular) are increasingly difficult to cut because of the reinforcements and impact-resistant materials used to protect passengers in the event of a collision. After a year's collaboration, the working group decided to focus on two complementary initiatives: (1) The creation of an "extrication card" for distribution to French fire brigades; (2) The organization of extrication exercises for active-service firefighters, using recent vehicles. A detailed, illustrated presentation will be made of each of these initiatives, thereby raising awareness of the technical information contained in the extrication cards distributed to French firefighters since July 2006. Details of pilot exercises will also be provided. U1 - 20th International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationLyon,France StartDate:20070618 EndDate:20070621 Sponsors:National Highway Traffic Safety Administration KW - Fatalities KW - Fire fighting KW - France KW - Occupant protection devices KW - Traffic crashes KW - Vehicle fires KW - Vehicle occupant rescue UR - http://www-nrd.nhtsa.dot.gov/departments/esv/20th/ UR - https://trid.trb.org/view/1367905 ER - TY - CONF AN - 01576516 AU - Plíhal, Jiří AU - Pípa, Martin AU - National Highway Traffic Safety Administration TI - Blackbox - Projekt V&V MD ČR PY - 2007 SP - 5p AB - The authors of this paper would like to introduce the results of the National Research Project Ministry of Transport CR called BlackBox. Project goal is to integrate functions of vehicle's monitoring behaviour pre-crash, during crash and postcrash to the current or developed motor vehicles systems, for the purpose: (1) Create an instrument for support to make clear specific road traffic accident (chain accident, etc.); (2) Make easier the guilty and innocence clarification; (3) Make easier the process of insurance event liquidation; (4) Increase the active safety (psychological subconscious of driver about the possibility to documentation behaviour of vehicle); and (5) Increase the process of legislation to embed system in vehicles (e.g. in police, fire brigade vehicles, driver's school). Participants of the project: Transport Research Centre, e4t electronics for transportation, Brno University of Technology Faculty of Civil Engineering. Project is solved in cooperation with experts of Department of Forensic Engineering, Traffic Police, Insurance Companies etc. U1 - 20th International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationLyon,France StartDate:20070618 EndDate:20070621 Sponsors:National Highway Traffic Safety Administration KW - Active safety systems KW - Crash phases KW - Crash reconstruction KW - Detection and identification systems KW - Event data recorders KW - Telematics KW - Traffic crashes KW - Vehicle electronics UR - http://www-nrd.nhtsa.dot.gov/departments/esv/20th/ UR - https://trid.trb.org/view/1367945 ER - TY - CONF AN - 01576514 AU - Issiki, Takahiro AU - Konosu, Atsuhiro AU - Tanahashi, Masaaki AU - National Highway Traffic Safety Administration TI - Development of an FE Biofidelic Flexible Pedestrian Leg-Form Impactor (Flex-GT-Prototype) Model PY - 2007 SP - 7p AB - The Japan Automobile Research Institute and the Japan Automobile Manufacturers Association, Inc., have been developing a biofidelic flexible pedestrian legform impactor (Flex-PLI) since 2002, and its latest version is called Flex-GT-prototype. Flex-GT-prototype has flexible construction like human lower limb and is equipped with many sensors to evaluate the severity of pedestrian lower limb injuries in multiple locations. In this study, a finite element (FE) Flex-GT-prototype model was developed, and its fidelity to an actual Flex-GT-prototype was verified at various evaluation conditions. U1 - 20th International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationLyon,France StartDate:20070618 EndDate:20070621 Sponsors:National Highway Traffic Safety Administration KW - Crash injuries KW - Japan KW - Leg KW - Legform impactors KW - Lower extremities KW - Pedestrian-vehicle crashes KW - Prototypes KW - Sensors UR - http://www-nrd.nhtsa.dot.gov/departments/esv/20th/ UR - https://trid.trb.org/view/1368000 ER - TY - CONF AN - 01576504 AU - Pedder, Jocelyn AU - Hillebrandt, David AU - National Highway Traffic Safety Administration TI - The Development and Application of a Child Restraint Usability Rating System PY - 2007 SP - 6p AB - This paper describes the development, validation and application of a usability or “ease of use” rating system for child restraints and the design changes that have evolved. The rating system was developed in response to concerns about the high incidence of child restraint misuse and the potential for reduced protection during a collision. The objectives were to help consumers choose child restraints that are easier to use and to encourage manufacturers to improve the usability of their products. A research program to develop the rating system was undertaken by RONA Kinetics with the support of the Insurance Corporation of British Columbia in Canada. It included participation by members of the ISO child restraint working group, regulatory authorities, vehicle and child restraint manufacturers, child passenger safety technicians, IIHS and consumers. A sample of some 30 child restraints (from N. America and Europe) was used to identify key child restraint use features that were ranked according to the risk of injury if misused. Objective criteria and tests for rating the individual features and a method for calculating the rating scores were developed. The rating system was first used to rate 80 child restraints for ICBC consumer guides. It is the basis for the NHTSA child restraint ease of use rating program. It is being used in new ISO work related to the usability of ISOFIX (LATCH/UAS) features. Its current use and areas in which the rating system may be upgraded are considered. The rating system provides an objective means of evaluating the usability of child restraints. It addresses features related to the safe use of child restraints that are not included in current regulations. Since its application, child restraint manufacturers have improved the usability of their products thereby reducing the risk of misuse and increased child passenger protection. U1 - 20th International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationLyon,France StartDate:20070618 EndDate:20070621 Sponsors:National Highway Traffic Safety Administration KW - Canada KW - Child restraint systems KW - Crash injuries KW - Europe KW - Impact tests KW - North America KW - Occupant protection devices KW - Ratings KW - Risk analysis UR - http://www-nrd.nhtsa.dot.gov/departments/esv/20th/ UR - https://trid.trb.org/view/1367775 ER - TY - CONF AN - 01576493 AU - Ranganathan, Raja AU - Bressant, Kerrin AU - National Highway Traffic Safety Administration TI - An Analysis of Violations Associated with Intersection-Crossing-Path Crashes PY - 2007 SP - 16p AB - This paper identifies and analyzes violations associated with intersection-crossing-path crashes for the purpose of providing support for development of effective collision avoidance countermeasure systems including the Cooperative Intersection Collision Avoidance System for Violation (CICAS-V) project. The methodology begins by addressing multi-vehicle crashes at intersection/intersection-related junctions subdivided by their respective traffic control devices. This is followed by translating crashes into subsets of two-vehicle crossing-path crashes and analyzing them in detail for their respective violations at various traffic control devices. The analysis utilizes 2004 General Estimating System (GES) national crash data-files to arrive at the quantitative estimates. There were 1,035,000 two-vehicle-crossing-path crashes at intersections. A majority of the crashes involved vehicles at Straight crossing-paths followed by vehicles at Left turn across path/Opposite direction and Left turn across path/Lateral direction. The analysis provides adequate evidence of violators, the major contributors being Failure to Yield, which is due to the misjudgment of gap, and Running a red light /Stop Sign. Nearly half the crashes were at signalized intersections and the remaining at non-signalized intersections. For vehicles at Stop Signs, a majority of them were at a two-way Stop Sign. The paper uses a novel approach by addressing pairs of vehicles and their interactions with each other at crossing-paths. The paper approaches violations by looking at the number of violating vehicles involved in each multi-vehicle crash situation. Pre-crash movement, critical event, and the type of traffic control device are utilized to identify the violating vehicle in each of these situations. U1 - 20th International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationLyon,France StartDate:20070618 EndDate:20070621 Sponsors:National Highway Traffic Safety Administration KW - Cooperative Intersection Collision Avoidance System for Violations (CICAS-V) KW - Crash data KW - Highway safety KW - Interchanges and intersections KW - Multiple vehicle crashes KW - Red light running KW - Right of way (Traffic) KW - Yielding UR - http://www-nrd.nhtsa.dot.gov/departments/esv/20th/ UR - https://trid.trb.org/view/1367904 ER - TY - CONF AN - 01576492 AU - Herbst, Brian AU - Meyer, Steven E AU - Forrest, Stephen AU - National Highway Traffic Safety Administration TI - Parametric Analysis of Rollover Occupant Protection Using a Deformable Occupant Compartment Testing Device PY - 2007 SP - 7p AB - Occupant kinematics during rollover inverted impacts has been the subject of significant research. Controlled experiments have utilized complete vehicles, partial vehicles and seat/restraint systems attached to various platforms. The Deformable Occupant Compartment Impact Tester (DOCIT) was developed to incorporate functions similar to previous methods, but has added a roof capable of deforming under impact. These roof deformation characteristics can be reset without the destruction of a complete vehicle. The DOCIT simulates an occupant compartment (roof, seat, restraint system) in which an anthropomorphic test devices (ATD) is placed and subjected to a repeatable inverted dynamic impact environment. Several test series are reviewed, in which standard of value tests, based upon real-world rollover accidents, are compared with alternate design systems under the same impact environments. 5th and 50th percentile Hybrid III ATD’s are utilized to assess neck and head injury criteria. Alternate designs for roof structures and restraint systems are tested to determine the effectiveness of each. The DOCIT accommodates rapid parametric analysis of occupant injury criteria relative to various occupant, restraint and roof configurations in a dynamic loading environment and enables evaluation of restraint system performance and injury potential under impacts with controlled initial/residual head clearance and repeatable pre-determined roof profiles. Test variations in restraint systems or roof performance can be correlated with other component and full vehicle tests without the need for the destruction of many vehicles. This research indicates that for reasonably restrained occupants, roof crush preceded head to roof contact and peak neck forces. Reducing roof crush also reduced neck injury measures and therefore neck injury potential. In many cases, reducing roof crush and optimizing restraint designs eliminated interaction with the roof and provided correspondingly negligible injury measures. U1 - 20th International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationLyon,France StartDate:20070618 EndDate:20070621 Sponsors:National Highway Traffic Safety Administration KW - Anthropomorphic test device KW - Crash injuries KW - Head KW - Neck KW - Occupant kinetics KW - Occupant protection devices KW - Restraint systems KW - Rollover crashes KW - Vehicle compartments KW - Vehicle roofs UR - http://www-nrd.nhtsa.dot.gov/departments/esv/20th/ UR - https://trid.trb.org/view/1367860 ER - TY - CONF AN - 01576490 AU - Neale, Michael AU - Thomas, Regis AU - Bateman, Helen AU - Hynd, David AU - National Highway Traffic Safety Administration TI - A Finite Element Modelling Investigation of Lower Leg Injuries PY - 2007 SP - 15p AB - A detailed finite element (FE) model has been developed of the human lower leg in order to investigate the mechanisms that cause severe ankle injuries in frontal impacts. Predictions from the model have been validated against the results from two separate sets of subinjurious and injurious post mortem human subjects (PMHS) tests. The model correlated well against the test results and it was estimated that a predicted von Mises stress of 120 MPa correlates to a predicted risk of injury to the calcaneus and talus bones in the model. A series of predictive model runs were also carried out to investigate the influence that environmental and subject variations have on the predicted injury risk of the ankle. The set-up of all these model runs were based on sled impact tests in which PMHS legs were mounted on a sled rig with the feet resting on a heel and mid-foot pad. The environmental investigations included model runs with and without the heel pad and loading the foot in eversion and a neutral position. Subject variations investigated the influence that the stiffness of the ligaments joining the mid-foot to the hind-foot have on the predicted injury risk. Without the heel pad there was considerable dorsiflexion of the foot and a predicted increased injury risk to the neck of the talus and a reduced injury risk to the calcaneus. Loading the foot in eversion it was predicted that the greatest injury risk was to the lateral aspect of the talus where the lateral malleolus of the fibula articulates with the talus. Increasing the ligament stiffness reduced the shearing motion in the joints between the mid-foot and the hind-foot and there was an increased injury risk to the neck of the talus. U1 - 20th International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationLyon,France StartDate:20070618 EndDate:20070621 Sponsors:National Highway Traffic Safety Administration KW - Crash injuries KW - Finite element method KW - Frontal crashes KW - Impact tests KW - Lower extremities KW - Risk assessment KW - Sled tests UR - http://www-nrd.nhtsa.dot.gov/departments/esv/20th/ UR - https://trid.trb.org/view/1368019 ER - TY - CONF AN - 01576486 AU - Slik, Gerhard AU - Vogel, Gavin AU - National Highway Traffic Safety Administration TI - Use of High Efficient Energy Absorption Foam in Side Impact Padding PY - 2007 SP - 6p AB - In side impact events padding is often utilised to not only absorb energy but also push the dummy into motion. The padding is usually applied in the pelvic, the abdomen and the thorax area. The amount of absorption versus push load is important to obtain acceptable levels of the injury parameters as stipulated by legislation (e.g. ECE R95, FMVSS 214) and consumer tests (e.g. EURO/US-NCAP and IIHS). Practice shows many types of foam padding designs which fulfil the requirements, often in combination with side airbags. In this paper the advantage of applying high efficient energy absorption foams in padding is presented. This enables designers of passive safety systems not only to save space, weight and cost but also increase safety (ratings) by having a better defined and more easily tune-able loading system on the dummy during side impact crashes. Computer Aided Engneering (CAE) simulation methodology can be used efficiently to optimise part design. A case showing the benefits of high efficient energy absorption foam padding is discussed. U1 - 20th International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationLyon,France StartDate:20070618 EndDate:20070621 Sponsors:National Highway Traffic Safety Administration KW - Computer aided design KW - Dummies KW - Energy absorption KW - Occupant protection devices KW - Side air bags KW - Side crashes KW - Simulation KW - Vehicle padding UR - http://www-nrd.nhtsa.dot.gov/departments/esv/20th/ UR - https://trid.trb.org/view/1367866 ER - TY - CONF AN - 01576484 AU - Smith, Tanya AU - Broughton, Jeremy AU - Knight, Iain AU - National Highway Traffic Safety Administration TI - Passenger, Goods and Agricultural Vehicle Safety - Effectiveness of Existing Measures and Ranking of Future Priorities in the UK PY - 2007 SP - 13p AB - Larger vehicles, such as goods vehicles with a gross vehicle weight in excess of 3500kg or passenger vehicles with more than 16 seats, are involved in fewer accidents per billion vehicle kilometers travelled than passenger cars. However, these larger, heavier vehicles are involved in more fatal accidents per billion vehicle kilometers than passenger cars. The United Kingdom (UK) Department for Transport is currently reviewing its priorities for safety of large goods vehicles and large passenger vehicles. Phase 1 of the review has included an extensive literature search to identify how previous changes in regulation have affected casualty figures and to identify the predicted benefits from more recent research. Phase 2 of the review includes analysis of accident data, including STATS19 (GB national statistics), European CARE database and other UK based studies such as the Heavy Vehicle Crash Injury Study (HVCIS), Co-operative Crash Injury Study (CCIS) and the On-the-Spot (OTS) study. HVCIS is the only UK study that routinely collects nationally sampled accident data specifically relating to larger vehicles and plays a pivotal role in this review. The project will identify the most cost effective countermeasures for larger vehicles taking predicted casualty reduction, cost of implementation, technical feasibility and likely date of introduction into account. For the first time in the UK, statistical modeling techniques, which are currently used to predict national casualty reductions, are used specifically for the analysis of casualties in accidents involving larger vehicles only. This paper reports the findings of the analysis, to date, including analysis of the HVCIS fatal accident database which contains over 1800 fatal accident cases involving larger vehicles. Fatalities are comprised of large vehicle occupants and their opponents. The paper features pedestrian impacts as an example of one of the potential key areas of interest that has been identified by this research. U1 - 20th International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationLyon,France StartDate:20070618 EndDate:20070621 Sponsors:National Highway Traffic Safety Administration KW - Buses KW - Co-operative Crash Injury Study KW - Countermeasures KW - Crash data KW - Fatalities KW - Trucks KW - United Kingdom KW - Vehicle safety UR - http://www-nrd.nhtsa.dot.gov/departments/esv/20th/ UR - https://trid.trb.org/view/1367800 ER - TY - CONF AN - 01576483 AU - Uwai, Hayata AU - Toyosaki, Shinkichi AU - Sagawa, Koichi AU - Takahashi, Nobuhiko AU - National Highway Traffic Safety Administration TI - A Study on AHOF400 Which is Possible Car to SUV Compatibility Evaluation PY - 2007 SP - 5p AB - Research on the evaluation method for vehicle compatibility has continued among passive safety industries in recent years. The National Highway traffic Safety Administration (NHTSA), which has jurisdiction over automobile safety in the United States, is studying Average Height of Force 400 (AHOF400) as a new criteria to evaluate interaction between vehicles to improve compatibility performance. In this paper, the target value of AHOF400 was assumed to be Part581 zone, which is the front bumper height of a passenger car. A basic study was carried out using finite element modeling of an existing vehicle model and a real vehicle crash test in order to determine how to practically modify the vehicle structure of an sport utility vehicle (SUV). As a result, it was determined that the height of the Front Side Member of an SUV should be lower than that of a passenger car in some cases. This is different from the original aiming point that car-to-car interaction would be improved by restriction of AHOF400, which makes the height of front end structures the same level. As a way to solve the concern, an evaluation area of barrier load cells height which is appropriate to calculate AHOF400 was studied U1 - 20th International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationLyon,France StartDate:20070618 EndDate:20070621 Sponsors:National Highway Traffic Safety Administration KW - Bumpers KW - Finite element method KW - Impact tests KW - Passenger vehicles KW - Set forward force KW - Sport utility vehicles KW - Vehicle safety UR - http://www-nrd.nhtsa.dot.gov/departments/esv/20th/ UR - https://trid.trb.org/view/1367996 ER - TY - CONF AN - 01576482 AU - Johannsen, Heiko AU - Barley, Geoffrey AU - Carine, Shaun AU - Claeson, Peter AU - Lundell, Björn AU - Nojiri, Keiichiro AU - Renaudin, François AU - van Rooij, Lex AU - Siewertsen, Adriaan AU - National Highway Traffic Safety Administration TI - Review of the Development of the ISO Side Impact Test Procedure for Child Restraint Systems PY - 2007 SP - 13p AB - Side impacts are frequent and can pose a hazard for children travelling at the struck side in passenger cars. Although the number of seriously injured children has decreased during the last decades, there is still a considerable risk especially for head, neck and thorax injuries. ISO/TC 22/SC12/WG 1 (working group on child safety inside passenger cars) has been working on the definition of a side impact test procedure for child restraint systems for a number of years, taking into account other side impact test procedures for CRS (child restraint system) already implemented in some countries. This paper is a comprehensive summary of accident data (from USA and Europe), boundary conditions to be recognised for the definition of a side impact test procedure for CRS (crash worthiness, geometry, etc.) and current side impact test procedures. Special emphasis is given to the design specification for a suitable test procedure with respect to loading conditions and test severity based on full-scale test data. The paper is based on a recent ISO Technical Report, which is a comprehensive base for the future ISO test procedure development. U1 - 20th International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationLyon,France StartDate:20070618 EndDate:20070621 Sponsors:National Highway Traffic Safety Administration KW - Child restraint systems KW - Crash injuries KW - Crashworthiness KW - Europe KW - Head KW - Impact tests KW - Neck KW - Side crashes KW - Test procedures KW - Thorax KW - United States UR - http://www-nrd.nhtsa.dot.gov/departments/esv/20th/ UR - https://trid.trb.org/view/1368157 ER - TY - CONF AN - 01576481 AU - Hac, Aleksander AU - Bedner, Edward AU - National Highway Traffic Safety Administration TI - Robustness of Side Slip Estimation and Control Algorithms for Vehicle Chassis Control PY - 2007 SP - 15p AB - A process of evaluating robustness of the side slip angle estimation and control algorithms for vehicle dynamics control is described and selected results are presented. The estimation algorithm is a non-linear observer with adaptation to road friction and a compensation for a road bank angle. The estimator relies on the information from the sensors and other estimates, on a nominal model of vehicle, and on assumptions about disturbances, all of which may be inaccurate. In order to evaluate the effects of these errors on the estimation of side slip angle, a systematic robustness study is performed. It uses analysis, vehicle testing and simulations based on a validated vehicle model. First, the effects of single factors in various maneuvers and road conditions are examined and those having the largest contributions to errors are identified. Subsequently, the combinations of multiple error factors are studied, with the emphasis on the worst possible combinations. The robustness of the control system is then evaluated along the same lines, with the particular emphasis on the worst case scenarios, when the side slip angle estimates are the least accurate. U1 - 20th International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationLyon,France StartDate:20070618 EndDate:20070621 Sponsors:National Highway Traffic Safety Administration KW - Active safety systems KW - Algorithms KW - Chassis KW - Side slip angle KW - Simulation KW - Sliding friction KW - Vehicle dynamics KW - Vehicle tests UR - http://www-nrd.nhtsa.dot.gov/departments/esv/20th/ UR - https://trid.trb.org/view/1367959 ER - TY - CONF AN - 01576464 AU - Lehmer, Matthew J AU - Brown, Vincent AU - Carnell, Rob AU - Christiaen, Anne-Claire AU - McMillan, Nancy AU - Orban, John AU - Stark, Greg AU - Miller, Robert AU - Rini, Nicholas A AU - National Highway Traffic Safety Administration TI - Volvo Trucks Field Operational Test: Evaluation of Advanced Safety Systems for Heavy Trucks PY - 2007 SP - 11p AB - A field operational test (FOT) was recently completed to determine the potential safety benefits of advanced safety systems for heavy trucks. The safety systems in the FOT included a rear-end collision warning system (CWS), adaptive cruise control (ACC), and an electronically controlled brake system (ECBS), which included air disc brakes (ADB). These systems were developed to help reduce the frequency and severity of rear-end collisions, which accounted for 13% of all crashes involving heavy trucks in 2003. The FOT was funded under the United States Department of Transportation (USDOT) Intelligent Vehicle Initiative (IVI) and was managed by the National Highway Traffic Safety Administration (NHTSA). The industry team that conducted the test was led by Volvo Trucks North America. Battelle performed an independent evaluation of the FOT. This paper is a summary of the FOT and independent evaluation final reports, and includes the results of safety benefit and benefit-cost analyses based on data collected during the FOT. Driver acceptance, performance, durability, reliability, and maintenance costs of the safety technologies are also reviewed. U1 - 20th International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationLyon,France StartDate:20070618 EndDate:20070621 Sponsors:National Highway Traffic Safety Administration KW - Active safety systems KW - Autonomous intelligent cruise control KW - Benefit cost analysis KW - Crash avoidance systems KW - Data collection KW - Rear end crashes KW - Trucks UR - http://www-nrd.nhtsa.dot.gov/departments/esv/20th/ UR - https://trid.trb.org/view/1368165 ER - TY - CONF AN - 01576463 AU - Martin, Peter G AU - Shook, Lauren AU - National Highway Traffic Safety Administration TI - NHTSA’s THOR-NT Database PY - 2007 SP - 10p AB - This paper provides a comprehensive overview of the many tests involving the THOR-NT advanced frontal impact dummy that are contained within the National Highway Traffic Safety Administration (NHTSA) test database. Since its release in 2005, NHTSA has collected data from over one hundred tests involving the THOR-NT. These include sled tests, vehicle tests, and component tests at different speeds and configurations. This paper serves as a reference for describing the various test series, which include those aimed at assessing biofidelity, evaluating instrumentation, and establishing qualification and injury criteria. This paper also provides analytical examples that demonstrate the utility of the database in studying dummy-related issues. New auxiliary tools, such as data processing software and computer models, are also described. Finally, this paper summarizes some of the lessons learned from this broad test experience, and documents actions that are being taken to enhance dummy performance and acceptance by the international community. U1 - 20th International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationLyon,France StartDate:20070618 EndDate:20070621 Sponsors:National Highway Traffic Safety Administration KW - Crash data KW - Crash injuries KW - Databases KW - Dummies KW - Frontal crashes KW - Sled tests KW - U.S. National Highway Traffic Safety Administration UR - http://www-nrd.nhtsa.dot.gov/departments/esv/20th/ UR - https://trid.trb.org/view/1368021 ER - TY - CONF AN - 01576458 AU - Cech, Len AU - Helleman, Henk AU - Schiefele, Markus AU - Hu, Jialou AU - Rice, Debby AU - Heudorfer, Benedikt AU - Kraft, Michael AU - National Highway Traffic Safety Administration TI - Adaptive Side Impact Restraints Using Intrusion Based Crash Sensing and Discrimination PY - 2007 SP - 10p AB - State of the art frontal airbag systems provide adaptive features such as multi-stage deployment and active or passive venting based on occupant position, stature, crash mode and severity. Research was done to understand the potential of reducing injuries and fatalities by applying a similar methodology to side impact protection. Adaptive restraints have been proposed for side impact protection, however, the sensors and discrimination methods available for side crash detection, have, in general, not provided sufficient time and information to effectively apply these adaptations. However, recent analysis of an alternative magnetic field based crash sensor (MSI) has shown that this sensing concept provides crash mode and severity at very fast times which could allow a second triggering event for situation adapted protection. Using CAE tools it is shown how the improved triggering times can be employed and how much potential protection benefit can be gained by using various active adaptive restraint concepts. To demonstrate the concept, MSI sensor data was analyzed for a series of crash and abuse tests to determine estimates of crash severity and mode at practical airbag deployment times for several deployment situations. The paper reviews the techniques used to process the MSI Data. The derived deployment times, along with severity and mode estimates, are used to demonstrate the effectiveness of several candidate active adaptive restraints compared with standard restraints. In conclusion it is seen that adaptive side protection is worth consideration, and not only because the future requirements are expected to become more complex and demanding. However, these improvements do not come free of cost and therefore the pro and cons will have to be balanced very well. U1 - 20th International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationLyon,France StartDate:20070618 EndDate:20070621 Sponsors:National Highway Traffic Safety Administration KW - Air bags KW - Crash sensors KW - Crash severity KW - Impact tests KW - Occupant protection devices KW - Restraint systems KW - Side crashes UR - http://www-nrd.nhtsa.dot.gov/departments/esv/20th/ UR - https://trid.trb.org/view/1367876 ER - TY - CONF AN - 01576457 AU - Meinken, Katrin AU - Andreone, Luisa AU - Guarise, Andrea AU - Sikora, Axel AU - National Highway Traffic Safety Administration TI - Watch-Over – The Concept of a Cooperative System for Vehicle to Vulnerable Road Users Communication PY - 2007 SP - 10p AB - WATCH-OVER is a European Specific Targeted project co-funded by the European Commission Information Society and Media within the initiatives of the cooperative systems for traffic safety and efficiency based on communication and sensor technologies. The project, supported by EUCAR and coordinated by Centro Ricerche Fiat, includes in its consortium vehicle and motorcycle makers, technology, automotive suppliers and research centres for the design, development and testing phase. The main goal of the WATCH-OVER project is to avoid road accidents that involve vulnerable road users such as pedestrians, cyclists and motorcyclists. The innovative system concept, presented in this paper, will be represented by the cooperation of an on-board platform and a vulnerable user module. It is based on the interaction between an in-vehicle unit and users’ devices that will allow all road users to take an active part in traffic in urban and extra-urban areas. For that reason the WATCH-OVER project carries out research and development activities in order to design and develop an efficient system for accident prevention. U1 - 20th International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationLyon,France StartDate:20070618 EndDate:20070621 Sponsors:National Highway Traffic Safety Administration KW - Bicycle crashes KW - Cyclists KW - European Commission KW - In vehicle sensors KW - Motorcycle crashes KW - Motorcyclists KW - Pedestrian traffic KW - Pedestrian-vehicle crashes KW - Urban areas KW - Vulnerable road users UR - http://www-nrd.nhtsa.dot.gov/departments/esv/20th/ UR - https://trid.trb.org/view/1367999 ER - TY - CONF AN - 01576454 AU - Cuerden, Richard AU - Richards, David AU - Hill, Julian AU - National Highway Traffic Safety Administration TI - Pedestrians and Their Survivability at Different Impact Speeds PY - 2007 SP - 12p AB - The United Kingdom's (UK’s) On The Spot (OTS) accident data collection project started in 2000 and continues to investigate 500 crashes per year. Investigations are undertaken minutes after the collision has occurred to gather all the perishable information. At the time of writing over 3,000 crashes involving all road users and all injury severities have been examined. The OTS database provides a unique insight into the prevailing factors that have been seen to cause crashes and the associated human injuries and vehicle and infrastructure damage that have been witnessed by the crash investigation teams. The research objective of this paper is to outline the pre and post-crash circumstances of 108 pedestrian crashes. The nature of the events that led to the collision, including the respective travelling speeds, time and distance from the moment the impact was inevitable are described. The information provided can be used to begin to outline the potential effectiveness of future crash mitigation systems. Further, the impact speeds are correlated to the injuries the pedestrians suffered with respect to the impact partner. Lower limb and head injuries are highlighted to be the most frequently injured body regions. The risk of injury for pedestrians with respect to the cars’ speed at the point of impact is outlined and comparison made with the literature. The small sample size is a limitation to the work, which has not at this stage been proven to be representative of the UK pedestrian accident population. Further, the nature of real world crash investigation means that some of the calculated speed values have reasonably large ranges. However, the work does offer an up to date review of the risk and type of injury versus impact speed for modern vehicles. In addition, the study starts to describe the in-depth pre-crash circumstances witnessed in real life crashes. U1 - 20th International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationLyon,France StartDate:20070618 EndDate:20070621 Sponsors:National Highway Traffic Safety Administration KW - Crash data KW - Crash injuries KW - Crash investigation KW - Head KW - Impact speed KW - Lower extremities KW - Pedestrian-vehicle crashes KW - United Kingdom UR - http://www-nrd.nhtsa.dot.gov/departments/esv/20th/ UR - https://trid.trb.org/view/1368012 ER - TY - CONF AN - 01576453 AU - Matolcsy, Mátyás AU - National Highway Traffic Safety Administration TI - The Severity of Bus Rollover Accidents PY - 2007 SP - 10p AB - The most dangerous bus accident is the rollover. An accident statistics - collected by the author containing more then 300 accidents - shows that the average casualty rate is 25 casualties/accident. There are four major injury mechanisms in a rollover which may endanger the occupants: intrusion, projection, total and partial ejection. Different ways of protection may be used to avoid these kinds of injuries, which are shown in the paper. The severity of a rollover accident may be specified on two different ways: one is based on the number of casualties (this is mainly used by the public opinion) and the other one evaluates the circumstances of the rollover (turn on side is less severe than roll down into a precipice) The severity is a basic parameter when specifying the protectable rollover accidents (PRA) in which the occupants may be and shall be protected. This severity limit may be defined on the basis of the accident statistics mentioned above and on the basis of in depth analysis of real world rollover accidents and different rollover tests. These methods are used and discussed in this paper. All bus passengers using different bus categories (traditional buses, high decker tourist coaches, double deckers, and small buses) shall have the same safety level which shall be guarantied by international regulation. This paper is a contribution to the international effort specifying a general regulation about the safety of buses in rollover accidents. U1 - 20th International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationLyon,France StartDate:20070618 EndDate:20070621 Sponsors:National Highway Traffic Safety Administration KW - Bus crashes KW - Casualties KW - Crash data KW - Crash severity KW - Ejection KW - Occupant dynamics KW - Rollover crashes UR - http://www-nrd.nhtsa.dot.gov/departments/esv/20th/ UR - https://trid.trb.org/view/1367782 ER - TY - CONF AN - 01576452 AU - Berg, Alexander AU - Gärtner, Marcus AU - Rücker, Peter AU - Kaiser, Holger AU - National Highway Traffic Safety Administration TI - Crash Tests to Assess the Secondary Safety of a Large MPV PY - 2007 SP - 9p AB - Multi Purpose Vehicles (MPVs) have gained great popularity for many years. But up to now there are still lacks of published results showing the crash test performance of such vehicles. To assess the secondary safety of the large MPV Mercedes-Benz Viano, DEKRA conducted 3 crash tests according to the Euro NCAP test protocol: a 64-kph-40-%-ODB frontal crash, a 50-kph-MDB side impact and a 29- kph-pole side impact. The tested model was a 2005 Viano 2.0 CDI Trend with a wheelbase of 3,200 mm and a kerb weight of 2,065 kg. The paper describes the tests and the tested vehicle with its relevant safety features. The test results are shown with special attention to the dummy loads and their assessment including modifiers according to the Euro New Car Assessment Program (NCAP) protocol. The overall rating of the vehicle is 5 stars for adult occupant safety and 4 stars for child protection. With this background the articles gives also new information on what is state-of-the-art for secondary occupant safety in this vehicle class. U1 - 20th International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationLyon,France StartDate:20070618 EndDate:20070621 Sponsors:National Highway Traffic Safety Administration KW - Crashworthiness KW - Dummies KW - European New Car Assessment Program KW - Frontal crashes KW - Impact tests KW - Side crashes KW - Vehicle safety KW - Vehicle tests UR - http://www-nrd.nhtsa.dot.gov/departments/esv/20th/ UR - https://trid.trb.org/view/1368161 ER - TY - CONF AN - 01576439 AU - Olejnik, Krzysztof AU - National Highway Traffic Safety Administration TI - Evaluating the Need for Changing Current Requirements Towards Increasing the Amount of Lighting Devices Equipping Semi Trailers PY - 2007 SP - 3p AB - The report has pointed out the need to provide the truck driver with a semi trailer, the ability to see the contour of the semi trailer and road illumination in the insufficient lighting conditions. The need for equipping the vehicle with additional contour light and lamps illuminating the section of the road overrun by the semi trailer wheels has been assessed. This is particularly important during manoeuvring with such truck – semi trailer unit at night to ensure safety, as the semi trailer has a different tracking circle than the towing truck. Current regulations are too (categorical) restrictive and limiting possibility of introducing additional lights. The proposal for technically solving this problem as well as amending the regulations, has been presented. The existing technical requirements included in current regulations on lighting do not take into account the need to ensure the visibility of these areas for the truck driver with a semi trailer. U1 - 20th International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationLyon,France StartDate:20070618 EndDate:20070621 Sponsors:National Highway Traffic Safety Administration KW - Lighting KW - Regulations KW - Trailers KW - Truck drivers KW - Trucking safety KW - Visibility UR - http://www-nrd.nhtsa.dot.gov/departments/esv/20th/ UR - https://trid.trb.org/view/1367780 ER - TY - CONF AN - 01576436 AU - Nash, Carl E AU - National Highway Traffic Safety Administration TI - What NASS Rollover Cases Tell Us PY - 2007 SP - 12p AB - This research provides new insight into the nature, causes and costs of rollover casualties; and the economic benefits of basic countermeasures. The National Accident Sampling System (NASS) is a rich source of data on motor vehicle crashes, particularly if one goes beyond the electronic files. In this work, the author reviewed every NASS case from 2002 through 2004 in which a passenger car, sport utility vehicle (SUV), pickup, or minivan that was less than eleven years old rolled over and produced an Abbreviated Injury Scale (AIS) 3+ injury (more than 500 cases). From this, the author developed a useful new classification for these crashes with AIS 3+ injury: (1) cases with complete ejections, (2) cases in which there was a head or neck injury from roof crush, (3) other rollovers in which the rollover was the most harmful event, (4) cases in which a collision before the rollover was the most harmful event, and (5) cases in which a collision or major change in elevation during the rollover was the most harmful event. The author used the National Highway Traffic Safety Administration (NHTSA) “Economic Impact of Motor Vehicle Crashes” and the weighting factor for the crashes to determine the total cost of all of these crash injuries. The author then estimated the effectiveness of three simple countermeasures – a strong roof, side window glazing that does not break out during the rollover, and an effective belt use reminder – in reducing the severity and cost of these injuries. The results were most dramatic for SUVs where the discounted potential savings were on the order of several thousand dollars per vehicle over its lifetime. Even for passenger cars, the savings would easily justify the cost of these countermeasures. This work demonstrates the high degree of benefit that would far outweigh the cost of the countermeasures even if the affected vehicles were equipped with electronic stability systems. U1 - 20th International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationLyon,France StartDate:20070618 EndDate:20070621 Sponsors:National Highway Traffic Safety Administration KW - Abbreviated Injury Scale KW - Active safety systems KW - Countermeasures KW - Crash data KW - Crashworthiness KW - National Accident Sampling System KW - Rollover crashes KW - Sport utility vehicles KW - U.S. National Highway Traffic Safety Administration KW - Vehicle roofs KW - Vehicle safety KW - Windows (Vehicles) UR - http://www-nrd.nhtsa.dot.gov/departments/esv/20th/ UR - https://trid.trb.org/view/1367853 ER - TY - CONF AN - 01576428 AU - Hassan, Joe AU - Balzulat, Jochen AU - Carr, Tom AU - Tylko, Suzanne AU - National Highway Traffic Safety Administration TI - The Electronic Belt-Fit Test Device (eBTD): Activity Update PY - 2007 SP - 13p AB - The single most effective automotive safety component that has been proven to save lives during a crash is a properly fitted seat belt. Transport Canada introduced the concept of assessing seatbelt fit for occupants in the early seventies. A Beltfit Test Device (BTD) was then developed to measure and assess this fit. Research was sponsored by Transport Canada to quantify the proper limits of certain scales on the device that are considered to represent proper beltfit. To overcome the deviations of hardware tests and to allow evaluations of belt designs early in design phases, the Alliance of Automobile Manufacturers supported the development of a computer modeling and simulation approach, also known as the electronic Belt Fit Test Device (eBTD), through a Technical Working Group (TWG). That group includes representatives from the automobile manufacturers, Transport Canada and the software developer. The development takes place in close co-operation with the Joint Working Group – Abdominal Injury Reduction (JWG-AIR). The computer model can be used at the design stage to assess the beltfit criteria developed using the BTD. This model can not only be used as a basis for verifying seat beltfit after the vehicle has been built, but can also be used as an effective design tool for restraint systems. Recently, the development within the TWG has led to the signing of a Belt Fit Memorandum of Understanding (MOU) between Transport Canada and various automobile manufacturers. This MOU represents the first collaborative effort between a government agency, the Alliance of Automobile Manufacturers and a software company, Human Solutions Inc., to develop an application that evaluates a safety concept, based on computer modeling and simulation in place of a physical measuring device. This paper describes this effort and highlights the results. U1 - 20th International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationLyon,France StartDate:20070618 EndDate:20070621 Sponsors:National Highway Traffic Safety Administration KW - Computer models KW - Occupant protection devices KW - Restraint systems KW - Seat belts KW - Simulation KW - Vehicle design UR - http://www-nrd.nhtsa.dot.gov/departments/esv/20th/ UR - https://trid.trb.org/view/1367894 ER - TY - CONF AN - 01576426 AU - Sherwood, Chris AU - Marshall, Rob AU - Crandall, Jeff AU - National Highway Traffic Safety Administration TI - The Development of an Injury Cost Function for Child Passenger Safety PY - 2007 SP - 9p AB - The design of the optimal child restraint environment must consider both vehicle system (VS) and child restraint system (CRS) components. The objective of this study was to analyze the contributions from each system using a computer simulation of a rear facing (RF) child restraint involved in frontal crash. A parametric study of the material characteristics of components in each system was performed, resulting in a total of 625 simulations. The results of each simulation were compared using a single Cost Function score based on head acceleration, neck tension, and chest acceleration values. This Cost Function was developed based on injury risk curves combined with monetary cost estimates of these injuries. The analysis found that the vehicle seat cushion, lower LATCH belt, and internal CRS cushion should be designed with higher stiffness values, while the internal harness should be made more compliant. Neck tension was the primary contributor to the total cost function. U1 - 20th International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationLyon,France StartDate:20070618 EndDate:20070621 Sponsors:National Highway Traffic Safety Administration KW - Child restraint systems KW - Crash injuries KW - Frontal crashes KW - Rear facing restraint systems KW - Seat belts KW - Simulation KW - Vehicle design UR - http://www-nrd.nhtsa.dot.gov/departments/esv/20th/ UR - https://trid.trb.org/view/1368106 ER - TY - CONF AN - 01576424 AU - Eigen, Ana Maria AU - Murianka, JoAnn L AU - National Highway Traffic Safety Administration TI - Four Years of Enhanced Child Restraint Data Collection in NASS CDS PY - 2007 SP - 9p AB - In 2002, the National Highway Traffic Safety Administration’s (NHTSA’s), National Automotive Sampling System (NASS) improved its child safety data collection for the Crashworthiness Data System (CDS) by having each primary sampling unit (PSU), location, dedicate one data encoder to child safety issues. In turn, NASS data encoders took the PSU source data and created the CDS data entries. These CDS data were obtained via crash scene and vehicle inspections supplemented with occupant interviews and medical records, when available. Consequently, the NASS encoders were trained extensively on child safety seat technologies, as well as their installation and placement, and new variables and attributes were defined. The new variables and attributes allow encoders to describe fully the child safety seat within the vehicle during the crash, from post crash occupant interview and vehicle inspection. The expanded data compiles real-world crashes involving child occupants, providing a unique data set useful to NHTSA as well as the whole child occupant protection community. This paper presents a description of the new data collection process, the new variables, and a first look at the analyses possible with the new data set. U1 - 20th International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationLyon,France StartDate:20070618 EndDate:20070621 Sponsors:National Highway Traffic Safety Administration KW - Child restraint systems KW - Crash data KW - Crashworthiness Data System KW - Data collection KW - Location KW - National Automotive Sampling System KW - Police reports KW - Traffic crashes KW - U.S. National Highway Traffic Safety Administration UR - http://www-nrd.nhtsa.dot.gov/departments/esv/20th/ UR - https://trid.trb.org/view/1368127 ER - TY - CONF AN - 01576417 AU - Boggess, Brian M AU - Foreman, Grant G AU - National Highway Traffic Safety Administration TI - Mass-Based Considerations for Head Injury Protection Development PY - 2007 SP - 7p AB - The purpose of this research study is to understand the mass limits of typical instrument panel (IP) components given standard design guidelines for head injury risk reduction. The IP components of passenger vehicles are continually changing to increase features and quality. Consequently, these changes increase the mass of the IP components. It was hypothesized that, regardless of the mounting, certain IP components possess significant inertial resistance such that injury risk values may be above accepted risk levels without modification to their internal structures. Using the Federal Motor Vehicle Safety Standards (FMVSS) 201 test procedure, multiple IP components from several vehicles (n=6) were tested for head injury risk both in-vehicle and as isolated suspended systems. The isolated components were tested using a simple pendulum setup with the component properly oriented and suspended from 2m cables. The component then was impacted with a 6.8kg linear head impactor at a velocity of 19.0km/h. Initial results showed that in an isolated state, the injury values, both peak and 3ms clip deceleration, correspond to as much as 93% of the in-vehicle tested values. From the component and in-vehicle tests, work functions based on the component mass were developed to replicate the impact event and establish mass-based thresholds. Models studied included waveforms comprised of haversine, half-sine, triangular, trapezoidal and square functions. A simple spring-mass model was also used to characterize the impact event. Initial assessment of the model showed the energy associated with an impact to a typical 4.5kg tuner assembly is great enough to potentially exceed the acceptable injury risk values according to Federal regulations. Furthermore, integrated structures such as air bag modules have a lower mass threshold due to their internal stiffness and interaction with the IP. Based on these thresholds, some design guidelines to improve the crush characteristics of structures such as tuners, HVAC controllers, and air bag modules are presented. U1 - 20th International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationLyon,France StartDate:20070618 EndDate:20070621 Sponsors:National Highway Traffic Safety Administration KW - Air bags KW - Crash injuries KW - Federal Motor Vehicle Safety Standards KW - Frontal crashes KW - Head KW - Instrument panels KW - Occupant protection devices KW - Risk assessment UR - http://www-nrd.nhtsa.dot.gov/departments/esv/20th/ UR - https://trid.trb.org/view/1367900 ER - TY - CONF AN - 01576416 AU - Denis, Vincent AU - Cornu, Philippe AU - Hammouda, Islem AU - d'Achon, Hervé AU - Dissoubray, Xavier AU - Schmitt, Vincent AU - Renou, Christian AU - Guiguen, Norbert AU - National Highway Traffic Safety Administration TI - French Study to Enhance Passive and Active Safety on Military Vehicles PY - 2007 SP - 4p AB - An ETAS study (ETAS is a French MoD RDT&E facility) was launched for reducing fatalities and damages due to traffic accidents involving military vehicles. Such vehicles were indeed identified as being subject to specific constraints bound to their particular operational use. Therefore, the French Defence Procurement Agency (Délégation générale pour l’armement, DGA) and Altran Technologies conducted for two years a joint study with the following goals: 1) identify the main drivers of traffic accidents involving military vehicles through a statistical survey over the past decade; 2) identify and assess active and passive safety systems able to mitigate traffic accidents without altering military vehicles’ operational capabilities; 3) draw the specifications of safety demonstrators to be manufactured, implemented and tested later on. Tasked by the DGA, Altran technologies conducted a statistical survey using the French Army data on traffic accidents in metropolitan France, overseas territory, and operational theatres. At the end of the survey, the results clearly showed that occupants in military vehicles run peculiar risks given specific uses and designs of such vehicles. In order to identify relevant technical as well as feasible solutions, the DGA and Altran technologies established new state-of-the-art of active and passive safety systems list of requirements/designs. The results show that the emphasis shall be put primarily on finding ways to improve: (a) static and dynamic stability; (b) traffic lights efficiency; (c) inter vehicle compatibility; (d) occupants restraint systems’ efficiency. For each of the themes, Altran Technologies defined a set of requirements that shall permit to improve the overall safety of the military vehicles during retrofit and design activities. U1 - 20th International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationLyon,France StartDate:20070618 EndDate:20070621 Sponsors:National Highway Traffic Safety Administration KW - Active safety systems KW - Crash data KW - Fatalities KW - France KW - Military vehicles KW - Occupant protection devices KW - Passive restraint systems KW - Traffic crashes UR - http://www-nrd.nhtsa.dot.gov/departments/esv/20th/ UR - https://trid.trb.org/view/1367806 ER - TY - CONF AN - 01576415 AU - Liu, Yi AU - Zhu, Fuchun AU - Wang, Zhenwen AU - van Ratingen, Michiel AU - National Highway Traffic Safety Administration TI - Side Impact Injury Prediction with FE Simulations of the New Advanced World SID FE Dummy Models PY - 2007 SP - 10p AB - Two new World SID (50th and 5th) finite element (FE) models were developed for providing virtual tools of predicting occupant injuries during vehicle side collisions. The virtual dummy models have been verified with their physical counterparts in aspects of lab certification tests, bio-fidelity and sled tests. Many new techniques have been utilized in the model development including advanced testing and material modeling which guaranteed the high fidelity between the virtual models and the physical dummies. The good model-to-test correlations of various loading configurations have shown that the new FE models could be used as new tools in virtual simulations of vehicle side impact crash worthiness studies as options to other side impact dummies to predict better occupant injury due to superior bio-fidelity performances of the World SID dummies. The new dummy models were also tested under vehicle FMVSS214 impact conditions. A comparison of occupant injury parameters extracted from the models between the World SID 5th and SID-IIs dummy were also made using the load case. U1 - 20th International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationLyon,France StartDate:20070618 EndDate:20070621 Sponsors:National Highway Traffic Safety Administration KW - Crash injuries KW - Crashworthiness KW - Dummies KW - Finite element method KW - Occupant protection devices KW - Side crashes KW - Sled tests UR - http://www-nrd.nhtsa.dot.gov/departments/esv/20th/ UR - https://trid.trb.org/view/1367881 ER - TY - CONF AN - 01576413 AU - Sukegawa, Yoshihiro AU - Kubota, Hidenobu AU - Hirase, Takahumi AU - National Highway Traffic Safety Administration TI - Japan's Approach for Car to Truck Compatibility in Head-On Collisions PY - 2007 SP - 9p AB - This paper presents Japan's approach for car-to-truck compatibility in head-on collisions. Front Underrun Protection Devices (FUPDs) regulated by ECE-R93 are effective in preventing car underrun in head-on collisions with trucks. The Japan Automobile Research Institute (JARI) has studied accident analyses and crash tests involving FUPDs at the request of MLIT and the Japanese Automotive Manufacturers Association (JAMA). It is predicted that passenger car driver fatalities can be decreased by about 45% (36 people/year) by equipping heavy trucks with FUPDs. In 2002, meetings to formulate the FUPD regulation were initiated, with members of the government (MLIT), industries (JAMA, JABIA), and institutes (JARI). One agenda item for the meeting was whether to admit cement-mixers and tipper trucks as an application exclusions. The off-road driving performance of cement-mixers and tipper trucks would decrease if they were equipped with FUPDs provided under ECE-R93. However, it is necessary to equip tipper trucks with FUPDs since the trucks are often driven on urban roads. As a result of these discussions, the authors have eased the FUPD height for tipper trucks from 400 to 450mm, the height at which the height at which minimum off-road driving performance is united with a decrease in aggressiveness. Even with an FUPD height of 450mm, car driver fatalities can be reduced by 28%. The regulations for FUPDs was introduced into Japan in January, 2007. U1 - 20th International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationLyon,France StartDate:20070618 EndDate:20070621 Sponsors:National Highway Traffic Safety Administration KW - Automobiles KW - Crash analysis KW - Fatalities KW - Frontal crashes KW - Japan KW - Trucks KW - Underbodies KW - Vehicle front end UR - http://www-nrd.nhtsa.dot.gov/departments/esv/20th/ UR - https://trid.trb.org/view/1368160 ER - TY - CONF AN - 01576409 AU - Sharma, Dinesh AU - Stern, Seymour AU - Brophy, John AU - Choi, Eun-Ha AU - National Highway Traffic Safety Administration TI - An Overview of NHTSA’s Crash Reconstruction Software WinSMASH PY - 2007 SP - 13p AB - The National Highway Traffic Safety Administration (NHTSA) uses WinSMASH computer software to estimate the change in velocity, delta-V, of the vehicles involved in crashes. The software uses detailed measurements from the crash scene, vehicle damage and vehicle stiffness characteristics to compute energy absorbed by the vehicle and estimate the delta-V and Barrier Equivalent Speed (BES). The WinSMASH is a Microsoft Windows based, enhanced and updated version of the accident reconstruction software CRASH3 previously used by NHTSA. The purpose of this paper is to describe the new enhancements in the program. The damage algorithm used in CRASH3 has been reformulated in WinSMASH. The new damage algorithm in WinSMASH is based on an assumed linear relationship between crash energy and crush and uses intercept d₀ and slope d₁ to describe vehicle stiffness. The software uses generic vehicle size and stiffness categories based on the vehicle’s wheelbase. However, the program also allows the users to enter the vehicle specific stiffness coefficients. The stiffness coefficients for a large number of vehicles have been calculated from crash test results and integrated into WinSMASH. An automated procedure to select the vehicle specific stiffness coefficients is currently under development. A statistical model is also being developed for estimating the stiffness coefficients of a vehicle that is not crash tested. The paper provides an overview of these procedures. The WinSMASH estimated delta-V of the vehicles is compared with the corresponding delta-V obtained from the Event Data Recorder (EDR) installed in the crashed vehicles to assess the accuracy of the software. The staged crash tests used to validate the software are also discussed in the paper. U1 - 20th International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationLyon,France StartDate:20070618 EndDate:20070621 Sponsors:National Highway Traffic Safety Administration KW - Algorithms KW - Crash data KW - Crash reconstruction KW - CRASH3 (Computer program) KW - Delta-v KW - Energy absorption KW - Event data recorders KW - Impact tests KW - Software KW - U.S. National Highway Traffic Safety Administration KW - WinSmash UR - http://www-nrd.nhtsa.dot.gov/departments/esv/20th/ UR - https://trid.trb.org/view/1367870 ER - TY - CONF AN - 01576407 AU - Deter, Thomas AU - Malczyk, Axel AU - Kuehn, Matthias AU - National Highway Traffic Safety Administration TI - Validation of a Seat-Dummy Simulation Model for Rear-Impact PY - 2007 SP - 15p AB - Seat test standard protocols have been established by insurance research institutes and consumer test organisations are developing similar test procedures to assess the performance of seats under rear-impact crash conditions. With several numerical simulation models of the BioRID II being commercially available this study is intended to validate a multi-body rear-impact dummy model in a neutral seat environment for a range of seating postures and impact severities. This enables the systematic investigation of those parameters of the seat which influence the biomechanical loading on the dummy. For this purpose, five dynamic tests were conducted on a newly developed test device that employs a stationary carriage with the seat and dummy and is accelerated from the rear by a sled-on-carriage impactor system. The BioRID dummy was placed on the so-called Chalmers seat which was utilized in earlier European Union (EU) co-funded research projects and provides several adjustment possibilities to represent different seat shapes and characteristics. Starting with a medium severity crash pulse four additional validation tests were carried out with lower and higher crash severity as well as different seat and seating positions to cover a broader range of conditions. Modelling involved both the detailed measuring and computational representation of the Chalmers seat as a multi-body model with facet surfaces as well as careful documentation of the placement of the BioRID model on the seat. Based on the comparison of the model response with the kinematics and biomechanical measurements from the basic test an acceptable conformity between numerical model and validation test could be found for most body regions. However, some shortcomings in the dummy model were identified. U1 - 20th International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationLyon,France StartDate:20070618 EndDate:20070621 Sponsors:National Highway Traffic Safety Administration KW - Crash injuries KW - Crash severity KW - Dummies KW - Impact tests KW - Occupant kinetics KW - Posture KW - Rear end crashes KW - Seats KW - Test procedures UR - http://www-nrd.nhtsa.dot.gov/departments/esv/20th/ UR - https://trid.trb.org/view/1367966 ER - TY - CONF AN - 01576401 AU - Garrott, W Riley AU - Dunn, Ashley L AU - National Highway Traffic Safety Administration TI - NHTSA Research Efforts to Significantly Improve Braking Performance of Medium and Heavy Trucks PY - 2007 SP - 15p AB - In 1999, National Highway Traffic Safety Administration (NHTSA) researchers theorized that substantial improvements could be made in the braking performance of medium and heavy trucks. Therefore, NHTSA initiated a multi-year research program to learn what improvements in stopping performance could be achieved using advanced, but currently available, brake technology for medium and heavy trucks. Truck tractors were the first type of heavy truck studied. Tractor testing results, including dry stopping distance, wet brake-in-curve stability evaluations, and wet split coefficient of friction stopping distances are presented. Testing results showed that a 30 percent reduction in maximum permissible dry stopping distances is possible for U.S. truck tractors, with no degradation in other performance areas. Objective measurements of brake torque, measured on NHTSA’s inertial brake dynamometer at speeds up to 112.7 kph, are presented. Vehicle dynamics simulation results were used to understand effects that higher-torque brakes might have on jackknife stability during braking of tractor-semitrailer rigs. Changing tractors to have all air disc brakes make braking performance improvements attainable with incremental costs that are outweighed by the expected benefits. Unforeseen improvements include a nominal 5 to 8 percent improvement in stopping distance during ABS-controlled stops on wet pavement, a result of significantly lower brake hysteresis with air disc brakes. Hybrid brake configurations, utilizing larger, more powerful S-cam drum brakes or air disc brakes on the steer axle only, are also shown to provide significant performance improvements over current foundation brakes. Based on this research, NHTSA has proposed revising FMVSS 121; shortening the maximum permitted stopping distance for truck tractors by 20 to 30 percent. The paper concludes by briefly discussing NHTSA’s research to improve the stopping performance of medium and heavy straight trucks. U1 - 20th International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationLyon,France StartDate:20070618 EndDate:20070621 Sponsors:National Highway Traffic Safety Administration KW - Braking performance KW - Disc brakes KW - Heavy duty trucks KW - Stopping distances KW - Truck tractors KW - U.S. National Highway Traffic Safety Administration KW - United States KW - Vehicle dynamics UR - http://www-nrd.nhtsa.dot.gov/departments/esv/20th/ UR - https://trid.trb.org/view/1367797 ER - TY - CONF AN - 01576395 AU - Batzer, Stephen A AU - Thorbole, Chandra K AU - Herndon, G Grant AU - Beltran, David AU - National Highway Traffic Safety Administration TI - Injury Analysis of Laminated and Tempered Side Glazing PY - 2007 SP - 13p AB - The injury characteristics of tempered and laminated side glazing during collisions are analyzed. This study is based upon a comprehensive literature review, fundamental design analysis, and the results of numerous statistical studies with particular emphasis on the injury rates associated with the tempered and HPR laminated windscreens that were used concurrently in Europe in the late 1960s and 1970s. Comparative aspects of laceration, ejection, impact, eye injury, and entrapment are detailed. It is shown that the occupant is most seriously threatened by partial or complete ejection which can be effectively mitigated by laminated glazing. It is also shown that the most common glazing-related injury is laceration, the incidence of which is also reduced by laminated glazing. Injury statistics conclusively demonstrate that for each injury mechanism studied, laminated side glazing offers superior occupant protection. The relative merits of the two glazing materials are discussed from the cost, security, and comfort/convenience perspectives. The results of testing of currently marketed side glazing technology are also presented. The study is limited by the disproportionate use of tempered side glazing in vehicles on the roadway at the time of writing, and that instances of laminated side glazing preventing ejection related serious injuries are not fully reported. New contributions include the comprehensive nature of the study, testing, and analysis. U1 - 20th International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationLyon,France StartDate:20070618 EndDate:20070621 Sponsors:National Highway Traffic Safety Administration KW - Crash injuries KW - Ejection KW - Europe KW - Glass KW - Occupant protection devices KW - Tempered glass KW - Vehicle safety UR - http://www-nrd.nhtsa.dot.gov/departments/esv/20th/ UR - https://trid.trb.org/view/1367855 ER - TY - CONF AN - 01576389 AU - Rau, Paul S AU - Wierwille, Walter W AU - Schaudt, William A AU - Gupta, Santosh AU - Hanowski, Richard J AU - National Highway Traffic Safety Administration TI - Development of a Performance Specification for Indirect Visibility Systems on Heavy Vehicles PY - 2007 SP - 10p AB - Recent advances in video technology and image processing have heightened the prospect of improving commercial vehicle safety by enhancing the ability of the driver to perceive and respond safely to surrounding traffic. This paper describes the experimental method of an approach for testing the indirect viewing requirements, determined from previous research, using drivers performing maneuvers on a test track course. Various configurations of camera placement, camera optical characteristics, and image viewing surfaces were implemented for this research. These studies will be completed by April 2007. The purpose of this paper, therefore, is to present the experimental methodology and research protocols that were implemented to develop the performance specifications for these indirect viewing systems. This research provides the foundation for developing enhancements of the video imagery in order to implement an all-weather indirect viewing system for commercial drivers. U1 - 20th International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationLyon,France StartDate:20070618 EndDate:20070621 Sponsors:National Highway Traffic Safety Administration KW - Cameras KW - Commercial vehicles KW - Imagery KW - Safety factors KW - Vehicle electronics KW - Vehicle safety KW - Visibility UR - http://www-nrd.nhtsa.dot.gov/departments/esv/20th/ UR - https://trid.trb.org/view/1367991 ER - TY - CONF AN - 01576384 AU - Ogawa, Shigeru AU - Ito, Noriaki AU - Watanabe, Michinari AU - Furumoto, Arihiro AU - Kito, Masatoki AU - Chen, Daiheng AU - Haruyama, Shigeyuki AU - National Highway Traffic Safety Administration TI - Axial Collapse of Square Tubes with Short Length PY - 2007 SP - 5p AB - In order to reduce high impact load occurring in axial collapse of a crush can, which is installed in the front part of car, the elastoplastic nonlinear behavior of short thin-walled frusta with square cross-section subjected to statically axial compression is studied by using finite element method (FEM). The square tubes 1.8mm in thickness, with upper cross-section of 85mm x 90mm and lower cross-section of 130mm x 135 mm, have different lengths ranging from 135mm to 225mm. A typical tensile stress-strain curve for aluminum is modeled as 2 straight-line hardening relationship. The FEM code MSC.Marc is used to simulate the axial compression of thin-walled frusta of square cross-section. The load-displacement curves of frusta are obtained from the numerical analyses. It is found from the curves that in the axial collapse process of the frusta there are two peaks of the load, corresponding to the initial buckling and formation of the second wrinkle. Unlike the axial collapse of long tubes, however, the load due to the second wrinkle is higher in magnitude than the initial buckling load. The reason for high second peak load is that the frusta are too short to form the 2nd wrinkle. The second peak load is very sensitive to the boundary condition on the lower end. Usually, high load occurs in a strong restraint. Also, it is found the effects of holes in side plate of frusta on the second peak load are very complex. If the holes were located exactly right on the folding lobes, the second peak load could be reduced. The other methods to reduce the second peak load were also investigated. It seems that the most effective method for lowering load is shortening the wavelength of wrinkles. U1 - 20th International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationLyon,France StartDate:20070618 EndDate:20070621 Sponsors:National Highway Traffic Safety Administration KW - Axial compression KW - Buckling KW - Crushing KW - Energy absorption KW - Finite element method KW - Tensile strength KW - Tubing UR - http://www-nrd.nhtsa.dot.gov/departments/esv/20th/ UR - https://trid.trb.org/view/1367872 ER - TY - CONF AN - 01576382 AU - Bourdin, Xavier AU - Trosseille, Xavier AU - Petit, Philippe AU - Beillas, Philippe AU - National Highway Traffic Safety Administration TI - Comparison of Tetrahedral and Hexahedral Meshes for Organ Finite Element Modelling: An Application to Kidney Impact PY - 2007 SP - 10p AB - Hexahedral elements with a single integration point have been the solid elements of choice to represent organs in human finite element models for impact. While those elements have been known to be efficient in terms of stability and computational cost, they are difficult to generate and meshing represents a significant part of a model development time. The ever increasing level of details of biomechanical models further increases these meshing difficulties. In recent years, computing power has become affordable and new formulations of tetrahedral elements – that can be generated automatically even for complex shapes – have been introduced in the explicit finite element codes. The aim of this study was to evaluate the performance of two meshing approaches – semiautomatic hexahedron meshing vs. automatic tetrahedron meshing – for a simple biomechanical application. In this study, a kidney model was build based on the geometry from Visible Human Project dataset. Five types of three dimensional (3D) solid elements (8 node bricks with a single and 8 integration points, 20 node bricks, 4 and 10 node tetrahedrons) and two material laws (linear visco-elastic, hyperelastic viscous) were used to simulate a kidney blunt impact described in Schmitt and Snedeker. While the drawbacks of tetrahedral elements were observed in particular in terms of computing cost, the difference in model response was found to be acceptable in a biomechanical characterized by large specimen to specimen variability. Furthermore, the tetrahedral element stability was found to be excellent. For more complex shapes, the increased computing cost may be largely outweighed by the advantages of an automatic meshing approach. U1 - 20th International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationLyon,France StartDate:20070618 EndDate:20070621 Sponsors:National Highway Traffic Safety Administration KW - Biophysics KW - Costs KW - Crash injuries KW - Finite element method KW - Impact tests KW - Internal organs UR - http://www-nrd.nhtsa.dot.gov/departments/esv/20th/ UR - https://trid.trb.org/view/1368061 ER - TY - CONF AN - 01576381 AU - Choi, Sung Chul AU - Bae, Han Il AU - Han, Sung Jun AU - Kim, Si Yeol AU - National Highway Traffic Safety Administration TI - Development of Computer Simulation Method for Seat Optimization to Reduce Neck Injury in a Low Speed Rear Impact PY - 2007 SP - 7p AB - Whiplash injuries caused by rear-end collisions have been issued by many researches or reports and car manufacturers has been trying to develop a seat to protect passengers from whiplash injuries. The main objective of this study is to present the computer simulation method for car seat optimization against whiplash injury. The study result assists designers to understand design parameters of a seat and active headrest(AHR) performance in relation to the rear-end collisions. Also, the authors examine how the dummy position (including the height) affects the injury indexes. The structural optimization is performed to obtain the optimal seat with AHR (Active Head Rest)by using the TNO BioRID-II dummy and MADYMO software. U1 - 20th International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationLyon,France StartDate:20070618 EndDate:20070621 Sponsors:National Highway Traffic Safety Administration KW - Crash injuries KW - Dummies KW - Headrests KW - MADYMO (Computer program) KW - Neck KW - Rear end crashes KW - Simulation KW - Whiplash UR - http://www-nrd.nhtsa.dot.gov/departments/esv/20th/ UR - https://trid.trb.org/view/1367997 ER - TY - CONF AN - 01576379 AU - Soni, Anurag AU - Chawla, Anoop AU - Mukherjee, Sudipto AU - National Highway Traffic Safety Administration TI - Effect of Muscle Contraction on Knee Loading for a Standing Pedestrian in Lateral Impacts PY - 2007 SP - 20p AB - Knee injury thresholds are based on cadaver experiments and do not take into account active muscle contributions. Preliminary studies have indicated that muscle forces reduce injury risk in knee ligaments [Soni et al, 2006]. In this paper the authors study the effect of active muscle forces on knee bending angle and shear displacements for a free standing pedestrian in lateral impacts using PAMCRASH™. A passive finite element (FE) model has been developed and validated for tests reported in Kajzer et al. (1997, 1999) and Kerrigen et al. (2003). An Active Lower Extremity Model for Safety (ALEMS) has then been developed by including forty seven lower extremity muscles. A-LEMS has then been used to simulate below knee and ankle impacts in free standing pedestrians with activated and deactivated muscles. The FE model shows good correlation with both Kajzer’s and Kerrigan’s tests results. On incorporating active muscles, it is observed that ligament strains decrease, even though the Von Mises stresses in the bones do not show a significant difference. Knee bending angle and shear displacement curves also show lower peaks with active muscles. The authors conclude that muscle activation reduces ligament strains, as well as knee bending angles and shear displacements. It suggests that knee injury thresholds can be different from those formulated on the basis of cadaver studies. Therefore muscle effects should be taken into account in deciding vehicle safety standards and injury predictions in pedestrian crashes. In this study the authors have assumed a straight line of action for muscles. This can lead to errors for muscles which do not work along a straight line. Tendons should also been included for more accurate muscle modeling. Currently, the study is also limited to the standing posture only and other postures are being investigated. The current study investigates the effect of active muscle forces on the knee injury thresholds for a standing pedestrian. U1 - 20th International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationLyon,France StartDate:20070618 EndDate:20070621 Sponsors:National Highway Traffic Safety Administration KW - Crash injuries KW - Finite element method KW - Knee KW - Lower extremities KW - Muscles KW - Pedestrian-vehicle crashes KW - Posture UR - http://www-nrd.nhtsa.dot.gov/departments/esv/20th/ UR - https://trid.trb.org/view/1367979 ER - TY - CONF AN - 01576378 AU - Masson, Catherine AU - Serre, Thierry AU - Cesari, Dominique AU - National Highway Traffic Safety Administration TI - Pedestrian-Vehicle Accident: Analysis of 4 Full Scale Tests with PMHS PY - 2007 SP - 8p AB - In industrialized nations, more than 25% of road traffic fatalities concern pedestrians. In some large urban areas, pedestrians account for as much as 40 to 50 percent of traffic casualties. To investigate pedestrian impact requirements for regulation in Europe, four full-scale pedestrian impact experiments were performed on embalmed post mortem human subjects (PMHS). Two impacts were conducted in a standard condition with the PMHS laterally at the center line of the vehicle with the struck-side limb positioned anteriorly. The 2 other tests were a reconstruction of two real accidents and the PMHS were hit by the vehicle front laterally from ¾ right. Each PMHS was instrumented to measure the acceleration at points along the lower limb, the pelvis, the head. Pedestrian height being an important factor in the type of injuries sustained, the vehicle profile in relation to pedestrian height was recorded. After each test, a necropsy of each PMHS revealed the injuries to the tested PMHS. The distribution of vehicle contact areas and throw distance were noted. Because the head and lower limbs are the most commonly injured body parts for adult pedestrians, with head injury being the main cause of fatality, the analysis was focussed on these two body parts. The kinematics response of the pedestrian surrogates head was measured using precisely located targets. In particular, head velocity and head impact angle on the windscreen have at the instant of the impact been evaluated. The results provide complementary data for future pedestrian test methods and biofidelity assessment of a pedestrian dummy. U1 - 20th International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationLyon,France StartDate:20070618 EndDate:20070621 Sponsors:National Highway Traffic Safety Administration KW - Casualties KW - Crash injuries KW - Crash reconstruction KW - Dummies KW - Fatalities KW - Head KW - Impact tests KW - Lower extremities KW - Pedestrian-vehicle crashes UR - http://www-nrd.nhtsa.dot.gov/departments/esv/20th/ UR - https://trid.trb.org/view/1368011 ER - TY - CONF AN - 01576377 AU - Weber, Sebastian AU - Johannsen, Heiko AU - Schindler, Volker AU - Schnottale, Britta AU - National Highway Traffic Safety Administration TI - Protection for the Smallest Occupant – Status Quo and Potentials Concerning the Development of Child Restraint Systems PY - 2007 SP - 10p AB - The use of proper child restraint systems (CRS) is mandatory for children travelling in cars in most countries of the world. The analysis of the quantity of restrained children shows that more than 90% of the children in Germany are restrained. Looking at the quality of the protection, a large discrepancy between restrained and well protected children can be seen. Two out of three children in Germany are not properly restrained. In addition, considerable difference exists with respect to the technical performance of CRS. For that reason investigations and optimisations on two different topics are necessary: The technical improvement of CRS and the ease of use of CRS. Consideration of the knowledge gained by the comparison of different CRS in crash tests would lead to some improvements of the CRS. But improvement of child safety is not only a technical issue. People should use CRS in the correct way. Misuse and incorrect handling could lead to less safety than correct usage of a poor CRS. For that reason new technical issues are necessary to improve the child safety AND the ease of use. Only the combination of both parts can significantly increase child safety. For the assessment of the safety level of common CRS, frontal and lateral sled tests simulating different severity levels were conducted comparing pairs of CRS which were felt to be good and CRS which were felt to be poor. The safety of some CRS is currently at a high level. All well known products were not damaged in the performed tests. The performance of non-branded CRS was mostly worse than that of the well known products. Although the branded child restraint systems already show a high safety level it is still possible to further improve their technical performance as demonstrated with a baby shell and a harness type CRS. U1 - 20th International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationLyon,France StartDate:20070618 EndDate:20070621 Sponsors:National Highway Traffic Safety Administration KW - Child restraint systems KW - Dummies KW - Germany KW - Occupant protection devices KW - Optimization KW - Sled tests KW - Vehicle safety UR - http://www-nrd.nhtsa.dot.gov/departments/esv/20th/ UR - https://trid.trb.org/view/1367748 ER - TY - CONF AN - 01576371 AU - Ueno, Masanori AU - Hatano, Keiji AU - Fukushima, Naomi AU - Tsuburai, Yoshihisa AU - National Highway Traffic Safety Administration TI - Development of New Generation Mobile Deformable Barrier PY - 2007 SP - 9p AB - The barrier face that using the current regulation of Japan and the European Union (EU) was developed in the stiffness of ’70s vehicles. Therefore, the stiffness of this barrier is different from the current vehicles that adapts to the frontal impact tests and considering of compatibility. Then, the authors did the development of the new barrier face that the stiffness of the current vehicles including the small sized sports utility vehicles was reproduced. First, the authors investigated the stiffness of the front-end of the vehicle for ’98MY in IHRA-SIWG. Next, the authors started the development of the barrier face in based on the results of this investigation. In the same time, they started the development of new barrier face in Europe. So, the authors cooperated with their development for harmonization. The developed barrier face named the advanced European mobile deformable barrier (AE-MDB) is the almost matched to the stiffness of investigated results of current vehicles. However, the deformation mode was different between the car-to-car test and the MDB-to-car test. Therefore, the authors did more improvement in the barrier face. The improvement items were the addition of the beam element and the tuning of the stiffness of lower row. The beam element is reproduced the bumper reinforcement of the actual vehicle. In these improvements, the authors completed the development of the new barrier face that matched to the stiffness of the current vehicle, and the same deformation mode between the car-to-car (CTC) test and the MDB-to-car test. The authors hope that this barrier face is adopted in the new regulations for side impact. U1 - 20th International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationLyon,France StartDate:20070618 EndDate:20070621 Sponsors:National Highway Traffic Safety Administration KW - Bumpers KW - European Union KW - Frontal crashes KW - Impact tests KW - Japan KW - Side crashes KW - Sport utility vehicles KW - Stiffness KW - Temporary barriers UR - http://www-nrd.nhtsa.dot.gov/departments/esv/20th/ UR - https://trid.trb.org/view/1367873 ER - TY - CONF AN - 01576367 AU - Burgett, August AU - Srinivasan, Gowrishankar AU - Ranganathan, Raja AU - National Highway Traffic Safety Administration TI - An Empirically Based Process for Estimating Safety Benefits PY - 2007 SP - 11p AB - The advent of new crash prevention technologies has made it necessary to develop new methodologies capable of estimating safety benefits before they are introduced in the market. This paper describes the development of one such empirically based methodology for estimating safety benefits. The developed methodology uses detailed engineering descriptions of the crash prevention system performance, in conjunction with a universal description of crash causal factors and resulting relevant crash types. This study also establishes objective tests to evaluate systems; a brake-assist system is used to describe the process. Crash data files such as the General Estimate System (GES) and the Fatality Analysis Reporting System (FARS) are used to develop Measures of Performance (MOP) and are used as the basis for objective tests. Naturalistic driving data are used to estimate Exposure Ratio and to refine elements of the objective tests. Finally data from the objective tests are used to estimate benefits of the crash prevention system. The process developed here has not been applied to a specific system. For that reason a hypothetical system is used as an example to demonstrate the data processing required to convert test outcomes to number of crashes that would be prevented. A generic brake-assist system is used as an example. This hypothetical example suggests that such a system could prevent 50% of rear-end crashes in which the following vehicle brakes to avoid crashing into a decelerating lead vehicle. The new process developed here has not been applied at this time. Challenges that will arise during application are not addressed in detail in this paper. U1 - 20th International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationLyon,France StartDate:20070618 EndDate:20070621 Sponsors:National Highway Traffic Safety Administration KW - Active safety systems KW - Automatic braking KW - Automatic data collection systems KW - Benefits KW - Crash avoidance systems KW - Crash data KW - Driver support systems KW - Fatality Analysis Reporting System KW - General Estimates System KW - Vehicle safety UR - http://www-nrd.nhtsa.dot.gov/departments/esv/20th/ UR - https://trid.trb.org/view/1367981 ER - TY - CONF AN - 01576361 AU - Blaise, Philippe AU - Fenaux, Eric AU - National Highway Traffic Safety Administration TI - Performance of an Improved ABS and Expected Safety Benefits PY - 2007 SP - 4p AB - Electronic stability control (ESC) efficiency to reduce accident is now well proven. But ESC has a significant cost and to install it as a standard equipment on small cars will make them more expensive and then slow down the modernisation of the car in the street which is the most efficient way to improve safety. On the other hand anti-lock braking systems (ABS) is already standard equipment on all cars in many countries. Then if an ABS can significantly improve the stability of the cars in real world accident cases, one can expect major safety benefits without this cost problem. As ABS can be efficient only when drivers brake, accident statistics obtained in France and studies of drivers’ reactions are shown to establish in which cases the driver has an action on the brakes. Important cases like accident in a curve, in a straight line or at an intersection are addressed. It is shown that a significant accident reduction can be expected with an improved ABS. The authors made measurements of car behaviour during tests reproducing such accident situations. Results of these measurements are produced to compare the stability of a car equipped with the sensors of a state of the art ESC and the improved ABS. As a reference performance of a car fitted with a current ABS are also provided. The special algorithms of ABS used to obtain these improvements are introduced. U1 - 20th International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationLyon,France StartDate:20070618 EndDate:20070621 Sponsors:National Highway Traffic Safety Administration KW - Active safety systems KW - Antilock brake systems KW - Drivers KW - Electronic stability control KW - France KW - In vehicle sensors KW - Loss of control KW - Reaction time UR - http://www-nrd.nhtsa.dot.gov/departments/esv/20th/ UR - https://trid.trb.org/view/1367957 ER - TY - CONF AN - 01576348 AU - Arndt, Mark W AU - Hubele, Norma AU - National Highway Traffic Safety Administration TI - A Streamlined Initial Test Regime Utilizing The NHTSA NCAP Rollover Maneuver PY - 2007 SP - 6p AB - An experiment was designed to evaluate the effect of changes to two vehicle parameters on rollover maneuvers. The changed parameters were tire size and static stability factor (SSF). The statistically designed experiment tested each vehicle condition utilizing the New Car Assessment Program (NCAP) Dynamic Rollover Maneuver. The NCAP Dynamic Rollover Maneuver test procedure dictated a consistent tire condition, test order, vehicle load, and steer regime. Testing utilized an AB Dynamics steering robot. Results of testing demonstrated different and improved vehicle performance with changed vehicle parameters. Evaluation of the test results showed statistical significance in vehicle response due to changed SSF and no statistical significance in vehicle response due to changed tires for one of the steering sequences. Close examination revealed that for evaluation of effects in vehicle response due to changes of vehicle parameters no additional statistically significant information in vehicle response was observed for initial left turn versus initial right turn and default steer versus supplemental steer. When evaluating vehicle response to changed vehicle parameters an initial streamlined test regime utilizing the NCAP Rollover maneuver is suggested. The complete NCAP Dynamic Rollover test procedure for vehicle validation is recommended. Future investigations that build on these results could include changes in the roll moment distribution together with SSF. U1 - 20th International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationLyon,France StartDate:20070618 EndDate:20070621 Sponsors:National Highway Traffic Safety Administration KW - New Car Assessment Program (Ncap) KW - Rollover crashes KW - Static stability KW - Steering KW - Tires KW - U.S. National Highway Traffic Safety Administration KW - Vehicle dynamics KW - Vehicle tests UR - http://www-nrd.nhtsa.dot.gov/departments/esv/20th/ UR - https://trid.trb.org/view/1367962 ER - TY - CONF AN - 01576346 AU - Rieth, Peter AU - Remfrey, James AU - Stählin, Ulrich AU - National Highway Traffic Safety Administration TI - Telematics – The Essential Cornerstone of Global Vehicle and Traffic Safety PY - 2007 SP - 5p AB - The networking of active and passive safety (APIA) is the fundamental basis for comprehensive vehicle safety. Situation-relevant information relating to driver reactions, vehicle behaviour and 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. APIA provides effective protection not only for vehicle occupants but also for other, vulnerable road users. As this functionality up till now only relates to the vehicle itself, the next logical step is enhancement leading to the ultimate goal in safety performance, telematics. The integration of this embedded, in-vehicle wireless communication system allows Car-to-Car (C2C) and Car-to-Infrastructure (C2I) functionality for, e.g. hazard warning. This is an integral element of the cascaded Active Passive Integration Approach. This paper describes the current status in the functional potential attained by networking active and passive safety systems (APIA) and introduces the next ultimate step towards global vehicle and traffic safety, telematics. U1 - 20th International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationLyon,France StartDate:20070618 EndDate:20070621 Sponsors:National Highway Traffic Safety Administration KW - Crash avoidance systems KW - Crash injuries KW - Telematics KW - Traffic safety KW - Vehicle safety KW - Vehicle to infrastructure communications KW - Vehicle to vehicle communications KW - Vulnerable road users UR - http://www-nrd.nhtsa.dot.gov/departments/esv/20th/ UR - https://trid.trb.org/view/1367944 ER - TY - CONF AN - 01576335 AU - Zhou, Qing AU - Quade, Michael AU - Du, Huiliang AU - National Highway Traffic Safety Administration TI - Concept Design of a 4-DOF Pedestrian Legform PY - 2007 SP - 7p AB - The new European car-to-pedestrian impact safety protection regulation has prompted many research efforts in this area. For knee and lower leg protection, the current regulation requires using a legform that consists of 2 degrees-of-freedom (DOF) for injury assessment. It mimics the shear and bending about the knee joint when the lateral side of a pedestrian is impacted by a vehicle. However, in a smaller portion, non-lateral impact accidents also exist in the real world. Moreover, even in a purely lateral impact, once the legform contacts with the bumper, it could rotate towards the other directions due to the curvatures of the bumper shape and the deformation of the bumper foam, causing the legform taking load from other directions. For assessing injuries under omni-direction impact, a concept design of a 4-DOF pedestrian legform is developed. The two added DOFs represent the natural human knee rotation and the shear with respect to the knee joint when a pedestrian is impacted from the front or the back. The bio-mechanical requirements of the 4-DOF legform are adopted from the existing 2-DOF pedestrian legform and the Hybrid III dummy knee. The challenge is to design all the 4-DOF mechanisms, including the motion and stiffness mechanisms, in a limited space of the legform. Design methodology is also documented in this paper. U1 - 20th International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationLyon,France StartDate:20070618 EndDate:20070621 Sponsors:National Highway Traffic Safety Administration KW - Degrees of freedom KW - Dummies KW - Europe KW - Knee KW - Leg KW - Lower extremities KW - Pedestrian safety KW - Pedestrian-vehicle crashes KW - Stiffness UR - http://www-nrd.nhtsa.dot.gov/departments/esv/20th/ UR - https://trid.trb.org/view/1368002 ER - TY - CONF AN - 01576334 AU - Digges, Kennerly H AU - National Highway Traffic Safety Administration TI - Technologies to Improve Impact Related Fire Safety PY - 2007 SP - 12p AB - The research reported in this paper is a follow-on to a five year research program conducted by General Motors (GM) in accordance with an administrative Settlement Agreement reached with the United States Department of Transportation. In a subsequent Judicial Settlement, GM agreed to fund more than $4.1 million in fire-related research over the period 2001- 2004. The purpose of this paper is to provide a public update report on the projects that have been funded under this latter research program, along with results to date. This paper is the sixth in a series of technical papers intended to disseminate the results of the ongoing research. The projects and research results reported in this paper include statistical analyses of vehicle fires based on Fatality Analysis Reporting System (FARS) and National Automotive Sampling System (NASS) and summaries of technologies to reduce crash induced fires. U1 - 20th International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationLyon,France StartDate:20070618 EndDate:20070621 Sponsors:National Highway Traffic Safety Administration KW - Crash data KW - Fatalities KW - Fatality Analysis Reporting System KW - General Motors Corporation KW - Information dissemination KW - National Automotive Sampling System KW - Statistical analysis KW - Traffic crashes KW - United States KW - Vehicle fires UR - http://www-nrd.nhtsa.dot.gov/departments/esv/20th/ UR - https://trid.trb.org/view/1367864 ER - TY - CONF AN - 01576331 AU - Friedman, Donald AU - Caplinger, Justin AU - Bish, Jack AU - National Highway Traffic Safety Administration TI - Human/Dummy Rollover Falling (Excursion) Speeds PY - 2007 SP - 13p AB - Measurements of human and dummy falling (often referred to as diving) speeds were made from four series of experiments. The first series consisted of a 5th and 50th percentile human and a 50th percentile dummy in a production vehicle with production belts, in a spit test at roll rates to 200 degrees per second. The second series was conducted with surrogates in dynamic repeatable rollover test roof impacts in the Jordan Rollover System (JRS) fixture. The third series photo analyzed dummy motion in the interior of dolly rollover tests with belted and unbelted hybrid III dummies to determine independently, the excursion and intrusion speeds of the dummy and roof. The fourth series analyzed Malibu rollcaged and production vehicle occupant belt loop load vs neck impact force similar to a previous analysis of Autoliv rollover tests. The first series measured the near and far side lateral and vertical excursion, excursion speed, roll rate, and belt loads, as well as, documenting occupant kinematics by lateral and frontal view video cameras. The second series measured the near and far side excursion and excursion velocity of a belted surrogate in 15 mph, 350 degree per second JRS roof impact tests. The third series photo analyzed high resolution video of dolly rollover tests with 50% hybrid III dummies in addition to the parameters collected in the tests associated with roll rate, dummy head impact speed and belt loads. The fourth series analyzed Malibu roll caged and production belt loop load vs. neck impact force at roll rates up to 500 degrees per second. The measurements are presented in a graphical format with discussion in the context of rollover injury potential. The conclusions are that belted humans and dummies with 3 to 5 inches of excursion, have excursion speeds of little more than 0.5 mph. The unbelted dummies with a similar amount of initial headroom have only slightly greater falling speed because of the short duration of the roof contact acceleration. Photo analysis of dolly rollover head impact speeds as measured by dummy neck loads, separated the excursion and roof intrusion speeds and indicated similar falling speeds. An inch or more of intrusion from a roll caged roof in combination with the close proximity of the head of a dummy result in composite head impact speeds of 3 mph or more. U1 - 20th International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationLyon,France StartDate:20070618 EndDate:20070621 Sponsors:National Highway Traffic Safety Administration KW - Crash injuries KW - Dummies KW - Head KW - Jordan Rollover System KW - Neck KW - Occupant kinetics KW - Rollover crashes KW - Speed KW - Vehicle roofs UR - http://www-nrd.nhtsa.dot.gov/departments/esv/20th/ UR - https://trid.trb.org/view/1368085 ER - TY - CONF AN - 01576329 AU - MacIsaac, James D AU - Feve, Sebastien AU - National Highway Traffic Safety Administration TI - NHTSA Tire Aging Test Development Project: Phase I - Phoenix, Arizona Tire Study PY - 2007 SP - 15p 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 collected from privately owned vehicles in the Phoenix, Arizona USA metropolitan area during the spring of 2003. This study was conducted to provide a better understanding of service-related tire degradation and to serve as the “real-world” baseline for the development of laboratory-based accelerated service life test for tires (often referred to as a “tire aging test”). On-road tires and full-size spare tires, as well as the corresponding vehicle information were collected through 22 Phoenix-area retailers in exchange for new tires at no charge to the study’s participants. Within the six different tire models studied, a total of 174 on-road tires and 9 full-size spare tires retrieved from Phoenix of varied ages and mileages were compared to 82 new, un-used versions of themselves. The tires were either subjected to one of two whole-tire roadwheel tests or cut apart for material properties analysis. The results were correlated against the absolute age and mileage (if original equipment) of the tires and will be discussed in this paper. The raw dataset and project notes are available for download at (VIN redacted for vehicle owner privacy): http://wwwnrd.nhtsa.dot.gov/vrtc/ca/tires.htm U1 - 20th International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationLyon,France StartDate:20070618 EndDate:20070621 Sponsors:National Highway Traffic Safety Administration KW - Aging (Materials) KW - Crash injuries KW - Fatalities KW - Phoenix (Arizona) KW - Properties of materials KW - Service life KW - Tire treads KW - Tires KW - U.S. National Highway Traffic Safety Administration UR - http://www-nrd.nhtsa.dot.gov/departments/esv/20th/ UR - https://trid.trb.org/view/1367965 ER - TY - CONF AN - 01576327 AU - Li, Hongyi AU - Siervogel, Jeff AU - Bojanowski, Cezary AU - Wekezer, Jerry W AU - Kownacki, Jerzy W AU - Kwasniewski, Leslaw AU - National Highway Traffic Safety Administration TI - Laboratory Testing Program for F.E. Crash Analyses of Paratransit Buses PY - 2007 SP - 7p AB - An extensive validation program was developed and implemented in support of computational mechanics of paratransit buses. The program is based on laboratory testing of coupons for material characterization (test level 1, TL 1) and connection tests (TL 2). Experimental data obtained from TL 1 tests were used for development of the finite element (F.E.) models of several structural components and connections of a paratransit bus selected for this study. The segments, critical for crashworthiness performance of the entire bus, included: a wall-to-floor, a wall-to-roof, and a sidewall panel of the bus. Resistance functions, relating a force applied vs. resulting displacement, were developed for each component. They were obtained from experimental tests (at TL 2) and from computational mechanics F.E. analyses. Comparison of the resistance functions and the failure mechanisms provided a good validation of the F.E. models of the major structural components which, in turn, were included in F.E. models of the entire paratransit bus. A model of the paratransit bus, with 600,000 finite elements, was developed for crashworthiness and safety assessment of the bus. AutoCAD files, material samples and components for testing were provided by the bus manufacturer to aid in the model development and validation processes. The Ls-Dyna nonlinear commercial code was used as major tools for numerical analyses. Two impact scenarios were considered: a rollover of a bus from 800 mm, and a 90⁰ side impact of the bus by a pickup truck at 48 km/h. U1 - 20th International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationLyon,France StartDate:20070618 EndDate:20070621 Sponsors:National Highway Traffic Safety Administration KW - Buses KW - Crashworthiness KW - Finite element method KW - Laboratory tests KW - Paratransit vehicles KW - Rollover crashes KW - Side crashes UR - http://www-nrd.nhtsa.dot.gov/departments/esv/20th/ UR - https://trid.trb.org/view/1367807 ER - TY - CONF AN - 01576326 AU - Pang, Hyunsok AU - Massa, Joseph AU - National Highway Traffic Safety Administration TI - Curtain Airbag Gas Delivery System Development Using CFD Analysis PY - 2007 SP - 6p AB - This paper describes curtain airbag gas delivery system development work using computational fluid dynamics (CFD) analysis. The objective of developing gas delivery system was to achieve uniform inflation and reasonable time to position for oblique pole test with 5th %ile female. CFD analysis has been conducted to design gas delivery system of 3 row curtain airbag. The gas delivery system consists of T-diffuser and flexible gas delivery tube. T-diffuser hole sizes and the hole sizes in flexible gas delivery tube system have been determined through CFD simulations. Confirmation static deployment test has been conducted to confirm the design specification from CFD analysis. In the static deployment test, pressure ports were installed to measure the pressure at several locations in the curtain airbag. It was found that the bag kinematics and pressures in the test were close to the simulation kinematics and results. U1 - 20th International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationLyon,France StartDate:20070618 EndDate:20070621 Sponsors:National Highway Traffic Safety Administration KW - Air bags KW - Fluid dynamics KW - Inflation KW - Kinematics KW - Oblique pole tests KW - Occupant protection devices KW - Simulation UR - http://www-nrd.nhtsa.dot.gov/departments/esv/20th/ UR - https://trid.trb.org/view/1367868 ER - TY - CONF AN - 01576325 AU - Fung, Chin-Ping AU - Chang, Shun-Hui AU - Hwang, Jiun-Ren AU - Hsu, Chun-Chia AU - Chou, Wen-Jing AU - Chang, Kai-Kuo AU - National Highway Traffic Safety Administration TI - The Study on the Influence of Audio Warning Systems on Driving Performance Using a Driving Simulator PY - 2007 SP - 5p AB - The traffic accident has been one of the first ten death factors in Taiwan for past years. The published statistical data showed that the number of casualties has gradually increased, and indicated that the main cause of traffic accident was the negligence by drivers, nearly twenty percent of the total amount of accidents every year in Taiwan. Many published researches about driving safety pointed out that the negligence is usually caused by driver’s distraction and low level of alertness. In recent year, the Collision Warning System (CWS) providing visual, tactile and various audio signals to stimulate the driver’s sense of hearing for warning purpose has been developed to assist drivers for a safe driving. Therefore, this study investigated the effect of various audio signals in the collision warning system on driving performance using a driving simulator. The driving performances in perception-reaction time, speed and lane-departure amount were recorded. In this study the driver encountered a sudden cut-in of an event vehicle from an adjacent lane, braking in front and speeding up. The design levels were no alert, speech and beep sound in the collision warning system. Thirty male participants ranging from 20 to 30 years of age were recruited. The experimental results showed that a car with warning system could make the driver be on alert earlier and thus reduce the perception-reaction time. In addition, the beep sound induced a shorter perception-reaction time than the speech did. The driver would reduce speed when the vehicle equipped with warning system. With respect to the amount of lane-departure, the data showed that the position deviation was small as the driver did not change lane when the emergence happened in front. U1 - 20th International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationLyon,France StartDate:20070618 EndDate:20070621 Sponsors:National Highway Traffic Safety Administration KW - Audible warning devices KW - Crash avoidance systems KW - Distraction KW - Driver performance KW - Driving simulators KW - Ran off road crashes KW - Reaction time KW - Taiwan KW - Traffic crashes UR - http://www-nrd.nhtsa.dot.gov/departments/esv/20th/ UR - https://trid.trb.org/view/1367988 ER - TY - CONF AN - 01576324 AU - Nash, Carl E AU - Friedman, Donald AU - National Highway Traffic Safety Administration TI - A Rollover Human/Dummy Head/Neck Injury Criteria PY - 2007 SP - 10p AB - The human neck is a remarkable device for its function, flexibility and strength. It supports the head while permitting a wide range of motion and sustains itself under some vigorous head impacts in violent sports and accidents. Nevertheless, the neck has limits both of motion and of the forces it can sustain. In rollovers, the neck is usually loaded through the top or back of the head with the torso providing an inertial reaction mass. Skull fractures, head and brain injuries generally involve higher impact velocities than are necessary to fracture the cervical spine, but which can also load and critically injure the neck. Accident injury statistics, tests of living and post-mortem human subjects (PMHS), analysis of athletic impacts, tests of anthropometric dummies and computer simulations of human and dummy kinematics, illustrate injury mechanisms and suggest injury criteria measurements for the human neck. Using this data a simple head impact measure as a neck injury criterion was developed to address the problem of neck injury in vehicle rollovers and to help identify appropriate vehicle design considerations for rollover occupant protection. The analysis defines a head impact speed of 3 m/sec. (7 mph) which produces a neck load of 7,000 N in a 50th percentile male Hybrid III dummy, as the onset of serious neck injury, and that a head impact speed of 4.5 m/sec (10 mph) which produces a dummy neck load of 10,000 N represents the onset of severe to fatal neck injury. The National Highway Traffic Safety Administration (NHTSA) has already accepted that a head impact velocity of 7 m/sec (16 mph) is the threshold for the onset of serious head and brain injury. These criteria are shown to reasonably represent available human injury accident and experimental statistical distributions. U1 - 20th International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationLyon,France StartDate:20070618 EndDate:20070621 Sponsors:National Highway Traffic Safety Administration KW - Crash injuries KW - Neck KW - Occupant kinetics KW - Occupant protection devices KW - Occupant vehicle interface KW - Rollover crashes KW - Skull fractures KW - Traumatic brain injuries UR - http://www-nrd.nhtsa.dot.gov/departments/esv/20th/ UR - https://trid.trb.org/view/1368056 ER - TY - CONF AN - 01576319 AU - Pinecki, Christian AU - Zeitouni, Richard AU - National Highway Traffic Safety Administration TI - Technical Solutions for Enhancing the Pedestrian Protection PY - 2007 SP - 9p AB - Since October 2005, the European regulation for pedestrian protection is applicable to new vehicles. Four impactors have been developed: leg, femur, child and adult heads for testing predefined areas on the front face of the vehicle. This paper presents the technical strategy and the set of solutions which place PSA Peugeot Citroën as one of the best manufacturers for pedestrian protection with in particular Citroën C6, first and unique vehicle achieving 4 stars in European New Car Assessment Program (EuroNCAP) pedestrian protection assessment. The scenario of head and leg protection is articulated around two requirements: (1) keeping a space between the bonnet and the various hard elements of the engine, and behind the front bumper so that the impactors do not come into contact with rigid elements, (2) softening the bonnet and the front bumper elements in order to generate a more progressive head and leg deceleration during the impact. The level of constraint induced by these requirements penalizes heavily the style and the overhang of the vehicles. Massive development efforts have been invested in both fields of leg and head protection. The physical characteristics of the components and the design constraints have to be optimized under advanced computational analyses with finite elements model. The protection of the leg requires the installation of two absorbers (upper and lower). The head protection requires complex tuning of the stiffness of the bonnet and some components inside the engine compartment. For executive cars with long hood, like C6, it also implied the development of an active bonnet, triggered by fusible optic sensors, which is not only a technical challenge but also addresses outstanding issues in the field of quality and reliability. The paper provides technical descriptions of the methods deployed by PSA Peugeot Citroën, associating numerical simulations and physical tests, for developing innovative solutions in the field of passive and active safety. U1 - 20th International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationLyon,France StartDate:20070618 EndDate:20070621 Sponsors:National Highway Traffic Safety Administration KW - Bicycle crashes KW - Crash injuries KW - European New Car Assessment Program KW - Fatalities KW - Head KW - Lower extremities KW - Pedestrian safety KW - Pedestrian-vehicle crashes KW - PSA Peugeot Citroen S.A KW - Technological innovations UR - http://www-nrd.nhtsa.dot.gov/departments/esv/20th/ UR - https://trid.trb.org/view/1368006 ER - TY - CONF AN - 01576315 AU - Olivares, Gerardo AU - Amesar, Pankaj AU - National Highway Traffic Safety Administration TI - Implementation of ISOFIX and LATCH Equipped Automotive Child Restraint Systems in an Aircraft Environment PY - 2007 SP - 13p AB - The increasing trend towards fractional aircraft ownership has seen a rise in the number of babies and children being transported on corporate and private aircraft. Occupant protection policies for children younger than 2 years on aircraft are inconsistent with all other national policies on safe transportation. Children younger than 2 years are not required to be restrained or secured on aircraft during takeoff, landing, and conditions of turbulence. The National Transportation Safety Board 2005-2006 Most Wanted Transportation Safety Improvements state that all occupants should be restrained during takeoff, landing, and turbulent conditions, and that all infants and small children should be restrained in an approved child restraint system (CRS) appropriate to their height and weight. Current Federal Aviation Administration recommendations for child restraints are based on Federal Motor Vehicle Safety Standards and typically involve the use of child safety seats restrained by aircraft lap belts. Newer automotive restraint standards use the vehicle structure to restrain the child safety seat. These standards differ between North America (LATCH) and Rest of the World (ISOFIX). Development and testing to determine the optimum means of child restraint and a solution that works in both North America and Rest of the World is needed. Based on the results from the dynamic sled tests conducted, in this study there is sufficient data to conclude that the ISOFIX and LATCH system can solve the interface issues found in the past between the CRSs and aircraft seats. Both the ISOFIX and the LATCH attachment methods offer similar level of safety for the 12 month and 3 Year Old occupants. While this study provides an overview of the viability of the ISOFIX and LATCH system, additional research needs to follow in order to develop aerospace standards and recommendations. U1 - 20th International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationLyon,France StartDate:20070618 EndDate:20070621 Sponsors:National Highway Traffic Safety Administration KW - Aircraft KW - Child restraint systems KW - Children KW - ISOFIX KW - Occupant protection devices KW - Seat belts KW - Standards UR - http://www-nrd.nhtsa.dot.gov/departments/esv/20th/ UR - https://trid.trb.org/view/1368159 ER - TY - CONF AN - 01576312 AU - Forrest, Steve AU - Meyer, Steve AU - Cahill, Andrew AU - Herbst, Brian AU - National Highway Traffic Safety Administration TI - Head and Neck Injury Potential in Inverted Impact Tests PY - 2007 SP - 8p AB - The National Highway Traffic Safety Administration (NHTSA) has concluded that there is a relationship between roof intrusion and the injury risk to belted occupants in rollovers. Roof crush occurs and potentially contributes to serious or fatal occupant injury in 26% of rollovers. The inverted drop test methodology is a test procedure to evaluate the structural integrity of roofs under loadings similar to those seen in real world rollovers. Drop test comparisons have been performed on over 20 pairs of production and reinforced vehicles representing a large spectrum of vehicle types. The structural modifications in the reinforced vehicles maintained the occupant survival space and seat belt geometry. This paper analyzes inverted drop testing performed on several production and reinforced matched vehicles with restrained Hybrid III test dummies. Review of neck load data indicates that reduced roof crush results in a direct reduction in neck load, thereby increasing occupant protection. Restraint loading and performance, relating to roof structure integrity, is also evaluated. U1 - 20th International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationLyon,France StartDate:20070618 EndDate:20070621 Sponsors:National Highway Traffic Safety Administration KW - Crash injuries KW - Dummies KW - Fatalities KW - Head KW - Impact tests KW - Neck KW - Occupant protection devices KW - Rollover crashes KW - Seat belts UR - http://www-nrd.nhtsa.dot.gov/departments/esv/20th/ UR - https://trid.trb.org/view/1367858 ER - TY - CONF AN - 01576311 AU - Bohman, Katarina AU - Boström, Ola AU - Osvalder, Anna-Lisa AU - Eriksson, Maria AU - National Highway Traffic Safety Administration TI - Rear Seat Frontal Impact Protection for Children Seated on Booster Cushions – An Attitude, Handling and Safety Approach PY - 2007 SP - 9p AB - Real-life data has shown that booster cushions are highly beneficial to belted children, but misuse and non-use problems remain. Furthermore, the rear seat belt system may be optimized for both children and adults. The aim of this study was to evaluate protection concepts offering benefits in from of attitudes, handling and safety perspectives, for children seated on booster cushions. Focus groups, observations and sled tests were performed. Initially, focus groups consisting of 16 children aged 7-8 years discussed the use of booster cushions. Seven children and their parents were then observed buckling up in a car using an integrated booster cushion and an aftermarket booster cushion. Lastly, sled tests were conducted with a Hybrid III 6 year old dummy seated on different booster cushions and restrained by various seat belt systems, including belt load limiting and pretensioning. It was found that children wanted to use booster cushions for safety and comfort, but perceived the use of booster cushions as childish. Parents motivated non-use due to inconvenience. The handling study showed that adults felt secure when handling the integrated booster cushion because it could only be unfolded in one way. Integration facilitated buckling up. Furthermore, it was stable when entering or leaving the car. Misuse was detected for most children when using the aftermarket booster cushion as opposed to only one case of minor misuse with the integrated version. The sled tests with retractors with belt load limiting and pretensioning resulted in reduced head, neck and chest loading as well as forward displacement. By using an attitude, handling and safety approach, the combination of integrated booster cushion, belt pretensioning and load limiting would increase appropriate usage of restraints, decrease dummy injury values and keep forward displacement, thereby saving rear seat occupant lives. U1 - 20th International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationLyon,France StartDate:20070618 EndDate:20070621 Sponsors:National Highway Traffic Safety Administration KW - Booster seats KW - Children KW - Frontal crashes KW - Occupant protection devices KW - Restraint systems KW - Seat belts KW - Sled tests UR - http://www-nrd.nhtsa.dot.gov/departments/esv/20th/ UR - https://trid.trb.org/view/1367744 ER - TY - CONF AN - 01576310 AU - Bastien, J M Christian AU - Béal, Mathieu AU - Jacques, Laurent AU - Covo, Claude AU - Gallenne, Marie-Line AU - National Highway Traffic Safety Administration TI - An Ergonomics Evaluation of the Safety Impact of a New On-Board System: Safemap PY - 2007 SP - 9p AB - The SafeMap project, which is part of the DEUFRAKO programme (a cooperation between France and Germany), aims at assessing the use of a dedicated digital map for road safety applications. The consortium includes car and trucks manufacturers, map providers, universities, and other research agencies. The objectives are to define the database content in regards to safety, benefits, and data provision costs, to assess the feasibility of map data provision, to optimize the data provision chain (public authorities and private companies contributions), to provide a demonstrator with this system embedded, to evaluate in-vehicle safety applications using digital maps and driver acceptability. Based on criteria of safety effectiveness and ease of implementation/deployment, Volvo has developed the following four functions for trucks: (A) Speed Limit Assistant, (B) Curve Speed Warning, (C) Frequent Accident Spot Warning, (D) Physical restrictions warning. The aims of the present study were to assess the impact of information/warnings on driving, and to evaluate the acceptability of the SafeMap system as implemented by Volvo on an instrumented truck. U1 - 20th International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationLyon,France StartDate:20070618 EndDate:20070621 Sponsors:National Highway Traffic Safety Administration KW - Digital maps KW - Driver support systems KW - Ergonomics KW - France KW - Germany KW - In vehicle sensors KW - Intelligent vehicles KW - Vehicle electronics KW - Vehicle safety KW - Volvo trucks KW - Warning systems UR - http://www-nrd.nhtsa.dot.gov/departments/esv/20th/ UR - https://trid.trb.org/view/1367804 ER - TY - CONF AN - 01576309 AU - Zhang, Jiangyue AU - Yoganandan, Narayan AU - Pintar, Frank A AU - Guan, Yabo AU - Gennarelli, Thomas A AU - National Highway Traffic Safety Administration TI - Biomechanical Differences between Contact and Non-Contact Head Impacts in Vehicle Crash Tests PY - 2007 SP - 6p AB - The purpose of this research is to study brain biomechanics between contact and non-contact head impact during vehicle crash tests in head kinematics, global brain injury metrics, and region brain strain. Nine array accelerometer package data from dummy head were extracted from 13 lateral and 14 rigid pole crash tests conducted by the National Highway Traffic Safety Administration (NHTSA). Head accelerations, HIC values and their duration were computed. Cumulative strain damage measure 15% (CSDM), dilatational damage measure (DDM), and relative motion damage measure (RMDM) were studied using SIMon finite element head model (FEHM). Averaged regional brain strains were conducted by grouping brain element in SIMon FEHM into frontal, parietal, occipital, cerebellum, fronix and brain stem region. Head contact occurred in two lateral and six rigid pole tests. Head contact durations were less than one millisecond in rigid pole tests and ranged from 3-7 ms in lateral impact tests. The ratio of biomechanical measurements between contact and non-contact cases in lateral tests were: translational acceleration 4x, rotational acceleration 3.5x, HIC 12x, and CSDM 5x, regional brain 1.5x. The ratios were higher for rigid pole tests: translational acceleration 14x, rotational acceleration 25.7x, HIC 29.5x, CSDM 12x, regional brain strain 1.5-3x. Head accelerations, HIC values, DDM and RMDM increased with increasing rotational accelerations. They were the lowest in non-head contact rigid pole tests, followed by non-contact lateral impact tests, contact lateral impact tests, and the highest in head contact rigid pole tests. However, CSDM values were higher in lateral tests than rigid pole tests for head contact cases, indicating a higher chance of diffused axonal injury in head contact lateral impact tests. On the other hand, averaged brain strain in cerebellum increased 3x for contact cases, indicating high probability of injury to this region during this model of impact. U1 - 20th International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationLyon,France StartDate:20070618 EndDate:20070621 Sponsors:National Highway Traffic Safety Administration KW - Biophysics KW - Brain KW - Crash injuries KW - Dummies KW - Head KW - Head Injury Criterion KW - Impact tests UR - http://www-nrd.nhtsa.dot.gov/departments/esv/20th/ UR - https://trid.trb.org/view/1368023 ER - TY - CONF AN - 01576307 AU - Thomas, P AU - Page, Y AU - Vallet, G AU - Otte, D AU - Sferco , R AU - Valle, G Della AU - Giunti, M AU - Hoogvelt, B AU - Paez, J AU - Magnusson, P AU - Cuerden, R AU - National Highway Traffic Safety Administration TI - Status Report of EEVC WG 21 Accident Studies PY - 2007 SP - 11p AB - Working Group 21, Accident Studies, has been formed to bring together analysis of existing accident data in support of the work programme of the EEVC. Its members represent all of the major in-depth accident databases in Europe and have access to a large number of others. This paper presents some of its early work. A major task has been to conduct an audit of the available accident databases and to record their key characteristics. A total of 45 accident databases from 8 countries are identified and the paper lists factors including proprietary, data content, selection criteria, vehicles studied and purpose of investigation. In general larger quantities of accident data are more likely to give statistically significant results and a second objective of the group has been to evaluate the feasibility and analysis potential of combining data from several countries. A pilot study was conducted to combine data from France, Germany and the United Kingdom (UK) to estimate the effectiveness of side airbag systems. A logistic regression model was developed which showed side thorax airbags reduced Abbreviated injury scale (AIS) 2+ thoracic injuries by 17%, although this was statistically not significant. In support of WG 12, biomechanics, WG 21 has been asked to provide data on the types of leg injury sustained in crashes by occupants of three different age groups of cars in relation to future designs of ATD. A parallel analysis of UK and Swedish data is presented which shows the changes in lower extremity injury location and type. Finally the paper will describe some of the current work of the group which is to assist the new work plan of WG 13, Side Impact Protection in relation to the further development of test procedures and side impact barrier characteristics. U1 - 20th International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationLyon,France StartDate:20070618 EndDate:20070621 Sponsors:National Highway Traffic Safety Administration KW - Abbreviated Injury Scale KW - Crash data KW - Crash injuries KW - Europe KW - France KW - Germany KW - Lower extremities KW - Side air bags KW - Statistics KW - Sweden KW - Thorax KW - United Kingdom UR - http://www-nrd.nhtsa.dot.gov/departments/esv/20th/ UR - https://trid.trb.org/view/1367863 ER - TY - CONF AN - 01576306 AU - Mohan, Pradeep AU - Smith, David L AU - National Highway Traffic Safety Administration TI - Finite Element Analysis of Compatibility Metrics in Frontal Collisions PY - 2007 SP - 11p AB - Several numeric measures have been proposed to assess crash compatibility between two vehicles. The measures under investigation in this study are the Average Height of Force 400 (AHOF400) and the Crush-Work Stiffness 400 (Kw400), both measured in 35 mph full-frontal rigid load cell barrier tests. AHOF400 is a measure of the vertical centroid of forces exerted on the barrier surface for the first 400 mm of crush. Kw400 is a measure of the work required to crush 400 mm of a vehicleís front end. Several studies in the past have concluded that there are large inherent errors in the AHOF measure. One of the main factors influencing the error in this measure is the size of the load cell on the barrier face. In this study, different barrier concepts are examined which can reduce or eliminate the dependency of AHOF400 on load cell size. A finite element analysis was used as a basis to recommend a barrier design that can accurately measure AHOF400. In addition, the influence of impact speed and vehicle mass on AHOF400 and Kw400 are discussed. Due to the errors associated with the height of force measurement, the relationship between occupant injury measures and height of force matching in the light vehicle crash data is not well understood. The barrier proposed in this study, which eliminates the error in the AHOF400 measure, will enable the authors to better understand the effects of height of force matching in the vehicle fleet. U1 - 20th International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationLyon,France StartDate:20070618 EndDate:20070621 Sponsors:National Highway Traffic Safety Administration KW - Crash data KW - Crash injuries KW - Finite element method KW - Frontal crashes KW - Light vehicles KW - Stiffness KW - Vehicle weight UR - http://www-nrd.nhtsa.dot.gov/departments/esv/20th/ UR - https://trid.trb.org/view/1367994 ER - TY - CONF AN - 01576304 AU - Tinard, Violaine AU - Bourdet, Nicolas AU - Deck, Caroline AU - Willinger, Rémy AU - National Highway Traffic Safety Administration TI - Active Pedestrian Head Protection Against Windscreen PY - 2007 SP - 10p AB - In road traffic accidents involving pedestrians or cyclists against cars, head injuries are one of the most common injury types and the main cause of fatalities. Recent in deep accident analysis demonstrates that the windscreen, pillars and bonnet are very often involved in case of severe pedestrian head injury. The present study proposes an active protection system for pedestrian or cyclist head impact against the windscreen (and in particular against the pillar) and bonnet area. In case of an automotive impact with a pedestrian, contact or non contact transducers record the impact and transfer the information to actuators which open the bonnet and eject a dampened flexible protective panel which covers the windscreen and pillars. This active protection system prevents the pedestrian’s head to come into direct contact with the hard windscreen or pillar and provides a dampened surface on which the head hits, decreasing the risk of head trauma. The panel can eventually be released a few hundreds of milliseconds after head impact in order to provide visibility to the car driver. A second panel is added under the bonnet in order to decrease the risk of head injuries when the pedestrian head impacts the bonnet. The present proposal suggests illustrating the efficiency of the proposed active and passive protection systems based on the simulation of the pedestrian kinematics and the numerical analysis of the head-protective system interaction at the time of impact. In a first step, the multibody simulation of the pedestrian kinematics showed that an activation of the protective panel within 100 ms and remaining until 250 ms after the impact is appropriate to avoid any direct head contact with the windscreen or the pillar. The multi layered flexible protective panel has then been optimised in terms of layer thickness, elastic-plastic and failure properties against both, Head Injury Criterion (HIC) value and new biomechanical head injury criteria for adults. Simulations have also been done to evaluate the bonnet system in terms of HIC and biomechanical criteria. U1 - 20th International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationLyon,France StartDate:20070618 EndDate:20070621 Sponsors:National Highway Traffic Safety Administration KW - Bicycle crashes KW - Biophysics KW - Crash injuries KW - Fatalities KW - Head KW - Head Injury Criterion KW - Pedestrian-vehicle crashes KW - Windshields UR - http://www-nrd.nhtsa.dot.gov/departments/esv/20th/ UR - https://trid.trb.org/view/1368015 ER - TY - CONF AN - 01576298 AU - Paine, Michael AU - Paine, David AU - Griffiths, Michael AU - Germanos, George AU - National Highway Traffic Safety Administration TI - In-Vehicle Intelligent Speed Limit Advisory Systems PY - 2007 SP - 13p AB - The authors review research findings on intelligent speed adaptation (ISA) and evaluate a self-contained, onboard speed advisory system that alerts drivers when the prevailing speed limit is exceeded (passive ISA). Recent developments in technology, including improvements to global positioning system (GPS) and other navigation aids, mean that ISA has become a commercial reality rather than an experimental novelty. Passive and active ISA systems are now on sale in Australia. Extensive trials of ISA throughout the world have demonstrated the potential for significant accident savings as well as other community benefits. There is a compelling case for governments to actively support ISA implementation. U1 - 20th International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationLyon,France StartDate:20070618 EndDate:20070621 Sponsors:National Highway Traffic Safety Administration KW - Australia KW - Driver information systems KW - Global Positioning System KW - Intelligent speed adaptation KW - Passive restraint systems KW - Speeding KW - Traffic crashes KW - Vehicle electronics UR - http://www-nrd.nhtsa.dot.gov/departments/esv/20th/ UR - https://trid.trb.org/view/1367903 ER - TY - CONF AN - 01576297 AU - Campbell, J Quinn AU - Tannous, Rabih E AU - Takhounts, Erik G AU - Martin, Peter AU - Eppinger, Rolf H AU - Ridella, Stephen AU - Nguyen, Thuvan AU - National Highway Traffic Safety Administration TI - An Approach Towards Developing a Theoretically Based, Statistically Justified, Thoracic Injury Criterion PY - 2007 SP - 4p AB - As measurement capabilities in crash test dummies improve, new injury criteria should be considered to take advantage of these improvements. The THOR-NT dummy thorax has been designed with three-dimensional displacement measurement capability at four points in the chest. To correlate those measurements with injury, chestband displacements from Post Mortem Human Subjects (PMHS) tests corresponding to the THOR-NT chest displacement points were used to simulate thorax loading in a 2-D finite element model of the human thorax. The model, method and model validation were described in Campbell et al. (2005). In the current study, data from both upper and lower chestbands were used to predict rib fractures in the PMHS crash tests. Due to the close proximity of the two upper THOR-NT chest displacement points, some of the simulations did not adequately represent the PMHS loading. To improve the simulations, a new set of runs were created using wider chest displacement points to determine if they would be more successful in simulating injury. Rib stress and strain from the two-dimensional (2-D) finite element model of the PMHS thorax were used to predict injury or noninjury in the PMHS tests. Statistical analysis using logistic regression was used to investigate a new thoracic injury criterion based on the finite element model simulations. U1 - 20th International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationLyon,France StartDate:20070618 EndDate:20070621 Sponsors:National Highway Traffic Safety Administration KW - Crash data KW - Crash injuries KW - Dummies KW - Finite element method KW - Simulation KW - Thorax UR - http://www-nrd.nhtsa.dot.gov/departments/esv/20th/ UR - https://trid.trb.org/view/1368020 ER - TY - CONF AN - 01575177 AU - Tsutsumi, Yojiro AU - Maruyama, Kazuyuki AU - National Highway Traffic Safety Administration TI - Long Lighting System for Enhanced Conspicuity of Motorcycles PY - 2007 SP - 7p AB - The LONG (Longitudinal Oriented Normative time Gap compensation) concept describes a lighting system that enhances the conspicuity of motorcycles by enhancing the ability of oncoming drivers to evaluate the distance and speed of a motorcycle equipped with lighting in the LONG configuration. It is based on the hypothesis that a motorcycle observed at the same distance and speed as an automobile may be perceived farther away and traveling more slowly than the automobile, because of the motorcycle’s higher lamp location and narrower lighting layout compared with that of an automobile. To address this the LONG configured are spread farther apart along a vertical axis compared to the relatively tightly grouped lighting layout found on a typical motorcycle. Knowledge of cognitive psychology is applied to the LONG system. To test the hypotheses behind the LONG concept, it has been evaluated by measuring critical time gap in right-turn across path scenario (in left traffic right-of-way countries). It is shown that motorcycles with the system have conspicuity on a level comparable to automobiles by measuring critical time gaps of about 20 experimental subjects. The effects of both the layout of the lighting and luminous intensity dependence are also reported. U1 - 20th International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationLyon,France StartDate:20070618 EndDate:20070621 Sponsors:National Highway Traffic Safety Administration KW - Detection and identification systems KW - Distance KW - Headlamps KW - Motorcycles KW - Speed KW - Vehicle lighting systems KW - Visibility UR - http://www-nrd.nhtsa.dot.gov/departments/esv/20th/ UR - https://trid.trb.org/view/1367061 ER - TY - CONF AN - 01575176 AU - Gabler, Hampton C AU - National Highway Traffic Safety Administration TI - The Risk of Fatality in Motorcycle Crashes with Roadside Barriers PY - 2007 SP - 5p AB - The objective of this study is to examine the issue of fatal motorcycle collisions with guardrail based on U.S. accident statistics. Motorcycle crashes were found to be the leading source of fatalities in guardrail crashes. In 2005 for the first time, motorcycle riders suffered more fatalities (224) than the passengers of cars (171) or any other single vehicle type involved in a guardrail collision. In terms of fatalities per registered vehicle, motorcycle riders are dramatically over-represented in number of fatalities resulting from guardrail impacts. Motorcycles compose only 2% of the vehicle fleet, but account for 42% of all fatalities resulting from guardrail collisions. Motorcycle-guardrail crash fatalities are a growing problem. From 2000-2005, the number of car occupants who were fatally injured in guardrail collisions declined by 31% from 251 to 171 deaths. In contrast, the number of motorcyclists fatally-injured in guardrail crashes increased by 73% from 129 to 224 fatalities during the same time period. Over two-thirds of motorcycle riders who were fatally injured in a guardrail crash were wearing a helmet. Approximately, one in eight motorcyclists who struck a guardrail were fatally injured – a fatality risk over 80 times higher than for car occupants involved in a collision with a guardrail. U1 - 20th International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationLyon,France StartDate:20070618 EndDate:20070621 Sponsors:National Highway Traffic Safety Administration KW - Crash data KW - Crash rates KW - Fatalities KW - Guardrails KW - Motorcycle crashes KW - Motorcyclists KW - United States UR - http://www-nrd.nhtsa.dot.gov/departments/esv/20th/ UR - https://trid.trb.org/view/1367058 ER - TY - CONF AN - 01575175 AU - Carlson, Michael AU - Burleigh, Mark AU - Barnes, Andy AU - Waagmeester, Kees AU - van Ratingen, Michiel AU - National Highway Traffic Safety Administration TI - Q3s 3 Year Old Side Impact Dummy Development PY - 2007 SP - 10p AB - The Q3s dummy is a three year old child crash dummy optimized for side impact crash testing. The dummy is built on the platform of the standard Q3 dummy that is part of the Q-series of child dummies developed in Europe to replace the P-series. Enhanced lateral biofidelity, durability and additional measurement channels have been designed into the Q3s dummy. The dummy features a new head that eliminates previously reported high frequency noise, an extensible neck that combines improved frontal flexion performance with the lateral and tensile performance of the Q series necks, a highly deformable shoulder with shoulder deflection measurement, a new arm with improved flesh characteristics, a laterally compliant chest and a pelvis with improved upper leg flesh, floating hip cups, and pubic load transducer. Biofidelity performance for the lateral 3 year old ATD is validated against the scaled biofidelity targets published by Irwin et al. (2002) This paper will describe the construction of the dummy and the laboratory biofidelity performance. U1 - 20th International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationLyon,France StartDate:20070618 EndDate:20070621 Sponsors:National Highway Traffic Safety Administration KW - Biofidelity KW - Children KW - Dummies KW - Durability KW - Europe KW - Impact tests KW - Laboratory tests KW - Neck KW - Side crashes UR - http://www-nrd.nhtsa.dot.gov/departments/esv/20th/ UR - https://trid.trb.org/view/1367074 ER - TY - CONF AN - 01575174 AU - Mizuno, Koji AU - Namikiri, Tatsuya AU - National Highway Traffic Safety Administration TI - Analysis of Child Responses in CRS Using Child Human FE Model PY - 2007 SP - 9p AB - To investigate injuries to various body regions of a child in detail using a child restraint system (CRS), a finite element (FE) model of a 3-year-old child has been developed. Using this child FE model and Hybrid III FE model, the ECE R44 sled impact test simulations were conducted for three different types of CRS such as a 5-point harness, an impact shield and an ISOFIX CRS. For the child FE model, the whole spine flexed, whereas for the Hybrid III with stiff thorax spine, only the cervical spine and the lumbar spine flexed. As a result, in the 5-point harness CRS, the head down movement and its rotation were large for the child human FE model. The injury criteria of Hybrid III and child FE model were comparable in these CRS applications. In the impact shield CRS, the chest deflection was large. The head excursion was particularly small for the ISOFIX CRS. The influence of belt slack of CRS on injury criteria was also examined from FE analyses. There was a relation between the ridedown efficiency and the chest acceleration. A slack seatbelt and harness in the 5-point harness CRS increased the injury risk. On the other hand, the injury criteria in the impact shield CRS with and without the seatbelt slack were comparable, which explains the low injury risks for children using the impact shield CRS in accidents. U1 - 20th International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationLyon,France StartDate:20070618 EndDate:20070621 Sponsors:National Highway Traffic Safety Administration KW - Child restraint systems KW - Crash injuries KW - Dummies KW - Finite element method KW - Impact tests KW - Seat belts KW - Simulation UR - http://www-nrd.nhtsa.dot.gov/departments/esv/20th/ UR - https://trid.trb.org/view/1367073 ER - TY - CONF AN - 01575173 AU - Peldschus, Steffen AU - Schuller, Erich AU - Koenig, Jens AU - Gaertner, Marcus AU - Ruiz, David García AU - Mansilla, Alberto AU - National Highway Traffic Safety Administration TI - Technical Bases for the Development of a Test Standard for Impacts of Powered Two-Wheelers on Roadside Barriers PY - 2007 SP - 13p AB - The problem of injuries to motorcyclists caused by impacts on roadside barriers has numerously been pointed out in the literature. Nevertheless, there is a lack of agreement concerning injury criteria for these particular cases. One of the objectives of the European research project APROSYS SP4 "Motorcycle Accidents" is to propose a European crash test standard for the assessment of impact performance of roadside barriers with respect to injury risks. This paper describes the methodology of work that has been followed for the proposal of the standard. In-depth databases have been analysed in order to evaluate the nature of motorcyclists' impacts to barriers and to gain knowledge in addition to the anecdotal cases reported in the literature. About 1000 accidents of powered two-wheelers from four different databases were analysed. In contrast to previous views, impacts in upright riding position seem to occur equally often as impacts in sliding position. A detailed analysis of the current testing procedures (e.g. the Spanish standard, the procedure developed by INRETS, France) has been performed. Full-scale crash tests in sliding position, performed by CIDAUT, and upright position, performed by DEKRA, were included in this analysis. The selection of the injury criteria, especially in head, neck and thorax, has to take into consideration the peculiarities of this kind of accidents. It was concluded that the biofidelity of available dummies (Hybrid III) needs to be further assessed for this particular application, e.g. by comparative simulations using HUMOS2 model. The knowledge gained at the light of the results obtained from the described methodology will be used in the future development of a standard. U1 - 20th International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationLyon,France StartDate:20070618 EndDate:20070621 Sponsors:National Highway Traffic Safety Administration KW - Barriers (Roads) KW - Crash injuries KW - Dummies KW - Dummy biofidelity KW - Europe KW - Guardrails KW - Impact tests KW - Motorcycle crashes KW - Risk analysis UR - http://www-nrd.nhtsa.dot.gov/departments/esv/20th/ UR - https://trid.trb.org/view/1367069 ER - TY - CONF AN - 01575172 AU - Majka, Kevin AU - Blatt, Alan AU - Flanigan, Marie AU - Pugliese, Saverio AU - National Highway Traffic Safety Administration TI - Use of Geocoded FARS Data to Analyze Fatal Motorcycle Crashes PY - 2007 SP - 12p AB - Much work has been done recently to examine the trends, contributing factors and characteristics of the increasing number of fatal motorcycle crashes occurring in the United States. This paper explores two new resources, geocoded Fatality Analysis Reporting System (FARS) data and roadway orthoimagery, to examine the geo-spatial characteristics of U.S. fatal motorcycle crashes. Using 2001, 2002, 2003, and 2004 FARS crash data (that were previously geocoded by the National Highway Traffic Safety Administration’s (NHTSA's) National Center for Statistics and Analysis), the authors have characterized the locations in the United States that have had fatal motorcycle crashes. Locations where crashes occurred were identified by using spatial and attribute queries of the NHTSA FARS database after the database was imported into a Geographic Information System. During the period from 2001 through 2004, FARS identifies 14,653 fatal motorcycle crashes. Approximately 91 percent of these crashes (13,329) were successfully geocoded and entered into the analyses. A majority (about 70%) of motorcycle fatalities occur on undivided roadways. A valuable new approach to the analysis of fatal motorcycle crashes will be described. This approach involves use of high resolution orthoimagery which is now available for some, although not all, roadways. In addition, care must be taken to insure that available imagery displays roadway features at the time of the crash. This paper provides the first geospatial analysis of fatal U.S. motorcycle crashes using national geocoded FARS data coupled with available roadway orthoimagery. Precise crash location, roadway imagery and FARS crash attributes provide unique opportunities to investigate crash trends, causation factors and potential crash mitigation techniques. U1 - 20th International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationLyon,France StartDate:20070618 EndDate:20070621 Sponsors:National Highway Traffic Safety Administration KW - Crash causes KW - Crash data KW - Fatalities KW - Fatality Analysis Reporting System KW - Geographic information systems KW - Geospatial analysis KW - High risk locations KW - Motorcycle crashes KW - U.S. National Highway Traffic Safety Administration UR - http://www-nrd.nhtsa.dot.gov/departments/esv/20th/ UR - https://trid.trb.org/view/1367066 ER - TY - CONF AN - 01575171 AU - Saleh, Peter AU - Maurer, Peter AU - Aleksa, Michael AU - Stütz, Rainer AU - National Highway Traffic Safety Administration TI - MARVin - Model for Assessing Risks of Road Infrastructure PY - 2007 SP - 6p AB - The project MARVin is about assessing the relation between road infrastructure and road accidents. A large amount of data about the Austrian roads was gathered with the RoadSTAR (Road Surface Tester of arsenal research). This data was put into a database associated with accident data. The result was a database of about 12.500 km of road where all the road parameters (skid resistance, cross fall, gradient, texture, roughness, curve radius, etc.) belonging to a certain accident can be retrieved. One approach is to take a piece of road where accidents happened and to find a very similar section of road with roughly the same parameters. These pieces of roads can be an interesting lead to reduce the number of accidents caused by road conditions. It could be the case that on a certain part of road a lot of accidents happened while on another segment, very similar in road parameters, no accidents happened at all. In this case there can be other parameters (that are not in the database) that influence the road safety such as speed limits or traffic density etc. MARVin is also planned as an open platform to integrate more relevant data like traffic flow data or weather data. MARVin is a new tool for crash-causes-research, to identify “virtual” road sections with a high crash risk potential or “virtual” hot spots. It is possible to realize route graphs which show all kinds of infrastructure parameters and located accident events. This is a practical tool to audit existing roads as well as planned roads and to develop accident preventive measures in terms of road constructions and road infrastructure. Regarding to the accident risk of powered-two-wheelers (PTWs) the tendency of a significant influence of the road construction and the quality of the road surface on motorcycle accidents, can be shown in the first results of pilot studies and analysis. U1 - 20th International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationLyon,France StartDate:20070618 EndDate:20070621 Sponsors:National Highway Traffic Safety Administration KW - Australia KW - Crash causes KW - Crash data KW - High risk locations KW - Infrastructure KW - Motorcycle crashes KW - Roughness KW - Skid resistance UR - http://www-nrd.nhtsa.dot.gov/departments/esv/20th/ UR - https://trid.trb.org/view/1367064 ER - TY - CONF AN - 01575170 AU - Kemper, Andrew AU - McNally, Craig AU - Manoogian, Sarah AU - McNeely, Dave AU - Duma, Stefan AU - National Highway Traffic Safety Administration TI - Stiffness Properties of Human Lumbar Intervertebral Discs in Compression and the Influence of Strain Rate PY - 2007 SP - 7p AB - There have been numerous researchers that have investigated the properties of human intervertebral discs. However, there has been no attempt to characterize the effects of dynamic loading on the compressive stiffness of human lumbar intervertebral discs. Therefore, the purpose of this study was to develop the compressive stiffness properties of lumbar intervertebral discs when subjected to various dynamic compressive loading rates. This was accomplished by performing a total of 33 axial compression tests on 11 human lumbar intervertebral discs dissected from 6 fresh frozen human cadavers, 5 male and 1 female. The adjacent vertebral bodies were fixed to a load cell with a custom aluminum pot and then subjected to three dynamic compressive loading rates using a servo-hydraulic Material Testing System: 6.8, 13.5, and 72.7 strain/sec. The results show that the compressive stiffness of lumbar intervertebral discs is dependent on the loading rate. There was no significant correlation (p > 0.05) between functional spinal unit compressive stiffness and vertebral level at any of the three loading rates. Therefore, a linear relationship between loading rate and vertebral disc compressive stiffness was developed by curve fitting the stiffness data from the current study along with static compressive stiffness data reported by previous studies. U1 - 20th International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationLyon,France StartDate:20070618 EndDate:20070621 Sponsors:National Highway Traffic Safety Administration KW - Compression tests KW - Crash injuries KW - Fractures (Anatomy) KW - Occupant kinetics KW - Spinal column KW - Stiffness KW - Strain measurement KW - Vertebrae UR - http://www-nrd.nhtsa.dot.gov/departments/esv/20th/ UR - https://trid.trb.org/view/1367051 ER - TY - CONF AN - 01575169 AU - Motoki, Masanori AU - Hashimoto, Hiroshi AU - Noguchi, Masahiro AU - Hirao, Tamotsu AU - Ishiwatari, Makoto AU - Takahashi, Susumu AU - National Highway Traffic Safety Administration TI - Study on Improving Two-Wheeled Vehicle Conspicuity PY - 2007 SP - 8p AB - This study was conducted to clarify the effects of automatic headlamp on (AHO) and position lamps on improving the conspicuity of two-wheeled vehicles in the daytime and at dawn/dusk. The following two items were covered: (1) Effect of AHO on reducing injury-causing accidents. The data was taken from 1990 to 2001 on traffic accidents in Japan involving two-wheeled vehicles. Specific accident configurations closely associated with the conspicuity of two-wheeled vehicles (collision while turning right, right-angle collision, head-on collision) were selected and analyzed. The findings are as follows: AHO was confirmed to be effective in reducing the number of specific accidents closely associated with the conspicuity of two-wheeled vehicles in the daytime and at dawn/dusk. As the percentage of AHO-equipped vehicles in the total number of two-wheeled vehicles rose from 0% in 1990 to 71% in 2001, it was calculated that AHO's reduction of specific accidents in the daytime and at dawn/dusk amounted to 12,124 cases (16.0%). (2) Effect of AHO and position lamps on improving two-wheeled vehicle conspicuity Twelve subjects observed the approach of an oncoming motorcycle followed by a passenger car (30 m behind) with its passing beams on. Instructions were given to indicate the motorcycle’s conspicuity when it arrived at a point 100 m ahead of their eyepoint. Eight motorcycle lighting conditions were observed. The findings are as follows. AHO has an improvement effect on two-wheeled vehicle conspicuity in the daytime and at dawn/dusk. To further improve the conspicuity, it is effective to combine amber position lamps with AHO. The effect of position lamps can be increased by optimizing their color, luminous intensity and distance from the headlamp. U1 - 20th International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationLyon,France StartDate:20070618 EndDate:20070621 Sponsors:National Highway Traffic Safety Administration KW - Crash data KW - Crash injuries KW - Frontal crashes KW - Headlamps KW - Japan KW - Luminous intensity KW - Motorcycles KW - Visibility UR - http://www-nrd.nhtsa.dot.gov/departments/esv/20th/ UR - https://trid.trb.org/view/1367063 ER - TY - CONF AN - 01575168 AU - Takeuchi, Kei AU - Ikari, Takahiro AU - National Highway Traffic Safety Administration TI - Correlation Between JNCAP Pedestrian Head Protection Performance Tests and Real-World Accidents PY - 2007 SP - 10p AB - The pedestrian head protection performance test was introduced to the Japan New Car Assessment Program (JNCAP) in 2003. Fifty-four car models were tested in 2005. The tests rated total pedestrian head protection performance of cars into levels 1 through 5. Also, the Japanese government began regulating pedestrian head protection for passenger cars in 2005. It is expected that cars are becoming less aggressive in pedestrian accidents. In such situations, the authors are interested in the effectiveness of the pedestrian head protection tests introduced in JNCAP. The authors will use Japanese national accident data between 2001 and 2005. The pedestrian fatality/severe-injury rate (the number of pedestrians killed or severely injured divided by the total number of pedestrians involved in the accidents) is an index of crash safety for pedestrians. The logistic regression method is applied to adjust for confounding factors (gender of pedestrian, age of pedestrian, guilt of pedestrian, day or night accident and travel speed of the car). As a result of the study, the authors saw a correlation between the fatality/severe-injury rate and pedestrian head protection performance levels (1 to 4) in test results, suggesting that passenger cars with better test results protect pedestrians from severe injury in real-world accidents. Also, the authors observed that fatality/severe-injury rate of car models without pedestrian protection design are higher than that of car models with pedestrian head protection design, suggesting that passenger cars with pedestrian protection design are safer than those without pedestrian protection design in case of pedestrian accidents. U1 - 20th International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationLyon,France StartDate:20070618 EndDate:20070621 Sponsors:National Highway Traffic Safety Administration KW - Crash data KW - Crash injuries KW - Fatalities KW - Head KW - Japan KW - Japan New Car Assessment Program (JNCAP) KW - Pedestrian safety KW - Pedestrian-vehicle crashes UR - http://www-nrd.nhtsa.dot.gov/departments/esv/20th/ UR - https://trid.trb.org/view/1365268 ER - TY - CONF AN - 01575167 AU - Cossalter, Vittore AU - Aguggiaro, Andrea AU - Debus, Dirk AU - Bellati, Alessandro AU - Ambrogi, Andrea AU - National Highway Traffic Safety Administration TI - Real Cases Motorcycle and Rider Race Data Investigation: Fall Behavior Analysis PY - 2007 SP - 7p AB - The need for more safety is beginning to be perceived also in the motorcycle race context, and the demand for more protective motorcycle garments is becoming more challenging. In this scenario DAINESE is working together with some racing teams for investigating new solutions to improve rider safety. In this paper, dynamical measurements of several motorcycle crashes, recorded both on the rider and the motorcycle, will be presented and analyzed. General tendencies among the different cases and repeatability have been investigated. The available data was collected during the 2006 MotoGp Championship, which proven to be a perfect scenario for acquiring limit-condition-driving data, and a challenging environment for testing innovative safety devices. Although focused on the race competitions, this study should also be useful in the future for developing more general purpose rider protection systems. U1 - 20th International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationLyon,France StartDate:20070618 EndDate:20070621 Sponsors:National Highway Traffic Safety Administration KW - Crash data KW - Motorcycles KW - Motorcyclists KW - Occupant protection devices KW - Protective clothing KW - Racing UR - http://www-nrd.nhtsa.dot.gov/departments/esv/20th/ UR - https://trid.trb.org/view/1367070 ER - TY - CONF AN - 01575166 AU - Johannsen, Heiko AU - Schindler, Volker AU - National Highway Traffic Safety Administration TI - Development and Assessment of a Surface Force Abdominal Sensor PY - 2007 SP - 15p AB - Abdominal injuries occur seldom but are often of high severity. Various proposals for the assessment of the abdominal injury risk have been made. Nevertheless only a few dummies are equipped with abdominal sensors. With support from the European CHILD and APROSYS projects abdominal surface force sensors for Q child dummies and the Hybrid III 50 percentile dummy were developed. The surface matrix force sensors are able to assess the time history of the applied force and the location of the load, which is important as different abdominal regions are meant to require different load limits. The sensors for the Q dummies were used in the CHILD project reconstruction programme. The analysis of 14 accident reconstructions indicates a very good correlation between the applied load assessed by the proposed sensor and the Abbreviated Injury Scale (AIS) 3+ injury risk. However, the number of cases is still small. Additional reconstruction cases should be able to validate the described results. U1 - 20th International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationLyon,France StartDate:20070618 EndDate:20070621 Sponsors:National Highway Traffic Safety Administration KW - Abbreviated Injury Scale KW - Abdomen KW - Crash injuries KW - Crash reconstruction KW - Dummies KW - Europe KW - Impact loads KW - Sensors UR - http://www-nrd.nhtsa.dot.gov/departments/esv/20th/ UR - https://trid.trb.org/view/1367045 ER - TY - CONF AN - 01575165 AU - Moskal, Aurélie AU - Martin, Jean-Louis AU - Lenguerrand, Erik AU - Laumon, Bernard AU - National Highway Traffic Safety Administration TI - Injuries Among Motorised Two-Wheelers in Relation to Vehicle and Crash Characteristics in Rhone, France PY - 2007 SP - 10p AB - The authors described injuries among helmeted motorized two-wheelers injured in a road crash between 1996 and 2003 and recorded by the Rhone Road Trauma Registry in France. The registry data were linked to police data for 3727 riders to describe injuries according to vehicle and crash characteristics. Extremity injuries were the most common injuries sustained. A substantial proportion of riders sustained head, chest abdominal and spinal injuries, which tended to be severe. Half of severely injured riders sustained severe chest injuries and 44.8% suffer from severe head injuries. Whatever the body region injured, head-on collisions accounted for more than 30% of injuries. A high proportion of head, facial, chest, abdominal and spinal injuries occurred in single vehicle crashes with a fixed object. Compared to single vehicle crashes with no object hit, those with a fixed object resulted in a higher risk of head, facial, chest and abdominal injury. Collisions between the front of the two-wheeled motorized vehicle and the side of another vehicle resulted in a higher risk of upper extremity injury than single vehicle crashes with no object hit. Head-on, rear-end, broadside and multiple collisions resulted in a higher risk of lower extremity injury than single vehicle crashes with no object hit. The highest risk of lower extremity injury was observed for broadside collisions. Motorcyclists, which accounted for 62.4% of injured riders, had a higher risk of chest, abdominal, spinal and upper extremity injuries than moped riders. The risk of facial injury was greater for moped riders. The use of safety devices must be promoted as well as their improvement. The attention given to head protection shouldn’t ignore the vulnerability of other body regions. Public awareness campaigns on motorized two-wheeler vulnerability and their crash risks, the improvement of driver experience as well as road infrastructure could contribute to reducing crashes. U1 - 20th International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationLyon,France StartDate:20070618 EndDate:20070621 Sponsors:National Highway Traffic Safety Administration KW - Crash characteristics KW - Crash injuries KW - Extremities KW - Fatalities KW - Frontal crashes KW - Motorcycle crashes KW - Rhone (France) UR - http://www-nrd.nhtsa.dot.gov/departments/esv/20th/ UR - https://trid.trb.org/view/1367062 ER - TY - CONF AN - 01575164 AU - Kanbe, Shoji AU - Deguchi, Motoaki AU - Hannya, Yousei AU - National Highway Traffic Safety Administration TI - Basic Research for a New Airbag System for Motorcycle PY - 2007 SP - 9p AB - Computer simulation of motorcycle crashworthiness was introduced in the development of a new airbag system. The authors chose MAthematical DYnamic MOdels (MADYMO) and PAM-SAFE as the basic software for the simulation. The new airbag system has several features suited to the special needs of motorcycles. Tests have shown that this air bag system is promising, but there are remaining technical issues that need to be resolved before it can be put to practical use. U1 - 20th International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationLyon,France StartDate:20070618 EndDate:20070621 Sponsors:National Highway Traffic Safety Administration KW - Air bags KW - Crashworthiness KW - MADYMO (Computer program) KW - Motorcycles KW - Passive restraint systems KW - Simulation KW - Vehicle safety UR - http://www-nrd.nhtsa.dot.gov/departments/esv/20th/ UR - https://trid.trb.org/view/1367060 ER - TY - CONF AN - 01575163 AU - Kemper, Andrew AU - McNally, Craig AU - Kennedy, Eric AU - Manoogian, Sarah AU - Duma, Stefan AU - National Highway Traffic Safety Administration TI - The Material Properties of Human Tibia Cortical Bone in Tension and Compression: Implications for the Tibia Index PY - 2007 SP - 12p AB - The risk of sustaining tibia fractures as a result of a frontal crash is commonly assessed by applying measurements taken from anthropometric test devices to the Tibia Index. The Tibia Index is an injury tolerance criterion for combined bending and axial loading experienced at the midshaft of the leg. However, the failure properties of human tibia compact bone have only been determined under static loading. Therefore, the purpose of this study was to develop the tensile and compressive material properties for human tibia cortical bone coupons when subjected to three loading rates: static, quasistatic, and dynamic. This study presents machined cortical bone coupon tests from 6 loading configurations using four male fresh frozen human tibias. A servo-hydraulic Material Testing System (MTS) was used to apply tension and compression loads to failure at approximately 0.05 s⁻¹, 0.5 s⁻¹, and 5.0 s⁻¹ to cortical bone coupons oriented along the long axis of the tibia. Although minor, axial tension specimens showed a decrease in the failure strain and an increase the modulus with increasing strain rate. There were no significant trends found for axial compression samples, with respect to the modulus or failure strain. Although the results showed that the average failure stress increased with increasing loading rate for axial tension and compression, the differences were not found to be significant. The average failure stress for the static, quasi-static, and dynamic tests were 150.6 MPa, 159.8 MPa, and 192.3 MPa for axial tension specimens and 177.2 MPa, 208.9 MPa, and 214.1 MPa for axial compression specimens. When the results of the current study are considered in conjunction with the previous work the average compressive strength to tensile strength ratio was found to range from 1.08 to 1.36. U1 - 20th International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationLyon,France StartDate:20070618 EndDate:20070621 Sponsors:National Highway Traffic Safety Administration KW - Crash injuries KW - Dummies KW - Fractures (Anatomy) KW - Frontal crashes KW - Leg KW - Lower extremities KW - Males KW - Motorcycle crashes KW - Properties of materials KW - Tibia index UR - http://www-nrd.nhtsa.dot.gov/departments/esv/20th/ UR - https://trid.trb.org/view/1367049 ER - TY - CONF AN - 01575162 AU - Galliano, Federico AU - Santucci, Mario Donato AU - Hoffmann, Oliver AU - Pérez-Magallón, Begoña AU - Guiggiani, Massimo AU - National Highway Traffic Safety Administration TI - SIM Project: A Way to PTW Integrated Safety PY - 2007 SP - 8p AB - The paper will describe the features and characteristics of the project SIM (Safety In Motion). SIM Project is aimed at carrying out research and development (R&D) activities addressing in-depth studies of a suitable and comprehensive safety strategy for powered-two-wheel (PTW) vehicles, in order to avoid road accidents and/or mitigate their consequences. Main objectives of SIM are: (1) to identify a suitable safety strategy for PTWs; (2) to enhance preventive and active safety acting on electronic vehicle management and improving Human-Machine-Interaction (HMI); and (3) to focus on integral passive safety devices; An integrated approach to the complex concept of motorcycle safety shall establish a matrix relationship between the three main factors or pillars for safety (PTW, rider and infrastructure) and the different aspects related to accident dynamics, from before-precipitating event to crash event (dealing with preventive, active and passive safety). The research will be based on the analysis of motorcycle accident databases from MAIDS, GIDAS and DEKRA. According to that, SIM project focuses on the vehicle safety aspects, including the human-machine-interaction. Main results expected are: (1) development of electronic active devices (e.g. enhanced anti-lock braking system, traction control and brake-by-wire) for powered two-wheelers; (2) development of a passive safety algorithm to activate passive safety devices; (3) adaptation of protective inflatable devices located on the rider (garment) and on the vehicle (for lower limbs protection); (4) implementation of innovative HMI. On-road and laboratory tests, based on the most relevant accident scenarios, will be conducted in order to evaluate the effectiveness of the safety system devices (e.g. mitigation of injuries via inflatable devices, probability of avoiding accident, etc…) fitted on an integrated concept vehicle. Innovation aspects are mainly an integrated approach to the issue and the introduction of new safety technologies in PTW field. U1 - 20th International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationLyon,France StartDate:20070618 EndDate:20070621 Sponsors:National Highway Traffic Safety Administration KW - Active safety systems KW - Air bags KW - Antilock brake systems KW - Crash injuries KW - Europe KW - Motorcycles KW - Passive restraint systems KW - Vehicle safety KW - Vulnerable road users UR - http://www-nrd.nhtsa.dot.gov/departments/esv/20th/ UR - https://trid.trb.org/view/1367059 ER - TY - CONF AN - 01575161 AU - Hoffmann, Oliver AU - Eckert, Alfred AU - Remfrey, James AU - Woywod, Jürgen AU - National Highway Traffic Safety Administration TI - The Motorcycle Integral Brake System MIB - An Advanced Brake Solution for High Performance Motorcycles PY - 2007 SP - 7p AB - Brake systems for motorcycles are available in many different designs with different technical solutions. Beginning with a conventional brake system with two independent circuits, an ABS system can be added to improve safety and stability. A combined brake system can be created to enhance safety and comfort by establishing a hydraulic connection between the front brake control and the rear caliper or vice versa. The Motorcycle Integral Brake System MIB, which was introduced to the market in 2006, provides motorcycle manufacturers with the possibility to realize any combined integral functionality characteristic. In addition, the pressure in each brake circuit can be built up actively independently of any rider input, so that the system reacts appropriately in any riding situation. Integral brake functions can be adapted to the philosophy of the motorcycle manufacturer, and many additional functions which were impossible until now can be incorporated. This paper describes the Motorcycle Integral Brake system, its operating principles compared with other brake systems, and its various hydraulic and functional possibilities. U1 - 20th International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationLyon,France StartDate:20070618 EndDate:20070621 Sponsors:National Highway Traffic Safety Administration KW - Antilock brake systems KW - Braking performance KW - Hydraulic brakes KW - Motorcycles KW - Motorcyclists KW - Speed KW - Vehicle safety UR - http://www-nrd.nhtsa.dot.gov/departments/esv/20th/ UR - https://trid.trb.org/view/1367067 ER - TY - CONF AN - 01575160 AU - Samaha, Randa Radwan AU - Kuroki, Kazuyoshi AU - Digges, Kennerly H AU - Ouellet, James V AU - National Highway Traffic Safety Administration TI - Opportunities for Safety Improvements in Motorcycle Crashes in the United States PY - 2007 SP - 16p AB - Given the steady growth of the crash problem since the late 1990s, a descriptive analysis of motorcycle crashes on U. S. roads was performed to gain insight into crash causation and investigate opportunities for improving rider safety. Data from the 1992-2004 National Automotive Sampling System/General Estimate System (NASS/GES) were studied relative to crash configuration and rider, motorcycle, and environment characteristics. Data trends before and after 1998 were examined. Key findings show that, in addition to the increase in crash risk due to exposure, motorcycle crashes are becoming more deadly. Contributing factors to increased severity and higher fatalities rates were: increased road departures and decreased helmet use for riders, especially those under 19 or 40-49 years of age, increased alcohol involvement for riders ages 30-49; vehicles turning into the path of the motorcycle, and head on crashes; lack of awareness of the impending crash; vulnerability of over 750cc engine size motorcycles in frontal crashes; riding on roads with higher speed limits; crashes away from a junction, and riders over 40 in dark road conditions. Overall, as compared to all crashes, a rider was about two times more likely to be killed in a road departure. Also, riders under age 30 were most vulnerable followed by riders over 50 in all motorcycle crashes. Findings support opportunities in safety strategies such as rider education, grouped by age, relative to speeding, helmet use, and alcohol consumption. Findings also support opportunities in countermeasures such as improved visibility including enhanced lighting, for the motorcycle and/or roadway, and improved performance of larger motorcycles in frontal crashes. Findings highlight the need to study the vulnerability of riders over 50 in motorcycle crashes and the need for a more in-depth study of the growing road departure motorcycle crash problem. U1 - 20th International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationLyon,France StartDate:20070618 EndDate:20070621 Sponsors:National Highway Traffic Safety Administration KW - Aged drivers KW - Crash data KW - Crash risk forecasting KW - Fatalities KW - Frontal crashes KW - Motorcycle crashes KW - National Automotive Sampling System KW - Ran off road crashes KW - Vulnerable road users UR - http://www-nrd.nhtsa.dot.gov/departments/esv/20th/ UR - https://trid.trb.org/view/1367072 ER - TY - CONF AN - 01574752 AU - Takizawa, Satoshi AU - Higuchi, Eisei AU - Iwabe, Tatsuo AU - Emura, Masahiko AU - Kisai, Takayuki AU - Suzuki, Takayuki AU - National Highway Traffic Safety Administration TI - Investigation of Structural Factors Influencing on Compatibility in Vehicle-to-Vehicle Side Impacts PY - 2007 SP - 11p AB - The aim of this study is to identify how vehicle safety during side impacts may be enhanced by changes to the structures of bullet vehicles. Side impact tests being conducted around the world are focusing on the improvement of self-protection performance of target vehicles, based on existing vehicle fleets. However, the protection of occupants in the target vehicle is influenced both by the characteristics of the target vehicle and the characteristics of the bullet vehicle. Since test procedures for frontal impact compatibility are currently being planned, those that encourage homogeneity and good structural interaction among vehicles may also be beneficial for side impacts. Thus, it is necessary to investigate the design factors of the bullet vehicle in terms of side impact compatibility. First, a study using finite element (FE) simulation was carried out to develop an understanding of the major influencing factors relating to side impact compatibility. From this understanding, concept ideas for enhancing vehicle side impact compatibility were proposed. Second, FE simulation of a Full Width Deformable Barrier test was conducted with unmodified and modified vehicles to check that the test and assessment technique could correctly distinguish the improved performance of the modified vehicle. Finally, vehicle-to-vehicle tests using modified bullet vehicles were performed to demonstrate the principles identified in the FE simulation. The results showed that the matching of geometry and stiffness in vehicle front-end structure contributes significantly to vehicle safety during side and frontal impacts. U1 - 20th International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationLyon,France StartDate:20070618 EndDate:20070621 Sponsors:National Highway Traffic Safety Administration KW - Crashworthiness KW - Finite element method KW - Frontal crashes KW - Impact tests KW - Occupant protection devices KW - Side crashes KW - Stiffness KW - Vehicle design KW - Vehicle safety UR - http://www-nrd.nhtsa.dot.gov/departments/esv/20th/ UR - https://trid.trb.org/view/1366356 ER - TY - CONF AN - 01574750 AU - Ference, John J AU - Szabo, Sandor AU - Najm, Wassim G AU - National Highway Traffic Safety Administration TI - Objective Test Scenarios for Integrated Vehicle-Based Safety Systems PY - 2007 SP - 9p AB - This paper presents a set of crash-imminent test scenarios to objectively verify the performance of integrated vehicle-based safety systems designed to address rear-end, lane change, and run-off-road crashes for light vehicles and heavy trucks. National crash databases are analyzed to identify applicable pre-crash scenarios and guide development of track-based test procedures that can be safely and efficiently carried out. Requirements for an independent measurement system to verify the crash warning system performance are also discussed. U1 - 20th International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationLyon,France StartDate:20070618 EndDate:20070621 Sponsors:National Highway Traffic Safety Administration KW - Active safety systems KW - Crash avoidance systems KW - Lane changing KW - Ran off road crashes KW - Rear end crashes KW - Test procedures UR - http://www-nrd.nhtsa.dot.gov/departments/esv/20th/ UR - https://trid.trb.org/view/1365264 ER - TY - CONF AN - 01574747 AU - Barbat, Saeed AU - LI, Xiaowei AU - Reagan, Steven AU - Prasad, Priya AU - National Highway Traffic Safety Administration TI - Vehicle Compatibility Assessment Using Test Data of Full Frontal Vehicle-to-Vehicle and Vehicle-to-Full Width Deformable Barrier Impacts PY - 2007 SP - 16p AB - This paper provides an update of Ford's research activity in vehicle compatibility. Vehicle manufacturers extrapolate compatibility performance in real-world accidents using data from controlled crash test environments. Several test procedures and various compatibility measures which use data obtained from rigid or deformable barrier tests to quantify expected compatibility with smaller vehicles have been previously proposed. The purpose of this research is to examine potential compatibility measures obtained from vehicle-to-barrier impact as well as to evaluate the effectiveness of the "BlockerBeam ®" in vehicle-to-vehicle impact. The BlockerBeam® is one method of designing a Secondary Energy Absorbing Structure (SEAS). The BlockerBeam® is attached to the front end of the rail/frame of an SUV or full size pick-up below the bumper. It can enhance structural interaction and reduce override during frontal impact with a passenger car. The current research presents data analyses obtained from vehicle-to-barrier and vehicle-to-vehicle crash tests to develop assessment methodologies intended to evaluate vehicle compatibility. Full size heavy-duty pick-ups with and without a BlockerBeam® were instrumented and tested in 57 km/h frontal impacts against a full width deformable barrier. The barrier consisted of 128 high resolution, 125 mm by 125 mm load cells arranged in a 16 row by 8 column array. Identical full size pickups with and without a BlockerBeam® were also tested in vehicle-to-vehicle full frontal impact. In these tests, the impact speed of the bullet vehicle (full size heavy-duty pick-up) was set to a value intended to induce a 56 kph velocity change in the stationary target vehicle (small size 4-door sedan). The bullet and target vehicles were equipped with instrumented 50th% dummies in the mid-position for the drivers and 5th% dummies in the full forward position for the passengers. Test data collected from load cells in the barrier tests was reviewed and analyzed to evaluate potential compatibility measures for use in assessing vehicle-to-vehicle crashes. Correlation between barrier test results and vehicle-to-vehicle test results for assessment of compatibility measures and test procedures is discussed. U1 - 20th International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationLyon,France StartDate:20070618 EndDate:20070621 Sponsors:National Highway Traffic Safety Administration KW - BlockerBeam® KW - Crash data KW - Deformable barriers KW - Dummies KW - Ford Motor Company KW - Frontal crashes KW - Heavy duty vehicles KW - Impact tests KW - Secondary energy absorbing structure (SEAS) KW - Vehicle safety UR - http://www-nrd.nhtsa.dot.gov/departments/esv/20th/ UR - https://trid.trb.org/view/1366367 ER - TY - CONF AN - 01574738 AU - Boyd, Kenneth J AU - Carriere, John A AU - Lukianov, Gene R AU - National Highway Traffic Safety Administration TI - A Repeatability Examination of NHTSA’s Proposed FMVSS 126 ESC Evaluation Method and Metrics PY - 2007 SP - 15p AB - The National Highway Traffic Safety Administration's (NHTSA's) proposed Federal Motor Vehicle Safety Standards (FMVSS) 126 electronic stability control (ESC) evaluation method and performance requirements are repeatedly tested by three vehicle manufacturers and NHTSA using two vehicle configurations, five test sites (tracks) and three temperature ranges. The results are examined to determine the sources of variability. Conclusions are presented on the variation of observed results. The initial experiment was designed considering directional stability metrics. The scope of the study was later expanded to include the responsiveness metric. U1 - 20th International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationLyon,France StartDate:20070618 EndDate:20070621 Sponsors:National Highway Traffic Safety Administration KW - Active safety systems KW - Directional stability KW - Electronic stability control KW - Federal Motor Vehicle Safety Standards KW - In vehicle sensors KW - Temperature KW - U.S. National Highway Traffic Safety Administration KW - Vehicle design KW - Vehicle electronics KW - Vehicle tests UR - http://www-nrd.nhtsa.dot.gov/departments/esv/20th/ UR - https://trid.trb.org/view/1365930 ER - TY - CONF AN - 01574736 AU - Page, Yves AU - Hermitte, Thierry AU - National Highway Traffic Safety Administration TI - The Trace Project: An Initiative to Update Accident Causation Issues and Evaluate the Safety Benefits of Technologies PY - 2007 SP - 10p AB - The Integrated Safety programme and the eSafety initiative stress that the development of Intelligent Transport Systems in vehicles or on roads (and especially in the safety field) must be preceded and accompanied by a scientific accident analysis encompassing two main issues: (1) The determination and the continuous up-dating of the etiology, i.e. causes, of road accidents (as well as the causes of injuries) and the assessment of whether the existing technologies or the technologies under current development address the real needs of road users inferred from accident and driver behavior analyses. (2) The identification and the assessment (in terms of lives saved, injuries mitigation and accidents avoided), among possible safety technologies, of the most promising solutions that can assist the driver or any other road users in a normal road situation or in an emergency situation or, as a last resort, mitigate the violence of crashes and protect vehicle occupants, pedestrians, and two-wheelers in case of a crash or a rollover. The general objective of the TRACE project (TRaffic Accident Causation in Europe) is to address these two issues by providing the scientific community, the stakeholders, the suppliers, the vehicle industry and the other Integrated Safety program participants with a global overview of the road accident causation issues in Europe, and possibly overseas, based on the analysis of any and all current available databases which include accident, injury, insurance, medical and exposure data (including driver behavior in normal driving conditions). The idea is to identify, characterise and quantify the nature of risk factors, groups at risk, specific conflict driving situations and accident situations; and to estimate the safety benefits of a selection of technology-based safety functions. Expected outcomes are essentially reports. Beside this, TRACE proposes three different research angles for the definition and the characterization of accident causation factors, and to improve the methods actually used in accident analysis (diagnosis and evaluation, especially with regards to statistical techniques and human behaviour analysis). Finally, TRACE intends to base the analyses on available, reliable and accessible existing and ongoing databases (access to which is greatly facilitated by a series 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, and for some of them in additional countries). The project is to last 2 years (January 2006 – December 2007) and involves 16 full partners and 6 sub contractors for a total of 386 men-months. U1 - 20th International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationLyon,France StartDate:20070618 EndDate:20070621 Sponsors:National Highway Traffic Safety Administration KW - Behavior KW - Crash causes KW - Drivers KW - Europe KW - Intelligent transportation systems KW - Risk analysis KW - Rollover crashes KW - Technological innovations UR - http://www-nrd.nhtsa.dot.gov/departments/esv/20th/ UR - https://trid.trb.org/view/1365278 ER - TY - CONF AN - 01574735 AU - Coelingh, Erik AU - Jakobsson, Lotta AU - Lind, Henrik AU - Lindman, Magdalena AU - National Highway Traffic Safety Administration TI - Collision Warning with Auto Brake - A Real-Life Safety Perspective PY - 2007 SP - 9p AB - Automotive safety has gained an increasing amount of interest from the general public, governments, and the car industry. This is more than justified by traffic accident statistics, as each year around 1.2 million people die due to road traffic accidents. For these reasons safety remains a core value of Volvo Cars. This paper presents some of the latest active safety developments within Volvo Cars. Rear-end collisions are common accident scenarios and a common cause of these accidents is driver distraction and thus not reacting in time. No vehicle system is a substitute for the most important safety feature in any vehicle: the driver. However, Volvo is harnessing innovative technologies to help alert drivers to avoid potential collisions and reduce the potential impact speed when a collision cannot be avoided. One of those systems is Collision Warning with Auto Brake where the area in front of the vehicle is continuously monitored with the help of a long-range radar and a forward-sensing wide-angle camera fitted in front of the interior rear-view mirror. A warning and brake support will be provided for collisions with other vehicles, both moving and stationary. Additionally, if the driver does not intervene in spite of the warning and the possible collision is judged to be unavoidable; intervention braking is automatically applied to slow down the car. This aims at reducing impact speeds and thus the risk for consequences. This system has been verified using innovative CAE methods and practical tests. Finally, it is discussed how the benefit of such systems can be judged from real-life safety perspective using traffic accident statistics. U1 - 20th International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationLyon,France StartDate:20070618 EndDate:20070621 Sponsors:National Highway Traffic Safety Administration KW - Active safety systems KW - Automatic braking KW - Crash avoidance systems KW - Crash data KW - Distraction KW - In vehicle sensors KW - Rear end crashes KW - Statistics KW - Vehicle electronics KW - Volvo automobile UR - http://www-nrd.nhtsa.dot.gov/departments/esv/20th/ UR - https://trid.trb.org/view/1365284 ER - TY - CONF AN - 01574732 AU - Renfroe, David A AU - Roberts, Alex AU - Beltran, David AU - National Highway Traffic Safety Administration TI - Effects of the Process of Rear Tire Delamination on Vehicle Stability PY - 2007 SP - 10p AB - The effects of the delaminated tire after a tread separation event on the handling of a vehicle have been well documented. However, the period when the tire is delaminating, which can last from about one and one half to many seconds, can pose a serious threat to vehicle stability depending on the duration of the delamination process, the design of the rear suspension of the vehicle, and the speed at which the delamination commences. This paper will present the results of testing where a delaminating tire results in a bump on the tire and a subsequent loss of control even with expert drivers. Similar vehicles were tested under a controlled environment to determine that the cause of the loss of control is axle tramp induced by the bump frequency of the delamination occurring at the natural frequency of the axle/spring (the tire is the dominant spring) system. During this tramping the handling characteristics become severely oversteer. The resulting oversteer has been measured using standard SAE J266 test procedures for various models of vehicles characterized by a Hotchkiss type rear suspension system. Proposed solutions were increasing the tramp damping characteristics of the axle system and/or the addition of dual wheels on certain vehicles. These solutions are examined for their effectiveness. Testing will illustrate how proper shock absorber sizing and placement will have a positive effect on the oversteer situation. U1 - 20th International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationLyon,France StartDate:20070618 EndDate:20070621 Sponsors:National Highway Traffic Safety Administration KW - Delamination KW - Loss of control KW - Oversteer KW - Shock absorbers KW - Speed KW - Tires KW - Vehicle dynamics UR - http://www-nrd.nhtsa.dot.gov/departments/esv/20th/ UR - https://trid.trb.org/view/1365288 ER - TY - CONF AN - 01574731 AU - Manoogian, Sarah J AU - Duma, Stefan M AU - Moorcroft, David M AU - National Highway Traffic Safety Administration TI - Pregnant Occupant Injury Risk Using Computer Simulations With NCAP Vehicle Crash Test Data PY - 2007 SP - 8p AB - Automobile crashes are the largest single cause of death for pregnant females and the leading cause of traumatic fetal injury mortality in the United States. A previously validated MADYMO (MAthematical DYnamic MOdels) computer model of a 30-week pregnant occupant was used in this study to investigate the pregnant occupant response in a New Car Assessment Program (NCAP) frontal barrier motor vehicle crash. The effect of the restraints, all tests had a 3 point seatbelt and an airbag, and the vehicle performance in the crash are incorporated by applying the measured pelvic acceleration in the front seat passenger dummy to the pregnant occupant model. Included in the study are nine vehicle models that represent the compact, medium, and sport utility vehicle classes during the years 1996 to 2006 for a total of 26 NCAP tests with corresponding simulations. Uterine strain from the computational model, a good predictive measure of the risk of fetal injury due to placental abruption, indicates the average risk of adverse fetal outcome associated with these NCAP tests is 85 ± 13% with a minimum risk of 55% and a maximum risk of 100%. NCAP star rating correlates with the risk of adverse fetal outcome (p=0.001) with 3 stars having an average risk of 99 ± 3% (n=3), 4 stars having an average risk of 89 ± 11% (n=14), and 5 stars having an average risk of 75 ± 13% (n=9). However, even the best NCAP rating, 5 stars, is still indicative of a high risk of fetal injury. This high risk is consistent with published pregnant occupant case studies that have an equivalent change in velocity of slightly more than 56.3 kph (35 mph). Although this study is limited to computational modeling, it suggests more research in protecting the pregnant occupant is needed. U1 - 20th International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationLyon,France StartDate:20070618 EndDate:20070621 Sponsors:National Highway Traffic Safety Administration KW - Air bags KW - Crash injuries KW - Crash victim simulation KW - Fatalities KW - Frontal crashes KW - MADYMO (Computer program) KW - New Car Assessment Program (Ncap) KW - Pregnant women KW - Seat belts KW - Traffic crashes KW - United States UR - http://www-nrd.nhtsa.dot.gov/departments/esv/20th/ UR - https://trid.trb.org/view/1364678 ER - TY - CONF AN - 01574730 AU - Bischoff, Donald AU - National Highway Traffic Safety Administration TI - Developing Guidelines for Managing Driver Workload and Distraction Associated with Telematic Devices PY - 2007 SP - 8p AB - The explosive growth of in-vehicle telematic devices has brought with it a safety concern since there is the potential for distraction of the driver away from the driving task. To address this concern the Alliance of Automobile Manufacturers (Alliance) formed a work group of experts from the auto industry, government and other stakeholders (ITSA, SAE, CEA, AAA, NSC, TMA and others) and tasked them with developing a “best practices” document to address essential safety aspects of driver interactions with future information and communication systems. This effort, which has been ongoing for 6 years, has produced 3 iterations of the document “Statement of Principles, Criteria and Verification Procedures on Driver Interactions with Advanced In-Vehicle Information and Communication Systems.” These Guidelines address the design, use and installation of information and communication systems with the goal of minimizing driver distraction associated with their use. The publication of the Guidelines has been followed by a letter of commitment from the Alliance members to design all their production vehicles to these Guidelines within specific designated timeframes. The Working Group has made a commitment to harness and apply state-of-the-art scientific understanding to the continuing evolution of its Driver Focus Guidelines. In that effort the group has benefited from work in Europe, Japan and the U.S. sponsored by both the private and public sectors. The purpose of this paper is to explore the extensive ongoing relevant research in the area of driver distraction and workload management and show how it has been utilized in the latest iteration of the Guidelines. The intent is that the Guidelines can be utilized to design telematic systems that stretch the envelope for systems that enhance the safety of drivers consistent with the state-of-the-art knowledge with regard to minimizing the potential for driver distraction. U1 - 20th International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationLyon,France StartDate:20070618 EndDate:20070621 Sponsors:National Highway Traffic Safety Administration KW - Distraction KW - Driver information systems KW - Europe KW - Japan KW - Technological innovations KW - United States KW - Vehicle electronics KW - Vehicle safety KW - Vehicle to vehicle communications UR - https://trid.trb.org/view/1365951 ER - TY - CONF AN - 01574729 AU - Shulman, Michael AU - Deering, Richard AU - National Highway Traffic Safety Administration TI - Vehicle Safety Communications in the United States PY - 2007 SP - 12p AB - In the United States, passenger vehicle manufacturers have been working together, along with the U. S. government, to study wireless communications for vehicle safety applications. From 2002-4, seven automotive manufacturers— BMW, DaimlerChrysler, Ford, GM, Nissan, Toyota, and VW— worked with the United States Department of Transportation (USDOT) to evaluate vehicle safety applications enabled or enhanced by communications. This project determined initial communication requirements for identified applications, performed some Dedicated Short Range Communications (DSRC) vehicle testing and helped develop the DSRC standards to support the requirements of safety applications. The project identified eight scenarios as high-priority for further research based on their estimated potential safety benefits. Of these eight application scenarios, four involved vehicle-to-vehicle (V-V) communications and four involved communications between vehicles and the infrastructure. Three of the vehicle-infrastructure communication applications involved intersections. From 2005-6, BMW, DaimlerChrysler, Ford, GM, Nissan and Toyota worked together to develop and evaluate the Emergency Electronic Brake Light application (EEBL) as the first vehicle-to-vehicle cooperative active safety application in order to: (1) Develop concepts of operation, system and communication requirements; (2) Establish a common V-V EEBL message set and demonstrate interoperability; (3) Perform common engineering tests; (4) Report to the industry on results; and (5) Guide future V-V safety applications development. In 2006, DaimlerChrysler, Ford, GM, Honda and Toyota initiated two major vehicle safety communications projects with the USDOT. The first project is developing and field testing a Cooperative Intersection Collision Avoidance System using infrastructure-to-vehicle communications to address intersection crashes that result from signal Violations (CICAS-V). The second project, Vehicle Safety Communications Applications (VSC-A), is developing a common vehicle safety communication architecture, protocols and messaging framework necessary to achieve interoperability among different vehicle manufacturers' applications and an analysis of potential benefits versus market penetration for vehicle safety communications applications. U1 - 20th International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationLyon,France StartDate:20070618 EndDate:20070621 Sponsors:National Highway Traffic Safety Administration KW - Active safety systems KW - BMW Automobile KW - Crash avoidance systems KW - DaimlerChrysler AG KW - Dedicated short range communications KW - Ford automobile KW - General Motors automobiles KW - Nissan automobile KW - Toyota automobile KW - United States KW - Vehicle to infrastructure communications KW - Vehicle to vehicle communications KW - Volkswagen automobile KW - Wireless communication systems UR - http://www-nrd.nhtsa.dot.gov/departments/esv/20th/ UR - https://trid.trb.org/view/1364812 ER - TY - CONF AN - 01574728 AU - Kullgren, Anders AU - Krafft, Maria AU - Lie, Anders AU - Tingvall, Claes AU - National Highway Traffic Safety Administration TI - The Effect of Whiplash Protection Systems in Real-Life Crashes and their Correlation to Consumer Crash Test Programmes PY - 2007 SP - 7p AB - The objective was to study the influence of various types of car seats aimed at protecting whiplash injuries on real-life injury outcome. Furthermore, the aim was to study correlation between whiplash consumer crash tests and real-life injury outcome. In both cases the influence on longterm whiplash symptoms were studied. Since 1997 various seats aimed at lowering the risk of whiplash injuries have been introduced in cars. The cars were divided into groups according to the safety technology used. Since 2003 consumer crash test programmes have been running. The correlation on group level between whiplash injury outcome in real-life crashes and the test results of consumer crash tests both in Sweden by Folksam and the Swedish Road Administration and by IIWPG were studied. The results show that cars fitted with more advanced whiplash protection systems had 50% lower risk of whiplash injuries leading to long-term symptoms than cars launched since 1997 without whiplash systems. All three whiplash preventive technologies studied, RHR (Reactive Head Restraints), WhiPS (Whiplash Prevention System), and WIL (Whiplash Lessening System), showed lower risk of whiplash injury leading to long-term symptoms than cars fitted with standard seats. A correlation was found between consumer whiplash crash tests and real-life outcome. It was found that cars rated in the worst group in the IIWPG and Folksam/SRA ratings had 43% and 60% higher risk of long-term symptoms in real-life crashes, respectively, than cars rated in the best group. A limitation with the tests is that the consumer crash test programmes are conducted with the seat only, while the real-life injury outcome concerns the performance of the whole car. It can be concluded that seats aimed at preventing whiplash injuries in general also lower the risk in real-life crashes. Furthermore it can be concluded that results from existing consumer crash test programmes for whiplash correlate with real-life injury outcome. U1 - 20th International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationLyon,France StartDate:20070618 EndDate:20070621 Sponsors:National Highway Traffic Safety Administration KW - Crash injuries KW - Deployable head restraints KW - Impact tests KW - Occupant protection devices KW - Seats KW - Vehicle safety KW - Whiplash UR - http://www-nrd.nhtsa.dot.gov/departments/esv/20th/ UR - https://trid.trb.org/view/1366406 ER - TY - CONF AN - 01574727 AU - Yaguchi, Masayuki AU - Ono, Koshiro AU - Masuda, Mitsutoshi AU - National Highway Traffic Safety Administration TI - Evaluation of Biofidelity & Repeatability and the Influence of Different Positioning for THOR-NT Dummy PY - 2007 SP - 17p AB - Component tests on the head, neck, thorax, abdomen and face were conducted to evaluate the biofidelity of the Test Device of Human Occupant Restraint -- New Technology (THOR-NT). HYGE sled tests were also conducted to evaluate repeatability and to investigate the influence of different positioning to dummy responses. Three frontal HYGE sled tests were conducted under the same conditions with a velocity of 56km/h, acceleration of 270m/s², and a designed standard seat position. Repeatability of dummy responses was evaluated by coefficient of variation (CV) calculated based on the peak values of accelerations, deflections, forces and moments measured. The following three categories were defined as evaluation criteria of repeatability by CV: CV<=5% as good, CV<=10% as acceptable and CV>10% as poor. The kinematic and dynamic responses of THOR-NT were additionally compared with that of Hybrid-III. Furthermore, in order to investigate the influence of different positioning to dummy responses, a 56km/h frontal HYGE sled test was conducted on a dummy positioned according to the ATD positioning procedure developed by University of Michigan Transportation Research Institute (UMTRI). In the biofidelity evaluation, only head responses were within the PMHS response corridors. For repeatability, 10 (32%) out of 31 items in all of the data had an evaluation criteria within CV<=5%. Comparison of dummy responses between UMTRI and standard positioning showed similarity in kinematic responses of the upper body. However, the maximum displacement of ankle in X-direction with respect to the initial position was larger in the UMTRI position compared to the standard position. In the UMTRI position, the feet which are initially positioned away from the toe board comes in contact with the toe board and slide upward due to the forward movement to the vehicle body during impact. Due to this, difference in dynamic responses of the legs between the UMTRI and standard position was observed. U1 - 20th International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationLyon,France StartDate:20070618 EndDate:20070621 Sponsors:National Highway Traffic Safety Administration KW - Crash injuries KW - Dummies KW - Occupant dynamics KW - Occupant kinetics KW - Occupant protection devices KW - Positioning KW - Restraint systems KW - Sled tests KW - Test device for Human Occupant Restraint (THOR) UR - http://www-nrd.nhtsa.dot.gov/departments/esv/20th/ UR - https://trid.trb.org/view/1365931 ER - TY - CONF AN - 01574724 AU - Siebenhandl, Karin AU - Risku, Hanna AU - Brugger, Christof AU - Simlinger, Peter AU - Egger, Stefan AU - National Highway Traffic Safety Administration TI - Evaluating the Comprehensibility of Visualized Information for the Trans European Road Network (TERN) PY - 2007 SP - 7p AB - The IN-SAFETY (Infrastructure and Safety) Project focuses on the pre-requisites of a successful implementation of Intelligent Transport Systems (ITS) in order to enhance the self-explanatory nature of roads. The European driver has to cope with more and more complex traffic environments, including vertical and horizontal signing; frequently supported by telematics. Due to the complexity of road information there is a strong need to support the driver with homogenized pictorial messages. The readability and understandability of pictorial messages on a VMS (Variable Message Sign) was analyzed by evaluation criteria and methods of ISO 9186 “Test methods for judged comprehensibility and for comprehension". This paper discusses as well the evaluation and the results of the Comprehensibility Judgement Test, done in Austria, Hungary, and Czech Republic and Spain. For 33 referents a total of 243 variants were tested. In total, 825 voluntary drivers participated in the study. 28 referents reached a median value of judged comprehensibility exceeding 85. In 104 cases thresholds for immediate acceptance have been exceeded. Among them 56 variants were proposed for a redesign in order to enhance chances for positive results when applying the following Comprehension Test. U1 - 20th International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationLyon,France StartDate:20070618 EndDate:20070621 Sponsors:National Highway Traffic Safety Administration KW - Austria KW - Czech Republic KW - Distraction KW - Europe KW - Highway safety KW - Hungary KW - Information display systems KW - Intelligent transportation systems KW - Spain KW - Telematics KW - Test procedures KW - Trans-European Road Network KW - Variable message signs UR - http://www-nrd.nhtsa.dot.gov/departments/esv/20th/ UR - https://trid.trb.org/view/1366067 ER - TY - CONF AN - 01574723 AU - Konosu, Atsuhiro AU - Issiki, Takahiro AU - Tanahashi, Masaaki AU - Suzuki, Hideki AU - National Highway Traffic Safety Administration TI - Development of a Biofidelic Flexible Pedestrian Legform Impactor Type GT (Flex-GT) PY - 2007 SP - 11p AB - The Japan Automobile Research Institute and the Japan Automobile Manufacturers Association, Inc., have been developing a biofidelic flexible pedestrian legform impactor (Flex-PLI) since 2002, and its the latest version is called Flex-GT, and its prototype (Flex-GT-prototype) is developed in 2006. However, the Flex-GT-prototype is required further evaluation study on its biofidelity. This study evaluated a biofidelity of Flex-GT-prototype, relationship to the human one using an FE Flex-GT-prototype model which has high fidelity to the actual one and a FE human model which has high biofidelity. This study result shows a good relationship between the Flex-GT-prototype model and the FE human model, especially under the 50 mm or 75 mm lift upped impact conditions. U1 - 20th International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationLyon,France StartDate:20070618 EndDate:20070621 Sponsors:National Highway Traffic Safety Administration KW - Active safety systems KW - Crash injuries KW - Finite element method KW - Flexible Pedestrian Legform Impactor KW - Japan KW - Leg KW - Lower extremities KW - Pedestrian safety KW - Pedestrian-vehicle crashes UR - http://www-nrd.nhtsa.dot.gov/departments/esv/20th/ UR - https://trid.trb.org/view/1366438 ER - TY - CONF AN - 01574722 AU - Wraighte, P J AU - Manning, P AU - Wallace, W A AU - Hynd, D AU - National Highway Traffic Safety Administration TI - Upper Extremity Injuries in Road Traffic Accidents PY - 2007 SP - 5p AB - The purpose of this study was to obtain more specific information on upper limb injuries sustained by front seat occupants in car accidents with a view to identifying injuries that are a priority for prevention and further research. After identification of cases from the Vehicle Safety Research Centre (VSRC) through the Transport Research Laboratory (TRL) the appropriate hospital records and radiographs were reviewed. Data were analysed to identify the frequency and severity of upper limb injuries, the mechanism of injury and the impairment sustained in accordance with the American Medical Association guides. The NHS financial costs of management for the upper limb injury and that for the patient in total were calculated. Sixty two cases were reviewed (34 male), aged 18- 83 years (mean 44 years). There were 20 clavicle fractures, 18 elbow and forearm fractures, 16 shoulder and arm injuries, and 26 wrist and hand injuries. The median upper limb Abbreviated Injury Score was 2 and the overall Injury Severity Score ranged from 4 to 50 (median 6). In terms of impairment, the upper extremity sensory deficit ranged from 0 to 9% and motor deficit 0 to 22.5% giving up to 5% sensory and 13.5% motor “whole person impairment”. The mean estimated treatment cost for upper limb management was calculated at £2,200 compared with a total injury treatment cost of a mean £11,000 per person. Limitations of the study include its retrospective nature and possible selection bias. The study has identified the range and costs (impairment and financial) of upper limb injuries in road traffic accidents. These data will be used by researchers to both improve the current car crash dummies in the upper limb and to allow accurate finite element remodelling. Legislative changes to car requirements for upper limb safety may be brought forward in the longer term. U1 - 20th International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationLyon,France StartDate:20070618 EndDate:20070621 Sponsors:National Highway Traffic Safety Administration KW - Abbreviated Injury Score KW - Crash data KW - Crash injuries KW - Finite element method KW - Front seat occupants KW - Heavy Vehicle Safety Research Center KW - Males KW - Traffic crashes KW - Transport Research Laboratory KW - United Kingdom KW - Upper extremities UR - http://www-nrd.nhtsa.dot.gov/departments/esv/20th/ UR - https://trid.trb.org/view/1366994 ER - TY - CONF AN - 01574721 AU - Matsubayashi, Kiyoka AU - Yamad, Yukinori AU - Iyoda, Motomi AU - Koike, Shin AU - Kawasaki, Tomoya AU - Tokuda, Masanori AU - National Highway Traffic Safety Administration TI - Development of Rear Pre-Crash Safety System for Rear-End Collisions PY - 2007 SP - 5p AB - Pre-crash safety systems using radar detecting technology have been commercialized in the market. While the primary focus of these systems have been for frontal collisions, rear-end collisions actually have a higher proportion of the traffic accident injuries in Japan. In this paper, a new pre-crash safety system for rear-end collisions is explained. It was developed to help alert drivers of vehicles approaching from behind, and also to reduce whiplash injury. This new system uses a millimeter-wave radar installed in the rear bumper to detect a vehicle approaching closely from behind. If it judged that there is high risk of collision, the hazard lights would flash to warn the driver of the approaching vehicle and the headrests are automatically moved forward. Sensors in the headrests detect the location of the occupants’ head and shifts the headrests to a closer position to the head before the collision occurs, thereby reducing the risk of whiplash injury. This paper shows the effectiveness of the pre-crash hazard light and pre-crash headrest technology. U1 - 20th International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationLyon,France StartDate:20070618 EndDate:20070621 Sponsors:National Highway Traffic Safety Administration KW - Crash injuries KW - Fatalities KW - Headrests KW - In vehicle sensors KW - Japan KW - Occupant protection devices KW - Rear end crashes KW - Whiplash UR - http://www-nrd.nhtsa.dot.gov/departments/esv/20th/ UR - https://trid.trb.org/view/1366372 ER - TY - CONF AN - 01574718 AU - Asada, Hiroyuki AU - Nawata, Katsumi AU - National Highway Traffic Safety Administration TI - Study on Static and Quasi-Dynamic Evaluation Method for Assessing Whiplash-Associated Disorders in Rear Impacts PY - 2007 SP - 10p AB - Studies are underway in JAMA on appropriate static (height of head restraint and backset) and quasi-dynamic (dynamic head rotation angle of Hybrid III dummy and dynamic backset) seat & head restraint evaluation methods for assessing whiplash-associated disorders in rear impacts. For various types of seats, the following items were evaluated for each index: i) road accident & whiplash phenomena, ii) reproducibility and repeatability, iii) correlation with dynamic evaluation results on the biofidelic rear impact dummy (BioRID II), iv) suitability for various seat types. The results revealed new findings as follows: 1) As for height of head restraint, if the height of head CG + ramping up is secured, a further increase in height does not provide much support for reducing injury. 2) As for backset, due to poor reproducibility in measurements on conventional HRMD, a new measuring method on the basis of SRP is effective. A decrease in backset reduces injury, however, since an excessively small backset impairs comfort, the balance between safety and comfort was examined. 3) As for dynamic head rotation angle of the neck of the Hybrid III dummy, because of poor biofidelity of the dummy, the angle is not considered to be good for a proper dynamic evaluation, however, thanks to good reproducibility and repeatability of the dummy as well as some correlation between head rotation angle and injury criteria, the angle can be used as a tool for alternative evaluation of the backset. 4) The dynamic backset was proposed as an alternative test to the static backset. However, the evaluation uses only the neck behavior of the dummy, and reproducibility and repeatability are still low. Consequently, the backset is not regarded as an appropriate evaluation method at this time. U1 - 20th International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationLyon,France StartDate:20070618 EndDate:20070621 Sponsors:National Highway Traffic Safety Administration KW - Biofidelic Rear Impact Dummy II (BioRID II) KW - Crash injuries KW - Dummies KW - Japan KW - Neck KW - Passenger comfort KW - Rear end crashes KW - Vehicle safety KW - Whiplash UR - http://www-nrd.nhtsa.dot.gov/departments/esv/20th/ UR - https://trid.trb.org/view/1366375 ER - TY - CONF AN - 01574717 AU - Patel, Sanjay AU - Smith, David AU - Prasad, Aloke AU - Mohan, Pradeep AU - National Highway Traffic Safety Administration TI - NHTSA's Recent Vehicle Crash Test Program on Compatibility in Front-to-Front Impacts PY - 2007 SP - 15p AB - This paper presents results from National Highway Traffic Safety Administration's (NHTSA's) light vehicle compatibility crash testing program during 2005 and 2006. During these years, NHTSA Research has continued to collect full frontal rigid wall data in conjunction with the U.S. New Car Assessment Program (USNCAP), it has supplemented this with additional rigid barrier data to explore barrier design options, and it has developed and conducted vehicle-to-vehicle crash tests to explore the potential for reducing injuries by improving the crash compatibility between light vehicles. This effort was begun by first identifying the most promising metrics to characterize full frontal crash compatibility using data taken during frontal USNCAP testing, selecting crash test vehicles based on the metrics, and finally, performing full-frontal vehicle-to-vehicle crash tests to evaluate the probability of belted occupant injury and fatality in the crash vehicles. The test series provided evidence that by maintaining structural alignment and matching frontal energy absorptions, the probability of injuries/fatalities in both the Light Trucks and Vans (LTVs) and passenger car can be significantly reduced. Carmakers are now voluntarily addressing compatibility in the U.S. by aligning their structures and implementing Secondary Energy Absorbing Structures (SEAS) and Advanced Compatibility Engineering (ACE). Vehicle-to-vehicle tests were conducted to understand how these new concepts perform and what sort of additional measures and performance tests may be needed. The results of these tests are presented and discussed in the paper. The advent of SEAS structures also presents challenges to characterize and measure their performance. A new rigid override barrier (ORB) concept has been developed and tested for this purpose. This paper also summarizes and discusses the preliminary design and testing of the ORB. Finite element studies of vehicle-to-barrier interactions suggest that the axial load cell barriers used prior to 2006 introduced low estimates of force heights on the barrier. In order to understand the error content in previous estimates of force height, several vehicles were crash tested into a high-resolution barrier, which is a 9x16 array of 125x125 mm single-axis load cells, each rated for measuring up to 300kN of compression perpendicular to its face. The results of this crash test program and their implications are discussed in this paper. U1 - 20th International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationLyon,France StartDate:20070618 EndDate:20070621 Sponsors:National Highway Traffic Safety Administration KW - Crash injuries KW - Finite element method KW - Frontal crashes KW - Impact tests KW - Light vehicles KW - New Car Assessment Program (Ncap) KW - Occupant protection devices KW - Secondary energy absorbing structure (SEAS) KW - U.S. National Highway Traffic Safety Administration KW - Vans UR - http://www-nrd.nhtsa.dot.gov/departments/esv/20th/ UR - https://trid.trb.org/view/1366359 ER - TY - CONF AN - 01574714 AU - Lin, Chin-Hsu AU - National Highway Traffic Safety Administration TI - Modeling and Simulation of a Van for Side Impact Sensing Tests PY - 2007 SP - 9p AB - An extensive study on using non-linear finite element analyses to aid in calibrating a thorax or roof rail curtain airbag sensing system is presented. Modeling techniques and lessons learned from previously investigated frontal sensing finite element analyses were adopted in this side impact study. Modeling techniques that can be applied to the side impact simulations were identified and incorporated in a chosen van model. The van model was then used to simulate a set of no-deployment and deployment side impact calibration events. The simulation results were compared with available test data and side impact sensing algorithms were used to determine the airbag deployment time from the simulations. Airbag deployment times from the simulations are comparable to the test and it is strongly suggested from this study that a high fidelity vehicle model with a FEA-compatible sensing algorithm can greatly improve sensing simulation capability for side impacts. U1 - 20th International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationLyon,France StartDate:20070618 EndDate:20070621 Sponsors:National Highway Traffic Safety Administration KW - Air bags KW - Algorithms KW - Finite element method KW - Impact tests KW - Side crashes KW - Simulation KW - Vans UR - http://www-nrd.nhtsa.dot.gov/departments/esv/20th/ UR - https://trid.trb.org/view/1364657 ER - TY - CONF AN - 01574712 AU - Esat, Volkan AU - Acar, Memis AU - National Highway Traffic Safety Administration TI - A Multi-Body Model of the Whole Human Spine for Whiplash Investigations PY - 2007 SP - 7p AB - This paper presents whiplash simulations and analyses under various impact conditions and acceleration levels by employing a rigorously validated biofidelic multi-body (MB) model of the whole human spine. The novel MB model possesses highly advanced material properties such as viscoelastic behaviour, active-passive muscles, and geometric nonlinearities. Validation is carried out comparing the motion segment responses, the MB model responses for frontal and lateral impacts, the vertical loading results, and the responses of thoracolumbar region in rear-end impact. The model successfully reproduces the characteristic motion of the head and neck when subjected to rear-end crash scenarios. Whiplash simulations involve not only the responses of the ligamentous spine model, but also predictions of the model with active/passive musculature. The MB model simulation results and model predictions such as head translations and rotations, muscle and ligament forces, and intervertebral angles show good agreement with experiments. The study is limited to presenting the kinematics and kinetics of the cervical spine. The biofidelic whole human spine model proves to be a highly capable and versatile platform to simulate various traumatic whiplash injury situations. U1 - 20th International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationLyon,France StartDate:20070618 EndDate:20070621 Sponsors:National Highway Traffic Safety Administration KW - Crash injuries KW - Crash victim simulation KW - Frontal crashes KW - Kinematics KW - Occupant kinetics KW - Rear end crashes KW - Spinal column KW - Whiplash UR - http://www-nrd.nhtsa.dot.gov/departments/esv/20th/ UR - https://trid.trb.org/view/1366387 ER - TY - CONF AN - 01574709 AU - Couturier, Stéphane AU - Faure, Jacques AU - Satué, Ricardo AU - Huguet, Joaquim AU - Hordonneau, Julien AU - National Highway Traffic Safety Administration TI - Procedure to Assess Submarining in Frontal Impact PY - 2007 SP - 11p AB - This study addresses the submarining issue left in frontal impacts today in the passenger cars, and proposes a methodology to assess it. The first part briefly describes the submarining phenomenon that consists of a sliding of the lap belt above iliac spine due to either bad safety belt geometry or poor coupling of the occupant to the car. This mechanism results in severe abdominal injuries (mesanterin laceration, severe hemoperitoneum, perforation,…). Some recent accident data coming from LAB (Laboratoire d’Accidentologie et de Biomécanique) are also presented in order to highlight the increasing importance of this phenomenon as the compartment intrusion is reduced, the knee support area is eliminated in order to avoid other injuries and the use of the seat belt is generalized in passenger car rear seats. The second part explains the reasons why, despite of evidence review, this phenomenon is not taken into account today, neither by the regulations nor by the ratings. The HIII dummy, widely used for safety assessment, integrates a very stiff lumbar spine. This feature prevents the pelvis rotation and consequently submarining. Therefore, other widely used dummies currently available are considered in this study in order to identify a more biofidelic behavior enabling the pelvis rotation and therefore detection of submarining phenomenon. In the third part, a full procedure based on a sled test and involving these suitable dummies is proposed. Associated criteria that could be used to assess the performance of a given restraint system are also described. The procedure is applied to vehicles with or without submarining countermeasures and the results are validated using the feedback on real accident data from the LAB. The results confirm the efficiency of the countermeasures and validate the assessment procedure. U1 - 20th International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationLyon,France StartDate:20070618 EndDate:20070621 Sponsors:National Highway Traffic Safety Administration KW - Abdomen KW - Crash data KW - Crash injuries KW - Dummies KW - Frontal crashes KW - Restraint systems KW - Sled tests UR - http://www-nrd.nhtsa.dot.gov/departments/esv/20th/ UR - https://trid.trb.org/view/1364730 ER - TY - CONF AN - 01574707 AU - Faerber, Eberhard AU - National Highway Traffic Safety Administration TI - EEVC Approach to Develop Test Procedure(s) for the Improvement of Crash Compatibility between Passenger Cars PY - 2007 SP - 14p AB - As set out in the Terms of Reference, the objective of European Enhanced Vehicle-safety Committee (EEVC) Working Group (WG) 15 Car Crash Compatibility and Frontal Impact is to develop a test procedure(s) with associated performance criteria for car frontal impact compatibility. This work should lead to improved car to car frontal compatibility and self protection without decreasing the safety in other impact configuration such as impacts with car sides, trucks, and pedestrians. Since 2003, EEVC WG 15 served as a steering group for the car-to-car activities in the improvement of Vehicle Crash Compatibility through the development of Crash Test Procedures (VC-COMPAT) project that was finalised at the end of 2006 and partly funded by the European Commission. This paper presents the research work carried out in the VC-COMPAT project and the results of its assessment by EEVC WG 15. Other additional work presented by the United Kingdom (UK) and French governments and industry - in particular the European industry - was taken into consideration. It also identifies current issues with candidate testing approaches. The candidate test approaches are: (1) an offset barrier test with the progressive deformable barrier (PDB) face in combination with a full width rigid barrier test; (2) a full width wall test with a deformable aluminum honeycomb face and a high resolution load cell wall supplemented by the forces measured in the offset deformable barrier (ODB) test with the current EEVC barrier. These candidate test approaches must assess the structural interaction and give information of frontal force levels and compartment strength for passenger vehicles. Further, this paper presents the planned route map of EEVC WG 15 for the evaluation of the proposed test procedures and assessment criteria. U1 - 20th International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationLyon,France StartDate:20070618 EndDate:20070621 Sponsors:National Highway Traffic Safety Administration KW - Crashworthiness KW - Europe KW - France KW - Frontal crashes KW - Impact tests KW - Passenger compartments KW - Passenger vehicles KW - Test procedures KW - United Kingdom KW - Vehicle safety UR - http://www-nrd.nhtsa.dot.gov/departments/esv/20th/ UR - https://trid.trb.org/view/1366092 ER - TY - CONF AN - 01574704 AU - Kubota, Hidenobu AU - Kude, Toshihiko AU - Yokoya, Yasushi AU - National Highway Traffic Safety Administration TI - Development of Technical Guidelines for Visual Drive Recorders (VDRs) PY - 2007 SP - 6p AB - In 2006, Transport Policy Council, an advisory group of Japan Ministry of Land, Infrastructure and Transport (JMLIT) consisting of vehicle safety experts, submitted a report on future vehicle safety measures to the Minister of JMLIT. The projections in this report indicate that the number of traffic fatalities and injuries will dramatically decrease until 2010. This report also sets “zero fatalities” as the ultimate target. To achieve this aim, however, it is necessary to identify and promote new active safety measures. Therefore, near-miss situation data as well as accident data, which would be recorded by an on-board VDR, should be analyzed and evaluated. In October 2006, JMLIT organized a panel of experts to discuss and develop technical guidelines for such VDRs. U1 - 20th International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationLyon,France StartDate:20070618 EndDate:20070621 Sponsors:National Highway Traffic Safety Administration KW - Active safety systems KW - Crash data KW - Crash injuries KW - Fatalities KW - Japan KW - Vehicle electronics KW - Vehicle safety UR - http://www-nrd.nhtsa.dot.gov/departments/esv/20th/ UR - https://trid.trb.org/view/1364813 ER - TY - CONF AN - 01574701 AU - Delannoy, Pascal AU - Martin, Tiphaine AU - Meyerson, Susan AU - Summers, Lori AU - Wiacek, Christopher AU - National Highway Traffic Safety Administration TI - PDB Barrier Face Evaluation by DSCR and NHTSA’s Joint Research Program PY - 2007 SP - 14p 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 crush force matching (or good engagement of the front structures) and high compartment strength are essential components for improving compatibility between passenger cars and other vehicles]. However, recent trends have shown that incompatible force distributions and greater relative front end stiffness are prevalent in the fleet. To research this issue, the Progressive Deformable Barrier (PDB) face was evaluated for its ability to assess the compatibility between the front end force of heavier vehicles with the compartment strength of lighter ones. The paper investigates the feasibility of a high energy absorption PDB in full frontal and offset frontal crash test configurations. A joint research program was carried out at the Union Technique de líAutomobile du Motocycle et du Cycle (UTAC) in conjunction with the Directorate for Road Traffic and Safety (DSCR) in France and the National Highway Traffic Safety Administration (NHTSA) of the United States (U.S.) to investigate whether barrier deformation using the PDB could differentiate compatibility performances between two different U.S. light trucks and vans (LTVs). U1 - 20th International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationLyon,France StartDate:20070618 EndDate:20070621 Sponsors:National Highway Traffic Safety Administration KW - Crash injuries KW - Deformable barriers KW - Energy absorption KW - Frontal crashes KW - Light vehicles KW - Occupant protection devices KW - Vehicle compartments KW - Vehicle safety UR - http://www-nrd.nhtsa.dot.gov/departments/esv/20th/ UR - https://trid.trb.org/view/1366366 ER - TY - CONF AN - 01574697 AU - Hennessey, Barbara C AU - Nguyen, Nha T AU - National Highway Traffic Safety Administration TI - Status of NHTSA's Hydrogen and Fuel Cell Vehicle Safety Research Program PY - 2007 SP - 7p AB - The FreedomCAR and Fuel Initiative is a cooperative automotive research partnership between the U.S. Department of Energy, the U.S. Council for Automotive Research (USCAR), and fuel suppliers. It was initiated in 2002 as part of the President’s goal to reduce U.S. dependence on foreign oil, improve vehicle efficiency, reduce emissions, and make hydrogen fuel cell vehicles (HFCVs) a practical and cost-effective choice for large numbers of Americans by 2020. Following the announcement of the FreedomCAR program, the National Highway Traffic Safety Administration (NHTSA) began collecting information on the status of hydrogen vehicle technology and drafting a research plan to address the impact of fuel cell and hydrogen fuel systems on vehicle safety. In 2004 NHTSA published the plan in the Federal Register for public comment and issued a voluntary request to manufacturers asking them to provide written information on their strategies to ensure that hydrogen fueled vehicles attain a level of safety comparable to that of conventionally fueled vehicles. Additionally, NHTSA published an updated version of this plan for the 19th Enhanced Safety of Vehicles Conference. Funding to initiate NHTSA’s hydrogen safety research program was not made available until 2006. This paper provides a status report on several projects assessing hydrogen fuel system safety that were initiated that year, and the follow-on work that will be conducted in 2007. U1 - 20th International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationLyon,France StartDate:20070618 EndDate:20070621 Sponsors:National Highway Traffic Safety Administration KW - Alternate fuels KW - Cost effectiveness KW - FreedomCAR KW - Fuel cells KW - Hydrogen KW - Pollutants KW - U.S. National Highway Traffic Safety Administration KW - Vehicle safety UR - http://www-nrd.nhtsa.dot.gov/departments/esv/20th/ UR - https://trid.trb.org/view/1365928 ER - TY - CONF AN - 01574692 AU - Motozawa, Yasuki AU - Hitosugi, Masahito AU - Tokudome, Shogo AU - National Highway Traffic Safety Administration TI - An Experimental Analysis of the Abdominal Pressure of the Pregnant Occupants during Automotive Collision Using AF5 Pregnant Dummy PY - 2007 SP - 7p AB - Previously the correlation between the fetal outcome and the injury severity of the pregnant women in automotive collisions were addressed by the authors using the data of the insurance refunds in Japan. The study showed that injury severity scores did not differ significantly between the pregnant occupants with spontaneous abortion and with healthy newborn although the scores were significantly higher in the pregnant occupants whose neonate died. The authors have indicated the prediction of negative fetal outcome with anatomical injury severity of the mothers. Therefore in this study, the abdominal pressure of the pregnant occupant during collisions was focused as a possible predictor of fetal outcome. A series of sled experiment was conducted using the pregnant dummy which represents the anthropometry of the pregnant woman with the gestational age of 30 weeks. The MAMA-2B （Maternal Anthropometric Measurement Apparatus, version 2B ） pregnant dummy based on the Hybrid-3 AF5th percentile dummy developed by First Technology Safety Systems Inc. and UMTRI (University of Michigan Transportation Research Institute) was used for the experiments. The values of the pressure during rear impact in a passenger vehicle were measured and compared. The seating posture of the dummy in the experiments was determined by the measurement of pregnant volunteers in an actual passenger vehicle. From the results of the experiments the dominant factor of the change of the abdominal pressure was discussed. U1 - 20th International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationLyon,France StartDate:20070618 EndDate:20070621 Sponsors:National Highway Traffic Safety Administration KW - Abdomen KW - Dummies KW - Fetus KW - Injury severity KW - Japan KW - Pregnant women KW - Rear end crashes KW - Sled tests UR - http://www-nrd.nhtsa.dot.gov/departments/esv/20th/ UR - https://trid.trb.org/view/1366991 ER - TY - CONF AN - 01574684 AU - Lu, Zi AU - Chan, Philemon AU - Ridella, Stephen A AU - Martin, Peter G AU - National Highway Traffic Safety Administration TI - OOP Air Bag Tests Using the THOR-NT PY - 2007 SP - 11p AB - An experimental study of driver side air bag loads for out-of-position (OOP) occupants at the ISO-1 (chin on bag) position was performed using the 50th percentile Test Device for Human Occupant Restraint -- New Technology (THOR-NT) dummy. The main objective was to observe the response of the dummy under exposures to various types of air bags. Dummy sensitivity to the air bags was evaluated in terms of upper neck loads and head acceleration. Five types of late-model fleet air bag modules were used in a total of ten tests (two repeat tests per air bag). Sealed tank tests were also performed to characterize the five different air bag inflators. For one bag, the THOR-NT produced very repeatable measurements. For other bag types, the THOR-NT exposed the variability of the air bags, especially in its upper neck moment measurements. The high-speed videos confirmed the inflation variability of those air bags. The THOR-NT was able to segregate the moment at the head/neck pin joint (representing human occipital condyles) from the total head/neck cross-sectional moment. The THOR-NT performed smoothly throughout the test and was generally user-friendly. A limitation is recognized that only two air bags for each model were used for repeat tests. U1 - 20th International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationLyon,France StartDate:20070618 EndDate:20070621 Sponsors:National Highway Traffic Safety Administration KW - Air bags KW - Crash injuries KW - Dummies KW - Head KW - Neck KW - Occupant protection devices KW - Out of position (Vehicle occupants) KW - Restraint systems KW - Test device for Human Occupant Restraint (THOR) UR - http://www-nrd.nhtsa.dot.gov/departments/esv/20th/ UR - https://trid.trb.org/view/1365932 ER - TY - CONF AN - 01574683 AU - Mori, Takeo AU - Kudo, Toshiya AU - Kosaka, Naoya AU - Motojima, Harutoshi AU - National Highway Traffic Safety Administration TI - The Study of the Frontal Compatibility with Consideration of Interaction and Stiffness PY - 2007 SP - 9p AB - To reduce the amount of casualties in traffic accidents that involve various types of vehicles, the improvement of compatibility performance is important. In case of accidents, there are mismatches between colliding vehicles, which are in structural geometry, vehicle frontal stiffness and so on. For improving compatibility, helping minimize these mismatch issues as the first step. The concept investigated in this research study, has three aspects. The first one is “Multi load path including mechanical parts”. To ensure good interaction between colliding vehicles under existing mismatch of structure parts, it is effective to make use of mechanical parts as ‘a substitute’ load path, such as an engine with transmission or tire. The second is “To increase the amount of energy absorption (EA) of front body parts”. The third is “Sufficient stiffness of the passenger compartment”. To crush the front body parts for attaining additional EA, a proper stiffness of the passenger compartment is the prerequisite. For improving compatibility, to satisfy above three items simultaneously is effective. According to the results of crash analysis, the concept for improving compatibility is investigated. Then structures applied for this concept are studied from the viewpoint of load flow and energy absorption, mainly by conducting CAE simulation. The improved structures were subsequently tested using actual vehicles for verification and the effectiveness of the concept is confirmed. U1 - 20th International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationLyon,France StartDate:20070618 EndDate:20070621 Sponsors:National Highway Traffic Safety Administration KW - Casualties KW - Crash analysis KW - Energy absorption KW - Frontal crashes KW - Passenger compartments KW - Simulation KW - Stiffness UR - http://www-nrd.nhtsa.dot.gov/departments/esv/20th/ UR - https://trid.trb.org/view/1366353 ER - TY - CONF AN - 01574679 AU - Watanabe, Yoichi AU - Ito, Satoko AU - National Highway Traffic Safety Administration TI - Influence of Vehicle Properties and Human Attributes on Neck Injuries in Rear-End Collisions PY - 2007 SP - 14p AB - While traffic accident fatalities in Japan have been declining, the number of injuries has continued on an upward trend for many years. One salient aspect of that rising trend is the number of casualties attributed to rear-end collisions. In 2005, such accidents accounted for approximately 35% of all fatalities and injuries. Regarding ordinary passenger cars, many of the drivers of the struck vehicles in rear-end collisions suffer slight neck injuries, while nearly all of the drivers of the striking vehicles are not injured. In this study, the influence of vehicle properties and human attributes on the incidence of neck injuries in rear-end collisions was analyzed using an integrated accident database developed by the Institute for Traffic Accident Research and Data Analysis (ITARDA). The results revealed, among other things, that an active head restraint system, which is one type of anti-whiplash device, is effective in suppressing the occurrence of neck injuries; that females tend to be injured more often than males; that age and generation influence the tendency for men to be injured; and that the trip purpose influences the tendency for neck injuries to occur. This tendency for generation and trip purpose to exert such an influence suggests the possibility that the health consciousness of the parties involved in rear-end collisions might affect the incidence of neck injuries. Among the other issues discussed in this paper is the concern that neck injuries due to rear-end collisions might increase in the future. U1 - 20th International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationLyon,France StartDate:20070618 EndDate:20070621 Sponsors:National Highway Traffic Safety Administration KW - Crash data KW - Crash injuries KW - Fatalities KW - Gender KW - Japan KW - Neck KW - Rear end crashes KW - Trip purpose KW - Vehicle safety UR - http://www-nrd.nhtsa.dot.gov/departments/esv/20th/ UR - https://trid.trb.org/view/1366373 ER - TY - CONF AN - 01574677 AU - Burgett, August AU - Ranganathan, Raja AU - Srinivasan, Gowrishankar AU - National Highway Traffic Safety Administration TI - Development of Objective Tests for Evaluating Lane-Keeping/Road Departure Driver Assistance Systems PY - 2007 SP - 15p AB - This paper describes a step-by step process for the development of test procedures for pre-production driver assistance systems. The process begins with a detailed engineering description of system performance and utilizes a universal description of the causal factors and resulting crash types as the foundation for a detailed analysis of crash data. The process ends with a set of objectives test procedures that can be applied to pre-production driver assistance systems that address lane-keeping/road departure performance. The quantitative estimates were obtained from national crash databases, namely, 2004 General Estimating system (GES) and 2004 Fatality Analysis Reporting system (FARS). There were 10,945,000 vehicles involved in crashes in 2004, of which 1,114,000 and 977,000 vehicles were involved in multi-and single-vehicle lane-keeping/ road-departure type crashes, respectively. Other factors such as trafficway flow, alignment, curvature, and speed were also analyzed to determine appropriate test conditions. The results provide separate test conditions for single-and multi-vehicle crashes. The tests for multi-vehicle crashes include testing vehicles traveling in both directions; same and in opposite directions. Tests for vehicles traveling in the same direction involve driving that simulates undivided multi-lane roads. Testing for vehicles traveling in opposite directions involves driving that simulates both straight and curved two-lane undivided roadways. Single-vehicle crashes involve one test that represents a curved two-lane undivided highway with a narrow shoulder and another that represents a multi-lane undivided highway with a shoulder having a parked vehicle. All tests involve a driver traveling at speeds between 30 and 50 mph. This is the first application of the new crash-analysis-based process for developing test procedures. Additional challenges in performing the tests and using the results to estimate crash avoidance benefits are not discussed in detail in this paper. U1 - 20th International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationLyon,France StartDate:20070618 EndDate:20070621 Sponsors:National Highway Traffic Safety Administration KW - Crash analysis KW - Crash avoidance systems KW - Crash data KW - Driver support systems KW - Fatality Analysis Reporting System KW - Highway curves KW - Multilane highways KW - Ran off road crashes KW - Single vehicle crashes UR - http://www-nrd.nhtsa.dot.gov/departments/esv/20th/ UR - https://trid.trb.org/view/1364816 ER - TY - CONF AN - 01574676 AU - Yang, Jikuang AU - Otte, Dietmar AU - National Highway Traffic Safety Administration TI - A Comparison Study on Vehicle Traffic Accident and Injuries of Vulnerable Road Users in China and Germany PY - 2007 SP - 10p AB - The vehicle traffic accidents have been widely studied in different countries, but the difference of nature of traffic accidents in different countries was not adequately investigated for set suitable protective strategy in different area. This study aimed to identify the occurrence, type and mechanisms of the traumatic injuries of the vulnerable road users (VRUs) in vehicle collisions in China and Germany. The accident data (in the years 2000 to 2005) were collected from traffic police and hospital in Changsha, China as well as from German In-Depth Accident Study (GIDAS) database documented in Medical University Hannover, respectively. An in-depth study was carried out based on the collected data by using approaches of statistics analysis and virtual reconstructions. The results from analysis of Chinese data were compared with results from analysis of German data. The injury severities were determined using Abbreviated Injury Scale (AIS) code and ISS values. The results were presented in terms of cause of injuries, injury distributions, injury patterns, injury severity. The VRUs accidents were identified as vital issue in urban traffic safety and therefore a high priority should be given to this road user group in research of safe urban transportation. It was discussed with regard to accident data collection, accident sampling and injury distributions, the factors influenced the injury outcomes etc. The data sources reflects the real situations of vulnerable road users in traffic accidents in Changsha and Hannover and may not in the whole countries of China and Germany. This study will contribute to the determination of different nature of vehicle traffic accidents between motorized and motorizing areas, which will form a firm background for making safety counter-measures. U1 - 20th International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationLyon,France StartDate:20070618 EndDate:20070621 Sponsors:National Highway Traffic Safety Administration KW - China KW - Countermeasures KW - Crash data KW - Fatalities KW - German In-Depth Accident Study KW - Germany KW - Injury severity KW - Traffic crashes KW - Traffic safety KW - Vulnerable road users UR - http://www-nrd.nhtsa.dot.gov/departments/esv/20th/ UR - https://trid.trb.org/view/1366448 ER - TY - CONF AN - 01574675 AU - Chan, Philemon AU - Lu, Zi AU - Rigby, Paul AU - Takhounts, Erik AU - Zhang, Jiangyue AU - Yoganandan, Narayan AU - Pintar, Frank AU - National Highway Traffic Safety Administration TI - Development of Generalized Linear Skull Fracture Criterion PY - 2007 SP - 11p AB - This work develops a generalized linear skull fracture criterion, the skull fracture correlate, SFC, applicable to impacts by flat targets on the skull in any angle. The SFC is the averaged acceleration over the HIC15 time interval based on data obtained from Hybrid-III headform impact tests. For 15% or less probability of skull fracture the threshold is SFC < 124 g, with a 95% confidence band of 96 < SFC < 144 g. The SFC correlation is established based on logistic regression against an extensive set of post mortem human specimen (PMHS) data. The biomechanical basis of SFC is validated by its good correlation with skull strain calculated using an anthropomorphic finite element model of the skull. This work is an extension and refinement of recent research results including the use of newly obtained PMHS data combined with historical data. Finite element model simulations were performed for all PMHS tests conducted for data comparison and statistical analysis. U1 - 20th International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationLyon,France StartDate:20070618 EndDate:20070621 Sponsors:National Highway Traffic Safety Administration KW - Australia KW - Crash victim simulation KW - Dummies KW - Europe KW - Finite element method KW - Frontal crashes KW - Head Injury Criterion KW - Impact tests KW - Japan KW - Skull fractures KW - United States UR - http://www-nrd.nhtsa.dot.gov/departments/esv/20th/ UR - https://trid.trb.org/view/1366992 ER - TY - CONF AN - 01574673 AU - Subramaniam, Krishnan AU - Verma, Mukul AU - Nagappala, Rajesh AU - Tedesco, Ronald AU - Carlin, Louis AU - National Highway Traffic Safety Administration TI - Evaluation of Stiffness Matching Concepts for Vehicle Safety Improvement PY - 2007 SP - 6p AB - The concept of ‘stiffness mismatch’ between front structures of colliding vehicles has been viewed as one of the important factors in collision incompatibility in front-to-front crashes between vehicles of different size. Consequently, it has been hypothesized that ‘better matching’ of stiffness properties of the front structure of the colliding pair of vehicles may improve the safety of the occupants of the smaller vehicle in such crashes. However, since the front structures of automobiles are designed to meet the protection requirements for their occupants in various frontal impacts, any changes in these properties need to be evaluated for possible influence on all requirements of self-protection as well as of improved compatibility. This paper examines statistical data to estimate the portion of the vehicle front end that may be of significance in front-to-front collision compatibility. The structural properties of an LTV’s front structure were modified to reduce the force and energy levels during the front four hundred millimeters of its crush in order to bring its stiffness properties closer to that of a representative midsized car in the US fleet. Detailed studies were conducted for this modified LTV utilizing finite-element based simulations of frontal New Car Assessment program (NCAP) test as well as of frontal impact with a passenger car in a field-representative test configuration. Results of these studies show that changing the structural properties of the LTV to be closer to that of the passenger car may have negative consequences for the protection of the LTV occupants. Alternative scenarios for achieving the proper balance in vehicles’ structural properties to improve overall safety are proposed. U1 - 20th International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationLyon,France StartDate:20070618 EndDate:20070621 Sponsors:National Highway Traffic Safety Administration KW - Finite element method KW - Frontal crashes KW - Impact tests KW - New Car Assessment Program (Ncap) KW - Occupant protection devices KW - Simulation KW - Stiffness KW - United States KW - Vehicle safety UR - http://www-nrd.nhtsa.dot.gov/departments/esv/20th/ UR - https://trid.trb.org/view/1366355 ER - TY - CONF AN - 01574671 AU - Hong, Soongu AU - Jung, Hunhee AU - Cho, Byungryong AU - Kim, Ikwhan AU - National Highway Traffic Safety Administration TI - A Study on Invisible Knee Airbag Cushion Folding Design Using Doe (Design of Experimental) Method PY - 2007 SP - 7p AB - Recently, the application and development of knee airbag module into the vehicle are increasing to achieve a good rating during European New Car Assessment Program (EuroNCAP) and Insurance Institute for Highway Safety (IIHS) test. Also, EuroNCAP and IIHS press the automotive company to equip knee airbag module to improve occupant knee injury and give some benefit regarding knee airbag equipped vehicles at barrier test. Therefore, the invisible knee airbag module has been independently developed through design, simulation, static deployment test and knee impact test. But it was very difficult to position the knee cushion in case of short space between IP lower panel and knee surface. To overcome this problem and optimize knee airbag cushion shape, DOE (Design Of Experimental) method has been applied on knee airbag cushion folding methodology and cushion inner shape using by blow test. But it was presented just knee airbag folding DOE in this paper and verification test results are presented. A good relationship between DOE result and previous study (=trial & error method) for knee airbag folding process has been found in this study U1 - 20th International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationLyon,France StartDate:20070618 EndDate:20070621 Sponsors:National Highway Traffic Safety Administration KW - Air bags KW - Crash injury research KW - Crash victim simulation KW - European New Car Assessment Program KW - Impact tests KW - Insurance Institute for Highway Safety KW - Knee restraints KW - Lower extremities KW - Vehicle tests UR - http://www-nrd.nhtsa.dot.gov/departments/esv/20th/ UR - https://trid.trb.org/view/1364794 ER - TY - CONF AN - 01574667 AU - Nuessle, Marcus AU - Rutz, Ruediger AU - Leucht, Matthias AU - Nonnenmacher, Markus AU - Volk, Hardy AU - National Highway Traffic Safety Administration TI - Objective Test Methods to Assess Active Safety Benefits of ESP® PY - 2007 SP - 8p AB - Since anti lock brakes (ABS) started in the Mercedes-Benz S-class (W116) in 1978, but mainly by the introduction of ESP® in 1995 in the Mercedes-Benz S-class (W140), Active Safety of passenger cars has been affected by combination of chassis parameters and wheel-brake based systems. Since electronic stability program (ESP®) has a significant impact on vehicle stability; the evaluation of Active Safety has to be performed in combination with ESP®. Therefore objective tests have been developed to assess the combination of chassis and ESP®. A huge number of tests are used during the development and application of ESP® Systems to vehicle platforms. Many accident investigations showed an outstanding benefit of ESP® for Active Safety. This raised the interest in objective test methods to assess ESP® performance and finally leads to National Highway Traffic Safety Administration's (NHTSA’s) recently published notice of proposed rulemaking for safety standards for ESP®. This paper will demonstrate various objective tests and measures for ESP® evaluation. This article will illustrate objective criteria by means of ESP® sub-functions and several operating points (e.g. different speed, lateral acceleration, steering input). The objective behavior of ESP® on high µ will be discussed as well as special demands on low µ. U1 - 20th International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationLyon,France StartDate:20070618 EndDate:20070621 Sponsors:National Highway Traffic Safety Administration KW - Active safety systems KW - Antilock brake systems KW - Chassis KW - Mercedes-Benz automobile KW - Stability (Mechanics) KW - Steering KW - Test procedures UR - http://www-nrd.nhtsa.dot.gov/departments/esv/20th/ UR - https://trid.trb.org/view/1365291 ER - TY - CONF AN - 01574666 AU - Welsh, Ruth AU - Morris, Andrew AU - Hassan, Ahamedali AU - National Highway Traffic Safety Administration TI - Injury Outcomes in Side Impacts Involving Modern Passenger Cars PY - 2007 SP - 8p AB - This study examines some characteristics of side impact crashes involving modern passenger cars. The United Kingdom (UK) National Accident Database (STATS 19) and UK In-depth Accident Database (CCIS) were analysed to determine crash characteristics and injury outcomes in side impacts. UK national accident data (300,000 road crash records per year) shows clear improvements in injury outcomes in side impacts when a sample of ‘older’ vehicle designs are compared to ‘newer’ vehicle designs. In-depth accident data was analysed to understand the nature and circumstances of crashes in which injury occurred. Analysis of the characteristics of such crashes which resulted in serious injury suggests that the conditions in terms of collision speed and height of impact (on the struck vehicle) do not usually match those of the UNECE R95 test specification, but impact angle is in agreement. In terms of AIS2+ injury outcomes in modern vehicles, head (28% of AIS2+ injuries to front seat occupants) and chest injuries (22%) still predominate although injuries to the abdomen (10%), upper extremity (14%) and lower extremity (including pelvis 19%) are also observed. When only AIS4+ injuries are considered, head (36%), chest (41.3%) and abdomen injuries (30.5%) comprise the overwhelming majority of injuries. The type of injury (in terms of anatomical location) was then considered together with injury contact source. In conclusion, rates of serious injury outcome are highest in non-oblique impact modes, in accordance with the current regulatory test. The in-depth data indicate that serious injury occurs at speeds exceeding those in the current regulatory test and that a sizable proportion of bullet vehicles engage at a height above that used for the MDB in the regulatory test. Modifications to the current regulatory test procedure should be considered in order to ensure that regulation is more representative of the real world accident situation. U1 - 20th International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationLyon,France StartDate:20070618 EndDate:20070621 Sponsors:National Highway Traffic Safety Administration KW - Abbreviated Injury Scale KW - Crash characteristics KW - Crash data KW - Crash injuries KW - Side crashes KW - Speed KW - United Kingdom KW - Vehicle design UR - http://www-nrd.nhtsa.dot.gov/departments/esv/20th/ UR - https://trid.trb.org/view/1364789 ER - TY - CONF AN - 01574665 AU - Boyraz, Pinar AU - Acar, Memis AU - Kerr, David AU - National Highway Traffic Safety Administration TI - Multi-Sensor Driver Monitoring and Assistance System Using State-of-the-Art Signal Modelling PY - 2007 SP - 9p AB - Driver assistance and performance monitoring systems are currently being applied in modern cars in order to enhance safety. However, these systems have to answer certain concerns raised by manufacturers, legislators and users. These include, degree of intrusiveness (warning messages, tactile feedback, taking control of the car), ability to respond to different driving contexts and system reliability under varying road and environmental conditions and driver reliability. By combining inexpensive and non-intrusive sensors with state-of-the-art signal processing, probabilistic theory and artificial intelligence for signal analysis and modelling, it is possible to present a solution to all the above concerns to a certain extent. To investigate this extent, highway scenario simulator experiments have been conducted including 30 drivers in normal physical condition and impaired conditions due to lack of sleep. A simulator equipped with a near-infrared eye-gaze tracker, strain gauges to measure force on the steering wheel column (SWC), and potentiometers to measure steering wheel and throttle angle has been used. In addition to these core sensors, two webcams have been implemented to view the driver and to track lane-keeping. Raw data have been obtained comprising eye movement, force on SWC, vehicle speed, lane deviation, and human activity from the webcam. The data are first processed up to a level where all signals are one dimensional and continuous. Secondly, metrics have been derived using derivatives, histograms and entropies of the signals. These metrics are then tested against a ground truth risk level obtained from a driver survey and from independent observers. After selecting the best metrics for driver performance indication, different time windows for metric derivation are compared and the driver sessions are classified by a Fuzzy Inference System The system works well on the simulator data, with a 98% correct classification rate and is now being implemented in real conditions on real roads. U1 - 20th International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationLyon,France StartDate:20070618 EndDate:20070621 Sponsors:National Highway Traffic Safety Administration KW - Crash data KW - Driver support systems KW - Driving simulators KW - In vehicle sensors KW - Monitoring KW - Signal processing KW - State of the art UR - http://www-nrd.nhtsa.dot.gov/departments/esv/20th/ UR - https://trid.trb.org/view/1364817 ER - TY - CONF AN - 01574660 AU - Bortenschlager, Klaus AU - Hartlieb, Markus AU - Barnsteiner, Karl AU - Ferdinand, Leonhard AU - Kramberger, David AU - Siems, Sven AU - Muser, Markus AU - Schmitt, Kai-Uwe AU - National Highway Traffic Safety Administration TI - Review of Existing Injury Criteria and Their Tolerance Limits for Whiplash Injuries with Respect to Testing Experience and Rating Systems PY - 2007 SP - 8p AB - In the recent years, a large effort has been directed towards the investigation of injury mechanisms and injury tolerance criteria related to whiplash associated disorders (WAD). Nevertheless, many questions, especially related to injury criteria and their respective biomechanical tolerance levels, remain unresolved. With the introduction of consumer tests in which the protection potential of seats against WAD is evaluated, a discussion of the criteria used for these ratings is needed, since for most proposed WAD injury criteria, e.g. NIC, Nkm, no widely accepted tolerance levels or even accurate injury risk curves are available today. One of the often disregarded points in the tolerance limit discussions is the fact that most injury criteria values have a non-linear relation to injury risk. Many tolerance levels for criteria related to injuries other than WAD (such as HIC, Nij, TTI, TI etc.) were derived using highly non-linear logistic regression curves. The biomechanical loads discussed in conjunction with WAD, e.g. accelerations, forces, torque, are generally very low in comparison to loads acting in other crash situations. Therefore, even minor changes in a test set-up may result in significant changes in the loads measured. Furthermore, issues of repeatability and reproducibility become more important in these low-load test conditions. A series of sled tests was conducted to assess the influence of several test parameters on the repeatability of results obtained with the BioRIDIIg Dummy. The sled tests were performed according to the test procedure proposed by European New Car Assessment Program (EuroNCAP). The results show that some criteria like the neck shear force exhibit variations up to 30%. The influence of such deviations has to be considered when introducing a reliable rating system for WAD. U1 - 20th International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationLyon,France StartDate:20070618 EndDate:20070621 Sponsors:National Highway Traffic Safety Administration KW - Crash injuries KW - European New Car Assessment Program KW - Rear end crashes KW - Risk KW - Sled tests KW - Tolerances (Engineering) KW - Whiplash UR - http://www-nrd.nhtsa.dot.gov/departments/esv/20th/ UR - https://trid.trb.org/view/1366409 ER - TY - CONF AN - 01574657 AU - Manning, James AU - National Highway Traffic Safety Administration TI - Development of a Pedestrian Legform to Assess Sensors Used in Active Pedestrian Protection Systems PY - 2007 SP - 13p AB - This paper reports on the development of a new legform to test contact sensors of active safety systems that could be used to deploy pedestrian protection systems. To test the systems accurately a test tool is required with properties that are as close as possible to human responses. Current legforms were not designed to test sensors, but were designed to assess passive protection by imparting a concentrated force to selected parts of the vehicle. Due to the characteristics of the legform it is believed that the bumper sensor threshold could be set too high, causing a late deployment or even preventing the active system from deploying. The possibility of serious or life threatening head injuries occurring could be increased if the active system does not deploy as intended. To achieve a better force distribution on the bumper sensors, the revised impactor needs to be as biofidelic as possible. Data on the mechanical properties of human bone and flesh have been researched and materials selected to provide the most realistic response during a vehicle to pedestrian impact. The purpose of the impactor is to assess contact sensor technology that could be used in active safety pedestrian systems to distinguish an impact between a vehicle and a pedestrian and a vehicle and another object. The paper reviews the legform design specification in terms of its requirements and biofidelity data. Through finite element modelling, the use and limits of the test tool with regard to bumper reference height and the use of an upper body mass are discussed. U1 - 20th International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationLyon,France StartDate:20070618 EndDate:20070621 Sponsors:National Highway Traffic Safety Administration KW - Active safety systems KW - Air bags KW - Bumpers KW - Finite element method KW - Passive restraint systems KW - Pedestrian-vehicle crashes KW - Sensors UR - http://www-nrd.nhtsa.dot.gov/departments/esv/20th/ UR - https://trid.trb.org/view/1366422 ER - TY - CONF AN - 01574652 AU - McCullough, Catherine A AU - Scarboro, Mark AU - Sochor, Mark AU - Sharma, Ramita AU - National Highway Traffic Safety Administration TI - Elderly Occupant Injury: A Detailed Analysis of Injury Patterns and Quality of Life Indicators PY - 2007 SP - 10p AB - As the population in the United States ages there will be an increase of the exposure of the elderly to motor vehicle collisions. The growing population of elderly (65 years and older) Americans is the fastest growing segment of the population. It is estimated that more than 40 million older adults will be licensed drivers by 2020. According to the National Highway Traffic Safety Administration (NHTSA), Traffic Safety Facts, in 2005, 191,000 older individuals were injured in traffic crashes accounting for seven percent of all the people injured in traffic crashes during the year. These older individuals made up 15 percent of all traffic fatalities and 14 percent of all vehicle occupant fatalities. There were over 28 million older licensed drivers in 2004 (2005 data not available) - a 17 percent increase from 1994. In contrast, the total number of licensed drivers increased by only 13 percent from 1994 to 2004. Older drivers made up 15 percent of all licensed drivers in 2004, compared with 14 percent in 1994. Injuries sustained by these individuals tend to be more life altering and life threatening than the same injuries sustained by younger individuals in similar motor vehicle collisions. This paper will examine the injuries sustained by individuals age 65 and older and compare them with injuries sustained by younger individuals (broken down in three additional age groups) in motor vehicle collisions. The long-term effects on their quality of life will also be analyzed. This paper will focus on those occupants where a Short Form 36 (SF-36) baseline score and at least one follow-up score (at 9 or more months) is available. The authors will focus on occupants with an Abbreviated Injury Severity Score (AIS) of 3+ or an Injury Severity Score (ISS) of 8. Relating factors such as crash type, principal direction of force, age and others will be considered. The range of scores in the various levels will be compared and contrasted for the four age groups. U1 - 20th International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationLyon,France StartDate:20070618 EndDate:20070621 Sponsors:National Highway Traffic Safety Administration KW - Age groups KW - Aged KW - Crash injuries KW - Crashes KW - Fatalities KW - Quality of life KW - U.S. National Highway Traffic Safety Administration KW - United States UR - http://www-nrd.nhtsa.dot.gov/departments/esv/20th/ UR - https://trid.trb.org/view/1366996 ER - TY - CONF AN - 01574650 AU - Lie, Anders AU - Kullgren, Anders AU - Krafft, Maria AU - Tingvall, Claes AU - National Highway Traffic Safety Administration TI - Intelligent Seatbelt Reminders: Do They Change Driver Seat Belt Use in Europe PY - 2007 SP - 7p AB - The objective was to study if there were differences in driver’s seat belt wearing rates between cars with and without Seat Belt Reminders (SBRs), and if there were differences in wearing rates between some different European countries indicating that the potential in saving lives could vary between the counties. The influence on seat belt wearing rates of SBRs fulfilling the European New Car Assessment Program (EuroNCAP) specification was studied in seven European Union (EU) countries; Belgium, Denmark, France, Germany, Italy, Spain and Sweden. The same observer performed all observations and he noted if the seat belt was used and the car model observed. In total 11160 cars were observed. The measurements were only made in cities and did only concern driver SBR. For all observations the total seat belt wearing rate was 97.5% in cars with SBR, while it was 85.8% in cars without. The results indicate that the number of unbelted car occupants is decreased by 80% independent of the wearing rate. The highest wearing rate in cars with SBRs was found in Paris, 99.8%, and the lowest in Brussels, 92.6%. The results support previous estimations that more than 7000 lives could be saved every year in the EU if all cars were fitted with SBRs. Therefore actions aimed at increasing the fitment rates of SBRs are desirable. Previously it has been estimated that SBRs are one of the most cost effective measures to save lives. The results in this study support the estimation. U1 - 20th International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationLyon,France StartDate:20070618 EndDate:20070621 Sponsors:National Highway Traffic Safety Administration KW - Belgium KW - Crash data KW - Denmark KW - European New Car Assessment Program KW - France KW - Front seat occupants KW - Germany KW - Italy KW - Occupant protection devices KW - Seat belt use KW - Spain KW - Sweden KW - Vehicle safety UR - http://www-nrd.nhtsa.dot.gov/departments/esv/20th/ UR - https://trid.trb.org/view/1364729 ER - TY - CONF AN - 01574648 AU - Barickman, Frank S AU - Smith, Larry AU - Jones, Robert AU - National Highway Traffic Safety Administration TI - Lane Departure Warning System Research and Test Development PY - 2007 SP - 8p AB - According to Traffic Safety Facts 2005, single-vehicle crashes resulted in over 58% of all vehicular fatalities on the nation’s roadways during that year. Of these fatal crashes, almost 15,000 occurred either off of the roadway or on the shoulder. The National Highway Traffic Safety Administration has recognized that technologies such as electronic stability control and other emerging safety technologies can potentially reduce a great number of these fatal crashes. One emerging technology that the National Highway Traffic Safety Administration believes may have great potential to save lives is lane departure warning. These systems assist the driver by providing a warning (passive or active) that their vehicle is about to depart the road lane. The actual number of lives saved would depend upon the effectiveness of the lane departure warning system. This paper will discuss both the past and present research that has been conducted by the National Highway Traffic Safety Administration. It will give a general overview of the performance and potential safety benefits of the technology. Information on the type of sensors and performance testing to evaluate lane departure warning systems will be presented, including examples of them. Data from past field operational tests and test track research documenting system performance will be shown. U1 - 20th International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationLyon,France StartDate:20070618 EndDate:20070621 Sponsors:National Highway Traffic Safety Administration KW - Active safety systems KW - Audible warning devices in vehicles KW - Fatalities KW - In vehicle sensors KW - Ran off road crashes KW - Single vehicle crashes KW - Vehicle safety UR - http://www-nrd.nhtsa.dot.gov/departments/esv/20th/ UR - https://trid.trb.org/view/1365929 ER - TY - CONF AN - 01574647 AU - Scarboro, Mark AU - Rudd, Rodney AU - Sochor, Mark AU - National Highway Traffic Safety Administration TI - Near-Side Occupants in Low Delta-V Side Impact Crashes: Analysis of Injury and Vehicle Damage Patterns PY - 2007 SP - 14p AB - Nearside occupants in side impact crashes often sustain severe injuries resulting in significant economic burden. Continual advancements in safety technology, including reinforced door structures, torso and head curtain air bags, compatibility improvements and other advancements, attempt to provide increased protection to occupants in these side impact crashes. Despite these advancements, serious injuries continue to occur at low delta-Vís. In this paper, detailed analysis of field crash data will show which factors have the most influence on occupant outcome in these side impact crashes. One-hundred and eighty-nine side impact crashes from the Crash Injury Research and Engineering Network (CIREN), National Automotive Sampling System/Crashworthiness Data System (NASS/CDS), and Special Crash Investigation (SCI) databases were selected based on crash criteria including a delta-V below 40 km/h and a principal direction of force (PDOF) between 2 and 4 o'clock or 8 and 10 o'clock. Cases were also restricted to those in which the front-row nearside occupant sustained an Abbreviated Injury Scale (AIS) 3+ injury to the head, torso, abdomen or lower extremity. Analyzing anatomical injury in conjunction with the vehicle damage patterns allows for the development of injury causation scenarios, which can speak directly to the interaction of the occupant and the components of the vehicle during the crash. These findings may identify trends which could be investigated for potential areas of improvement in future side impact testing and design of countermeasures. U1 - 20th International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationLyon,France StartDate:20070618 EndDate:20070621 Sponsors:National Highway Traffic Safety Administration KW - Abbreviated Injury Scale KW - Crash data KW - Crash Injury Research and Engineering Network KW - Doors (Vehicles) KW - Impact tests KW - National Automotive Sampling System - Crashworthiness Data System KW - Nearside KW - Occupant protection devices KW - Side air bags KW - Side crashes KW - Vehicle design UR - http://www-nrd.nhtsa.dot.gov/departments/esv/20th/ UR - https://trid.trb.org/view/1364792 ER - TY - CONF AN - 01574645 AU - Muñoz, D AU - Carlón, J AU - Negro, A AU - Mansilla, A AU - Martín, R AU - National Highway Traffic Safety Administration TI - Application of Numerical Methods to the Simulation of the Earliest Stages of the Airbag Deployment PY - 2007 SP - 15p AB - The application of numerical techniques to the study of the phenomena that occur during the first milliseconds after the activation of the airbag until recently has remained out of reach, due to the high complexity of the problem. On the one hand, the highly dynamic evolution of the gas produced by the inflator invalidates the hypothesis of uniform pressure within the volume. On the other hand, the simulation of the airbag opening involves problems such as the creation of extremely complex meshes representing the folded bag inside its housing, characterization of the behaviour of strain rate dependent materials, breaking of seam lines, etc. During the last years several simulation packages have introduced modules to reproduce the gas flow inside the airbag, but experimental methods most commonly used to validate simulations involving airbags are not able to deal with the high speed and lack of accessibility that characterize this stage of the airbag deployment. The objective of the present studies is the determination of the capability of these simulation tools to be used in the design of parts with attention to the loads produced during the opening of the airbag. This will help us not only to improve the development and integration of components, but, in later steps, also to provide airbag models able to be applied with guarantee in the simulation of OOP. In order to do this, a combined methodology using simulation and instrumentation has been defined, based on the development of numerical models using the finite element method (FEM) software PAM-CRASH and its module for simulation of fluids based on the algorithm FPM. These models have been validated with experimental tests specifically designed for this task. This paper intends to introduce the characteristics of the different stages of the airbag deployment and shows some of the results of the mentioned studies. U1 - 20th International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationLyon,France StartDate:20070618 EndDate:20070621 Sponsors:National Highway Traffic Safety Administration KW - Air bags KW - Experiments KW - Finite element method KW - Numerical analysis KW - Out of position (Vehicle occupants) KW - Simulation UR - http://www-nrd.nhtsa.dot.gov/departments/esv/20th/ UR - https://trid.trb.org/view/1364691 ER - TY - CONF AN - 01574643 AU - Dubart, Delphine AU - Kassaagi, Mohamed AU - Moessinger, Michèle AU - Lefort, Maëlle AU - National Highway Traffic Safety Administration TI - ADAS Design Method Based on Real World Driving PY - 2007 SP - 8p AB - Recent cars are more and more equipped with advanced driver assistance systems (ADAS). The design of useful and safe ADAS requires real driving behavior data in particular for their specification and their tune-up. The authors study is focused on the improvement of adaptive cruise control (ACC) design. The specification of such a system requires drivers’ profiles using driver’s actions and vehicle dynamic data (speed, acceleration…) as well as information about close traffic in longitudinal regulation situations. An experiment on real road is currently carried out with 120 common subjects driving an instrumented car. To ensure that representative road situations are taken into account, data are recorded in ecological conditions, with common drivers using a non-ACC equipped car on a 250 km real road. Four data types are recorded: drivers’ actions and comments, car dynamic and road environment characteristics. Drivers’ profiles presented in this paper are based on objective data like headways or speed choices in some relevant driving situations. This experimental method has the advantage to allow understanding both the driver’s real need (and not what the technology enables) and his/her real dynamic use of the car. As for any experimental procedure, it is essential to be aware of some biases which could impact the study conclusions. The data collected from this study and also from other ones should enable building an “intelligent” driving algorithm able to classify any driver in a pre-defined category of profile in order to configure automatically the best ACC functioning mode. U1 - 20th International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationLyon,France StartDate:20070618 EndDate:20070621 Sponsors:National Highway Traffic Safety Administration KW - Automobile driving KW - Autonomous intelligent cruise control KW - Driver support systems KW - Headways KW - Intelligent vehicles KW - Speed KW - Vehicle dynamics UR - http://www-nrd.nhtsa.dot.gov/departments/esv/20th/ UR - https://trid.trb.org/view/1366052 ER - TY - CONF AN - 01574641 AU - Ljung, Mikael AU - Blommer, Mike AU - Curry, Reates AU - Artz, Bruce AU - Greenberg, Jeff AU - Kochhar, Dev AU - Tijerina, Louis AU - Fagerstrom, Martin AU - Jakobsson, Lotta AU - National Highway Traffic Safety Administration TI - The Influence of Study Design on Results in HMI Testing for Active Safety PY - 2007 SP - 9p AB - Active safety systems show great potential in preventing a large number of accidents. However, unless the system is completely autonomous, its actual effect will depend on how well it interacts with the driver. Therefore, Human-Machine-Interface (HMI) testing for active safety systems has become central in their development. For reasons of reproducibility and safety, HMI testing is usually carried out in a driving simulator or test track environment. These environments are different from real life driving. Unless the study design accurately reflects the conditions under which the system will be used, results will have low validity. Hence, study design becomes very important. The influence of study design was shown in two HMI-studies of Forward Collision Warning (FCW) modalities carried out by Volvo Cars and Ford Motor Company in VIRTTEX, Ford's motion-based driving simulator. In each study subjects were exposed to a surprise FCW event, with most subjects receiving a FCW. Results show that distracted drivers’ reactions to the warning correlated to their degree of previous exposure to warnings as well as the type of warning. Drivers who had received other warnings in the vehicle prior to the surprise FCW event responded as intended to all warning types. Drivers who neither trained with nor were informed about any vehicle warnings prior to the surprise FCW event responded partially as intended to the warnings, with an interesting exception for verbal warnings. The results show that to achieve high validity in HMI evaluations, the study design can benefit from exposing drivers to warnings in a way that reflects their normal awareness of warnings in real life driving. It also suggests that developers could tailor HMI design to frequency of use, as well as benefit from keeping drivers adequately aware of the warning types a vehicle can provide. U1 - 20th International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationLyon,France StartDate:20070618 EndDate:20070621 Sponsors:National Highway Traffic Safety Administration KW - Active safety systems KW - Crash avoidance systems KW - Distraction KW - Driver vehicle interfaces KW - Driving simulators KW - Ford Motor Company KW - In vehicle sensors KW - Vehicle electronics KW - Vehicle safety KW - Volvo Car Corporation UR - http://www-nrd.nhtsa.dot.gov/departments/esv/20th/ UR - https://trid.trb.org/view/1366065 ER - TY - CONF AN - 01574638 AU - Ablaßmeier, Willibald AU - Slaba, Thomas AU - Walner, Stefan AU - Hartlieb, Markus AU - Böning, Steffen AU - Wrobel, Bert AU - Kamm, Martin AU - O'Brien, Sean AU - Schwarz, Thomas AU - Zobel, Robert AU - Ebner, Hans-Thomas AU - National Highway Traffic Safety Administration TI - Opportunities for a Worldwide Compatibility Evaluation - German Manufacturer’s Position Paper on Crash Compatibility PY - 2007 SP - 11p AB - The passenger car manufacturers within VDA (German Association of the Automotive Industry) provide a position statement that has the potential to combine research by the American Alliance of Automobile Manufacturers with that of IIHS as well as the efforts of EEVC to constitute a feasible and realistic step for a worldwide compatibility evaluation. This paper provides the technical background of the suggestion. It discusses the relationship between self and partner protection in the current European accident scene and discusses benefits and drawbacks of alternatives currently being discussed in the various groups involved in compatibility research. Compatibility offers the opportunity to increase safety in a limited manner. However, if it reduces the self-protection of passenger cars, there is the risk that it significantly compromises the currently very positive development of the national road safety figures in Europe. U1 - 20th International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationLyon,France StartDate:20070618 EndDate:20070621 Sponsors:National Highway Traffic Safety Administration KW - Compatibility KW - Crashworthiness KW - Europe KW - Fatalities KW - Germany KW - Impact tests KW - Insurance Institute for Highway Safety KW - Motor vehicle industry KW - Occupant protection devices KW - Vehicle safety UR - http://www-nrd.nhtsa.dot.gov/departments/esv/20th/ UR - https://trid.trb.org/view/1366089 ER - TY - CONF AN - 01574633 AU - Nusholtz, Guy S AU - Hsu, Timothy P AU - Byers, Lynn C AU - National Highway Traffic Safety Administration TI - A Proposed Side Impact ATD Bio-Fidelity Evaluation Scheme Using Cross-Correlation Approach PY - 2007 SP - 11p AB - ISO/TR9790 has been in existence for some years for evaluating the bio-fidelity of side impact anthropomorphic test devices (ATD’s) (ISO/TR 9790, 1999). The National Highway Traffic Safety Administration (NHTSA) recently generated a new method for creating bio-fidelity corridors. The method was different from the ISO method, by incorporating statistics and the time relationships into the evaluation equation and automating the process (Maltese et al. 2002). Although both the ISO and NHTSA methods exhibit a number of strengths, they also have weaknesses. This paper attempts to build on these two methods and develop an ATD assessment method which offers added objectivity and is based on a statistical process. Improvements were explored in several key areas to address the existing numeric issues (Hsu et al., 2005). This process bases itself on the statistical correlations between the post-mortem human subject (PMHS) data. Validation of the scheme is performed using PMHSs as “pseudo dummies”. A simple formula is proposed for ranking the bio-fidelity of the dummy, resulting in a score from 0-10, with 10 being the best. U1 - 20th International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationLyon,France StartDate:20070618 EndDate:20070621 Sponsors:National Highway Traffic Safety Administration KW - Anthropomorphic test devices KW - Biofidelity KW - Crash data KW - Crash records KW - Dummies KW - Side crashes KW - Statistical analysis UR - http://www-nrd.nhtsa.dot.gov/departments/esv/20th/ UR - https://trid.trb.org/view/1365943 ER - TY - CONF AN - 01574631 AU - Dietmar, Otte AU - Tobias, Huefner AU - National Highway Traffic Safety Administration TI - Relevance on Injury Causation of Vehicle Parts in Car to Pedestrian Impacts in Different Accident Configurations of the Traffic Scenario and Aspects of Accident Avoidance and Injury Prevention PY - 2007 SP - 8p AB - This study is concerned with the analysis of pedestrian accidents and the corresponding analysis, which injuries are caused by what type of vehicle impact in different accident scenarios. The question is: to what extent can innovative driver assistance systems and measures in traffic environment help to avoid or completely prevent injuries of pedestrians. For this purpose, a total of n=1107 accidents documented in surveys in Hannover and Dresden involving passenger cars and pedestrians were examined and the injury situations shown. To this end, characteristic values such as driving and collision speed, injury severity Maximum Abbreviated Injury Scale (MAIS) and Abbreviated Injury Scale (AIS) of the individual injuries for different accident scenarios were regarded. For the identification of the relevant accident scenarios, classifications of the accident types were used and many of those represented in statistically representative accident material GIDAS (German in-Depth-Accident Study - 1) for the years 1995 to 2004 were filtered out. The study should be of assistance and support decision-making in the evaluation of future technical innovative measures for accident avoidance and thus injury reduction U1 - 20th International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationLyon,France StartDate:20070618 EndDate:20070621 Sponsors:National Highway Traffic Safety Administration KW - Abbreviated Injury Scale KW - Active safety systems KW - Crash avoidance systems KW - Crash injuries KW - Dresden (Germany) KW - Driver support systems KW - German In-Depth Accident Study KW - Hannover (Germany) KW - Maximum Abbreviated Injury Scale KW - Pedestrian-vehicle crashes KW - Vehicle safety UR - http://www-nrd.nhtsa.dot.gov/departments/esv/20th/ UR - https://trid.trb.org/view/1366427 ER - TY - CONF AN - 01574628 AU - Cuerden, Richard AU - Cookson, Rebecca AU - Massie, Phillip AU - Edwards, Mervyn AU - National Highway Traffic Safety Administration TI - A Review of the European 40% Offset Frontal Impact Test Configuration PY - 2007 SP - 10p AB - Frontal impacts are the most frequent crash type and account for the majority of Killed and Seriously Injured (KSI) car occupant casualties in Europe. This study reviews the performance of modern cars (registered in 1996 or later) in frontal impacts, which are most associated with KSI casualties. Comparison is made with the 40% offset legislative (UNECE R94) and consumer (EuroNCAP) tests. The aim of the study is to evaluate how well the 40% offset configuration and the associated vehicle loading and intrusion factors represents the real life injury experience sustained in frontal impacts. Co-operative Crash Injury Study (CCIS) data collected from June 1998 has been used. There were 806 KSI seat belted casualties who experienced frontal impacts and were occupants of cars registered in 1996 or later. The majority of these victims were drivers. The study then analyses 435 drivers who had impacts that involved direct contact to the front right corner of the car. The nature of the vehicle loading in terms of structural features is considered and compared with the injury outcome and the associated mechanisms. Car to car impacts are the most common, although larger goods and passenger vehicles are prominent among crash partners in fatal crashes. About 80% of the fatalities are encompassed by the EuroNCAP frontal test speed rising to 95% of the seriously injured survivors. More than half of the KSI car occupants sustain their injuries in impacts with more than 40% overlap and a significant proportion of these crashes involve direct loading to both longitudinals. Thoracic injuries caused by seat belt loading and lower extremity injuries caused by facia and footwell contact are the main body regions injured. Approximately 80% of the MAIS=2 and 50% of the Maximum Abbreviated Injury Scale (MAIS) 3+ injury is sustained by survivors with little or no intrusion to the compartment (<10cm). U1 - 20th International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationLyon,France StartDate:20070618 EndDate:20070621 Sponsors:National Highway Traffic Safety Administration KW - Cooperative Crash injury Study KW - Crash data KW - Crash injuries KW - Drivers KW - Europe KW - Fatalities KW - Frontal crashes KW - Impact tests KW - Maximum Abbreviated Injury Scale UR - http://www-nrd.nhtsa.dot.gov/departments/esv/20th/ UR - https://trid.trb.org/view/1364806 ER - TY - CONF AN - 01574627 AU - Lu, Jianbo AU - Messih, Dave AU - Salib, Albert AU - National Highway Traffic Safety Administration TI - Roll Rate Based Roll Stability Control - The Roll Stability Control™ System PY - 2007 SP - 13p AB - This paper presents the Roll Stability Control™ system developed at Ford Motor Company. It is an active safety system for passenger vehicles. It uses a roll rate sensor together with the information from the conventional electronic stability control hardware to detect a vehicle's roll condition associated with a potential rollover and executes proper brake control and engine torque reduction in response to the detected roll condition so as to mitigate a vehicular rollover. U1 - 20th International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationLyon,France StartDate:20070618 EndDate:20070621 Sponsors:National Highway Traffic Safety Administration KW - Active safety systems KW - Braking KW - Electronic stability control KW - Ford Motor Company KW - Passenger vehicles KW - Roll stability control KW - Rollover crashes KW - Yaw UR - http://www-nrd.nhtsa.dot.gov/departments/esv/20th/ UR - https://trid.trb.org/view/1365286 ER - TY - CONF AN - 01574625 AU - Sword, Michael L AU - Sullivan, Lisa K AU - National Highway Traffic Safety Administration TI - NHTSA Research on Improved Restraints in Rollovers PY - 2007 SP - 11p 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 reinitiated 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 male [Rains, 1998]. Technologies being considered include integrated seat systems, pyrotechnic and electric resetable 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. Though repeatable, concern about the real world relevancy of the RRT dynamics have been focused toward the absence of a mechanical component for lateral motion. This component is not inbuilt to the test fixture. This research attempts to determine if reasonably reduced excursion is possible in the simulated rollover. This research has been constrained to examining restraint systems focused to the seat. Future research to include a partial vehicle cab structure is planned to allow evaluation of devices that utilize it for a reaction surface; such as rollover air bags. Restraint advancements have primarily been focused on frontal and side crash performance. It is believed that many of these advancements can also aid in reducing occupant excursion during a rollover crash. Improving restraint effectiveness in rollovers may further enhance protection for belted, non-ejected occupants in rollovers. U1 - 20th International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationLyon,France StartDate:20070618 EndDate:20070621 Sponsors:National Highway Traffic Safety Administration KW - 50th percentile dummy KW - Crash injuries KW - Crash victim simulation KW - Males KW - Occupant protection devices KW - Restraint systems KW - Rollover crashes KW - Seat belts KW - U.S. National Highway Traffic Safety Administration KW - Vehicle safety UR - http://www-nrd.nhtsa.dot.gov/departments/esv/20th/ UR - https://trid.trb.org/view/1365926 ER - TY - CONF AN - 01574623 AU - Mazzae, Elizabeth N AU - Garrott, W Riley AU - National Highway Traffic Safety Administration TI - Evaluation of the Performance of Available Backover Prevention Technologies for Light Vehicles PY - 2007 SP - 10p AB - In response to Section 10304 of the Safe, Accountable, Flexible, Efficient Transportation Equity Act: A Legacy for Users (SAFETEA-LU), the National Highway Traffic Safety Administration (NHTSA) conducted a study of existing backover prevention technologies for light vehicles. The objective was to assess how well current, commercially-available backover prevention technologies perform in detecting objects, particularly small children. Eleven available backover avoidance technologies were identified and examined. The object detection performance of sensor-based systems was measured using a set of test objects in both static and dynamic conditions. Visual systems, including rearview camera systems and cross-view mirrors were examined to determine their field of view and subjectively estimate the clarity of the image they provide of the area behind the vehicle. Sensor-based systems generally exhibited poor ability to detect pedestrians, particularly children, located behind the vehicle. Systems’ detection performance for children was inconsistent, unreliable, and in nearly all cases quite limited in range. Based on calculations of the distance required to stop from a particular vehicle speed, detection ranges exhibited by the systems were not sufficient to prevent many collisions with pedestrians or other objects. The rearview video systems examined had the ability to show pedestrians or obstacles behind the vehicle and provided a clear image of the area behind the vehicle in daylight and indoor lighted conditions. While the auxiliary mirror systems tested also displayed any rear obstacles present, their fields of view covered a smaller area behind the vehicle than did the video systems tested, and the displayed images were subject to distortion caused by mirror convexity and other factors (e.g., window tinting) making rear obstacles more difficult to recognize in the mirror. In order for visual backing systems to prevent crashes, drivers must look at the video display or auxiliary mirror, perceive the pedestrian or obstacle, and respond correctly. U1 - 20th International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationLyon,France StartDate:20070618 EndDate:20070621 Sponsors:National Highway Traffic Safety Administration KW - Advanced driver information systems KW - Backing (Driving) KW - Children KW - In vehicle sensors KW - Light vehicles KW - Safe, Accountable, Flexible, Efficient Transportation Equity Act: A Legacy for Users KW - U.S. National Highway Traffic Safety Administration KW - Vehicle electronics KW - Vehicle viewing aids KW - Video cameras UR - http://www-nrd.nhtsa.dot.gov/departments/esv/20th/ UR - https://trid.trb.org/view/1366063 ER - TY - CONF AN - 01574622 AU - Wilson, Frank AU - Hildebrand, Eric AU - National Highway Traffic Safety Administration TI - Lateral Forces on Heavy Trucks --- Contributions from Wind PY - 2007 SP - 8p AB - A tractor semi-trailer unit equipped with onboard instrumentation that measured speed, lateral accelerations, and the roll angle of the vehicle was driven around a test site (interchange ramp) under varying wind conditions. A portable weather station was installed in the centre of the test track. The rollover threshold of the truck was calculated based on the characteristics of the vehicle and then compared with the lateral accelerations measured on the test vehicle. An analysis of the data indicated that there existed significant differences in lateral accelerations under scenarios of varying wind speeds, verifying that wind can contribute to rollover. An analysis of the rollover threshold revealed that the lateral accelerations experienced by the truck were often greater than the rollover threshold for brief periods of time. The time periods were not sufficiently long enough to cause rollover of the vehicle. The research demonstrated that the technique developed on this project could be used to determine the safe speed for heavy trucks operating on specific sections of the roadway. U1 - 20th International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationLyon,France StartDate:20070618 EndDate:20070621 Sponsors:National Highway Traffic Safety Administration KW - Acceleration (Mechanics) KW - Crash causes KW - Heavy vehicles KW - Rollover crashes KW - Tractor trailer combinations KW - Truck crashes KW - Wind UR - http://www-nrd.nhtsa.dot.gov/departments/esv/20th/ UR - https://trid.trb.org/view/1365294 ER - TY - CONF AN - 01574620 AU - Stigson, Helena AU - Krafft, Maria AU - Tingvall, Claes AU - National Highway Traffic Safety Administration TI - Analysis of a Safe Road Transport System Model and Analysis of Real-Life Crashes on the Interaction Between Human Beings, Vehicles and the Infrastructure PY - 2007 SP - 12p AB - The objective of this study was to evaluate whether a simple model for a safe road transport system, which includes the interaction between human beings, vehicles and the infrastructure could be used to optimise the components of the system. Real-life crashes with a fatal outcome were classified according to the vehicle’s active and passive safety system. For each crash, classification was also made of the infrastructure with EuroRAP, and human behaviour in terms of speeding, seat belt use and driving under the influence of alcohol. The ideal situation was simulated, when all the above factors were altered to what is expected in a safe system. All fatal crashes where a car occupant was killed that had occurred in Sweden during 2004 were included: in all 215 crashes with 248 fatalities. The data was collected through the in-depth fatal crash data collection from the Swedish Road Administration. It was possible to show both the model as well as where the highest potential could be found in a systems perspective. The model could handle more than 90% of the crashes. In general, it was found that impact severity was higher than the expected crash protection of a modern and safe vehicle, even when the occupants were belted and not speeding. The most common and weakest part of the system was therefore the road in the form of speed infrastructure relations. The human criteria were fulfilled in 28% of single collisions and in 80% of side impacts. A safe car, according to the given criteria, would have influenced the outcome in 41% of the accidents on 50km/h- and 70km/h-roads, and 32% on 90km/h-roads. The future road transport system must be more compatible and more effective in limiting the consequences of road crashes. When prioritising preventive measures, the model might be an instrument to support that process. U1 - 20th International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationLyon,France StartDate:20070618 EndDate:20070621 Sponsors:National Highway Traffic Safety Administration KW - Active safety systems KW - Crash data KW - Crash severity KW - Fatalities KW - Seat belt use KW - Speeding KW - Sweden UR - http://www-nrd.nhtsa.dot.gov/departments/esv/20th/ UR - https://trid.trb.org/view/1365276 ER - TY - CONF AN - 01574618 AU - Hirayama, Shigeru AU - Watanabe, Taisuke AU - Obayashi, Kazuhiro AU - Okabe, Tomosaburo AU - National Highway Traffic Safety Administration TI - Second Report of Research on Stiffness Matching Between Vehicles for Frontal Impact Compatibility PY - 2007 SP - 7p AB - Through the global research of the past decade, it can be said that fundamental issues of frontal impact compatibility have been almost fully understood. The first step is to enhance the structural interaction between the front-end structures of colliding vehicles and the next step is to help match the stiffnesses between vehicles. In the previous enhanced safety of vehicles (ESV) conference, the authors reported the results of a study in which stiffness matching in SUV-to-car frontal impact was accomplished by increasing the car's stiffness only. In this paper, the stiffness matching in SUV-to-car frontal impact will be accomplished by only reducing the SUV’s stiffness using FE (finite element) vehicle models. These two studies would contribute to furthering the research for more practical compatibility countermeasures. U1 - 20th International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationLyon,France StartDate:20070618 EndDate:20070621 Sponsors:National Highway Traffic Safety Administration KW - Countermeasures KW - Finite element method KW - Frontal crashes KW - New Car Assessment Program KW - Sport utility vehicles KW - Stiffness KW - Vehicle safety UR - http://www-nrd.nhtsa.dot.gov/departments/esv/20th/ UR - https://trid.trb.org/view/1366364 ER - TY - CONF AN - 01574617 AU - Rognin, Laurence AU - Alidra, Sophie AU - Val, Clément AU - Lescaut, Antoine AU - Chalandon, Xavier AU - National Highway Traffic Safety Administration TI - Driver Strategies When Interacting with Information and Comfort Systems PY - 2007 SP - 10p AB - The safety implication of new in-vehicle technologies is a leading concern for car manufacturers. Several methods aim to measure the driver distraction induced by driver information and assistance systems. One of these methods, denoted the Lane Change Test (LCT), aims to measure quantitatively the degradation of the driving performance induced by secondary tasks. An experiment involving 17 participants was conducted from September to November 2006 to investigate the robustness of the method. A calibration task was used to compare performances in PC and in simulator environments. Radio and navigation tasks were performed in four different vehicles to assess the relevance of the method to discriminate among different types and location of in-vehicles devices and displays. In addition to the main indicator suggested in the LCT procedure (mean lateral deviation), features of the secondary tasks (latency, duration) were considered. The results confirm the transferability of the method from PC to vehicle-based environment, but question the sensitivity of its main indicator to discriminate between vehicles and functions. U1 - 20th International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationLyon,France StartDate:20070618 EndDate:20070621 Sponsors:National Highway Traffic Safety Administration KW - Distraction KW - Driver performance KW - Driver support systems KW - Driver vehicle interfaces KW - Driving simulators KW - Lane changing KW - Vehicle electronics UR - http://www-nrd.nhtsa.dot.gov/departments/esv/20th/ UR - https://trid.trb.org/view/1366058 ER - TY - CONF AN - 01574616 AU - Svenson, Alrik L AU - Gawron, Valerie J AU - Brown, Timothy AU - National Highway Traffic Safety Administration TI - Performance of Drivers in Two Age Ranges Using Lane Change Collision Avoidance Systems in the National Advanced Driving Simulator PY - 2007 SP - 10p AB - Lane change collision avoidance systems (CAS) are designed to prevent crashes in lane change maneuvers by alerting the driver to hazards in the adjacent lanes of traffic. These systems detect surrounding vehicles that are on the sides and behind the vehicle, notify the driver through warning signals, e.g., a visual symbol in the side or rear view mirrors, and have the potential to reduce the fatalities and injuries associated with these collisions. Currently, these systems are being introduced into new vehicles; however, test data of driver performance using them remain limited. The objective of this research is to examine driver behavior using lane change CAS to determine what leads to the safest driver behavior and to investigate if the use of a lane change CAS with only a proximity warning system (i.e., blind spot detector) provides sufficient warning to drivers. This study considers drivers in two age ranges with comparatively high crash statistics in these types of crashes: 16-21 years of age and 65 and older. Simulator test scenarios developed for the National Advanced Driving Simulator (NADS) at the University of Iowa are used to examine and compare five lane change CAS types: representative commercially-available proximity warning system, TRW proximity-only CAS system, TRW comprehensive system, a left (driver’s) side convex mirror, and a baseline (standard vehicle mirrors). This paper reports on the evaluation of several lane change CAS types using the NADS. An analysis of results including a comparison of both age ranges and conclusions of the study are presented. Benefits for drivers were found for all systems tested. U1 - 20th International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationLyon,France StartDate:20070618 EndDate:20070621 Sponsors:National Highway Traffic Safety Administration KW - Aged drivers KW - Behavior KW - Crash avoidance systems KW - Drivers KW - Driving simulators KW - Lane changing KW - National Advanced Driving Simulator KW - Teenage drivers KW - Warning signals UR - http://www-nrd.nhtsa.dot.gov/departments/esv/20th/ UR - https://trid.trb.org/view/1365964 ER - TY - CONF AN - 01574614 AU - Coulombier, Donat AU - Zeitouni, Richard AU - Le Borgne, Gilles AU - National Highway Traffic Safety Administration TI - Methodological Physical Analysis of FWDB and PDB Test Procedures Regarding Incompatible Physical Phenomena Observed in Real Car Accident PY - 2007 SP - 15p AB - Many studies have been performed in the field of compatibility between cars. Two test procedures with assessment have been developed to evaluate the compatibility level. The FWDB test is conducted at 56km/h against a 100% overlap rigid wall with deformable elements. The Progressive Deformable Barrier (PDB) test is a 50% overlap test at 60km/h against a PDB. Assessment criteria are based on the force for FWDB test and on the deformation of the barrier for the PDB test. If new assessment criteria are often proposed, few outcomes are provided concerning test procedures themselves, even though a lot of open issues still exist. The aim of this paper is not to review all of them, but to conduct a methodological and physical analysis of both candidate test procedures. “Physical analysis” because it is based on the three incompatibility physical phenomena responsible for real car incompatibility (geometry, energy and stiffness mismatching). And “methodological” because both test procedures are studied using physical tests and virtual testing. Assessment criteria are therefore not considered. Moreover, as a general agreement exists today that multiple load path with connections could help car front-ends to interact, PSA will present component tests and virtual testing with or without lower load path. Significant outcomes are provided concerning the efficiency of the technical procedures: 1) Both procedures can detect a geometry change such as the absence of load path. 2) Both procedures can measure a global force. However, its interpretation for the FWDB test is difficult due to the very limited deformation of the front-end undergone in this test. 3) Only the PDB test is able to draw up an energy absorption statement which is the only way to evaluate the car crash severity. For the FWDB test, this point represents a major difficulty because energy absorption by deformable elements is significant, about 50kJ. U1 - 20th International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationLyon,France StartDate:20070618 EndDate:20070621 Sponsors:National Highway Traffic Safety Administration KW - Crash severity KW - Deformable barriers KW - Energy absorption KW - Impact tests KW - Stiffness KW - Test procedures KW - Traffic crashes UR - http://www-nrd.nhtsa.dot.gov/departments/esv/20th/ UR - https://trid.trb.org/view/1366362 ER - TY - CONF AN - 01574612 AU - Lee, Keun Bae AU - Jung, Han Jo AU - Bae, Han Il AU - National Highway Traffic Safety Administration TI - The Study on Developing Active Hood Lift System for Decreasing Pedestrian Head Injury PY - 2007 SP - 6p AB - Active hood lift system has been developed to get more spaces for decreasing the head injury during pedestrian impact. This system is composed of detecting sensor, ECU where the algorithm is embedded and the pyro-type actuators which raise the hood. By this system, the rear part of the hood is raised up to approximately 120mm. The test results of system operation are introduced for each three typical impact cases. In this test the system could detect the lower legform impactor from the other rigid pole and only in case of lower legform the actuator is deployed within the required operating time, 30ms. To investigate the effects of this system on decreasing head injury, the authors have carried out the European New Car Assessment program (EURONCAP) child headform impact test in which the actuators are fully deployed and the rear part of the hood is initially lifted up to 115mm. Through this tests the authors could identify that the head injury could be reduced significantly at all target points U1 - 20th International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationLyon,France StartDate:20070618 EndDate:20070621 Sponsors:National Highway Traffic Safety Administration KW - Actuators KW - Crash injuries KW - Head KW - Hoods KW - Pedestrian safety KW - Pedestrian-vehicle crashes KW - Vehicle design UR - http://www-nrd.nhtsa.dot.gov/departments/esv/20th/ UR - https://trid.trb.org/view/1366439 ER - TY - CONF AN - 01574610 AU - Verma, Mukul K AU - Lange, Robert C AU - McGarry, Daniel C AU - National Highway Traffic Safety Administration TI - A Study of US Crash Statistics from Automated Crash Notification Data PY - 2007 SP - 5p AB - This paper analyzes data available as part of telematics-based automatic collision notification in vehicles so equipped for all cases of frontal impact that generated the collision notification. Such data are transmitted as part of collision notification system and intended to enhance the effectiveness of emergency services in providing timely and appropriate care to vehicle occupants. Only the information related to vehicle kinematics is used for the present study and any information that may uniquely identify vehicle customers was removed. The correct values of maximum velocity change during these crashes are presented here. It was also possible from this data to generate estimates of the time period over which these velocity changes occurred. Since injury parameters measured in tests are related to the rate of dissipation of the vehicle’s kinetic energy, the availability of the information regarding the time period for maximum velocity change greatly enhances the value of crash data in defining crashes and thus in setting research priorities for improving traffic safety. U1 - 20th International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationLyon,France StartDate:20070618 EndDate:20070621 Sponsors:National Highway Traffic Safety Administration KW - Crash avoidance systems KW - Crash data KW - Crash injuries KW - Frontal crashes KW - Kinetic energy KW - Time periods KW - Traffic safety KW - Velocity measurement UR - http://www-nrd.nhtsa.dot.gov/departments/esv/20th/ UR - https://trid.trb.org/view/1364787 ER - TY - CONF AN - 01574601 AU - Roussarie, Marie-Laure AU - Zeitouni, Richard AU - Adalian, Céline AU - National Highway Traffic Safety Administration TI - Enhancement of Side Impact Protection Using an Improved Test Procedure PY - 2007 SP - 12p AB - Several groups of research have been charged to enhance the current European regulatory side impact test procedure (ECE95). The Aprosys project, funded through the 6th Framework Programme of the European Commission, proposed in 2006 a new test procedure called AE-MDB (Advanced European Mobile Deformable Barrier) with: (1) an updated barrier face representative of the current European fleet, including SUV; (2) an increase in the mass of the trolley; (3) a shift in the impact point; and (4) the addition of a rear occupant dummy. Questions were raised, and not yet answered, on the added value of this new test procedure with respect to the current one, pointing out the current influence of the AE-MDB face. The purpose of the authors study is to highlight and quantify the extra-severity brought by AE-MDB and its consequences on occupant protection and car design in side impact. This research presents comparative study of ECE95 and AE-MDB procedure thanks to full scale crash tests, component tests but also virtual testing made on several vehicles of different size (small family and large family vehicles as well as MPV). The outcome shows a 30% extra-severity for AEMDB with respect to ECE95 on dummy readings and car deformation. This is not only due to the increase in the trolley weight, but also because of the improvement in the barrier face (geometry and stiffness). It also highlights that vehicle design will be impacted if AE-MDB is chosen for regulation, on restraint systems (rear airbag, belt pretension, better design front airbag…) as well as on structural dimensioning. This new procedure is representative of the last generation of European cars (its severity is clearly ranked between a test against an SUV and a passenger car). Its application on regulation and/or consumer tests will improve the protection in side impact of occupants on the roads. U1 - 20th International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationLyon,France StartDate:20070618 EndDate:20070621 Sponsors:National Highway Traffic Safety Administration KW - Europe KW - Impact tests KW - Occupant protection devices KW - Rear seat occupants KW - Restraint systems KW - Side air bags KW - Side crashes KW - Test procedures KW - Vehicle design UR - http://www-nrd.nhtsa.dot.gov/departments/esv/20th/ UR - https://trid.trb.org/view/1364793 ER - TY - CONF AN - 01574599 AU - Douglas, Clay A AU - Fildes, Brian N AU - Gibson, Tom J AU - Boström, Ola AU - Pintar, Frank A AU - National Highway Traffic Safety Administration TI - Modelling the Seat Belt to Shoulder-Complex Interaction in Far-Side Crashes PY - 2007 SP - 11p AB - Regulations and interventions to protect far-side occupants in crashes do not currently exist, despite these occupants accounting for 43% of the Abbreviated Injury Scale (AIS) 3+ injured persons and 30% of the overall Harm in side impact crashes. Furthermore, no suitable ATDs or mathematical models have been developed to investigate far-side occupant dynamics. The aim of this study was to investigate seat belt to shoulde-rcomplex interaction during the first phase of a fars-ide impact for incorporation into a multibody occupant model. The model adaptations were derived based on quasistatic belt slip tests using two volunteers, a standard Hybrid III ATD and a Hybrid III Spring-Spine ATD. The model development was validated for this first phase of impact by comparison with shoulder belt force-time histories and head lateral displacements from lateral far-side sled tests using PMHS and a WorldSID ATD. The newly adapted model correctly predicted seat belt to shoulder complex interaction in all of the quasi-static belt slip tests, compared to 50% and 67% for Hybrid III and Hybrid III Spring-Spine respectively. Furthermore, the model was able to predict the increasing likelihood of the seat belt engaging the shoulder when the D-ring moved rearward and pretension increased. For the validation tests, the magnitude and phasing of the shoulder-belt force-time and head displacement-time histories were generally within 10% of the PMHS results. In addition, the model was capable of predicting the location of occupant to seat belt interaction observed in the PMHS tests. U1 - 20th International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationLyon,France StartDate:20070618 EndDate:20070621 Sponsors:National Highway Traffic Safety Administration KW - Dummies KW - Head KW - Occupant protection devices KW - Restraint systems KW - Seat belts KW - Side crashes KW - Sled tests UR - http://www-nrd.nhtsa.dot.gov/departments/esv/20th/ UR - https://trid.trb.org/view/1365935 ER - TY - CONF AN - 01574596 AU - Ono, Koshiro AU - Ejima, Susumu AU - Kaneoka, Koji AU - Fukushima, Makoto AU - Yamada, Shintaro AU - Ujihashi, Sadayuki AU - National Highway Traffic Safety Administration TI - Biomechanical Response of Head/ Neck/Torso and Cervical Vertebral Motion to Lateral Impact Loading on the Shoulders of Volunteers PY - 2007 SP - 13p AB - To understand the response of the head, neck and torso during a lateral collision, and to investigate the relation between cervical vertebral motion and the occurrence of neck injuries, lateral impact experiments were conducted on the shoulder areas of human volunteers. Test subjects consisted of 8 volunteers (5 males and 3 females). For the analysis of cervical vertebral motions of each subject, a cineradiography system was used. A VICON motion photographic device was also used for the three-dimensional analysis of head/neck/torso motions. In the experiment, 3 levels of impact force (400N，500N, and 600N) were applied considering both the presence and absence of muscle tension. Cervical vertebral rotations all started at 35 ms, but the time required to reach the peak rotation increased toward the upper vertebrae, with C7 and T1 peaking at 120 ms and the final peak in the head at 120 ms. At around 35-80 ms, the rotation angle of C5 surpassed those of the head and C4 showing that the cervical spine was bending into an S-curve. This phenomenon shows the same type of cervical vertebral motions causing whiplash during a rear-end collision. Also, extreme compression was at work in the vertebral disc and/or the facet joint in C6/C7 and C7/T1, suggesting a high probability of injury occurring in the neck. U1 - 20th International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationLyon,France StartDate:20070618 EndDate:20070621 Sponsors:National Highway Traffic Safety Administration KW - Crash injuries KW - Head KW - Impact tests KW - Neck KW - Rear end crashes KW - Vehicle safety KW - Vertebrae KW - Volunteers KW - Whiplash UR - http://www-nrd.nhtsa.dot.gov/departments/esv/20th/ UR - https://trid.trb.org/view/1365933 ER - TY - CONF AN - 01574593 AU - Hoffmann, Jörg AU - Suzuki, Shigeyuki AU - Sakamoto, Masaya AU - Hayakawa, Kenji AU - National Highway Traffic Safety Administration TI - Application of Rear Head Airbag to Mitigate Rear Impact Injuries PY - 2007 SP - 5p AB - In the real world, the accident ratio of rear impact is high. The injury scheme in those accident scenarios is mainly caused by whiplash. The intrusion of the rear end of the vehicle during impact combined with movement by occupants seated on rear seats plays a significant roll. This paper discusses an airbag which deploys from the roof header along the rear window. By means of numerical simulations and tests, the mitigation of biomechanical injuries of passengers seated on rear seats during rear impact was observed. Significant occupant protection was assessed under high-speed rear-impact conditions. U1 - 20th International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationLyon,France StartDate:20070618 EndDate:20070621 Sponsors:National Highway Traffic Safety Administration KW - Air bags KW - Crash injuries KW - Impact tests KW - Occupant protection devices KW - Rear end crashes KW - Rear seat occupants KW - Simulation KW - Vehicle roofs KW - Whiplash UR - http://www-nrd.nhtsa.dot.gov/departments/esv/20th/ UR - https://trid.trb.org/view/1366385 ER - TY - CONF AN - 01574589 AU - Nusholtz, Guy S AU - Kowsika, Murthy AU - Xue, Jianqing AU - Shi, Yibing AU - Rabbiolo, Guglielmo AU - Di Domenico, Laura AU - Famili, Fariba AU - Byers, Lynn AU - National Highway Traffic Safety Administration TI - The Effect of Impact Environment on Occupant Risk and the Belted/Unbelted Dilemma PY - 2007 SP - 14p AB - The fleet-wide occupant risk for frontal impact is estimated using a previously developed, data-based model. The model is constructed using the National Automotive Sampling System (NASS), the Fatality Analysis Reporting System (FARS), and the New Car Assessment Program (NCAP) databases and evaluated against Insurance Institute of Highway Safety (IIHS) data. The occupant risk is obtained from the NASS and FARS databases. The accident velocity distribution is obtained from the NASS data base. The vehicle impact response characteristics that are incorporated into the model are derived from the NCAP test data. The parameters included in the investigation are “intrusion” and vehicle “stiffness”, for both belted and unbelted conditions. The model is used to demonstrate that these are not independent in terms of overall occupant risk. The optimal level of vehicle stiffness is different for the belted and the unbelted conditions: Vehicle impact response optimized for the belted may be counter-indicated for the unbelted and vehicle impact response optimized for the unbelted may be counter-indicated for the belted. The model is used to study the effects of limiting intrusion, by stiffening the front structure in the current fleet. The results indicate that limiting the vehicle’s intrusion in this manner may reduce fleet wide occupant risk at the high impact velocities; however, it is counter-productive at low impact velocities and, may have no value overall in the current fleet for the current accident velocity distribution. U1 - 20th International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationLyon,France StartDate:20070618 EndDate:20070621 Sponsors:National Highway Traffic Safety Administration KW - Crash data KW - Fatality Analysis Reporting System KW - Frontal crashes KW - National Automotive Sampling System KW - New Car Assessment Program (Ncap) KW - Occupant protection devices KW - Seat belt use KW - Vehicle safety KW - Velocity UR - http://www-nrd.nhtsa.dot.gov/departments/esv/20th/ UR - https://trid.trb.org/view/1364810 ER - TY - CONF AN - 01574584 AU - Eickhoff, Burkhard AU - Zellmer, Harald AU - Forster, Erik AU - National Highway Traffic Safety Administration TI - The Mechanism of Belt Induced Chest Deflection: Analysis and Possibilities for Reduction PY - 2007 SP - 9p AB - A precondition for a good rating in European New Car Assessment Program (Euro-NCAP) frontal impact is a low value for chest deflection. To achieve this, detailed knowledge of the mechanism of chest deflection is needed. Consequently, the objectives of this study were a detailed analysis of the belt induced chest deflection and a finding of solutions to reduce it. Theoretical investigations as well as simulation (software Madymo 6.1) were used to study the mechanism of chest deflection. The simulation environment represented a typical middle class vehicle. A special simulation dummy which allowed a detailed analysis of the internal and external forces acting on the thorax was used. Finally, sled tests were carried out in order to confirm the theoretical and numerical results. For the environment investigated, the belt force turned out to be the dominant factor for chest deflection. In fact, the value for chest deflection showed a good correlation to the arithmetic mean of the shoulder belt force (FB3) and the force of the inner diagonal belt (FB4). While FB3 is commonly limited by a load limiter in the retractor, FB4 is strongly influenced by the forces in the lap portion of the belt. These forces are usually 1kN to 2kN larger than the level of load limitation. Preventing the belt slippage through the buckle tongue proved to substantially reduce FB4. Along with this chest deflection in tests with Euro-NCAP deceleration pulse was reduced. A prototype of a locking tongue was developed and sled tests were carried out in different vehicle environments. It was shown that depending on belt geometry a reduction in chest deflection of 10-25% could be achieved. U1 - 20th International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationLyon,France StartDate:20070618 EndDate:20070621 Sponsors:National Highway Traffic Safety Administration KW - Crash victim simulation KW - European New Car Assessment Program KW - Frontal crashes KW - MADYMO (Computer program) KW - Occupant protection devices KW - Restraint systems KW - Seat belts KW - Sled tests KW - Thorax UR - http://www-nrd.nhtsa.dot.gov/departments/esv/20th/ UR - https://trid.trb.org/view/1364683 ER - TY - CONF AN - 01574582 AU - Verma, Mukul K AU - National Highway Traffic Safety Administration TI - Enhanced Vehicle Collision Compatibility – Progress Report of US Technical Workgroup for Front-to-Front Compatibility PY - 2007 SP - 7p AB - This paper presents estimates of benefits resulting from the voluntary agreement by the motor vehicle manufacturers in the United States of America (USA) for enhancing compatibility in front-to-front collisions between light truck based vehicles and passenger cars. Two studies of accident data and one study based on crash tests are reported herein. In addition, the members of the technical workgroup are researching methods to measure and predict the structural interaction of vehicles in crashes and to quantify their relative structural strength levels. Ongoing work on three parallel paths of research for improving vehicle compatibility is described in this paper - (a) full-width fixed deformable barrier with load cell wall approach; (b) CAE-based evaluations of vehicle to vehicle impacts; and (c) development of car surrogate mobile deformable barrier as a test device. U1 - 20th International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationLyon,France StartDate:20070618 EndDate:20070621 Sponsors:National Highway Traffic Safety Administration KW - Barriers (Roads) KW - Compatibility KW - Crash data KW - Energy absorption KW - Frontal crashes KW - Impact tests KW - Light trucks KW - Motor vehicle industry KW - United States KW - Vehicle safety UR - http://www-nrd.nhtsa.dot.gov/departments/esv/20th/ UR - https://trid.trb.org/view/1366088 ER - TY - CONF AN - 01574578 AU - Hasija, Vikas AU - Takhounts, Erik G AU - Ridella, Stephen A AU - National Highway Traffic Safety Administration TI - Computational Analysis of Real World Crashes: A Basis for Accident Reconstruction Methodology PY - 2007 SP - 15p AB - This paper focuses on an accident reconstruction methodology by estimating the errors introduced into reconstruction analysis as a result of assumptions made due to lack of data availability and other uncertainties. Mathematical models are used to show the sensitivity of their results, i.e., occupant kinematics, injury predictions, etc., to changes in these assumptions. For demonstration purposes, a real world crash involving an occupant with “no brain injury” was selected from the National Highway Traffic Safety Administration's (NHTSA’s) Crash Injury Research and Engineering Network (CIREN) database and reconstruction was carried out using the information available from the crash. The crash pulse for the case was obtained using Human-Vehicle-Environment (HVE) software and then applied to a MADYMO (Mathematical DYnamic MOdel) occupant simulation model of the case vehicle and occupant. Head acceleration output from the model subsequently served as an input into the NHTSA-developed SIMon (Simulated Injury Monitor) finite element (FE) head model and used to compute probabilities of various brain injuries. The results of the SIMon predictions were then compared to the brain injuries reported in CIREN. Sensitivity analysis was carried out at each step with respect to various assumed parameters starting with generation of the collision pulse in HVE and ending with SIMon brain injury predictors. Important parameters required for better injury predictions were also identified, and some observations that may be relevant to the CIREN accident investigation team are made. This paper shows that a “no injury” case can become an “injury” case due to the introduction of variability in reconstruction parameters. This paper thus shows the methodology, including important details to be taken into account as well as the additional information that needs to be collected from the real world crashes for better accident reconstruction analysis. U1 - 20th International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationLyon,France StartDate:20070618 EndDate:20070621 Sponsors:National Highway Traffic Safety Administration KW - Crash injuries KW - Crash Injury Research and Engineering Network KW - Crash reconstruction KW - Crash victim simulation KW - Head KW - Human Vehicle Environment (Software) KW - MADYMO (Computer program) KW - Occupant kinetics KW - Sensitivity analysis KW - U.S. National Highway Traffic Safety Administration UR - http://www-nrd.nhtsa.dot.gov/departments/esv/20th/ UR - https://trid.trb.org/view/1366987 ER - TY - CONF AN - 01574576 AU - Schram, Richard AU - Versmissen, Ton AU - National Highway Traffic Safety Administration TI - The Development of a Mobile Deformable Barrier Test Procedure PY - 2007 SP - 7p AB - Frontal compatibility assessment, including self and partner protection, is a major topic in crash safety testing today. Currently none of the regulatory and consumer test procedures is able to assess the vehicle on vehicle frontal compatibility on the three main aspects; structural interaction, frontal stiffness and compartment strength. It is hypothesized that a test procedure using a Mobile Deformable Barrier (MDB) could be able to assess compatibility on the aspects mentioned above. This paper presents the development of a MDB test trolley for frontal offset testing and its full scale test results. First, a load sensing trolley was developed. The specifications of the trolley, mass, CoG and inertia properties are based on European Union (EU) and United States (US) vehicle geometry databases. The trolley mass was made adjustable between 1300 kg and 1800 kg, with tunable inertia properties. The trolley was designed to be equipped with the progressive deformable barrier (PDB) as deformable element. The PDB was chosen based on the available test-data and for its stability and its ability to allow a barrier face deformation measurement to evaluate partner protection. Based on the current PDB test protocol, a test protocol has been developed for the MDB, called MPDB test procedure. A number of vehicles, ranging from small to large, were tested according the MPDB protocol. The closing speed was selected such that comparable initial kinetic energy is involved as in a static PDB test for a mid sized car with mass of 1500 kg. The test results with the full scale MPDB tests were analyzed and compared to test results of static PDB tests with the same vehicle. It was concluded that for small vehicles the severity of the MPDB tests is relatively higher than for larger vehicles. The MPDB test procedure was shown to be feasible and repeatable. Further investigations into test parameters like trolley mass and test velocity are recommended. U1 - 20th International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationLyon,France StartDate:20070618 EndDate:20070621 Sponsors:National Highway Traffic Safety Administration KW - Crashworthiness KW - European Union KW - Frontal crashes KW - Impact tests KW - Kinetic energy KW - Mobile deformable barriers KW - Occupant kinetics KW - Occupant protection devices KW - United States KW - Vehicle safety UR - http://www-nrd.nhtsa.dot.gov/departments/esv/20th/ UR - https://trid.trb.org/view/1366091 ER - TY - CONF AN - 01574573 AU - Tylko, Suzanne AU - Charlebois, Dominique AU - Bussières, Alain AU - National Highway Traffic Safety Administration TI - Comparison of Kinematic and Thoracic Response of the 5th Percentile Hybrid III in 40, 48 and 56 Km/H Rigid Barrier Tests PY - 2007 SP - 9p AB - Full-scale crash tests were conducted to investigate the correlation between the 5th percentile Hybrid III dummy kinematics and chest response at three test speeds. A total of 20 comparative full frontal rigid barrier tests were conducted at 40, 48 and 56 km/h with the dummies placed in the front and rear outboard seating positions. As test speed increases to 56 km/h, the forward excursion and rotation of the thorax increases significantly. This rotation combined with chest jacket distortions inhibits the accurate measurement of chest deflection. The influence of the seat characteristics and belt geometry at peak load are explored. A new multi-point sensing device, known as the RibEye is introduced in full-scale rigid barrier tests to evaluate the role of multi-point sensing in enhancing the accuracy of chest deflection measurements. This new instrumentation may significantly reduce the sensitivity to belt placement associated with traditional single point measurements. An impulse calculation method to evaluate the load management capability of restraint systems is proposed. U1 - 20th International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationLyon,France StartDate:20070618 EndDate:20070621 Sponsors:National Highway Traffic Safety Administration KW - Dummies KW - Frontal crashes KW - Impact tests KW - Occupant kinetics KW - Occupant protection devices KW - Restraint systems KW - Seat belts KW - Speed KW - Thorax UR - http://www-nrd.nhtsa.dot.gov/departments/esv/20th/ UR - https://trid.trb.org/view/1365950 ER - TY - CONF AN - 01574572 AU - Fujiwara, Taisuke AU - Murayama, Hiroyuki AU - National Highway Traffic Safety Administration TI - Research into New Side Impact Test Based on Accidents in Europe and Japan PY - 2007 SP - 6p AB - The current test procedures described in European and Japanese side impact regulations and ratings are conducted so that a non-crabbed Mobile Deformable Barrier (MDB) strikes a stationary test vehicle. However, in real-world accidents, many struck vehicles are not stationary but moving when the collision occurs. In consequence, it is advantageous to consider the velocity of the struck vehicles as well as that of the striking vehicles. Accordingly, data of accidents occurring in Europe and Japan was analyzed. This accident data analysis showed that in both regions, more accidents occurred when struck vehicles were moving than when stationary. Consequently, car-to-car side impact tests were conducted using a moving target vehicle to comprehend the real-world deformation characteristics of the struck vehicle. Two side impact tests were then conducted using the Advanced European - Mobile Deformable Barrier (AE-MDB) Ver. 3.3, which represents the front-end stiffness of vehicles in Europe and Japan. The tests were conducted so that the AE-MDB struck both stationary and moving vehicles to compare the differences between the two scenarios. The test results indicated that larger and more severe peak intrusion level can be seen on stationary vehicles, but different types of deformation mode were seen between the stationary and moving vehicles. Based on these results, a new side impact test procedure using AE-MDB Ver. 3.3 was devised. The AE-MDB trolley was moved at a crabbed angle to reflect the moving condition of the target vehicle. This procedure represents a more common accident scenario that occurs in the real-world, and it allows for the direction of load applied to the struck vehicle to be taken into consideration. Such a test procedure that represents a more common real-world accident scenario is useful to further advance vehicle safety in side impacts. U1 - 20th International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationLyon,France StartDate:20070618 EndDate:20070621 Sponsors:National Highway Traffic Safety Administration KW - Crash characteristics KW - Crash data KW - Europe KW - Fatalities KW - Impact tests KW - Japan KW - Side crashes KW - Velocity UR - http://www-nrd.nhtsa.dot.gov/departments/esv/20th/ UR - https://trid.trb.org/view/1364791 ER - TY - CONF AN - 01574571 AU - Najm, Wassim G AU - Smith, David L AU - National Highway Traffic Safety Administration TI - Definition of a Pre-Crash Scenario Typology for Vehicle Safety Research PY - 2007 SP - 10p AB - This paper defines a new pre-crash scenario typology for vehicle safety research based on the 2004 General Estimates System (GES) crash database. The purpose of this typology is to establish a common foundation for public and private organizations to develop and estimate potential safety benefits of effective crash countermeasure systems. Pre-crash scenarios portray vehicle movements and critical events immediately prior to the crash. This new typology consists of a set of 36 pre-crash scenarios representing 99.4% of all police-reported crashes that involve at least one light vehicle (i.e., passenger car, sports utility vehicle, van, mini-van, and light pickup truck). Light-vehicle crashes accounted for about 5,942,000 police reported crashes in the United States based on 2004 GES statistics. This typology is nationally representative and can be annually updated using national crash databases. This paper quantifies the severity of the scenarios in terms of annual crash frequency, economic costs, and functional years lost. Characteristics of the driving environment, driver, and vehicle are also described. U1 - 20th International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationLyon,France StartDate:20070618 EndDate:20070621 Sponsors:National Highway Traffic Safety Administration KW - Crash data KW - Crash reports KW - Crash severity KW - Economic impacts KW - General Estimates System KW - Light vehicles KW - United States KW - Vehicle safety UR - http://www-nrd.nhtsa.dot.gov/departments/esv/20th/ UR - https://trid.trb.org/view/1365282 ER - TY - CONF AN - 01574563 AU - Neal-Sturgess, C E AU - Carter, E AU - Hardy, R AU - Cuerden, R AU - Guerra, L AU - Yang, J AU - National Highway Traffic Safety Administration TI - APROSYS European In-Depth Pedestrian Database PY - 2007 SP - 15p AB - The EU FP 6 Integrated Project on Advanced Protection Systems (APROSYS) is exploring the relevance of vehicle pedestrian protection systems in the real world. A pedestrian injury database was compiled of in-depth information to permit reconstructions of the pedestrian/cyclist/vehicle/ground interactions. The database consisted of 63 pedestrians cases and 7 cyclist cases. Results were obtained on: injury risk as related to impact speed; the locations of primary head impacts with vehicles; the proportion and frequency of ground impacts; and the over representation of elderly fatals with Maximum Abbreviated Injury Scale (MAIS) 3. It is concluded that (i) the head impact locations for pedestrian protection need to be reviewed to include the windscreen, A pillars and scuttle areas, and (ii) a calibration of MAIS and ISS against fatality/non fatality for a large sample of pedestrians is necessary, with children/adults/elderly (>60 years of age) ranked separately. U1 - 20th International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationLyon,France StartDate:20070618 EndDate:20070621 Sponsors:National Highway Traffic Safety Administration KW - Crash injuries KW - Crash reconstruction KW - Databases KW - Europe KW - Fatalities KW - Head KW - Maximum Abbreviated Injury Scale KW - Pedestrian-vehicle crashes KW - Speed UR - http://www-nrd.nhtsa.dot.gov/departments/esv/20th/ UR - https://trid.trb.org/view/1366436 ER - TY - CONF AN - 01574547 AU - McLean, Jack AU - Kloeden, Craig AU - Ponte, Giulio AU - National Highway Traffic Safety Administration TI - Characteristics of Rollover Crashes PY - 2007 SP - 8p AB - Rollover crashes are investigated to identify ways in which active and passive safety solutions might be applied most effectively. Results of at-scene investigations of rural crashes by a research team and police reports of all crashes are reviewed. 236 crashes to which an ambulance was called, including 64 rollover cases, were investigated in the at-scene study, conducted on rural roads in South Australia. During a similar period police reports were compiled on 163,578 crashes, including 2,653 rollover cases. Injuries were sustained in 50% of the rollover cases but in only 18% of all other reported crashes (crashes resulting in a casualty or property damage of more than $1,000 were required to be reported). About half of the single vehicle rollover crashes in both studies occurred on straight roads; in the at-scene study after the vehicle drifted onto the unsealed shoulder. In almost every such case the vehicle yawed out of control before rolling. This is illustrated by photographs of the yaw marks and the final position of the vehicles, together with scale plans of these vehicle motions. The percentage of crashes which resulted in rollover increased with the posted speed limit: 5% at 80 km/h to 31% at 110 km/h. Vehicle factors relevant to crash and injury causation are also addressed. Combining information from these two studies overcomes to some extent their individual limitations, of small sample size in one instance and less detailed data in the other. These studies illustrate, among other matters, the type and frequency of situations in which stability control can be expected to prevent rollover crashes in a region where the roads are rarely wet, together with the importance of limiting travelling speed. U1 - 20th International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationLyon,France StartDate:20070618 EndDate:20070621 Sponsors:National Highway Traffic Safety Administration KW - Active safety systems KW - Australia KW - Crash causes KW - Crash data KW - Crash injuries KW - Electronic stability control KW - Road shoulders KW - Rollover crashes KW - Single vehicle crashes UR - http://www-nrd.nhtsa.dot.gov/departments/esv/20th/ UR - https://trid.trb.org/view/1365285 ER - TY - CONF AN - 01574546 AU - Chen, Samantha AU - Rakotonirainy, Andry AU - Loke, Seng Wai AU - Krishnaswamy, Shonali AU - National Highway Traffic Safety Administration TI - A Crash Risks Assessment Model for Road Curves PY - 2007 SP - 8p AB - A comprehensive model to assess crash risks and reduce driver’s exposure to risks on road curves is still unavailable. The authors aim to create a model that can assist a driver to negotiate road curves safely. The overall model uses situation awareness, ubiquitous data mining and driver behaviour modelling concepts to assess crash risks on road curves. However, only the risk assessment model, which is part of the overall model, is presented in the paper. Crash risks are assessed using the predictions and a risk assessment scale that is created based on driver behaviours on road curves. This paper identifies the contributing factors from which the authors assess crash risk level. Five risk levels are defined and the contributing factors for each crash risk level are used to determine risk. The contributing factors are identified from a set of insurance crash records using link analysis. The factors will be compared with the actual factors of the driving context in order to determine the risk level. U1 - 20th International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationLyon,France StartDate:20070618 EndDate:20070621 Sponsors:National Highway Traffic Safety Administration KW - Alertness KW - Behavior KW - Crash data KW - Data mining KW - Drivers KW - Highway curves KW - Risk assessment UR - http://www-nrd.nhtsa.dot.gov/departments/esv/20th/ UR - https://trid.trb.org/view/1365277 ER - TY - CONF AN - 01574543 AU - Mukherjee, S AU - Chawla, A AU - Mohan, D AU - Singh, M AU - Dey, R AU - National Highway Traffic Safety Administration TI - Effect of Vehicle Design on Head Injury Severity and Throw Distance Variations in Bicycle Crashes PY - 2007 SP - 9p AB - The variation of the throwing distance and Head Injury Criterion with car velocity, point of impact and angle of approach has been studied for bicycle impact with three different categories of vehicles-small cars, sports utility vehicles and buses. Crashes between a bicycle and the vehicles were simulated using multi body models developed in MADYMO™ with parametric variations in speed, angle of approach and point of impact. The variation in the angle of approach or point of contact causes significant changes. From the simulations, the large spread in the data reported by reconstruction is predicted to originate from variation in the impact configuration. The changes in the trends can be associated with key changes in the nature of the impact visible in the simulations (head impacting car, no impact of rider with car etc.). The kinematics of impact has significant differences in case of the bus and this leads to differences in the nature of correlations. The HIC values were found to be higher in the case of bus as compared to the SUV and the small car. The paper reinforces the hypothesis that for bicycle accident reconstruction should take into account variations in the impact configuration in addition to the throw distance recorded. The paper also gives data which when populated further could form a basis of such reconstructions. U1 - 20th International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationLyon,France StartDate:20070618 EndDate:20070621 Sponsors:National Highway Traffic Safety Administration KW - Bicycle crashes KW - Buses KW - Compact automobiles KW - Head Injury Criterion KW - Impact tests KW - Injury severity KW - MADYMO (Computer program) KW - Simulation KW - Sport utility vehicles KW - Vehicle design UR - http://www-nrd.nhtsa.dot.gov/departments/esv/20th/ UR - https://trid.trb.org/view/1366452 ER - TY - CONF AN - 01574539 AU - Eigen, Ana Maria AU - Bentil, Sarah A AU - Smith, David L AU - National Highway Traffic Safety Administration TI - The Crash Problem for Advanced Restraints PY - 2007 SP - 13p AB - In response to evolving sensor and occupant retention technologies, the National Highway Traffic Safety Administration (NHTSA) will soon begin cooperative research to develop test procedures for advanced occupant restraints. It is believed that these restraints will be real-time adaptive to a variety of crash types and severities, as well as address such problems as improving belt effectiveness in front-front crashes to higher than the current 50% fatality reduction level and possibly making the belts and air bags better suited for rollover and offset crashes. The research will address: identification of potential improvements in current restraints, identification of minimum performance and objective testing, as well as performance metrics, and calculation of benefits inherent in such improvements. To complete these tasks, the identification of a target crash population, estimations of the effectiveness of advanced restraints from test and evaluation, and benefits calculation based upon the target population and the effectiveness estimates is necessary. This paper serves as an initial analysis of the advanced restraint system target population. The Crashworthiness Data System (CDS) of the National Automotive Sampling System (NASS) was chosen for the initial work owing to its complete crash, vehicle, occupant, and injury reporting in the U.S. In addition, in order to maintain a focus on recent vehicle designs and performance, the most recent eight years of data were used for an occupant population that contains only belted drivers and passengers. By analyzing this population, attention was focused on the current performance of restraints in order to identify opportunities for restraint improvement. Restrained occupants with Maximum Abbreviated Injury Scale (MAIS) groupings of 3+ (serious injuries and higher) were quantified. Disaggregations of the primary direction of force, impact area, and injury types, among others, were computed across all crash types in order to develop an understanding of the requirements for advanced restraint prototype designs. U1 - 20th International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationLyon,France StartDate:20070618 EndDate:20070621 Sponsors:National Highway Traffic Safety Administration KW - Air bags KW - In vehicle sensors KW - Maximum Abbreviated Injury Scale KW - National Automotive Sampling System - Crashworthiness Data System KW - Occupant protection devices KW - Restraint systems KW - Rollover crashes KW - Seat belts KW - Vehicle design UR - http://www-nrd.nhtsa.dot.gov/departments/esv/20th/ UR - https://trid.trb.org/view/1364685 ER - TY - CONF AN - 01574532 AU - Mallory, Ann AU - Stammen, Jason AU - Meyerson, Susan AU - National Highway Traffic Safety Administration TI - Pedestrian GTR Head Testing of Current Vehicles PY - 2007 SP - 13p AB - The Working Party on Passive Safety of the World Forum for Harmonization of Vehicle Regulations (WP.29) is developing a draft global technical regulation (GTR) for pedestrian safety. In order to evaluate the potential effects of the draft GTR on the U.S. fleet, NHTSA’s Vehicle Research and Test Center (VRTC) conducted 88 pedestrian head impact tests on 11 vehicles selected to represent the U.S. fleet, with a focus on larger passenger vehicles. The goal was to generate an overall picture of current U.S. vehicle performance with respect to specific structures and test zones in order to better understand the potential challenges and benefits of meeting the regulation. The peripheral areas of the head impact test zone defined in the draft GTR produced the most severe impacts, with the most challenging areas being in the rear of the test zone (in the area of the hinges, cowl, and wiper spindles) and the lateral edges of the test zone adjacent to the fenders. A smaller number of vehicles produced high-severity impacts at the front edge of the test zone. The challenging areas at the periphery of the test zone did not exceed the GTR requirements in every vehicle. Deformable hood hinges with adequate crushable space between the hood panel and fender, coverage of the cowl by the back edge of the hood, and flanges under the fender edge all resulted in significant HIC reductions from those areas in vehicles without these countermeasures. The range of performance in the vehicles tested indicates that while there is room for improvement in current head impact protection in US vehicles, countermeasures exist to improve the worst areas of the test zone. The presence of pedestrian-friendly components in heavier and high-front vehicles shows that design modifications are not limited to smaller vehicles. U1 - 20th International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationLyon,France StartDate:20070618 EndDate:20070621 Sponsors:National Highway Traffic Safety Administration KW - Global Technical Regulation KW - Head KW - Injury severity KW - Pedestrian safety KW - Pedestrian-vehicle crashes KW - United States KW - Vehicle safety KW - Vehicle tests UR - http://www-nrd.nhtsa.dot.gov/departments/esv/20th/ UR - https://trid.trb.org/view/1366443 ER - TY - CONF AN - 01574530 AU - Pauzié, Annie AU - Manzano, Julie AU - National Highway Traffic Safety Administration TI - Evaluation of Driver Mental Workload Facing New In-Vehicle Information and Communication Technology PY - 2007 SP - 10p AB - Innovative technology can induce improvement in road safety, as long as its acceptability and its adequacy are checked, taking into account the diversified driver’s population needs and functional abilities through a Human Centred Design process. Relevant methodology has to be developed in this purpose. Evaluation of the driver’s mental workload is an important parameter, complementary to objective ones such as control of the vehicle and driver’s visual strategies. This paper describes experiments conducted in the framework of the European project AIDE aiming at validating the DALI (Driving Activity Load Index), a tool set up to allow evaluation of mental workload while using in-vehicle systems; the main results and conclusion from this approach are presented. U1 - 20th International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationLyon,France StartDate:20070618 EndDate:20070621 Sponsors:National Highway Traffic Safety Administration KW - Active safety systems KW - Driver information systems KW - Driver support systems KW - Europe KW - Highway safety KW - Technological innovations KW - Vehicle electronics UR - http://www-nrd.nhtsa.dot.gov/departments/esv/20th/ UR - https://trid.trb.org/view/1365965 ER - TY - CONF AN - 01574526 AU - Levick, Nadine AU - Wiersch, Larry AU - Nagel, Michael E AU - National Highway Traffic Safety Administration TI - Real World Application of an Aftermarket Driver Human Factors Real Time Auditory Monitoring and Feedback Device: An Emergency Service Perspective PY - 2007 SP - 7p AB - Ambulance transport has been demonstrated to be hazardous, however there is limited research on the effectiveness of technologies to minimize these risks. This study evaluates the effectiveness and human factors impact of an aftermarket ambulance driver monitoring device with real time auditory feedback. The device was evaluated in an urban/suburban emergency medical service (EMS) group (>150 drivers and 16 medical transport vehicles). Data were collected via an aftermarket onboard computer system monitoring vehicle parameters every second. Penalty counts were recorded for exceeding set parameters with real time auditory feedback to the driver of both warning and penalty tones. Data are downloaded wirelessly daily for analysis. Data collected over a 24 month period included: System miles traveled, miles between incident. Driver specific behavior and miles between incidents, by age and gender and total miles traveled. Response times and vehicle maintenance were tracked. Incidents that occurred appraised for cost and injuries sustained. Over 950,000 miles of vehicle operations were recorded. System wide performance improved in excess of two orders of magnitude over the study period. There was a 20% cost saving in vehicle maintenance within 6 months. There was no increase in response times. There was sustained improvement in safety proxies over 24 months, with no inservice or retraining after the initial introduction period. A gradual implementation, with rigorous attention to defray any potential concerns of any punitive approach was key. This real world evaluation of an after market electronic system wide safety technology demonstrated a marked improvement in ambulance transport safety and safety proxies in every measured area. These technologies should be encouraged for widespread implementation throughout the EMS system to optimize safety in addition to cost benefit. U1 - 20th International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationLyon,France StartDate:20070618 EndDate:20070621 Sponsors:National Highway Traffic Safety Administration KW - Ambulances KW - Behavior KW - Data collection KW - Drivers KW - Emergency medical services KW - Emergency response time KW - Highway safety KW - Real time information KW - Vehicle maintenance UR - http://www-nrd.nhtsa.dot.gov/departments/esv/20th/ UR - https://trid.trb.org/view/1366054 ER - TY - CONF AN - 01574524 AU - Forkenbrock, Garrick J AU - Boyd, Patrick L AU - National Highway Traffic Safety Administration TI - Light Vehicle ESC Performance Test Development PY - 2007 SP - 12p AB - On September 18, 2006 the National Highway Traffic Safety Administration (NHTSA) announced a proposal that would require installation of electronic stability control (ESC) as standard equipment on all light vehicles by model year 2012. The decision to mandate ESC required that NHTSA develop an ESC compliance test and evaluation criteria. This paper describes the proposed test maneuver and discusses the methods proposed to interpret the data generated by that maneuver. NHTSA’s ESC proposed compliance test maneuver, the Sine with Dwell, was used to produce all the data described in this paper. This maneuver is based on a single cycle, 0.7 Hz steering input, with a 500 ms pause between the third and fourth quarter cycles. Output from Sine with Dwell tests is used to evaluate both the lateral stability and responsiveness of ESC-equipped light vehicles. NHTSA proposes acceptable lateral stability be assessed with two performance criteria, intended to encourage yaw rate to decay in a controlled manner. These criteria compare the yaw rates measured 1.0 and 1.75 seconds after completion of the maneuver’s steering inputs to the first local yaw rate peak produced after the second steering reversal. These “yaw rate ratios” must be less than or equal to 35 and 20 percent, respectively. To ensure that a balance between lateral stability and the ability of the vehicle to effectively respond to the driver’s inputs is maintained, NHTSA has proposed a responsiveness metric supplement that used to assess lateral stability. The proposed metric is based on vehicle lateral displacement calculated 1.07 seconds after initiation of the maneuver’s steering inputs. U1 - 20th International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationLyon,France StartDate:20070618 EndDate:20070621 Sponsors:National Highway Traffic Safety Administration KW - Active safety systems KW - Electronic stability control KW - Impact tests KW - Light vehicles KW - Stability (Mechanics) KW - U.S. National Highway Traffic Safety Administration KW - Yaw UR - http://www-nrd.nhtsa.dot.gov/departments/esv/20th/ UR - https://trid.trb.org/view/1365295 ER - TY - CONF AN - 01574521 AU - Zobel, Robert AU - Strutz, Torsten AU - Scheef, Joachim AU - National Highway Traffic Safety Administration TI - What Accident Analysis Tells About Safety Evaluations of Passenger Vehicles - Contributions of Primary and Secondary Safety to Overall Safety and Consequences for Safety Ratings PY - 2007 SP - 12p AB - In the past, the overall safety of passenger vehicles was dominated by secondary safety features, the ability of vehicles to reduce the consequences of accidents by mitigating injuries. In the last ten years, crash avoidance devices which can reduce the likelihood of accidents were introduced into cars. These devices support the braking of drivers, such as brake assists, or they reduce the likelihood of skidding, such as ESC, others will follow. Accident research clearly and increasingly shows the effectiveness of such devices under European road conditions. Although road conditions in the U.S. are different, there are positive indications as well. In Europe, for belted occupants, ESC-effectiveness is estimated to be higher than airbag effectiveness. The accident data, indicating this, has been consistent for a couple of years. This paper provides accident data predicting the amount of safety benefit to be attributed to the different safety features in terms of risk reduction. This might help to overcome the problem that current 4 and 5 star cars are said to be in fact better than cars with fewer stars, while there is no significant difference between 4 and 5 star cars in real world accidents. It is the goal of the paper to quantify the degree of the total safety, reflected by a crash test based rating, like the current rating in Europe. U1 - 20th International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationLyon,France StartDate:20070618 EndDate:20070621 Sponsors:National Highway Traffic Safety Administration KW - Active safety systems KW - Automatic braking KW - Crash avoidance systems KW - Crash data KW - Europe KW - Passenger vehicles KW - Skidding KW - United States KW - Vehicle safety UR - http://www-nrd.nhtsa.dot.gov/departments/esv/20th/ UR - https://trid.trb.org/view/1365274 ER - TY - CONF AN - 01574520 AU - Liebemann, E AU - Führer, T AU - Kröger, P AU - National Highway Traffic Safety Administration TI - Light Commercial Vehicles – Challenges for Vehicle Stability Control PY - 2007 SP - 8p AB - The electronic stability program (ESP®) is increasingly finding acceptance in vans and light commercial vehicles (LCV). Nearly all current models, whose gross vehicle weight is generally between 2.8 and 7.5 metric tons, are now available with this active safety system, either as an option or even as standard equipment. Many studies have now confirmed that ESP® can prevent a vehicle from skidding or rolling over in nearly all driving situations. This is particularly important in the case of vans, since their design and their use leave them with tighter safety margins. Depending on load, the center of gravity shifts, and consequently the risk of rollover may increase. Bosch has developed a system specifically for light commercial vehicles that automatically adapts its control mechanisms to the current situation U1 - 20th International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationLyon,France StartDate:20070618 EndDate:20070621 Sponsors:National Highway Traffic Safety Administration KW - Active safety systems KW - Commercial vehicles KW - Light trucks KW - Light vehicles KW - Rollover crashes KW - Stability (Mechanics) KW - Vans UR - http://www-nrd.nhtsa.dot.gov/departments/esv/20th/ UR - https://trid.trb.org/view/1365292 ER - TY - CONF AN - 01574517 AU - Thomas, Pete AU - Frampton, Richard AU - National Highway Traffic Safety Administration TI - Real-World Assessment of Relative Crash Involvement Rates of Cars Equipped with Electronic Stability Control PY - 2007 SP - 8p AB - This report has evaluated the reduction in crash involvement of cars equipped with Electronic Stability Control (ESC) systems. The evaluation has been conducted for all crashes as well as for a variety of road and loss of control conditions. In addition, a study of ESC benefits in terms of crash costs and accidents prevented has been undertaken. The results show that ESC effectiveness is 3% in crashes of all severity. Serious crashes are 19% lower compared to non-ESC cars and fatalities 15% lower. The potential annual savings in accident costs for a 100% take up of ESC amounts to 588 million pounds by preventing some 5212 crashes. Overall, ESC has shown worthwhile reductions in both accident frequency and cost across a wide variety of crash situations. U1 - 20th International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationLyon,France StartDate:20070618 EndDate:20070621 Sponsors:National Highway Traffic Safety Administration KW - Crash avoidance systems KW - Crash causes KW - Crash severity KW - Crashes KW - Electronic stability control KW - Loss of control KW - Stability (Mechanics) UR - http://www-nrd.nhtsa.dot.gov/departments/esv/20th/ UR - https://trid.trb.org/view/1365289 ER - TY - CONF AN - 01574513 AU - Othman, Sarbaz AU - Thomson, Robert AU - National Highway Traffic Safety Administration TI - Influence of Road Characteristics on Traffic Safety PY - 2007 SP - 10p AB - The objective of this traffic safety investigation was to find critical road sections using Post- and Preaccident analysis approaches. The Post-accident approach analyzes the effect of road geometric characteristics on accident rate. The study was based on accident and road maintenance data in Western Sweden. A total of 2912 accidents from 2000 to 2005 on 1615 km median-separated roads was collected and combined with road characteristics (Speed, carriageway width, annual average daily traffic [AADT], vertical and horizontal alignments, superelevation) for analysis (Postaccident approach). The statistical analysis showed that road characteristics have great effect on accident ratio AR defined as number of accidents per million vehicle kilometer; (1) AR and injury severity increase with increasing speed limit. (2) A carriageway of 5,8m has the lowest AR, with a distinct tendency for AR to decrease with lane widths greater than 5.8m. (3) AR decreases with increasing radii of curve for right and left-turn curves. Left-turn curves have higher AR than right-turn. (4) Road sections with left-turn curve radii of less than 100m have highest AR; they are four times as high as those with curve radii greater than 500m and twice as high as right-turn curve radii less than 100m. (5) The lowest AR were observed for superelevations of 3-4%. AR increases when superelevations increase or decrease from 3- 4%. (5) AR on downgrades is higher than on upgrades. In a Pre-accident approach the IST-Checklist method 2005 has been used. A tool based on human behavior that assesses a place or a road section’s inclination to trigger accidents. The purpose was to investigate applicability of IST on Swedish roads and then using it to find critical road sections. The results show that the method doesn’t function as expected for blind tests made on Swedish road sections which showed weak correlation between real accidents and IST results. The investigation approach and results are useful input for designing future active safety systems such as ABS and ESP that are sensitive to the road characteristics. U1 - 20th International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationLyon,France StartDate:20070618 EndDate:20070621 Sponsors:National Highway Traffic Safety Administration KW - Alignment KW - Annual average daily traffic KW - Crash injuries KW - Crash rates KW - Geometric design KW - Highway curves KW - Speed limits KW - Sweden UR - http://www-nrd.nhtsa.dot.gov/departments/esv/20th/ UR - https://trid.trb.org/view/1364814 ER - TY - CONF AN - 01574510 AU - Kent, Richard AU - Forman, Jason AU - Parent, Daniel P AU - Kuppa, Shashi AU - National Highway Traffic Safety Administration TI - Rear Seat Occupant Protection in Frontal Crashes and Its Feasibility PY - 2007 SP - 16p AB - As part of the National Highway Traffic Safety Administration's (NHTSA's) Rear Seat Occupant Protection Research Program, the Fatality Analysis Reporting System (FARS) and State Data System (SDS) for Florida, Pennsylvania and Maryland were utilized to estimate relative fatality rates and injury risk ratios between the front and rear seat passengers. In addition, a parametric study of rear-seat restraint parameters was performed to assess chest deflection and head excursion trends for different belt load limits, pretensioner location(s) and stroke, and impact speeds with the Hybrid III (HIII) 50th percentile male and 5th percentile female dummies. Simulation data were validated using 48 km/h frontal impact sled tests with a standard belt system in outboard rear seats of a mid-size passenger car buck. The real world data suggests that the fatality and serious injury risk in frontal crashes is higher for older occupants in rear seats than for those in front seats. In addition, the relative effectiveness (to mitigate serious injury and death) of rear seats with respect to front seats for restrained adult occupants in newer vehicle models is less than it is in older models, presumably due to the advances in restraint technology that have been incorporated into the front seat position. The simulations demonstrated that adult dummy injury measures in the rear seat can be reduced by incorporating restraint technology (load limiting and pretensioning) used in the front seat, even in the absence of an air bag and knee bolster for load sharing. A force-limiting belt with a pretensioner in the rear seat can maintain or reduce head excursion relative to a standard belt, while significantly reducing chest deformation and thoracic injury risk. In fact, 42 sets of restraint parameters were identified that reduced both head excursion and chest deflection of the 50th percentile male relative to the baseline belt. U1 - 20th International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationLyon,France StartDate:20070618 EndDate:20070621 Sponsors:National Highway Traffic Safety Administration KW - Air bags KW - Crash injuries KW - Dummies KW - Fatalities KW - Fatality Analysis Reporting System KW - Florida KW - Frontal crashes KW - Maryland KW - Occupant protection devices KW - Pennsylvania KW - Rear seat occupants UR - http://www-nrd.nhtsa.dot.gov/departments/esv/20th/ UR - https://trid.trb.org/view/1366454 ER - TY - CONF AN - 01574509 AU - Untaroiu, Costin AU - Shin, JaeHo AU - Ivarsson, Johan AU - Crandall, Jeff AU - Takahashi, Yukou AU - Akiyama, Akihiko AU - Kikuchi, Yuji AU - National Highway Traffic Safety Administration TI - Pedestrian Kinematics Investigation with Finite Element Dummy Models Based on Anthropometry Scaling Method PY - 2007 SP - 11p AB - Pedestrian-vehicle impact experiments using cadavers have shown that factors such as vehicle shape and pedestrian anthropometry can influence pedestrian kinematics and injury mechanisms. While a parametric study examining these factors could elucidate the complex relationships that govern pedestrian kinematics, it would be impractical with cadaver tests due to the relative expense involved in performing numerous experiments on subjects with varying anthropometry. On the other hand, finite element (FE) modeling represents a more feasible approach since numerous experiments can be conducted for a fraction of the expense. The current study examined the relationship between pedestrian anthropometry and front shape of a mid-size sedan using a PAM-CRASH model of the 50th percentile male (50th) Polar-II pedestrian dummy extensively validated against experimental data. In order to evaluate the influence of pedestrian anthropometry on response kinematics, scaled dummy models were developed based on the weight and height of the 5th percentile female (5th F) and 95th percentile male (95th M). Simulations of the 5th F, 50th F, 50th M, and 95th Polar-II FE models struck at 40 km/h by a midsize sedan were used to generate trajectories of the head, upper thorax, mid-thorax, and pelvis. In an effort to assess the validity of scaling techniques when interpreting trajectory data from vehicle-pedestrian crashes, the trajectories of the 5th F, 50th F and 95th M model were scaled to the 50th M and compared to those generated with the 50th model. The results demonstrated nonlinear behavior of dummy kinematics that could not be accounted for with traditional linear scaling techniques. U1 - 20th International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationLyon,France StartDate:20070618 EndDate:20070621 Sponsors:National Highway Traffic Safety Administration KW - Anthropometry KW - Dummies KW - Finite element method KW - Kinematics KW - Pedestrian-vehicle crashes KW - Simulation KW - Trajectory UR - http://www-nrd.nhtsa.dot.gov/departments/esv/20th/ UR - https://trid.trb.org/view/1366445 ER - TY - CONF AN - 01574507 AU - Siems, Sven Olav AU - Zander, Oliver AU - Leßmann, Peter AU - Gehring, Dirk-Uwe AU - Bortenschlager, Klaus AU - Barnsteiner, Karl AU - Ferdinand, Leonhard AU - Hartlieb, Markus AU - Kramberger, David AU - Zeugner, Manfred AU - National Highway Traffic Safety Administration TI - Evaluation of the Effects of Test Parameters on the Results of the Lower Legform Impactor PY - 2007 SP - 6p AB - The PDB, BASt and Opel conducted two test series to evaluate possible effects on the results obtained using the EEVC WG17 Lower Legform Impactor as a test tool for the assessment of pedestrian safety. The reproducibility and repeatability of the test results were assessed using six legform impactors while keeping the test parameters constant. In the second series one impactor was used and the test parameters were varied to assess the effects on the readings of the legform. The test parameters were velocity, temperature, relative humidity, the point of first contact regarding the deviation in z-direction and the deviations of the pitch, roll and yaw angle. The tests were performed using an inverse setup, i.e. the legform was hit by a guided linear impactor equipped with a honeycomb deformation element. This setup was chosen to be able to vary each single parameter while avoiding variations of the other test parameters at the same time. The test parameters were varied stronger than allowed in regulatory use in order to determine possible dependencies between the parameters and the readings which were acceleration, bending angle and shear displacement. U1 - 20th International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationLyon,France StartDate:20070618 EndDate:20070621 Sponsors:National Highway Traffic Safety Administration KW - Bumpers KW - Crash victim simulation KW - Humidity KW - Impact tests KW - Pedestrian safety KW - Pedestrian-vehicle crashes KW - Sled tests KW - Temperature UR - http://www-nrd.nhtsa.dot.gov/departments/esv/20th/ UR - https://trid.trb.org/view/1366423 ER - TY - CONF AN - 01574505 AU - Breuer, Joerg J AU - Faulhaber, Andreas AU - Frank, Peter AU - Gleissner, Stefan AU - National Highway Traffic Safety Administration TI - Real World Safety Benefits of Brake Assistance Systems PY - 2007 SP - 6p AB - The first brake assist system (BAS) was developed by Mercedes-Benz and introduced in 1996. It has been a standard feature on all Mercedes-Benz passenger cars since 1997. Recent statistical analyses of German accident data show significant safety benefits of this technology: Both the percentage of severe accidents involving pedestrians as well as the rate of rear end collisions are lower for vehicles equipped with BAS than vehicles without BAS. The conventional brake assist (BAS) is now completed by radar based adaptive brake assistance functions (BAS PLUS and PRE-SAFE® Brake) which have demonstrated their benefits both in internal and external tests. U1 - 20th International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationLyon,France StartDate:20070618 EndDate:20070621 Sponsors:National Highway Traffic Safety Administration KW - Automatic braking KW - Crash data KW - Crash injuries KW - Fatalities KW - Germany KW - Mercedes-Benz automobile KW - Pedestrian-vehicle crashes KW - Rear end crashes UR - http://www-nrd.nhtsa.dot.gov/departments/esv/20th/ UR - https://trid.trb.org/view/1364815 ER - TY - CONF AN - 01574502 AU - Renfroe, David A AU - Semones, Paul T AU - Roberts, Alex AU - National Highway Traffic Safety Administration TI - Quantitative Measure of Transient Oversteer of Road Vehicles PY - 2007 SP - 8p AB - When discussing oversteer of a vehicle, reference is made to results of the SAE J266 circle test or gradually increasing steer test. However, these tests demonstrate the vehicle’s characteristics at a quasistatic condition and do not consider the dynamic effects of the moment of inertia of the vehicle or of the wheelbase and tire characteristics during yaw accelerations occurring in transient maneuvers. Frequently, there are discussions of the transitional effects on oversteering of the vehicle and reference may be made to the radius of gyration squared versus the product of the front and rear distances from the axles to the CG. This particular relationship, however, assumes that the tire lateral capabilities on the front and the rear are the same. This paper will discuss the comparison of the “Ackermann yaw rate” versus the measured yaw rate in transient steer maneuvers such as the step steer. The Ackermann yaw rate will be the yaw rate developed if the vehicle were to track exactly along the direction that the wheels are pointing. If this theoretical yaw rate is compared to the measured yaw rate, a vehicle’s transitional handling characteristics can be quantified. An example where there has been considerable discussion is with the 15-passenger van. Loss of control of these vans, attributed to oversteer when attempting an accident avoidance maneuver, has been discussed extensively by government and private groups. That oversteer occurs even though these vans exhibit understeering characteristics when tested with the J266 protocol up to a transition to oversteer at the vehicle’s lateral adhesion limit. The technique described here allows the transitional oversteer characteristic of any vehicle to be quantified. This will help to explain and quantify the characteristic causing loss of control of these vans and other similar vehicles. U1 - 20th International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationLyon,France StartDate:20070618 EndDate:20070621 Sponsors:National Highway Traffic Safety Administration KW - Loss of control KW - Moments of inertia KW - Oversteer KW - Vans KW - Vehicle design KW - Vehicle dynamics KW - Yaw UR - http://www-nrd.nhtsa.dot.gov/departments/esv/20th/ UR - https://trid.trb.org/view/1365290 ER - TY - CONF AN - 01574492 AU - Fenaux, Eric AU - Buisson, Jeremy AU - National Highway Traffic Safety Administration TI - Enhancement of Car Safety Using Improved ESC and Tyre Development Method PY - 2007 SP - 6p AB - Electronic Stability Control (ESC) efficiency to reduce accident is now well proven. To obtain this accident reduction tests employed for the tuning of a car equipped with an ESC must be related to real world accident cases. With accident statistics obtained in France, two main categories of accidents are defined: loss of control in a curve and accidents in a straight line or at an intersection. For each of these categories, thanks to detailed analyses of real accidents, the authors can define tests scenarios that are related to real world. Several examples are given. To measure the performance of a car equipped with an ESC during these tests, stability criteria are defined. In addition criteria to assess the quality of ESC intervention are defined. These tests pointed some limitations of ESCs. Some improvements of ESCs algorithms were specified to overcome these problems. Examples are given. During this ESC tuning, it is decided if a rollover prevention module is necessary or not. This decision process, which includes both real tests and HIL (Hardware In the Loop) tests is described. One of the conditions that may lead to a rollover is a contact between the rim and the ground. This process also enables us to define test conditions to check there is no risk of rim contact on the ground. A test method of a tyre on a bench to check these conditions are satisfied is described. It is also shown that the risk to have a contact of the rim on the ground is not significantly modified during the brake activation by the ESC. U1 - 20th International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationLyon,France StartDate:20070618 EndDate:20070621 Sponsors:National Highway Traffic Safety Administration KW - Electronic stability control KW - France KW - Highway curves KW - Impact tests KW - Intersections KW - Loss of control KW - Tires KW - Vehicle safety UR - http://www-nrd.nhtsa.dot.gov/departments/esv/20th/ UR - https://trid.trb.org/view/1365287 ER - TY - CONF AN - 01574487 AU - Kleiven, Svein AU - National Highway Traffic Safety Administration TI - A Parametric Study of Energy Absorbing Materials for Head Injury Prevention PY - 2007 SP - 12p AB - This paper describes a parametric study of foam material properties for interior car surfaces using finite element calculations. Two different head models were used for the impact simulations, a Hybrid III dummy head and a biomechanical head model. The objective was to study the head injury criterion (dummy) (HIC(d)), the angular velocity, the resultant acceleration and, for the human head models, the strain in the brain tissue and the stress in the skull for a variation in foam material properties such as stiffness, plateau stress and energy absorption. The analysis gave at hand that the best choice of material properties with respect to impact using the Hybrid III head model reached different results compared to an impact with the biomechanical head model. For a purely perpendicular impact, the HIC(d) for the head model managed to predict the strain level in the brain quite well. Even though the HIC reached acceptable levels for both a perpendicular and oblique impact towards a 31 kg/m³ EPP padding, the maximum strain in the human head model for an oblique impact was almost twice suggested allowable levels. The difference in the strain in the brain between an oblique and perpendicular impact when impacted with same initial velocity towards the same padding was not predicted by the HIC(d). U1 - 20th International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationLyon,France StartDate:20070618 EndDate:20070621 Sponsors:National Highway Traffic Safety Administration KW - Crash injuries KW - Energy absorbing materials KW - Finite element method KW - Foamed materials KW - Head KW - Head Injury Criterion KW - Occupant protection devices KW - Vehicle design KW - Vehicle padding UR - http://www-nrd.nhtsa.dot.gov/departments/esv/20th/ UR - https://trid.trb.org/view/1366453 ER - TY - CONF AN - 01574486 AU - Yoganandan, Narayan AU - Gennarelli, Thomas A AU - Pintar, Frank A AU - National Highway Traffic Safety Administration TI - Characterizing Diffuse Brain Injuries from Real-World Motor Vehicle Impacts PY - 2007 SP - 7p AB - This study characterized brain injuries with a focus on diffuse axonal injuries using the Crash Injury Research Engineering Network (CIREN) database, developed by the National Highway Safety Administration (NHTSA). Tier one and tier two medical- and crash-related data from 1997 to 2006 were used in the retrospective analysis. Diffuse axonal injuries injuries were assessed using the 1990 version of the Abbreviated Injury Scale. In addition, other brain injuries and bony trauma to this body region were extracted. Potential head contact data were determined based on an evaluation of medical information such as x-rays and CT scans. Crash-related variables such as change in velocity, principal direction of force, and impact modality were obtained. Case-by-case analyses were grouped as a function of the number head injuries sustained by each occupant. Out of the 3,178 medical cases from 2,823 crashes, 67 occupants, 11 months to 85 years of age, sustained diffuse axonal injuries. Change in velocity ranged from 4 to 24 m/s. Twenty-eight passengers and 39 drivers and were involved in 49 lateral, 15 frontal, and three rear impacts. There were 32 female and 35 male occupants. In no case two occupants sustained diffuse axonal injuries in the same crash. Head contact was identified in a majority of occupants. Airbags were not attributed to be the cause of injury in more than 90% of the cases, implying its minimal role in severe head trauma. These preliminary findings appear to support the hypothesis that diffuse axonal injuries occur with impact loading to the head. In addition, this type of injury occurs more in side crashes than frontal impacts. Furthermore, these results suggest a decreasing trend for the incidence of diffuse axonal injuries in modern vehicular environments, possibly with newer technologies and increased restraint usage. U1 - 20th International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationLyon,France StartDate:20070618 EndDate:20070621 Sponsors:National Highway Traffic Safety Administration KW - Abbreviated Injury Scale KW - Crash data KW - Crash injuries KW - Crash Injury Research Engineering Network KW - Impact tests KW - Occupant protection devices KW - Restraint systems KW - Side crashes KW - Traumatic brain injuries KW - U.S. National Highway Traffic Safety Administration KW - Velocity UR - http://www-nrd.nhtsa.dot.gov/departments/esv/20th/ UR - https://trid.trb.org/view/1365939 ER - TY - CONF AN - 01574484 AU - Gabler, Hampton C AU - Hinch, John AU - National Highway Traffic Safety Administration TI - Characterization of Advanced Air Bag Field Performance Using Event Data Recorders PY - 2007 SP - 12p AB - This paper characterizes the field performance of occupant restraint systems designed with advanced air bag features including those specified in the US Federal Motor Vehicle Safety Standard (FMVSS) No. 208 for advanced air bags, through the use of Event Data Recorders (EDRs). Although advanced restraint systems have been extensively tested in the laboratory, we are only beginning to understand the performance of these systems in the field. Because EDRs record many of the inputs to the advanced air bag control module, these devices can provide unique insights into the characteristics of field performance of air bags. The study was based on advanced air bag cases extracted from National Automotive Sampling System/Crashworthiness Data System (NASS/CDS) 2000-2005 with associated EDR data. The paper presents the characteristics of advanced air bag deployment (number of stages and trigger time) as a function of crash severity and seating location, the characteristics of delayed deployments, and the frequency and characteristics of frontal crashes in which the air bag did not deploy. U1 - 20th International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationLyon,France StartDate:20070618 EndDate:20070621 Sponsors:National Highway Traffic Safety Administration KW - Air bags KW - Crash data KW - Crash severity KW - Event data recorders KW - Federal Motor Vehicle Safety Standards KW - Frontal crashes KW - National Automotive Sampling System - Crashworthiness Data System KW - Occupant protection devices KW - Restraint systems UR - http://www-nrd.nhtsa.dot.gov/departments/esv/20th/ UR - https://trid.trb.org/view/1364701 ER - TY - CONF AN - 01574481 AU - Ferguson, Eric AU - Brophy, John AU - Kindelberger, John AU - Radja, Greg AU - National Highway Traffic Safety Administration TI - Real-World Experience with Advanced Air Bags PY - 2007 SP - 12p AB - The National Center for Statistics and Analysis’s (NCSA) Special Crash Investigations (SCI) program provides the National Highway Traffic Safety Administration with an anecdotal data set that allows the agency to analyze in-depth clinical evaluations of real-world crashes that involve new and emerging technologies. One of SCI’s responsibilities is to investigate alleged fatalities that are related to the deployment of air bags in minor to moderate severity crashes. The first part of this paper will compare the number of occupants fatally injured by deploying air bags for either a given model year or a 12-month release period to the number of air-bag-equipped vehicles in the corresponding fleet. In this paper sled-certified air bags with advanced features are defined as air bag systems with one or more advanced occupant protection features such as: multi-stage air bag inflators, seat belt sensors, weight sensors, seat position sensors, or automatic suppression systems. The number of fatalities for occupants injured by sled-certified air bags with advanced features will be compared to those injured by air bags without advanced features. Based on the authors most recent observations the number of fatalities associated with sled-certified air bags with advanced features is lower than that for air bags without advanced features. An overview of the only published air-bag-related fatality attributed to a sled-certified air bag with advanced features will be provided. NCSA’s National Automotive Sampling System Crashworthiness Data System (NASS CDS) collects data on representative crashes through 27 field research teams who investigate about 4,500 crashes a year. The second part of this paper will analyze SCI and NASS CDS advanced-air-bag data through the end of 2005. A variety of advanced-air-bag-related topics for front-seat occupants will be discussed. Crash severity, occupant seat weight sensors and dual-stage air bag deployments will also be discussed. U1 - 20th International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationLyon,France StartDate:20070618 EndDate:20070621 Sponsors:National Highway Traffic Safety Administration KW - Air bags KW - Crash severity KW - Fatalities KW - Front seat occupants KW - In vehicle sensors KW - National Automotive Sampling System - Crashworthiness Data System KW - Occupant protection devices UR - http://www-nrd.nhtsa.dot.gov/departments/esv/20th/ UR - https://trid.trb.org/view/1365271 ER - TY - CONF AN - 01574480 AU - Mizuno, Koji AU - Ikari, Takahiro AU - Tomita, Kenich AU - Matsui, Yasuhiro AU - National Highway Traffic Safety Administration TI - Effectiveness of Seat Belt for Rear Seat Occupants in Frontal Crashes PY - 2007 SP - 8p AB - Recently, the general public in Japan is attaching increasing importance to the wearing of seatbelts by rear seat occupants. Some projects have been launched to have more rear seat occupants wear seatbelts in Japan. The National Agency for Automobile Safety and Victim's Aid (NASVA), for example, conducted a research project to evaluate the effectiveness of wearing a seatbelt based on crash tests. Full-width rigid barrier tests were conducted using Hybrid III AF05 and 3YO dummies in belted or unbelted conditions in the rear seat. This paper summarizes the analyses of crash tests in this project. For the belted AF05 and 3YO in the rear seat, the injury criteria were relatively low since contact with the car interior was prevented by a seatbelt, though the chest deflection of AF05 was large by the shoulder belt. However, when the AF05 was not belted, the knees and the head made contact with the seatback of the front seat and the head of the front seat dummy, respectively. The injury criteria were extremely high and exceeded the injury assessment reference values (IARVs). Due to this impact by the AF05, the injury criteria of the driver dummy became high. The unbelted Hybrid III 3YO was thrown around inside the passenger compartment, making contact at several locations. It was demonstrated that a seatbelt is useful for preventing hard contact with the vehicle interior. However, some challenges remain, one of which is that the loading by the conventional seatbelt is too large for the Hybrid III AF05 chest. U1 - 20th International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationLyon,France StartDate:20070618 EndDate:20070621 Sponsors:National Highway Traffic Safety Administration KW - Crash injuries KW - Dummies KW - Frontal crashes KW - Impact tests KW - Rear seat occupants KW - Seat belts KW - Shoulder harnesses UR - http://www-nrd.nhtsa.dot.gov/departments/esv/20th/ UR - https://trid.trb.org/view/1364684 ER - TY - CONF AN - 01574477 AU - Lim, Jang-Mook AU - Park, Hyung-Wook AU - Hong, Seok-Ho AU - Kim, Bum-jin AU - Park, Kwan-Hum AU - National Highway Traffic Safety Administration TI - The Application of CAE in the Development of Airbag Restraint System Performance for a Certain Vehicle PY - 2007 SP - 11p AB - If vehicle manufacturers have an airbag sensing algorithm, they could use this algorithm to find optimal airbag sensor locations for the better airbag sensing performance, to get an optimal firing logic for their certain vehicle, and to get the overall good performance by considering both the vehicle structure and the airbag sensing algorithm. One study in this paper shows how to find the optimal locations of front impact sensors (FIS) using in-house airbag sensing algorithm, crash test data and CAE simulation models. For this purpose, three steps are fulfilled as follows. In the first step, the acceleration sensor signals of the crash tests are collected at several positions of the vehicle. In the second step, the full car crash simulations are made and correlated to the crash test data. Using these well defined crash vehicle models and crash test data, the acceleration signals of the FIS candidate locations, such as radiator, front side members, and bumper back beam, are obtained. In the final step, using these acceleration signals and airbag algorithm, the airbag sensing performance are evaluated, and the final candidate positions are selected. The robust FIS positions are selected effectively for various crash conditions and velocities via this approach. The other study shows how to determine an airbag deployment logic using CAE. From simulation models which have several crash speeds, several crash modes, and several restraint conditions, the airbag deployment logic can be determined to minimize the occupant injury level. In addition, the roles and limitations of CAE simulations are demonstrated in the airbag algorithm calibration process and the airbag restraint system development. U1 - 20th International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationLyon,France StartDate:20070618 EndDate:20070621 Sponsors:National Highway Traffic Safety Administration KW - Air bags KW - Algorithms KW - Crash data KW - Frontal crashes KW - Impact tests KW - In vehicle sensors KW - Occupant protection devices KW - Simulation UR - http://www-nrd.nhtsa.dot.gov/departments/esv/20th/ UR - https://trid.trb.org/view/1364688 ER - TY - CONF AN - 01574476 AU - Peroni, Lorenzo AU - Avalle, Massimiliano AU - Belingardi, Giovanni AU - National Highway Traffic Safety Administration TI - Experimental Investigation of the Energy Absorption Capability of Continuous Joined Crash Boxes PY - 2007 SP - 13p AB - In the design of vehicle structures for crashworthiness, there is a need for rigid subsystems that guarantee an undeformable survival cell for the passengers and deformable subsystems able to efficiently dissipate the kinetic energy. The front rail is the main deformable component dissipating energy in a frontal crash, which is the most dangerous crash situation, and for which the structural behaviour is mostly affecting. The design of the front rail, usually consisting of a thin walled prismatic column, requires definition of the geometry, that is, of the shape and dimension of the cross section, of the thickness of the material, and of the material itself. In this work the analysis of the effect of different cross sections of the front rail, and of the joining system is carried out. Furthermore, the collapse during crash is influenced by the loading rate since the loading speed has substantial influence on the mode of collapse and on the material behaviour. In fact, the structural materials used in this application are known to be strain-rate sensitive. Within the work, different types of sections are compared. Different non-common continuous joining technologies are examined: three different types of adhesive an acrylic, one component epoxy and two components epoxy and laser welding. Adhesives and laser welding can be used as an alternative to the widely used spot-welding to improve the structure performance due to the continuous joint. The effects of the loading speed are taken into account by comparing quasi-static crush tests to dynamic impact tests. Dynamic tests have been performed under a drop tower testing apparatus built within the campus of the II Faculty of Engineering of Politecnico di Torino. U1 - 20th International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationLyon,France StartDate:20070618 EndDate:20070621 Sponsors:National Highway Traffic Safety Administration KW - Collapse KW - Crashworthiness KW - Energy absorption KW - Frontal crashes KW - Impact tests KW - Kinetic energy KW - Vehicle design UR - http://www-nrd.nhtsa.dot.gov/departments/esv/20th/ UR - https://trid.trb.org/view/1364721 ER - TY - CONF AN - 01574475 AU - O’Brien-Mitchell, Bridget M AU - Cassatta, Stephen J AU - Giasson, Melanie A AU - Lange, Robert C AU - Melocchi, Anthony G AU - National Highway Traffic Safety Administration TI - Data Analysis Methodology and Observations from Rollover Sensor Development Tests PY - 2007 SP - 12p AB - Although rollover crashes represent a small fraction (approximately 3%) of all motor vehicle crashes, they account for roughly 22% of crash fatalities to occupants of cars, light trucks, and vans (NHTSA Traffic Safety Facts, 2005 (1)). Of the fatally injured occupants in rollover crashes, 57% were ejected (2). With the development of advanced airbag and sensing technologies, General Motors (GM) has introduced systems intended to help mitigate the risk of head and torso ejection during a rollover crash. The implementation of these systems was preceded by the development of a suite of rollover sensor laboratory tests designed to simulate several types of rollover initiations. Many of these tests were conducted with instrumented Hybrid III 50th percentile Anthropomorphic Test Devices (ATDs) seated in the front outboard seating positions. For tests in which an Injury Assessment Reference Value (IARV) (3) was exceeded, a methodology was developed to provide a detailed summary of the vehicle kinematics, timing of ATD contacts, ATD peak responses, and film observations. Using this procedure, GM was able to identify common trends of peak ATD responses relative to restraint use and rollover initiation type. IARVs were shown to be exceeded in all test types, with both belted and unbelted ATDs. Although exact ATD motion was unpredictable, test type did have some effect on the location of ATD contact. In addition, the location of contact by leading side ATDs was influenced more by test type than by restraint usage. IARVs were shown to be exceeded with the vehicle at a wide range of orientations. Any impact during which the motion of the ATD head was arrested prior to stopping the ATD body showed the potential for exceeding a neck compression IARV. This was true regardless of vehicle orientation, location of the head contact, or dynamic deformation of the vehicle's structure. U1 - 20th International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationLyon,France StartDate:20070618 EndDate:20070621 Sponsors:National Highway Traffic Safety Administration KW - Anthropomorphic test devices KW - Crash injuries KW - Dummies KW - Fatalities KW - General Motors automobiles KW - In vehicle sensors KW - Occupant protection devices KW - Rollover crashes KW - Simulation UR - http://www-nrd.nhtsa.dot.gov/departments/esv/20th/ UR - https://trid.trb.org/view/1364689 ER - TY - CONF AN - 01574473 AU - Edwards, Mervyn AU - Cuerden, Richard AU - Davies, Huw AU - National Highway Traffic Safety Administration TI - Current Status of the Full Width Deformable Barrier Test PY - 2007 SP - 12p AB - To improve compatibility in car frontal collisions it is generally agreed that better structural interaction, matching frontal forces (stiffnesses) and a strong occupant compartment, in particular for small cars, are required. The Full Width Deformable Barrier (FWDB) test is part of a portfolio of tests being considered to assess a vehicle’s frontal impact performance, including its compatibility. For compatibility, it aims to assess a vehicle’s structural interaction potential using measurements from a high resolution Load Cell Wall behind the deformable element. For self protection, it aims to provide a high compartment deceleration pulse, similar to the current United States (US) New Car Assessment Program (NCAP) test, to assess a vehicle’s restraint system. This paper describes the benefit predicted for the implementation of improved compatibility in Great Britain (GB) and the current status of the FWDB test. For the FWDB test, it clarifies remaining issues including test repeatability and describes the new ‘Structural Interaction’ (SI) criterion. The SI criterion is designed to ensure that vehicles have an adequate structure in a common interaction area to interact with their collision partners and to encourage stable multi-load path structures. It consists of vertical and horizontal components that are divided into parts that could be adopted in a stepwise manner, to allow the gradual development of more compatible vehicles, appropriate for application in a regulatory framework. U1 - 20th International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationLyon,France StartDate:20070618 EndDate:20070621 Sponsors:National Highway Traffic Safety Administration KW - Deformable barriers KW - Frontal crashes KW - Impact tests KW - New Car Assessment Program (Ncap) KW - Occupant protection devices KW - Passenger compartments KW - Restraint systems KW - Vehicle safety UR - http://www-nrd.nhtsa.dot.gov/departments/esv/20th/ UR - https://trid.trb.org/view/1366352 ER - TY - CONF AN - 01574472 AU - National Highway Traffic Safety Administration TI - 20th International Technical Conference on the Enhanced Safety of Vehicles (ESV) PY - 2007 SP - v.p. AB - The proceedings include over 250 papers divided into thirteen technical sessions: (1) Structural Integrity and Restraint Performance; (2) Developments in Side and Frontal Impact Protection; (3) Active/Passive Safety: Applying Integrated Solutions along the Crash Timeline; (4) Vehicle Handling, Stability and Control Systems, and Rollover Prevention; (5) Biomechanics: Tools Development; (6) Advanced Technology Human Performance; (7) Compatibility in Frontal/Side Collisions; (8) Rear Impact Injury Prevention; (9) Improved Safety for Pedestrians and Other Vulnerable Road Users; (10) Biomechanics: Injury Criteria and Test Procedures; (11) Motorcycle Safety; (12) Advances in Child Occupant Protection/Restraint Systems; and (13) Advances in Truck and Bus Safety. U1 - 20th International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationLyon,France StartDate:20070618 EndDate:20070621 Sponsors:National Highway Traffic Safety Administration KW - Active safety systems KW - Air bags KW - Conferences KW - Crash avoidance systems KW - Crash data KW - Crash injuries KW - Driver support systems KW - Frontal crashes KW - Rollover crashes KW - Side crashes KW - Vehicle safety UR - http://www-nrd.nhtsa.dot.gov/departments/esv/20th/ UR - https://trid.trb.org/view/1364581 ER - TY - CONF AN - 01574471 AU - Chang, James AU - Cohen, Daniel AU - Blincoe, Lawrence AU - Subramanian, Rajesh AU - Lombardo, Louis AU - National Highway Traffic Safety Administration TI - CICAS-V Research on Comprehensive Costs of Intersection Crashes PY - 2007 SP - 14p AB - This paper addresses the question: What are the economic and non-economic consequences associated with crashes at intersections in the United States? The paper estimates the magnitude of the safety problem that may be mitigated by reducing violations of traffic signals and stop signs using communication technologies to convey information between the infrastructure and vehicles. The work reported in this paper is part of the U.S. Department of Transportation’s (USDOT) Cooperative Intersection Collision Avoidance Systems (CICAS) program. A methodology for estimating target populations associated with intersection-area crashes is presented and illustrated through its application to CICAS program areas. Using a combination of National Highway Traffic Safety Administration (NHTSA) crash databases, estimated counts were created and valued using established unit comprehensive cost values. The total annual comprehensive cost for police-reported crashes was estimated to be $300 Billion in year 2000 dollars, while comprehensive costs for the crashes in intersection areas was estimated to be $97 Billion annually. Comprehensive costs are broken down further to provide estimates for each of the CICAS programs. A full report containing additional details is forthcoming. U1 - 20th International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationLyon,France StartDate:20070618 EndDate:20070621 Sponsors:National Highway Traffic Safety Administration KW - Cooperative Intersection Collision Avoidance Systems KW - Costs KW - Crash avoidance systems KW - Crash data KW - Economic impacts KW - Externalities KW - Intersections KW - Traffic crashes KW - United States UR - http://www-nrd.nhtsa.dot.gov/departments/esv/20th/ UR - https://trid.trb.org/view/1365952 ER - TY - CONF AN - 01574470 AU - Avalle, Massimiliano AU - Belingardi, Giovanni AU - Ibba, Andrea AU - Kayvantash, Kambiz AU - Delcroix, Franck AU - National Highway Traffic Safety Administration TI - Stochastic Crash Analysis of Vehicle Models For Sensitivity Analysis and Optimization PY - 2007 SP - 11p AB - Within the 6th Framework Programme EU project APROSYS, the Sub-project 7 is fully devoted to virtual testing. The aim is to improve the quality of the crash simulation in order to be able to come to rating and qualification by virtual analysis. One of the main issues lies in the evaluation of scatter sources and the consequences of scatter on the results of the analysis. Therefore, great effort was devoted in the project to identify and quantify sources of dispersions, and to assess their relevance. To evaluate the influence of scatter on crash responses a series of stochastic models has been developed. Within the APROSYS project a series of generic car models was developed to perform this task. Generic car models are virtual vehicles, derived from the geometry, layout, and characteristics of the best-in-class models currently available on the market according to European New Car Assessment Program (EuroNCAP) ratings, generated to have commonly shared models to work out towards improvement in crash simulations. In this work a stochastic analysis developed by using one of these generic car model, called GCM4, a multi-purpose vehicle, will be reported. The stochastic model was generated by considering the stochastic variation of some parameters. In particular, the steel sheet properties were used as stochastic variables (input). Moreover, to evaluate the structure influence on the passenger behavior, a simpler stochastic passenger compartment model was developed. The simulation runs were managed by a specific tool, called ADVISER, developed within the APROSYS project and its antecedent ADVANCE. The results were analyzed by means of the postprocessor included in the same ADVISER tool. The results give further insight in the problem of the improvement of simulations for passive safety applications. U1 - 20th International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationLyon,France StartDate:20070618 EndDate:20070621 Sponsors:National Highway Traffic Safety Administration KW - Crash analysis KW - European New Car Assessment Program KW - Optimization KW - Passive restraint systems KW - Scatter KW - Sensitivity analysis KW - Simulation KW - Stochastic processes KW - Virtual reality UR - http://www-nrd.nhtsa.dot.gov/departments/esv/20th/ UR - https://trid.trb.org/view/1364700 ER - TY - CONF AN - 01574468 AU - Voo, Liming AU - McGee, Bethany AU - Merkle, Andrew AU - Kleinberger, Michael AU - Kuppa, Shashi AU - National Highway Traffic Safety Administration TI - Performance of Seats with Active Head Restraints in Rear Impacts PY - 2007 SP - 8p AB - Seats with active head restraints may perform better dynamically than their static geometric characteristics would indicate. Farmer et al. found that active head restraints which moved higher and closer to the occupant’s head during rear-end collisions reduced injury claim rates by 14-26 percent. The National Highway Traffic Safety Administration (NHTSA) recently upgraded their Federal Motor Vehicle Safety Standards (FMVSS) No. 202 standard on head restraints in December 2004 to help reduce whiplash injury risk in rear impact collisions. This upgraded standard provides an optional dynamic test to encourage continued development of innovative technologies to mitigate whiplash injuries, including those that incorporate dynamic occupant-seat interactions. This study evaluates four original equipment manufacturer (OEM) seats with active head restraints in the FMVSS 202a dynamic test environment. The rear impact tests were conducted using a deceleration sled system with an instrumented 50th percentile Hybrid III male dummy. Seat performance was evaluated based on the FMVSS 202a neck injury criterion in addition to other biomechanical measures, and compared to the respective ratings by the Insurance Institute for Highway Safety (IIHS). Three of the four OEM seats tested were easily within the allowable FMVSS 202a optional dynamic test limits. The seat that was outside one of the allowable limits also received only an “acceptable” rating by IIHS while the other three seats were rated as “good.” Results also suggest that the stiffness properties of the seat back and recliner influence the dynamic performance of the head restraint. U1 - 20th International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationLyon,France StartDate:20070618 EndDate:20070621 Sponsors:National Highway Traffic Safety Administration KW - Active safety systems KW - Crash injuries KW - Deployable head restraints KW - Federal Motor Vehicle Safety Standards KW - Insurance Institute for Highway Safety KW - Occupant protection devices KW - Original equipment manufacturer (OEM) KW - Rear end crashes KW - U.S. National Highway Traffic Safety Administration KW - Whiplash UR - http://www-nrd.nhtsa.dot.gov/departments/esv/20th/ UR - https://trid.trb.org/view/1366368 ER - TY - CONF AN - 01574466 AU - Eriksson, Linda AU - Zellmer, Harald AU - National Highway Traffic Safety Administration TI - Assessing the BioRID II Repeatability and Reproducibility by Applying the Objective Rating Method (ORM) on Rear-End Sled Tests PY - 2007 SP - 13p AB - The BioRID II seems to be the most biofidelic dummy for low-speed rear-end crash tests and is therefore included in several proposed test methods. However, to be broadly accepted, the repeatability and reproducibility of the BioRID II must be verified. This study aims to assess the BioRID II repeatability and reproducibility by applying the Objective Rating Method (ORM) to rear-end sled tests. The ORM compares crash tests in terms of correlations between criteria, peak values, peak value occurrence times, and curve shapes. Correlations are calculated for all dummy readings and criteria, and for the complete dummy. Thirty tests were included in this study. These were divided into twelve sets with two to four tests each. The tests within each set mirrored each other, and were used to assess the BioRID II repeatability and reproducibility. The tests were conducted at two crash-test sites. Four BioRID II dummies, five different seats, and three crash pulses were used. Both criteria and dummy readings were compared. The BioRID II repeatability, in terms of ORM-values, ranged from 83 to 90% with a median value of 88%. Based on component tests with the Hybrid III, TNO/TASS has stated that high correlation is 65% or above. Hence, the BioRID II repeatability is very high. The BioRID II reproducibility ranged from 74 to 78% with a median value of 77%. Five of the nine comparisons included in the reproducibility study were conducted not only with different dummies, but also on different sites. It can be concluded that the BioRID II shows high repeatability and reproducibility for all of the compared crash conditions. Furthermore, the BioRID II shows excellent repeatability for nearly all of the NIC, Nkm, T1x, HC, Fₓ, and My criteria comparisons. The ORM-values for these criteria were predominantly above 90%. U1 - 20th International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationLyon,France StartDate:20070618 EndDate:20070621 Sponsors:National Highway Traffic Safety Administration KW - Biofidelic Rear Impact Dummy II (BioRID II) KW - Crash data KW - Dummies KW - Impact tests KW - Rear end crashes KW - Repeatability KW - Reproducibility KW - Sled tests UR - http://www-nrd.nhtsa.dot.gov/departments/esv/20th/ UR - https://trid.trb.org/view/1366374 ER - TY - CONF AN - 01574465 AU - Been, Bernard AU - Meijer, Riske AU - Bermond, Francois AU - Bortenschlager, Klaus AU - Hynd, David AU - Martinez, Luis AU - Ferichola, Gustavo AU - National Highway Traffic Safety Administration TI - WorldSID Small Female Side Impact Dummy Specifications and Prototype Evaluation PY - 2007 SP - 15p AB - The WorldSID program was set up to develop a new, worldwide acceptable, advanced technology, side impact crash test dummy for improved assessment of injury risk to car occupants in lateral collisions. Following the release of the mid-sized male WorldSID, the development of the small female WorldSID dummy was initiated by the EC 6th Framework collaborative research project ‘APROSYS’ in 2004. The main specifications and requirements of the new dummy have been defined in terms of anthropometry, biomechanical response and instrumentation capabilities in general and per body segment. An overview of the specification is given in this paper. Two prototype dummies have been evaluated against a first set of test conditions. Test results are presented here, including pendulum impactor, linearly guided impactor, drop and sled tests. For a prioritised matrix of biomechanical test conditions, the dummy responses were compared against the biomechanical human response requirements. Furthermore, the dummy’s repeatability in well-controlled test conditions and its sensitivity to temperature were studied and its compliance to anthropometric requirements is reported. Following the assessment of the dummy’s current biofidelity and maturity, recommendations for further dummy improvements are given in the conclusions. U1 - 20th International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationLyon,France StartDate:20070618 EndDate:20070621 Sponsors:National Highway Traffic Safety Administration KW - Anthropometry KW - Crash injuries KW - Dummies KW - Females KW - Side crashes KW - Sled tests UR - http://www-nrd.nhtsa.dot.gov/departments/esv/20th/ UR - https://trid.trb.org/view/1365936 ER - TY - CONF AN - 01574457 AU - Youn, Younghan AU - Kim, Gyu-hyun AU - Kim, Sang-do AU - Chung, Won-man AU - National Highway Traffic Safety Administration TI - Reviews of Side KNCAP on the Vehicle Structures and Occupant Protections PY - 2007 SP - 7p AB - The Ministry of Construction and Transportation of Korea (MOCT) has been conducted the side impact crash tests for the new passenger vehicles as a Korean New Car Assessments Programs (KNCAP) and provided crashworthiness and safety information to the public since 2003. Eleven compact passenger cars, four medium passenger cars and three sport utility vehicles (SUVs) and two Van type vehicles were evaluated according to the Korean side impact test protocols. Based on the test results, the most dominant factor for good star rating was the rib deflections of EuroSID-I. The next main factors were abdominal forces and pubic symphysis forces. The least influencing factors were viscous criteria and head injury criteria. Since KNCAP side impact program has been introduced, year after year, the newer vehicles gained the better grades. Especially, all SUVs and Vans with R-point over 700 mm get five stars due to higher side sill heights. The main purpose of this study is to evaluate the trends of strength of vehicle structure changes, interior package design parameters, protection zone of side impact airbag or type of airbags to add additional counter measurements of side impact performances, such as a pole type impact test. U1 - 20th International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationLyon,France StartDate:20070618 EndDate:20070621 Sponsors:National Highway Traffic Safety Administration KW - Air bags KW - Head KW - Korea KW - Korean New Car Assessment Program (KNCAP) KW - Occupant protection devices KW - Side crashes KW - Vehicle design KW - Vehicle interiors KW - Vehicle safety UR - http://www-nrd.nhtsa.dot.gov/departments/esv/20th/ UR - https://trid.trb.org/view/1364809 ER - TY - CONF AN - 01574450 AU - Zhao, Jay Zhijian AU - Narwani, Gopal AU - National Highway Traffic Safety Administration TI - Biomechanical Analysis of Hard Tissue Responses and Injuries with Finite Element Full Human Body Model PY - 2007 SP - 15p AB - This paper summarizes the development activities on the finite element full human body model, improving upon last 19th Enhanced Safety of Vehicles (ESV) publication (ESV 05-0399). The updated Takata Human Model for an average adult male has anatomical details of skeleton and major soft tissues in all the body parts—head, neck, shoulder, thorax, abdomen, pelvis, lower and upper extremities. The arteries and veins as well as sciatic nerves in pelvis, thigh and tibia regions were also modeled. The model’s responses of all the body parts were validated against published or in-house PMHS test data of twenty tissue material tests and forty-seven pendulum, drop or sled tests under frontal, side and oblique and rear impacts. A method similar to those defined in the ISO-TR9790 lateral biofidelity rating procedures was applied for evaluation of the model biofidelity. The overall biofidelity rating of the model is good (8.1). Biomechanical analysis using this model has been made on fractures of femur, tibia, clavicle and lumbar vertebra under different test conditions. The bone fractures were assessed by both, the localized stress-strain characteristics as well as the global force-deflection responses. This analysis indicates that the maximum Von-Mises stress (MVMS) should be a good injury indicator for the bones with high cortical indices, independent of load directions. For the vertebral bodies with very low cortical index (1-3%), the ultimate strain of the trabecular bone may be considered as indicator for the bone fractures. U1 - 20th International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationLyon,France StartDate:20070618 EndDate:20070621 Sponsors:National Highway Traffic Safety Administration KW - Anthropomorphic test device KW - Crash injuries KW - Deformation curve KW - Dummies KW - Finite element method KW - Fractures (Anatomy) KW - Males KW - Occupant protection devices KW - Restraint systems KW - Sled tests UR - http://www-nrd.nhtsa.dot.gov/departments/esv/20th/ UR - https://trid.trb.org/view/1365940 ER - TY - CONF AN - 01574449 AU - Ridella, Stephen A AU - Kuppa, Shashi M AU - Martin, Peter G AU - McCullough, Catherine A AU - Rudd, Rodney W AU - Scarboro, Mark AU - Takhounts, Erik G AU - National Highway Traffic Safety Administration TI - NHTSA’s Vision for Human Injury Research PY - 2007 SP - 11p AB - The Human Injury Research Division at National Highway Traffic Safety Administration (NHTSA) has a mission to conduct research to advance the scientific knowledge in impact biomechanics that enhances motor vehicle occupant safety and supports NHTSA's mission to save lives, prevent injuries, and reduce economic costs due to road traffic crashes. For over 25 years, NHTSA's research has helped to improve understanding of the mechanisms of human injury and the tolerance of the various regions of the human body to the mechanical forces resulting from a car crash. The crash dummies, injury criteria, and modeling tools developed under this research have enabled the agency to develop regulations and consumer information to make vehicles safer. This paper will describe how analysis of crash field data and in-depth case analysis has helped to identify vulnerable populations of occupants as well as areas of the human body that require further research. Injury tolerance of the elderly, pediatric biomechanics, head and brain injury, and thoracic and abdominal injuries are examples of the projects that will be described. The use of advanced computer modeling techniques for assessing human injury and enhancements to current and future crash dummies will be discussed. Finally, a framework for carrying out this research plan will be shared with the intent to stimulate future ideas and collaborations. U1 - 20th International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationLyon,France StartDate:20070618 EndDate:20070621 Sponsors:National Highway Traffic Safety Administration KW - Aged KW - Crash injuries KW - Crash injury research KW - Impact tests KW - Occupant protection devices KW - Traffic crashes KW - U.S. National Highway Traffic Safety Administration KW - Vehicle safety UR - http://www-nrd.nhtsa.dot.gov/departments/esv/20th/ UR - https://trid.trb.org/view/1366984 ER - TY - CONF AN - 01574442 AU - Faure, Jacques AU - Couturier, Stéphane AU - Page, Yves AU - Labrousse, Maxime AU - National Highway Traffic Safety Administration TI - The Benefits of Double Pretension in Decreasing Knees & Lower Legs Injuries in Frontal Impacts PY - 2007 SP - 7p AB - European official data from the European Road Safety Observatory (ERSO, www.erso.com) shows that Road traffic accidents in 2004 in the Member States of the European Union lead to about 47.000 fatalities and more than 1.8 million people injured. Coming back to the data in France provided by ONISR (Observatoire National Interministériel de la Sécurité Routière) in 2004, 5232 fatalities and 17435 seriously injured people have been observed. 3186 persons died in passenger cars. Frontal impacts represent 47% of killed and 69% of seriously injured people in passenger cars. The distribution is 1290 fatalities in front seats and 143 fatalities in rear seats. Recent progress in passive safety, coming from both regulation enforcement and consumers ratings allowed to solve most of the lethal issues in frontal impact which were: (1) Intrusion (steering wheel, firewall, footwell,…), which decreased with well-designed absorbing structure; (2) Head contact with steering wheel, avoided with frontal airbags; and (3) Chest injuries, reduced with seat belt load limiters. The aim of this paper is to review the evolution of lower legs injuries throughout the last vehicles generations to find out the benefits of advanced restraints systems such like double pretension. The first part of this paper is dedicated to an explanation of the Renault double pretension system, adopted on most of the line-up. Test data using Renault’s current procedure will show the effectiveness of that technical solution compared to a single pretension restraint system. The effectiveness will be shown not only for current 50th percentile occupant usually used in regulation and ratings, but also 5th and 95th percentile occupants. The second part is a review of real accident data provided by the LAB. Injury data have been collected on vehicles fitted with a double pretension and compared with those of the rest of the fleet, in order to estimate the effectiveness of double pretension. U1 - 20th International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationLyon,France StartDate:20070618 EndDate:20070621 Sponsors:National Highway Traffic Safety Administration KW - Crash injuries KW - European Union KW - Fatalities KW - Front seat occupants KW - Frontal crashes KW - Lower extremities KW - Occupant protection devices KW - Passive restraint systems UR - http://www-nrd.nhtsa.dot.gov/departments/esv/20th/ UR - https://trid.trb.org/view/1364731 ER - TY - CONF AN - 01574437 AU - Hoffmann, Jörg AU - Bito, Kazuaki AU - Sakamoto, Masanari AU - National Highway Traffic Safety Administration TI - Investigation Into a Restraint System Device Addressing Different Occupant Seating Positions and Real World Accident Scenarios PY - 2007 SP - 8p AB - The development of occupant restraint systems continues to evolve in response to new government regulations and consumer demand. Traditional seatbelt and airbag designs are giving way to more complex and intelligent systems that respond to crash and occupant conditions. In regulated vehicle compliance safety tests, restraint performance is usually judged against injury criteria that differ with respect to occupant size. On the basis of National Automotive Sampling System/Crashworthiness Data System (NASS/CDS) accident data investigations, it can be observed that vehicle occupants on the passenger side sit predominantly on neutral to most-rear seat position. This paper discusses the approach of a multi-surface passenger airbag devised to enhance the protection of passenger occupants under different frontal collision scenarios in a range of varying occupant seating positions and occupant sizes. A wide range of experiments was carried out that adjusted parameters of the restraint system including seatbelt load limits, inflator outputs and various airbag shapes. This paper documents a new approach to a restraint system component as it looks behind specific test requirements to real world accident scenario comparisons. U1 - 20th International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationLyon,France StartDate:20070618 EndDate:20070621 Sponsors:National Highway Traffic Safety Administration KW - Air bags KW - Crash data KW - Frontal crashes KW - Injury characteristics KW - National Automotive Sampling System - Crashworthiness Data System KW - Occupant protection devices KW - Positioning KW - Restraint systems KW - Seat belts UR - http://www-nrd.nhtsa.dot.gov/departments/esv/20th/ UR - https://trid.trb.org/view/1364790 ER - TY - CONF AN - 01574436 AU - Kleinberger, Michael AU - Voo, Liming AU - Merkle, Andrew AU - Szczepanowski, Rafal AU - McGee, Bethany AU - National Highway Traffic Safety Administration TI - A Comparative Study of Dummy Sensitivity to Seat Design Parameters PY - 2007 SP - 11p AB - Whiplash injuries and their associated cervical symptoms are a critical problem resulting from rear impact motor vehicle collisions. Although the exact injury mechanisms remain elusive, recent biomechanical research has suggested that relative motion between the head and torso, or more precisely between adjacent vertebrae of the neck, may be the primary cause for such injuries. Currently available test dummies have limited biofidelity and functionality in the assessment of head restraint performance. The challenge to the automotive safety community is to select a dummy that can discriminate between seat designs with varying levels of performance in terms of their whiplash injury mitigation. The objective of this study was to evaluate the responses of various 50th-percentile male dummies, namely the BioRID II, Hybrid III, RID III, and THOR, under rear impact conditions to determine their sensitivities to seat design parameters believed to be critical to the mitigation of whiplash injuries. Seat and head restraint design features studied included seatback recliner stiffness, head restraint height, and head restraint backset. A variety of biomechanical measurements related to whiplash injury risk were used in the comparison of dummy responses, including relative head-to-torso extension rotations, extension moments measured in the lower neck, and tension and shear forces measured in the upper neck. Results indicated significant differences between the dummy responses and their sensitivities to critical seat design features. Sensitivity was also found to vary greatly depending on the specific dummy and injury measure selected. U1 - 20th International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationLyon,France StartDate:20070618 EndDate:20070621 Sponsors:National Highway Traffic Safety Administration KW - Crash injuries KW - Dummies KW - Impact tests KW - Parts of seats KW - Rear end crashes KW - Restraint systems KW - Risk analysis KW - Vehicle safety KW - Whiplash UR - http://www-nrd.nhtsa.dot.gov/departments/esv/20th/ UR - https://trid.trb.org/view/1366386 ER - TY - CONF AN - 01574434 AU - Fredriksson, Rikard AU - Flink, Erik AU - Boström, Ola AU - Backman, Kenneth AU - National Highway Traffic Safety Administration TI - Injury Mitigation in SUV to Pedestrian Impacts PY - 2007 SP - 12p AB - In passenger car-to-pedestrian impacts head and leg injuries account for the largest number of severe injuries (AIS 3+). US data from 2005 confirmed this but when studying LTV (Light Truck Vehicle) type of vehicles; thorax injuries replaced leg injuries at 2nd place for AIS 3+ injuries. For passenger cars the hood edge contributed to very few injuries, while in the LTV vehicles it was the main contributor for both lower extremity as well as thorax injuries. It is likely that the lower extremity injuries mainly consist of pelvic injuries, and that the hood edge (also called bonnet leading edge or BLE) of large Sport Utility Vehicles (SUV) produce more thorax injuries while lower SUV hood edges produce more pelvic injuries. The recent development of pre-crash sensors has opened up new possibilities for pedestrian protection. Reversible solutions can be used as well as airbags in the very front of the car, where time is too short when using a bumper contact sensor. In this study a bonnet leading edge airbag was developed to mitigate pelvis and thorax injuries for an SUV. The airbag was designed using mathematical simulations with the goal to decrease the upper legform requirements below the threshold levels of European New Car Assessment Program (EuroNCAP). A physical prototype was produced which was tested and further developed using side impact dummies at a test speed of 40 km/h where pelvic and thoracic loadings were in focus. To do this a dummy test method was developed based on field data. The field data showed that the injury pattern of car occupants in near-side crashes is similar to that of pedestrians impacted by SUVs. In simulations the BLE airbag proved able to pass the tough EuroNCAP requirements with the upper legform impactor. In full-scale tests the airbag decreased the risk of chest and pelvis injuries considerably, with the largest reductions in the chest and abdomen area. U1 - 20th International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationLyon,France StartDate:20070618 EndDate:20070621 Sponsors:National Highway Traffic Safety Administration KW - Abbreviated Injury Score KW - Crash injuries KW - European New Car Assessment Program KW - Injury severity KW - Light vehicles KW - Pedestrian-vehicle crashes KW - Simulation KW - Sport utility vehicles UR - http://www-nrd.nhtsa.dot.gov/departments/esv/20th/ UR - https://trid.trb.org/view/1366447 ER - TY - CONF AN - 01574433 AU - Friedman, Donald AU - Nash, Carl E AU - Caplinger, Justin AU - National Highway Traffic Safety Administration TI - Results from Two Sided Quasi-Static (M216) and Repeatable Dynamic Rollover Test (JRS) Relative to FMVSS 216 Tests PY - 2007 SP - 13p AB - In an attempt to find a test protocol that characterizes the rollover occupant protection capability of a passenger vehicle better than the test used in Federal Motor Vehicle Safety Standard 216, the authors developed equipment and protocols for a modified, quasi-static roof crush test (M216, a test conducted sequentially on both sides of the roof over the A pillars at a pitch angle of 10º and roll angles of 25° and 40° respectively) and for a repeatable, dynamic rollover test called the Jordan Rollover System (JRS). The authors have conducted M216 and JRS tests on 17 production vehicles to determine roof crush and crush velocities at a number of points in the interior. These tests included complete production vehicles, body bucks at reduced weight to increase the effective roof strength-to-weight ratio, and pairs of identical vehicles where one has had the roof reinforced in a manner that is entirely hidden by the vehicle’s sheet metal and upholstery. Data from the JRS tests and the M216 tests are compared with the results of FMVSS 216 tests. Analyses of the data highlight the relative value and validity of each test methodology, its ability to predict roof performance in actual rollovers, its use in vehicle roof structure design, and its potential contribution to regulation or consumer information. Based on the roof crush and crush speed in the vicinity of front seat occupants’ heads, the authors propose a rollover crashworthiness ranking system. While static tests measure the force and deformation of the roof on the outside, the dynamic tests measure the crush on the inside during the sequence of rollover roof impacts, where it is directly related to the occupant’s survival space and injury potential. U1 - 20th International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationLyon,France StartDate:20070618 EndDate:20070621 Sponsors:National Highway Traffic Safety Administration KW - Crash injuries KW - Crashworthiness KW - Crushing injuries KW - Federal Motor Vehicle Safety Standards KW - Impact tests KW - Jordan Rollover System KW - Occupant protection devices KW - Rollover crashes KW - Roofs UR - http://www-nrd.nhtsa.dot.gov/departments/esv/20th/ UR - https://trid.trb.org/view/1364722 ER - TY - CONF AN - 01574432 AU - Hoffmann, Jörg AU - Freisinger, Michael AU - Blundell, Mike AU - Mahangare, Manoj AU - Ritmeijer, Peter AU - National Highway Traffic Safety Administration TI - Investigation Into the Effectiveness of Advanced Driver Airbag Modules Designed for OoP Injury Mitigation PY - 2007 SP - 15p AB - In accordance with National Highway Traffic Safety Administration (NHTSA) regulations and, in particular the Federal Motor Vehicle Safety Standard (FMVSS) 208 for the protection of vehicle occupants from a deploying airbag, the development of frontal restraint systems is driven by new technologies and technical solutions to cover the challenging out-of-position (OoP) load case. Considering the subject of the driver airbags, traditional module technology addressed only the energy absorption capability to protect the driver occupant while in-position for a severe frontal crash load case. The early unfolding characteristics of the deploying airbag and its physical effects on the environment did not therefore form part of the engineering focus at that time. This paper will discuss an advanced driver airbag (DAB) module devised to deploy in an initially less aggressive mode, thereby exposing occupants seated OoP and close to the airbag’s effective working area to less risk. The airbag inflation is divided into a primary and a secondary deployment phase by chambering the cushion with internal gas deflection fabric walls. After reaching an internal threshold pressure, these walls fail at a predetermined enervated split line. This leads to full bag deployment to ensure full energy absorption potential for the occupant seated in-position during the crash loading. This sophisticated deployment characteristic is simulated using a numerical approach to represent the actual fluid flow within the airbag to reproduce the airbag’s initial unfolding process. Initial simulations recreate a simple physical (pendulum) laboratory test scenario. Further consideration of the OoP performance of the advanced airbag module is provided by replacing the simple pendulum with the more complex digital female frontal dummy positioned in accordance with the FMVSS 208 standard. Finally, the results obtained using the advanced airbag occupant simulation methodology are compared with the results of OoP occupant tests. U1 - 20th International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationLyon,France StartDate:20070618 EndDate:20070621 Sponsors:National Highway Traffic Safety Administration KW - Air bags KW - Crash injuries KW - Crash victim simulation KW - Energy absorption KW - Federal Motor Vehicle Safety Standards KW - Frontal crashes KW - Occupant protection devices KW - Restraint systems KW - U.S. National Highway Traffic Safety Administration KW - Vehicle safety UR - http://www-nrd.nhtsa.dot.gov/departments/esv/20th/ UR - https://trid.trb.org/view/1364811 ER - TY - CONF AN - 01574431 AU - Zander, Oliver AU - Lorenz, Bernd AU - Gehring, Dirk-Uwe AU - Leßmann, Peter AU - National Highway Traffic Safety Administration TI - Prediction of Lower Extremity Injury Risks During an Impact on Modern Car Fronts with a Flexible Pedestrian Legform Impactor and the Pedestrian Legform Impactor According to EEVC WG 17 PY - 2007 SP - 14p AB - A legform impactor with biofidelic characteristics (FlexPLI) which is being developed by the Japanese Automobile Research Institute (JARI) is being considered as a test tool for legislation within a proposed Global Technical Regulation on pedestrian protection (UNECE, 2006) and therefore being evaluated by the Technical Evaluation Group (TEG) of GRSP. In previous built levels it already showed good test results on real cars as well as under idealised test conditions but also revealed further need for improvement. A research study at the Federal Highway Research Institute (BASt) deals with the question on how leg injury risks of modern car fronts can be revealed, reflected and assessed by the FlexPLI and how the impactor can be used and implemented as a legislative instrument for the type approval of cars according to current and future legislations on pedestrian protection. The latest impactor built level (GTα) is being evaluated by a general review and assessment of the certification procedure, the knee joint biofidelity and the currently proposed injury criteria. Furthermore, the usability, robustness and durability as a test tool for legislation is examined and an assessment of leg injuries is made by a series of tests with the FlexPLI on real cars with modern car front shapes as well as under idealised test conditions. Finally, a comparison is made between the FlexPLI and the current european legislation tool, the legform impactor according to EEVC WG 17. U1 - 20th International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationLyon,France StartDate:20070618 EndDate:20070621 Sponsors:National Highway Traffic Safety Administration KW - Bumpers KW - Crash injuries KW - Flexible Pedestrian Legform Impactor KW - Knee KW - Lower extremities KW - Pedestrian traffic KW - Pedestrian-vehicle crashes UR - http://www-nrd.nhtsa.dot.gov/departments/esv/20th/ UR - https://trid.trb.org/view/1366441 ER - TY - CONF AN - 01574427 AU - Minton, Roy AU - Cuerden, Richard AU - National Highway Traffic Safety Administration TI - Behaviour of SUV and MPV-Type Vehicles in Collisions with Roadside Safety Barriers PY - 2007 SP - 9p AB - Roadside safety barriers are designed to deflect errant vehicles back onto the carriageway, preventing them from encountering potentially dangerous off-road hazards or crossing into the opposing carriageway on dual carriageways. However, there are concerns that sport utility vehicles (SUVs) and multi purpose vehicles (MPVs), by virtue of their greater mass and height, may not be well catered for by the current design of safety barrier, which is tested to withstand an impact with a 1500kg standard car. An analysis of National accident statistics (all police-reported injury accidents in Great Britain) is presented, which indicates that the occupants of these larger vehicles generally incur less severe injuries than occupants of standard cars. Only a small proportion of road accidents involve barrier strikes, and the involvement of a barrier is associated with increased likelihood of rollover and increased injury severity for occupants of all vehicle types. These increases in rollover incidence and injury severity are found to affect SUVs and MPVs much more than standard cars (rollover incidence rises by factors of 4 for cars, 7 for SUVs and 9 for MPVs). However, detailed information on a small number of barrier strike accidents involving SUVs or MPVs taken from TRL’s in-depth accident databases (10 cases in total) indicates that the barriers themselves may not be to blame. The barriers are found to exceed their design specification in a number of cases, and the cause of the accident is found in several cases to be difficulty in controlling these larger vehicles in extreme situations. Despite the limitations of a lack of detail in the national accident statistics and a small number of cases for in-depth analysis, this study nevertheless offers a useful insight into an accident scenario in which SUVs and MPVs become less safe for their own occupants than standard cars. U1 - 20th International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationLyon,France StartDate:20070618 EndDate:20070621 Sponsors:National Highway Traffic Safety Administration KW - Barriers (Roads) KW - Crash causes KW - Crash data KW - Guardrails KW - Injury severity KW - Rollover crashes KW - Sport utility vehicles KW - United Kingdom UR - http://www-nrd.nhtsa.dot.gov/departments/esv/20th/ UR - https://trid.trb.org/view/1365293 ER - TY - CONF AN - 01574425 AU - Berg, Alexander AU - Rücker, Peter AU - Kröninger, Mario AU - National Highway Traffic Safety Administration TI - A Realistic Crash Test Setup to Assess the Real World Performance of Advanced Rollover Sensing Systems PY - 2007 SP - 9p AB - To protect occupants during a rollover event, restraint control modules with integrated Rollover Sensing (RoSe) function have been developed. These devices are able to trigger belt tensioners and curtain airbags if the vehicle’s roll angle and roll rate indicate that the vehicle is going to tip over. Especially in the case of tripped rollovers, however, the optimum deployment time for curtain airbags is before the vehicle has build up a significant roll angle. To cope with this challenge the advanced rollover sensing function from Bosch uses the lateral velocity of the vehicle as additional input to its deployment decision. Based on a new crash test setup developed by Dekra the performance benefit of this advanced rollover sensing system can be shown under realistic circumstances. The test does not only cover the rollover phase but also the skidding phase before the vehicle passes onto the soil and rolls over. First tests have been performed to investigate both the repeatability of the movement and the behaviour of the vehicle during such tests. To steer the car, an optically controlled guidance is used combined with a time-based activation of the steering without braking. The vehicle with rightwards steered front wheels runs for a short time on a µ-split path. Several sensors are used to measure the relevant kinematics (velocity, acceleration, yaw-, roll- and pitch-rate). Additionally the movement is filmed by several high-speed cameras. In the article the authors describe the test method and the results and discuss the benefit of this new method to assess the performance of an algorithm for advanced rollover protection. U1 - 20th International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationLyon,France StartDate:20070618 EndDate:20070621 Sponsors:National Highway Traffic Safety Administration KW - Air bags KW - Impact tests KW - In vehicle sensors KW - Kinematics KW - Rollover crashes KW - Skidding KW - Test procedures UR - http://www-nrd.nhtsa.dot.gov/departments/esv/20th/ UR - https://trid.trb.org/view/1365275 ER - TY - CONF AN - 01574424 AU - Kitagawa, Yuichi AU - Yasuki, Tsuyoshi AU - Hasegawa, Junji AU - National Highway Traffic Safety Administration TI - Consideration of Possible Indicators for Whiplash Injury Assessment and Examination of Seat Design Parameters Using Human FE Model PY - 2007 SP - 12p AB - Rear impact simulations were conducted using a validated human body finite element (FE) model representing an average-sized male occupant. Prototype seat models were also prepared to simulate actual rear impact conditions. The features of occupant responses including head and neck kinematics were investigated considering the interaction between the occupant and the seat (and the head restraint). NIC and joint capsule strain (JCS) were taken as injury indicators. NIC is a widely used indicator in laboratory tests, while the joint capsules have recently been focused on as a potential site of neck pain. Precise modeling of the neck soft tissues enabled the estimation of tissue level injury. The results suggested that NIC corresponds to the difference in motion between the head and the torso, while JCS indicates the difference in their position. Two studies on seat design changes were conducted to examine the contribution from the seat design parameters and to understand the meaning of injury indicators. A parametric study was conducted on thirteen cases where major seat design factors were changed on a single seat configuration, while the second study focused on three different seat configurations with greater differences in dimensions, structure, and mechanical and material properties. The parametric study revealed that the stiffness of the reclining joint greatly affects the resultant NIC values, while JCS was more influenced by the thickness of the upper-end of the seat-back frame. The other finding showed strong correlations between NIC and the head restraint contact timing (HRCT), and JCS and the neck leaning angle (NLA). Introducing the results of the three different seat configurations, the second study suggests that NLA could be used as an injury indicator instead of JCS in dummy tests, while HRCT would not be a good indicator in terms of injury assessment. U1 - 20th International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationLyon,France StartDate:20070618 EndDate:20070621 Sponsors:National Highway Traffic Safety Administration KW - Crash injuries KW - Facet joint capsules KW - Finite element method KW - Kinematics KW - Males KW - Neck KW - Occupant protection devices KW - Rear end crashes KW - Whiplash UR - http://www-nrd.nhtsa.dot.gov/departments/esv/20th/ UR - https://trid.trb.org/view/1366370 ER - TY - CONF AN - 01574420 AU - Rupp, Jonathan D AU - Miller, Carl S AU - Reed, Matthew P AU - Madura, Nathaniel H AU - Ritchie, Nicole L AU - Schneider, Lawrence W AU - National Highway Traffic Safety Administration TI - Characterization of Knee Impacts in Frontal Crashes PY - 2007 SP - 12p AB - Analyses were performed to quantify the conditions under which the knee is loaded in frontal motor vehicle crashes and to thereby provide insight on the test conditions that should be used in future studies of the tolerance of the knee to loading of its anterior surface. These analyses estimated knee angle and the orientation of the femur relative to the knee bolster during bolster loading, the area of knee over which knee bolster contact loads are distributed, and knee loading rate. The postures of the lower extremities of 18 male and 18 female occupants relative to the knee bolster in three vehicles were used with a two dimensional (2D) kinematic model of the lower extremities to estimate occupant knee angle and the angle between the long axis of the femur and the plane of the knee bolster at initial knee contact and after 100 mm of bolster stroke. At knee contact, the average knee angle was 92˚ ± 13˚ (mean ± sd) and average bolster-to-femur angle was 67˚± 6˚. After 100 mm of bolster stroke knee angle was reduced to 75˚ ± 11˚ and bolster-to-femur angle was 65˚ ± 5˚. Bolster-to-knee contact areas produced by a single set of cadaver knees impacting four driver knee bolsters selected for their widely varying force-deflection characteristics resulted in forces being distributed over the majority of the anterior surface of the patella. Analysis of femur force histories Federal Motor Vehicle Safety Standard (FMVSS) 208 and New Car Assessment Program (NCAP) tests indicated that median femur loading rate was approximately 250 N /ms and 90% of femur loading rates were below 1 kN/ms. These values are only rough estimates of knee loading rates, since contributions of axial and shear forces transmitted through the knee to axial femur force are not quantified in FMVSS 208 and NCAP tests. U1 - 20th International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationLyon,France StartDate:20070618 EndDate:20070621 Sponsors:National Highway Traffic Safety Administration KW - Crash injuries KW - Federal Motor Vehicle Safety Standards KW - Femur KW - Frontal crashes KW - Knee KW - New Car Assessment Program (Ncap) KW - Occupant kinetics KW - Occupant vehicle interface UR - http://www-nrd.nhtsa.dot.gov/departments/esv/20th/ UR - https://trid.trb.org/view/1367000 ER - TY - CONF AN - 01574415 AU - Pintar, Frank A AU - Maiman, Dennis J AU - Yoganandan, Narayan AU - National Highway Traffic Safety Administration TI - Occupant Dynamics and Injuries in Narrow-Object Side Impact PY - 2007 SP - 5p AB - Side impact tree/pole crashes can have devastating consequences. A series of 49 Crash Injury Research and Engineering Network (CIREN) cases of narrow-object side impacts were analyzed. 26 of 49 had serious chest injury and 26 had serious head injury. Of the head trauma patients, 10 had skull fractures, out of which seven were basilar skull fracture. Seventeen of the head trauma patients had some kind of internal bleeding such as subdural or subarachnoid hemorrhage; three were coded as having diffuse axonal injury. Of the chest injuries, 17 occupants had lung contusions and 19 had rib fractures. Of those with rib fractures, 15 of 17 had unilateral rib fractures. Examining crash test data of side pole crashes, it was evident that in tests where the pole caused intrusion at the middle of the occupant’s thigh, a high degree of oblique chest loading occurred. The hypothesis was that this oblique chest loading from the door induces unilateral rib fractures, lung contusions, and possible aortic rupture. Additional testing was done in a sled laboratory to induce oblique chest loading to post mortem human specimens (PMHS). A modified side impact sled buck induced oblique loading at 20 and 30 degree angles to the chest. PMHS subjects experienced unilateral rib fracture patterns. Additional dummy tests in this same configuration were also conducted. Chestband data revealed better biofidelity in the WorldSID dummy than the NHTSA-SID for oblique chest loading. These dummies however, are not currently equipped to measure oblique chest deformations. Narrow-object side impacts are realistic crash environments that can induce oblique chest loading. Because the human may be more vulnerable in this type of crash scenario, dummy biofidelity and measurements, as well as a re-examination of side injury criteria may be necessary to design appropriate injury-mitigating safety devices. U1 - 20th International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationLyon,France StartDate:20070618 EndDate:20070621 Sponsors:National Highway Traffic Safety Administration KW - Crash data KW - Crash injuries KW - Crash Injury Research and Engineering Network KW - Dummies KW - Head KW - Occupant protection devices KW - Side crashes KW - Skull fractures KW - Sled tests KW - Thorax UR - http://www-nrd.nhtsa.dot.gov/departments/esv/20th/ UR - https://trid.trb.org/view/1366995 ER - TY - CONF AN - 01574406 AU - Miller, Ryan A AU - Allen, Brian T AU - National Highway Traffic Safety Administration TI - Injury Optimization of the Frontal Crash Supplemental Restraint System (SRS) Deployment Matrix PY - 2007 SP - 7p AB - With the introduction of the Federal Motor Vehicle Safety Standards (FMVSS) 208 upgrade for U.S. frontal crash safety, many new requirements were added. In order to meet these new requirements, manufacturers had to develop new methodologies for sensing, controlling, and deploying airbags. The standard achievement method is to use dual stage airbags with two firing thresholds. The objective of this research was to improve three key areas of the standard method: 1) Prevent risk of inadvertent high output deployment for small occupants. 2) Improve occupant injury by achieving the ideal deployment mode 3) Reduce the complexity of the system to increase robustness. In order to achieve these goals, it was proposed that a single ideal deployment mode could be developed by performing a parametric study where Time to Fire (TTF) and the delay between firing the first and second stage were varied independently for the driver and passenger Anthropomorphic Test Devices (ATDs). This was done for AM50% and AF5% ATDs in a front 40 km/h unbelted test mode. Once the ‘ideal’ TTF/delay was determined, the test speed was increased to 48 km/h and 56 km/h respectively for both belted and unbelted occupants. The research showed that for the driver, an early TTF (10-15 ms) with a 20-30 ms delay provided the best combination of restraint for the AM50% ATD. This also allowed for good injury results in the AF5% low risk deployment mode. For the passenger, an early TTF (10-15 ms), with a longer delay (130 ms) showed the best combination of injury results. This allowed for successful Out of Position (OOP) deployments as well as good frontal crash results. It was also discovered during this research that there are some key interior lay out items that must be maintained in order to use this type of deployment strategy. U1 - 20th International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationLyon,France StartDate:20070618 EndDate:20070621 Sponsors:National Highway Traffic Safety Administration KW - Air bags KW - Anthropomorphic test devices KW - Children KW - Crash injuries KW - Dummies KW - Federal Motor Vehicle Safety Standards KW - Frontal crashes KW - Occupant protection devices KW - Optimization KW - Restraint systems UR - http://www-nrd.nhtsa.dot.gov/departments/esv/20th/ UR - https://trid.trb.org/view/1364677 ER - TY - CONF AN - 01574404 AU - Pipkorn, Bengt AU - Fredriksson, Rikard AU - Olsson, Jan AU - National Highway Traffic Safety Administration TI - Bumper Bag for SUV to Passenger Vehicle Compatibility and Pedestrian Protection PY - 2007 SP - 12p AB - An external airbag (bumper bag) for improved sport utility vehicle (SUV) to passenger vehicle compatibility in side impact and improved pedestrian protection was developed. The bag was developed and evaluated by means of mathematical simulations and mechanical crash tests. The mounting location of the bumper bag was below the bumper structure of an SUV. The volume of the bag was 134 liters and the peak pressure of the bag when loaded was approximately 7 bars. In the mechanical crash tests a Ford Explorer with and without a bumper bag was run into the side of a Toyota Corolla. The impact angle was 90 degrees and the impact velocity was 48 kph (30 mph). It was found that the bumper airbag significantly reduced the b-pillar peak intrusion velocities and maximum deformation of the impacted vehicle. The potential injury reducing benefits for a pedestrian impacted by an SUV equipped with a bumper bag was also evaluated. Using a pedestrian leg form both impact and inadvertent firing tests were carried out. In the impact test the leg form was impacting the front of the Ford Explorer at 40 kph (25 mph) with and without bumper airbag. In the inadvertent firing tests the leg form was positioned in contact with the bumper of the SUV when inflation of the bumper bag was initiated. It was found that the bumper bag reduced the knee bending angle, shear displacement and tibia acceleration significantly. All injury measures but one was below the European New Car Assessment Program (EuroNCAP) injury assessment values for the lower extremity. The potential reduction in injury measures for an occupant on the impacted side of the passenger car impacted by an SUV with a bumper airbag was evaluated. The evaluation was carried out by means of sled tests. The intrusion velocities at the chest level of the impacted vehicle in the crash tests were used to drive the sled in sled tests. In the sled tests a state of the art occupant protection system was used. The system comprised a seat belt system and a side airbag. It was found that chest injury measures were significantly reduced when a bumper bag was used in a SUV to passenger vehicle side impact. Future development of the bumper airbag system will include improved frontal impact compatibility and self protection. U1 - 20th International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationLyon,France StartDate:20070618 EndDate:20070621 Sponsors:National Highway Traffic Safety Administration KW - Air bags KW - Crash injuries KW - European New Car Assessment Program KW - Ford Explorer KW - Impact tests KW - Occupant protection devices KW - Pedestrian-vehicle crashes KW - Side crashes KW - Sled tests KW - Sport utility vehicles KW - Toyota Corolla UR - http://www-nrd.nhtsa.dot.gov/departments/esv/20th/ UR - https://trid.trb.org/view/1366351 ER - TY - CONF AN - 01574400 AU - Hynd, David AU - Carroll, Jolyon AU - Cuerden, Richard AU - National Highway Traffic Safety Administration TI - Upper Extremity Injury Study: Recommendations for Injury Prevention Priorities PY - 2007 SP - 18p AB - A large-scale accident study of injuries in Phases four, five and six of the United Kingdom (UK) Cooperative Crash Injury Study (CCIS) accident database showed that upper extremity injuries were increasing in frequency in frontal impacts, particularly when an airbag deployed. However, it was difficult to identify injury mechanisms and costs from the information in the database. Therefore, an in-depth case-by-case study of upper extremity injuries has been undertaken to determine the mechanisms, costs and long-term consequences (disability or impairment) of the injuries, in order to set priorities for injury prevention. The study has been undertaken in three phases: (1) A retrospective study of medical notes (74 cases), giving more detail on the specific upper extremity injuries and the mechanisms that could have caused them. (2) A prospective study of patients recruited at an Emergency Department (25 cases), with a follow-up of up to six months to assess longer-term consequences of the injury. (3) A review of physiotherapy treatment case notes (288 cases), looking at cases that may not have been assessed at a hospital Emergency Department. Four hospitals and three physiotherapy practices were recruited to this study. Evaluations of short and long-term costs and residual impairment resulting from these injuries have been made. The long-term costs were assessed through surgical costs, cost of other treatment and time off work, whilst impairment was assessed qualitatively by range of motion, pain and functional impairments and quantitatively using the American Medical Association Guides. This study offers a unique insight into the mechanisms causing and long-term consequences arising from specific upper extremity injuries. From this, priorities for injury prevention are presented. A potential limitation of the study is the extent to which the three samples are representative of the UK population. U1 - 20th International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationLyon,France StartDate:20070618 EndDate:20070621 Sponsors:National Highway Traffic Safety Administration KW - Air bags KW - Cooperative Crash injury Study KW - Crash injuries KW - Disability evaluation KW - Frontal crashes KW - Occupant protection devices KW - United Kingdom KW - Upper extremities UR - http://www-nrd.nhtsa.dot.gov/departments/esv/20th/ UR - https://trid.trb.org/view/1366998 ER - TY - CONF AN - 01574397 AU - Versmissen, Ton AU - van Schijndel, Margriet AU - Edwards, Mervyn AU - Langner, Tobias AU - National Highway Traffic Safety Administration TI - Development and Evaluation of the Side Impact Test Procedure Proposed by IHRA PY - 2007 SP - 15p AB - At the 2005 Enhanced Safety of Vehicles (ESV) conference, the International Harmonisation of Research Activities (IHRA) side impact working group proposed a 4 part draft test procedure, to form the basis of harmonisation of regulation world-wide and to help advances in car occupant protection. This paper presents the work performed by a European Commission 6th framework project, called APROSYS, on further development and evaluation of the proposed procedure from a European perspective. The 4 parts of the proposed procedure are: (1) A Mobile Deformable Barrier test; (2) An oblique Pole side impact test; (3) Interior headform tests; and (4) Side Out of Position (OOP) tests. Full scale test and modelling work to develop the Advanced European Mobile Deformable Barrier (AE-MDB) further is described, resulting in a recommendation to revise the barrier face to include a bumper beam element. An evaluation of oblique and perpendicular pole tests was made from tests and numerical simulations using ES-2 and WorldSID 50th percentile dummies. It was concluded that an oblique pole test is feasible but that a perpendicular test would be preferable for Europe. The interior headform test protocol was evaluated to assess its repeatability and reproducibility and to solve issues such as the head impact angle and limitation zones. Recommendations for updates to the test protocol are made. Out-of-position (OOP) tests applicable for the European situation were performed, which included additional tests with Child Restraint Systems (CRS) which use is mandatory in Europe. It was concluded that the proposed IHRA OOP tests do cover the worst case situations, but the current test protocol is not ready for regulatory use. U1 - 20th International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationLyon,France StartDate:20070618 EndDate:20070621 Sponsors:National Highway Traffic Safety Administration KW - Advanced Protection Systems KW - Child restraint systems KW - Dummies KW - Europe KW - Impact tests KW - Mobile deformable barriers KW - Occupant protection devices KW - Side crashes KW - Test procedures UR - http://www-nrd.nhtsa.dot.gov/departments/esv/20th/ UR - https://trid.trb.org/view/1364801 ER - TY - CONF AN - 01574395 AU - Baumgartner, Daniel AU - Marjoux, Daniel AU - Willinger, Remy AU - Carter, Emma AU - Neal-Sturgess, Clive AU - Guerra, Luis AU - Martinez, Luis AU - Hardy, Roger AU - National Highway Traffic Safety Administration TI - Pedestrian Safety Enhancement Using Numerical Methods PY - 2007 SP - 10p AB - This study aims at investigating head injury mechanisms for brain injuries, subdural or subarachnoidal haematoma (SDH or SAH) and skull fractures in adult pedestrian real world accidents by in-depth accident analysis and accident numerical reconstruction. Nine accident cases were carried out using a multi-body system pedestrian and cars' models to acquire the head impact conditions such as head impact velocity, position and orientation against the car's bonnet or windscreen. These impact conditions were then imposed on a head, car's windscreen and bonnet finite element model in order to calculate different mechanical parameters that are sustained by each victim during the impact. These calculated head stresses, strains and energies were then correlated with the observed injury patterns and compared to existing and available head injury mechanisms and tolerance limits. The accident investigation reports and pedestrian kinematics before the head impact came from the University of Birmingham (United Kingdom), INSIA (Spain) and DaimlerChrysler (Germany). They were worked out in the framework of an FP6 Integrated Project on Advanced Protection Systems (APROSYS). The head, the bonnet and the windscreen finite element method (FEM), the injury mechanisms and tolerance limits have been developed at the University of Strasbourg (France) in a recent past. The reconstruction results show that the numerical tools employed predicted the observed injuries well. Nevertheless, it should be pointed out that the numerical tools used can only predict injuries reliably if both the pedestrian and vehicle side are modeled appropriately, i.e. with detailed finite element structures with well validated material and contact stiffness data. Brain neurological injuries were well correlated with brain Von Mises stress. Brain contusions occurred through high brain pressures. Skull fractures and SDH or SAH were well correlated with the global strain energy of the skull and of the brain/skull interface respectively. It has been concluded that these results showed that such numerical models are good tools to predict human head injuries. They will therefore be useful to improve the head protection devices i.e. the design, the conception, the evaluation and the optimization of carsí windscreens and bonnets against well defined injury criteria. U1 - 20th International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationLyon,France StartDate:20070618 EndDate:20070621 Sponsors:National Highway Traffic Safety Administration KW - Crash injuries KW - Crash reconstruction KW - Crash reports KW - Finite element method KW - Germany KW - Head KW - Kinematics KW - Numerical analysis KW - Pedestrian-vehicle crashes KW - Spain KW - United Kingdom UR - http://www-nrd.nhtsa.dot.gov/departments/esv/20th/ UR - https://trid.trb.org/view/1366449 ER - TY - CONF AN - 01574392 AU - Chalandon, Sophie AU - Serre, Thierry AU - Masson, Catherine AU - Minne, François AU - Arnoux, Pierre-Jean AU - Perrin, Christophe AU - Borde, Patrick AU - Cotte, Christian AU - Brunet, Christian AU - Cesari, Dominique AU - National Highway Traffic Safety Administration TI - A Comparative Study Between Subsystem and Global Approaches for the Pedestrian Impact PY - 2007 SP - 9p AB - In order to improve the pedestrian safety during an impact with a vehicle, subsystem tests have been defined to evaluate the aggressiveness of the front-end of cars. These subsystems tests have to be reproducible and are representative of the three decomposed impacts of the pedestrian with the car: lower leg on the bumper, upper leg on the hood, head on the hood or the windscreen. The velocity, angle and mass of the adult headform impactor and its impact area are invariable parameters. Upper legform impactor parameters are determined by vehicle characteristics. Lower legform impactor parameters are invariable (velocity and positioning). Nevertheless, these decoupled tests do not take into account the influence of the whole body on impacts. Therefore, it appears important to compare these subsystem tests with global conditions observed in real accidents. The objective of this paper is to perform this work on two French vehicles. Concerning the global conditions, four full-scale experimental tests with post mortem human surrogate (PMHS) and the associating multibody numerical simulations were performed in classical (lateral impact for the pedestrian, centered for the vehicle) and real configurations. In that way, two real accidents have been chosen in this impact configuration with a velocity value close to 40 km/h. Each reconstruction of accidents is based on In-Depth Accident Investigation first. Then, a parametric study using multibody models, validated with an experimental test, gives a hypothetic initial configuration of the accident. This configuration is used to put on an experimental reconstruction. Then, results from numerical and experimental studies are compared for the adult headform, the upper legform and the lower legform impacts. Finally, a global comparison is analysed more specifically on injuries not include on the subsystem approach. These injuries are also compared to Accidental Database to know whether their proportion is important or not. U1 - 20th International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationLyon,France StartDate:20070618 EndDate:20070621 Sponsors:National Highway Traffic Safety Administration KW - Crash data KW - Crash injuries KW - Dummies KW - Hoods KW - Injury severity KW - Lower extremities KW - Pedestrian safety KW - Pedestrian-vehicle crashes UR - http://www-nrd.nhtsa.dot.gov/departments/esv/20th/ UR - https://trid.trb.org/view/1366451 ER - TY - CONF AN - 01574387 AU - Arai, Yuji AU - Yamazaki, Kunio AU - Mizuno, Koji AU - Kubota, Hidenobu AU - National Highway Traffic Safety Administration TI - Full-Width Tests to Evaluation Structural Interaction PY - 2007 SP - 9p AB - This paper discusses the improvement and assessment of structural interaction in SUV-to-car frontal collisions. For this purpose, a series of crash tests using sport utilities vehicles (SUVs) and small cars was conducted. The results of the SUV-to-small car crash tests indicated that the aggressiveness of SUVs can be reduced by equipping the SUV with a secondary energy absorbing structure (SEAS) or by aligning the height of the SUV's longitudinal members with that of the small car's longitudinal members. The full-width tests, which had been proposed for the assessment of structural interaction, were conducted to detect and assess SEAS reaction force. The test results indicated that SEAS reaction force is detected in the full-width deformable barrier test and also suggested that vertical structural interaction (VSI) will be a useful criterion for assessing SEAS reaction force. U1 - 20th International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationLyon,France StartDate:20070618 EndDate:20070621 Sponsors:National Highway Traffic Safety Administration KW - Energy absorption KW - Frontal crashes KW - Impact tests KW - Secondary energy absorbing structure (SEAS) KW - Set forward force KW - Sport utility vehicles KW - Vehicle safety UR - http://www-nrd.nhtsa.dot.gov/departments/esv/20th/ UR - https://trid.trb.org/view/1366357 ER - TY - CONF AN - 01574386 AU - Matsui, Yasuhiro AU - Hosokawa, Naruyuki AU - Takagi, Shunsuke AU - Yonezawa, Hideki AU - Mizuno, Koji AU - Kubota, Hidenobu AU - National Highway Traffic Safety Administration TI - Investigation for New Side Impact Test Procedures In Japan - Effect of Various Moving Deformable Barriers and Male/Female Dummies on Injury Criteria in Side Impact Test PY - 2007 SP - 10p AB - The International Harmonization Research Activities Side Impact Working Group (IHRASIWG) focused on a new barrier face such as the Advanced European Moving Deformable Barrier (AE-MDB), which reflects recent car characteristics. Since the proportion of females severely or fatally injured in vehicle-to-vehicle crashes was greater than in males in the USA and Europe, a difference of injury criteria between male and female dummies should be investigated. Therefore, the purpose of the present study is to investigate the effect of AE-MDB on the injury criteria in male (ES-2) and female (SID-IIs) in the front seat and in female (SID-IIs) in the rear seat. In the present study, the ECE/R95 MDB or AE-MDB or car was impacted into the side of the same type of small passenger car. The present study also describes the results of the pole side impact test against the small passenger car used in the above test series according to the impact conditions proposed by the Federal Motor Vehicle Safety Standards (FMVSS) 214 draft and European New Car Assessment Program (EuroNCAP). U1 - 20th International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationLyon,France StartDate:20070618 EndDate:20070621 Sponsors:National Highway Traffic Safety Administration KW - Crash injuries KW - Crash severity KW - Dummies KW - Europe KW - European New Car Assessment Program KW - Fatalities KW - Federal Motor Vehicle Safety Standards KW - Gender KW - Impact tests KW - Japan KW - Mobile deformable barriers KW - Side crashes KW - United States UR - http://www-nrd.nhtsa.dot.gov/departments/esv/20th/ UR - https://trid.trb.org/view/1364788 ER - TY - CONF AN - 01574384 AU - Louden, Allison E AU - National Highway Traffic Safety Administration TI - Side Air Bag Out-of-Position Testing of Recent Model Year Vehicles PY - 2007 SP - 14p AB - Side air bags are becoming more of a standard feature in the emerging vehicle fleet. These systems appear to offer superior protection in side crashes. Vehicle manufacturers are increasingly adding larger curtains that cover the entire window and two or three rows of seating. Currently, there are not any Federal Motor Vehicle Safety Standards (FMVSS) performance requirements related to the side out-of-position (OOP) performance with respect to side air bags. Therefore, the National Highway Traffic Safety Administration (NHTSA) conducted research tests to monitor this performance in both the front seat and rear seat positions where side air bags deploy. The NHTSA has been monitoring this performance in recent model years, guided by the Technical Working Group (TWG) Procedures, a document that describes a voluntary set of OOP procedures with the main focus on side air bags, primarily in the front seats. This study uses the Hybrid III 3-year-old, 6-year-old and SID-IIs (5th percentile adult female side impact dummy) dummies in different OOP test modes for all rows in the vehicle. The dummy responses from tests of side air curtains were all below the injury assessment reference values (IARVs). The dummy responses from tests of door and seat-mounted side air bags were also generally below the IARVs, but some OOP orientations in some vehicles did result in responses that were elevated or exceeded the IARVs. As more vehicles add side air bags as standard features, the NHTSA is monitoring vehicles through Vehicle Safety Research (VSR) and the New Car Assessment Program (NCAP). The agency will continue to monitor how the air bags are affecting the OOP occupants in all near-side seating positions as air bag technology changes resulting from voluntary and federal upgrades. Currently, the NHTSA relies on the manufacturers to provide voluntary feedback on whether they have passed the TWG procedures, in addition to the testing done by VSR and NCAP. U1 - 20th International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationLyon,France StartDate:20070618 EndDate:20070621 Sponsors:National Highway Traffic Safety Administration KW - Crash injuries KW - Dummies KW - Federal Motor Vehicle Safety Standards KW - Injury Assessment Reference Values KW - Monitoring KW - New Car Assessment Program (Ncap) KW - Side air bags KW - Side crashes KW - U.S. National Highway Traffic Safety Administration KW - Vehicle safety KW - Vehicle tests UR - http://www-nrd.nhtsa.dot.gov/departments/esv/20th/ UR - https://trid.trb.org/view/1364786 ER - TY - CONF AN - 01574382 AU - Digges, Kennerly AU - Eigen, Ana Maria AU - National Highway Traffic Safety Administration TI - Injuries in Rollovers by Crash Severity PY - 2007 SP - 10p AB - Earlier studies by the authors have examined factors that contribute to rollover crash severity. These factors include: (1) belt use, (2) the number of quarter-turns aggregated according to number of vehicle inversions, and (3) the damage severity from planar impacts with fixed and non-fixed objects that occur before or during the rollover. Further research indicated that rollovers with severe damage from planar impacts should be analyzed separately from other rollovers since the injury rates for these crashes is 2 to 3 times greater than equivalent rollover crashes with less severe damage. This paper separates rollovers into two categories, based on the presence or absence of severe damage from a planar crash. The research then examines the distribution of Maximum Abbreviated Injury Scale (MAIS) 3+ injuries and harm by body region and contact for belted adult occupants in each rollover category. The rollover categories are further examined using the number of vehicle inversions to quantify rollover crash severity. Based on the analysis, the magnitude of the opportunities for injury and harm reduction through safety enhancements such as air curtains and safety belts designed for rollover protection is examined. U1 - 20th International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationLyon,France StartDate:20070618 EndDate:20070621 Sponsors:National Highway Traffic Safety Administration KW - Crash injuries KW - Crash severity KW - Impact tests KW - Maximum Abbreviated Injury Scale KW - Occupant protection devices KW - Rollover crashes KW - Seat belt use UR - http://www-nrd.nhtsa.dot.gov/departments/esv/20th/ UR - https://trid.trb.org/view/1364686 ER - TY - CONF AN - 01574381 AU - Rodarius, Carmen AU - van Rooij, Lex AU - de Lange, Ronald AU - National Highway Traffic Safety Administration TI - Scalability of Human Models PY - 2007 SP - 6p AB - The objective of this work was to create a scalable human occupant model that allows adaptation of human models with respect to size, weight and several mechanical parameters. Therefore, for the first time two scalable facet human models were developed in MADYMO. First, a scalable human male was created from an existing 50th percentile human occupant. But since the anthropometry between males and females differs too severely, a scalable human female was created as well to be able to obtain female models with different anthropometry. Using these models in the MADYMO/Scaler, a target model anthropometry could be created either by defining an anthropometry set of 35 values, by defining 16 fixed scale factors or by using the GEBOD anthropometry database (BAUGHMAN, 1986). Additional to the geometric properties, the following mechanical properties were also scaled using appropriate scaling rules: mass, inertia, stiffness and contact characteristics. Several anthropometrically extreme models, ranging from small children to large adults, have been created using the 3 possible methods to provide the input. Direct definition of anthropometry values and definition of fixed scaling factors resulted in realistic scaled models, whereas using the GEBOD anthropometry database could lead to unrealistic ones, especially when scaling towards children. A frontal crash application has been developed, using the original 50th percentile human occupant as released with MADYMO and two scaled male models of 65 kg and 85 kg weight with equal height as the base model, to demonstrate the benefit of the scalable models U1 - 20th International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationLyon,France StartDate:20070618 EndDate:20070621 Sponsors:National Highway Traffic Safety Administration KW - Anatomical models KW - Anthropometry KW - Crash victim simulation KW - Dummies KW - Frontal crashes KW - MADYMO (Computer program) KW - Occupant protection devices KW - Occupant vehicle interface UR - http://www-nrd.nhtsa.dot.gov/departments/esv/20th/ UR - https://trid.trb.org/view/1365937 ER - TY - CONF AN - 01574380 AU - Knappe, Gwendolin AU - Keinath, Andreas AU - Bengler, Klaus AU - Meinecke, Cristina AU - National Highway Traffic Safety Administration TI - Driving Simulator as an Evaluation Tool – Assessment of the Influence of Field of View and Secondary Tasks on Lane Keeping and Steering Performance PY - 2007 SP - 11p AB - The development of new and sophisticated in-car systems fostered by technical innovation demands careful evaluation of these systems. Driving simulation is an important tool for this kind of evaluation. In-depth knowledge of the driving simulator as a tool as well as of measures recorded and calculated while using the simulator is needed to improve new driver information systems or similar devices during the development process. For this reason, two experiments were conducted to investigate the sensitivity of lane keeping and steering measures. Participants were exposed to varying fields of view as well as cognitive and visual-motor secondary tasks. The results yielded by the two experiments were quite consistent. All used measures are more sensitive to a visual-motor secondary task and the reduction of the peripheral field of view than to a cognitive secondary task. Out of the various steering measures the “High Frequency Component of Steering Wheel Angle” and the “Steering Wheel Reversal Rate” showed the best results. “Time to Line Crossing” and the “Standard Deviation of Lateral Position” were the most sensitive of the lane keeping measures. Since the level of difficulty in implementing and analyzing the examined measures differs widely these results can help to choose suitable measures in an economic manner. Analyses showed that a harmonization process is needed with regard to the various calculation methods of some of the measures. Another topic was subjects’ level of experience with the driving simulator. The authors found that only a short period of training was needed to be perfectly prepared for this kind of experiment. Interpretation of the results is limited to male persons between the age of 20 to 36 years. U1 - 20th International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationLyon,France StartDate:20070618 EndDate:20070621 Sponsors:National Highway Traffic Safety Administration KW - Driver information systems KW - Driving simulators KW - Lane keeping KW - Males KW - Motor skills KW - Peripheral vision KW - Steering KW - Vehicle electronics KW - Visual perception UR - http://www-nrd.nhtsa.dot.gov/departments/esv/20th/ UR - https://trid.trb.org/view/1366055 ER - TY - CONF AN - 01574379 AU - Wang, Qian AU - Gabler, Hampton C AU - National Highway Traffic Safety Administration TI - Accuracy of Vehicle Frontal Stiffness Estimates for Crash Reconstruction PY - 2007 SP - 13p AB - The National Highway Traffic Safety Administration (NHTSA) estimates delta-V from detailed measurements of vehicle deformation using the WinSMASH crash reconstruction code. Previous research has shown that WinSMASH delta-V estimates underpredict true delta-V by 25% on average. One possible explanation for this error is inaccuracies in the stiffness values used in the deltaV reconstruction calculation. The accuracy of codes, such as WinSMASH, is dependent upon vehicle stiffness values computed from post-impact crush measurements in crash tests. Any error in these crush measurements will be reflected as inaccuracies in the stiffness coefficients, and ultimately as errors in WinSMASH delta-V estimates. This paper investigates the accuracy of post-impact crush measurements in 93 frontal New Car Assessment Program (NCAP) tests of model year 2005-2007 vehicles. U1 - 20th International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationLyon,France StartDate:20070618 EndDate:20070621 Sponsors:National Highway Traffic Safety Administration KW - Crash injuries KW - Crash reconstruction KW - Crash severity KW - Delta-v KW - Frontal crashes KW - Impact tests KW - New Car Assessment Program (Ncap) KW - Stiffness KW - WinSmash UR - http://www-nrd.nhtsa.dot.gov/departments/esv/20th/ UR - https://trid.trb.org/view/1364732 ER - TY - RPRT AN - 01387455 AU - United States. National Highway Traffic Safety Administration (NHTSA) AU - United States. Federal Motor Carrier Safety Administration TI - Guidelines for developing a high-visibility enforcement campaign to reduce unsafe driving behaviours among drivers of passenger and commercial motor vehicles: a Selective Traffic Enforcement Program (STEP) based on the Ticketing Aggressive Cars and Trucks (TACT) pilot project PY - 2007 IS - DOT HS 810 851 SP - 39p AB - In 2004 the United States Congress directed National Highway Traffic Safety Administration (NHTSA) and the Federal Motor Carrier Safety Administration (FMCSA) to work together to educate drivers of passenger vehicles on how to share the road safely with commercial motor vehicles. In response to this directive, these agencies worked with the Washington Traffic Safety Commission (WTSC) to develop and fully evaluate a demonstration project based on the Selective Traffic Enforcement Program (STEP) model. This guide is intended for State highway safety, law enforcement, and other professionals who work in the field of commercial vehicle safety. It provides guidelines for implementing a STEP to reduce unsafe driving behaviors among drivers of commercial and passenger motor vehicles. It draws on examples and lessons learned from the successful high-visibility enforcement campaign known as TACT (Ticketing Aggressive Cars and Trucks), which was developed in Washington State. KW - Automobiles KW - Behavior KW - Car KW - Driver behaviour KW - Driver education KW - Driver education KW - Drivers KW - Heavy vehicle driver KW - Heavy vehicles KW - Highway safety KW - Law enforcement KW - Law enforcement KW - Risk taking KW - Risk taking KW - Road safety KW - Road safety (human factors) KW - Washington State, USA UR - http://www.nhtsa.gov/DOT/NHTSA/Traffic%20Injury%20Control/Articles/Associated%20Files/HS810851.pdf UR - https://trid.trb.org/view/1155220 ER - TY - CONF AN - 01387384 AU - Grzebieta, R AU - Young, D AU - Bambach, M AU - McIntosh, A AU - National Highway Traffic Safety Administration TI - Rollover crashes: diving versus roof crush PY - 2007 SP - 15p AB - A rational analysis of the two apparently conflicting views of neck injury causation for contained and belted occupants in rollover crashes that have been presented in research literature to date, i.e. torso augmentation (diving) vs. roof intrusion, is presented. The validity of each of the views and associated injury causation mechanisms and underlying concepts are investigated using basic Newtonian laws of physics. Through the analysis of General Motors Malibu II rollover test series, the authors show how roof crush at high intrusion velocities results in high neck loading. Equations are developed that demonstrate how roof intrusion is integrally linked to neck loading and hence is the main causal factor of serious neck injuries in rollover crashes. The paper also shows how roof intrusion compounds torso augmentation resulting from rollover kinematic motion. Discussions are also presented regarding the "lift shaft" analogy proposed by Moffatt and used to explain how serious head and neck injuries occur in rollover crashes. The authors show that analogy is inappropriate by at least an order of magnitude in terms of the crash severity it suggests. U1 - 20th International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationLyon,France StartDate:20070618 EndDate:20070621 Sponsors:National Highway Traffic Safety Administration KW - Injury cause KW - Injury causes KW - Injury severity KW - Injury severity KW - Neck KW - Neck KW - Overturning KW - Overturning KW - Vehicle roof KW - Vehicle roofs KW - Vehicle safety KW - Vehicle safety UR - http://www-esv.nhtsa.dot.gov/ UR - https://trid.trb.org/view/1155149 ER - TY - CONF AN - 01387383 AU - Levick, N AU - Grzebieta, R AU - National Highway Traffic Safety Administration TI - Development of proposed crash test procedures for ambulance vehicles PY - 2007 SP - 9p AB - This paper proposes crash test procedures and outlines some of the challenges faced for ambulance vehicles based on manufacturer and consumer conducted pre-modification crash tests and previous ambulance sled and full scale crash tests. A typical ambulance vehicle from one of the largest fleets globally, was addressed. Based on manufacturer specifications, crash test data for the vehicle, inspections and other published data regarding ambulance vehicle crashes, sled and crash testing were considered - an approach to an impact testing procedure is outlined and developed by a multidisciplinary team. Assessment and development focused on vehicle crashworthiness performance and real world human factors aspects of aftermarket interior modifications. U1 - 20th International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationLyon,France StartDate:20070618 EndDate:20070621 Sponsors:National Highway Traffic Safety Administration KW - Accident type KW - Ambulance KW - Ambulances KW - Crash test KW - Crash types KW - Crashworthiness KW - Crashworthiness KW - Emergency vehicle KW - Emergency vehicles KW - Evaluation KW - Evaluation KW - Impact tests KW - Performance KW - Performance KW - Test method KW - Test procedures KW - Usa KW - Vehicle design KW - Vehicle design KW - Vehicle safety KW - Vehicle safety UR - http://www-esv.nhtsa.dot.gov/ UR - https://trid.trb.org/view/1155148 ER - TY - CONF AN - 01387382 AU - Levick, N AU - Grzebieta, R AU - National Highway Traffic Safety Administration TI - Crashworthiness analysis of three prototype ambulance vehicles PY - 2007 SP - 8p AB - This paper is an evaluation of the predicted safety performance of three USA prototype ambulance vehicles with aftermarket structural modifications. Expected safety performance was analyzed using existing and established automotive safety principles. Information on design and construction of the vehicles was identified, and evaluated via application of basic engineering crashworthiness principles and laws of physics, with a specific focus on countermeasure design for reducing harmful loading and injury causation potential in crashes or sudden decelerations. Data sources used for the analysis included: vehicle specifications, inspections, photographs, crash tests and published crashworthiness and injury mitigation literature. U1 - 20th International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationLyon,France StartDate:20070618 EndDate:20070621 Sponsors:National Highway Traffic Safety Administration KW - Ambulance KW - Ambulances KW - Crashworthiness KW - Crashworthiness KW - Emergency vehicle KW - Emergency vehicles KW - Evaluation KW - Evaluation KW - Fatalities KW - Fatality rate KW - Injury rate KW - Injury rates KW - Performance KW - Performance KW - Usa KW - Vehicle design KW - Vehicle design KW - Vehicle safety KW - Vehicle safety UR - http://www-esv.nhtsa.dot.gov/ UR - https://trid.trb.org/view/1155147 ER - TY - CONF AN - 01387342 AU - Paine, M AU - Paine, D AU - Griffiths, M AU - Germanos, G AU - National Highway Traffic Safety Administration TI - In-vehicle intelligent speed advisory systems PY - 2007 SP - 13p AB - We review research findings on intelligent speed adaptation (ISA) and evaluate a self-contained, onboard speed advisory system that alerts drivers when the prevailing speed limit is exceeded (passive ISA). Recent developments in technology, including improvements to GPS and other navigation aids, mean that ISA has become a commercial reality rather than an experimental novelty. Passive and active ISA systems are now on sale in Australia. Extensive trials of ISA throughout the world have demonstrated the potential for significant accident savings as well as other community benefits. There is a compelling case for governments to actively support ISA implementation. U1 - 20th International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationLyon,France StartDate:20070618 EndDate:20070621 Sponsors:National Highway Traffic Safety Administration KW - Evaluation KW - Evaluation KW - Highway safety KW - Intelligent speed adaptation KW - Intelligent speed adaptation (ISA) KW - Intelligent transport system KW - Intelligent transport systems (ITS) KW - Intelligent transportation systems KW - Road safety KW - Road safety (engineering and vehicles) KW - Speed limit KW - Speed limits KW - Vehicle component KW - Vehicle components KW - Warning KW - Warning signals UR - http://www-nrd.nhtsa.dot.gov/pdf/esv/esv20/07-0247-W.pdf UR - https://trid.trb.org/view/1155107 ER - TY - CONF AN - 01387341 AU - Anderson, R W AU - Hutchinson, T P AU - National Highway Traffic Safety Administration TI - The feasibility of age-based criteria for child restraint selection PY - 2007 SP - 10p AB - Surveys of automotive child restraint use in various countries have repeatedly shown that many parents do not select the correct type of restraint for the child and lack knowledge about correct restraint selection. Advice to parents is based on the dimensions of the child, usually weight, but such prescriptions may be difficult for parents to remember, and parents often do not know the weight of their children. The child's age might be preferable for promotion and regulation because parents know it. Using a dataset of the distribution of children's weights at one-month intervals of age, and assuming that all children change from one restraint device to another at a particular age, we demonstrate the trade-off between the number of children too large for the smaller device and the number too small for the larger device. This is used to suggest an optimum transition age. The regulatory jurisdictions of Australasia, Europe and the United States of America are compared. The analysis shows that in Australasia, where there are currently significant overlaps in the weight ranges of each type of restraint, recommendations to make restraint transitions at 6 months and 4 years of age would mean that about 10 per cent of all children under the age of 8 would be in a restraint unsuited to their weight. Corresponding figures for the European and United States Standards are 6 per cent and 16 per cent. Instead of battling to get parents to use child's weight as the criterion for restraint selection, it might be better to promote exact ages as the transition criteria, and to write the standards for child restraints on the basis that this will happen. U1 - 20th International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationLyon,France StartDate:20070618 EndDate:20070621 Sponsors:National Highway Traffic Safety Administration KW - Age KW - Age KW - Child KW - Child restraint KW - Child restraint systems KW - Children KW - Decision making KW - Highway safety KW - Restraint usage KW - Road safety KW - Road safety (engineering and vehicles) KW - Seat belt usage KW - Selection UR - http://www-nrd.nhtsa.dot.gov/pdf/esv/esv20/07-0220-O.pdf UR - https://trid.trb.org/view/1155106 ER - TY - CONF AN - 01387340 AU - Brown, J AU - Bilston, L AU - National Highway Traffic Safety Administration TI - Spinal injuries in rear seated child occupants aged 8 – 16 years PY - 2007 SP - 11p AB - While spinal injury in child occupants is relatively rare, the significance of these injuries is high. For children too big for booster seats the best available protection is adult belts in the rear seat. This paper presents a case series of 27 rear seated restrained child occupants aged between 8 and 16 years diagnosed with a injury to the spinal region, and discusses the current lack of regulatory or consumer assessment of injury risk to child occupants too big for booster seats. Data was collected from retrospective medical record review of all children treated at two major children’s hospitals over a five year period. Cases were collected using spinal trauma related ICD 10 codes and all restrained child occupants between the ages of 8 and 16 years (inclusive) were extracted. All types and severities of spinal injuries were included. Restraint, seating position and crash details were taken from ambulance reports. Most children sustained minor injuries, but 13 of the 27 sustained moderate to severe spinal injuries. These include spinal cord injuries, vertebral fractures and dislocations and major ligamentous damage. Most minor injury occurred in the cervical region, and most serious injury occurred in the lumbar region. Almost all children were using the available lap sash seat belt. There was more serious spinal injury among those children aged 8 – 12 than there was among the older children aged 13-16, and more than half of those younger children with serious injury had associated abdominal injuries, while this was not a feature among the older children. International booster seat use legislation, the lack of regulatory and consumer assessment of injury potential to older rear seated children and the need for more widespread evaluation of rear safety for older child occupants is discussed. U1 - 20th International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationLyon,France StartDate:20070618 EndDate:20070621 Sponsors:National Highway Traffic Safety Administration KW - Adolescent KW - Adolescents KW - Child KW - Child restraint KW - Child restraint systems KW - Children KW - Evaluation KW - Evaluation KW - Highway safety KW - Injury severity KW - Injury severity KW - Road safety KW - Road safety (engineering and vehicles) KW - Seat belt KW - Seat belts KW - Seating position KW - Spinal column KW - Spinal column UR - http://www-nrd.nhtsa.dot.gov/pdf/esv/esv20/07-0461-O.pdf UR - https://trid.trb.org/view/1155105 ER - TY - CONF AN - 01387339 AU - Brown, J AU - Paine, M AU - Paine, D AU - Kelly, P AU - Griffiths, M AU - Magadera, N AU - Haley, J AU - Case, M AU - National Highway Traffic Safety Administration TI - Revised assessment protocols and scoring methods for the Australian child restraint evaluation program PY - 2007 SP - 15p AB - A consumer information based child restraint evaluation program was initiated in Australia in 1992. The assessment and evaluation procedures used in this program were recently reviewed and as a result, the assessment protocols and scoring methods have been significantly enhanced. This paper presents the revised assessment methods currently being used in the Australian Child Restraint Evaluation Program. The program includes both a dynamic performance assessment and an ease of use assessment. Dynamic assessment includes frontal testing and two side impact tests. The side impact test set up includes a non-intruding side door structure. Rearward facing, forward facing and booster seats are subjected to all dynamic tests using dummies corresponding to their upper mass range design limits. An approach based on an objective, pre-defined rating matrix was developed to score and rate the relative dynamic performance. The ease of use assessment method is based on the North American methods used by ICBC and NHTSA. Some enhancements to the individual items assessed and the ratings used were made to suit Australian conditions. Details of these enhancements are presented. A scoring system that allows for a four step (A-D) rating system for both the dynamic and the ease of use performance was introduced and this is also presented and discussed in detail in this paper. Exemplar results from the first series of assessments are presented to demonstrate the benefits of the revised protocol and the scope for further improvements to the methods being used. U1 - 20th International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationLyon,France StartDate:20070618 EndDate:20070621 Sponsors:National Highway Traffic Safety Administration KW - Angle collision KW - Child restraint KW - Child restraint systems KW - Crash test KW - Evaluation KW - Evaluation KW - Frontal crashes KW - Head on collision KW - Highway safety KW - Impact tests KW - Performance KW - Performance KW - Road safety KW - Road safety (engineering and vehicles) KW - Seating position KW - Side crashes KW - Sideways collision UR - https://trid.trb.org/view/1155104 ER - TY - CONF AN - 01387338 AU - Bayly, M AU - Hosking, S AU - Regan, M AU - National Highway Traffic Safety Administration TI - Intelligent transport systems and motorcycle safety PY - 2007 SP - 9p AB - In comparison to the widespread advancement of safety-enhancing technologies for passenger vehicles, there has been only limited development of intelligent transport systems (ITS) for motorcycles. Considering the international over-representation of motorcyclists in crash statistics, in particular, the high incidence of loss of control crashes and multiple vehicle crashes and the critical issue of motorcycle conspicuity, it would appear that the development of ITS for motorcycles should be given greater priority. The current review aimed to investigate the extent to which ITS have been applied to motorcycles (including both existing and emerging technologies) and discuss these ITS according to their likely safety benefits to motorcycle safety. A literature review and expert consultations confirmed that very few motorcycle-specific ITS currently exist, with advanced braking systems a notable exception, although a number of prototype systems have been developed. The potential to adapt emerging and existing ITS for other vehicles to motorcycles is also highlighted. Technologies that were seen to enhance the stability and braking power of motorcycles have been regarded with highest priority as these are most likely to be relevant to almost all motorcycle crash types, particularly loss of control crashes. Future motorcycle ITS developments must be safety-driven, but also consider issues such as acceptability. Evaluative studies of existing and emerging systems are a critical next step. U1 - 20th International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationLyon,France StartDate:20070618 EndDate:20070621 Sponsors:National Highway Traffic Safety Administration KW - Advanced driver information systems KW - Advanced driver information systems KW - Advanced driver information systems (ADIS) KW - Braking KW - Braking KW - Conspicuity KW - Highway safety KW - Intelligent transport system KW - Intelligent transport systems (ITS) KW - Intelligent transportation systems KW - Motor vehicle dynamics KW - Motorcycle KW - Motorcycles KW - Motorcyclist KW - Motorcyclists KW - Road safety KW - Road safety (engineering and vehicles) KW - Stability analysis KW - Vehicle design KW - Vehicle stability UR - http://www-nrd.nhtsa.dot.gov/pdf/esv/esv20/07-0301-O.pdf UR - https://trid.trb.org/view/1155103 ER - TY - CONF AN - 01387337 AU - Frechede, B AU - McIntosh, A AU - National Highway Traffic Safety Administration TI - Use of MADYMO’s human facet model to evaluate the risk of head injury in impact PY - 2007 SP - 14p AB - To date the greatest focus for head impacts has been the study of severe impacts. It appears beneficial to broaden the field of validation of these models, and to expand the knowledge of tolerance limits associated with lower severity injury. In this case, mild traumatic brain injury (MTBI). A simulation protocol was developed using MADYMO’s human facet models to reconstruct 27 real-life concussive head impacts from impact sports. The cases were selected from a set that had been studied previously using a video analysis protocol. The contact behaviour of the model was first evaluated against both experimental and numerical results available in the literature. The video impact cases were then reconstructed and simulated, allowing for the assessment of a range of global biomechanical parameters that have been shown to be correlated with injury risk. The reliability of these reconstructions was evaluated by means of a sensitivity analysis of the influence of several independent variables on these dynamic outputs. The results showed that the use of MADYMO’s human facet model was adequate to obtain a representative estimate of head dynamics associated with soft to medium impact severities. They also hinted at the model’s limitations to accurately model short impact durations impacts. The following mean peak values for MTBI were obtained from the reconstruction of the real-life impacts: 103 g for the head centre of gravity linear acceleration, 8022 rad/s2 for the head angular acceleration and 359 for the HIC. These values compare well with other studies and should contribute to the identification of the level at which injury first occurs. U1 - 20th International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationLyon,France StartDate:20070618 EndDate:20070621 Sponsors:National Highway Traffic Safety Administration KW - Accident analysis KW - Anthropometric dummy KW - Crash analysis KW - Dummies KW - Head KW - Head KW - Highway safety KW - Injuries KW - Injury KW - Mathematical models KW - Modelling KW - Road safety KW - Road safety (engineering and vehicles) UR - http://www-nrd.nhtsa.dot.gov/pdf/esv/esv20/07-0300-O.pdf UR - https://trid.trb.org/view/1155102 ER - TY - CONF AN - 01387336 AU - Anderson, R W AU - Streeter, L D AU - Ponte, G AU - McLean, A J AU - National Highway Traffic Safety Administration TI - Pedestrian reconstruction using multibody MADYMO simulation and the Polar-II dummy: a comparison of head kinematics PY - 2007 SP - 15p AB - The aim of this study was to reconstruct three pedestrian collisions with multi-body simulations using the computer program MADYMO and the Polar-II dummy. In this paper, we compare the head kinematics of the computer simulation and the Polar-II test with reference to the vehicle-pedestrian contacts in the actual cases. We also discuss aspects of the reconstructions made using these different tools, especially findings on the velocity trajectory of the head. The cases selected for reconstruction were ones in which the pedestrian's height and weight were close to the 50th percentile adult human male, and where the accident investigation provided good estimates of impact speed and complete injury data. The cases were investigated to estimate the speed of the vehicle at impact and the position of the pedestrian relative to the vehicle. Contact points between the vehicle and pedestrian were recorded. From this information MADYMO simulations were made to estimate the kinematics of the pedestrian during the collision. We then reconstructed each case using the Polar-II full-scale pedestrian dummy. Results showed that some aspects of the head kinematics were in good agreement but, generally, Polar-II head impact angles were steeper and the head impact location was more forward than the location suggested by the simulations and the cases themselves. Leg kinematics were noticeably different, with the Polar-II legs remaining engaged with the front of the vehicle for a longer period of the collision. In contrast to the simulations, the Polar-II legs were in some instances still engaged as the head stuck the vehicle. U1 - 20th International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationLyon,France StartDate:20070618 EndDate:20070621 Sponsors:National Highway Traffic Safety Administration KW - Accident analysis KW - Accident reconstruction KW - Anthropometric dummy KW - Case studies KW - Case study KW - Crash analysis KW - Crash reconstruction KW - Dummies KW - Head KW - Head KW - Highway safety KW - Injuries KW - Injury KW - Leg KW - Leg KW - Mathematical models KW - Modelling KW - Pedestrian KW - Pedestrians KW - Road safety KW - Road safety (engineering and vehicles) UR - http://www-nrd.nhtsa.dot.gov/pdf/esv/esv20/07-0273-O.pdf UR - https://trid.trb.org/view/1155101 ER - TY - CONF AN - 01387335 AU - Regan, M A AU - Young, K L AU - Triggs, T J AU - Tomasevic, N AU - Mitsopoulos, E AU - Stephan, K AU - National Highway Traffic Safety Administration TI - Effects on driving performance of long-term exposure to a seatbelt reminder system: findings from the Australian TAC SafeCar project PY - 2007 SP - 11p AB - The TAC SafeCar study evaluated the impact of three intelligent transport system technologies, alone and in combination, on driver performance: intelligent speed adaptation, following distance warning and a seatbelt reminder system for all seated occupants. The project had several aims: to evaluate the technical operation of these technologies; to assess the acceptability to drivers of them; and to evaluate, in an on-road setting, the impact of them, alone and in combination, on driver performance and safety. Twenty-three fleet car drivers (15 treatment and 8 control drivers) participated in the on-road study. Each participant drove a SafeCar for at least 16,500 kilometres. The SafeCar project was the first to evaluate the effects on driving performance of long-term exposure to a seatbelt reminder system. The results are reported in this paper. Based on the results of the study, use of the is estimated to save the Australian community approximately AUD $335 million per annum in reduced HARM costs. These findings were yielded even though initial seatbelt wearing compliance rates in the community were high, suggesting that seatbelt reminder systems can be effective in improving seatbelt compliance among occupants who already have high wearing rates. U1 - 20th International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationLyon,France StartDate:20070618 EndDate:20070621 Sponsors:National Highway Traffic Safety Administration KW - Behavior KW - Control group KW - Control groups KW - Driver behaviour KW - Driver performance KW - Driver performance KW - Drivers KW - Evaluation KW - Evaluation KW - Intelligent transport system KW - Intelligent transport systems (ITS) KW - Intelligent transportation systems KW - Restraint usage KW - Road safety (engineering and vehicles) KW - Road safety (human factors) KW - Seat belt KW - Seat belt usage KW - Seat belts KW - Vehicle safety KW - Vehicle safety KW - Warning KW - Warning signals UR - https://trid.trb.org/view/1155100 ER - TY - CONF AN - 01387334 AU - Chen, S AU - Rakotonirainy, A AU - Loke, S W AU - Krishnaswamy, S AU - National Highway Traffic Safety Administration TI - A crash risk assessment model for road curves PY - 2007 SP - 8p AB - A comprehensive model to assess crash risks and reduce drivers' exposure to risks on road curves is still unavailable. The aim is to create a model that can assist a driver to negotiate road curves safely. The overall model uses situation awareness, ubiquitous data mining and driver behaviour modelling concepts to assess crash risks on road curves. However, only the risk assessment model, which is part of the overall model, is presented in the paper. Crash risks are assessed using the predictions and a risk assessment scale that is created based on driver behaviours on road curves. This paper identifies the contributing factors from which crash risk level is assessed. Five risk levels are defined and the contributing factors for each crash risk level are used to determine risk. The contributing factors are identified from a set of insurance crash records using link analysis. The factors will be compared with the actual factors of the driving context in order to determine the risk level. U1 - 20th International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationLyon,France StartDate:20070618 EndDate:20070621 Sponsors:National Highway Traffic Safety Administration KW - Behavior KW - Curve KW - Driver behaviour KW - Driver characteristics KW - Drivers KW - Highway curves KW - Highway safety KW - Human characteristics KW - Mathematical models KW - Modelling KW - Perception KW - Perception KW - Risk KW - Risk assessment KW - Risk assessment KW - Risk management KW - Road design and management KW - Road safety KW - Road safety (human factors) UR - http://www-nrd.nhtsa.dot.gov/pdf/esv/esv20/07-0398-O.pdf UR - https://trid.trb.org/view/1155099 ER - TY - CONF AN - 01387329 AU - Belcher, T AU - Newland, C AU - National Highway Traffic Safety Administration TI - Investigation of lower anchorage systems for child restraints in Australia PY - 2007 SP - 15p AB - A series of 28 frontal impact sled tests were conducted based on the Australian Standard AS/NZS 3629 child restraint dynamic test method. A further series of 15 tests were conducted in a vehicle body mounted on an impact sled with an acceleration-time history representative of a 56 km/h full frontal rigid barrier crash. Three different models of forward-facing child restraint were tested, with varying anchorage configurations including rigid ISOFIX, flexible LATCH strap and 3-point seatbelt. Top tethers were evaluated with anchorages directly behind the child restraint (0 degrees) and offset at an angle of 20 degrees. P3 and Hybrid III 3 year old dummies were used. Anchorage loads and safety performance of the restraint system were assessed. In tests in the vehicle body, maximum dynamic top tether loads were in the range of 7-8 kN and maximum dynamic lower anchorage loads are estimated to be in the range 13-14 kN. Tests using rigid ISOFIX anchorages generally produced lower head acceleration and forward excursion than other tested anchorage types. However, this was accompanied by increased chest deflections and neck flexion moments. These data suggest that lower anchorage systems may be acceptable in Australia, but that modifications to the UNECE and LATCH requirements may be required to ensure compatibility with existing Australian child restraint systems without a degradation of child safety. U1 - 20th International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationLyon,France StartDate:20070618 EndDate:20070621 Sponsors:National Highway Traffic Safety Administration KW - Anchorage KW - Anchorages KW - Anthropometric dummy KW - Child restraint KW - Child restraint systems KW - Crash test KW - Dummies KW - Frontal crashes KW - Head on collision KW - Impact tests KW - Test method KW - Test procedures KW - Vehicle safety KW - Vehicle safety UR - http://www-nrd.nhtsa.dot.gov/pdf/esv/esv20/07-0298-O.pdf UR - https://trid.trb.org/view/1155094 ER - TY - CONF AN - 01387328 AU - Belcher, T AU - Newland, C AU - National Highway Traffic Safety Administration TI - Assessment of occupant protection systems in vehicle-to-pole lateral impact using ES-2 and WorldSID PY - 2007 SP - 10p AB - A series of vehicle-to-pole lateral impact tests were conducted using ES-2 and WorldSID dummies. Pure lateral and oblique impacts were included in the test series and the level of protection offered by the head protecting side airbag was assessed under each condition. The head injury risks predicted by the ES-2 and WorldSID dummies under the same oblique pole test conditions were dramatically different, with the ES-2 indicating a low risk of head injury and the WorldSID indicating a very high risk of head injury. Sled tests were used to investigate the kinematics of the ES-2 shoulder, the consequent influence of shoulder load on head / neck kinematics, and the ability of this dummy to discriminate the level of head protection offered by head protecting side airbags. The head, neck, and shoulder kinematics and peak shoulder loads of the ES-2 were found to be highly sensitive to the direction of loading to the shoulder resulting from each pole impact angle. U1 - 20th International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationLyon,France StartDate:20070618 EndDate:20070621 Sponsors:National Highway Traffic Safety Administration KW - Air bag KW - Air bags KW - Angle collision KW - Anthropometric dummy KW - Crash test KW - Dummies KW - Head KW - Head KW - Impact tests KW - Injury severity KW - Injury severity KW - Neck KW - Neck KW - Pole KW - Poles (Supports) KW - Side crashes KW - Sideways collision KW - Vehicle safety KW - Vehicle safety UR - https://trid.trb.org/view/1155093 ER - TY - CONF AN - 01387327 AU - Douglas, C A AU - Fildes, B AU - Gibson, T J AU - Bostroem, O AU - Pintar, F A AU - National Highway Traffic Safety Administration TI - Modeling the seat belt to shoulder-complex interaction in far-side crashes PY - 2007 SP - 11p AB - The aim of this study was to investigate seat belt to shoulder-complex interaction during the first phase of a farside impact for incorporation into a multibody occupant model. The model adaptations were derived based on quasistatic belt slip tests using two volunteers, a standard Hybrid III ATD and a Hybrid III Spring-Spine ATD. The model development was validated for this first phase of impact by comparison with shoulder belt force-time histories and head lateral displacements from lateral far-side sled tests using PMHS and a WorldSID ATD. The newly adapted model correctly predicted seat belt to shoulder complex interaction in all of the quasi-static belt slip tests, compared to 50 per cent and 67 per cent for Hybrid III and Hybrid III Spring-Spine respectively. Furthermore, the model was able to predict the increasing likelihood of the seat belt engaging the shoulder when the D-ring moved rearward and pretension increased. For the validation tests, the magnitude and phasing of the shoulder-belt force-time and head displacement-time histories were generally within 10 per cent of the PMHS results. In addition, the model was capable of predicting the location of occupant to seat belt interaction observed in the PMHS tests. U1 - 20th International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationLyon,France StartDate:20070618 EndDate:20070621 Sponsors:National Highway Traffic Safety Administration KW - Anthropometric dummy KW - Crash test KW - Dummies KW - Impact tests KW - Injury severity KW - Injury severity KW - Mathematical models KW - Modelling KW - Road shoulders KW - Seat belt KW - Seat belts KW - Seating position KW - Shoulder KW - Side crashes KW - Sideways collision KW - Vehicle safety KW - Vehicle safety UR - http://www-nrd.nhtsa.dot.gov/pdf/esv/esv20/07-0296-O.pdf UR - https://trid.trb.org/view/1155092 ER - TY - CONF AN - 01387326 AU - Fildes, B AU - Fitzharris, M AU - Gabler, H C AU - Digges, K AU - Smith, S AU - National Highway Traffic Safety Administration TI - Chest and abdominal injuries to occupants in far side crashes PY - 2007 SP - 8p AB - This paper describes an analysis of collisions and injuries to occupants involved in far side collisions. U1 - 20th International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationLyon,France StartDate:20070618 EndDate:20070621 Sponsors:National Highway Traffic Safety Administration KW - Abdomen KW - Abdomen KW - Accident analysis KW - Accident countermeasure KW - Australia KW - Crash analysis KW - Injury severity KW - Injury severity KW - Seating position KW - Side crashes KW - Sideways collision KW - Thorax KW - Thorax KW - Traffic safety KW - Usa KW - Vehicle safety KW - Vehicle safety UR - http://www-nrd.nhtsa.dot.gov/pdf/esv/esv20/07-0384-O.pdf UR - https://trid.trb.org/view/1155091 ER - TY - CONF AN - 01139865 AU - Roe, Cheryl AU - Brown, Timothy AU - Watson, Ginger AU - National Advanced Driving Simulator TI - Factors Associated with Simulator Sickness in a High-Fidelity Simulator PY - 2007 SP - 12p AB - This paper will discuss how sickness related to simulator use is a common problem that researchers face when designing experiments. The amount of time in the simulator, the number and length of drives, and the type of maneuver can be limited to minimize the likelihood of simulator sickness occurrence. This research describes the impact of time in a full motion simulator and number of drives on simulator sickness. Data from 11 studies representing 12 unique data sets using the National Advanced Driving Simulator will be examined. To access simulator sickness, a modified version of the Simulator Sickness Questionnaire (SSQ) was administered to participants in varying numbers and at various times depending on type of study and length of time. Regardless of the number of times the SSQ was collected, this paper examines the scores after the participant’s last drive for a day in the simulator and the attrition rates. The results show that the sickness-related attrition rates across the data sets is low, at 2.45% compared to reported attrition rates with other simulators. Over half of the participants who withdrew came from two similar studies that required a secondary task of using a cellular phone. This paper will address simulator sickness and categorize contributing factors associated with the maneuver type and length of exposure to the simulator. U1 - Driving Simulation Conference, North America 2007 (DSC-NA 2007)Ford Motor CompanyNational Highway Traffic Safety AdministrationUniversity of Iowa, Iowa CityTransportation Research BoardIowa City,IA,United States StartDate:20070912 EndDate:20070914 Sponsors:Ford Motor Company, National Highway Traffic Safety Administration, University of Iowa, Iowa City, Transportation Research Board KW - Driving simulators KW - Experiments KW - Maneuverability KW - Motion sickness KW - National Advanced Driving Simulator KW - Questionnaires UR - https://trid.trb.org/view/899812 ER - TY - CONF AN - 01139861 AU - National Advanced Driving Simulator TI - The SAVE-IT Program PY - 2007 SP - 8p AB - This paper describes how the proliferation of increasingly elaborate nomadic devices presents a problem for the safety of roadways. One approach to counteracting this emerging threat is safety-enhancing systems, such as Forward Collision Warning (FCW) and Lane Departure Warning (LDW) that are also beginning to enter the automotive market. These systems attempt to warn the driver about immediate unexpected conflicts. Yet the introduction of collision warning systems into the passenger vehicle market has been relatively slow, perhaps because of the acceptance issues surrounding nuisance alerts. Common types of FCW nuisance alerts include situations where a host vehicle approaches a lead vehicle that is vacating the lane (either turning or changing lanes) or when a host vehicle approaches the lead vehicle with an intention of passing. Common LDW alerts that might be considered to be unnecessary include those where the driver knowingly strays over the lane marker without consequence, or where the driver intentionally changes lanes without using the turn signal. Both extended exposure to these systems on the road and in relatively short exposures in the driving simulator have suggested that nuisance alerts undermine driver acceptance. Nuisance alerts often stem from the difficulty these systems have in detecting the driver’s current state of awareness. For example, even if a system performs exactly as the designers had intended and correctly identifies a potential threat associated with a slowing lead vehicle, attentive drivers may still view the situation as a nuisance alert. Whether a driver views an alert as useful or annoying depends on the driver state as well as the traffic situation. As a consequence, the next step in the adaptive-vehicle cockpit will be to not only measure the traffic situation, but also the state of the driver. To avoid annoying the driver, collision-warning systems will adapt warnings according to whether the driver is attending to the forward roadway. U1 - Driving Simulation Conference, North America 2007 (DSC-NA 2007)Ford Motor CompanyNational Highway Traffic Safety AdministrationUniversity of Iowa, Iowa CityTransportation Research BoardIowa City,IA,United States StartDate:20070912 EndDate:20070914 Sponsors:Ford Motor Company, National Highway Traffic Safety Administration, University of Iowa, Iowa City, Transportation Research Board KW - Attention KW - Collision warning systems KW - Driver information systems KW - Driver performance KW - Forward collision warning KW - In vehicle sensors KW - Lane departures KW - Vehicle design KW - Warning systems UR - https://trid.trb.org/view/899819 ER - TY - CONF AN - 01139859 AU - He, Yefei AU - Schwarz, Chris AU - Gordon, Jeff AU - Allen, Shawn AU - National Advanced Driving Simulator TI - Field-of-View Enhancement for NADS Non-Standard Applications PY - 2007 SP - 10p AB - This paper describes how the National Advanced Driving Simulator (NADS) was designed as a very high fidelity device targeted for passenger cars and trucks. The use of the NADS to simulate a different kind of vehicle would be classified as a ‘non-standard’ application, in light of its charter. Two recent examples of non-standard NADS applications are agricultural and construction vehicle simulation. In both of these cases, an extended vertical field-of-view (FOV) was required to achieve the desired level of realism. Fortunately, a solution was conceived that could address the need of both of these applications. Two additional projectors were mounted near the ceiling of the dome oriented downward. Two new screens were constructed and mounted to the floor of the dome in the locations where extra FOV was required. This paper describes the design and implementation of the FOV enhancement for the NADS. Constraints on space, combined with minimum required image size made the design challenging. Additionally, channel configuration for the additional display screens had to be computed for the image generator. Details on the constructions of low cost custom screens are given, as are the specifications of the selected projectors. The procedure for configuring the additional channels is described. Finally, the application of the FOV enhancement to agricultural and construction vehicle simulation is reported. U1 - Driving Simulation Conference, North America 2007 (DSC-NA 2007)Ford Motor CompanyNational Highway Traffic Safety AdministrationUniversity of Iowa, Iowa CityTransportation Research BoardIowa City,IA,United States StartDate:20070912 EndDate:20070914 Sponsors:Ford Motor Company, National Highway Traffic Safety Administration, University of Iowa, Iowa City, Transportation Research Board KW - Agricultural equipment KW - Construction vehicles KW - Driving simulators KW - Field of vision KW - National Advanced Driving Simulator KW - Traffic simulation UR - https://trid.trb.org/view/899878 ER - TY - CONF AN - 01139849 AU - Brown, Timothy AU - Dow, Ben AU - Marshall, Dawn AU - Allen, Shawn AU - National Advanced Driving Simulator TI - Validation of Stopping and Turning Behavior for Novice Drivers in the National Advanced Driving Simulator PY - 2007 SP - 11p AB - This paper describes how the leading cause of death for teens in the United States is motor vehicle accidents. Per miles driven, teens are more likely to be involved in accidents than any other age group, but research looking at on-road behavior is limited by the dangers involved. Driving simulators provide a safe environment in which to examine the behaviors that may contribute to teen drivers’ higher risk of crash involvement. For this study, 21 sixteen-year-old males drove on the road in their own vehicles and over similar routes in the National Advanced Driving Simulator approximately six weeks after obtaining their intermediate licenses. The route included interstate, two-lane rural highway, and residential driving. Data from three intersections where the driver needed to stop and turn were compared. This paper compares the similarities between acceleration and velocity profiles across the 21 participants. The results show that when the simulator intersection closely matched the real-world intersection, novice driver performance was similar in these two environments. U1 - Driving Simulation Conference, North America 2007 (DSC-NA 2007)Ford Motor CompanyNational Highway Traffic Safety AdministrationUniversity of Iowa, Iowa CityTransportation Research BoardIowa City,IA,United States StartDate:20070912 EndDate:20070914 Sponsors:Ford Motor Company, National Highway Traffic Safety Administration, University of Iowa, Iowa City, Transportation Research Board KW - Driving simulators KW - Fatalities KW - Human factors in crashes KW - Intersections KW - National Advanced Driving Simulator KW - Stopping KW - Teenage drivers KW - Traffic crashes KW - Turning traffic UR - https://trid.trb.org/view/899868 ER - TY - CONF AN - 01139841 AU - Jamson, Hamish AU - Horrobin, Anthony J AU - Auckland, Robin A AU - National Advanced Driving Simulator TI - Whatever Happened to the LADS? Design and Development of the New University of Leeds Driving Simulator PY - 2007 SP - 10p AB - This paper describes how driving simulators have been used at the University of Leeds to undertake research into driver behavior and transport safety since 1994. The old Leeds Advanced Driving Simulator (LADS) has now been decommissioned. This paper describes the design and construction phases of the new £1m University of Leeds Driving Simulator, which has been operational since October 2006. The paper highlights the design and development decisions made and presents technical descriptions for each of the main features of the simulator: (1) Jaguar S-type vehicle cab and instrumentation; (2) 2.5t payload, eight degree of freedom motion system with 5m of effective stroke; 4m spherical projection dome; (3) image generation system; and (4) real-time Linux PC network. U1 - Driving Simulation Conference, North America 2007 (DSC-NA 2007)Ford Motor CompanyNational Highway Traffic Safety AdministrationUniversity of Iowa, Iowa CityTransportation Research BoardIowa City,IA,United States StartDate:20070912 EndDate:20070914 Sponsors:Ford Motor Company, National Highway Traffic Safety Administration, University of Iowa, Iowa City, Transportation Research Board KW - Degrees of freedom KW - Drivers KW - Driving simulators KW - Jaguar automobile KW - Real time information KW - Travel behavior KW - University of Leeds UR - https://trid.trb.org/view/899881 ER - TY - CONF AN - 01139837 AU - Cai, H AU - Lin, Y AU - Mourant, Ronald R AU - National Advanced Driving Simulator TI - Study on Driver Emotion in Driver-Vehicle-Environment Systems Using Multiple Networked Driving Simulators PY - 2007 SP - 8p AB - Driving simulators have been widely used to investigate driver behavior and psychophysiological responses. In this paper, the authors proposed to use multiple participant-operated driving simulators which communicate with each other so the platoon formed by the simulators can demonstrate realistic effects of driver-driver interaction in simulation scenarios. In our preliminary experiment, three driving simulators were connected through Northeastern’s campus network. One was a fixed-based high fidelity driving simulator with an actual automobile cabin and large curve screen in our Virtual Environments Laboratory. The other two are relative low cost simulators housed in the Intelligent Human-Machine Systems Laboratory. With this configuration, we investigated emotional behavior (anger, neutral, and excitation) of drivers by collecting driving performance data, psychophysiological responses and eye movement data. The results demonstrated the feasibility and efficiency of using multiple networked driving simulators to study driver emotional behavior, e.g., road rage. U1 - Driving Simulation Conference, North America 2007 (DSC-NA 2007)Ford Motor CompanyNational Highway Traffic Safety AdministrationUniversity of Iowa, Iowa CityTransportation Research BoardIowa City,IA,United States StartDate:20070912 EndDate:20070914 Sponsors:Ford Motor Company, National Highway Traffic Safety Administration, University of Iowa, Iowa City, Transportation Research Board KW - Behavior KW - Driver vehicle interfaces KW - Drivers KW - Driving simulators KW - Emotions KW - Human machine systems KW - Psychological aspects KW - Travel behavior KW - Virtual reality UR - https://trid.trb.org/view/899811 ER - TY - CONF AN - 01139833 AU - Dow, Ben AU - Brown, Timothy L AU - Roe, Cheryl AU - Schwarz, Chris AU - Bonefas, Zach AU - Duncan, Jerry AU - Sanchez, Julian AU - National Advanced Driving Simulator TI - Investigating the Immediate Effects of Periodic Alerts to Assist in Maintenance of Vigilance During Automated Vehicle Operation PY - 2007 SP - 10p AB - This paper describes how, with the advancement of technology, the presence of automated systems has continued to increase in a variety of environments, including ground transportation. A continuing challenge with increased automation is designing systems that help operators stay in the loop, thus ensuring that they will be able to react when necessary. The means of countering vigilance decrements associated with automation have ranged from such devices as “Dead Man” switches to more complex computer-based interventions that require constant operator attention. This study examined the utility of periodic auditory alerts that required a response by the operator. Fourteen adults drove under automated control in one practice drive and three study drives with a total duration of approximately 75 minutes. At the end of each drive, participants rated their fatigue using a visual analog scale. During two of the three study drives, participants were presented with periodic alerts that required acknowledgement by pressing a button located on the operator’s armrest. The immediate effects of these alerts on the operator were recorded. Analysis of the data revealed that operators acknowledged all of the alerts but that there was no statistical difference in reaction time between operator state conditions. Additional analyses revealed that following the alert, operators were more likely to observe the environment outside the cab and were more awake. This study provides useful insights into the effects of periodic alerts used to assist operators of automated control vehicles. U1 - Driving Simulation Conference, North America 2007 (DSC-NA 2007)Ford Motor CompanyNational Highway Traffic Safety AdministrationUniversity of Iowa, Iowa CityTransportation Research BoardIowa City,IA,United States StartDate:20070912 EndDate:20070914 Sponsors:Ford Motor Company, National Highway Traffic Safety Administration, University of Iowa, Iowa City, Transportation Research Board KW - Alertness KW - Automated vehicle control for ground vehicles KW - Automation KW - Drivers KW - Driving simulators KW - Human factors in crashes KW - Technological innovations KW - Vehicle operations UR - https://trid.trb.org/view/899820 ER - TY - CONF AN - 01139831 AU - Mourant, Ronald R AU - Jaeger, Beverly K AU - Lin, Yingzi AU - National Advanced Driving Simulator TI - Optic Flow in Driving Simulators PY - 2007 SP - 10p AB - This paper describes how, in the case of driving simulators, optic flow is generated as a user’s vehicle traverses a three-dimensional virtual environment. The amount of optic flow is greatest directly in front and to the sides of the vehicle, with optic flow being zero at the point of expansion. In the first experiment, the method of paired-comparisons was used to investigate perceived optic flow for four sizes of geometric field of view (GFOV) (25, 45, 65, and 85 horizontal degrees). Results established that subjects could accurately differentiate the amount of optic flow for the four levels of GFOV. In addition, subjects perceived the velocity of on-coming vehicles to be faster when the GFOV was large. The authors designed a second experiment to investigate the production of specific values of vehicle velocity. In the second experiment, subjects were asked to accelerate their vehicle from a stop until they perceived it was going either 30 or 60 mph. The sizes of GFOV were set at 25, 55, or 85 horizontal degrees. Subjects overestimated velocity for the 30 mph condition. When asked to produce a velocity of 30 mph they produce a velocity of 50 mph. Their production of 60 mph was much more accurate. An interaction of the velocity asked for and GFOV, showed that accuracy increased as the GFOV increased. These experiments suggest that the perception of optic flow in driving simulators is not the same as in the real-world. This results in a conflict between what is perceived from observation of optic flow in a simulated virtual environment and what is reported by the vehicle’s speedometer. U1 - Driving Simulation Conference, North America 2007 (DSC-NA 2007)Ford Motor CompanyNational Highway Traffic Safety AdministrationUniversity of Iowa, Iowa CityTransportation Research BoardIowa City,IA,United States StartDate:20070912 EndDate:20070914 Sponsors:Ford Motor Company, National Highway Traffic Safety Administration, University of Iowa, Iowa City, Transportation Research Board KW - Driving simulators KW - Experiments KW - Field of view KW - Optics KW - Simulation KW - Traffic flow KW - Virtual reality UR - https://trid.trb.org/view/899880 ER - TY - CONF AN - 01139830 AU - McDowell, K A AU - PAUL, V AU - Alban, Jillyn AU - National Advanced Driving Simulator TI - Reduced Input Throw and High-Speed Driving PY - 2007 SP - 10p AB - This paper describes how the U.S. Army is examining new and evolutionary concepts for controlling military vehicles in the future. Drive-by-wire technology coupled with non-standard driving control devices have the potential to lead to improved driving performance, reduced Soldier training time, crash prevention, smaller vehicle space claims, and improved vehicle safety in military vehicles. However, there are several human performance issues associated with non-standard control devices for manual driving. This investigation focuses on the critical issue of the impact of the reduced “throw” (i.e., angular range of motion of the control device) that is typically associated with yoke and joysticks as compared to conventional steering wheel devices. Four participants were examined as they executed straight road lane-keeping and obstacle avoidance tasks. Two different devices (yoke, steering wheel) and six linear steering ratios (32.4:1, 16.2:1 6.5:1, 3.2:1, 2.2:1, 1.6:1) were examined. The results support an upper steering ratio limit of less than 16.2:1 for a simulated 8-wheeled military vehicle. These results provide a first step for developing non-linear or speed variable steering ratios that are appropriate for high- and low-speed driving, road surfaces, and cross country terrain. U1 - Driving Simulation Conference, North America 2007 (DSC-NA 2007)Ford Motor CompanyNational Highway Traffic Safety AdministrationUniversity of Iowa, Iowa CityTransportation Research BoardIowa City,IA,United States StartDate:20070912 EndDate:20070914 Sponsors:Ford Motor Company, National Highway Traffic Safety Administration, University of Iowa, Iowa City, Transportation Research Board KW - Human factors in crashes KW - Joysticks (Computers) KW - Military vehicles KW - Simulated yoked study KW - Steering systems KW - Traffic safety UR - https://trid.trb.org/view/899870 ER - TY - CONF AN - 01139827 AU - Schwarz, Chris AU - Salaani, Kamel AU - He, Yefei AU - Allen, Shawn AU - Heydinger, Gary AU - National Advanced Driving Simulator TI - An Overview of Tractor/Trailer Simulation at the NADS PY - 2007 SP - 9p AB - This paper describes how the National Advanced Driving Simulator (NADS) models and cab for a class 8 tractor/trailer have recently been reviewed, enhanced, and implemented for a National Highway Transportation Safety Administration (NHTSA) study. A panel from the Federal Motor Carrier Safety Administration (FMCSA) reviewed the status of the NADS simulation capabilities and made several recommendations for improving its fidelity and realism. This paper is devoted to describing recent enhancements made to the models, visuals, and cab to address the recommendations from the FMCSA review, with a general introduction to the tractor/trailer model. In addition, some capabilities were added to support a NHTSA study on braking that was completed in early 2007. One of the noted problems was a lack of synchronicity between the transmission and engine model running locally on the cab computer (CFS), and the transmission and engine model running under vehicle dynamics (VDS). This was addressed by porting the CFS model into VDS, to obtain completely synchronous simulations. Another noted problem was the lack of accurate trailer visualization, which was addressed up to the current capabilities of the NADS visual system. Other enhancements include new brake model data, validation of the steering system and brake pedal feel, and a new vibration model providing motion feel through the hexapod and dome vibration actuators. In conclusion, the work to provide a realistic tractor/trailer simulation experience is ongoing; with the current state-of-the-art being appropriate and sufficient for certain types of heavy truck studies. U1 - Driving Simulation Conference, North America 2007 (DSC-NA 2007)Ford Motor CompanyNational Highway Traffic Safety AdministrationUniversity of Iowa, Iowa CityTransportation Research BoardIowa City,IA,United States StartDate:20070912 EndDate:20070914 Sponsors:Ford Motor Company, National Highway Traffic Safety Administration, University of Iowa, Iowa City, Transportation Research Board KW - Driving simulators KW - Heavy duty trucks KW - National Advanced Driving Simulator KW - State of the art KW - Tractor trailer combinations KW - Traffic simulation KW - U.S. Federal Motor Carrier Safety Administration KW - Vibration control UR - https://trid.trb.org/view/899871 ER - TY - CONF AN - 01139826 AU - Kishida, T AU - Kageyama, Ichiro AU - National Advanced Driving Simulator TI - A Study on Riding Simulator for Motorcycle PY - 2007 SP - 7p AB - This paper describes the construction of a riding simulator for motorcycles. This simulator is constructed using the results of experiments for motorcycle dynamics. This motorcycle simulator is capable of simulating speeds close to that of a real motorcycle. Thus, it can also be used to assist in the study of Human-Machine Interface (HMI) and the evaluation of total motion characteristics between humans and motorcycles. U1 - Driving Simulation Conference, North America 2007 (DSC-NA 2007)Ford Motor CompanyNational Highway Traffic Safety AdministrationUniversity of Iowa, Iowa CityTransportation Research BoardIowa City,IA,United States StartDate:20070912 EndDate:20070914 Sponsors:Ford Motor Company, National Highway Traffic Safety Administration, University of Iowa, Iowa City, Transportation Research Board KW - Driving simulators KW - Human factors in crashes KW - Human machine interface KW - Motorcycle driving KW - Motorcyclists UR - https://trid.trb.org/view/899869 ER - TY - CONF AN - 01139818 AU - Severson, Joan AU - Rizzo, Matthew AU - Wagner, Jacob AU - Cremer, James AU - Best, Allen F AU - Severson, Monica A AU - National Advanced Driving Simulator TI - Driving Simulation: How Low Can You Go? PY - 2007 SP - 10p AB - This paper describes how older and cognitively impaired drivers perform worse in driving simulators as cognitive function declines. How realistic must driving simulations be to discriminate different categories of impaired drivers? High-end, high-fidelity, immersive simulators are expensive and unsuited for general use, whereas standardized neuropsychological (i.e. paper and pencil) tests have had mixed success in predicting driver fitness. Consequently, the authors designed a low-cost, PC-based, abstract virtual environment (VE) for assessing cognitively impaired drivers. Instead of striving for visual realism, the VE provides abstract representations of necessary visual cues in a single screen. The VE captures key elements of real-time driving in driving-like scenarios generated with flexible, usable, and cost effective PC software. This software comprises a suite of tools for testing cognitive functions engaged by driving tasks, such Go No-Go decision making and the ability to ignore irrelevant driving distracters mudsplashes. Pilot studies in several dozen subjects show that the VE tools discriminate between drivers with neurocognitive disorders (e.g, Alzheimer's disease, executive dysfunction from frontal lobe lesions) and older comparison drivers without cognitive impairment. Moreover, no drivers showed simulator adaptation syndrome or dropped out of pilot studies due to discomfort. The authors are comparing VE task performances with real world driving outcomes. U1 - Driving Simulation Conference, North America 2007 (DSC-NA 2007)Ford Motor CompanyNational Highway Traffic Safety AdministrationUniversity of Iowa, Iowa CityTransportation Research BoardIowa City,IA,United States StartDate:20070912 EndDate:20070914 Sponsors:Ford Motor Company, National Highway Traffic Safety Administration, University of Iowa, Iowa City, Transportation Research Board KW - Aged drivers KW - Alzheimer's disease KW - Cognitive impairment KW - Driving simulators KW - Impaired drivers KW - Pilot studies KW - Virtual reality UR - https://trid.trb.org/view/899882 ER - TY - CONF AN - 01139816 AU - Colditz, Johannes AU - Dragon, Ludger AU - Faul, Rudiger AU - Meljnikov, Darko AU - Schill, Volkhard AU - Zeeb, Eberhard AU - Unselt, Thomas AU - National Advanced Driving Simulator TI - Use of Driving Simulators within Car Development PY - 2007 SP - 8p AB - Since 1985 Daimler Chrysler’s moving base driving simulator has been permanently improved and its role has changed from a basic research tool to a widely accepted tool within Daimler Chrysler’s predevelopment and development process for driver assistance systems, human machine interfaces as well as chassis systems. Nowadays it is extensively used for driver acceptance and driver behavior tests with normal drivers as well as for drive dynamic assessments done by expert test drivers. Because the paper cannot check ride aspects at the Berlin handling simulator the paper added a new ride simulator last year that is based on Sindelfingen facility. This new tool is very important in context with our new development process which contains a so called “Digital Prototype”. This paper describes the current functionalities of the handling simulator in Berlin, especially the latest improvements regarding night time and in town driving, and of the newly installed ride simulator. Furthermore the paper gives examples of simulator studies conducted to quantify benefits of driver assistance systems at cross roads. U1 - Driving Simulation Conference, North America 2007 (DSC-NA 2007)Ford Motor CompanyNational Highway Traffic Safety AdministrationUniversity of Iowa, Iowa CityTransportation Research BoardIowa City,IA,United States StartDate:20070912 EndDate:20070914 Sponsors:Ford Motor Company, National Highway Traffic Safety Administration, University of Iowa, Iowa City, Transportation Research Board KW - Behavior KW - Berlin (Germany) KW - DaimlerChrysler AG KW - Driver support systems KW - Driving simulators KW - Human factors in crashes KW - Travel behavior KW - Vehicle design UR - https://trid.trb.org/view/899825 ER - TY - CONF AN - 01139812 AU - Haycock, Bruce AU - Grant, Peter R AU - National Advanced Driving Simulator TI - The Influence of Jerk on Perceived Simulator Motion Strength PY - 2007 SP - 11p AB - This paper describes how the calculated vehicle motions in a vehicle simulator are typically scaled down and filtered to fit within the envelope of the simulator motion system. A number of recent ground and flight simulation studies have reported that the perceived simulator motion was too strong, when in fact the motion was scaled down and filtered. The authors of this paper hypothesized that this could be due to exaggerated jerk in the simulator relative to the real vehicle. The exaggerated jerk can result from a number of sources including the motion drive algorithm and the vehicle model. To test the feasibility of this hypothesis, an experiment was designed to determine if the subjective impression of motion strength is both a function of the acceleration and the jerk of the motion. The experiment found that both jerk and acceleration contributed significantly to the perceived strength of motion. In a number of the experimental cases, the subjective measure of motion strength was larger for a lower level of acceleration when the jerk was larger by a sufficient amount. This suggests that increased levels of jerk in a simulator could lead to an impression of excessive simulator motion. U1 - Driving Simulation Conference, North America 2007 (DSC-NA 2007)Ford Motor CompanyNational Highway Traffic Safety AdministrationUniversity of Iowa, Iowa CityTransportation Research BoardIowa City,IA,United States StartDate:20070912 EndDate:20070914 Sponsors:Ford Motor Company, National Highway Traffic Safety Administration, University of Iowa, Iowa City, Transportation Research Board KW - Algorithms KW - Automated vehicle control for ground vehicles KW - Driving simulators KW - Flight simulators KW - Jerk control KW - Motion KW - Motion based simulators UR - https://trid.trb.org/view/899875 ER - TY - CONF AN - 01139808 AU - Lacroix, Benoit AU - MATHIEU, P AU - Rouelle, Vincent AU - Chaplier, Julien AU - Gallee, Gilles AU - Kemeny, Andras AU - National Advanced Driving Simulator TI - Towards Traffic Generation with Individual Driver Behavior Model Based Vehicles PY - 2007 SP - 11p AB - Providing realistic road traffic in virtual environments is a challenging problem. It implies handling behavioral and physical aspects of autonomous vehicles, so as to immerse the driver in a realistic simulated environment and provide perceptually valid results. SCANeR© II, developed initially by Renault and today by Oktal, integrates a traffic module which has been developed during the last 10 years. As industrial and academic end-users are becoming more and more exigent about traffic realism, new perceptual and behavioral driver-vehicle behavior models will constitute the basis of an enhanced traffic module for a new version of SCANeR©. In this paper the authors first present the traffic simulation module implemented in SCANeR© II. Existing features of the current perception-decision-action model, providing autonomous vehicles with realistic interactions between each other, as well as intrinsic limitations and difficulties are discussed. The capacity to describe adequately the environment, with geometric, topologic and semantic data, is an important basis for the animation of the autonomous traffic. SCANeR© II currently uses a two-layer data format for the description of the environment, which is based on a discontinuous logical description mapped on a continuous 3D graphical database. The authors present here a new unified data format with a new logical description. The authors will show how the integration of this new data format increases the realism of the behavior of the autonomous vehicles, by reducing conflicts that could appear between graphical and logical layers. It provides also a solid basis to major improvements of the current traffic module, like the introduction of realistic behavioral parameters in the decision model, allowing to take into account various perceptual variables, such as Time To Collision or Time to Lane Crossing, in the execution of the different vehicles maneuvers. U1 - Driving Simulation Conference, North America 2007 (DSC-NA 2007)Ford Motor CompanyNational Highway Traffic Safety AdministrationUniversity of Iowa, Iowa CityTransportation Research BoardIowa City,IA,United States StartDate:20070912 EndDate:20070914 Sponsors:Ford Motor Company, National Highway Traffic Safety Administration, University of Iowa, Iowa City, Transportation Research Board KW - Autonomous vehicle guidance KW - Behavior KW - Drivers KW - Driving simulators KW - Real world traffic KW - Renault automobile KW - Virtual reality UR - https://trid.trb.org/view/899809 ER - TY - CONF AN - 01139807 AU - Tarr, Ron AU - Whitmire, James D AU - Gupta, Kamini AU - National Advanced Driving Simulator TI - The Virtual Check Ride as a Diagnostic and Remediation System PY - 2007 SP - 8p AB - This paper describes how the Florida and U.S. Departments of Transportation have identified safety and operator performance as major objectives in addressing the inter-modal transportation needs of the state and nation. The Florida Department of Highway Safety and Motor Vehicles is working diligently to address the issue of safety on Florida’s roads by developing and enforcing standards and certification of Commercial Driver License (CDL) training and issuance, as well as continual monitoring via enforcement. The Florida Trucking Association (FTA), representing the commercial industry side of the community, is likewise very concerned and is also taking steps to deal with these challenges. Clearly the issue of safety and the proper training of persons who will be operating a heavy truck are of great concern to all of us in the community. Driver training, safety, security, performance enhancements and accident reduction are priority issues in the truck driving industry. The VCR is a simulated knowledge and skilled-based diagnostic and remediation system for professional truck drivers, using multimedia blended simulation that includes computer-based training (CBT) elements. While the implications of the VCR are rich with possibilities, the goal of this research is to validate and verify the VCR system within the trucking community. U1 - Driving Simulation Conference, North America 2007 (DSC-NA 2007)Ford Motor CompanyNational Highway Traffic Safety AdministrationUniversity of Iowa, Iowa CityTransportation Research BoardIowa City,IA,United States StartDate:20070912 EndDate:20070914 Sponsors:Ford Motor Company, National Highway Traffic Safety Administration, University of Iowa, Iowa City, Transportation Research Board KW - Commercial drivers licenses KW - Computer based training KW - Driver training KW - Florida KW - Traffic safety KW - Truck drivers KW - Trucking safety KW - Virtual reality UR - https://trid.trb.org/view/899883 ER - TY - CONF AN - 01139804 AU - Lee, W S AU - Sung, D H AU - Lee, J Y AU - Kim, Y S AU - Cho, J H AU - National Advanced Driving Simulator TI - Driving Simulation for Evaluation of Driver Assistance Systems and Driving Management Systems PY - 2007 SP - 9p AB - This paper describes how the development of advanced driver assistance systems and driving management systems requires careful and thorough evaluation of not only algorithms, but also user acceptance and adaptation. For that purpose, driving simulation provides an ideal environment by creating various driving situations that may not be possible in a test track for safety reasons and putting drivers in a simulation loop to evaluate objective performance and subjective feelings. This paper describes an on-going effort to expand our driving simulation capability to evaluate driver assistance and driving management systems. First, the paper presents the driving simulator and its major upgrade to provide better driving simulation environment. Second, the paper reports case studies on Adaptive Cruise Control (ACC) and a safe driving management system. The paper conducted a series of simulator experiments on ACC to determine effects of both positive and negative behavioral adaptation by the drivers. The paper found that ACC draws consistency in headway-time regardless of drivers’ driving styles. However, ACC also induces drivers’ blind reliance and distraction, resulting in reduced lane keeping ability, larger head and eye movement, and slower response to simulated ACC failure. The paper also reported on the progress being made on implementing the safe driving management system on the simulator and evaluating the effectiveness of the dangerous driving detection algorithm in a variety of driving situations. U1 - Driving Simulation Conference, North America 2007 (DSC-NA 2007)Ford Motor CompanyNational Highway Traffic Safety AdministrationUniversity of Iowa, Iowa CityTransportation Research BoardIowa City,IA,United States StartDate:20070912 EndDate:20070914 Sponsors:Ford Motor Company, National Highway Traffic Safety Administration, University of Iowa, Iowa City, Transportation Research Board KW - Algorithms KW - Autonomous intelligent cruise control KW - Driver support systems KW - Driving simulators KW - Emotions KW - Human factors KW - Test tracks KW - Traffic safety UR - https://trid.trb.org/view/899817 ER - TY - CONF AN - 01139803 AU - Feenstra, P J AU - Wentink, M AU - Roza, Z C AU - Bles, W AU - National Advanced Driving Simulator TI - Desdemona, An Alternative Moving Base Design for Driving Simulation PY - 2007 SP - 9p AB - This paper describes the Desdemona, which is a moving-base research-simulator that was designed with a special focus on spatial disorientation demonstrations, flight simulation, and driving simulation. The cabin is equipped with a car mock-up that contains force-feedback on pedals and steering wheel, and out-the-window visuals. The cabin is mounted in a fully gimbaled system that, as a whole, can move vertically and horizontally. In order to enable sustained accelerations, the system can centrifuge around a central-yaw axis while the cabin is somewhere at an eccentric position on the horizontal track. The six degrees-of-freedom result in a large cylindrical motion space with a wide dynamic range relative to conventional hexapod design. The design offers new possibilities with respect to motion cueing and human motion perception, in particular for driving simulation, e.g., the possibility to cue sustained-sway acceleration when driving a curve by centrifugation around the central axis. The paper describes the Desdemona simulator in a car driving application. The different components required for car driving are discussed and an example of recorded real-world vehicle data is given. This curve-driving data has been used to demonstrate basic motion filter design principles for driving simulation in Desdemona. U1 - Driving Simulation Conference, North America 2007 (DSC-NA 2007)Ford Motor CompanyNational Highway Traffic Safety AdministrationUniversity of Iowa, Iowa CityTransportation Research BoardIowa City,IA,United States StartDate:20070912 EndDate:20070914 Sponsors:Ford Motor Company, National Highway Traffic Safety Administration, University of Iowa, Iowa City, Transportation Research Board KW - Degrees of freedom KW - Driving simulators KW - Flight simulators KW - Motion based simulators KW - Spatial disorientation KW - Steering systems KW - Yaw UR - https://trid.trb.org/view/899874 ER - TY - CONF AN - 01139801 AU - Schultheis, Maria T AU - Roseman, Emily AU - Rebimbas, Jose AU - Mourant, Ronald AU - Millis, Scott R AU - National Advanced Driving Simulator TI - Examining the Relationship between Virtual Reality Driving and Cognitive Demands of Driving after Brain Injury PY - 2007 SP - 10p AB - This study examined the relationship between driving performance measures generated by a clinical virtual reality driving simulator (VRDS) and driving performance determined by a) a behind-the-wheel driving (BTW) evaluation and b) cognitive tasks relevant to driving. This study was conducted at an outpatient research setting and included twenty eight individuals: 18 with acquired brain injury (BI) and 10 healthy controls (HC). Individuals underwent cognitive testing, participated in the VRDS, and some received a BTW evaluation. Driving performance on the BTW was examined both at the global level (i.e., pass/fail) and specific level (i.e., rating on individual behaviors) VRDS variables were consistent with BTW measures and included both specific behaviors and three global measures: 1) VRDS lane management, 2) VRDS speed control and 3) VRDS turning/tracking. Cognitive tests specific to driving performance included: TMT, Visual Cancellation Test, PASAT, Block Design. Bivariate correlations between VRDS measures and cognitive tests revealed significant relationships. However, after a Hommel correction, only VRDS ‘lane management’ was significantly correlated with a measure of working memory (PASAT; p=.025). Due to the small sample size, only an exploratory analyses was conducted examining the relationship between VRDS and BTW measures. Bivariate correlations revealed no significant relationship between the global VR and BTW measures, though significant relationships existed between the VR and BTW subcomponents. VR speed control was significantly related to BTW speed control (p<.05). Additionally, the BTW ‘road law’ subcomponent was significantly (p<.05) related to the VR lane deviation, head turning standard deviation, average distance from stop sign, and deceleration. Discussion: Although exploratory the current findings may be suggestive of the possible sensitivity that is offered by VR driving performance measures. Although additional research is needed, the use of VR driving simulators may offer clinicians a new method to better define and assess the components of driving following brain injury. U1 - Driving Simulation Conference, North America 2007 (DSC-NA 2007)Ford Motor CompanyNational Highway Traffic Safety AdministrationUniversity of Iowa, Iowa CityTransportation Research BoardIowa City,IA,United States StartDate:20070912 EndDate:20070914 Sponsors:Ford Motor Company, National Highway Traffic Safety Administration, University of Iowa, Iowa City, Transportation Research Board KW - Brain injuries KW - Cognitive impairment KW - Driver performance KW - Driver training KW - Driving simulators KW - Virtual reality UR - https://trid.trb.org/view/899816 ER - TY - CONF AN - 01139793 AU - Heitbrink, David A AU - Cable, Steve AU - National Advanced Driving Simulator TI - Design of a Driving Simulation Sound Engine PY - 2007 SP - 11p AB - This paper describes how an integral part of any interactive simulation is sound. Traditionally this has been done with a high cost proprietary costume hardware/software solution. Recently the author decided upgrade our sound system, and decided to go with a system based on off the shelf PC sound hardware. PC based sound cards have advanced rapidly over the last 10 years. They now offer 3D sound spatialization, reverberation, and many other important functions. Also, a large number of API’s have come out to support sound engine development. The authors choose the software package FMOD by Firelight Technologies and this allowed them to focus on accurate synthesis of the main components of interior car noise (tire/road, engine, wind). The author mostly used a wave table approach. Given this, the authors also decided to record new high quality engine and road/tire sounds. Over all the authors were able to put together an effective sound engine, in a relatively short period of time. U1 - Driving Simulation Conference, North America 2007 (DSC-NA 2007)Ford Motor CompanyNational Highway Traffic Safety AdministrationUniversity of Iowa, Iowa CityTransportation Research BoardIowa City,IA,United States StartDate:20070912 EndDate:20070914 Sponsors:Ford Motor Company, National Highway Traffic Safety Administration, University of Iowa, Iowa City, Transportation Research Board KW - Computers KW - Driving simulators KW - Engines KW - Rolling contact KW - Sound KW - Traffic noise KW - Wind UR - https://trid.trb.org/view/899879 ER - TY - CONF AN - 01139790 AU - Redenbo, Seth AU - Lee, Yi-Ching AU - National Advanced Driving Simulator TI - Effect of Working Memory Availability on Visual Attention in Driving PY - 2007 SP - 9p AB - This paper describes how an experiment was designed to test the working memory on drivers’ endogenous control of attention. Studies in simple laboratory settings showed that working memory was crucial for maintaining task priorities and attention to relevant stimuli. A modified Posner’s cue-target paradigm, consisting of spatially predictive endogenous cues and targets, was implemented in a driving simulator. Participants were to follow and remember the cues to search for target pedestrians among distractors. In half of the experimental drives, additional demand on working memory was introduced by a novel math task, delivered in an auditory format, that involved subtraction, division, and assessing if the result was a whole number. In addition, incentives were provided to prioritize the pedestrian task over others. Results showed that decreasing availability of working memory deteriorated accuracy and reaction times of the pedestrian discrimination task. Prioritization was able to improve performance by reordering the concurrent tasks. The authors extended experimental manipulations in simple laboratory settings to dynamic environments that are representative of daily activities. Potential implications of our findings include better design of in-vehicle interfaces that do not exhaust drivers’ working memory and better driver education that emphasize the prioritization of in-vehicle tasks. U1 - Driving Simulation Conference, North America 2007 (DSC-NA 2007)Ford Motor CompanyNational Highway Traffic Safety AdministrationUniversity of Iowa, Iowa CityTransportation Research BoardIowa City,IA,United States StartDate:20070912 EndDate:20070914 Sponsors:Ford Motor Company, National Highway Traffic Safety Administration, University of Iowa, Iowa City, Transportation Research Board KW - Attention KW - Driver performance KW - Experiments KW - Human factors in crashes KW - Memory KW - Pedestrian traffic KW - Visual perception KW - Workload UR - https://trid.trb.org/view/899813 ER - TY - CONF AN - 01139785 AU - Bouchner, Petr AU - Novotny, Stanislav AU - Pieknik, Roman AU - National Advanced Driving Simulator TI - In-Cockpit Dynamic Lighting System for Driving Simulators and its Impact on Quality of Driving Immersion PY - 2007 SP - 9p AB - This paper describes a design and realization of the system Dynamic in-Cockpit Lighting System (DYICOLIS) which allows dynamical illumination projected on the driver and the cockpit of a driving simulator and its incorporation into the driving simulator systems. It describes the ways of how the visual databases for the system are designed and the ways how the reflected or transmitted light from the virtual scene affects the “shadow world”. The paper also presents the software and hardware realization of the system incorporated into our steady based driving simulator. Finally the paper proposes planned enhancements and improvements of DYICOLIS. U1 - Driving Simulation Conference, North America 2007 (DSC-NA 2007)Ford Motor CompanyNational Highway Traffic Safety AdministrationUniversity of Iowa, Iowa CityTransportation Research BoardIowa City,IA,United States StartDate:20070912 EndDate:20070914 Sponsors:Ford Motor Company, National Highway Traffic Safety Administration, University of Iowa, Iowa City, Transportation Research Board KW - Cockpits KW - Driving simulators KW - Lighting systems KW - Shadows KW - Vehicle compartments KW - Visualization UR - https://trid.trb.org/view/899877 ER - TY - CONF AN - 01139779 AU - McGehee, Daniel V AU - Youland, Ryan AU - Boer, Erwin R AU - Anton, Daniel C AU - Meyers, Alysha AU - Manser, Michael M AU - National Advanced Driving Simulator TI - The Use of EMG and Video to Decompose Driver Crash Avoidance and Bracing Response PY - 2007 SP - 10p AB - This paper describes how, while a number of physiological variables are used to assess driver performance, the use of electromyography (EMG) to examine the onset and amplitude of response has been relatively rare. In this study, surface EMG was used to complement a frame-by-frame video analysis of driver posture in a simulated head-on crash. To determine how EMG adds to the overall understanding of the pre-crash bracing response, five females and five males (mean age =35.4; SD = 7.7) participated in a motion-base driving simulator experiment in which they experienced an unexpected head-on crash with a semi-truck. The onset and amplitude of muscular response in the finger flexors, mid cervical extensors, and trapezius muscles were collected at 1000 Hz and integrated into driving simulator data. A frame-by-frame analysis was also completed to decompose driver posture and bracing. A probability analysis among non-vehicle control parameters (e.g., acceleration, braking, steering) revealed that 100% of the drivers had some element of head withdrawal away from the frontal crash. The results also showed that EMG data were robust at showing onset of driver response to a simulated head-on crash. Because driving simulation environments are rich in electronic noise from projectors, actuators, and other electronic equipment, special consideration for shielding EMG is required. U1 - Driving Simulation Conference, North America 2007 (DSC-NA 2007)Ford Motor CompanyNational Highway Traffic Safety AdministrationUniversity of Iowa, Iowa CityTransportation Research BoardIowa City,IA,United States StartDate:20070912 EndDate:20070914 Sponsors:Ford Motor Company, National Highway Traffic Safety Administration, University of Iowa, Iowa City, Transportation Research Board KW - Bracing (Vehicle occupant) KW - Crash avoidance systems KW - Driving simulators KW - Electromyography KW - Experiments KW - Frontal crashes KW - Physiological aspects KW - Reaction time KW - Video cameras UR - https://trid.trb.org/view/899818 ER - TY - CONF AN - 01139776 AU - Mandel, A J AU - Bowers, A R AU - Goldstein, R B AU - Peli, Eli AU - National Advanced Driving Simulator TI - Analysis of Driving Behavior Where it Matters PY - 2007 SP - 9p AB - This paper describes how computerized driving simulators are good platforms for evaluating driving abilities but the wealth of data collected must be analyzed with careful attention to the underlying questions of the research program. In the context of an ongoing study we have developed analyses to quantify vehicle-handling skills and head movement behaviors that are relevant to hemianopia (loss of half the visual field on the same side in both eyes). By evaluating skills in specific segments of the drive (straights, curves, turns) we can address important driving behaviors that are relevant to the condition under investigation. These behaviors may be masked when studied across the entire drive, but may be easily detected in specific drive segments. This methodology paper describes the development of our assessments and analyses for patients with hemianopia, and use sample data plots from individual cases to demonstrate that our analyses are sensitive to lane position biases, vehicle handling difficulties, and inadequate or compensatory head movements at intersections. U1 - Driving Simulation Conference, North America 2007 (DSC-NA 2007)Ford Motor CompanyNational Highway Traffic Safety AdministrationUniversity of Iowa, Iowa CityTransportation Research BoardIowa City,IA,United States StartDate:20070912 EndDate:20070914 Sponsors:Ford Motor Company, National Highway Traffic Safety Administration, University of Iowa, Iowa City, Transportation Research Board KW - Behavior KW - Data collection KW - Drivers KW - Driving simulators KW - Hemianopia KW - Human factors in crashes KW - Visual perception UR - https://trid.trb.org/view/899814 ER - TY - CONF AN - 01139773 AU - de Winter, J C F AU - de Groot, S AU - Wieringa, P A AU - Mulder, M AU - National Advanced Driving Simulator TI - The Fun of Engineering: A Motion Seat in a Driving Simulator PY - 2007 SP - 9p AB - This paper evaluates the use of a motion seat in a fixed-base driving simulator. Sixty subjects with driving experience participated in a braking experiment and a cornering experiment in a between-subjects design. In the braking experiment, motion seat cueing versus motion turned off was evaluated. In the cornering experiment, the paper evaluated motion cueing according to the engineering way, according to the ‘fun’ way, and motion turned off. When driving under the engineering way condition, the driver’s body is tilted outward in the corners, to simulate the forces acting on the body during driving in a qualitatively correct fashion. The fun way tilts the body in the opposite direction, into the corner, as is done in many amusement rides. As hypothesized, results of the braking experiment showed that the motion seat resulted in smaller vehicle decelerations, more consistent stopping positions at a stop line, and smoother braking onset as compared to motion off. Results of the cornering experiment did not show any significant differences in driving performance between the three conditions. Results of a questionnaire showed that subjects rated fun cueing as more realistic/satisfactory than motion off. Individual differences were large compared to the effects of the motion seat. Future research could evaluate whether the motion seat improves driver training results. U1 - Driving Simulation Conference, North America 2007 (DSC-NA 2007)Ford Motor CompanyNational Highway Traffic Safety AdministrationUniversity of Iowa, Iowa CityTransportation Research BoardIowa City,IA,United States StartDate:20070912 EndDate:20070914 Sponsors:Ford Motor Company, National Highway Traffic Safety Administration, University of Iowa, Iowa City, Transportation Research Board KW - Automotive engineering KW - Braking performance KW - Driver training KW - Driving simulators KW - Fixed base operations KW - Motion based simulators KW - Steering UR - https://trid.trb.org/view/899873 ER - TY - CONF AN - 01139744 AU - Reimer, Bryan AU - Coughlin, Joseph F AU - Fried, Ronna AU - National Advanced Driving Simulator TI - Young Adults with Attention Deficit Hyperactivity Disorder (ADHD): The Impact of Secondary Tasks on Driving Performance PY - 2007 SP - 9p AB - This paper describes how young adults with Attention Deficit Hyperactivity Disorder (ADHD) are at higher risk for being involved in automobile crashes. Driving simulators have been used in a variety of contexts to categorize a number of deficits in performance exhibited by drivers with ADHD. Recent research focuses on non-distracted driving. However, in-vehicle infotainment and communications systems are known to further contribute to a driver’s risk of collision. This paper explores the impact of secondary tasks on the driving performance of individuals with and without ADHD. Data are drawn from two portions of a validated driving simulation that represent the periods before, during and after participation in a secondary task. Secondary tasks include a cellular phone task administered in a high stimulus setting and a working memory task presented during low stimulus driving. Data from drivers with and without ADHD was compared. When compared to the control group, drivers with ADHD have more difficulty performing the cellular telephone task but fail to modulate their driving in a way that compromises safety. Highway driving performance is impaired in individuals with ADHD. The degree of impairment increases while participating in a working memory task. The results suggest in low stimulus driving, attention to the secondary task substantially impact the performance of ADHD drivers. U1 - Driving Simulation Conference, North America 2007 (DSC-NA 2007)Ford Motor CompanyNational Highway Traffic Safety AdministrationUniversity of Iowa, Iowa CityTransportation Research BoardIowa City,IA,United States StartDate:20070912 EndDate:20070914 Sponsors:Ford Motor Company, National Highway Traffic Safety Administration, University of Iowa, Iowa City, Transportation Research Board KW - Attention deficit hyperactivity disorder KW - Cellular telephones KW - Crash risk forecasting KW - Driver information systems KW - Driver performance KW - Driving simulators KW - Human factors in crashes KW - Young adults UR - https://trid.trb.org/view/899815 ER - TY - CONF AN - 01139740 AU - Chapron, Thomas AU - Colinot, Jean-Pierre AU - National Advanced Driving Simulator TI - The New PSA Peugeot-Citroen Advanced Driving Simulator Overall Design and Motion Cue Algorithm PY - 2007 SP - 9p AB - This paper describes how the realistic restitution of longitudinal and lateral acceleration significantly improves realism during a driving simulation. That is the reason why PSA Peugeot-Citroën has decided to build a simulator with a large motion base. This paper presents a technical description of this new driving simulator, which will be operational in September 2007. The motion base consists of a 10m by 6m XY-table topped with an hexapod. On the hexapod, a composite dome houses the vehicle cab. This dome can be rotated 90°, allowing the use of the longer stroke either for lateral or longitudinal acceleration restitution. The dome structure and the vehicle cab are optimized to reduce weight and vibrations. An emphasis has been also put on acoustic and visual immersion of the driver, in order to allow use of cab tilting without any drawback. The motion cue algorithm combines a classical tilt-coordination filtering approach with pre-positioning under perception thresholds and a lane position algorithm. Road database data are used to progressively switch between these three contributions and thus provide the driver with the best possible lateral motion cues depending on the occurring situation: straight line, curve etc. Simulation results showing acceleration cues generated in different cases, are presented and discussed. U1 - Driving Simulation Conference, North America 2007 (DSC-NA 2007)Ford Motor CompanyNational Highway Traffic Safety AdministrationUniversity of Iowa, Iowa CityTransportation Research BoardIowa City,IA,United States StartDate:20070912 EndDate:20070914 Sponsors:Ford Motor Company, National Highway Traffic Safety Administration, University of Iowa, Iowa City, Transportation Research Board KW - Algorithms KW - Driving simulators KW - Lateral acceleration KW - Motion KW - Motion based simulators KW - PSA Peugeot Citroen S.A KW - Virtual reality UR - https://trid.trb.org/view/899872 ER - TY - CONF AN - 01139737 AU - Bock, Thomas AU - Maurer, Markus AU - Farber, G AU - National Advanced Driving Simulator TI - Vehicle in the Loop (VIL) – A New Simulator Set-Up for Testing Advanced Driving Assistance Systems PY - 2007 SP - 13p AB - This paper describes how the vehicle in the loop test setup has been developed for the safe, reproducible and resource-saving test of driver assistance functions for support in critical traffic situations. This setup combines the advantages of driving simulators and a real test vehicle by incorporating it into a traffic simulation. While driving, the synthetic outside traffic is visualized to the driver realistically by means of an optical see through Head Mounted Display. Thanks to the Vehicle in the Loop test setup, motion sickness is avoided. With the help of sensor models, driver assistance functions can react to synthetic outside traffic already in an early phase of development, and the function can thus be tested realistically and without danger for humans and machine. U1 - Driving Simulation Conference, North America 2007 (DSC-NA 2007)Ford Motor CompanyNational Highway Traffic Safety AdministrationUniversity of Iowa, Iowa CityTransportation Research BoardIowa City,IA,United States StartDate:20070912 EndDate:20070914 Sponsors:Ford Motor Company, National Highway Traffic Safety Administration, University of Iowa, Iowa City, Transportation Research Board KW - Driver support systems KW - Driving simulators KW - Human factors in crashes KW - Loop detectors KW - Motion sickness KW - Traffic UR - https://trid.trb.org/view/899822 ER - TY - CONF AN - 01139736 AU - Qiao, Fengxiang AU - Wang, Hui AU - Liu, Xiaoyue AU - Yu, Lei AU - National Advanced Driving Simulator TI - Using Driving Simulator for Logo and Symbol Design at Interchanges for Major Traffic Generator PY - 2007 SP - 9p AB - This paper describes how a major traffic generator (MTG) frequently attracts a significant volume of motorists that are unfamiliar with local areas. To properly serve traffic, it may be desirable to provide supplemental guide signs on adjacent highways, especially the nearby interchanges to direct motorists to such traffic generators efficiently. While there are sufficient guidance on guide signs on various federal and state manuals such as Manual on Uniform Traffic Control Devices (MUTCD), there is a lack of adequate symbols and warrants for MTG guide signing for many states including Texas. In this research, the driving simulator is used to identify the position of MTG signs on top of guide signs. Symbols and logos used for MTG guide signing at freeway interchanges are tested, including the cases where exit lanes are on the right and on the left side of freeways. Positions of symbol and logo signs on Advance Guide signs and Exit Direction signs are investigated, and real symbol signs on interchanges in greater Houston area are conducted. Based on the results analysis of the experiments and questionnaire to different subjects, recommendations on positions of symbol and logo signs at freeway interchanges for MTG are proposed for the potential inclusion into the TxDOT Wayfinding Guidance. U1 - Driving Simulation Conference, North America 2007 (DSC-NA 2007)Ford Motor CompanyNational Highway Traffic Safety AdministrationUniversity of Iowa, Iowa CityTransportation Research BoardIowa City,IA,United States StartDate:20070912 EndDate:20070914 Sponsors:Ford Motor Company, National Highway Traffic Safety Administration, University of Iowa, Iowa City, Transportation Research Board KW - Driving simulators KW - Freeway operations KW - Guide signs KW - Interchanges KW - Logos KW - Manual on Uniform Traffic Control Devices KW - Texas KW - Traffic control devices KW - Wayfinding UR - https://trid.trb.org/view/899823 ER - TY - CONF AN - 01139733 AU - Qiao, Fengxiang AU - Liu, Xiaoyue AU - Yu, Lei AU - National Advanced Driving Simulator TI - Using Driving Simulator for Advance Placement of Guide Sign Design for Exits along Highways PY - 2007 SP - 9p AB - One of the most important and effective ways to smoothly guide outlander drivers is the advance placement of guide signs. The current MUTCD provides general guidelines in deploying guide signs but does not give a methodology to determine the advance placement distance of the guide signs taking important variables into consideration. This paper proposes an operational procedure using driving simulator to estimate the advance placement distance for guide signing. A probability-based model to describe the traffic flow around the subject vehicle has been employed, while its parameters are calibrated based on the field data. The ambient vehicles are coded accordingly in the driving simulator through different simulation scenarios. Test participants are exposed to different traffic conditions and advance placements of signs. The experimental design focuses on investigating different lane positions of the subjects, lane-changing behaviors, and traffic flow rates that affect the placement of the sign. The participants are asked to complete the test questionnaires, and the results are recorded in two categories: (1) subject responses to the effectiveness of the advance placement, and (2) objective records of driver’s choices at exits. These data are further analyzed with various combinations of independent and dependent variables designed. Based on the analytical results, the optimal advance placement of signs is recommended that considers the drivers’ various behaviors and their physical location on roadway. U1 - Driving Simulation Conference, North America 2007 (DSC-NA 2007)Ford Motor CompanyNational Highway Traffic Safety AdministrationUniversity of Iowa, Iowa CityTransportation Research BoardIowa City,IA,United States StartDate:20070912 EndDate:20070914 Sponsors:Ford Motor Company, National Highway Traffic Safety Administration, University of Iowa, Iowa City, Transportation Research Board KW - Driving simulators KW - Guide signs KW - Lane changing KW - Location KW - Manual on Uniform Traffic Control Devices KW - Off ramps KW - Traffic control devices KW - Travel behavior UR - https://trid.trb.org/view/899824 ER - TY - CONF AN - 01139712 AU - Brezillon, Juliette AU - Tijus, Charles AU - National Advanced Driving Simulator TI - New Representation of GADGET's Matrix for a Driver Typology PY - 2007 SP - 9p AB - Guarding Automobile Drivers through Guidance Education and Technology (GADGET) is a European project about road safety. Its overall objective is to assess traffic safety measures on driver behavior. The paper uses this method as a basis for a new modeling of the driving activity by enriching the GADGET's matrix and adding a meaningful representation of all the variables in the matrix. Our new representation of the GADGET's matrix relies on STONE engine. STONE structures knowledge in a hierarchy of categories (Galois Lattices). It starts from input descriptors and relations between descriptors and builds a tree of descriptors that are a structured set as a semantic set of dimensions and categorize objects in a hierarchical lattice. For several drivers, the STONE Engine has a unified viewpoint and takes into account the whole set of the driver’s properties. This paper complements a previous study about the diagnostic and remediation of driving errors. It shows how the levels of the driving activity can be unified in a same description. U1 - Driving Simulation Conference, North America 2007 (DSC-NA 2007)Ford Motor CompanyNational Highway Traffic Safety AdministrationUniversity of Iowa, Iowa CityTransportation Research BoardIowa City,IA,United States StartDate:20070912 EndDate:20070914 Sponsors:Ford Motor Company, National Highway Traffic Safety Administration, University of Iowa, Iowa City, Transportation Research Board KW - Automobile drivers KW - Behavior KW - Driver training KW - Human factors in crashes KW - Technological innovations KW - Traffic safety KW - Travel behavior UR - https://trid.trb.org/view/899885 ER - TY - CONF AN - 01139696 AU - Brezillon, Juliette AU - Brezillon, Patrick AU - National Advanced Driving Simulator TI - Generation of Simulation Scenarios from the Contextualization of a Situation PY - 2007 SP - 9p AB - This paper aims to provide drivers with a support for improving their situation awareness and to help drivers minimize their risky behaviors by simulation of other people's errors. The simulator is designed in three steps, namely, the making of a driver typology based on risky behaviors, the making of all possible scenarios corresponding to a given situation, and evaluation of the driver’s risky behavior in the situations in selected scenarios that match this risky behavior. This paper complements the study about the drivers typology by focusing on the generation of scenarios derived from the instantiation of contextual driving elements. The scenarios generation system first chooses a situation specification according to the type of driver’s behavior to detect, second, then infers from contextual elements the range of normal behaviors for the situation, checks the driver‘s interpretation of the situation (i.e. practical behavior), and finally helps the driver to understand how errors can be corrected. U1 - Driving Simulation Conference, North America 2007 (DSC-NA 2007)Ford Motor CompanyNational Highway Traffic Safety AdministrationUniversity of Iowa, Iowa CityTransportation Research BoardIowa City,IA,United States StartDate:20070912 EndDate:20070914 Sponsors:Ford Motor Company, National Highway Traffic Safety Administration, University of Iowa, Iowa City, Transportation Research Board KW - Accident prone drivers KW - Behavior KW - Crash risk forecasting KW - Driver errors KW - Driver training KW - Driving simulators KW - High risk drivers KW - Human factors in crashes UR - https://trid.trb.org/view/899887 ER - TY - CONF AN - 01139687 AU - Saxby, Dyani AU - Matthews, Gerald AU - Hitchcock, Edward M AU - Warm, Joel S AU - National Advanced Driving Simulator TI - Fatigue States are Multidimensional: Evidence from Studies of Simulated Driving PY - 2007 SP - 9p AB - A recent National Institute of Occupational Safety and Health (NIOSH) report on driver fatigue discussed evidence that subjective fatigue states are multidimensional; comprised of several components. Vehicle driving may provoke different patterns of response on these components, depending on the source of fatigue, with differing implications for safety. However, existing fatigue inventories do not adequately survey these different components of fatigue state. For example, changes in the driver’s cognitions of personal competence are poorly sampled by existing measures. This paper will review key findings from two recent experimental studies of fatigue (Ns = 108, 180) that used a STISIM Model 400 simulator. Building on earlier work (e.g., Matthews & Desmond, 2002), simulator drives were designed so as to induce fatigue. The first aim of these studies was to differentiate qualitatively different patterns of subjective response corresponding to ‘active’ fatigue (derived from prolonged high workload) and ‘passive’ fatigue (derived from chronic understimulation). The second aim of these studies was to explore the psychometric properties of a new multidimensional fatigue inventory developed for NIOSH. Results will be presented that support the multidimensional fatigue model, and that demonstrate the different patterns of subjective response that may be labeled as “fatigue”. Methodological implications for investigating fatigue using simulator methods will be discussed. U1 - Driving Simulation Conference, North America 2007 (DSC-NA 2007)Ford Motor CompanyNational Highway Traffic Safety AdministrationUniversity of Iowa, Iowa CityTransportation Research BoardIowa City,IA,United States StartDate:20070912 EndDate:20070914 Sponsors:Ford Motor Company, National Highway Traffic Safety Administration, University of Iowa, Iowa City, Transportation Research Board KW - Automobile drivers KW - Driver performance KW - Driving simulators KW - Fatigue (Physiological condition) KW - Human factors in crashes KW - National Institute of Occupational Safety and Health KW - Stress (Physiology) KW - Travel patterns KW - Workload UR - https://trid.trb.org/view/899796 ER - TY - CONF AN - 01139683 AU - de Groot, S AU - de Winter, J C F AU - Wieringa, P A AU - Mulder, M AU - National Advanced Driving Simulator TI - Didactics in Simulator-Based Driver Training: Current State of Affairs and Future Potential PY - 2007 SP - 10p AB - This paper describes how moderate-fidelity driving simulators are increasingly being used for cost-effective initial driver training. Apart from the need to satisfy simulator fidelity requirements, more attention is needed on the didactical properties of the training programs in order to yield more effective training. This paper investigates the didactical properties of current driver training simulators, and provides recommendations for improving the instructional design. A survey shows that the intelligent tutoring systems of current driver training simulators are mostly imitating the human instructor and that the “first principles of instruction” are not implemented to their full potential. Hence, there is ample room for improvement of the didactical properties by fully exploiting the many visualization, demonstration and performance-assessment opportunities provided by modern driving simulators. Furthermore, objective performance ratings of students can be used to provide accurate and consistent feedback-on-performance, something that is not possible in real cars, but which is often essential for effective skills training. It is recommended to use empirical experimentations to improve the instructional design of simulator-based driver training for specific learning outcomes and validate the use of the first principles of instruction to facilitate learning. U1 - Driving Simulation Conference, North America 2007 (DSC-NA 2007)Ford Motor CompanyNational Highway Traffic Safety AdministrationUniversity of Iowa, Iowa CityTransportation Research BoardIowa City,IA,United States StartDate:20070912 EndDate:20070914 Sponsors:Ford Motor Company, National Highway Traffic Safety Administration, University of Iowa, Iowa City, Transportation Research Board KW - Cost effectiveness KW - Driver performance KW - Driver training KW - Driving simulators KW - Experiments KW - Human factors in crashes KW - Learning UR - https://trid.trb.org/view/899886 ER - TY - CONF AN - 01139674 AU - Allen, R Wade AU - Park, George D AU - Cook, Marcia L AU - Fiorentino, Dary AU - National Advanced Driving Simulator TI - The Effect of Driving Simulator Fidelity on Training Effectiveness PY - 2007 SP - 15p AB - This paper describes how the degree of driving simulator fidelity certainly has some effect on its potential training effectiveness. This paper describes post-training accident analysis results for a project that has been previously presented at DSC conferences. Training involved three simulator configurations: (1) an instrumented cab with wide angle projected display; (2) a wide field of view desktop system with a three monitor display; and (3) a single monitor, narrow field of view desktop system. Training results have been published previously that show some differences in performance between simulator configurations. Accident results were obtained for the teen drivers trained in this experiment from the Department of Motor Vehicles in the State of California, USA. The accident rate of the simulator trained subjects is compared with published California teen driver accident rates for the general state population and also published data from the Nova Scotia province of Canada. The accident rate of the teen driver subject population trained in the instrumented cab simulator configuration was only one third that of the general teen driver population. The accident rate of teen drivers trained with the desktop wide field of view configuration was 77% of the general teen driver accident rate. The accident rate of the teen drivers trained on the single monitor desk top system was about equal to that of the general population. The paper describes the training regimens and simulator configurations and gives a detailed analysis of the accident data. U1 - Driving Simulation Conference, North America 2007 (DSC-NA 2007)Ford Motor CompanyNational Highway Traffic Safety AdministrationUniversity of Iowa, Iowa CityTransportation Research BoardIowa City,IA,United States StartDate:20070912 EndDate:20070914 Sponsors:Ford Motor Company, National Highway Traffic Safety Administration, University of Iowa, Iowa City, Transportation Research Board KW - Accident prone drivers KW - Crash data KW - Crash investigation KW - Crash rates KW - Driver training KW - Drivers KW - Driving simulators KW - Teenage drivers UR - https://trid.trb.org/view/899884 ER - TY - CONF AN - 01139665 AU - Schreiner, Chris AU - Zhang, Harry AU - Guerrero, Claudia AU - Torkkola, Kari AU - Zhang, Keshu AU - National Advanced Driving Simulator TI - A Semi-Automatic Data Annotation Tool for Driving Simulator Data Reduction PY - 2007 SP - 9p AB - Manually annotating large video and digital databases of driving behavior is costly and time-consuming. This paper will discuss a data annotation tool that automates the process and reduces the number of man-hours required to annotate data. The laboratory has utilized this tool on a large database of simulated driving data to develop context aware driving systems. The semi-automatic data annotation tool supports our research efforts for driving database creation to enable data-driven approaches in the driving domain such as driving state and maneuver classification. The annotation tool employs Random Forests as bootstrapped classifiers which are then used to predict annotations for new data files. The authors describe an experiment which generated a large database of driving data with our DriveSafety simulator, the process by which annotations are automatically generated, and the results of how using the data annotation tool markedly reduced the amount of time required to annotate the data among three users with varying levels of annotation experience. The major contribution in developing this tool is making parts of the annotation process automatic enabling the user to verify automatically generated annotations, rather than annotating from scratch. This tool has the potential to become a standard data reduction technique. U1 - Driving Simulation Conference, North America 2007 (DSC-NA 2007)Ford Motor CompanyNational Highway Traffic Safety AdministrationUniversity of Iowa, Iowa CityTransportation Research BoardIowa City,IA,United States StartDate:20070912 EndDate:20070914 Sponsors:Ford Motor Company, National Highway Traffic Safety Administration, University of Iowa, Iowa City, Transportation Research Board KW - Annotations KW - Automatic data collection systems KW - Data collection KW - Data reduction KW - Databases KW - Driving simulators KW - Highway safety KW - Human factors in crashes KW - Travel behavior UR - https://trid.trb.org/view/899797 ER - TY - CONF AN - 01139662 AU - Seppelt, Bobbie D AU - Lees, Monica N AU - Lee, John D AU - Rizzo, Matthew AU - National Advanced Driving Simulator TI - Promoting Repeatable Research and Collaboration – The Benefits of a Driving Simulation Wiki PY - 2007 SP - 8p AB - This paper will discuss how driving simulation users face a daunting range of simulation platforms, scenarios, and measures that make it difficult to replicate and compare studies across institutions. Furthermore, the complexity of configuring a simulator, developing protocols for data collection, and managing the resulting data consumes many hours of researchers’ time. These issues could be addressed using tools that enable closer collaboration and better knowledge management. This paper will describe an internet-based resource for driving simulator users that promotes collaboration and resource sharing. Specifically, wiki technology, as demonstrated in the Wikipedia (http://en.wikipedia.org/wiki/Wiki), enables many users to share information and develop ideas rapidly and with relative ease. A wiki supports continuous cooperative evolution of ideas and knowledge from many authors, thereby creating a resource that is more comprehensive than that generated by an individual or group operating a conventional website. Specific resources available on the driving simulation wiki (http://www.drivingwiki.org) include specifications for commonly used scenarios, definitions and data reduction code for commonly used performance measures, and guidance for addressing common challenges, such as simulator sickness. Such resources make it possible to address the same issue with different populations and with simulators of differing levels of fidelity. This paper will also discuss the challenges in creating a sustainable community needed to support an effective driving simulation wiki and in ensuring content quality of a research-focused wiki. U1 - Driving Simulation Conference, North America 2007 (DSC-NA 2007)Ford Motor CompanyNational Highway Traffic Safety AdministrationUniversity of Iowa, Iowa CityTransportation Research BoardIowa City,IA,United States StartDate:20070912 EndDate:20070914 Sponsors:Ford Motor Company, National Highway Traffic Safety Administration, University of Iowa, Iowa City, Transportation Research Board KW - Cooperation KW - Data collection KW - Driver information systems KW - Driving simulators KW - Information systems KW - Information technology KW - Research KW - Sustainable development UR - https://trid.trb.org/view/899798 ER - TY - CONF AN - 01139654 AU - Romano, Richard Anthony AU - Stoner, Heather A AU - National Advanced Driving Simulator TI - A Quick and Effective Prototype Experimental Design and Analysis Tool PY - 2007 SP - 9p AB - Experimental design and analysis is critical to any research laboratory. A semi- autonomous system that can assist the development and execution of an experiment can help provide a quick, accurate and cost-effective solution to many research laboratories. A prototype Simulator Monitoring and Control (SMAC) system was developed to help effectively run laboratory-based operator in the loop simulations. The SMAC prototype system was developed to support functionality required for each logical step of the experimental process. It includes an experimental process wizard that guides the user through the process of designing, configuring, running, analyzing, and reporting driving simulation studies. This user interface provides a common point of reference and indicates the status of the experiment as it progresses through various stages of development and implementation. This system was tested in TACOM’s Ride Motion Simulator. It was found that the resulting prototype SMAC system allowed TACOM personnel to conduct safe, and accurate, laboratory-based operator-in-the-loop simulations. The paper also reports the researchers’ evaluations of the advantages and disadvantages of this technique. U1 - Driving Simulation Conference, North America 2007 (DSC-NA 2007)Ford Motor CompanyNational Highway Traffic Safety AdministrationUniversity of Iowa, Iowa CityTransportation Research BoardIowa City,IA,United States StartDate:20070912 EndDate:20070914 Sponsors:Ford Motor Company, National Highway Traffic Safety Administration, University of Iowa, Iowa City, Transportation Research Board KW - Cost effectiveness KW - Driving simulators KW - Experiments KW - Human factors in crashes KW - Laboratory tests KW - Monitoring KW - Prototypes KW - Research UR - https://trid.trb.org/view/899800 ER - TY - CONF AN - 01138767 AU - National Advanced Driving Simulator TI - Driving Simulation Conference, North America 2007 PY - 2007 SP - v.p. AB - The aim of this conference is to bring together users, researchers and developers of real-time, human-in-the-loop simulations, simulators and facilitate an open exchange of ideas, research results, success stories, user expectations and recent technological developments in the field of transportation simulations. U1 - Driving Simulation Conference, North America 2007 (DSC-NA 2007)Ford Motor CompanyNational Highway Traffic Safety AdministrationUniversity of Iowa, Iowa CityTransportation Research BoardIowa City,IA,United States StartDate:20070912 EndDate:20070914 Sponsors:Ford Motor Company, National Highway Traffic Safety Administration, University of Iowa, Iowa City, Transportation Research Board KW - Conferences KW - Drivers KW - Driving KW - Driving simulators KW - National Advanced Driving Simulator KW - Simulation UR - http://www.dsc-na.org UR - https://trid.trb.org/view/899018 ER - TY - RPRT AN - 01138266 AU - National Highway Traffic Safety Administration TI - Electronic 2007 FARS Coding and Validation Manual PY - 2007 SP - 618p AB - This paper presents codes for submitting information electronically to the Fatality Analysis Reporting System (FARS). KW - Coding systems KW - Crash data KW - Crash investigation KW - Data collection KW - Electronics KW - Fatalities KW - Fatality Analysis Reporting System KW - Information technology KW - Manuals KW - Traffic crashes KW - Validation UR - https://trid.trb.org/view/898304 ER - TY - RPRT AN - 01089784 AU - National Highway Traffic Safety Administration TI - Traffic Safety Facts 2006: A Compilation of Motor Vehicle Crash Data from the Fatality Analysis Reporting System and the General Estimates System PY - 2007 SP - 222p 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 2006) and GES (1988 through 2006). The remaining chapters present data only from 2006. 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. KW - Crash characteristics KW - Cyclists KW - Drivers KW - Fatalities KW - Fatality Analysis Reporting System KW - General Estimates System KW - Injuries 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.nhtsa.dot.gov/portal/nhtsa_static_file_downloader.jsp?file=/staticfiles/DOT/NHTSA/NCSA/Content/TSF/TSF2006FE.pdf UR - https://trid.trb.org/view/850293 ER - TY - CONF AN - 01084851 AU - Brumbelow, Matthew L AU - Baker, Bryan C AU - Nolan, Joseph M AU - National Highway Traffic Safety Administration TI - Effects of Seat Belt Load Limiters on Driver Fatalities in Frontal Crashes of Passenger Cars PY - 2007 SP - 12p AB - In the mid-1990s, seat belt load-limiting devices were introduced on many new passenger vehicles equipped with front airbags. These devices are intended to reduce belt-induced injuries such as rib fractures by allowing forward movement of occupants’ torsos when belt loads exceed some threshold. Load limiters have been shown to reduce thoracic injury risk in controlled experiments with cadavers and in full-width rigid barrier frontal crash tests. The Insurance Institute for Highway Safety has evaluated many vehicles equipped with load limiters in 64.4 km/h (40 mi/h) frontal offset crash tests. Results indicate that in some crash circumstances the amount of forward movement allowed by load limiters could increase the risk of head injury from contacts with vehicle interior components. Thus, although load limiters perform well in rigid barrier tests with high deceleration, short duration, and low intrusion, the forward movement they allow in crashes with longer duration and higher intrusion may increase head injury risk. To examine the effects of load limiters on driver fatality risk in real-world crashes, the present study compared rates of belted driver deaths per vehicle registration before and after load limiters were added to seat belts. Study vehicles were restricted to models and years with no other significant design changes. Fatality rate comparisons for passenger cars with and without load limiters suggest these devices have not reduced fatality risk and even may have increased risk. Also presented in this study is a review of a small number of cases from the National Automotive Sampling System that illustrate how increased occupant forward movement can contribute to head injury risk even in vehicles with front airbags. U1 - 20th International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationLyon,France StartDate:20070618 EndDate:20070621 Sponsors:National Highway Traffic Safety Administration KW - Air bags KW - Belt load limiter (Seat belts) KW - Cadavers KW - Drivers KW - Fatalities KW - Front seat occupants KW - Frontal crashes KW - Head KW - Highway safety KW - Impact tests KW - Injuries KW - Intrusion KW - Motion KW - National Automotive Sampling System KW - Occupant protection devices KW - Passenger compartments KW - Rigid barrier tests KW - Seat belts KW - Thorax KW - Time duration KW - Traffic crashes KW - Traffic safety UR - http://www-nrd.nhtsa.dot.gov/pdf/nrd-01/esv/esv20/07-0067-W.pdf UR - https://trid.trb.org/view/843410 ER - TY - CONF AN - 01055568 AU - Marcotte, Thomas D AU - Rosenthal, Theodore AU - Roberts, Erica AU - Scott, J Cobb AU - Meyer, Rachel AU - Allen, R Wade AU - University of Iowa, Iowa City TI - Driving Simulator Performance Across the Lifespan: A Preliminary Study SN - 9780874141580 PY - 2007 SP - pp 174-175 AB - Normal aging is associated with decline in abilities that may put an individual at increased risk for a crash. Older individuals may have slowed processing speed and motor responses, a reduced useful field of view (Ball et al., 1988), and greater difficulty with mental rotation (Armstrong et al., 1998). Although collision rates increase with age (Transportation Research Board, 1988), it has been argued that specific age-related functional impairments, and not age itself, put one at risk (Ball & Owsley, 2003). The goal of this study was to examine the relationship between aging and performance on driving simulations assessing specific components of driving— accident avoidance, divided attention, and navigation—and the degree to which they predict on-road driving performance. U1 - Driving Assessment 2007: 4th International Driving Symposium on Human Factors in Driver Assessment, Training, and Vehicle DesignHonda R & D Americas, IncorporatedToyota Motor Engineering & Manufacturing North America, IncorporatedFederal Motor Carrier Safety AdministrationUniversity of Iowa, Iowa City5DT, Inc.DriveSafety, Inc.HFES Surface Transportation Technical GroupLiberty Mutual Research Institute for Safety and HealthSeeing MachinesSmart Eye ABSystems Technology, IncorporatedTransportation Research BoardUniversity of Michigan Transportation Research InstituteUniversity of Minnesota, MinneapolisNational Highway Traffic Safety AdministrationVirginia Polytechnic Institute and State University, BlacksburgStevenson,Washington,United States StartDate:20070709 EndDate:20070712 Sponsors:Honda R & D Americas, Incorporated, Toyota Motor Engineering & Manufacturing North America, Incorporated, Federal Motor Carrier Safety Administration, University of Iowa, Iowa City, 5DT, Inc., DriveSafety, Inc., HFES Surface Transportation Technical Group, Liberty Mutual Research Institute for Safety and Health, Seeing Machines, Smart Eye AB, Systems Technology, Incorporated, Transportation Research Board, University of Michigan Transportation Research Institute, University of Minnesota, Minneapolis, National Highway Traffic Safety Administration, Virginia Polytechnic Institute and State University, Blacksburg KW - Abilities KW - Aged drivers KW - Aging (Biology) KW - Attention KW - Crash avoidance KW - Driving KW - Driving simulators KW - Field of view KW - Functional impairments KW - Highway safety KW - Human information processing KW - Life span KW - Motor reactions KW - Performance KW - Traffic crashes UR - https://trid.trb.org/view/814535 ER - TY - CONF AN - 01055567 AU - Young, Richard A AU - Schreiner, Chris AU - University of Iowa, Iowa City TI - Conversations on an Embedded Phone While Driving: Predicted vs. Observed Real-World Airbag Deployment Crash Rates SN - 9780874141580 PY - 2007 SP - pp 75-76 AB - The objective of this study is to evaluate hypotheses that may help explain the discrepancy between the predicted vs. observed real-world airbag-deployment crash rates during conversation on a mobile phone embedded in a vehicle. It is concluded that the observed real-world airbag-deployment crash rate during conversations on an embedded hands-free device is substantially lower than predicted by previous simulator, closed-road, or epidemiological studies. Several hypotheses, if validated, may help resolve the discrepancy. U1 - Driving Assessment 2007: 4th International Driving Symposium on Human Factors in Driver Assessment, Training, and Vehicle DesignHonda R & D Americas, IncorporatedToyota Motor Engineering & Manufacturing North America, IncorporatedFederal Motor Carrier Safety AdministrationUniversity of Iowa, Iowa City5DT, Inc.DriveSafety, Inc.HFES Surface Transportation Technical GroupLiberty Mutual Research Institute for Safety and HealthSeeing MachinesSmart Eye ABSystems Technology, IncorporatedTransportation Research BoardUniversity of Michigan Transportation Research InstituteUniversity of Minnesota, MinneapolisNational Highway Traffic Safety AdministrationVirginia Polytechnic Institute and State University, BlacksburgStevenson,Washington,United States StartDate:20070709 EndDate:20070712 Sponsors:Honda R & D Americas, Incorporated, Toyota Motor Engineering & Manufacturing North America, Incorporated, Federal Motor Carrier Safety Administration, University of Iowa, Iowa City, 5DT, Inc., DriveSafety, Inc., HFES Surface Transportation Technical Group, Liberty Mutual Research Institute for Safety and Health, Seeing Machines, Smart Eye AB, Systems Technology, Incorporated, Transportation Research Board, University of Michigan Transportation Research Institute, University of Minnesota, Minneapolis, National Highway Traffic Safety Administration, Virginia Polytechnic Institute and State University, Blacksburg KW - Air bags KW - Conversation while driving KW - Crash rates KW - Deployment KW - Forecasting KW - Highway safety KW - Mobile telephones KW - Observations KW - Traffic crashes UR - https://trid.trb.org/view/814484 ER - TY - CONF AN - 01055566 AU - Uc, Ergun Y AU - Rizzo, Matthew AU - Anderson, Steven W AU - Sparks, JonDavid AU - Shi, Qian AU - Rodnitzky, Robert L AU - Dawson, Jeffrey D AU - University of Iowa, Iowa City TI - Predicting Driver Safety in Parkinson’s Disease: An Interim Report of an Ongoing Longitudinal Study SN - 9780874141580 PY - 2007 SP - pp 253-256 AB - This article summarizes the baseline results of an ongoing longitudinal, NIH-funded study on prediction of driver safety in patients with Parkinson’s disease (PD). Patients with even mild to moderate PD who drive and live independently suffer from visual and cognitive dysfunction, which appear to be the main contributors to decreased driving performance and safety, rather than the motor dysfunction for which PD is known. U1 - Driving Assessment 2007: 4th International Driving Symposium on Human Factors in Driver Assessment, Training, and Vehicle DesignHonda R & D Americas, IncorporatedToyota Motor Engineering & Manufacturing North America, IncorporatedFederal Motor Carrier Safety AdministrationUniversity of Iowa, Iowa City5DT, Inc.DriveSafety, Inc.HFES Surface Transportation Technical GroupLiberty Mutual Research Institute for Safety and HealthSeeing MachinesSmart Eye ABSystems Technology, IncorporatedTransportation Research BoardUniversity of Michigan Transportation Research InstituteUniversity of Minnesota, MinneapolisNational Highway Traffic Safety AdministrationVirginia Polytechnic Institute and State University, BlacksburgStevenson,Washington,United States StartDate:20070709 EndDate:20070712 Sponsors:Honda R & D Americas, Incorporated, Toyota Motor Engineering & Manufacturing North America, Incorporated, Federal Motor Carrier Safety Administration, University of Iowa, Iowa City, 5DT, Inc., DriveSafety, Inc., HFES Surface Transportation Technical Group, Liberty Mutual Research Institute for Safety and Health, Seeing Machines, Smart Eye AB, Systems Technology, Incorporated, Transportation Research Board, University of Michigan Transportation Research Institute, University of Minnesota, Minneapolis, National Highway Traffic Safety Administration, Virginia Polytechnic Institute and State University, Blacksburg KW - Cognitive impairment KW - Drivers KW - Driving KW - Forecasting KW - Highway safety KW - Longitudinal studies KW - Parkinson's disease KW - Vision disorders UR - https://trid.trb.org/view/814595 ER - TY - CONF AN - 01055564 AU - Edwards, David J AU - Sirois, Bill AU - Dawson, Todd AU - Aguirre, Acacia AU - Davis, Bill AU - Trutschel, Udo AU - University of Iowa, Iowa City TI - Evaluation of Fatigue Management Technologies Using Weighted Feature Matrix Method SN - 9780874141580 PY - 2007 SP - pp 146-152 AB - Operator fatigue is one of the most prevalent root causes of accidents, both on the highway and in workplaces where heavy equipment is used and 12- hour shifts are employed, such as in the mining industry. In response to this concern, a growing number of Fatigue Management Technologies (FMT) are becoming available to help maintain operator alertness and performance levels by detecting operator fatigue and interfacing with the operator and/or supervisor to prevent accidents and incidents (Williamson et al., 2005, Barr et al., 2005). In light of the numerous competing technologies, the research community, as well as industry, could benefit from the flexible evaluation tool proposed here. It will assist industries as a whole, and corporations more specifically, in identifying the best FMT solutions for different work and/or driving situations. This project was specifically focused on the needs of operators of heavy equipment in the mining industry, but could also be of value to other like industries where shift work is necessary and maintaining high levels of alertness are crucial for ensuring workplace safety and productivity. U1 - Driving Assessment 2007: 4th International Driving Symposium on Human Factors in Driver Assessment, Training, and Vehicle DesignHonda R & D Americas, IncorporatedToyota Motor Engineering & Manufacturing North America, IncorporatedFederal Motor Carrier Safety AdministrationUniversity of Iowa, Iowa City5DT, Inc.DriveSafety, Inc.HFES Surface Transportation Technical GroupLiberty Mutual Research Institute for Safety and HealthSeeing MachinesSmart Eye ABSystems Technology, IncorporatedTransportation Research BoardUniversity of Michigan Transportation Research InstituteUniversity of Minnesota, MinneapolisNational Highway Traffic Safety AdministrationVirginia Polytechnic Institute and State University, BlacksburgStevenson,Washington,United States StartDate:20070709 EndDate:20070712 Sponsors:Honda R & D Americas, Incorporated, Toyota Motor Engineering & Manufacturing North America, Incorporated, Federal Motor Carrier Safety Administration, University of Iowa, Iowa City, 5DT, Inc., DriveSafety, Inc., HFES Surface Transportation Technical Group, Liberty Mutual Research Institute for Safety and Health, Seeing Machines, Smart Eye AB, Systems Technology, Incorporated, Transportation Research Board, University of Michigan Transportation Research Institute, University of Minnesota, Minneapolis, National Highway Traffic Safety Administration, Virginia Polytechnic Institute and State University, Blacksburg KW - Alertness KW - Countermeasures KW - Crashes KW - Driving KW - Evaluation KW - Excavating equipment KW - Fatigue (Physiological condition) KW - Hours of labor KW - Industrial accidents KW - Matrices (Mathematics) KW - Mining KW - Mining machinery KW - Operators (Persons) KW - Performance KW - Safety KW - Shifts KW - Technology UR - https://trid.trb.org/view/814518 ER - TY - CONF AN - 01055563 AU - Fricke, Nicola AU - University of Iowa, Iowa City TI - Effects of Adaptive Information Presentation SN - 9780874141580 PY - 2007 SP - pp 292-298 AB - Several new approaches to assisting the driver in dealing with the complex task of the driving situation are being developed. One possibility is to give support in the secondary task with the aim of facilitating the primary driving task. In this study, the author tested whether a situation-dependent change of modality presentation for a secondary task can support time-sharing and enhance performance in the primary task. In an experiment, 42 subjects were engaged in a computer-simulated tracking task, which is a continuous task like driving a car. From time to time they also had to perform a decision-making task, which was to identify special numerical series. The task was an analogy to receiving a phone call while driving. The independent variables consisted of 1) demands of the situation (low vs. high) and 2) presentation modality of the secondary task (visual, auditory, visual + auditory; adaptive, non-adaptive). Performance was assessed through mistakes in the tracking task (lateral deviation from the central line). Additionally, the participants were asked for their subjective opinion of this system-driven change of modality presentation. Findings do not support the assumption that changing from bimodal (visual + auditory) to auditory-only presentation under high situational demands leads to best performance in the driving task. Rather, auditory-only information presentation was best under all conditions and led to the fewest mistakes in the tracking task. Moreover, subjective ratings revealed that 50% of the subjects favoured auditory-only presentation and 75% of the subjects generally preferred non-adaptive information presentation. U1 - Driving Assessment 2007: 4th International Driving Symposium on Human Factors in Driver Assessment, Training, and Vehicle DesignHonda R & D Americas, IncorporatedToyota Motor Engineering & Manufacturing North America, IncorporatedFederal Motor Carrier Safety AdministrationUniversity of Iowa, Iowa City5DT, Inc.DriveSafety, Inc.HFES Surface Transportation Technical GroupLiberty Mutual Research Institute for Safety and HealthSeeing MachinesSmart Eye ABSystems Technology, IncorporatedTransportation Research BoardUniversity of Michigan Transportation Research InstituteUniversity of Minnesota, MinneapolisNational Highway Traffic Safety AdministrationVirginia Polytechnic Institute and State University, BlacksburgStevenson,Washington,United States StartDate:20070709 EndDate:20070712 Sponsors:Honda R & D Americas, Incorporated, Toyota Motor Engineering & Manufacturing North America, Incorporated, Federal Motor Carrier Safety Administration, University of Iowa, Iowa City, 5DT, Inc., DriveSafety, Inc., HFES Surface Transportation Technical Group, Liberty Mutual Research Institute for Safety and Health, Seeing Machines, Smart Eye AB, Systems Technology, Incorporated, Transportation Research Board, University of Michigan Transportation Research Institute, University of Minnesota, Minneapolis, National Highway Traffic Safety Administration, Virginia Polytechnic Institute and State University, Blacksburg KW - Adaptive control KW - Auditory tasks KW - Autonomous intelligent cruise control KW - Decision making KW - Driver information systems KW - Driver support systems KW - Driving KW - Highway safety KW - Human information processing KW - Human subject testing KW - Information presentation KW - Performance KW - Secondary tasks KW - Simulation KW - Task demands KW - Visual presentations UR - https://trid.trb.org/view/814624 ER - TY - CONF AN - 01055562 AU - Schmidt, Eike A AU - Kincses, Wilhelm E AU - Schrauf, Michael AU - Haufe, Stefan AU - Schubert, Ruth AU - Curio, Gabriel AU - University of Iowa, Iowa City TI - Assessing Drivers’ Vigilance State During Monotonous Driving SN - 9780874141580 PY - 2007 SP - pp 138-145 AB - The differential effects of three hours of monotonous daytime driving on subjective (sleepiness, inattention, monotony), performance (choice reaction time), and physiological (EEG alpha power, P300-amplitude, heart rate) vigilance measures were examined. A linear degradation of drivers’ subjective state, mean long reaction times (as opposed to short ones), P300-amplitude and parietal alpha power with time spent on the highway was identified. An improvement of the subjective measures towards the end of the driving task was not accompanied by any improvement in performance or physiological measures. This dissociation of self-assessment and objective vigilance measures has important implications for the design of modern driver assistant systems that aim to adapt to the driver’s state. U1 - Driving Assessment 2007: 4th International Driving Symposium on Human Factors in Driver Assessment, Training, and Vehicle DesignHonda R & D Americas, IncorporatedToyota Motor Engineering & Manufacturing North America, IncorporatedFederal Motor Carrier Safety AdministrationUniversity of Iowa, Iowa City5DT, Inc.DriveSafety, Inc.HFES Surface Transportation Technical GroupLiberty Mutual Research Institute for Safety and HealthSeeing MachinesSmart Eye ABSystems Technology, IncorporatedTransportation Research BoardUniversity of Michigan Transportation Research InstituteUniversity of Minnesota, MinneapolisNational Highway Traffic Safety AdministrationVirginia Polytechnic Institute and State University, BlacksburgStevenson,Washington,United States StartDate:20070709 EndDate:20070712 Sponsors:Honda R & D Americas, Incorporated, Toyota Motor Engineering & Manufacturing North America, Incorporated, Federal Motor Carrier Safety Administration, University of Iowa, Iowa City, 5DT, Inc., DriveSafety, Inc., HFES Surface Transportation Technical Group, Liberty Mutual Research Institute for Safety and Health, Seeing Machines, Smart Eye AB, Systems Technology, Incorporated, Transportation Research Board, University of Michigan Transportation Research Institute, University of Minnesota, Minneapolis, National Highway Traffic Safety Administration, Virginia Polytechnic Institute and State University, Blacksburg KW - Attention lapses KW - Boredom KW - Daylight KW - Drivers KW - Driving KW - Highway safety KW - Highways KW - Human subject testing KW - Measurement KW - Monotonous tasks KW - Performance KW - Physiological aspects KW - Reaction time KW - Sleepiness KW - Vigilance UR - https://trid.trb.org/view/814513 ER - TY - CONF AN - 01055561 AU - Engstrom, Johan AU - Markkula, Gustav AU - University of Iowa, Iowa City TI - Effects of Visual and Cognitive Distraction on Lane Change Test Performance SN - 9780874141580 PY - 2007 SP - pp 199-205 AB - Driver errors related to visual and cognitive distraction were studied in the context of the Lane Change Test (LCT). New performance metrics were developed in order to capture the specific effects of visual and cognitive distraction. In line with previous research, it was found that the two types of distraction impaired driving in different ways. Visual, but not cognitive, distraction led to reduced path control. By contrast, only cognitive distraction affected detection and recognition/response selection. Theoretical and practical implications of these results are discussed. U1 - Driving Assessment 2007: 4th International Driving Symposium on Human Factors in Driver Assessment, Training, and Vehicle DesignHonda R & D Americas, IncorporatedToyota Motor Engineering & Manufacturing North America, IncorporatedFederal Motor Carrier Safety AdministrationUniversity of Iowa, Iowa City5DT, Inc.DriveSafety, Inc.HFES Surface Transportation Technical GroupLiberty Mutual Research Institute for Safety and HealthSeeing MachinesSmart Eye ABSystems Technology, IncorporatedTransportation Research BoardUniversity of Michigan Transportation Research InstituteUniversity of Minnesota, MinneapolisNational Highway Traffic Safety AdministrationVirginia Polytechnic Institute and State University, BlacksburgStevenson,Washington,United States StartDate:20070709 EndDate:20070712 Sponsors:Honda R & D Americas, Incorporated, Toyota Motor Engineering & Manufacturing North America, Incorporated, Federal Motor Carrier Safety Administration, University of Iowa, Iowa City, 5DT, Inc., DriveSafety, Inc., HFES Surface Transportation Technical Group, Liberty Mutual Research Institute for Safety and Health, Seeing Machines, Smart Eye AB, Systems Technology, Incorporated, Transportation Research Board, University of Michigan Transportation Research Institute, University of Minnesota, Minneapolis, National Highway Traffic Safety Administration, Virginia Polytechnic Institute and State University, Blacksburg KW - Cognition KW - Distraction KW - Driver errors KW - Drivers KW - Driving KW - Highway safety KW - Lane changing KW - Measurement KW - Performance KW - Tests KW - Visual perception UR - https://trid.trb.org/view/814580 ER - TY - CONF AN - 01055559 AU - Park, George D AU - Ware, J Catesby AU - May, Jennifer F AU - Rosenthal, Theodore J AU - Guibert, Matthew R AU - Allen, R Wade AU - University of Iowa, Iowa City TI - The Effects of Sleep Deprivation on Simulator Driving as Compared with Other Psychomotor Tests SN - 9780874141580 PY - 2007 SP - pp 257-264 AB - A dose-response sleep deprivation study was performed using 14 participants of normal health (7 males, 7 females, age 19-57 years). Participants completed 3 separate 24-hour visits where they were allowed to sleep for either 8, 4, or 0 hrs and then asked to complete a test battery that included three psychomotor test measures known to be sensitive to the effects of fatigue and extended wakefulness. The psychomotor performance measures included the standard deviation of lateral lane position (SDLP) for a driving simulator, the Critical Tracking Task (CTT), and the Psychomotor Vigilance Task (PVT). While all psychomotor test measures provided a significant main effect for the within-subjects variable sleep condition, subsequent pairwise comparisons between the three sleep conditions provided clear differences in the strengths of the psychomotor measures. SDLP measures provided the best discrimination between the sleep conditions when utilizing the full 60-min driving task time, but indicated a better sensitivity at lower levels of sleep loss. The CTT provided the contrary, with better sensitivity at higher levels of sleep loss. The PVT measures of mean reaction time and number of lapses and slowest 10% reaction time failed to discriminate between the different sleep conditions. U1 - Driving Assessment 2007: 4th International Driving Symposium on Human Factors in Driver Assessment, Training, and Vehicle DesignHonda R & D Americas, IncorporatedToyota Motor Engineering & Manufacturing North America, IncorporatedFederal Motor Carrier Safety AdministrationUniversity of Iowa, Iowa City5DT, Inc.DriveSafety, Inc.HFES Surface Transportation Technical GroupLiberty Mutual Research Institute for Safety and HealthSeeing MachinesSmart Eye ABSystems Technology, IncorporatedTransportation Research BoardUniversity of Michigan Transportation Research InstituteUniversity of Minnesota, MinneapolisNational Highway Traffic Safety AdministrationVirginia Polytechnic Institute and State University, BlacksburgStevenson,Washington,United States StartDate:20070709 EndDate:20070712 Sponsors:Honda R & D Americas, Incorporated, Toyota Motor Engineering & Manufacturing North America, Incorporated, Federal Motor Carrier Safety Administration, University of Iowa, Iowa City, 5DT, Inc., DriveSafety, Inc., HFES Surface Transportation Technical Group, Liberty Mutual Research Institute for Safety and Health, Seeing Machines, Smart Eye AB, Systems Technology, Incorporated, Transportation Research Board, University of Michigan Transportation Research Institute, University of Minnesota, Minneapolis, National Highway Traffic Safety Administration, Virginia Polytechnic Institute and State University, Blacksburg KW - Ability tests KW - Critical tracking task KW - Driving KW - Driving simulators KW - Fatigue (Physiological condition) KW - Highway safety KW - Human subject testing KW - Lane position KW - Psychomotor performance KW - Psychomotor vigilance task KW - Sleep deprivation KW - Standard deviation KW - Wakefulness UR - https://trid.trb.org/view/814596 ER - TY - CONF AN - 01055558 AU - Akinwuntan, Emmanuel Abiodun AU - Devos, Hannes AU - Feys, Hilde AU - Verheyden, Geert AU - Weerdt, Willy De AU - Baten, Guido AU - Kiekens, Carlotte AU - University of Iowa, Iowa City TI - Short and Predictive Assessment Battery of Fitness-to-Drive After Stroke SN - 9780874141580 PY - 2007 SP - pp 265-268 AB - The objective of this study was to confirm the accuracy of a previously identified short assessment battery to predict fitness-to-drive after stroke in a new cohort of stroke survivors. This was a prospective study that included 43 (39 males and 4 females) participants who performed the pre-driving assessment that included a standardized on-road test at the Belgian Road Safety Institute in Brussels, Belgium. Participants were on average six months post stroke, not severely physically disabled, possessed valid drivers’ licenses and actively drove prior to stroke onset. Fitness-to-drive decisions made based on performance in 15 tests of a full scale assessment battery were predicted using only scores in three previously identified predictive tests. Performance in the three tests (figure of Rey, visual neglect (lateralized mean reaction time) and on-road test) was used to correctly predict 37 (86%) of the 43 participants’ driving fitness. The sensitivity and specificity of the predictions were 77% and 92% respectively. The outcome of this study shows that the short assessment battery is indeed a good predictor of fitness-to-drive in stroke survivors, especially those without severe deficits. U1 - Driving Assessment 2007: 4th International Driving Symposium on Human Factors in Driver Assessment, Training, and Vehicle DesignHonda R & D Americas, IncorporatedToyota Motor Engineering & Manufacturing North America, IncorporatedFederal Motor Carrier Safety AdministrationUniversity of Iowa, Iowa City5DT, Inc.DriveSafety, Inc.HFES Surface Transportation Technical GroupLiberty Mutual Research Institute for Safety and HealthSeeing MachinesSmart Eye ABSystems Technology, IncorporatedTransportation Research BoardUniversity of Michigan Transportation Research InstituteUniversity of Minnesota, MinneapolisNational Highway Traffic Safety AdministrationVirginia Polytechnic Institute and State University, BlacksburgStevenson,Washington,United States StartDate:20070709 EndDate:20070712 Sponsors:Honda R & D Americas, Incorporated, Toyota Motor Engineering & Manufacturing North America, Incorporated, Federal Motor Carrier Safety Administration, University of Iowa, Iowa City, 5DT, Inc., DriveSafety, Inc., HFES Surface Transportation Technical Group, Liberty Mutual Research Institute for Safety and Health, Seeing Machines, Smart Eye AB, Systems Technology, Incorporated, Transportation Research Board, University of Michigan Transportation Research Institute, University of Minnesota, Minneapolis, National Highway Traffic Safety Administration, Virginia Polytechnic Institute and State University, Blacksburg KW - Ability tests KW - Accuracy KW - Belgium KW - Driving KW - Fitness to drive KW - Highway safety KW - Human subject testing KW - Stroke patients UR - https://trid.trb.org/view/814613 ER - TY - CONF AN - 01055557 AU - Lai, Chien-Jung AU - Yen, Kuo-Duan AU - Wang, Duan-Bing AU - University of Iowa, Iowa City TI - Effects of Chinese Font Style and Color on Variable Message Signs SN - 9780874141580 PY - 2007 SP - pp 167-173 AB - Variable message signs (VMS) are important traffic control devices for increasing road utility and decreasing traffic accidents. This study investigated the effects of Chinese font style (Hei, Ming, and Kai) and font color (red, green, and yellow) of VMS on subjects’ response performance (response time and accuracy) from an ergonomic viewpoint. Computer-generated VMS stimuli were merged with driver’s-view driving video and projected onto a screen while subjects made responses. The results showed that Chinese font style and font color both were significant factors in subjects’ response performance. Subjects took less response time for Hei style than for Kai and Ming styles, and exhibited higher accuracy for Hei and Ming styles than for Kai style. Subjects responded faster and more correctly for yellow and green font colors than for red. Additionally, the interaction of font style and font color had a significant effect on subjects’ response performance. Response times for yellow and green colors were shorter than for red on each font style. Subjects had the longest time for Ming style in red color, while they had the least correct for Kai style in red color. The results from this study may assist in adopting appropriate Chinese font and color on VMS and in improving safe and efficient driving for motorists on the freeway. U1 - Driving Assessment 2007: 4th International Driving Symposium on Human Factors in Driver Assessment, Training, and Vehicle DesignHonda R & D Americas, IncorporatedToyota Motor Engineering & Manufacturing North America, IncorporatedFederal Motor Carrier Safety AdministrationUniversity of Iowa, Iowa City5DT, Inc.DriveSafety, Inc.HFES Surface Transportation Technical GroupLiberty Mutual Research Institute for Safety and HealthSeeing MachinesSmart Eye ABSystems Technology, IncorporatedTransportation Research BoardUniversity of Michigan Transportation Research InstituteUniversity of Minnesota, MinneapolisNational Highway Traffic Safety AdministrationVirginia Polytechnic Institute and State University, BlacksburgStevenson,Washington,United States StartDate:20070709 EndDate:20070712 Sponsors:Honda R & D Americas, Incorporated, Toyota Motor Engineering & Manufacturing North America, Incorporated, Federal Motor Carrier Safety Administration, University of Iowa, Iowa City, 5DT, Inc., DriveSafety, Inc., HFES Surface Transportation Technical Group, Liberty Mutual Research Institute for Safety and Health, Seeing Machines, Smart Eye AB, Systems Technology, Incorporated, Transportation Research Board, University of Michigan Transportation Research Institute, University of Minnesota, Minneapolis, National Highway Traffic Safety Administration, Virginia Polytechnic Institute and State University, Blacksburg KW - Accuracy KW - Countermeasures KW - Ergonomics KW - Font color KW - Font style KW - Green KW - Highway safety KW - Highway traffic control KW - Human factors KW - Human subject testing KW - Reaction time KW - Red KW - Sign fonts KW - Taiwan KW - Traffic control devices KW - Traffic crashes KW - Variable message signs KW - Yellow UR - https://trid.trb.org/view/814533 ER - TY - CONF AN - 01055556 AU - Leonard, S David AU - University of Iowa, Iowa City TI - Some Negative Effects of Warnings SN - 9780874141580 PY - 2007 SP - pp 119-125 AB - Warnings provide important information about hazards that may be encountered by individuals exposed to them. Some warnings may not be effective because they are not interpreted correctly, require people to perform unrealistic activities, are not recognized, or are ignored because they have lost their attention-getting capabilities. A common occurrence in the USA, and perhaps other countries as well, is the use of signs to warn of work being performed on the roadway ahead. Often such signs are not removed after the work has been done. Consequently, drivers who have had the experience of seeing the signs with no workers may come to ignore them, and when there is a work crew on the road, some accidents may occur. In the context of modern learning theory, the extinction of cautionary behavior would be expected under such circumstances. The present study surveyed the behaviors of 224 respondents, many of whom indicated they tended to ignore such signs. The present study examined behavior reported to occur under various conditions and found evidence that the greater the frequency of unfulfilled expectations, the greater the reported likelihood of ignoring the warnings. U1 - Driving Assessment 2007: 4th International Driving Symposium on Human Factors in Driver Assessment, Training, and Vehicle DesignHonda R & D Americas, IncorporatedToyota Motor Engineering & Manufacturing North America, IncorporatedFederal Motor Carrier Safety AdministrationUniversity of Iowa, Iowa City5DT, Inc.DriveSafety, Inc.HFES Surface Transportation Technical GroupLiberty Mutual Research Institute for Safety and HealthSeeing MachinesSmart Eye ABSystems Technology, IncorporatedTransportation Research BoardUniversity of Michigan Transportation Research InstituteUniversity of Minnesota, MinneapolisNational Highway Traffic Safety AdministrationVirginia Polytechnic Institute and State University, BlacksburgStevenson,Washington,United States StartDate:20070709 EndDate:20070712 Sponsors:Honda R & D Americas, Incorporated, Toyota Motor Engineering & Manufacturing North America, Incorporated, Federal Motor Carrier Safety Administration, University of Iowa, Iowa City, 5DT, Inc., DriveSafety, Inc., HFES Surface Transportation Technical Group, Liberty Mutual Research Institute for Safety and Health, Seeing Machines, Smart Eye AB, Systems Technology, Incorporated, Transportation Research Board, University of Michigan Transportation Research Institute, University of Minnesota, Minneapolis, National Highway Traffic Safety Administration, Virginia Polytechnic Institute and State University, Blacksburg KW - Attention value KW - Behavior KW - Driver expectations KW - Drivers KW - Extinction (Learning theory) KW - Highway safety KW - Learning KW - Warning signs KW - Work zones UR - https://trid.trb.org/view/814505 ER - TY - CONF AN - 01055555 AU - LeBlanc, David J AU - Sayer, James AU - Winkler, Christopher AU - Bogard, Scott AU - Devonshire, Joel AU - University of Iowa, Iowa City TI - Field Test Results of a Road Departure Crash Warning System: Driver Utilization and Safety Implications SN - 9780874141580 PY - 2007 SP - pp 246-252 AB - The Road Departure Crash Warning System Field Operational Test (RDCW FOT) was conducted to assess the safety impacts, driver acceptance levels, and the maturity of road departure crash warning systems as installed on a light vehicle platform. This paper presents the experimental design, performance of the road departure system in naturalistic use, and analyses of safety impacts of the technology using surrogate measures. Use of the system led to a 50% reduction in the observed rate of events in which the equipped vehicle came within 0.1 m of a lane edge in steady-state lane-keeping situations. Lane changes performed without the use of a turn signal were reduced by 43% on freeways and ramps and 24% on surface roads. Levels of lateral acceleration in curves was not significantly different, except on ramps, where a significant change in the 90th percentile values of lateral acceleration were observed for a within-subject comparison. There were no observed effects of risk homeostasis and no evidence of significant negative unintended consequences. U1 - Driving Assessment 2007: 4th International Driving Symposium on Human Factors in Driver Assessment, Training, and Vehicle DesignHonda R & D Americas, IncorporatedToyota Motor Engineering & Manufacturing North America, IncorporatedFederal Motor Carrier Safety AdministrationUniversity of Iowa, Iowa City5DT, Inc.DriveSafety, Inc.HFES Surface Transportation Technical GroupLiberty Mutual Research Institute for Safety and HealthSeeing MachinesSmart Eye ABSystems Technology, IncorporatedTransportation Research BoardUniversity of Michigan Transportation Research InstituteUniversity of Minnesota, MinneapolisNational Highway Traffic Safety AdministrationVirginia Polytechnic Institute and State University, BlacksburgStevenson,Washington,United States StartDate:20070709 EndDate:20070712 Sponsors:Honda R & D Americas, Incorporated, Toyota Motor Engineering & Manufacturing North America, Incorporated, Federal Motor Carrier Safety Administration, University of Iowa, Iowa City, 5DT, Inc., DriveSafety, Inc., HFES Surface Transportation Technical Group, Liberty Mutual Research Institute for Safety and Health, Seeing Machines, Smart Eye AB, Systems Technology, Incorporated, Transportation Research Board, University of Michigan Transportation Research Institute, University of Minnesota, Minneapolis, National Highway Traffic Safety Administration, Virginia Polytechnic Institute and State University, Blacksburg KW - Acceptance KW - Automatic steering control KW - Countermeasures KW - Drivers KW - Field tests KW - Freeways KW - Highway curves KW - Highway safety KW - Highways KW - Lane changing KW - Lateral acceleration KW - Light vehicles KW - Ramps KW - Ran off road crashes KW - Traffic safety KW - Turn signals KW - Utilization KW - Warning systems UR - https://trid.trb.org/view/814593 ER - TY - CONF AN - 01055554 AU - Becic, Ensar AU - Kubose, Tate AU - Kramer, Arthur F AU - Dell, Gary S AU - Garnsey, Susan M AU - Bock, Kathryn AU - University of Iowa, Iowa City TI - Aging and the Effects of Conversation with a Passenger or a Caller on Simulated Driving Performance SN - 9780874141580 PY - 2007 SP - pp 98-104 AB - A total of 96 pairs of older and younger drivers participated in a study assessing the effects of conversation on the driving performance of older and younger drivers in a simulated city environment. These effects were investigated while drivers conversed with an in-vehicle passenger or an outside-vehicle caller. All of the passengers completed three separate, counterbalanced blocks of tasks that consisted of two single-task blocks (driving only and conversing only) and one dual-task block (driving and conversing). The results showed greater variability in velocity, lane keeping and steering control under single-task than under dual-task conditions. Drivers also showed greater average velocity and greater deviation from the center of the lane under single-task than under dual-task conditions. However, when crossing an intersection, a task requiring greater attentional resources, drivers exhibited a cost due to the dual task. The authors' data are consistent with the literature, which suggests that a secondary task may aid in the performance of a routinized task but may also impose costs if the primary task requires significant attentional resources. Older drivers exhibited greater variability in velocity, stayed closer to the center of the lane, and waited longer to cross intersections than their younger counterparts, suggesting that they compensate for their declining perceptual and cognitive abilities through changes in driving behavior. Drivers exhibited greater variability in steering under single-task conditions when talking to an outside-vehicle caller, and older drivers showed greater variability in velocity when conversing with an outside-vehicle caller. U1 - Driving Assessment 2007: 4th International Driving Symposium on Human Factors in Driver Assessment, Training, and Vehicle DesignHonda R & D Americas, IncorporatedToyota Motor Engineering & Manufacturing North America, IncorporatedFederal Motor Carrier Safety AdministrationUniversity of Iowa, Iowa City5DT, Inc.DriveSafety, Inc.HFES Surface Transportation Technical GroupLiberty Mutual Research Institute for Safety and HealthSeeing MachinesSmart Eye ABSystems Technology, IncorporatedTransportation Research BoardUniversity of Michigan Transportation Research InstituteUniversity of Minnesota, MinneapolisNational Highway Traffic Safety AdministrationVirginia Polytechnic Institute and State University, BlacksburgStevenson,Washington,United States StartDate:20070709 EndDate:20070712 Sponsors:Honda R & D Americas, Incorporated, Toyota Motor Engineering & Manufacturing North America, Incorporated, Federal Motor Carrier Safety Administration, University of Iowa, Iowa City, 5DT, Inc., DriveSafety, Inc., HFES Surface Transportation Technical Group, Liberty Mutual Research Institute for Safety and Health, Seeing Machines, Smart Eye AB, Systems Technology, Incorporated, Transportation Research Board, University of Michigan Transportation Research Institute, University of Minnesota, Minneapolis, National Highway Traffic Safety Administration, Virginia Polytechnic Institute and State University, Blacksburg KW - Age KW - Aged drivers KW - Aging (Biology) KW - Automatic steering control KW - Behavior KW - Cellular telephones KW - Cognition KW - Compensatory behavior (Psychology) KW - Conversation while driving KW - Driving KW - Driving simulators KW - Highway safety KW - Intersections KW - Passengers KW - Perception KW - Performance KW - Steering KW - Urban areas KW - Velocity KW - Young adults UR - https://trid.trb.org/view/814490 ER - TY - CONF AN - 01055553 AU - Davis, Gary A AU - University of Iowa, Iowa City TI - Indirect Clinical Evidence of Driver Inattention as a Cause of Crashes SN - 9780874141580 PY - 2007 SP - pp 217-223 AB - A recent report from the 100-Car Study identified driver inattention as a significant risk factor for involvement in crashes or near-crashes. If in fact inattention is a cause of crashes, it should be possible to find at least indirect evidence of it by reconstructing actual crashes. This paper describes reconstruction of two rear-ending crashes on an urban freeway, one left-turn cross-path crash on a suburban arterial, and one vehicle/pedestrian collision. Bayesian reconstruction methods were used to estimate driver reaction times, and these were then compared to reaction time measures from the literature. The working hypothesis was that atypically long reaction times on the part of the colliding drivers would provide indirect evidence for driver inattention. It turned out that an atypically long reaction time was shown by only one of the four colliding drivers, but that other indications of inattention were found in two other crashes. U1 - Driving Assessment 2007: 4th International Driving Symposium on Human Factors in Driver Assessment, Training, and Vehicle DesignHonda R & D Americas, IncorporatedToyota Motor Engineering & Manufacturing North America, IncorporatedFederal Motor Carrier Safety AdministrationUniversity of Iowa, Iowa City5DT, Inc.DriveSafety, Inc.HFES Surface Transportation Technical GroupLiberty Mutual Research Institute for Safety and HealthSeeing MachinesSmart Eye ABSystems Technology, IncorporatedTransportation Research BoardUniversity of Michigan Transportation Research InstituteUniversity of Minnesota, MinneapolisNational Highway Traffic Safety AdministrationVirginia Polytechnic Institute and State University, BlacksburgStevenson,Washington,United States StartDate:20070709 EndDate:20070712 Sponsors:Honda R & D Americas, Incorporated, Toyota Motor Engineering & Manufacturing North America, Incorporated, Federal Motor Carrier Safety Administration, University of Iowa, Iowa City, 5DT, Inc., DriveSafety, Inc., HFES Surface Transportation Technical Group, Liberty Mutual Research Institute for Safety and Health, Seeing Machines, Smart Eye AB, Systems Technology, Incorporated, Transportation Research Board, University of Michigan Transportation Research Institute, University of Minnesota, Minneapolis, National Highway Traffic Safety Administration, Virginia Polytechnic Institute and State University, Blacksburg KW - Arterial highways KW - Attention lapses KW - Bayes' theorem KW - Crash causes KW - Crash reconstruction KW - Drivers KW - Highway safety KW - Left turns KW - Pedestrian-vehicle crashes KW - Reaction time KW - Rear end crashes KW - Suburbs KW - Traffic crashes KW - Traffic safety UR - https://trid.trb.org/view/814588 ER - TY - CONF AN - 01055552 AU - Chen, Chao-Hua AU - Ho, Wen-Chu AU - University of Iowa, Iowa City TI - On the Construction of a Safety Gap Prediction Model for Freeway Bus Lane-Changing Maneuver Using Driving Simulator Data SN - 9780874141580 PY - 2007 SP - pp 416-422 AB - Lane-change crashes are not only responsible for an important portion of vehicular fatalities, but also for crash-caused traffic delays, often resulting in congestion. The type of discretionary lane change was the focus of this research, in which a safety gap prediction model was constructed for potential application in the development of lane-change support systems. Data for analysis and model fitting were collected from a fixed-based bus driving simulator. The experimental scene designed for the driving simulator consisted of a straight section of two-lane freeway mainline with daylight and vehicular flows traveling at different speed levels on the road. Ten professional coach drivers were recruited to perform lane-change experiments. Results of two-way ANOVA revealed a significant lane-change direction × vehicle speed on the target lane interaction, and further analyses demonstrated that there was a simple effect for vehicle speed on the target lane in the left-to-right group of the type of lane-change direction factor. A safety gap forecasting model with the time gap between lead and lag vehicle on the target lane as the forecasted variable was constructed, and tests of true out-of-sample forecast accuracy of the prediction model showed promising results for its potential application in the development of lane-change support systems. U1 - Driving Assessment 2007: 4th International Driving Symposium on Human Factors in Driver Assessment, Training, and Vehicle DesignHonda R & D Americas, IncorporatedToyota Motor Engineering & Manufacturing North America, IncorporatedFederal Motor Carrier Safety AdministrationUniversity of Iowa, Iowa City5DT, Inc.DriveSafety, Inc.HFES Surface Transportation Technical GroupLiberty Mutual Research Institute for Safety and HealthSeeing MachinesSmart Eye ABSystems Technology, IncorporatedTransportation Research BoardUniversity of Michigan Transportation Research InstituteUniversity of Minnesota, MinneapolisNational Highway Traffic Safety AdministrationVirginia Polytechnic Institute and State University, BlacksburgStevenson,Washington,United States StartDate:20070709 EndDate:20070712 Sponsors:Honda R & D Americas, Incorporated, Toyota Motor Engineering & Manufacturing North America, Incorporated, Federal Motor Carrier Safety Administration, University of Iowa, Iowa City, 5DT, Inc., DriveSafety, Inc., HFES Surface Transportation Technical Group, Liberty Mutual Research Institute for Safety and Health, Seeing Machines, Smart Eye AB, Systems Technology, Incorporated, Transportation Research Board, University of Michigan Transportation Research Institute, University of Minnesota, Minneapolis, National Highway Traffic Safety Administration, Virginia Polytechnic Institute and State University, Blacksburg KW - Analysis of variance KW - Bus crashes KW - Bus drivers KW - Bus driving KW - Daylight KW - Fatalities KW - Forecasting KW - Freeways KW - Gap acceptance KW - Highway safety KW - Lane changing KW - Speed KW - Time KW - Traffic congestion KW - Traffic crashes KW - Traffic delays KW - Traffic models KW - Traffic safety KW - Two lane highways UR - https://trid.trb.org/view/814711 ER - TY - CONF AN - 01055551 AU - Chisholm, Susan L AU - Caird, Jeff K AU - Lockhart, Julie AU - Fern, Lisa AU - Teteris, Elise AU - University of Iowa, Iowa City TI - Driving Performance while Engaged in MP-3 Player Interaction: Effects of Practice and Task Difficulty on PRT and Eye Movements SN - 9780874141580 PY - 2007 SP - pp 238-245 AB - The purpose of this study was to examine the effects of iPod interactions on driver performance over several sessions to determine the distraction effect of iPods on driver performance, as well as to see if performance decrements declined with practice. Nineteen younger drivers (mean age = 19.4, range 18 to 22) participated in a seven-session study in the University of Calgary Driving Simulator. Drivers encountered a number of critical events such as pedestrian incursions, lead vehicle braking, and pullout vehicle events, on the roadways. These events were encountered both while driving alone and when performing iPod tasks of varying difficulty. Participants’ hazard response, frequency of collisions and eye movement measures were examined to determine if there were any changes in performance related to iPod distraction and practice effects. Increases in perception response time (PRT) and frequency of collisions were found during the difficult iPod interactions. The number and duration of glances made into the vehicle increased significantly while performing the difficult iPod interactions, reducing the number of glances made to the roadway. Over the course of the sessions, performance improved significantly in all secondary task conditions, but performance decrements still remained in the difficult iPod condition compared to the baseline. U1 - Driving Assessment 2007: 4th International Driving Symposium on Human Factors in Driver Assessment, Training, and Vehicle DesignHonda R & D Americas, IncorporatedToyota Motor Engineering & Manufacturing North America, IncorporatedFederal Motor Carrier Safety AdministrationUniversity of Iowa, Iowa City5DT, Inc.DriveSafety, Inc.HFES Surface Transportation Technical GroupLiberty Mutual Research Institute for Safety and HealthSeeing MachinesSmart Eye ABSystems Technology, IncorporatedTransportation Research BoardUniversity of Michigan Transportation Research InstituteUniversity of Minnesota, MinneapolisNational Highway Traffic Safety AdministrationVirginia Polytechnic Institute and State University, BlacksburgStevenson,Washington,United States StartDate:20070709 EndDate:20070712 Sponsors:Honda R & D Americas, Incorporated, Toyota Motor Engineering & Manufacturing North America, Incorporated, Federal Motor Carrier Safety Administration, University of Iowa, Iowa City, 5DT, Inc., DriveSafety, Inc., HFES Surface Transportation Technical Group, Liberty Mutual Research Institute for Safety and Health, Seeing Machines, Smart Eye AB, Systems Technology, Incorporated, Transportation Research Board, University of Michigan Transportation Research Institute, University of Minnesota, Minneapolis, National Highway Traffic Safety Administration, Virginia Polytechnic Institute and State University, Blacksburg KW - Attention KW - Crashes KW - Distraction KW - Drivers KW - Driving KW - Driving simulators KW - Eye movements KW - Highway safety KW - iPod (Digital music player) KW - Performance KW - Practice KW - Task complexity KW - Young adults UR - https://trid.trb.org/view/814592 ER - TY - CONF AN - 01055550 AU - Horrey, William J AU - Lesch, Mary F AU - Garabet, Angela AU - University of Iowa, Iowa City TI - Awareness of Performance Decrements Due to Distraction in Younger and Older Drivers SN - 9780874141580 PY - 2007 SP - pp 54-60 AB - Although many studies have documented the performance decrements associated with driver distractions, few have examined drivers’ awareness of these distraction effects. The current study purports to measure how well-calibrated drivers are with respect to their own performance when distracted. Forty drivers completed a series of tasks on a hand-held or hands-free cell phone while driving an instrumented vehicle around a closed test track. Subjective estimates of performance decrements were recorded and compared to actual decrements observed on multiple measures of driving performance. Although their driving performance suffered in dual-task conditions, drivers were generally not well-calibrated to the magnitude of the distraction effects (r = -.38 to .16). In some cases, estimates of distraction were opposite of the observed effects (i.e., smaller estimates of distraction corresponded to larger performance deficits). There were some age and gender differences. The authors discuss the implications of these findings for potential mitigation strategies for distracted driving. U1 - Driving Assessment 2007: 4th International Driving Symposium on Human Factors in Driver Assessment, Training, and Vehicle DesignHonda R & D Americas, IncorporatedToyota Motor Engineering & Manufacturing North America, IncorporatedFederal Motor Carrier Safety AdministrationUniversity of Iowa, Iowa City5DT, Inc.DriveSafety, Inc.HFES Surface Transportation Technical GroupLiberty Mutual Research Institute for Safety and HealthSeeing MachinesSmart Eye ABSystems Technology, IncorporatedTransportation Research BoardUniversity of Michigan Transportation Research InstituteUniversity of Minnesota, MinneapolisNational Highway Traffic Safety AdministrationVirginia Polytechnic Institute and State University, BlacksburgStevenson,Washington,United States StartDate:20070709 EndDate:20070712 Sponsors:Honda R & D Americas, Incorporated, Toyota Motor Engineering & Manufacturing North America, Incorporated, Federal Motor Carrier Safety Administration, University of Iowa, Iowa City, 5DT, Inc., DriveSafety, Inc., HFES Surface Transportation Technical Group, Liberty Mutual Research Institute for Safety and Health, Seeing Machines, Smart Eye AB, Systems Technology, Incorporated, Transportation Research Board, University of Michigan Transportation Research Institute, University of Minnesota, Minneapolis, National Highway Traffic Safety Administration, Virginia Polytechnic Institute and State University, Blacksburg KW - Age KW - Awareness KW - Cellular telephones KW - Distraction KW - Drivers KW - Driving KW - Gender KW - Handheld devices KW - Hands free telephones KW - Highway safety KW - Instrumented vehicles KW - Performance UR - https://trid.trb.org/view/814466 ER - TY - CONF AN - 01055548 AU - Medenica, Zeljko AU - Kun, Andrew L AU - University of Iowa, Iowa City TI - Comparing the Influence of Two User Interfaces for Mobile Radios on Driving Performance SN - 9780874141580 PY - 2007 SP - pp 278-284 AB - Mobile radios have a manufacturer-provided manual user interface that allows changing radio channels using buttons. There is also a display on the faceplate of the radio that is used to visually verify channel selection. The objective of this study was to compare the influence of the manual user interface and the Project54 speech user interface (SUI) on drivers’ performance while interacting with a mobile radio. In experiments conducted with a driving simulator the authors found that operating the manual user interface degraded driving performance significantly, while using the SUI did not. U1 - Driving Assessment 2007: 4th International Driving Symposium on Human Factors in Driver Assessment, Training, and Vehicle DesignHonda R & D Americas, IncorporatedToyota Motor Engineering & Manufacturing North America, IncorporatedFederal Motor Carrier Safety AdministrationUniversity of Iowa, Iowa City5DT, Inc.DriveSafety, Inc.HFES Surface Transportation Technical GroupLiberty Mutual Research Institute for Safety and HealthSeeing MachinesSmart Eye ABSystems Technology, IncorporatedTransportation Research BoardUniversity of Michigan Transportation Research InstituteUniversity of Minnesota, MinneapolisNational Highway Traffic Safety AdministrationVirginia Polytechnic Institute and State University, BlacksburgStevenson,Washington,United States StartDate:20070709 EndDate:20070712 Sponsors:Honda R & D Americas, Incorporated, Toyota Motor Engineering & Manufacturing North America, Incorporated, Federal Motor Carrier Safety Administration, University of Iowa, Iowa City, 5DT, Inc., DriveSafety, Inc., HFES Surface Transportation Technical Group, Liberty Mutual Research Institute for Safety and Health, Seeing Machines, Smart Eye AB, Systems Technology, Incorporated, Transportation Research Board, University of Michigan Transportation Research Institute, University of Minnesota, Minneapolis, National Highway Traffic Safety Administration, Virginia Polytechnic Institute and State University, Blacksburg KW - Attention KW - Distraction KW - Driving KW - Driving simulators KW - Highway safety KW - Manual control KW - Mobile radio KW - Performance KW - Speech KW - User interfaces (Computer science) UR - https://trid.trb.org/view/814620 ER - TY - CONF AN - 01055545 AU - Hurwitz, David S AU - Knodler, Michael A AU - University of Iowa, Iowa City TI - Static and Dynamic Evaluation of the Driver Speed Perception and Selection Process SN - 9780874141580 PY - 2007 SP - pp 358-364 AB - Speed impacts the extent to which mobility and safety are experienced across the surface transportation network. By expanding current understanding of speed perception and selection processes our ability to understand and comprehensively address speed-related issues will improve. Driving simulator technology has advanced the field of transportation research. However, it has been limited in its application to speed-related issues. Furthermore, static computer-based evaluations have been used as a means of establishing a preliminary understanding for driver interpretation of stimuli encountered in the roadway, but have been limited in their application to speed. These technologies allow for large sample populations to be evaluated quickly and safely. Phase I of this initiative examined driver ability to perceive travel speeds in a similar real world, simulated world, and static environment. The experimental course traversed roadway where land-use and posted speed limits varied. Drivers’ actual and perceived speeds were recorded at 20 identical “checkpoint” locations in each environment, and the results were analyzed across drivers and environments. Phase II examined three roadway attributes that impact the speed-selection process. A focus group was employed to build improved scenarios of interest for a full-scale static evaluation. In the static environment, 75 drivers were asked how fast they would travel while individual characteristics of the scenario displayed were modified. This multifaceted research initiative expands the potential application of advanced technology in speed-related research, and improves the understanding of factors that influence speed perception and selection processes. U1 - Driving Assessment 2007: 4th International Driving Symposium on Human Factors in Driver Assessment, Training, and Vehicle DesignHonda R & D Americas, IncorporatedToyota Motor Engineering & Manufacturing North America, IncorporatedFederal Motor Carrier Safety AdministrationUniversity of Iowa, Iowa City5DT, Inc.DriveSafety, Inc.HFES Surface Transportation Technical GroupLiberty Mutual Research Institute for Safety and HealthSeeing MachinesSmart Eye ABSystems Technology, IncorporatedTransportation Research BoardUniversity of Michigan Transportation Research InstituteUniversity of Minnesota, MinneapolisNational Highway Traffic Safety AdministrationVirginia Polytechnic Institute and State University, BlacksburgStevenson,Washington,United States StartDate:20070709 EndDate:20070712 Sponsors:Honda R & D Americas, Incorporated, Toyota Motor Engineering & Manufacturing North America, Incorporated, Federal Motor Carrier Safety Administration, University of Iowa, Iowa City, 5DT, Inc., DriveSafety, Inc., HFES Surface Transportation Technical Group, Liberty Mutual Research Institute for Safety and Health, Seeing Machines, Smart Eye AB, Systems Technology, Incorporated, Transportation Research Board, University of Michigan Transportation Research Institute, University of Minnesota, Minneapolis, National Highway Traffic Safety Administration, Virginia Polytechnic Institute and State University, Blacksburg KW - Average travel speed KW - Drivers KW - Driving simulators KW - Evaluation KW - Forecasting KW - Highway safety KW - Human subject testing KW - Land use KW - Perception KW - Real time information KW - Selection KW - Speed KW - Speed limits KW - Static and dynamic tests KW - Technology UR - https://trid.trb.org/view/814675 ER - TY - CONF AN - 01055544 AU - Reed-Jones, Rebecca J AU - Reed-Jones, James G AU - Trick, Lana M AU - Vallis, Lori A AU - University of Iowa, Iowa City TI - Can Galvanic Vestibular Stimulation Reduce Simulator Adaptation Syndrome? SN - 9780874141580 PY - 2007 SP - pp 534-540 AB - Electrical stimulation of the vestibular sensory system during virtual environment simulations has been proposed as a method to reduce the incidence of simulator adaptation syndrome (SAS). However, there is limited empirical evidence to support this hypothesis. It is especially important to provide vestibular stimulation in driving simulators because an absence of vestibular cues may alter driver behaviour and reduce vehicle control. This study examined the application of galvanic vestibular stimulation (GVS) as a technique to reduce symptoms of SAS and improve vehicular control in a fixed-based driving simulator. Nineteen participants drove two visually distinct virtual environments (high and low visual cues). In addition, each of these worlds was experienced with and without GVS. Post-drive scores on the Simulator Sickness Questionnaire (SSQ) were used to evaluate the effect of GVS on SAS. In addition, three driving variables were measured to examine driving performance: steering variability, lane departures, and average vehicular speed. GVS application while driving resulted in significant decreases in total SSQ and disorientation symptoms. Greater vehicular control was also observed (as shown by reduced steering variability) when GVS was used in combination with visual cues along the simulated edge of the road. These results support that GVS may be used in fixed-base driving simulators to create vestibular motion cues and reduce SAS. U1 - Driving Assessment 2007: 4th International Driving Symposium on Human Factors in Driver Assessment, Training, and Vehicle DesignHonda R & D Americas, IncorporatedToyota Motor Engineering & Manufacturing North America, IncorporatedFederal Motor Carrier Safety AdministrationUniversity of Iowa, Iowa City5DT, Inc.DriveSafety, Inc.HFES Surface Transportation Technical GroupLiberty Mutual Research Institute for Safety and HealthSeeing MachinesSmart Eye ABSystems Technology, IncorporatedTransportation Research BoardUniversity of Michigan Transportation Research InstituteUniversity of Minnesota, MinneapolisNational Highway Traffic Safety AdministrationVirginia Polytechnic Institute and State University, BlacksburgStevenson,Washington,United States StartDate:20070709 EndDate:20070712 Sponsors:Honda R & D Americas, Incorporated, Toyota Motor Engineering & Manufacturing North America, Incorporated, Federal Motor Carrier Safety Administration, University of Iowa, Iowa City, 5DT, Inc., DriveSafety, Inc., HFES Surface Transportation Technical Group, Liberty Mutual Research Institute for Safety and Health, Seeing Machines, Smart Eye AB, Systems Technology, Incorporated, Transportation Research Board, University of Michigan Transportation Research Institute, University of Minnesota, Minneapolis, National Highway Traffic Safety Administration, Virginia Polytechnic Institute and State University, Blacksburg KW - Diseases and medical conditions KW - Disorientation KW - Driving KW - Driving simulators KW - Galvanic vestibular stimulation KW - Highway safety KW - Lane departures KW - Performance KW - Simulator adaptation syndrome KW - Speed KW - Steering UR - https://trid.trb.org/view/814847 ER - TY - CONF AN - 01055541 AU - Bouchner, Petr AU - Novotny, Stanislav AU - Pieknik, Roman AU - University of Iowa, Iowa City TI - Objective Methods for Assessments of Influence of IVIS (In-Vehicle Information Systems) on Safe Driving SN - 9780874141580 PY - 2007 SP - pp 153-159 AB - The main objective of experiments focused on assessments of in-car devices (IVIS in this case) is to evaluate objectively their influence on safety and comfort of driving. This paper presents a big set of experiments performed on the authors' driving simulators. Besides the experiment setup, it describes several different methods used for the classification of driver behavior based either on analysis of technical outputs from simulated driving or subjective and psycho-physiological measures. The aim of the whole project is to find out the objective methodology (a complex set of methods) for assessment of IVIS (or further any HMI devices used in the cars) with respect to drivers’ skills and personalities. U1 - Driving Assessment 2007: 4th International Driving Symposium on Human Factors in Driver Assessment, Training, and Vehicle DesignHonda R & D Americas, IncorporatedToyota Motor Engineering & Manufacturing North America, IncorporatedFederal Motor Carrier Safety AdministrationUniversity of Iowa, Iowa City5DT, Inc.DriveSafety, Inc.HFES Surface Transportation Technical GroupLiberty Mutual Research Institute for Safety and HealthSeeing MachinesSmart Eye ABSystems Technology, IncorporatedTransportation Research BoardUniversity of Michigan Transportation Research InstituteUniversity of Minnesota, MinneapolisNational Highway Traffic Safety AdministrationVirginia Polytechnic Institute and State University, BlacksburgStevenson,Washington,United States StartDate:20070709 EndDate:20070712 Sponsors:Honda R & D Americas, Incorporated, Toyota Motor Engineering & Manufacturing North America, Incorporated, Federal Motor Carrier Safety Administration, University of Iowa, Iowa City, 5DT, Inc., DriveSafety, Inc., HFES Surface Transportation Technical Group, Liberty Mutual Research Institute for Safety and Health, Seeing Machines, Smart Eye AB, Systems Technology, Incorporated, Transportation Research Board, University of Michigan Transportation Research Institute, University of Minnesota, Minneapolis, National Highway Traffic Safety Administration, Virginia Polytechnic Institute and State University, Blacksburg KW - Abilities KW - Behavior KW - Classification KW - Comfort KW - Driver information systems KW - Driver support systems KW - Driver vehicle interfaces KW - Drivers KW - Driving KW - Driving simulators KW - Evaluation and assessment KW - Highway safety KW - Methodology KW - Personality KW - Psychophysiological measures UR - https://trid.trb.org/view/814529 ER - TY - CONF AN - 01055540 AU - Borowsky, Avinoam AU - Shinar, David AU - Oron-Gilad, Tal AU - University of Iowa, Iowa City TI - Age, Skill and Hazard Perception in Driving SN - 9780874141580 PY - 2007 SP - pp 551-557 AB - Twenty-one young-inexperienced drivers (17-18 years old, 2.7 months of driving license), 19 experienced drivers (22-30, 7.3 years of driving license) and 16 elderly-experienced drivers (65-72, 37.5 years of driving license) observed six hazard perception movies (four movies included one planned hazardous event and two movies served as control) and were instructed to press a button each time they recognized a hazard. Participants’ eye movements were recorded. Young drivers were the least sensitive in responding to immaterialized unplanned hazards, which occurred after the planned hazardous events. When the hazard was imminent, however, all drivers responded at the same time. Eye movement analysis revealed that all drivers detected the elements in the environment when they were salient, but gazing towards the right at T-intersections characterized only the more experienced drivers. The young drivers tended to gaze straight ahead. This study shows that experienced drivers learn to avoid hazards to which inexperienced drivers must respond. Responding to more hazardous situations, drivers’ knowledge base expands, resulting in a more focused, goal-directed visual search and a higher sensitivity to potential hazards. U1 - Driving Assessment 2007: 4th International Driving Symposium on Human Factors in Driver Assessment, Training, and Vehicle DesignHonda R & D Americas, IncorporatedToyota Motor Engineering & Manufacturing North America, IncorporatedFederal Motor Carrier Safety AdministrationUniversity of Iowa, Iowa City5DT, Inc.DriveSafety, Inc.HFES Surface Transportation Technical GroupLiberty Mutual Research Institute for Safety and HealthSeeing MachinesSmart Eye ABSystems Technology, IncorporatedTransportation Research BoardUniversity of Michigan Transportation Research InstituteUniversity of Minnesota, MinneapolisNational Highway Traffic Safety AdministrationVirginia Polytechnic Institute and State University, BlacksburgStevenson,Washington,United States StartDate:20070709 EndDate:20070712 Sponsors:Honda R & D Americas, Incorporated, Toyota Motor Engineering & Manufacturing North America, Incorporated, Federal Motor Carrier Safety Administration, University of Iowa, Iowa City, 5DT, Inc., DriveSafety, Inc., HFES Surface Transportation Technical Group, Liberty Mutual Research Institute for Safety and Health, Seeing Machines, Smart Eye AB, Systems Technology, Incorporated, Transportation Research Board, University of Michigan Transportation Research Institute, University of Minnesota, Minneapolis, National Highway Traffic Safety Administration, Virginia Polytechnic Institute and State University, Blacksburg KW - Abilities KW - Age KW - Aged drivers KW - Driver experience KW - Driver licenses KW - Driving KW - Eye movements KW - Gaze direction KW - Hazards KW - Highway safety KW - Human subject testing KW - Middle-aged persons KW - Perception KW - T intersections KW - Teenage drivers KW - Traffic safety KW - Unexpected roadway events UR - https://trid.trb.org/view/814854 ER - TY - CONF AN - 01055539 AU - Sayer, James R AU - LeBlanc, David J AU - Mefford, Mary Lynn AU - Devonshire, Joel AU - University of Iowa, Iowa City TI - Field Test Results of a Road Departure Crash Warning System: Driver Acceptance, Perceived Utility and Willingness to Purchase SN - 9780874141580 PY - 2007 SP - pp 77-83 AB - The road departure crash warning system field operational test (RDCW FOT) was conducted to assess the safety impacts, driver acceptance levels, and the maturity of road departure crash warning systems as installed on a light vehicle platform. This paper presents the results on driver acceptance and perceived utility of a road departure crash warning system. U1 - Driving Assessment 2007: 4th International Driving Symposium on Human Factors in Driver Assessment, Training, and Vehicle DesignHonda R & D Americas, IncorporatedToyota Motor Engineering & Manufacturing North America, IncorporatedFederal Motor Carrier Safety AdministrationUniversity of Iowa, Iowa City5DT, Inc.DriveSafety, Inc.HFES Surface Transportation Technical GroupLiberty Mutual Research Institute for Safety and HealthSeeing MachinesSmart Eye ABSystems Technology, IncorporatedTransportation Research BoardUniversity of Michigan Transportation Research InstituteUniversity of Minnesota, MinneapolisNational Highway Traffic Safety AdministrationVirginia Polytechnic Institute and State University, BlacksburgStevenson,Washington,United States StartDate:20070709 EndDate:20070712 Sponsors:Honda R & D Americas, Incorporated, Toyota Motor Engineering & Manufacturing North America, Incorporated, Federal Motor Carrier Safety Administration, University of Iowa, Iowa City, 5DT, Inc., DriveSafety, Inc., HFES Surface Transportation Technical Group, Liberty Mutual Research Institute for Safety and Health, Seeing Machines, Smart Eye AB, Systems Technology, Incorporated, Transportation Research Board, University of Michigan Transportation Research Institute, University of Minnesota, Minneapolis, National Highway Traffic Safety Administration, Virginia Polytechnic Institute and State University, Blacksburg KW - Acceptance KW - Attitudes KW - Crash avoidance systems KW - Drivers KW - Field tests KW - Highway safety KW - Light vehicles KW - Purchasing KW - Ran off road crashes KW - Traffic crashes KW - Usefulness KW - Vehicle safety KW - Warning systems KW - Willingness UR - https://trid.trb.org/view/814485 ER - TY - CONF AN - 01055537 AU - Regan, Michael AU - Triggs, Thomas AU - Mitsopoulos-Rubens, Eve AU - Symmons, Mark AU - Tomasevic, Nebojsa AU - University of Iowa, Iowa City TI - Driving Simulator Evaluation of a Vehicle Rear-Mounted Heavy Braking Light With and Without Distraction SN - 9780874141580 PY - 2007 SP - pp 105-111 AB - Rear-end collisions comprise a large proportion of all vehicle crashes. A variant of the standard centre high mounted stop light (CHMSL) that flashes under conditions of heavy braking was developed to reduce the incidence and severity of rear-end collisions. The developer of the Heavy Braking Light commissioned MUARC to conduct a driving simulator evaluation of the effectiveness of the Heavy Braking Light. Forty-two participants completed a series of simulator drives that were designed to examine whether participants’ braking performance under certain conditions was more effective in response to a heavily braking vehicle fitted with the Heavy Braking Light compared with a heavily braking vehicle fitted with a standard CHMSL. Among other things, it was found that, relative to the CHMSL condition, participants reacted by braking in a shorter time at an intermediate headway to the Heavy Braking Light, and braked harder in response to the Heavy Braking Light at both a near and intermediate headway. The results suggest that the Heavy Braking Light is a device that, through widespread use, may contribute to a reduction in the incidence and severity of rear-end collisions. U1 - Driving Assessment 2007: 4th International Driving Symposium on Human Factors in Driver Assessment, Training, and Vehicle DesignHonda R & D Americas, IncorporatedToyota Motor Engineering & Manufacturing North America, IncorporatedFederal Motor Carrier Safety AdministrationUniversity of Iowa, Iowa City5DT, Inc.DriveSafety, Inc.HFES Surface Transportation Technical GroupLiberty Mutual Research Institute for Safety and HealthSeeing MachinesSmart Eye ABSystems Technology, IncorporatedTransportation Research BoardUniversity of Michigan Transportation Research InstituteUniversity of Minnesota, MinneapolisNational Highway Traffic Safety AdministrationVirginia Polytechnic Institute and State University, BlacksburgStevenson,Washington,United States StartDate:20070709 EndDate:20070712 Sponsors:Honda R & D Americas, Incorporated, Toyota Motor Engineering & Manufacturing North America, Incorporated, Federal Motor Carrier Safety Administration, University of Iowa, Iowa City, 5DT, Inc., DriveSafety, Inc., HFES Surface Transportation Technical Group, Liberty Mutual Research Institute for Safety and Health, Seeing Machines, Smart Eye AB, Systems Technology, Incorporated, Transportation Research Board, University of Michigan Transportation Research Institute, University of Minnesota, Minneapolis, National Highway Traffic Safety Administration, Virginia Polytechnic Institute and State University, Blacksburg KW - Braking performance KW - Countermeasures KW - Distraction KW - Drivers KW - Driving simulators KW - Flashing brake lamps KW - Headways KW - Heavy braking light KW - High mounted brake lamps KW - Highway safety KW - Human subject testing KW - Rear end crashes KW - Traffic safety UR - https://trid.trb.org/view/814503 ER - TY - CONF AN - 01055536 AU - Rakauskas, Michael E AU - Ward, Nicholas J AU - University of Iowa, Iowa City TI - Identifying Fatality Factors of Rural and Urban Safety Cultures SN - 9780874141580 PY - 2007 SP - pp 184-190 AB - The fatality rate in rural areas is considerably higher than it is in urban areas. In order to better understand the differences and similarities between attitudes and behaviors of drivers in different geographic areas, a large scale survey was conducted in both rural and urban counties within the state of Minnesota. As part of this survey, recipients were asked to rate the frequency and dangerousness of risk factors that play a role in fatal crashes. They were also asked to rate how effective and desirable a number of proposed safety interventions would be in their own communities. Though both urban and rural drivers reported practicing various unsafe driving behaviors, rural drivers engaged in particular factors, such as not wearing a safety belt, and did not recognize the true extent of these risks. Rural drivers also consistently felt that proposed safety interventions were less useful than did drivers from urban areas. It is hoped these results can be used to help instruct research efforts and inform policy decisions of the attitudes and beliefs of drivers who experience differing safety cultures. U1 - Driving Assessment 2007: 4th International Driving Symposium on Human Factors in Driver Assessment, Training, and Vehicle DesignHonda R & D Americas, IncorporatedToyota Motor Engineering & Manufacturing North America, IncorporatedFederal Motor Carrier Safety AdministrationUniversity of Iowa, Iowa City5DT, Inc.DriveSafety, Inc.HFES Surface Transportation Technical GroupLiberty Mutual Research Institute for Safety and HealthSeeing MachinesSmart Eye ABSystems Technology, IncorporatedTransportation Research BoardUniversity of Michigan Transportation Research InstituteUniversity of Minnesota, MinneapolisNational Highway Traffic Safety AdministrationVirginia Polytechnic Institute and State University, BlacksburgStevenson,Washington,United States StartDate:20070709 EndDate:20070712 Sponsors:Honda R & D Americas, Incorporated, Toyota Motor Engineering & Manufacturing North America, Incorporated, Federal Motor Carrier Safety Administration, University of Iowa, Iowa City, 5DT, Inc., DriveSafety, Inc., HFES Surface Transportation Technical Group, Liberty Mutual Research Institute for Safety and Health, Seeing Machines, Smart Eye AB, Systems Technology, Incorporated, Transportation Research Board, University of Michigan Transportation Research Institute, University of Minnesota, Minneapolis, National Highway Traffic Safety Administration, Virginia Polytechnic Institute and State University, Blacksburg KW - Attitudes KW - Behavior KW - Countermeasures KW - Culture (Social sciences) KW - Drivers KW - Driving KW - Fatalities KW - Highway safety KW - Minnesota KW - Risk analysis KW - Rural areas KW - Seat belts KW - Surveys KW - Traffic crashes KW - Traffic safety KW - Urban areas KW - Utilization UR - https://trid.trb.org/view/814537 ER - TY - CONF AN - 01055535 AU - Dawson, Jeffrey D AU - Cosman, Joshua D AU - Lei, Yang AU - Dastrup, Elizabeth AU - Sparks, JonDavid AU - Rizzo, Matthew AU - University of Iowa, Iowa City TI - The Relationship Between Driving Behavior and Entropy SN - 9780874141580 PY - 2007 SP - pp 130-132 AB - High variability in the lateral control of a vehicle may result in an increased likelihood of accidents. Boer (2000) proposed a method of quantifying variability in steering wheel position, termed “entropy” (scaled between 0 and 1). In this approach, the steering wheel position at each time point is predicted based on the position at the three preceding time points, and the discrepancies between the predicted and observed values are utilized to define a baseline distribution of prediction errors within a subject. This distribution is then used as a reference for calculating a summary “entropy” metric in follow-up segments of driving, such as when a driver may be distracted when using a cell phone. This same concept has also been applied to the lateral position of a vehicle (Dawson et al., 2006). The objective of this study was to ascertain whether entropy was affected by behavioral factors such as steering techniques and speed. The authors hoped to gain insight regarding the usefulness of entropy measures, and the appropriate interpretation of statistical tests based on entropy. U1 - Driving Assessment 2007: 4th International Driving Symposium on Human Factors in Driver Assessment, Training, and Vehicle DesignHonda R & D Americas, IncorporatedToyota Motor Engineering & Manufacturing North America, IncorporatedFederal Motor Carrier Safety AdministrationUniversity of Iowa, Iowa City5DT, Inc.DriveSafety, Inc.HFES Surface Transportation Technical GroupLiberty Mutual Research Institute for Safety and HealthSeeing MachinesSmart Eye ABSystems Technology, IncorporatedTransportation Research BoardUniversity of Michigan Transportation Research InstituteUniversity of Minnesota, MinneapolisNational Highway Traffic Safety AdministrationVirginia Polytechnic Institute and State University, BlacksburgStevenson,Washington,United States StartDate:20070709 EndDate:20070712 Sponsors:Honda R & D Americas, Incorporated, Toyota Motor Engineering & Manufacturing North America, Incorporated, Federal Motor Carrier Safety Administration, University of Iowa, Iowa City, 5DT, Inc., DriveSafety, Inc., HFES Surface Transportation Technical Group, Liberty Mutual Research Institute for Safety and Health, Seeing Machines, Smart Eye AB, Systems Technology, Incorporated, Transportation Research Board, University of Michigan Transportation Research Institute, University of Minnesota, Minneapolis, National Highway Traffic Safety Administration, Virginia Polytechnic Institute and State University, Blacksburg KW - Automatic steering control KW - Behavior KW - Cellular telephones KW - Distraction KW - Drivers KW - Driving KW - Entropy (Statistical mechanics) KW - Highway safety KW - Position KW - Steering wheels KW - Traffic crashes KW - Traffic safety UR - https://trid.trb.org/view/814508 ER - TY - CONF AN - 01055534 AU - Godinho, Mario B AU - University of Iowa, Iowa City TI - Long-Term Effects of More Punitive Legislation Concerning the Use of Mobile Phone During Driving in Portugal SN - 9780874141580 PY - 2007 SP - pp 381-386 AB - The purpose of this study was to determine whether a change in legislation regarding the use of handheld cell phones in Portugal provoked a substantial reduction of their use and if one year latter this reduction was still visible. Drivers’ handheld cell phone use was observed prior to the implementation of more punitive legislation, immediately after, 6 months and one year after the change in legislation. Estimated age (+ or – 40 years old) and gender was also registered for cellular telephones users. The counts were taken over 20 one-hour occasions equally divided over the four periods of observation and they were performed at the IC19 near Queluz, which is one of the roads with the most intense traffic flows of the region, for a total of 66841 observations. Results showed a considerable reduction from 1.29% of drivers before the law to 0.67% immediately after. However, one year later, the results (1.27%) were analogous to the initial observations. Phone users were predominantly male (75.35%), but this percentage is equivalent to all road users, so a gender trend was not found. On the contrary, the author found a higher trend of younger drivers using mobile phones while driving. One of the most probable reasons for the main effect found was that as time goes by, drivers realize the low risk of being charged and punished for phone use while driving. The more punitive measures implemented with the new law regarding phone use showed no long-term effects. U1 - Driving Assessment 2007: 4th International Driving Symposium on Human Factors in Driver Assessment, Training, and Vehicle DesignHonda R & D Americas, IncorporatedToyota Motor Engineering & Manufacturing North America, IncorporatedFederal Motor Carrier Safety AdministrationUniversity of Iowa, Iowa City5DT, Inc.DriveSafety, Inc.HFES Surface Transportation Technical GroupLiberty Mutual Research Institute for Safety and HealthSeeing MachinesSmart Eye ABSystems Technology, IncorporatedTransportation Research BoardUniversity of Michigan Transportation Research InstituteUniversity of Minnesota, MinneapolisNational Highway Traffic Safety AdministrationVirginia Polytechnic Institute and State University, BlacksburgStevenson,Washington,United States StartDate:20070709 EndDate:20070712 Sponsors:Honda R & D Americas, Incorporated, Toyota Motor Engineering & Manufacturing North America, Incorporated, Federal Motor Carrier Safety Administration, University of Iowa, Iowa City, 5DT, Inc., DriveSafety, Inc., HFES Surface Transportation Technical Group, Liberty Mutual Research Institute for Safety and Health, Seeing Machines, Smart Eye AB, Systems Technology, Incorporated, Transportation Research Board, University of Michigan Transportation Research Institute, University of Minnesota, Minneapolis, National Highway Traffic Safety Administration, Virginia Polytechnic Institute and State University, Blacksburg KW - Age KW - Before and after studies KW - Cellular telephones KW - Distraction KW - Driving KW - Gender KW - Handheld devices KW - Highway safety KW - Laws KW - Legislation KW - Mobile telephones KW - Portugal KW - Trend (Statistics) UR - https://trid.trb.org/view/814687 ER - TY - CONF AN - 01055533 AU - Lees, Monica N AU - Sparks, JonDavid AU - Lee, John D AU - Rizzo, Matthew AU - University of Iowa, Iowa City TI - Change Blindness, Attention, and Driving Performance SN - 9780874141580 PY - 2007 SP - pp 32-38 AB - Concern over older driver high traffic fatality rates has resulted in an effort to identify risk factors and to develop methods of assessment. This study examines two attention-related tasks, Useful Field of View (UFOV) and Change Blindness (CB), in relation to vision and cognitive test batteries and driving performance measures collected using a simulator and an instrumented vehicle. Eight older adults with Alzheimer’s disease and nine comparison subjects between 64 and 81 participated. Factor analysis results indicate that UFOV and CB relate to different factors. While UFOV relates to memory, decision-making, attention, and visual spatial ability, CB relates to vision and attention. The type of images used on a CB task influence how the task relates to driving performance measures. Researchers should be thoughtful when selecting images to include in CB tasks to maximize insight into real-world driving. U1 - Driving Assessment 2007: 4th International Driving Symposium on Human Factors in Driver Assessment, Training, and Vehicle DesignHonda R & D Americas, IncorporatedToyota Motor Engineering & Manufacturing North America, IncorporatedFederal Motor Carrier Safety AdministrationUniversity of Iowa, Iowa City5DT, Inc.DriveSafety, Inc.HFES Surface Transportation Technical GroupLiberty Mutual Research Institute for Safety and HealthSeeing MachinesSmart Eye ABSystems Technology, IncorporatedTransportation Research BoardUniversity of Michigan Transportation Research InstituteUniversity of Minnesota, MinneapolisNational Highway Traffic Safety AdministrationVirginia Polytechnic Institute and State University, BlacksburgStevenson,Washington,United States StartDate:20070709 EndDate:20070712 Sponsors:Honda R & D Americas, Incorporated, Toyota Motor Engineering & Manufacturing North America, Incorporated, Federal Motor Carrier Safety Administration, University of Iowa, Iowa City, 5DT, Inc., DriveSafety, Inc., HFES Surface Transportation Technical Group, Liberty Mutual Research Institute for Safety and Health, Seeing Machines, Smart Eye AB, Systems Technology, Incorporated, Transportation Research Board, University of Michigan Transportation Research Institute, University of Minnesota, Minneapolis, National Highway Traffic Safety Administration, Virginia Polytechnic Institute and State University, Blacksburg KW - Aged drivers KW - Alzheimer's disease KW - Attention KW - Change blindness KW - Cognition KW - Crash risk forecasting KW - Decision making KW - Driving KW - Driving simulators KW - Fatalities KW - Field of view KW - Highway safety KW - Human subject testing KW - Instrumented vehicles KW - Measurement KW - Memory KW - Performance KW - Traffic crashes KW - Vision KW - Vision tests KW - Visual perception UR - https://trid.trb.org/view/814451 ER - TY - CONF AN - 01055531 AU - Boyle, Linda AU - Hill, John AU - Tippin, Jon AU - Faber, Kevin AU - Rizzo, Matthew AU - University of Iowa, Iowa City TI - The Effects Of Sleep Apnea on Heart Rate Variability in a Simulator SN - 9780874141580 PY - 2007 SP - pp 306-313 AB - Heart rate variability has been used as a measure of mental workload, stress, and fatigue in drivers. The main goal of this study was to evaluate whether drivers with obstructive sleep apnea syndrome (OSAS) may have significantly different heart rate variability from those who do not have OSAS. Such a condition may indicate lower stress levels and an increase in crash risk due to sleepiness. This study also evaluates whether significant deviations in HRV may occur as drivers become drowsier over time. Eleven drivers with OSAS were compared to twelve other drivers with no known sleep disorder. All were tested in a driving simulator over a 60-minute period that consisted of three uneventful drive segments on two-lane rural roads. Heart rates were collected using electrocardiogram (ECG). The variability of heart rate was computed for each subsequent five-minute interval by calculating the standard deviations of the R-R intervals (i.e., the time duration between two consecutive R waves of the ECG) within that time. Results showed that there were no significant differences in HRV over time for the comparison group. However, HRV for drivers with OSAS increased by each subsequent time interval. Drivers with OSAS also had significantly higher mean heart rate variability over the course of the drive. Specifically, based on the second regression model, the difference in heart rate variability between drivers with OSAS and the comparison group significantly increased after about 25 minutes of driving. This likely reflects the physiological effects of increased fatigue, which would lead to inattention to the driving environment and increased crash risk. U1 - Driving Assessment 2007: 4th International Driving Symposium on Human Factors in Driver Assessment, Training, and Vehicle DesignHonda R & D Americas, IncorporatedToyota Motor Engineering & Manufacturing North America, IncorporatedFederal Motor Carrier Safety AdministrationUniversity of Iowa, Iowa City5DT, Inc.DriveSafety, Inc.HFES Surface Transportation Technical GroupLiberty Mutual Research Institute for Safety and HealthSeeing MachinesSmart Eye ABSystems Technology, IncorporatedTransportation Research BoardUniversity of Michigan Transportation Research InstituteUniversity of Minnesota, MinneapolisNational Highway Traffic Safety AdministrationVirginia Polytechnic Institute and State University, BlacksburgStevenson,Washington,United States StartDate:20070709 EndDate:20070712 Sponsors:Honda R & D Americas, Incorporated, Toyota Motor Engineering & Manufacturing North America, Incorporated, Federal Motor Carrier Safety Administration, University of Iowa, Iowa City, 5DT, Inc., DriveSafety, Inc., HFES Surface Transportation Technical Group, Liberty Mutual Research Institute for Safety and Health, Seeing Machines, Smart Eye AB, Systems Technology, Incorporated, Transportation Research Board, University of Michigan Transportation Research Institute, University of Minnesota, Minneapolis, National Highway Traffic Safety Administration, Virginia Polytechnic Institute and State University, Blacksburg KW - Apnea KW - Attention KW - Attention lapses KW - Crash risk forecasting KW - Drivers KW - Driving simulators KW - Drowsiness KW - Electrocardiography KW - Fatigue (Physiological condition) KW - Heart rate KW - Highway safety KW - Human subject testing KW - Mental workload KW - Regression analysis KW - Sleep KW - Sleep disorders KW - Sleepiness KW - Stress (Physiology) KW - Stress (Psychology) KW - Traffic crashes KW - Traffic safety UR - https://trid.trb.org/view/814631 ER - TY - CONF AN - 01055530 AU - Nelson, Meghann AU - Tuttle, Stephanie AU - Backs, Richard W AU - University of Iowa, Iowa City TI - An Examination of the Relationship Between Attention Profiles and Simulated Driving Performance SN - 9780874141580 PY - 2007 SP - pp 423-430 AB - This study examined whether attention profiles from a computerized test battery relate to simulated driving performance. Five attention abilities were examined in the study: sustained, divided, selective, switching, and scanning. Participants completed eight tasks in a computer-based test battery and four driving scenarios designed to tap the same attention abilities. Physiological measures were collected during the test battery and the driving scenarios. Principal components analysis (PCA) with varimax rotation extracted seven components from the test battery, including the five proposed abilities along with speed and orienting components. Component scores were used as predictors of simulated driving performance in stepwise regressions and explained a significant proportion of variance (ranging from 7% - 26%) for most measures of driving performance. The speed, visual search, and divided attention components appeared as significant predictors more often than did the sustained, switching, orienting, and selective components. When physiological measures were added to the regressions, they explained additional variance beyond that explained by the component scores, but there was no consistent relation between simulated driving performance and any particular physiological measure. U1 - Driving Assessment 2007: 4th International Driving Symposium on Human Factors in Driver Assessment, Training, and Vehicle DesignHonda R & D Americas, IncorporatedToyota Motor Engineering & Manufacturing North America, IncorporatedFederal Motor Carrier Safety AdministrationUniversity of Iowa, Iowa City5DT, Inc.DriveSafety, Inc.HFES Surface Transportation Technical GroupLiberty Mutual Research Institute for Safety and HealthSeeing MachinesSmart Eye ABSystems Technology, IncorporatedTransportation Research BoardUniversity of Michigan Transportation Research InstituteUniversity of Minnesota, MinneapolisNational Highway Traffic Safety AdministrationVirginia Polytechnic Institute and State University, BlacksburgStevenson,Washington,United States StartDate:20070709 EndDate:20070712 Sponsors:Honda R & D Americas, Incorporated, Toyota Motor Engineering & Manufacturing North America, Incorporated, Federal Motor Carrier Safety Administration, University of Iowa, Iowa City, 5DT, Inc., DriveSafety, Inc., HFES Surface Transportation Technical Group, Liberty Mutual Research Institute for Safety and Health, Seeing Machines, Smart Eye AB, Systems Technology, Incorporated, Transportation Research Board, University of Michigan Transportation Research Institute, University of Minnesota, Minneapolis, National Highway Traffic Safety Administration, Virginia Polytechnic Institute and State University, Blacksburg KW - Abilities KW - Attention KW - Attention allocation KW - Distraction KW - Driving KW - Driving simulators KW - Highway safety KW - Human subject testing KW - Orientation KW - Performance KW - Physiological aspects KW - Speed KW - Test procedures UR - https://trid.trb.org/view/814713 ER - TY - CONF AN - 01055529 AU - Caro, Stephane AU - Cavallo, Viola AU - Marendaz, Christian AU - Boer, Erwin AU - Vienne, Fabrice AU - University of Iowa, Iowa City TI - The Influence of Fog on Motion Discrimination Thresholds in Car Following SN - 9780874141580 PY - 2007 SP - pp 446-451 AB - A possible explanation for close following in fog is that it would allow drivers to control headway more precisely by reducing motion perception thresholds. The purpose of our experiments was to determine the motion discrimination thresholds for closing and receding under normal and foggy conditions. An experiment and a pilot study were conducted on a driving simulator in which subjects were presented with a car following situation. Subjects had to press a button as soon as they detected that the lead vehicle was closing or receding, and their choice response time was recorded. Several visibility conditions were tested corresponding to different contrasts between the lead vehicle outline and the background, ranging from clear weather conditions to foggy conditions in which the vehicle could only be seen by its rear lights. Initial headway and lead vehicle acceleration were also varied. As expected, response times were longest with small accelerations and long headways. There was also an effect of visibility conditions with longer response times when the contrast between the vehicle outline and the background was 5% or less. Moreover, the reduction of response time corresponding to a reduction of headway was greater in fog than in clear conditions, at least in the given range of distances. This suggests that driving closer in fog may have a perceptual-control benefit in terms of a reduction in response times that partially offsets the reduction in time-headway. Driving closer may also benefit lateral trajectory control because the lead vehicle is less likely to be lost in fog. U1 - Driving Assessment 2007: 4th International Driving Symposium on Human Factors in Driver Assessment, Training, and Vehicle DesignHonda R & D Americas, IncorporatedToyota Motor Engineering & Manufacturing North America, IncorporatedFederal Motor Carrier Safety AdministrationUniversity of Iowa, Iowa City5DT, Inc.DriveSafety, Inc.HFES Surface Transportation Technical GroupLiberty Mutual Research Institute for Safety and HealthSeeing MachinesSmart Eye ABSystems Technology, IncorporatedTransportation Research BoardUniversity of Michigan Transportation Research InstituteUniversity of Minnesota, MinneapolisNational Highway Traffic Safety AdministrationVirginia Polytechnic Institute and State University, BlacksburgStevenson,Washington,United States StartDate:20070709 EndDate:20070712 Sponsors:Honda R & D Americas, Incorporated, Toyota Motor Engineering & Manufacturing North America, Incorporated, Federal Motor Carrier Safety Administration, University of Iowa, Iowa City, 5DT, Inc., DriveSafety, Inc., HFES Surface Transportation Technical Group, Liberty Mutual Research Institute for Safety and Health, Seeing Machines, Smart Eye AB, Systems Technology, Incorporated, Transportation Research Board, University of Michigan Transportation Research Institute, University of Minnesota, Minneapolis, National Highway Traffic Safety Administration, Virginia Polytechnic Institute and State University, Blacksburg KW - Acceleration (Mechanics) KW - Car following KW - Driving simulators KW - Fog KW - Headways KW - Highway safety KW - Human subject testing KW - Motion perception KW - Reaction time KW - Thresholds KW - Traffic safety KW - Visibility KW - Weather UR - https://trid.trb.org/view/814733 ER - TY - CONF AN - 01055528 AU - Lerner, Neil AU - Freedman, Mark AU - Zador, Paul AU - Ouimet, Marie Claude AU - Simons-Morton, Bruce G AU - Duncan, Douglas AU - University of Iowa, Iowa City TI - Passenger Age and Gender Effects on Adult Driver Fatal Crash Rate SN - 9780874141580 PY - 2007 SP - pp 466-472 AB - Driver behavior and crash rates vary with the presence of passengers but the details of this relationship are not well understood. The literature generally does not take into account the characteristics of passengers, yet effects on crashes may vary dramatically with passenger age and gender. This study estimated the amount of exposure (driving miles) done by various driver age/gender categories with various combinations of passengers. Statistical imputation techniques were used to derive travel estimates for various pairings using data from the 2001 National Household Travel Survey. Crash frequencies for every pairing were obtained from the Fatality Analysis Reporting System and were used to compute fatal crash rates (per 10 million trip miles). The findings reported here focus on adult (21 and older) drivers. The results show that drivers of a given type (age/gender group) show dramatically different crash rates as a function of passenger type. Some passenger types are associated with fatal crash rates higher than that with no passenger, while other passenger types are associated with lower crash rates. The details of this relationship depend to some degree on driver characteristics. Crash rates for different driver age/gender groups overlap substantially based on the passenger, so that the “best” and “worst” driver groups are passenger-specific. For adult male drivers, female passengers are generally associated with lower crash rates. For male drivers, there is a higher crash rate with a male passenger of a given age than with a female passenger of the same age, even for child passengers. U1 - Driving Assessment 2007: 4th International Driving Symposium on Human Factors in Driver Assessment, Training, and Vehicle DesignHonda R & D Americas, IncorporatedToyota Motor Engineering & Manufacturing North America, IncorporatedFederal Motor Carrier Safety AdministrationUniversity of Iowa, Iowa City5DT, Inc.DriveSafety, Inc.HFES Surface Transportation Technical GroupLiberty Mutual Research Institute for Safety and HealthSeeing MachinesSmart Eye ABSystems Technology, IncorporatedTransportation Research BoardUniversity of Michigan Transportation Research InstituteUniversity of Minnesota, MinneapolisNational Highway Traffic Safety AdministrationVirginia Polytechnic Institute and State University, BlacksburgStevenson,Washington,United States StartDate:20070709 EndDate:20070712 Sponsors:Honda R & D Americas, Incorporated, Toyota Motor Engineering & Manufacturing North America, Incorporated, Federal Motor Carrier Safety Administration, University of Iowa, Iowa City, 5DT, Inc., DriveSafety, Inc., HFES Surface Transportation Technical Group, Liberty Mutual Research Institute for Safety and Health, Seeing Machines, Smart Eye AB, Systems Technology, Incorporated, Transportation Research Board, University of Michigan Transportation Research Institute, University of Minnesota, Minneapolis, National Highway Traffic Safety Administration, Virginia Polytechnic Institute and State University, Blacksburg KW - Adults KW - Age KW - Children KW - Crash data KW - Crash rates KW - Drivers KW - Fatalities KW - Fatality Analysis Reporting System KW - Females KW - Gender KW - Highway safety KW - Males KW - National Household Travel Survey KW - Passengers KW - Traffic crashes KW - Traffic safety KW - Vehicle occupants UR - https://trid.trb.org/view/814824 ER - TY - CONF AN - 01055527 AU - Sayer, James AU - Devonshire, Joel AU - Flannagan, Carol AU - University of Iowa, Iowa City TI - Naturalistic Driving Performance During Secondary Tasks SN - 9780874141580 PY - 2007 SP - pp 224-230 AB - Data from 36 drivers involved in a naturalistic driving study was analyzed to determine the frequency and conditions under which drivers engage in secondary behaviors and to explore the relationship these behaviors might have with driving performance. Researchers coded 1,440 five-second video clips of the drivers’ faces for the occurrence of specific secondary behaviors and the duration of glances away from the forward scene. Corresponding performance data from the instrumented vehicles were used to calculate variability of steering angle, mean and variability of lane position, mean and variability of throttle position, and variability of speed. All categories of secondary behavior were associated with significantly higher variability in steering angle. The results for other performance measures were mixed. In summary; driving performance measures vary with differing tasks, with no single driving performance indicator that is obviously predictive of drivers’ engagement in secondary tasks. U1 - Driving Assessment 2007: 4th International Driving Symposium on Human Factors in Driver Assessment, Training, and Vehicle DesignHonda R & D Americas, IncorporatedToyota Motor Engineering & Manufacturing North America, IncorporatedFederal Motor Carrier Safety AdministrationUniversity of Iowa, Iowa City5DT, Inc.DriveSafety, Inc.HFES Surface Transportation Technical GroupLiberty Mutual Research Institute for Safety and HealthSeeing MachinesSmart Eye ABSystems Technology, IncorporatedTransportation Research BoardUniversity of Michigan Transportation Research InstituteUniversity of Minnesota, MinneapolisNational Highway Traffic Safety AdministrationVirginia Polytechnic Institute and State University, BlacksburgStevenson,Washington,United States StartDate:20070709 EndDate:20070712 Sponsors:Honda R & D Americas, Incorporated, Toyota Motor Engineering & Manufacturing North America, Incorporated, Federal Motor Carrier Safety Administration, University of Iowa, Iowa City, 5DT, Inc., DriveSafety, Inc., HFES Surface Transportation Technical Group, Liberty Mutual Research Institute for Safety and Health, Seeing Machines, Smart Eye AB, Systems Technology, Incorporated, Transportation Research Board, University of Michigan Transportation Research Institute, University of Minnesota, Minneapolis, National Highway Traffic Safety Administration, Virginia Polytechnic Institute and State University, Blacksburg KW - Angles KW - Drivers KW - Driving KW - Glance behavior KW - Glance duration KW - Highway safety KW - Instrumented vehicles KW - Performance KW - Secondary tasks KW - Speed KW - Steering KW - Throttles UR - https://trid.trb.org/view/814589 ER - TY - CONF AN - 01055526 AU - Llaneras, Robert E AU - University of Iowa, Iowa City TI - Safety Related Misconceptions and Self-Reported Behavioral Adaptations Associated With Advanced In-Vehicle Systems: Lessons Learned From Early Technology Adopters SN - 9780874141580 PY - 2007 SP - pp 299-305 AB - Early adopters of advanced in-vehicle technologies (Adaptive Cruise Control, night vision, park aid, and navigation systems) were interviewed in an effort to assess the extent to which drivers come to understand the performance capabilities and limitations of these types of advanced systems, and to understand how systems are influencing driver behavior (modifying behavior in potentially positive or negative ways). Despite access to a wide array of information about their in-vehicle system, responses to knowledge-based questions about the systems themselves suggest that key information was not necessarily acquired nor understood by a large number of drivers. Many drivers held misconceptions about the performance capabilities of their advanced systems, suggesting that drivers’ mental models of how these systems function and perform do not always match reality. For example, 99% of ACC system owners did not know that the system ignores stopped vehicles. Similarly, 41% of park aid system owners did not know that the system warning is tied solely on the distance to objects and does not take into account their closing speed. Self-reported data also provided evidence of behavioral adaptations. Results suggest that additional efforts are needed to increase driver understanding of how these systems operate, particularly for safety-related aspects. U1 - Driving Assessment 2007: 4th International Driving Symposium on Human Factors in Driver Assessment, Training, and Vehicle DesignHonda R & D Americas, IncorporatedToyota Motor Engineering & Manufacturing North America, IncorporatedFederal Motor Carrier Safety AdministrationUniversity of Iowa, Iowa City5DT, Inc.DriveSafety, Inc.HFES Surface Transportation Technical GroupLiberty Mutual Research Institute for Safety and HealthSeeing MachinesSmart Eye ABSystems Technology, IncorporatedTransportation Research BoardUniversity of Michigan Transportation Research InstituteUniversity of Minnesota, MinneapolisNational Highway Traffic Safety AdministrationVirginia Polytechnic Institute and State University, BlacksburgStevenson,Washington,United States StartDate:20070709 EndDate:20070712 Sponsors:Honda R & D Americas, Incorporated, Toyota Motor Engineering & Manufacturing North America, Incorporated, Federal Motor Carrier Safety Administration, University of Iowa, Iowa City, 5DT, Inc., DriveSafety, Inc., HFES Surface Transportation Technical Group, Liberty Mutual Research Institute for Safety and Health, Seeing Machines, Smart Eye AB, Systems Technology, Incorporated, Transportation Research Board, University of Michigan Transportation Research Institute, University of Minnesota, Minneapolis, National Highway Traffic Safety Administration, Virginia Polytechnic Institute and State University, Blacksburg KW - Advanced driver information systems KW - Automobile navigation systems KW - Autonomous intelligent cruise control KW - Behavior KW - Behavioral adaptation KW - Capabilities KW - Driver support systems KW - Drivers KW - Highway safety KW - Intelligent transportation systems KW - Knowledge KW - Lessons learned KW - Misconceptions KW - Night vision devices KW - Parking guidance systems KW - Performance KW - Technology KW - Understanding UR - https://trid.trb.org/view/814629 ER - TY - CONF AN - 01055525 AU - Brouwer, Rino FT AU - Martens, Marieke H AU - University of Iowa, Iowa City TI - Internal Distraction and Driving: Does it Show? SN - 9780874141580 PY - 2007 SP - pp 68-74 AB - Little is known about the effect of daydreaming (‘internal distraction’) on driving behavior. Since it happens to some extent to most drivers, an explorative study was performed to see whether in an experimental setting something like daydreaming could occur, and if so whether this would show up in driving behavior. Three groups of participants made two drives in the TNO driving simulator. Group 1 did not perform any secondary task, Group 2 performed a ‘thinking and reasoning’ task (daydreaming condition) during specific parts of the drive, and Group 3 performed a ‘listening and remembering’ task during the same sections of the drives as Group 2. Mostly an effect was found for the ‘listening and remembering’ task. If an effect was found for the internal distraction condition, it indicated a same (negative) effect as the ‘listening and remembering’ task, although less severe. U1 - Driving Assessment 2007: 4th International Driving Symposium on Human Factors in Driver Assessment, Training, and Vehicle DesignHonda R & D Americas, IncorporatedToyota Motor Engineering & Manufacturing North America, IncorporatedFederal Motor Carrier Safety AdministrationUniversity of Iowa, Iowa City5DT, Inc.DriveSafety, Inc.HFES Surface Transportation Technical GroupLiberty Mutual Research Institute for Safety and HealthSeeing MachinesSmart Eye ABSystems Technology, IncorporatedTransportation Research BoardUniversity of Michigan Transportation Research InstituteUniversity of Minnesota, MinneapolisNational Highway Traffic Safety AdministrationVirginia Polytechnic Institute and State University, BlacksburgStevenson,Washington,United States StartDate:20070709 EndDate:20070712 Sponsors:Honda R & D Americas, Incorporated, Toyota Motor Engineering & Manufacturing North America, Incorporated, Federal Motor Carrier Safety Administration, University of Iowa, Iowa City, 5DT, Inc., DriveSafety, Inc., HFES Surface Transportation Technical Group, Liberty Mutual Research Institute for Safety and Health, Seeing Machines, Smart Eye AB, Systems Technology, Incorporated, Transportation Research Board, University of Michigan Transportation Research Institute, University of Minnesota, Minneapolis, National Highway Traffic Safety Administration, Virginia Polytechnic Institute and State University, Blacksburg KW - Behavior KW - Daydreaming KW - Distraction KW - Driving KW - Driving simulators KW - Highway safety KW - Human subject testing KW - Listening KW - Memory KW - Reasoning KW - Thinking UR - https://trid.trb.org/view/814470 ER - TY - CONF AN - 01055524 AU - Kelly, Michael J AU - Lassacher, Suzanne AU - Stanley, Laura M AU - University of Iowa, Iowa City TI - Formative Evaluation of Engineering Designs Using Driver Performance in a Immersive Driving Simulator SN - 9780874141580 PY - 2007 SP - pp 431-437 AB - The systems engineering approach employs iterative evaluation of human factors issues throughout the system design process. Formative evaluation and refinement of user interfaces promotes cost savings by continuously validating design concepts and defining needs for improving the designs at the earliest possible point in the engineering process. Testing may use varying levels of prototypes of the system or simulations of its responses and user interfaces. While human factors evaluation frequently uses paper or foam board mockups, immersive driving simulators enhance the process by incorporating realistic road geometries and traffic flows and by requiring driver perception, decision making, and control actions in realistic scenarios and timelines. Three studies conducted in the Western Transportation Institute driving simulation laboratory are summarized. These used an immersive driving simulator to evaluate drivers’ responses to (1) Intelligent Transportation System (ITS) deployments on a rural highway, (2) the user interface to a lane departure warning system, and (3) a proprietary cooperative warning system for installation on the exterior of vehicles. U1 - Driving Assessment 2007: 4th International Driving Symposium on Human Factors in Driver Assessment, Training, and Vehicle DesignHonda R & D Americas, IncorporatedToyota Motor Engineering & Manufacturing North America, IncorporatedFederal Motor Carrier Safety AdministrationUniversity of Iowa, Iowa City5DT, Inc.DriveSafety, Inc.HFES Surface Transportation Technical GroupLiberty Mutual Research Institute for Safety and HealthSeeing MachinesSmart Eye ABSystems Technology, IncorporatedTransportation Research BoardUniversity of Michigan Transportation Research InstituteUniversity of Minnesota, MinneapolisNational Highway Traffic Safety AdministrationVirginia Polytechnic Institute and State University, BlacksburgStevenson,Washington,United States StartDate:20070709 EndDate:20070712 Sponsors:Honda R & D Americas, Incorporated, Toyota Motor Engineering & Manufacturing North America, Incorporated, Federal Motor Carrier Safety Administration, University of Iowa, Iowa City, 5DT, Inc., DriveSafety, Inc., HFES Surface Transportation Technical Group, Liberty Mutual Research Institute for Safety and Health, Seeing Machines, Smart Eye AB, Systems Technology, Incorporated, Transportation Research Board, University of Michigan Transportation Research Institute, University of Minnesota, Minneapolis, National Highway Traffic Safety Administration, Virginia Polytechnic Institute and State University, Blacksburg KW - Decision making KW - Deployment KW - Drivers KW - Driving simulators KW - Geometric segments KW - Highway safety KW - Human factors KW - Human subject testing KW - Immersion KW - Intelligent transportation systems KW - Lane departures KW - Perception KW - Performance KW - Rural highways KW - System design KW - Systems engineering KW - Traffic flow KW - User interfaces (Computer science) KW - Vehicles KW - Warning systems UR - https://trid.trb.org/view/814715 ER - TY - CONF AN - 01055523 AU - Hsieh, Li AU - Young, Richard A AU - Bowyer, Susan M AU - Moran, John E AU - University of Iowa, Iowa City TI - Conversation Effects on Driving: Neural Mechanisms Underlying Reaction Times to Visual Events SN - 9780874141580 PY - 2007 SP - pp 509-510 AB - The purpose of this study was to determine the behavioral and neural correlates of conversation effects on driving using the same visual event detection paradigm in brain imaging, behavioral testing, and closed-road driving experiments. U1 - Driving Assessment 2007: 4th International Driving Symposium on Human Factors in Driver Assessment, Training, and Vehicle DesignHonda R & D Americas, IncorporatedToyota Motor Engineering & Manufacturing North America, IncorporatedFederal Motor Carrier Safety AdministrationUniversity of Iowa, Iowa City5DT, Inc.DriveSafety, Inc.HFES Surface Transportation Technical GroupLiberty Mutual Research Institute for Safety and HealthSeeing MachinesSmart Eye ABSystems Technology, IncorporatedTransportation Research BoardUniversity of Michigan Transportation Research InstituteUniversity of Minnesota, MinneapolisNational Highway Traffic Safety AdministrationVirginia Polytechnic Institute and State University, BlacksburgStevenson,Washington,United States StartDate:20070709 EndDate:20070712 Sponsors:Honda R & D Americas, Incorporated, Toyota Motor Engineering & Manufacturing North America, Incorporated, Federal Motor Carrier Safety Administration, University of Iowa, Iowa City, 5DT, Inc., DriveSafety, Inc., HFES Surface Transportation Technical Group, Liberty Mutual Research Institute for Safety and Health, Seeing Machines, Smart Eye AB, Systems Technology, Incorporated, Transportation Research Board, University of Michigan Transportation Research Institute, University of Minnesota, Minneapolis, National Highway Traffic Safety Administration, Virginia Polytechnic Institute and State University, Blacksburg KW - Behavior KW - Brain KW - Conversation while driving KW - Drivers KW - Driving KW - Highway safety KW - Imagery KW - Neurology KW - Reaction time KW - Tests KW - Visual perception UR - https://trid.trb.org/view/814840 ER - TY - CONF AN - 01055522 AU - Henning, Matthias J AU - Georgeon, Olivier AU - Krems, Josef F AU - University of Iowa, Iowa City TI - The Quality of Behavioral and Environmental Indicators Used to Infer the Intention to Change Lanes SN - 9780874141580 PY - 2007 SP - pp 231-237 AB - This study focuses on the examination and comparison of selected behavioural and environmental indicators that predict the intention to change lanes. These indicators were chosen from previous driving studies and driver models. The data were gathered in a field study with an instrumented car that can log data from the driver, the car, and the environment. The collected data were analysed and modelled with the help of a “knowledge discovery framework” (Georgeon, Mille, & Bellet, 2006). The first analysis of all lane changes caused by a slow leading vehicle focuses on the following indicators: glance to the left outside mirror, turn signal, and lane crossing. It is shown that the glance to the left outside mirror could serve as a predictor with a high potential to get information about the intention to change lanes in a very early stage. However, it is important to combine this predictor with additional predictors to avoid a high false alarm rate. U1 - Driving Assessment 2007: 4th International Driving Symposium on Human Factors in Driver Assessment, Training, and Vehicle DesignHonda R & D Americas, IncorporatedToyota Motor Engineering & Manufacturing North America, IncorporatedFederal Motor Carrier Safety AdministrationUniversity of Iowa, Iowa City5DT, Inc.DriveSafety, Inc.HFES Surface Transportation Technical GroupLiberty Mutual Research Institute for Safety and HealthSeeing MachinesSmart Eye ABSystems Technology, IncorporatedTransportation Research BoardUniversity of Michigan Transportation Research InstituteUniversity of Minnesota, MinneapolisNational Highway Traffic Safety AdministrationVirginia Polytechnic Institute and State University, BlacksburgStevenson,Washington,United States StartDate:20070709 EndDate:20070712 Sponsors:Honda R & D Americas, Incorporated, Toyota Motor Engineering & Manufacturing North America, Incorporated, Federal Motor Carrier Safety Administration, University of Iowa, Iowa City, 5DT, Inc., DriveSafety, Inc., HFES Surface Transportation Technical Group, Liberty Mutual Research Institute for Safety and Health, Seeing Machines, Smart Eye AB, Systems Technology, Incorporated, Transportation Research Board, University of Michigan Transportation Research Institute, University of Minnesota, Minneapolis, National Highway Traffic Safety Administration, Virginia Polytechnic Institute and State University, Blacksburg KW - Behavior KW - Car following KW - Drivers KW - Driving KW - Field studies KW - Forecasting KW - Glance behavior KW - Instrumented vehicles KW - Intentions KW - Lane changing KW - Rearview mirrors KW - Side mirrors KW - Slowing lead vehicles KW - Speed KW - Turn signals UR - https://trid.trb.org/view/814590 ER - TY - CONF AN - 01055521 AU - Kimura, Kenji AU - Nakagoshi, Akira AU - Kanamori, Hitoshi AU - University of Iowa, Iowa City TI - Estimation of Driver Inattention to Forward Objects Using Facial Direction with Application to Forward Collision Avoidance Systems SN - 9780874141580 PY - 2007 SP - pp 473-480 AB - In forward collision avoidance systems, warnings may be provided more effectively if the underlying timing is set earlier than normal when the driver’s attention is not in the forward direction of the vehicle. In this regard, the authors determined the following driver characteristics: (1) the amount of horizontal facial rotation needed to keep track of a moving object in the driver’s field of view increases significantly when the horizontal viewing angle of that target object exceeds 20 degrees, (2) when the driver’s face is oriented in the forward direction, the horizontal angle of facial rotation falls within 15 degrees, and (3) the reaction time to warning lengthens in accordance with the increase in the horizontal viewing angle. In the context of forward collision warning systems, the authors have determined the difference in the distribution of the driver’s horizontal facial rotation angle, for cases when the driver’ attention was and was not directed to objects in the forward direction of the vehicle. Furthermore, the authors have measured the reaction time to warning when the driver’s face was not directed forward. Last, the authors' findings were successfully applied to issue the onset timing of a forward collision warning system. U1 - Driving Assessment 2007: 4th International Driving Symposium on Human Factors in Driver Assessment, Training, and Vehicle DesignHonda R & D Americas, IncorporatedToyota Motor Engineering & Manufacturing North America, IncorporatedFederal Motor Carrier Safety AdministrationUniversity of Iowa, Iowa City5DT, Inc.DriveSafety, Inc.HFES Surface Transportation Technical GroupLiberty Mutual Research Institute for Safety and HealthSeeing MachinesSmart Eye ABSystems Technology, IncorporatedTransportation Research BoardUniversity of Michigan Transportation Research InstituteUniversity of Minnesota, MinneapolisNational Highway Traffic Safety AdministrationVirginia Polytechnic Institute and State University, BlacksburgStevenson,Washington,United States StartDate:20070709 EndDate:20070712 Sponsors:Honda R & D Americas, Incorporated, Toyota Motor Engineering & Manufacturing North America, Incorporated, Federal Motor Carrier Safety Administration, University of Iowa, Iowa City, 5DT, Inc., DriveSafety, Inc., HFES Surface Transportation Technical Group, Liberty Mutual Research Institute for Safety and Health, Seeing Machines, Smart Eye AB, Systems Technology, Incorporated, Transportation Research Board, University of Michigan Transportation Research Institute, University of Minnesota, Minneapolis, National Highway Traffic Safety Administration, Virginia Polytechnic Institute and State University, Blacksburg KW - Attention KW - Crash avoidance systems KW - Drivers KW - Face KW - Field of view KW - Forward facing KW - Gaze direction KW - Highway safety KW - Horizontal direction KW - Orientation (Direction facing) KW - Reaction time KW - Rear end crashes KW - Traffic safety KW - Warning systems UR - https://trid.trb.org/view/814832 ER - TY - CONF AN - 01055519 AU - University of Iowa, Iowa City TI - Proceedings of the 4th International Driving Symposium on Human Factors in Driver Assessment, Training, and Vehicle Design, Stevenson, Washington, July 9-12, 2007 SN - 9780874141580 PY - 2007 SP - 598p AB - These are the proceedings of Driving Assessment 2007: the 4th International Driving Symposium on Human Factors in Driver Assessment, Training, and Vehicle Design, held in Stevenson, Washington, July 9-12, 2007. The symposium brought together experts in human factors, medicine, engineering design, operations and policy who have been working together on driving safety. This symposium has established a tradition of interdisciplinary driver performance assessment research by uniting driving safety researchers from over a dozen nations. U1 - Driving Assessment 2007: 4th International Driving Symposium on Human Factors in Driver Assessment, Training, and Vehicle DesignHonda R & D Americas, IncorporatedToyota Motor Engineering & Manufacturing North America, IncorporatedFederal Motor Carrier Safety AdministrationUniversity of Iowa, Iowa City5DT, Inc.DriveSafety, Inc.HFES Surface Transportation Technical GroupLiberty Mutual Research Institute for Safety and HealthSeeing MachinesSmart Eye ABSystems Technology, IncorporatedTransportation Research BoardUniversity of Michigan Transportation Research InstituteUniversity of Minnesota, MinneapolisNational Highway Traffic Safety AdministrationVirginia Polytechnic Institute and State University, BlacksburgStevenson,Washington,United States StartDate:20070709 EndDate:20070712 Sponsors:Honda R & D Americas, Incorporated, Toyota Motor Engineering & Manufacturing North America, Incorporated, Federal Motor Carrier Safety Administration, University of Iowa, Iowa City, 5DT, Inc., DriveSafety, Inc., HFES Surface Transportation Technical Group, Liberty Mutual Research Institute for Safety and Health, Seeing Machines, Smart Eye AB, Systems Technology, Incorporated, Transportation Research Board, University of Michigan Transportation Research Institute, University of Minnesota, Minneapolis, National Highway Traffic Safety Administration, Virginia Polytechnic Institute and State University, Blacksburg KW - Conferences KW - Driver training KW - Drivers KW - Driving KW - Driving safety KW - Engineering KW - Evaluation KW - Highway safety KW - Human factors KW - Interdisciplinary studies KW - Medicine KW - Operations KW - Performance KW - Policy KW - Vehicle design UR - https://trid.trb.org/view/814434 ER - TY - CONF AN - 01055518 AU - McGwin, Gerald AU - Owsley, Cynthia AU - University of Iowa, Iowa City TI - Evaluation of the AARP Driver Safety Program in Florida SN - 9780874141580 PY - 2007 SP - pp 549-550 AB - Older drivers are the fastest growing group of drivers on the road in the United States, both in terms of the number of drivers and annual mileage; also, per-mile-driven, this group has a crash rate nearly equivalent to that of younger drivers. One approach to reducing crash risk in this population has been educational programs aimed at improving driving skills and/or changing driving behaviors. This retrospective cohort study describes the impact of the AARP Driver Safety Program (DSP) in Florida on motor vehicle collisions and violations. U1 - Driving Assessment 2007: 4th International Driving Symposium on Human Factors in Driver Assessment, Training, and Vehicle DesignHonda R & D Americas, IncorporatedToyota Motor Engineering & Manufacturing North America, IncorporatedFederal Motor Carrier Safety AdministrationUniversity of Iowa, Iowa City5DT, Inc.DriveSafety, Inc.HFES Surface Transportation Technical GroupLiberty Mutual Research Institute for Safety and HealthSeeing MachinesSmart Eye ABSystems Technology, IncorporatedTransportation Research BoardUniversity of Michigan Transportation Research InstituteUniversity of Minnesota, MinneapolisNational Highway Traffic Safety AdministrationVirginia Polytechnic Institute and State University, BlacksburgStevenson,Washington,United States StartDate:20070709 EndDate:20070712 Sponsors:Honda R & D Americas, Incorporated, Toyota Motor Engineering & Manufacturing North America, Incorporated, Federal Motor Carrier Safety Administration, University of Iowa, Iowa City, 5DT, Inc., DriveSafety, Inc., HFES Surface Transportation Technical Group, Liberty Mutual Research Institute for Safety and Health, Seeing Machines, Smart Eye AB, Systems Technology, Incorporated, Transportation Research Board, University of Michigan Transportation Research Institute, University of Minnesota, Minneapolis, National Highway Traffic Safety Administration, Virginia Polytechnic Institute and State University, Blacksburg KW - AARP KW - Abilities KW - Aged drivers KW - Behavior KW - Countermeasures KW - Crash rates KW - Crash risk forecasting KW - Driver education KW - Driver improvement programs KW - Driving KW - Evaluation KW - Florida KW - Highway safety KW - Traffic crashes KW - Traffic safety KW - Traffic violations UR - https://trid.trb.org/view/814852 ER - TY - CONF AN - 01055516 AU - Merat, Natasha AU - Jamson, A Hamish AU - University of Iowa, Iowa City TI - Multisensory Signal Detection: How Does Driving and IVIS Management Affect Performance? SN - 9780874141580 PY - 2007 SP - pp 351-357 AB - Signal detection was used as a ‘tertiary’ task to assess drivers’ ‘spare processing capacity’ during the performance of two in-vehicle information systems (IVIS). The main aims of the study were: a) to establish if performance on signal detection can be used to assess IVIS safety during driving and b) to determine whether signal modality is important for this assessment. Participants performed each IVIS (Phone or Count) during a driving simulation experiment. In addition to performing the driving and IVIS, participants were required to complete three detection tasks (DT): (i) a visual DT (ii) an auditory DT, and (iii) a tactile DT. Average reaction time to the DTs was found to increase by around 200ms when performed with the IVIS tasks. It can be argued that any significant increase in reaction time to the DTs is a good indicator of drivers’ reduced hazard perception/situation awareness, which might occur as a result of using in-car systems. No significant difference in performance was found between the various DTs, suggesting that performance relies on central attentional resources, and is not modality-specific. This affords some flexibility for assessing the safety of IVIS in different driving environments. For instance, an auditory DT might be used in field studies on a sunny day when bright light hinders detection of LEDs used in a visual version of the task. Similarly, the tactile version of the task might be useful for testing IVIS in a noisy driving environment. U1 - Driving Assessment 2007: 4th International Driving Symposium on Human Factors in Driver Assessment, Training, and Vehicle DesignHonda R & D Americas, IncorporatedToyota Motor Engineering & Manufacturing North America, IncorporatedFederal Motor Carrier Safety AdministrationUniversity of Iowa, Iowa City5DT, Inc.DriveSafety, Inc.HFES Surface Transportation Technical GroupLiberty Mutual Research Institute for Safety and HealthSeeing MachinesSmart Eye ABSystems Technology, IncorporatedTransportation Research BoardUniversity of Michigan Transportation Research InstituteUniversity of Minnesota, MinneapolisNational Highway Traffic Safety AdministrationVirginia Polytechnic Institute and State University, BlacksburgStevenson,Washington,United States StartDate:20070709 EndDate:20070712 Sponsors:Honda R & D Americas, Incorporated, Toyota Motor Engineering & Manufacturing North America, Incorporated, Federal Motor Carrier Safety Administration, University of Iowa, Iowa City, 5DT, Inc., DriveSafety, Inc., HFES Surface Transportation Technical Group, Liberty Mutual Research Institute for Safety and Health, Seeing Machines, Smart Eye AB, Systems Technology, Incorporated, Transportation Research Board, University of Michigan Transportation Research Institute, University of Minnesota, Minneapolis, National Highway Traffic Safety Administration, Virginia Polytechnic Institute and State University, Blacksburg KW - Attention KW - Auditory tasks KW - Awareness KW - Distraction KW - Driver information systems KW - Drivers KW - Driving KW - Driving simulators KW - Hazards KW - Highway safety KW - Human information processing KW - Multisensory signals KW - Perception KW - Performance KW - Reaction time KW - Signal detection KW - Tactile perception KW - Traffic safety KW - Utilization KW - Visual tasks UR - https://trid.trb.org/view/814643 ER - TY - CONF AN - 01055514 AU - Ferreira, Ines S AU - Marmeleira, Jose F AU - Godinho, Mario B AU - Simoes, Mario R AU - University of Iowa, Iowa City TI - Cognitive Factors and Gender Related to Self-reported Difficulties in Older Drivers SN - 9780874141580 PY - 2007 SP - pp 511-518 AB - The purpose of this study is to determine the association between self-reported driving difficulties among older drivers and scores on specific cognitive tests. A cross-sectional study of 38 car drivers (22 men and 16 women), aged 61- 81 was carried out. The participants were volunteers recruited from two senior universities and a university health program for older drivers, in the area of Lisbon, Portugal. A battery of visual, psychomotor and cognitive measures was undertaken with a questionnaire about driving difficulties in a sample of healthy older adults. Difficulties in driving were the dependent variable in this study, defined as any reported difficulty in ≥ 4 driving situations. After a multivariate analysis, the independent factors significantly associated with driving difficulties were divided attention subtest of UFOV® (p=0.013), number of trials with success in the Tower of London (p=0.015) and gender (p=0.021). The drivers that reported difficulties in ≥ 4 driving situations made significantly less trials with success in the Tower of London test, had lower performances in divided attention between central and peripheral targets, and were more frequently females. Results suggest that planning ability, divided visual attention and gender are three important factors to be considered in the analysis of driving difficulties. However, further investigation with additional cognitive tests and driving measures (state-recorded crashes, driving simulator and on-road driving performance) could be developed in order to understand the factors related to driving difficulties in healthy older drivers. U1 - Driving Assessment 2007: 4th International Driving Symposium on Human Factors in Driver Assessment, Training, and Vehicle DesignHonda R & D Americas, IncorporatedToyota Motor Engineering & Manufacturing North America, IncorporatedFederal Motor Carrier Safety AdministrationUniversity of Iowa, Iowa City5DT, Inc.DriveSafety, Inc.HFES Surface Transportation Technical GroupLiberty Mutual Research Institute for Safety and HealthSeeing MachinesSmart Eye ABSystems Technology, IncorporatedTransportation Research BoardUniversity of Michigan Transportation Research InstituteUniversity of Minnesota, MinneapolisNational Highway Traffic Safety AdministrationVirginia Polytechnic Institute and State University, BlacksburgStevenson,Washington,United States StartDate:20070709 EndDate:20070712 Sponsors:Honda R & D Americas, Incorporated, Toyota Motor Engineering & Manufacturing North America, Incorporated, Federal Motor Carrier Safety Administration, University of Iowa, Iowa City, 5DT, Inc., DriveSafety, Inc., HFES Surface Transportation Technical Group, Liberty Mutual Research Institute for Safety and Health, Seeing Machines, Smart Eye AB, Systems Technology, Incorporated, Transportation Research Board, University of Michigan Transportation Research Institute, University of Minnesota, Minneapolis, National Highway Traffic Safety Administration, Virginia Polytechnic Institute and State University, Blacksburg KW - Aged drivers KW - Cognition KW - Divided attention KW - Driving KW - Females KW - Field of view KW - Gender KW - Highway safety KW - Human subject testing KW - Lisbon (Portugal) KW - Motor skills KW - Performance KW - Planning KW - Self reports KW - Tests KW - Traffic safety KW - Visual attention KW - Visual perception UR - https://trid.trb.org/view/814842 ER - TY - CONF AN - 01055513 AU - Jamson, A Hamish AU - Merat, Natasha AU - University of Iowa, Iowa City TI - The Effectiveness of Safety Campaign VMS Messages - A Driving Simulator Investigation SN - 9780874141580 PY - 2007 SP - pp 459-465 AB - This report outlines an off-road trial of the effectiveness of Safety Campaign Messages (such as “Watch Your Speed”) sometimes displayed on Variable Message Signs (VMS) throughout the U.K.’s motorway network. Eighty drivers took part in the driving simulator study. It primarily investigated the effectiveness of the individual messages and how their presence affected driver behaviour towards more critical Tactical Incident Messages (TIM), such as those that might warn of an impending hazard. Both the content and concentration of the Safety Campaign Messages were varied. The Safety Campaign Messages in themselves were not especially beneficial, in that drivers did not significantly modify their driving style purely on the advice of the messages. However, witnessing the odd VMS carrying such a message appeared to improve driver alertness to the context of the VMS and consequently response to a TIM became more timely under these conditions. Yet, if the frequency of Safety Campaign Messages was overly high, drivers became jaded with the VMS content and their ability to act appropriately to a TIM degraded. U1 - Driving Assessment 2007: 4th International Driving Symposium on Human Factors in Driver Assessment, Training, and Vehicle DesignHonda R & D Americas, IncorporatedToyota Motor Engineering & Manufacturing North America, IncorporatedFederal Motor Carrier Safety AdministrationUniversity of Iowa, Iowa City5DT, Inc.DriveSafety, Inc.HFES Surface Transportation Technical GroupLiberty Mutual Research Institute for Safety and HealthSeeing MachinesSmart Eye ABSystems Technology, IncorporatedTransportation Research BoardUniversity of Michigan Transportation Research InstituteUniversity of Minnesota, MinneapolisNational Highway Traffic Safety AdministrationVirginia Polytechnic Institute and State University, BlacksburgStevenson,Washington,United States StartDate:20070709 EndDate:20070712 Sponsors:Honda R & D Americas, Incorporated, Toyota Motor Engineering & Manufacturing North America, Incorporated, Federal Motor Carrier Safety Administration, University of Iowa, Iowa City, 5DT, Inc., DriveSafety, Inc., HFES Surface Transportation Technical Group, Liberty Mutual Research Institute for Safety and Health, Seeing Machines, Smart Eye AB, Systems Technology, Incorporated, Transportation Research Board, University of Michigan Transportation Research Institute, University of Minnesota, Minneapolis, National Highway Traffic Safety Administration, Virginia Polytechnic Institute and State University, Blacksburg KW - Alertness KW - Behavior KW - Drivers KW - Driving KW - Driving simulators KW - Effectiveness KW - Highway safety KW - Message content KW - Messages KW - Safety campaigns KW - Traffic incidents KW - United Kingdom KW - Variable message signs KW - Warning signs UR - https://trid.trb.org/view/814821 ER - TY - CONF AN - 01055512 AU - Mohebbi, Rayka AU - Gray, Rob AU - University of Iowa, Iowa City TI - Perceptual-Motor Control Strategies for Left-Turn Execution SN - 9780874141580 PY - 2007 SP - pp 502-508 AB - The purpose of the present study was to investigate the perceptual-motor strategies used by drivers during left-turn execution as a means of identifying potential causes of such accidents and to inform the design of left-turn warnings. Twenty-one participants executed a series of left turns in a driving simulator. The initial distance (D) and time to intersection (TTI) of an oncoming vehicle were varied orthogonally to present drivers with a range of different safety margins. The initial distance values ranged from 50 to 150m, and the TTI values ranged between 4 to 12 sec. Accidents occurred on roughly 3% of the trials, with large individual differences in performance. The most common conditions for accidents to occur involved a large value of D(>=100) and a medium-short value of TTI(<=6). The timing of left-turn initiation was significantly affected by both the TTI and the distance of the oncoming vehicle. On average, left turns were initiated at a shorter TTI when the distance was large. The authors conclude that since there were several instances in which drivers used the unsafe strategy of basing their decision to turn on the distance of the oncoming vehicle, a left-turn warning that is based on temporal information alone (e.g., Nowakowski, 2006) will likely be unreliable, because the decision to turn is not solely based on temporal information. U1 - Driving Assessment 2007: 4th International Driving Symposium on Human Factors in Driver Assessment, Training, and Vehicle DesignHonda R & D Americas, IncorporatedToyota Motor Engineering & Manufacturing North America, IncorporatedFederal Motor Carrier Safety AdministrationUniversity of Iowa, Iowa City5DT, Inc.DriveSafety, Inc.HFES Surface Transportation Technical GroupLiberty Mutual Research Institute for Safety and HealthSeeing MachinesSmart Eye ABSystems Technology, IncorporatedTransportation Research BoardUniversity of Michigan Transportation Research InstituteUniversity of Minnesota, MinneapolisNational Highway Traffic Safety AdministrationVirginia Polytechnic Institute and State University, BlacksburgStevenson,Washington,United States StartDate:20070709 EndDate:20070712 Sponsors:Honda R & D Americas, Incorporated, Toyota Motor Engineering & Manufacturing North America, Incorporated, Federal Motor Carrier Safety Administration, University of Iowa, Iowa City, 5DT, Inc., DriveSafety, Inc., HFES Surface Transportation Technical Group, Liberty Mutual Research Institute for Safety and Health, Seeing Machines, Smart Eye AB, Systems Technology, Incorporated, Transportation Research Board, University of Michigan Transportation Research Institute, University of Minnesota, Minneapolis, National Highway Traffic Safety Administration, Virginia Polytechnic Institute and State University, Blacksburg KW - Crash causes KW - Distance KW - Drivers KW - Driving simulators KW - Highway safety KW - Human subject testing KW - Intersections KW - Left turns KW - Opposing traffic KW - Perceptual motor skills KW - Time KW - Traffic crashes KW - Traffic safety UR - https://trid.trb.org/view/814838 ER - TY - CONF AN - 01055510 AU - Rimini-Doering, Maria AU - Dambier, Michael AU - University of Iowa, Iowa City TI - I-TSA Traffic Safety Assessment in a Simulator Experiment with Integrated Information and Assistance Systems SN - 9780874141580 PY - 2007 SP - pp 176-183 AB - The increasing number and complexity of in-vehicle information systems (IVIS) and advanced driver assistance systems (ADAS) require an accurate and timely assessment of their impact on traffic safety even during the development process. The I-TSA evaluation tool, developed within the German research consortium INVENT, offers a standardized procedure for the assessment of traffic safety based on the driving error occurrence in up to 10 categories of parameters (e.g., the category “longitudinal control” includes the errors in speed, time headway and time to collision). The objective of the experiment presented here was to determine the validity and sensitivity of the I-TSA tool for this evaluation process. A homogeneous cohort of 41 young, healthy males (25 to 40 years old) drove for approximately 1 hour in a static simulator environment. The scenario on a two-lane motorway consisted of 4 counterbalanced drives with easy and difficult road shapes and traffic conditions. The trial included several interaction tasks with IVIS and ADAS differing in their stage of integration and adaptivity. The successful induction of high workload levels could be both detected by objective (such as speed compensation) and subjective measures (questionnaire). Highly significant differences in the safety levels were found between the easy and the difficult drives (demonstrating the suitability of the procedure) as well as between the sections with default and integrated behavior of the information systems (supporting its sensitivity). Preliminary results support the possibility of discriminating between visual and cognitive workload, as well as sensitivity to learning effects. U1 - Driving Assessment 2007: 4th International Driving Symposium on Human Factors in Driver Assessment, Training, and Vehicle DesignHonda R & D Americas, IncorporatedToyota Motor Engineering & Manufacturing North America, IncorporatedFederal Motor Carrier Safety AdministrationUniversity of Iowa, Iowa City5DT, Inc.DriveSafety, Inc.HFES Surface Transportation Technical GroupLiberty Mutual Research Institute for Safety and HealthSeeing MachinesSmart Eye ABSystems Technology, IncorporatedTransportation Research BoardUniversity of Michigan Transportation Research InstituteUniversity of Minnesota, MinneapolisNational Highway Traffic Safety AdministrationVirginia Polytechnic Institute and State University, BlacksburgStevenson,Washington,United States StartDate:20070709 EndDate:20070712 Sponsors:Honda R & D Americas, Incorporated, Toyota Motor Engineering & Manufacturing North America, Incorporated, Federal Motor Carrier Safety Administration, University of Iowa, Iowa City, 5DT, Inc., DriveSafety, Inc., HFES Surface Transportation Technical Group, Liberty Mutual Research Institute for Safety and Health, Seeing Machines, Smart Eye AB, Systems Technology, Incorporated, Transportation Research Board, University of Michigan Transportation Research Institute, University of Minnesota, Minneapolis, National Highway Traffic Safety Administration, Virginia Polytechnic Institute and State University, Blacksburg KW - Cognition KW - Driver information systems KW - Driver support systems KW - Driver workload KW - Driving simulators KW - Evaluation KW - Highway safety KW - Highway traffic KW - Human subject testing KW - Learning KW - Traffic safety KW - Two lane highways KW - Vision UR - https://trid.trb.org/view/814536 ER - TY - CONF AN - 01055509 AU - Kelling, Nicholas J AU - Corso, Gregory M AU - University of Iowa, Iowa City TI - Prediction of Brake Onset Times for Rear End Collisions SN - 9780874141580 PY - 2007 SP - pp 212-216 AB - Driving has become an integral part of our daily lives, and so too have the dangers associated with driving. Understanding driver behavior could lead to system modifications to alleviate some of these inherent dangers. Specifically, prediction of driver braking behavior might be used to improve automatic braking systems and adaptive cruise control systems. The research presented in this paper details the development of an algorithm to predict the brake onset times in situations where rear-end collisions might occur. The algorithm is adaptive to an individual and not set to generic values. This algorithm was generated using data from a previous study (Kelling, 2006). Displayed stimuli consisted of different situations for a lead vehicle (stopped, slower moving, and reversing lead vehicle), multiple rates of closure (32.2, 64.4, and 96.6 kph), and two luminance conditions (day or night driving). Brake onset times were recorded. A self-modifiable algorithm was developed and was found to have an R-squared value of .625. The degree of goodness-of-fit for this algorithm is worthy of note because it also considers differences in the driving environment. The individualized adaptive ability of the algorithm provides a greater overall fit for predicting braking behavior, and it may be more useful in automated systems than existing algorithms. U1 - Driving Assessment 2007: 4th International Driving Symposium on Human Factors in Driver Assessment, Training, and Vehicle DesignHonda R & D Americas, IncorporatedToyota Motor Engineering & Manufacturing North America, IncorporatedFederal Motor Carrier Safety AdministrationUniversity of Iowa, Iowa City5DT, Inc.DriveSafety, Inc.HFES Surface Transportation Technical GroupLiberty Mutual Research Institute for Safety and HealthSeeing MachinesSmart Eye ABSystems Technology, IncorporatedTransportation Research BoardUniversity of Michigan Transportation Research InstituteUniversity of Minnesota, MinneapolisNational Highway Traffic Safety AdministrationVirginia Polytechnic Institute and State University, BlacksburgStevenson,Washington,United States StartDate:20070709 EndDate:20070712 Sponsors:Honda R & D Americas, Incorporated, Toyota Motor Engineering & Manufacturing North America, Incorporated, Federal Motor Carrier Safety Administration, University of Iowa, Iowa City, 5DT, Inc., DriveSafety, Inc., HFES Surface Transportation Technical Group, Liberty Mutual Research Institute for Safety and Health, Seeing Machines, Smart Eye AB, Systems Technology, Incorporated, Transportation Research Board, University of Michigan Transportation Research Institute, University of Minnesota, Minneapolis, National Highway Traffic Safety Administration, Virginia Polytechnic Institute and State University, Blacksburg KW - Algorithms KW - Automatic braking KW - Autonomous intelligent cruise control KW - Behavior KW - Braking KW - Braking performance KW - Daylight KW - Drivers KW - Driving KW - Highway safety KW - Lead vehicles KW - Night KW - Onset times KW - Rear end crashes KW - Traffic crashes KW - Traffic safety UR - https://trid.trb.org/view/814583 ER - TY - CONF AN - 01055508 AU - Sumer, Nebi AU - Unal, Ayca Berfu AU - Birdal, Ahmet AU - University of Iowa, Iowa City TI - Assessment of Hazard Perception Latencies Using Real Life and Animated Traffic Hazards: Comparison of Novice and Experienced Drivers SN - 9780874141580 PY - 2007 SP - pp 488-494 AB - High accident risk of novice and inexperienced drivers is associated with their poor hazard perception ability. In past studies, hazard perception latencies (reaction time) were measured using hazards in simulated traffic environments, scenario-based video clips, or photographs, but rarely with real-life traffic situations. The authors developed two different measures to assess hazard perception ability (1) video clips of hazards recorded in real-life traffic settings and (2) the video clips of animated hazards. They compared these two measures in terms of their power in discriminating between novice and experienced drivers. Novice (N= 43) and experienced drivers (N = 65) were administered computer-based Turkish Hazard Perception Tests consisting of 40 real traffic and animated video clips of hazards. Results revealed that although experienced drivers detected the hazards relatively earlier than the novices on average, the difference between the groups was not statistically significant for both real-traffic and video clips. Examination of the group differences on each item suggested video clips reflecting actual traffic situations discriminate novice and experienced drivers better than animated clips. Content analyses of the clips that significantly discriminated groups revealed that novice drivers have difficulty in detecting hazards resulting from an unexpected or sudden violation of road users. It seemed that lack of experience in anticipating the other road users’ violations creates a critical vulnerability for the safety of novice drivers. U1 - Driving Assessment 2007: 4th International Driving Symposium on Human Factors in Driver Assessment, Training, and Vehicle DesignHonda R & D Americas, IncorporatedToyota Motor Engineering & Manufacturing North America, IncorporatedFederal Motor Carrier Safety AdministrationUniversity of Iowa, Iowa City5DT, Inc.DriveSafety, Inc.HFES Surface Transportation Technical GroupLiberty Mutual Research Institute for Safety and HealthSeeing MachinesSmart Eye ABSystems Technology, IncorporatedTransportation Research BoardUniversity of Michigan Transportation Research InstituteUniversity of Minnesota, MinneapolisNational Highway Traffic Safety AdministrationVirginia Polytechnic Institute and State University, BlacksburgStevenson,Washington,United States StartDate:20070709 EndDate:20070712 Sponsors:Honda R & D Americas, Incorporated, Toyota Motor Engineering & Manufacturing North America, Incorporated, Federal Motor Carrier Safety Administration, University of Iowa, Iowa City, 5DT, Inc., DriveSafety, Inc., HFES Surface Transportation Technical Group, Liberty Mutual Research Institute for Safety and Health, Seeing Machines, Smart Eye AB, Systems Technology, Incorporated, Transportation Research Board, University of Michigan Transportation Research Institute, University of Minnesota, Minneapolis, National Highway Traffic Safety Administration, Virginia Polytechnic Institute and State University, Blacksburg KW - Computer animation KW - Detection and identification KW - Driver experience KW - Drivers KW - Hazards KW - Highway safety KW - Highway traffic KW - Latency KW - Perception KW - Real time information KW - Recently qualified drivers KW - Risk analysis KW - Traffic crashes KW - Traffic safety KW - Traffic violations KW - Turkey KW - Unexpected roadway events KW - Videotapes UR - https://trid.trb.org/view/814836 ER - TY - CONF AN - 01055506 AU - Mitsopoulos-Rubens, Eve AU - Triggs, Thomas AU - Regan, Michael AU - University of Iowa, Iowa City TI - Examining Young Novice Driver Headway Choice in a Simulated Car Following Task SN - 9780874141580 PY - 2007 SP - pp 558-564 AB - Despite the high incidence of rear-end crashes relative to other crash types among young novice drivers, research examining the car following practices of young novice drivers compared with experienced drivers has been limited. Further, little is understood about the impact of initial following distance—that is, following distance at the commencement of a car following episode—on the final headway adopted. The objective of the current study was to compare systematically the headway choice of a group of 30 young novice drivers with a group of 30 experienced drivers using a car following task that was developed for use in a driving simulator. An important feature of this study was the manipulation of initial following distance. This enabled exploration of how initial headway influences the final headway adopted by each of the novice and experienced groups. The results showed that the young novice drivers in the current study chose to travel at shorter final headways overall than their more experienced counterparts. Furthermore, while initial following distance impacted on the final following distance adopted overall, the novices did not adjust to incremental variations in initial following distance in the same manner as the experienced drivers. The implications of these findings for understanding the mechanisms underlying the headway choices of novice as opposed to experienced drivers are briefly discussed. U1 - Driving Assessment 2007: 4th International Driving Symposium on Human Factors in Driver Assessment, Training, and Vehicle DesignHonda R & D Americas, IncorporatedToyota Motor Engineering & Manufacturing North America, IncorporatedFederal Motor Carrier Safety AdministrationUniversity of Iowa, Iowa City5DT, Inc.DriveSafety, Inc.HFES Surface Transportation Technical GroupLiberty Mutual Research Institute for Safety and HealthSeeing MachinesSmart Eye ABSystems Technology, IncorporatedTransportation Research BoardUniversity of Michigan Transportation Research InstituteUniversity of Minnesota, MinneapolisNational Highway Traffic Safety AdministrationVirginia Polytechnic Institute and State University, BlacksburgStevenson,Washington,United States StartDate:20070709 EndDate:20070712 Sponsors:Honda R & D Americas, Incorporated, Toyota Motor Engineering & Manufacturing North America, Incorporated, Federal Motor Carrier Safety Administration, University of Iowa, Iowa City, 5DT, Inc., DriveSafety, Inc., HFES Surface Transportation Technical Group, Liberty Mutual Research Institute for Safety and Health, Seeing Machines, Smart Eye AB, Systems Technology, Incorporated, Transportation Research Board, University of Michigan Transportation Research Institute, University of Minnesota, Minneapolis, National Highway Traffic Safety Administration, Virginia Polytechnic Institute and State University, Blacksburg KW - Car following KW - Driver experience KW - Driving KW - Driving simulators KW - Following distance KW - Headways KW - Highway safety KW - Rear end crashes KW - Recently qualified drivers KW - Teenage drivers KW - Traffic safety KW - Young adults UR - https://trid.trb.org/view/814892 ER - TY - CONF AN - 01055505 AU - Pauzie, Annie AU - Manzano, Julie AU - Dapzol, Nicolas AU - University of Iowa, Iowa City TI - Driver's Behavior and Workload Assessment for New In-Vehicle Technologies Design SN - 9780874141580 PY - 2007 SP - pp 572-580 AB - Innovative technology can induce improvement in road safety, as long as its acceptability and its adequacy are checked, taking into account the diversified driver’s population needs and functional abilities through a Human Centred Design process. Relevant methodology has to be developed in this purpose. Evaluation of the driver’s mental workload is an important parameter, complementary to objective ones such as control of the vehicle and driver’s visual strategies. This paper describes experiments conducted in the framework of the European project AIDE aiming at validating the DALI (Driving Activity Load Index), a tool set up to allow evaluation of mental workload while using in-vehicle systems; the main results and conclusion from this approach are presented. U1 - Driving Assessment 2007: 4th International Driving Symposium on Human Factors in Driver Assessment, Training, and Vehicle DesignHonda R & D Americas, IncorporatedToyota Motor Engineering & Manufacturing North America, IncorporatedFederal Motor Carrier Safety AdministrationUniversity of Iowa, Iowa City5DT, Inc.DriveSafety, Inc.HFES Surface Transportation Technical GroupLiberty Mutual Research Institute for Safety and HealthSeeing MachinesSmart Eye ABSystems Technology, IncorporatedTransportation Research BoardUniversity of Michigan Transportation Research InstituteUniversity of Minnesota, MinneapolisNational Highway Traffic Safety AdministrationVirginia Polytechnic Institute and State University, BlacksburgStevenson,Washington,United States StartDate:20070709 EndDate:20070712 Sponsors:Honda R & D Americas, Incorporated, Toyota Motor Engineering & Manufacturing North America, Incorporated, Federal Motor Carrier Safety Administration, University of Iowa, Iowa City, 5DT, Inc., DriveSafety, Inc., HFES Surface Transportation Technical Group, Liberty Mutual Research Institute for Safety and Health, Seeing Machines, Smart Eye AB, Systems Technology, Incorporated, Transportation Research Board, University of Michigan Transportation Research Institute, University of Minnesota, Minneapolis, National Highway Traffic Safety Administration, Virginia Polytechnic Institute and State University, Blacksburg KW - Advanced driver information systems KW - Behavior KW - Driver information systems KW - Driver support systems KW - Driver workload KW - Drivers KW - Equipment design KW - Highway safety KW - Human factors KW - Mental workload KW - Technological innovations KW - Vehicle design UR - https://trid.trb.org/view/814897 ER - TY - CONF AN - 01055504 AU - Flannagan, Michael J AU - University of Iowa, Iowa City TI - Vision in Night Driving: The Roles of Rod and Cone Photoreceptors SN - 9780874141580 PY - 2007 SP - pp 25-31 AB - Because of the low light levels that are important in night driving, it is possible that both rods and cones contribute to visual performance for drivers at night. However, little evidence has been available about the relative contributions of these classes of photoreceptors. Partly, this may be because until recently the range of light sources has been limited, and consequently the question was not of great practical importance, at least for photometry. However, there is now a much larger variety of sources in use for vehicle lighting, including high-intensity discharge (HID) and light emitting diode (LED) sources. The greater variety of sources and spectral power distributions has increased interest in how the visual response of a driver’s eyes at night varies with wavelength. New evidence indicates that the relative contributions of rods and cones may be different for different driving tasks or different aspects of a driver’s visual experience at night: detection of pedestrians—the task that is most critically affected by darkness— may depend primarily on cones, while subjective impressions of brightness, and perhaps the conspicuity of emergency signals in the visual periphery, may be strongly influenced by rods. U1 - Driving Assessment 2007: 4th International Driving Symposium on Human Factors in Driver Assessment, Training, and Vehicle DesignHonda R & D Americas, IncorporatedToyota Motor Engineering & Manufacturing North America, IncorporatedFederal Motor Carrier Safety AdministrationUniversity of Iowa, Iowa City5DT, Inc.DriveSafety, Inc.HFES Surface Transportation Technical GroupLiberty Mutual Research Institute for Safety and HealthSeeing MachinesSmart Eye ABSystems Technology, IncorporatedTransportation Research BoardUniversity of Michigan Transportation Research InstituteUniversity of Minnesota, MinneapolisNational Highway Traffic Safety AdministrationVirginia Polytechnic Institute and State University, BlacksburgStevenson,Washington,United States StartDate:20070709 EndDate:20070712 Sponsors:Honda R & D Americas, Incorporated, Toyota Motor Engineering & Manufacturing North America, Incorporated, Federal Motor Carrier Safety Administration, University of Iowa, Iowa City, 5DT, Inc., DriveSafety, Inc., HFES Surface Transportation Technical Group, Liberty Mutual Research Institute for Safety and Health, Seeing Machines, Smart Eye AB, Systems Technology, Incorporated, Transportation Research Board, University of Michigan Transportation Research Institute, University of Minnesota, Minneapolis, National Highway Traffic Safety Administration, Virginia Polytechnic Institute and State University, Blacksburg KW - Cones (Photoreceptors) KW - Detection and identification KW - Drivers KW - Driving KW - Eye KW - High intensity discharge lamps KW - Light emitting diodes KW - Night KW - Night visibility KW - Night vision KW - Pedestrians KW - Photoreceptors KW - Rods (Photoreceptors) KW - Spectral power distribution KW - Vehicle lighting KW - Warning signals KW - Wavelength UR - https://trid.trb.org/view/814448 ER - TY - CONF AN - 01055502 AU - Pradhan, Anuj AU - Pollatsek, Alexander AU - Fisher, Donald L AU - University of Iowa, Iowa City TI - Comparison of Trained and Untrained Novice Drivers’ Gaze Behavior in Risky and Non-Risky Scenarios SN - 9780874141580 PY - 2007 SP - pp 328-334 AB - PC-based training programs have been developed that have been shown to improve novice drivers’ hazard anticipation skills. Such programs give novice drivers information about particular driving situations (scenarios) where hidden threats could appear. The authors wanted to know whether this improvement in trained novice drivers’ scanning skills was simply because the trained drivers were scanning more in general or, instead, were scanning more specifically in the scenarios in which potential threats could appear. In order to evaluate this question, the authors trained 11 novice drivers using a PC-based program and then compared their hazard anticipation performance on a driving simulator with the hazard anticipation performance of 11 untrained novice drivers. The drivers’ eye movements were recorded for the duration of the drives. The glances of the drivers to the right (the correct response in most of the risky scenarios) were analyzed for each of the relevant risky scenarios and for stretches of non-risky situations. The trained drivers did look to the right 6.5% more in the non-risky situations than did the untrained drivers, although the difference was far from significant. However, the trained drivers looked to the right 32.7% more in the risky scenarios than in the non-risky situations, indicating they were discriminating quite well between the two situations. The untrained drivers also showed a smaller, but significant, discrimination between the risky scenarios and non-risky situations, as they looked to the right 18.9% more in the risky scenarios than in the non-risky stretches. U1 - Driving Assessment 2007: 4th International Driving Symposium on Human Factors in Driver Assessment, Training, and Vehicle DesignHonda R & D Americas, IncorporatedToyota Motor Engineering & Manufacturing North America, IncorporatedFederal Motor Carrier Safety AdministrationUniversity of Iowa, Iowa City5DT, Inc.DriveSafety, Inc.HFES Surface Transportation Technical GroupLiberty Mutual Research Institute for Safety and HealthSeeing MachinesSmart Eye ABSystems Technology, IncorporatedTransportation Research BoardUniversity of Michigan Transportation Research InstituteUniversity of Minnesota, MinneapolisNational Highway Traffic Safety AdministrationVirginia Polytechnic Institute and State University, BlacksburgStevenson,Washington,United States StartDate:20070709 EndDate:20070712 Sponsors:Honda R & D Americas, Incorporated, Toyota Motor Engineering & Manufacturing North America, Incorporated, Federal Motor Carrier Safety Administration, University of Iowa, Iowa City, 5DT, Inc., DriveSafety, Inc., HFES Surface Transportation Technical Group, Liberty Mutual Research Institute for Safety and Health, Seeing Machines, Smart Eye AB, Systems Technology, Incorporated, Transportation Research Board, University of Michigan Transportation Research Institute, University of Minnesota, Minneapolis, National Highway Traffic Safety Administration, Virginia Polytechnic Institute and State University, Blacksburg KW - Anticipation KW - Behavior KW - Drivers KW - Driving KW - Driving simulators KW - Eye movements KW - Gaze KW - Gaze direction KW - Glance behavior KW - Hazards KW - Highway safety KW - Human subject testing KW - Personal computers KW - Recently qualified drivers KW - Traffic safety KW - Training programs UR - https://trid.trb.org/view/814639 ER - TY - CONF AN - 01055501 AU - Craen, Saskia de AU - Twisk, Divera AM AU - Hagenzieker, Marjan P AU - Elffers, Henk AU - Brookhuis, Karel A AU - University of Iowa, Iowa City TI - Overestimation of Skills Affects Drivers’ Adaptation to Task Demands SN - 9780874141580 PY - 2007 SP - pp 39-45 AB - Inadequate self-assessment, and specifically, overestimation of skill, results in insufficient adaptation to task demands, which can manifest itself on different levels of the driving task. A total of 130 drivers (83 novice and 47 experienced drivers) participated in an on-road driving assessment. Their performance in this assessment (i.e., fail or pass) was compared to the participants’ reported confidence in their driving skills (i.e., high or low confidence), resulting in three calibration groups: a) well-calibrated drivers (reported confidence matched performance on assessment), b) overconfident drivers (high confidence but failed assessment) and c) insecure drivers (low confidence but passed assessment). Furthermore, participants completed a questionnaire which focused on choices made on the strategic and manoeuvring level of the driving task. No significant difference was found between the calibration groups for the strategic level. Overconfident drivers reported significantly more violating behaviour than the well-calibrated and the insecure drivers. At the manoeuvring level, overconfident drivers showed significantly less instances of adaptation to traffic complexity. In conclusion, the current study suggests that overconfidence is related to inadequate adaptation to task demands. U1 - Driving Assessment 2007: 4th International Driving Symposium on Human Factors in Driver Assessment, Training, and Vehicle DesignHonda R & D Americas, IncorporatedToyota Motor Engineering & Manufacturing North America, IncorporatedFederal Motor Carrier Safety AdministrationUniversity of Iowa, Iowa City5DT, Inc.DriveSafety, Inc.HFES Surface Transportation Technical GroupLiberty Mutual Research Institute for Safety and HealthSeeing MachinesSmart Eye ABSystems Technology, IncorporatedTransportation Research BoardUniversity of Michigan Transportation Research InstituteUniversity of Minnesota, MinneapolisNational Highway Traffic Safety AdministrationVirginia Polytechnic Institute and State University, BlacksburgStevenson,Washington,United States StartDate:20070709 EndDate:20070712 Sponsors:Honda R & D Americas, Incorporated, Toyota Motor Engineering & Manufacturing North America, Incorporated, Federal Motor Carrier Safety Administration, University of Iowa, Iowa City, 5DT, Inc., DriveSafety, Inc., HFES Surface Transportation Technical Group, Liberty Mutual Research Institute for Safety and Health, Seeing Machines, Smart Eye AB, Systems Technology, Incorporated, Transportation Research Board, University of Michigan Transportation Research Institute, University of Minnesota, Minneapolis, National Highway Traffic Safety Administration, Virginia Polytechnic Institute and State University, Blacksburg KW - Abilities KW - Adaptation (Psychology) KW - Confidence (Psychology) KW - Drivers KW - Driving KW - Estimating KW - Human subject testing KW - Loss of confidence KW - Overconfidence KW - Performance KW - Self evaluation KW - Task demands UR - https://trid.trb.org/view/814455 ER - TY - CONF AN - 01055500 AU - Corso, Gregory M AU - University of Iowa, Iowa City TI - Just Noticeable Differences for Vehicle Rates of Closure SN - 9780874141580 PY - 2007 SP - pp 133-137 AB - The goal for this research was to identify the just noticeable difference (JND) for vehicle rates of closure. In an attempt to identify the JND the author used two traditional psychophysical methods. However, these procedures resulted in aberrant relationships between rate of closure and percent correct. Both of the traditional procedures used a sequential presentation of a standard animation and a comparison animation. The final method used a change in the rate of closure within the animation. This method provided the author with a JND of between 12.9 to 16.1 km/h (8 to 10 mph). Reasons for the aberrant findings using the traditional methods are discussed. U1 - Driving Assessment 2007: 4th International Driving Symposium on Human Factors in Driver Assessment, Training, and Vehicle DesignHonda R & D Americas, IncorporatedToyota Motor Engineering & Manufacturing North America, IncorporatedFederal Motor Carrier Safety AdministrationUniversity of Iowa, Iowa City5DT, Inc.DriveSafety, Inc.HFES Surface Transportation Technical GroupLiberty Mutual Research Institute for Safety and HealthSeeing MachinesSmart Eye ABSystems Technology, IncorporatedTransportation Research BoardUniversity of Michigan Transportation Research InstituteUniversity of Minnesota, MinneapolisNational Highway Traffic Safety AdministrationVirginia Polytechnic Institute and State University, BlacksburgStevenson,Washington,United States StartDate:20070709 EndDate:20070712 Sponsors:Honda R & D Americas, Incorporated, Toyota Motor Engineering & Manufacturing North America, Incorporated, Federal Motor Carrier Safety Administration, University of Iowa, Iowa City, 5DT, Inc., DriveSafety, Inc., HFES Surface Transportation Technical Group, Liberty Mutual Research Institute for Safety and Health, Seeing Machines, Smart Eye AB, Systems Technology, Incorporated, Transportation Research Board, University of Michigan Transportation Research Institute, University of Minnesota, Minneapolis, National Highway Traffic Safety Administration, Virginia Polytechnic Institute and State University, Blacksburg KW - Computer animation KW - Headways KW - Highway safety KW - Just noticeable difference KW - Psychophysics KW - Speed KW - Vehicles UR - https://trid.trb.org/view/814510 ER - TY - CONF AN - 01055499 AU - Ni, Rui AU - Kang, Julie AU - Andersen, George J AU - University of Iowa, Iowa City TI - Age-Related Driving Performance: Effect of Fog Under Dual-Task Conditions SN - 9780874141580 PY - 2007 SP - pp 365-370 AB - The present study investigated the driving performance of older and younger drivers using a dual-task paradigm. Drivers were required to do a car-following task while detecting a signal light change in a light array above the roadway in the driving simulator under different fog conditions. Decreased accuracies and longer response times were recorded for older drivers, compared to younger drivers, especially under dense fog conditions. In addition, older drivers had decreased car following performance when simultaneously performing the light-detection task. These results suggest that under poor weather conditions (e.g. fog), with reduced visibility, older drivers may have an increased accident risk because of a decreased ability to perform multiple tasks. U1 - Driving Assessment 2007: 4th International Driving Symposium on Human Factors in Driver Assessment, Training, and Vehicle DesignHonda R & D Americas, IncorporatedToyota Motor Engineering & Manufacturing North America, IncorporatedFederal Motor Carrier Safety AdministrationUniversity of Iowa, Iowa City5DT, Inc.DriveSafety, Inc.HFES Surface Transportation Technical GroupLiberty Mutual Research Institute for Safety and HealthSeeing MachinesSmart Eye ABSystems Technology, IncorporatedTransportation Research BoardUniversity of Michigan Transportation Research InstituteUniversity of Minnesota, MinneapolisNational Highway Traffic Safety AdministrationVirginia Polytechnic Institute and State University, BlacksburgStevenson,Washington,United States StartDate:20070709 EndDate:20070712 Sponsors:Honda R & D Americas, Incorporated, Toyota Motor Engineering & Manufacturing North America, Incorporated, Federal Motor Carrier Safety Administration, University of Iowa, Iowa City, 5DT, Inc., DriveSafety, Inc., HFES Surface Transportation Technical Group, Liberty Mutual Research Institute for Safety and Health, Seeing Machines, Smart Eye AB, Systems Technology, Incorporated, Transportation Research Board, University of Michigan Transportation Research Institute, University of Minnesota, Minneapolis, National Highway Traffic Safety Administration, Virginia Polytechnic Institute and State University, Blacksburg KW - Age KW - Age groups KW - Aged drivers KW - Car following KW - Crash risk forecasting KW - Drivers KW - Driving KW - Driving simulators KW - Dual tasks KW - Fog KW - Highway safety KW - Performance KW - Visibility KW - Young adults UR - https://trid.trb.org/view/814680 ER - TY - CONF AN - 01055497 AU - Rakauskas, Michael E AU - University of Iowa, Iowa City TI - Using Utility Theory to Evaluate IVR Menu Structure and Reduce Driving Distraction SN - 9780874141580 PY - 2007 SP - pp 408-415 AB - It has been shown that drivers often exhibit degraded driving performance while concurrently engaging in secondary tasks, such as talking on a mobile phone using navigation systems and other in-vehicle devices. As there seem to be limited solutions at present to hasten or limit these behaviors, this paper outlines how utility theory can be applied to design more efficient and understandable menus. To determine the value of information presented by an interface menu, the frequency of using information in the menu (goals) and the amount of effort it takes to accomplish these goals are quantified for each type of information. This paper outlines a utility analysis that compares the current Minnesota 511 traveler information system and an alternative design intended to improve the user experience and lighten the cognitive load of drivers. The analysis indicated that the proposed changes in design increase value to the user by helping them more efficiently find and identify requested information. Designers can use this technique in order to increase the value of menu information, and in turn help users find and identify requested information more efficiently. It is hoped that more efficient menus will reduce the amount of time and attention that drivers spend using them, allowing for increased attention on the primary task of driving. U1 - Driving Assessment 2007: 4th International Driving Symposium on Human Factors in Driver Assessment, Training, and Vehicle DesignHonda R & D Americas, IncorporatedToyota Motor Engineering & Manufacturing North America, IncorporatedFederal Motor Carrier Safety AdministrationUniversity of Iowa, Iowa City5DT, Inc.DriveSafety, Inc.HFES Surface Transportation Technical GroupLiberty Mutual Research Institute for Safety and HealthSeeing MachinesSmart Eye ABSystems Technology, IncorporatedTransportation Research BoardUniversity of Michigan Transportation Research InstituteUniversity of Minnesota, MinneapolisNational Highway Traffic Safety AdministrationVirginia Polytechnic Institute and State University, BlacksburgStevenson,Washington,United States StartDate:20070709 EndDate:20070712 Sponsors:Honda R & D Americas, Incorporated, Toyota Motor Engineering & Manufacturing North America, Incorporated, Federal Motor Carrier Safety Administration, University of Iowa, Iowa City, 5DT, Inc., DriveSafety, Inc., HFES Surface Transportation Technical Group, Liberty Mutual Research Institute for Safety and Health, Seeing Machines, Smart Eye AB, Systems Technology, Incorporated, Transportation Research Board, University of Michigan Transportation Research Institute, University of Minnesota, Minneapolis, National Highway Traffic Safety Administration, Virginia Polytechnic Institute and State University, Blacksburg KW - 511 (National Travel Information Number) KW - Distraction KW - Driver information systems KW - Driver vehicle interfaces KW - Driver workload KW - Drivers KW - Driving KW - Highway safety KW - Minnesota KW - Mobile telephones KW - Performance KW - Secondary tasks KW - Traveler information and communication systems KW - User interfaces (Computer science) KW - Utility theory UR - https://trid.trb.org/view/814709 ER - TY - CONF AN - 01055496 AU - Tarr, Ron AU - Whitmire, James D AU - University of Iowa, Iowa City TI - The Virtual Check Ride (VCR) as a Diagnostic and Remediation System SN - 9780874141580 PY - 2007 SP - pp 495-501 AB - The Florida Department of Transportation (FDOT) and the U.S. Department of Transportation (US DOT) have identified safety and operator performance as major objectives in addressing the inter-modal transportation needs of the state and nation. The Florida Department of Highway Safety and Motor Vehicles is working diligently to address the issue of safety on Florida’s roads by developing and enforcing standards and certification of Commercial Driver License (CDL) training and issuance, as well as continual monitoring via enforcement. The Florida Trucking Association (FTA), representing the commercial industry side of the community, is likewise very concerned and is also taking steps to deal with these challenges. Clearly the issue of safety and the proper training of persons who will be operating heavy trucks is of great concern to all of us in the community. Driver training, safety, security, performance enhancements and accident reduction are priority issues in the truck driving industry. With this emphasis, and the increase in highway safety compromised by fraudulent or unskilled CDL licensed drivers, the new Virtual Check Ride, a simulated knowledge and skilled-based diagnostic system for professional truck drivers, was created using multimedia blended simulation that includes computerbased training (CBT) elements. This system also utilizes the GE VS Truck- Driving Simulator. While the implications of VCR are rich with possibilities, the goal of this research is to validate and verify the newest version of the VCR system within the trucking community (e.g., Frito Lay and others). U1 - Driving Assessment 2007: 4th International Driving Symposium on Human Factors in Driver Assessment, Training, and Vehicle DesignHonda R & D Americas, IncorporatedToyota Motor Engineering & Manufacturing North America, IncorporatedFederal Motor Carrier Safety AdministrationUniversity of Iowa, Iowa City5DT, Inc.DriveSafety, Inc.HFES Surface Transportation Technical GroupLiberty Mutual Research Institute for Safety and HealthSeeing MachinesSmart Eye ABSystems Technology, IncorporatedTransportation Research BoardUniversity of Michigan Transportation Research InstituteUniversity of Minnesota, MinneapolisNational Highway Traffic Safety AdministrationVirginia Polytechnic Institute and State University, BlacksburgStevenson,Washington,United States StartDate:20070709 EndDate:20070712 Sponsors:Honda R & D Americas, Incorporated, Toyota Motor Engineering & Manufacturing North America, Incorporated, Federal Motor Carrier Safety Administration, University of Iowa, Iowa City, 5DT, Inc., DriveSafety, Inc., HFES Surface Transportation Technical Group, Liberty Mutual Research Institute for Safety and Health, Seeing Machines, Smart Eye AB, Systems Technology, Incorporated, Transportation Research Board, University of Michigan Transportation Research Institute, University of Minnesota, Minneapolis, National Highway Traffic Safety Administration, Virginia Polytechnic Institute and State University, Blacksburg KW - Commercial drivers KW - Driver improvement programs KW - Driver licensing KW - Driver training KW - Heavy duty trucks KW - Traffic safety KW - Truck crashes KW - Truck drivers KW - Truck driving simulators KW - Trucking safety UR - https://trid.trb.org/view/814837 ER - TY - CONF AN - 01055494 AU - Lavalliere, Martin AU - Ngan, Nathan AU - Tremblay, Mathieu AU - Laurendeau, Denis AU - Scialfa, Charles T AU - Simoneau, Martin AU - Teasdale, Normand AU - University of Iowa, Iowa City TI - Age-Related Deficits in the Frequency of Gaze Responses to the Mirrors and Blind-Spot During Lane Change Maneuvers of Various Complexity SN - 9780874141580 PY - 2007 SP - pp 373-380 AB - Lane changing is a complex driving maneuver that could challenge elderly drivers. The aim of this study was to evaluate eye glances of young and elderly active drivers when engaging lane change maneuvers. Twelve young (aged 21-31 years) and eleven older (aged 65-75 years) active drivers drove through a continuous simulated environment (STISIM, v2.0). The scenario included 16 events where the driver needed to glance at three important regions of interest (ROI): 1) the rear-view mirror, 2) the left-side mirror, and 3) the left blind spot to ensure secure lane change. The lane change maneuvers were necessary 1) to avoid a static object that was partially or completely blocking the lane or 2) for overtaking a slower moving vehicle. Compared with younger drivers, older drivers showed a reduced frequency of glances towards the left-side mirror and the blind spot. Also, while the older drivers showed a constant frequency of glances across the two types of driving maneuvers (i.e., avoiding a static object and overtaking a slower vehicle), the younger drivers generally showed a higher frequency of glances and this frequency increased when overtaking a slower vehicle. A better knowledge of the elderly drivers’ behavior could enable researchers to identify at-risk behaviors and to retrain older drivers to adopt safer behaviors. U1 - Driving Assessment 2007: 4th International Driving Symposium on Human Factors in Driver Assessment, Training, and Vehicle DesignHonda R & D Americas, IncorporatedToyota Motor Engineering & Manufacturing North America, IncorporatedFederal Motor Carrier Safety AdministrationUniversity of Iowa, Iowa City5DT, Inc.DriveSafety, Inc.HFES Surface Transportation Technical GroupLiberty Mutual Research Institute for Safety and HealthSeeing MachinesSmart Eye ABSystems Technology, IncorporatedTransportation Research BoardUniversity of Michigan Transportation Research InstituteUniversity of Minnesota, MinneapolisNational Highway Traffic Safety AdministrationVirginia Polytechnic Institute and State University, BlacksburgStevenson,Washington,United States StartDate:20070709 EndDate:20070712 Sponsors:Honda R & D Americas, Incorporated, Toyota Motor Engineering & Manufacturing North America, Incorporated, Federal Motor Carrier Safety Administration, University of Iowa, Iowa City, 5DT, Inc., DriveSafety, Inc., HFES Surface Transportation Technical Group, Liberty Mutual Research Institute for Safety and Health, Seeing Machines, Smart Eye AB, Systems Technology, Incorporated, Transportation Research Board, University of Michigan Transportation Research Institute, University of Minnesota, Minneapolis, National Highway Traffic Safety Administration, Virginia Polytechnic Institute and State University, Blacksburg KW - Age KW - Aged drivers KW - Behavior KW - Blind spots KW - Drivers KW - Driving simulators KW - Eye movements KW - Gaze KW - Glance behavior KW - Highway safety KW - Human subject testing KW - Lane changing KW - Passing KW - Physical condition KW - Rate of occurrence KW - Rearview mirrors KW - Retraining KW - Side mirrors KW - Task complexity KW - Young adults UR - https://trid.trb.org/view/814686 ER - TY - CONF AN - 01055493 AU - Larsson, Helena AU - Falkmer, Torbjorn AU - University of Iowa, Iowa City TI - Off-Road and On-Road Driving Assessments Methods, What Do They Say? A Clinical Sample SN - 9780874141580 PY - 2007 SP - pp 335-342 AB - Driving assessments are carried out in various ways, and diverse methods and tests are used. The British Stroke Driver Screening Assessment (SDSA) is a cognitive test, developed to evaluate driving fitness in stroke patients. For Sweden, Denmark and Norway, there is a Nordic version, the Nordic Stroke Driver Screening Assessment (NorSDSA). This cognitive test has become commonly used by driving assessors and is sometimes the only test used to evaluate driving fitness regardless of a client’s diagnoses. The objective of the study was thus to compare the off-road NorSDSA test outcome, expressed as a global pass or fail result, with an on-road driving test outcome. The results showed that 52 out of 63 patients were correctly classified in the drivers-fail group and 24 of 57 in the pass group. In total, 63% were correctly classified, (sensitivity 42% and specificity 83%). The NorSDSA is thus not a valid predictor for pass or fail on the on-road test. However, only a few neuropsychological tests are made for driving assessments. The NorSDSA is one of them, but driving assessors should know its apparent limitations. The recommendation is thus not to solely rely on the NorSDSA to assess fitness to drive. U1 - Driving Assessment 2007: 4th International Driving Symposium on Human Factors in Driver Assessment, Training, and Vehicle DesignHonda R & D Americas, IncorporatedToyota Motor Engineering & Manufacturing North America, IncorporatedFederal Motor Carrier Safety AdministrationUniversity of Iowa, Iowa City5DT, Inc.DriveSafety, Inc.HFES Surface Transportation Technical GroupLiberty Mutual Research Institute for Safety and HealthSeeing MachinesSmart Eye ABSystems Technology, IncorporatedTransportation Research BoardUniversity of Michigan Transportation Research InstituteUniversity of Minnesota, MinneapolisNational Highway Traffic Safety AdministrationVirginia Polytechnic Institute and State University, BlacksburgStevenson,Washington,United States StartDate:20070709 EndDate:20070712 Sponsors:Honda R & D Americas, Incorporated, Toyota Motor Engineering & Manufacturing North America, Incorporated, Federal Motor Carrier Safety Administration, University of Iowa, Iowa City, 5DT, Inc., DriveSafety, Inc., HFES Surface Transportation Technical Group, Liberty Mutual Research Institute for Safety and Health, Seeing Machines, Smart Eye AB, Systems Technology, Incorporated, Transportation Research Board, University of Michigan Transportation Research Institute, University of Minnesota, Minneapolis, National Highway Traffic Safety Administration, Virginia Polytechnic Institute and State University, Blacksburg KW - Cognition KW - Driving KW - Evaluation and assessment KW - Fitness to drive KW - Highway safety KW - Limitations KW - Neuropsychological tests KW - Nordic Stroke Driver Screening Assessment UR - https://trid.trb.org/view/814640 ER - TY - CONF AN - 01055492 AU - Dapzol, Nicolas AU - University of Iowa, Iowa City TI - Weight Semi Hidden Markov Model and Driving Situation Classification for Driver Behavior Diagnostic SN - 9780874141580 PY - 2007 SP - pp 84-90 AB - In this study, the author proposes to use statistical modelling to analyze, model, and categorize driving activity. To achieve this objective, he develops a new statistical model by adding a weight feature to the classic Semi Hidden Markov Model (SHMM) framework. Then, to assess its capacity, he conducts an experiment that allows him to record 718 driving sequences categorized in 36 situations. He then used his modelling to identify the driver's aim and the driving situation he's in. Furthermore, he adapted the ascendant hierarchic classification technique to this modelling. It allows him to understand which situations are close and to define partitions of whole driving situations. Finally, on these sequences, his modelling choice allows him to predict the driver’s situation with, on average, an 85% success rate. These results show the HMM effectiveness to manage temporal and multidimensional data by modelling predicting drivers’ behavior. U1 - Driving Assessment 2007: 4th International Driving Symposium on Human Factors in Driver Assessment, Training, and Vehicle DesignHonda R & D Americas, IncorporatedToyota Motor Engineering & Manufacturing North America, IncorporatedFederal Motor Carrier Safety AdministrationUniversity of Iowa, Iowa City5DT, Inc.DriveSafety, Inc.HFES Surface Transportation Technical GroupLiberty Mutual Research Institute for Safety and HealthSeeing MachinesSmart Eye ABSystems Technology, IncorporatedTransportation Research BoardUniversity of Michigan Transportation Research InstituteUniversity of Minnesota, MinneapolisNational Highway Traffic Safety AdministrationVirginia Polytechnic Institute and State University, BlacksburgStevenson,Washington,United States StartDate:20070709 EndDate:20070712 Sponsors:Honda R & D Americas, Incorporated, Toyota Motor Engineering & Manufacturing North America, Incorporated, Federal Motor Carrier Safety Administration, University of Iowa, Iowa City, 5DT, Inc., DriveSafety, Inc., HFES Surface Transportation Technical Group, Liberty Mutual Research Institute for Safety and Health, Seeing Machines, Smart Eye AB, Systems Technology, Incorporated, Transportation Research Board, University of Michigan Transportation Research Institute, University of Minnesota, Minneapolis, National Highway Traffic Safety Administration, Virginia Polytechnic Institute and State University, Blacksburg KW - Behavior KW - Classification KW - Drivers KW - Driving KW - Markov processes KW - Mathematical prediction KW - Statistical analysis KW - Traffic models UR - https://trid.trb.org/view/814487 ER - TY - CONF AN - 01055491 AU - Harbluk, Joanne L AU - Burns, Peter C AU - Lochner, Martin AU - Trbovich, Patricia L AU - University of Iowa, Iowa City TI - Using the Lane-Change Test (LCT) to Assess Distraction: Tests of Visual-Manual and Speech-Based Operation of Navigation System Interfaces SN - 9780874141580 PY - 2007 SP - pp 16-22 AB - The Lane Change Test (LCT) is an easy-to-implement, low-cost methodology for the evaluation of the distraction associated with performing in-vehicle tasks while driving (Mattes, 2003). In the present study, the LCT was used to assess driving performance when drivers completed navigation tasks using visual-manual or speech-based interfaces. Drivers performed two types of navigation tasks at two levels of difficulty. The results provide support for the LCT as an effective measure of distraction for both types of interface. It is recommended that the LCT procedure incorporate additional measures beyond the current mean deviation measure. Two measures are suggested: Lane Change Initiation, which reflects the aspects of driving having to do with detection and response delay as a result of distraction, and a measure of task duration to account for risk exposure. U1 - Driving Assessment 2007: 4th International Driving Symposium on Human Factors in Driver Assessment, Training, and Vehicle DesignHonda R & D Americas, IncorporatedToyota Motor Engineering & Manufacturing North America, IncorporatedFederal Motor Carrier Safety AdministrationUniversity of Iowa, Iowa City5DT, Inc.DriveSafety, Inc.HFES Surface Transportation Technical GroupLiberty Mutual Research Institute for Safety and HealthSeeing MachinesSmart Eye ABSystems Technology, IncorporatedTransportation Research BoardUniversity of Michigan Transportation Research InstituteUniversity of Minnesota, MinneapolisNational Highway Traffic Safety AdministrationVirginia Polytechnic Institute and State University, BlacksburgStevenson,Washington,United States StartDate:20070709 EndDate:20070712 Sponsors:Honda R & D Americas, Incorporated, Toyota Motor Engineering & Manufacturing North America, Incorporated, Federal Motor Carrier Safety Administration, University of Iowa, Iowa City, 5DT, Inc., DriveSafety, Inc., HFES Surface Transportation Technical Group, Liberty Mutual Research Institute for Safety and Health, Seeing Machines, Smart Eye AB, Systems Technology, Incorporated, Transportation Research Board, University of Michigan Transportation Research Institute, University of Minnesota, Minneapolis, National Highway Traffic Safety Administration, Virginia Polytechnic Institute and State University, Blacksburg KW - Automobile driving KW - Automobile navigation systems KW - Distraction KW - Drivers KW - Evaluation KW - Highway safety KW - Human subject testing KW - Lane changing KW - Occupant vehicle interface KW - Performance KW - Speech KW - Visual motor tasks UR - https://trid.trb.org/view/814442 ER - TY - CONF AN - 01055488 AU - Berndt, Angela AU - May, Esther AU - Clark, Michael AU - University of Iowa, Iowa City TI - Drivers with Dementia: Environment, Errors and Performance Outcomes SN - 9780874141580 PY - 2007 SP - pp 401-407 AB - The current non-experimental observational study adds to the body of evidence and literature by describing, from a person – environment – occupation model, the on-road performance of 115 licensed drivers who had dementia. The purpose is to potentially prescribe the essential criteria of environmental and driving tasks for on-road assessment inclusion. U1 - Driving Assessment 2007: 4th International Driving Symposium on Human Factors in Driver Assessment, Training, and Vehicle DesignHonda R & D Americas, IncorporatedToyota Motor Engineering & Manufacturing North America, IncorporatedFederal Motor Carrier Safety AdministrationUniversity of Iowa, Iowa City5DT, Inc.DriveSafety, Inc.HFES Surface Transportation Technical GroupLiberty Mutual Research Institute for Safety and HealthSeeing MachinesSmart Eye ABSystems Technology, IncorporatedTransportation Research BoardUniversity of Michigan Transportation Research InstituteUniversity of Minnesota, MinneapolisNational Highway Traffic Safety AdministrationVirginia Polytechnic Institute and State University, BlacksburgStevenson,Washington,United States StartDate:20070709 EndDate:20070712 Sponsors:Honda R & D Americas, Incorporated, Toyota Motor Engineering & Manufacturing North America, Incorporated, Federal Motor Carrier Safety Administration, University of Iowa, Iowa City, 5DT, Inc., DriveSafety, Inc., HFES Surface Transportation Technical Group, Liberty Mutual Research Institute for Safety and Health, Seeing Machines, Smart Eye AB, Systems Technology, Incorporated, Transportation Research Board, University of Michigan Transportation Research Institute, University of Minnesota, Minneapolis, National Highway Traffic Safety Administration, Virginia Polytechnic Institute and State University, Blacksburg KW - Dementia KW - Driver errors KW - Drivers KW - Driving KW - Environment KW - Highway safety KW - Performance KW - Traffic safety UR - https://trid.trb.org/view/814707 ER - TY - CONF AN - 01055487 AU - Sullivan, John M AU - Bargman, Jonas AU - Adachi, Go AU - Schoettle, Brandon AU - University of Iowa, Iowa City TI - Driver Performance and Workload Using a Night Vision System SN - 9780874141580 PY - 2007 SP - pp 519-526 AB - Night vision systems (NVS) have the potential to improve the visibility of critical objects at night beyond the levels achievable with low-beam headlamps. This could be especially valuable for older drivers, who have difficulty seeing at night and who are sensitive to glare. However, this benefit may also be accompanied by ancillary costs, such as the additional workload involved with monitoring and interpreting the forward view depicted by the NVS. In this study, the authors asked young and old subjects to drive at night on a test track while they measured distance and accuracy of target detection, subjective workload, and longitudinal control of the vehicle. In some conditions, direct view of the road was supplemented by a far-infrared NVS with two display configurations: a head-up display mounted above the dashboard, and a head-down display mounted near the vehicle midline. Night vision systems increased target detection distance for both young and old drivers, with noticeably more benefit for younger drivers. Although workload measures did not differ between the unassisted visual detection task and the NVS-assisted tasks, they were greater when driving with a detection task than without. U1 - Driving Assessment 2007: 4th International Driving Symposium on Human Factors in Driver Assessment, Training, and Vehicle DesignHonda R & D Americas, IncorporatedToyota Motor Engineering & Manufacturing North America, IncorporatedFederal Motor Carrier Safety AdministrationUniversity of Iowa, Iowa City5DT, Inc.DriveSafety, Inc.HFES Surface Transportation Technical GroupLiberty Mutual Research Institute for Safety and HealthSeeing MachinesSmart Eye ABSystems Technology, IncorporatedTransportation Research BoardUniversity of Michigan Transportation Research InstituteUniversity of Minnesota, MinneapolisNational Highway Traffic Safety AdministrationVirginia Polytechnic Institute and State University, BlacksburgStevenson,Washington,United States StartDate:20070709 EndDate:20070712 Sponsors:Honda R & D Americas, Incorporated, Toyota Motor Engineering & Manufacturing North America, Incorporated, Federal Motor Carrier Safety Administration, University of Iowa, Iowa City, 5DT, Inc., DriveSafety, Inc., HFES Surface Transportation Technical Group, Liberty Mutual Research Institute for Safety and Health, Seeing Machines, Smart Eye AB, Systems Technology, Incorporated, Transportation Research Board, University of Michigan Transportation Research Institute, University of Minnesota, Minneapolis, National Highway Traffic Safety Administration, Virginia Polytechnic Institute and State University, Blacksburg KW - Accuracy KW - Age KW - Aged drivers KW - Detection and identification KW - Distance KW - Driver workload KW - Drivers KW - Driving KW - Head down displays KW - Head up displays KW - Human subject testing KW - Infrared radiation KW - Longitudinal control KW - Night KW - Night visibility KW - Night vision KW - Night vision devices KW - Performance KW - Test tracks KW - Young adults UR - https://trid.trb.org/view/814844 ER - TY - CONF AN - 01055486 AU - Akinwuntan, Emmanuel Abiodun AU - De Weerdt, Willy AU - Feys, Hilde AU - Verheyden, Geert AU - De Vooght, F AU - Devos, Hannes AU - Baten, Guido AU - Kiekens, Carlotte AU - University of Iowa, Iowa City TI - Training of Driving-Related Attentional Performance After Stroke Using a Driving Simulator SN - 9780874141580 PY - 2007 SP - pp 112-118 AB - The objective of this study was to determine the effect of simulator-based driving training on attentional performance after stroke. A further analysis of data was conducted from a randomized controlled trial in which the effect of simulator training and cognitive paper and pencil training to improve driving were compared. Performance in divided attention tasks before, during and after 15 hours of simulator-based training of general driving skills in 33 experimental participants were evaluated. Performance in divided attention tasks was assessed during navigation of a 5-km scenario with the divided attention tasks as the only event to respond to and another 13.5-km scenario that contained a good mixture of regular day to day traffic situations. There were significant improvements in mean response time to the divided attention tasks and time to complete the 5-km scenario. Significant decrease in mean response time, number of missed responses, collisions, pedestrians hit, total faults and run time and increase in number of correct responses were found in the 13.5-km scenario. Further analyses showed most improvements in the simulator assessments occurred between pre- and mid-training. Simulator-based training of driving skills positively impacted attentional performance. Findings in this study suggest that 10 hours of simulator-based driving training after stroke is sufficient to realize meaningful benefits. U1 - Driving Assessment 2007: 4th International Driving Symposium on Human Factors in Driver Assessment, Training, and Vehicle DesignHonda R & D Americas, IncorporatedToyota Motor Engineering & Manufacturing North America, IncorporatedFederal Motor Carrier Safety AdministrationUniversity of Iowa, Iowa City5DT, Inc.DriveSafety, Inc.HFES Surface Transportation Technical GroupLiberty Mutual Research Institute for Safety and HealthSeeing MachinesSmart Eye ABSystems Technology, IncorporatedTransportation Research BoardUniversity of Michigan Transportation Research InstituteUniversity of Minnesota, MinneapolisNational Highway Traffic Safety AdministrationVirginia Polytechnic Institute and State University, BlacksburgStevenson,Washington,United States StartDate:20070709 EndDate:20070712 Sponsors:Honda R & D Americas, Incorporated, Toyota Motor Engineering & Manufacturing North America, Incorporated, Federal Motor Carrier Safety Administration, University of Iowa, Iowa City, 5DT, Inc., DriveSafety, Inc., HFES Surface Transportation Technical Group, Liberty Mutual Research Institute for Safety and Health, Seeing Machines, Smart Eye AB, Systems Technology, Incorporated, Transportation Research Board, University of Michigan Transportation Research Institute, University of Minnesota, Minneapolis, National Highway Traffic Safety Administration, Virginia Polytechnic Institute and State University, Blacksburg KW - Abilities KW - Attention KW - Benefits KW - Driver training KW - Driving KW - Driving simulators KW - Highway safety KW - Human subject testing KW - Pedestrian-vehicle crashes KW - Reaction time KW - Specialized training KW - Stroke (Medical condition) KW - Stroke patients KW - Traffic crashes UR - https://trid.trb.org/view/814504 ER - TY - CONF AN - 01055485 AU - Sirois, William AU - Dawson, Todd AU - Moore-Ede, Martin AU - Aguirre, Acacia AU - Trutschel, Udo AU - University of Iowa, Iowa City TI - Assessing Driver Fatigue as a Factor in Road Accidents SN - 9780874141580 PY - 2007 SP - pp 527-533 AB - Fatigue is one of the most pervasive yet under-investigated causes of human-error-related driving accidents, incidents, and injuries. Several studies suggest that 25-30% of driving accidents are fatigue related (Horne et al., 1995). However, government reports estimate that only 1-4% of crashes may be attributable to the driver falling asleep or being drowsy, based largely on data derived from police reports recorded at these accidents (Cummings et al., 2001). The reason for this wide disparity is that there is no simple tool or objective way for investigators to collect the (right) data needed to correlate accidents with fatigue. To bridge this gap, a diagnostic survey instrument was developed, along with a weighted risk model based on Fuzzy Scalable Monotonic Chaining (FSMC), to help investigators readily determine (by standardized criteria and with high probability) the role of fatigue as a causal factor in driving accidents. U1 - Driving Assessment 2007: 4th International Driving Symposium on Human Factors in Driver Assessment, Training, and Vehicle DesignHonda R & D Americas, IncorporatedToyota Motor Engineering & Manufacturing North America, IncorporatedFederal Motor Carrier Safety AdministrationUniversity of Iowa, Iowa City5DT, Inc.DriveSafety, Inc.HFES Surface Transportation Technical GroupLiberty Mutual Research Institute for Safety and HealthSeeing MachinesSmart Eye ABSystems Technology, IncorporatedTransportation Research BoardUniversity of Michigan Transportation Research InstituteUniversity of Minnesota, MinneapolisNational Highway Traffic Safety AdministrationVirginia Polytechnic Institute and State University, BlacksburgStevenson,Washington,United States StartDate:20070709 EndDate:20070712 Sponsors:Honda R & D Americas, Incorporated, Toyota Motor Engineering & Manufacturing North America, Incorporated, Federal Motor Carrier Safety Administration, University of Iowa, Iowa City, 5DT, Inc., DriveSafety, Inc., HFES Surface Transportation Technical Group, Liberty Mutual Research Institute for Safety and Health, Seeing Machines, Smart Eye AB, Systems Technology, Incorporated, Transportation Research Board, University of Michigan Transportation Research Institute, University of Minnesota, Minneapolis, National Highway Traffic Safety Administration, Virginia Polytechnic Institute and State University, Blacksburg KW - Crash causes KW - Crash investigation KW - Driver errors KW - Drivers KW - Driving KW - Drowsiness KW - Evaluation KW - Fatigue (Physiological condition) KW - Fuzzy algorithms KW - Highway safety KW - Injuries KW - Measurement KW - Sleep KW - Traffic crashes KW - Traffic incidents KW - Traffic safety UR - https://trid.trb.org/view/814845 ER - TY - CONF AN - 01055484 AU - Moller, Henry J AU - University of Iowa, Iowa City TI - Broad-Spectrum Clinical Applications of a Low-Fidelity Simulator: Emphasis on Functional Impairment SN - 9780874141580 PY - 2007 SP - pp 126-129 AB - The recently published 7th edition of the Canadian Medical Association’s guide “Determining Medical Fitness to Operate Motor Vehicles” places an increased emphasis on functional assessment rather than exclusively on a diagnostic categorization in determining license eligibility of Canadian drivers. While there is currently significant interest in research and development of simulation scenarios suitable to screen for specific medical impairments, the author's research group at University of Toronto has expanded the utility of a single low-cost low-fidelity interactive driving simulation paradigm to screen for functional impairments related to fitness-to-drive in a wide number of clinical conditions. The long-term objective of this project is to be able to use this simulation protocol beyond a research model in fitness-to-drive assessments performed in a routine clinical context. U1 - Driving Assessment 2007: 4th International Driving Symposium on Human Factors in Driver Assessment, Training, and Vehicle DesignHonda R & D Americas, IncorporatedToyota Motor Engineering & Manufacturing North America, IncorporatedFederal Motor Carrier Safety AdministrationUniversity of Iowa, Iowa City5DT, Inc.DriveSafety, Inc.HFES Surface Transportation Technical GroupLiberty Mutual Research Institute for Safety and HealthSeeing MachinesSmart Eye ABSystems Technology, IncorporatedTransportation Research BoardUniversity of Michigan Transportation Research InstituteUniversity of Minnesota, MinneapolisNational Highway Traffic Safety AdministrationVirginia Polytechnic Institute and State University, BlacksburgStevenson,Washington,United States StartDate:20070709 EndDate:20070712 Sponsors:Honda R & D Americas, Incorporated, Toyota Motor Engineering & Manufacturing North America, Incorporated, Federal Motor Carrier Safety Administration, University of Iowa, Iowa City, 5DT, Inc., DriveSafety, Inc., HFES Surface Transportation Technical Group, Liberty Mutual Research Institute for Safety and Health, Seeing Machines, Smart Eye AB, Systems Technology, Incorporated, Transportation Research Board, University of Michigan Transportation Research Institute, University of Minnesota, Minneapolis, National Highway Traffic Safety Administration, Virginia Polytechnic Institute and State University, Blacksburg KW - Canada KW - Diseases and medical conditions KW - Drivers KW - Driving simulators KW - Fitness to drive KW - Functional impairments KW - Highway safety UR - https://trid.trb.org/view/814507 ER - TY - CONF AN - 01055483 AU - Kallhammer, Jan-Erik AU - Smith, Kip AU - Karlsson, Johan AU - Hollnagel, Erik AU - University of Iowa, Iowa City TI - Shouldn't Cars React as Drivers Expect? SN - 9780874141580 PY - 2007 SP - pp 9-15 AB - The objective of this project is to develop and test a multi-method empirical approach for predicting drivers’ assessments of the level of acceptability of a warning issued in response to accidents, near-accidents, and other incidents. The role of humans (drivers) in the pre-crash phase means that systems that protect occupants and pedestrians must be seen as distributed, cognitive systems. Driver acceptance therefore has to be an important design goal. One obstacle to acceptance is the human dislike for false alarms. An approach to overcoming driver dislike for false alarms is to focus on driver expectations and to design systems to issue alarms when and only when the driver is likely to accept them. In this paper the authors discuss one such approach. U1 - Driving Assessment 2007: 4th International Driving Symposium on Human Factors in Driver Assessment, Training, and Vehicle DesignHonda R & D Americas, IncorporatedToyota Motor Engineering & Manufacturing North America, IncorporatedFederal Motor Carrier Safety AdministrationUniversity of Iowa, Iowa City5DT, Inc.DriveSafety, Inc.HFES Surface Transportation Technical GroupLiberty Mutual Research Institute for Safety and HealthSeeing MachinesSmart Eye ABSystems Technology, IncorporatedTransportation Research BoardUniversity of Michigan Transportation Research InstituteUniversity of Minnesota, MinneapolisNational Highway Traffic Safety AdministrationVirginia Polytechnic Institute and State University, BlacksburgStevenson,Washington,United States StartDate:20070709 EndDate:20070712 Sponsors:Honda R & D Americas, Incorporated, Toyota Motor Engineering & Manufacturing North America, Incorporated, Federal Motor Carrier Safety Administration, University of Iowa, Iowa City, 5DT, Inc., DriveSafety, Inc., HFES Surface Transportation Technical Group, Liberty Mutual Research Institute for Safety and Health, Seeing Machines, Smart Eye AB, Systems Technology, Incorporated, Transportation Research Board, University of Michigan Transportation Research Institute, University of Minnesota, Minneapolis, National Highway Traffic Safety Administration, Virginia Polytechnic Institute and State University, Blacksburg KW - Acceptance KW - Attitudes KW - Driver expectations KW - Drivers KW - False alarms (In-vehicle alerting devices) KW - Highway safety KW - Occupant protection devices KW - Traffic crashes KW - Traffic incidents KW - Traffic safety KW - Warning devices UR - https://trid.trb.org/view/814439 ER - TY - CONF AN - 01055482 AU - Turpin, Darrell R AU - Welles, Reginald T AU - Price, Camille AU - University of Iowa, Iowa City TI - Simulator-Based Learning: Achieving Performance Improvement Independent of Instructors SN - 9780874141580 PY - 2007 SP - pp 481-487 AB - The Utah Department of Public Safety (UDPS) implemented a new driver training methodology in 2005, which they have used to train over 950 law-enforcement personnel over the past two years (2005–2006). The new methodology uses driving simulators for whole task practice and for measuring driver-performance. It places simulator-based practice between initial classroom instruction and test-track driver training. Prior analyses of the data collected for 355 drivers in the first year demonstrated that UDPS had successfully achieved: (1) objective measures of driver performance to establish pass/fail criteria, (2) effective motivation for drivers to improve their own performance, and (3) measures of the overall effectiveness of the training process. Summary reports of the first year of data collected at UDPS demonstrated: (1) SAS mitigation levels below the occurrence of test-track discomfort, and (2) a 67% reduction in risk for collisions by reduction of critical errors. The above success led to expanding the training to 598 new trainees in the second year. This paper reviews new driver performance data collected during 2006. Two additional trainers participated in that process. Analysis of this new data not only confirms the first year’s analysis, but newly establishes that: (1) improvement in driver performance is independent of the trainer(s), and (2) training benefit is a function of the sequence and number of exercises. U1 - Driving Assessment 2007: 4th International Driving Symposium on Human Factors in Driver Assessment, Training, and Vehicle DesignHonda R & D Americas, IncorporatedToyota Motor Engineering & Manufacturing North America, IncorporatedFederal Motor Carrier Safety AdministrationUniversity of Iowa, Iowa City5DT, Inc.DriveSafety, Inc.HFES Surface Transportation Technical GroupLiberty Mutual Research Institute for Safety and HealthSeeing MachinesSmart Eye ABSystems Technology, IncorporatedTransportation Research BoardUniversity of Michigan Transportation Research InstituteUniversity of Minnesota, MinneapolisNational Highway Traffic Safety AdministrationVirginia Polytechnic Institute and State University, BlacksburgStevenson,Washington,United States StartDate:20070709 EndDate:20070712 Sponsors:Honda R & D Americas, Incorporated, Toyota Motor Engineering & Manufacturing North America, Incorporated, Federal Motor Carrier Safety Administration, University of Iowa, Iowa City, 5DT, Inc., DriveSafety, Inc., HFES Surface Transportation Technical Group, Liberty Mutual Research Institute for Safety and Health, Seeing Machines, Smart Eye AB, Systems Technology, Incorporated, Transportation Research Board, University of Michigan Transportation Research Institute, University of Minnesota, Minneapolis, National Highway Traffic Safety Administration, Virginia Polytechnic Institute and State University, Blacksburg KW - Classroom driver instruction KW - Driver improvement programs KW - Driver training KW - Drivers KW - Driving KW - Driving simulators KW - Highway safety KW - Law enforcement personnel KW - Learning KW - Measurement KW - Motivation KW - Performance KW - Test tracks KW - Utah UR - https://trid.trb.org/view/814834 ER - TY - CONF AN - 01055480 AU - Wang, Dong-Yuan Debbie AU - Pick, David F AU - Proctor, Robert W AU - Ye, Yi AU - University of Iowa, Iowa City TI - Effect of a Side Collision-Avoidance Signal on Simulated Driving with a Navigation System SN - 9780874141580 PY - 2007 SP - pp 206-211 AB - Effects of a side collision-avoidance system (SCAS) signal on driving behavior were examined in an environment in which a nagivation signal was also used. Sixteen undergraduate students participated in this study, and a computerbased STISIM driving simulator was used in the project. Subjects were asked to respond to two signals, a visually displayed directional signal generated by a simulated navigation system (NAS) and a monaural auditory tone from a simulated SCAS presented after a NAS signal. Subjects were instructed that the SCAS signal conveyed directional information about an impending threat (the location of the danger from which they were to turn, or the escape direction toward which they were to turn). Contrary to previous findings in a non-driving environment (Wang et al., 2003), response time (RT) was significantly shorter for the group in which the location of the SCAS signal was spatially compatible with the location of the danger than for the group in which the SCAS signal location was incompatible with the location of the danger. Mean RT was not significantly shorter when the direction of the NAS signal and the location of the SCAS signal corresponded than when they did not. Given that subjects tended to withhold responding until they perceived the encroaching car, the benefit of a SCAS may be to direct a driver’s attention in the direction of an impending threat before the driver would ordinarily detect it. U1 - Driving Assessment 2007: 4th International Driving Symposium on Human Factors in Driver Assessment, Training, and Vehicle DesignHonda R & D Americas, IncorporatedToyota Motor Engineering & Manufacturing North America, IncorporatedFederal Motor Carrier Safety AdministrationUniversity of Iowa, Iowa City5DT, Inc.DriveSafety, Inc.HFES Surface Transportation Technical GroupLiberty Mutual Research Institute for Safety and HealthSeeing MachinesSmart Eye ABSystems Technology, IncorporatedTransportation Research BoardUniversity of Michigan Transportation Research InstituteUniversity of Minnesota, MinneapolisNational Highway Traffic Safety AdministrationVirginia Polytechnic Institute and State University, BlacksburgStevenson,Washington,United States StartDate:20070709 EndDate:20070712 Sponsors:Honda R & D Americas, Incorporated, Toyota Motor Engineering & Manufacturing North America, Incorporated, Federal Motor Carrier Safety Administration, University of Iowa, Iowa City, 5DT, Inc., DriveSafety, Inc., HFES Surface Transportation Technical Group, Liberty Mutual Research Institute for Safety and Health, Seeing Machines, Smart Eye AB, Systems Technology, Incorporated, Transportation Research Board, University of Michigan Transportation Research Institute, University of Minnesota, Minneapolis, National Highway Traffic Safety Administration, Virginia Polytechnic Institute and State University, Blacksburg KW - Attention KW - Audible warning devices KW - Behavior KW - Crash avoidance systems KW - Drivers KW - Driving KW - Driving simulators KW - Highway safety KW - Human subject testing KW - Location KW - Reaction time KW - Side crashes KW - Traffic crashes KW - Traffic safety KW - Warning signals UR - https://trid.trb.org/view/814582 ER - TY - CONF AN - 01055479 AU - Angell, Linda S AU - University of Iowa, Iowa City TI - Effects of Secondary Task Demands on Drivers’ Responses to Events During Driving: Surrogate Methods and Issues SN - 9780874141580 PY - 2007 SP - pp 23-24 AB - The objectives of this study were to: (1) examine effects of secondary task demands on event detection and response during driving; (2) examine the validity of surrogate methods which might be used in a laboratory environment to evaluate these effects early in the development process for advanced information systems; (3) identify issues which limit and/or require careful interpretation in the application of event detection results to product considerations; and (4) identify issues which are at the forefront of scientific knowledge in this area, and in need of further research. U1 - Driving Assessment 2007: 4th International Driving Symposium on Human Factors in Driver Assessment, Training, and Vehicle DesignHonda R & D Americas, IncorporatedToyota Motor Engineering & Manufacturing North America, IncorporatedFederal Motor Carrier Safety AdministrationUniversity of Iowa, Iowa City5DT, Inc.DriveSafety, Inc.HFES Surface Transportation Technical GroupLiberty Mutual Research Institute for Safety and HealthSeeing MachinesSmart Eye ABSystems Technology, IncorporatedTransportation Research BoardUniversity of Michigan Transportation Research InstituteUniversity of Minnesota, MinneapolisNational Highway Traffic Safety AdministrationVirginia Polytechnic Institute and State University, BlacksburgStevenson,Washington,United States StartDate:20070709 EndDate:20070712 Sponsors:Honda R & D Americas, Incorporated, Toyota Motor Engineering & Manufacturing North America, Incorporated, Federal Motor Carrier Safety Administration, University of Iowa, Iowa City, 5DT, Inc., DriveSafety, Inc., HFES Surface Transportation Technical Group, Liberty Mutual Research Institute for Safety and Health, Seeing Machines, Smart Eye AB, Systems Technology, Incorporated, Transportation Research Board, University of Michigan Transportation Research Institute, University of Minnesota, Minneapolis, National Highway Traffic Safety Administration, Virginia Polytechnic Institute and State University, Blacksburg KW - Advanced driver information systems KW - Detection and identification KW - Drivers KW - Driving KW - Reaction time KW - Secondary tasks KW - Task demands UR - https://trid.trb.org/view/814444 ER - TY - CONF AN - 01055478 AU - Tsimhoni, Omer AU - Flannagan, Michael J AU - Mefford, Mary Lynn AU - Takenobu, Naoko AU - University of Iowa, Iowa City TI - A Simple and Effective Display for Night Vision Systems SN - 9780874141580 PY - 2007 SP - pp 271-277 AB - The next generation of automotive night vision systems will likely continue to display to the driver enhanced images of the forward driving scene. In some displays there may also be highlighting of pedestrians and animals, which has been argued to be the primary safety goal of night vision systems. The authors present here the method that was used to design a conceptual display for night vision systems. Although the primary focus of the method is on safety analysis, consideration is given to driver performance with the system, and exposure to alerts. It also addresses user acceptance and annoyance, distraction, and expected behavior adaptation. The resulting driver interface is a simple and potentially effective display for night vision systems. It consists of a pedestrian icon that indicates when there are pedestrians near the future path of the vehicle. An initial prototype of this night-vision DVI was tested on the road and showed promising results despite its simplicity. It improved pedestrian detection distance from 34 to 44 m and decreased the overall ratio of missed pedestrians from 13% to 5%, correspondingly. The improvement may be attributable to the icon alerting the driver to the presence of a pedestrian. In this experiment, the drivers were probably more alert to the possible presence of pedestrians than drivers in the real world, suggesting that the effect of the icon might be even larger in actual use. U1 - Driving Assessment 2007: 4th International Driving Symposium on Human Factors in Driver Assessment, Training, and Vehicle DesignHonda R & D Americas, IncorporatedToyota Motor Engineering & Manufacturing North America, IncorporatedFederal Motor Carrier Safety AdministrationUniversity of Iowa, Iowa City5DT, Inc.DriveSafety, Inc.HFES Surface Transportation Technical GroupLiberty Mutual Research Institute for Safety and HealthSeeing MachinesSmart Eye ABSystems Technology, IncorporatedTransportation Research BoardUniversity of Michigan Transportation Research InstituteUniversity of Minnesota, MinneapolisNational Highway Traffic Safety AdministrationVirginia Polytechnic Institute and State University, BlacksburgStevenson,Washington,United States StartDate:20070709 EndDate:20070712 Sponsors:Honda R & D Americas, Incorporated, Toyota Motor Engineering & Manufacturing North America, Incorporated, Federal Motor Carrier Safety Administration, University of Iowa, Iowa City, 5DT, Inc., DriveSafety, Inc., HFES Surface Transportation Technical Group, Liberty Mutual Research Institute for Safety and Health, Seeing Machines, Smart Eye AB, Systems Technology, Incorporated, Transportation Research Board, University of Michigan Transportation Research Institute, University of Minnesota, Minneapolis, National Highway Traffic Safety Administration, Virginia Polytechnic Institute and State University, Blacksburg KW - Acceptance KW - Automobile drivers KW - Behavioral adaptation KW - Detection and identification KW - Distraction KW - Driver vehicle interfaces KW - Highway safety KW - Icons KW - Instrument displays KW - Night vision KW - Night vision devices KW - Pedestrians KW - Performance UR - https://trid.trb.org/view/814618 ER - TY - CONF AN - 01055477 AU - McGehee, Daniel V AU - Carney, Cher AU - Raby, Mireille AU - Lee, John D AU - Reyes, Michelle L AU - University of Iowa, Iowa City TI - The Impact of an Event-Triggered Video Intervention on Rural Teenage Driving SN - 9780874141580 PY - 2007 SP - pp 565-571 AB - This study examines the ability of an event-triggered video system to extend parental involvement into the independent driving phase of newly licensed teen drivers. The system provides both immediate feedback and a 20-second video clip, giving the teen driver and their parent the opportunity to review and learn from their mistakes as well as good responses. The event-triggered video system was placed in the vehicles of 25 teen drivers (ages 16-17) for 57 weeks. The first nine weeks established a within-subject baseline; no parental or system feedback was given during this time. During the next 40 weeks, feedback was provided to the teen driver in the form of a blinking LED on the camera and a weekly report card mailed to the parents. The report showed the driver’s weekly and cumulative performance regarding unsafe behaviors and seatbelt use relative to the other participants. The last eight weeks was a second baseline period. Results revealed two distinct groups: one that triggered few events and one that triggered many events. Combining this emerging technology with parental weekly review of safety-relevant incidents resulted in a significant and lasting decrease in events for most of the teens that triggered many events. U1 - Driving Assessment 2007: 4th International Driving Symposium on Human Factors in Driver Assessment, Training, and Vehicle DesignHonda R & D Americas, IncorporatedToyota Motor Engineering & Manufacturing North America, IncorporatedFederal Motor Carrier Safety AdministrationUniversity of Iowa, Iowa City5DT, Inc.DriveSafety, Inc.HFES Surface Transportation Technical GroupLiberty Mutual Research Institute for Safety and HealthSeeing MachinesSmart Eye ABSystems Technology, IncorporatedTransportation Research BoardUniversity of Michigan Transportation Research InstituteUniversity of Minnesota, MinneapolisNational Highway Traffic Safety AdministrationVirginia Polytechnic Institute and State University, BlacksburgStevenson,Washington,United States StartDate:20070709 EndDate:20070712 Sponsors:Honda R & D Americas, Incorporated, Toyota Motor Engineering & Manufacturing North America, Incorporated, Federal Motor Carrier Safety Administration, University of Iowa, Iowa City, 5DT, Inc., DriveSafety, Inc., HFES Surface Transportation Technical Group, Liberty Mutual Research Institute for Safety and Health, Seeing Machines, Smart Eye AB, Systems Technology, Incorporated, Transportation Research Board, University of Michigan Transportation Research Institute, University of Minnesota, Minneapolis, National Highway Traffic Safety Administration, Virginia Polytechnic Institute and State University, Blacksburg KW - Behavior KW - Countermeasures KW - Driver education KW - Driver improvement programs KW - Driving KW - High risk drivers KW - Highway safety KW - Parents KW - Performance KW - Recently qualified drivers KW - Rural areas KW - Teenage drivers KW - Traffic safety KW - Videotapes UR - https://trid.trb.org/view/814895 ER - TY - CONF AN - 01055476 AU - Henderson, Steven AU - Gagnon, Sylvain AU - Belanger, Alexandre AU - Tabone, Ricardo AU - Collin, Charles AU - University of Iowa, Iowa City TI - Near Peripheral Motion Detection Threshold Predicts Detection Failure Accident Risk in Younger and Older Drivers SN - 9780874141580 PY - 2007 SP - pp 191-198 AB - Motion contrast thresholds for 0.4 cycle/degree drifting Gabor stimuli were assessed at 15-degrees eccentricity for 16 younger drivers (ages 24 to 42), and 15 older drivers (ages 65 to 84), using a temporal two-alternative forced choice staircase procedure. Two self-report questionnaires assessed detection failure accident risk—the Driver Perception Questionnaire (DPQ5), and an abridged Aging Driver Questionnaire (ADQ15). The UFOV® test battery was also administered. Mean peripheral motion contrast thresholds (PMCT) of younger and older participants were –39.3 dB and –33.8 dB, respectively. For younger drivers, the correlation between PMCT and DPQ5 scores was .62 (p<.01), and between DPQ5 and ADQ16 (new and validated self-report measures, respectively) was .59 (p<.01). For older drivers, correlation between PMCT and DPQ5 scores was .49 (p<.01), between DPQ5 and ADQ16 was .73 (p<.01), and between PMCT and age was .49 (p<.05). For drivers overall, correlation was .48 (p<.01) between PMCT and DPQ5 scores, .63 (p<.0001) between DPQ5 and ADQ16, and .69 (p<.0001) between PMCT and age. For drivers overall, correlation was .30 (p<.05) between UFOV1 and age, .67 (p<.0001) between UFOV2 and age, .56 (p<.001) between UFOV2 and PMCT, .80 (p<.0001) between UFOV3 and age, and .58 (p<.001) between UFOV3 and PMCT. Holding age constant, partial correlation of PMCT with DPQ5 was .55 (p<.001), and of PMCT with ADQ15 was .39 (p<.05). PMCT significantly predicted self-reported driving performance in a laboratory setting, and worsened significantly with age. PMCT assessment should be made practicable. Informing high-risk drivers may encourage appropriate risk reduction countermeasures. U1 - Driving Assessment 2007: 4th International Driving Symposium on Human Factors in Driver Assessment, Training, and Vehicle DesignHonda R & D Americas, IncorporatedToyota Motor Engineering & Manufacturing North America, IncorporatedFederal Motor Carrier Safety AdministrationUniversity of Iowa, Iowa City5DT, Inc.DriveSafety, Inc.HFES Surface Transportation Technical GroupLiberty Mutual Research Institute for Safety and HealthSeeing MachinesSmart Eye ABSystems Technology, IncorporatedTransportation Research BoardUniversity of Michigan Transportation Research InstituteUniversity of Minnesota, MinneapolisNational Highway Traffic Safety AdministrationVirginia Polytechnic Institute and State University, BlacksburgStevenson,Washington,United States StartDate:20070709 EndDate:20070712 Sponsors:Honda R & D Americas, Incorporated, Toyota Motor Engineering & Manufacturing North America, Incorporated, Federal Motor Carrier Safety Administration, University of Iowa, Iowa City, 5DT, Inc., DriveSafety, Inc., HFES Surface Transportation Technical Group, Liberty Mutual Research Institute for Safety and Health, Seeing Machines, Smart Eye AB, Systems Technology, Incorporated, Transportation Research Board, University of Michigan Transportation Research Institute, University of Minnesota, Minneapolis, National Highway Traffic Safety Administration, Virginia Polytechnic Institute and State University, Blacksburg KW - Adults KW - Age KW - Age groups KW - Aged drivers KW - Correlation analysis KW - Crash risk forecasting KW - Driving KW - High risk drivers KW - Highway safety KW - Human subject testing KW - Laboratories KW - Motion detection KW - Performance KW - Peripheral vision KW - Self reports KW - Tests KW - Thresholds KW - Traffic crashes KW - Traffic safety UR - https://trid.trb.org/view/814579 ER - TY - CONF AN - 01055475 AU - Bowers, Alex R AU - Mandel, Aaron J AU - Goldstein, Robert B AU - Peli, Eli AU - University of Iowa, Iowa City TI - Simulator-Based Driving with Hemianopia: Detection Performance and Compensatory Behaviors on Approach to Intersections SN - 9780874141580 PY - 2007 SP - pp 269-270 AB - In 22 states people with homonymous hemianopia (complete loss of the visual field on the same side in both eyes) are explicitly prohibited from driving, as they do not meet the minimum visual field requirements for driver licensing. However, there is little scientific evidence derived either from on-road or driving simulator studies about the safety of driving with hemianopia. If the eye and head were kept stationary, people with hemianopia would not detect anything on the side of the field loss. In the real world, however, they may be able to compensate for the loss by exploring the affected (blind) side using head- and eye-scanning. It has been reported that in Holland (where driving with hemianopia is permitted), driving examiners consider increased head-scanning (especially on approach to intersections) to be an effective compensation for peripheral visual field defects (Coeckelbergh et al., 2002). Whether increased head-scanning while driving results in better detection performance has never been quantitatively investigated. The authors conducted a simulator-based evaluation of driving with hemianopia to investigate detection performance and head movement behaviors on approach to intersections. U1 - Driving Assessment 2007: 4th International Driving Symposium on Human Factors in Driver Assessment, Training, and Vehicle DesignHonda R & D Americas, IncorporatedToyota Motor Engineering & Manufacturing North America, IncorporatedFederal Motor Carrier Safety AdministrationUniversity of Iowa, Iowa City5DT, Inc.DriveSafety, Inc.HFES Surface Transportation Technical GroupLiberty Mutual Research Institute for Safety and HealthSeeing MachinesSmart Eye ABSystems Technology, IncorporatedTransportation Research BoardUniversity of Michigan Transportation Research InstituteUniversity of Minnesota, MinneapolisNational Highway Traffic Safety AdministrationVirginia Polytechnic Institute and State University, BlacksburgStevenson,Washington,United States StartDate:20070709 EndDate:20070712 Sponsors:Honda R & D Americas, Incorporated, Toyota Motor Engineering & Manufacturing North America, Incorporated, Federal Motor Carrier Safety Administration, University of Iowa, Iowa City, 5DT, Inc., DriveSafety, Inc., HFES Surface Transportation Technical Group, Liberty Mutual Research Institute for Safety and Health, Seeing Machines, Smart Eye AB, Systems Technology, Incorporated, Transportation Research Board, University of Michigan Transportation Research Institute, University of Minnesota, Minneapolis, National Highway Traffic Safety Administration, Virginia Polytechnic Institute and State University, Blacksburg KW - Approach lanes KW - Compensatory behaviors KW - Driver licensing KW - Drivers KW - Driving simulators KW - Field of vision KW - Head movements KW - Hemianopia KW - Human subject testing KW - Intersections KW - Performance KW - Vision disorders KW - Visual detection KW - Visual perception KW - Visual scanning UR - https://trid.trb.org/view/814615 ER - TY - CONF AN - 01055474 AU - Cody, Delphine AU - Nowakowski, Christopher AU - Bougler, Benedicte AU - University of Iowa, Iowa City TI - Observation of Gap Acceptance During Intersection Approach SN - 9780874141580 PY - 2007 SP - pp 321-327 AB - This paper presents the results of a field test evaluating drivers’ decision making and gap acceptance for a left turn maneuver with opposite traffic; with a focus on the scenario where the turning vehicle is approaching the intersection. Twenty-three participants drove an instrumented vehicle ten times around an extended block turning left at four specific intersections. DGPS and radar data were combined to represent the trajectories of the turning vehicle and opposite traffic and to compute the gap between the turning vehicle and the lead vehicle of the on-coming traffic. The results cover the categorization of driver behavior based on the velocity profile while crossing the intersection. The velocity profile shows whether a driver stopped during the maneuver and the categories are defined based on where the driver stopped. The trajectories were then further sorted to account for the difference in speed profile or stopping location within one category. The characteristics of the accepted and rejected lags are presented and discussed, with an emphasis on turning drivers’ speed adaptation to the presence of an on-coming vehicle, and the presence of following traffic on a decision to stop. The conclusion of this study is that although valuable information was gathered during this field test, the data collection setup did not capture sufficiently the characteristic of the opposite traffic for a quantitative description of the effect of subsequent gaps on drivers’ decision to stop. Therefore, further data collection will be conducted on an instrumented intersection on a closed track. U1 - Driving Assessment 2007: 4th International Driving Symposium on Human Factors in Driver Assessment, Training, and Vehicle DesignHonda R & D Americas, IncorporatedToyota Motor Engineering & Manufacturing North America, IncorporatedFederal Motor Carrier Safety AdministrationUniversity of Iowa, Iowa City5DT, Inc.DriveSafety, Inc.HFES Surface Transportation Technical GroupLiberty Mutual Research Institute for Safety and HealthSeeing MachinesSmart Eye ABSystems Technology, IncorporatedTransportation Research BoardUniversity of Michigan Transportation Research InstituteUniversity of Minnesota, MinneapolisNational Highway Traffic Safety AdministrationVirginia Polytechnic Institute and State University, BlacksburgStevenson,Washington,United States StartDate:20070709 EndDate:20070712 Sponsors:Honda R & D Americas, Incorporated, Toyota Motor Engineering & Manufacturing North America, Incorporated, Federal Motor Carrier Safety Administration, University of Iowa, Iowa City, 5DT, Inc., DriveSafety, Inc., HFES Surface Transportation Technical Group, Liberty Mutual Research Institute for Safety and Health, Seeing Machines, Smart Eye AB, Systems Technology, Incorporated, Transportation Research Board, University of Michigan Transportation Research Institute, University of Minnesota, Minneapolis, National Highway Traffic Safety Administration, Virginia Polytechnic Institute and State University, Blacksburg KW - Approach lanes KW - Behavior KW - Car following KW - Decision making KW - Drivers KW - Driving KW - Field tests KW - Gap acceptance KW - Global Positioning System KW - Highway safety KW - Human subject testing KW - Instrumented vehicles KW - Intersections KW - Left turns KW - Opposing traffic KW - Speed KW - Speed adaptation KW - Stopping KW - Traffic safety KW - Velocity UR - https://trid.trb.org/view/814635 ER - TY - CONF AN - 01055473 AU - Garabet, Angela AU - Horrey, William J AU - Lesch, Mary F AU - University of Iowa, Iowa City TI - Does Exposure to Distraction in an Experimental Setting Impact Driver Perception of Cell Phone Ease of Use and Safety? SN - 9780874141580 PY - 2007 SP - pp 387-393 AB - The authors examined drivers’ perception of the ease and safety of cell phone use while driving before and after exposure to distraction in an experimental setting. During the study, each driver reflected on driving and task performance while engaged in conversation-like and arithmetic distraction tasks on a hands-free and hand-held cell phone. Hands-free phones were consistently rated easier to use and safer than hand-held cell phones by both age groups, despite equivalent decrements in driving performance. Younger drivers consistently rated cell phones to be easier to use and safer than did older drivers. After exposure to distraction, younger drivers’ perception of the ease of use declined relative to their initial ratings; however, there was no corresponding change in the ratings of safety. In contrast, older drivers’ perception of ease or safety did not change significantly post-exposure. A priori subjective ratings on various dimensions of driver skill and distraction were also examined with respect to age-related differences. U1 - Driving Assessment 2007: 4th International Driving Symposium on Human Factors in Driver Assessment, Training, and Vehicle DesignHonda R & D Americas, IncorporatedToyota Motor Engineering & Manufacturing North America, IncorporatedFederal Motor Carrier Safety AdministrationUniversity of Iowa, Iowa City5DT, Inc.DriveSafety, Inc.HFES Surface Transportation Technical GroupLiberty Mutual Research Institute for Safety and HealthSeeing MachinesSmart Eye ABSystems Technology, IncorporatedTransportation Research BoardUniversity of Michigan Transportation Research InstituteUniversity of Minnesota, MinneapolisNational Highway Traffic Safety AdministrationVirginia Polytechnic Institute and State University, BlacksburgStevenson,Washington,United States StartDate:20070709 EndDate:20070712 Sponsors:Honda R & D Americas, Incorporated, Toyota Motor Engineering & Manufacturing North America, Incorporated, Federal Motor Carrier Safety Administration, University of Iowa, Iowa City, 5DT, Inc., DriveSafety, Inc., HFES Surface Transportation Technical Group, Liberty Mutual Research Institute for Safety and Health, Seeing Machines, Smart Eye AB, Systems Technology, Incorporated, Transportation Research Board, University of Michigan Transportation Research Institute, University of Minnesota, Minneapolis, National Highway Traffic Safety Administration, Virginia Polytechnic Institute and State University, Blacksburg KW - Abilities KW - Age groups KW - Attitudes KW - Cellular telephones KW - Distraction KW - Drivers KW - Driving KW - Ease of use KW - Experiments KW - Handheld devices KW - Highway safety KW - Human subject testing KW - Performance KW - Ratings KW - Traffic safety UR - https://trid.trb.org/view/814688 ER - TY - CONF AN - 01055471 AU - Marmeleira, Jose F AU - Ferreira, Ines S AU - Godinho, Mario B AU - Fernandes, Orlando M AU - University of Iowa, Iowa City TI - Time-to-Arrival and Useful Field of View: Associations with Reported Driving Difficulties Among Older Adults SN - 9780874141580 PY - 2007 SP - pp 91-97 AB - The purpose of this study was to determine self-reported driving difficulties related to time-to-arrival (TTA) and/or useful field of view (UFOV), to identify associations between TTA and UFOV, and to compare the TTA estimated accuracy between different vehicle speed approaches. Thirty-eight male and female active drivers ages 61 to 81 years (70,2 ± 5,0 years) participated in this study. The UFOV® test was applied. TTA was studied with a removal paradigm, using two vehicle speeds (50 and 70km/h) for data collection. A driving habits questionnaire was administered, including items concerning driving difficulties. Results showed that lower performances in divided attention (subtest 2 of UFOV®) were significantly associated with reported difficulties in high-traffic intersections, trouble seeing the signs in time to respond to them, and problems judging the speed or distance of an approaching vehicle. Concerning TTA, greater response bias and/or greater response inconsistency were significantly associated with difficulties in overtaking other cars, difficulties seeing the signs in time to react to them, difficulties in the speed or distance perception of an oncoming vehicle. Low associations were found between UFOV and TTA measures. TTA estimated accuracy increased when the vehicle traveled at higher speeds. The authors concluded that both TTA and UFOV seem to be important measures to identify driving difficulties in older adults. The TTA could be relevant in measuring specific aspects of visual information processing in addition to other instruments like UFOV®. U1 - Driving Assessment 2007: 4th International Driving Symposium on Human Factors in Driver Assessment, Training, and Vehicle DesignHonda R & D Americas, IncorporatedToyota Motor Engineering & Manufacturing North America, IncorporatedFederal Motor Carrier Safety AdministrationUniversity of Iowa, Iowa City5DT, Inc.DriveSafety, Inc.HFES Surface Transportation Technical GroupLiberty Mutual Research Institute for Safety and HealthSeeing MachinesSmart Eye ABSystems Technology, IncorporatedTransportation Research BoardUniversity of Michigan Transportation Research InstituteUniversity of Minnesota, MinneapolisNational Highway Traffic Safety AdministrationVirginia Polytechnic Institute and State University, BlacksburgStevenson,Washington,United States StartDate:20070709 EndDate:20070712 Sponsors:Honda R & D Americas, Incorporated, Toyota Motor Engineering & Manufacturing North America, Incorporated, Federal Motor Carrier Safety Administration, University of Iowa, Iowa City, 5DT, Inc., DriveSafety, Inc., HFES Surface Transportation Technical Group, Liberty Mutual Research Institute for Safety and Health, Seeing Machines, Smart Eye AB, Systems Technology, Incorporated, Transportation Research Board, University of Michigan Transportation Research Institute, University of Minnesota, Minneapolis, National Highway Traffic Safety Administration, Virginia Polytechnic Institute and State University, Blacksburg KW - Aged drivers KW - Attention KW - Distance KW - Driving KW - Driving habits KW - Field of view KW - Human information processing KW - Judgment (Human characteristics) KW - Passing KW - Performance KW - Problems KW - Questionnaires KW - Speed KW - Time to arrival KW - Traffic signs KW - Visual information UR - https://trid.trb.org/view/814489 ER - TY - CONF AN - 01055470 AU - Baldwin, Carryl L AU - Reagan, Ian AU - Lawrence, Jeffrey H AU - Turner, T Robert AU - University of Iowa, Iowa City TI - Auditory In-Vehicle Technologies to Support Older Drivers SN - 9780874141580 PY - 2007 SP - pp 371-372 AB - Population aging, in combination with improved health care and more active lifestyles well into advanced age, have resulted in an increased number of older adults driving more miles than ever before. Unfortunately, these older drivers are over-represented in motor vehicle crashes and crash-related fatalities. Rather than the risk-tasking behaviors observed in young drivers, the collisions of older drivers frequently involve perceptual-cognitive errors. Advanced in-vehicle technologies have the potential to function as sensory-cognitive aids and may offset the negative impact of age-related changes in sensory and cognitive abilities. Collision Avoidance Systems (CASs) function as sensory aids to augment hazard detection capabilities, and therefore may be of particular benefit to older drivers. Navigation aids can offset the working memory requirements of wayfinding, and auditory guidance directions may reduce the visual demands of searching for street signs and reading maps. However, these advanced systems also have the potential to increase the information processing demands of the driving task or distract drivers, particularly if they are not designed in accordance with the sensory and perceptual capabilities of older adults. A series of experiments aimed at examining the impact of sensory-cognitive characteristics of auditory navigational aids on driver wayfinding, performance on a visual peripheral detection task, and neurophysiological, behavioral and subjective indices of driver mental workload and performance were conducted. U1 - Driving Assessment 2007: 4th International Driving Symposium on Human Factors in Driver Assessment, Training, and Vehicle DesignHonda R & D Americas, IncorporatedToyota Motor Engineering & Manufacturing North America, IncorporatedFederal Motor Carrier Safety AdministrationUniversity of Iowa, Iowa City5DT, Inc.DriveSafety, Inc.HFES Surface Transportation Technical GroupLiberty Mutual Research Institute for Safety and HealthSeeing MachinesSmart Eye ABSystems Technology, IncorporatedTransportation Research BoardUniversity of Michigan Transportation Research InstituteUniversity of Minnesota, MinneapolisNational Highway Traffic Safety AdministrationVirginia Polytechnic Institute and State University, BlacksburgStevenson,Washington,United States StartDate:20070709 EndDate:20070712 Sponsors:Honda R & D Americas, Incorporated, Toyota Motor Engineering & Manufacturing North America, Incorporated, Federal Motor Carrier Safety Administration, University of Iowa, Iowa City, 5DT, Inc., DriveSafety, Inc., HFES Surface Transportation Technical Group, Liberty Mutual Research Institute for Safety and Health, Seeing Machines, Smart Eye AB, Systems Technology, Incorporated, Transportation Research Board, University of Michigan Transportation Research Institute, University of Minnesota, Minneapolis, National Highway Traffic Safety Administration, Virginia Polytechnic Institute and State University, Blacksburg KW - Aged drivers KW - Attention KW - Auditory systems KW - Automobile navigation systems KW - Behavior KW - Cognition KW - Crash avoidance systems KW - Crash causes KW - Distraction KW - Driver errors KW - Fatalities KW - Highway safety KW - Human information processing KW - Mental workload KW - Motor vehicle navigational aids KW - Neurophysiology KW - Perception KW - Performance KW - Peripheral detection task KW - Peripheral vision KW - Technology KW - Traffic crashes KW - Traffic safety KW - Wayfinding UR - https://trid.trb.org/view/814681 ER - TY - CONF AN - 01055469 AU - Boer, Erwin R AU - Caro, Stephane AU - Cavallo, Viola AU - University of Iowa, Iowa City TI - A Cybernetic Perspective on Car Following in Fog SN - 9780874141580 PY - 2007 SP - 452-458 AB - Drivers often drive at a closer time headway (THW) in fog than in clear weather conditions for similar speed ranges (White & Jeffery, 1980). Closer following is generally considered more dangerous. The hypothesis pursued in this paper is that drivers experience a perceptual-motor benefit from driving closer in fog that results in greater (or equivalent) safety and reduced driving demand. A computational car following model with an experimentally constructed perceptual module is introduced and used to demonstrate that under some conditions, closer following in fog is indeed beneficial because it effectively reduces drivers’ perceptual delay by a sufficient amount to improve controllability of the gap so much that the variability in THW reduces more than (or as much as) the adopted decrease in target THW. U1 - Driving Assessment 2007: 4th International Driving Symposium on Human Factors in Driver Assessment, Training, and Vehicle DesignHonda R & D Americas, IncorporatedToyota Motor Engineering & Manufacturing North America, IncorporatedFederal Motor Carrier Safety AdministrationUniversity of Iowa, Iowa City5DT, Inc.DriveSafety, Inc.HFES Surface Transportation Technical GroupLiberty Mutual Research Institute for Safety and HealthSeeing MachinesSmart Eye ABSystems Technology, IncorporatedTransportation Research BoardUniversity of Michigan Transportation Research InstituteUniversity of Minnesota, MinneapolisNational Highway Traffic Safety AdministrationVirginia Polytechnic Institute and State University, BlacksburgStevenson,Washington,United States StartDate:20070709 EndDate:20070712 Sponsors:Honda R & D Americas, Incorporated, Toyota Motor Engineering & Manufacturing North America, Incorporated, Federal Motor Carrier Safety Administration, University of Iowa, Iowa City, 5DT, Inc., DriveSafety, Inc., HFES Surface Transportation Technical Group, Liberty Mutual Research Institute for Safety and Health, Seeing Machines, Smart Eye AB, Systems Technology, Incorporated, Transportation Research Board, University of Michigan Transportation Research Institute, University of Minnesota, Minneapolis, National Highway Traffic Safety Administration, Virginia Polytechnic Institute and State University, Blacksburg KW - Car following KW - Cybernetics KW - Drivers KW - Driving KW - Fog KW - Gaps KW - Headways KW - Highway safety KW - Perception KW - Speed KW - Time UR - https://trid.trb.org/view/814819 ER - TY - CONF AN - 01055468 AU - Senserrick, Teresa M AU - Brown, Timothy AU - Marshall, Dawn AU - Quistberg, D Alex AU - Dow, Ben AU - Winston, Flaura K AU - University of Iowa, Iowa City TI - Risky Driving by Recently Licensed Teens: Self-Reports and Simulated Performance SN - 9780874141580 PY - 2007 SP - pp 541-548 AB - U.S. teens are overrepresented in motor vehicle crashes, with the majority due to driver error; however, causal pathways remain to be elucidated. This research aimed to identify driving performance factors that might underlie newly-licensed male teens’ risk. Surveys were conducted with 21 16-year-olds at the time of intermediate licensure. During the second month of licensure they completed drives in a high-fidelity simulator. Simulator scenarios allowed assessment of responses to yellow traffic lights changing to red and to a visual search task, for which previous data on older age groups of drivers were available. All teens had an A or B grade point average, previously found to be associated with lower crash and citation risk. Nonetheless, 71% reported risky driving in terms of prior unlicensed, unsupervised driving. In the simulator, 46% went through an intersection as the light turned red, compared to 33% of adults. In the visual search task, teens had shorter mean perception-reaction times and identified more targets than adults and older drivers, but similar to young drivers. Therefore, even teens with good grades, perceived to be less risky, were willing to take driving risks. Their driving performance suggests there may be subtle differences in the way recently-licensed teens drive that might predispose them to crashes. Further research of this nature can increase understanding of such differences and inform the development of more targeted intervention. U1 - Driving Assessment 2007: 4th International Driving Symposium on Human Factors in Driver Assessment, Training, and Vehicle DesignHonda R & D Americas, IncorporatedToyota Motor Engineering & Manufacturing North America, IncorporatedFederal Motor Carrier Safety AdministrationUniversity of Iowa, Iowa City5DT, Inc.DriveSafety, Inc.HFES Surface Transportation Technical GroupLiberty Mutual Research Institute for Safety and HealthSeeing MachinesSmart Eye ABSystems Technology, IncorporatedTransportation Research BoardUniversity of Michigan Transportation Research InstituteUniversity of Minnesota, MinneapolisNational Highway Traffic Safety AdministrationVirginia Polytechnic Institute and State University, BlacksburgStevenson,Washington,United States StartDate:20070709 EndDate:20070712 Sponsors:Honda R & D Americas, Incorporated, Toyota Motor Engineering & Manufacturing North America, Incorporated, Federal Motor Carrier Safety Administration, University of Iowa, Iowa City, 5DT, Inc., DriveSafety, Inc., HFES Surface Transportation Technical Group, Liberty Mutual Research Institute for Safety and Health, Seeing Machines, Smart Eye AB, Systems Technology, Incorporated, Transportation Research Board, University of Michigan Transportation Research Institute, University of Minnesota, Minneapolis, National Highway Traffic Safety Administration, Virginia Polytechnic Institute and State University, Blacksburg KW - Adolescents KW - Crash causes KW - Crash risk forecasting KW - Driver errors KW - Driving KW - Driving simulators KW - Grade point average KW - High risk drivers KW - Highway safety KW - Human subject testing KW - Males KW - Performance KW - Reaction time KW - Recently qualified drivers KW - Red interval (Traffic signal cycle) KW - Risk analysis KW - Risk taking KW - Self reports KW - Teenage drivers KW - Traffic crashes KW - Traffic safety KW - United States KW - Visual search KW - Yellow interval (Traffic signal cycle) UR - https://trid.trb.org/view/814850 ER - TY - CONF AN - 01055467 AU - Green, Paul AU - University of Iowa, Iowa City TI - Why Driving Performance Measures Are Sometimes Not Accurate (and Methods to Check Accuracy) SN - 9780874141580 PY - 2007 SP - pp 394-400 AB - This paper identifies common sources of inconsistency and error in measurements of driving performance and describes methods to determine the size of these errors. Major sources of inconsistency and error discussed include (1) the lack of zeroing procedures (which affects measurements of steering wheel angle), (2) unknown input and output mapping (which affects measurements of throttle position), (3) the failure to control critical factors such as tire pressure, traffic, and wind (which affects measurements of speed), (4) uncertainty about where the lane boundary actually is (which affect measurements of lane position and counts of lane departures), and (5) the failure to define or use consistent definitions for measures such as headway/gap, time to line crossing, and time to collision. The lack of or inconsistency of definitions can lead to multiple interpretations of what could have been measured, and differences between interpretations are of practical significance. The types and magnitude of these inconsistencies and errors vary with the measurement platform, complicating the comparison of driving studies and interfering with building a body of knowledge of driving. By making the driving research community aware of these problems, they can be identified, assessed, and minimized in the future, and published research can be read with a more critical eye. U1 - Driving Assessment 2007: 4th International Driving Symposium on Human Factors in Driver Assessment, Training, and Vehicle DesignHonda R & D Americas, IncorporatedToyota Motor Engineering & Manufacturing North America, IncorporatedFederal Motor Carrier Safety AdministrationUniversity of Iowa, Iowa City5DT, Inc.DriveSafety, Inc.HFES Surface Transportation Technical GroupLiberty Mutual Research Institute for Safety and HealthSeeing MachinesSmart Eye ABSystems Technology, IncorporatedTransportation Research BoardUniversity of Michigan Transportation Research InstituteUniversity of Minnesota, MinneapolisNational Highway Traffic Safety AdministrationVirginia Polytechnic Institute and State University, BlacksburgStevenson,Washington,United States StartDate:20070709 EndDate:20070712 Sponsors:Honda R & D Americas, Incorporated, Toyota Motor Engineering & Manufacturing North America, Incorporated, Federal Motor Carrier Safety Administration, University of Iowa, Iowa City, 5DT, Inc., DriveSafety, Inc., HFES Surface Transportation Technical Group, Liberty Mutual Research Institute for Safety and Health, Seeing Machines, Smart Eye AB, Systems Technology, Incorporated, Transportation Research Board, University of Michigan Transportation Research Institute, University of Minnesota, Minneapolis, National Highway Traffic Safety Administration, Virginia Polytechnic Institute and State University, Blacksburg KW - Accuracy KW - Driving KW - Error analysis KW - Errors KW - Highway safety KW - Interpretation KW - Lane lines KW - Measurement KW - Performance KW - Research KW - Steering wheels KW - Throttles UR - https://trid.trb.org/view/814705 ER - TY - CONF AN - 01055466 AU - Monk, Christopher A AU - Kidd, David G AU - University of Iowa, Iowa City TI - R We Fooling Ourselves: Does the Occlusion Technique Shortchange R Estimates? SN - 9780874141580 PY - 2007 SP - pp 2-8 AB - The occlusion technique was originally used to evaluate the cognitive demands of the roadway. Recently, the occlusion technique has been used as a cost-effective tool for assessing the visual demand of in-vehicle devices. Occlusions simulate glances from an in-vehicle device to the roadway by interrupting visual sampling. However, occluding the in-vehicle device does not impose any additional cognitive demand on the participant like true glances back to the roadway. The purpose of this study was to compare standard no-task occlusions with occlusions requiring participants to perform a visual-motor tracking task. Results suggest that overestimates of resumability may result by not including a task during occlusions. Furthermore, estimations of visual demand based on individual post-occlusion resumption times may provide a more precise measure of transition costs and resumability than measures based on Total Shutter Open Time. U1 - Driving Assessment 2007: 4th International Driving Symposium on Human Factors in Driver Assessment, Training, and Vehicle DesignHonda R & D Americas, IncorporatedToyota Motor Engineering & Manufacturing North America, IncorporatedFederal Motor Carrier Safety AdministrationUniversity of Iowa, Iowa City5DT, Inc.DriveSafety, Inc.HFES Surface Transportation Technical GroupLiberty Mutual Research Institute for Safety and HealthSeeing MachinesSmart Eye ABSystems Technology, IncorporatedTransportation Research BoardUniversity of Michigan Transportation Research InstituteUniversity of Minnesota, MinneapolisNational Highway Traffic Safety AdministrationVirginia Polytechnic Institute and State University, BlacksburgStevenson,Washington,United States StartDate:20070709 EndDate:20070712 Sponsors:Honda R & D Americas, Incorporated, Toyota Motor Engineering & Manufacturing North America, Incorporated, Federal Motor Carrier Safety Administration, University of Iowa, Iowa City, 5DT, Inc., DriveSafety, Inc., HFES Surface Transportation Technical Group, Liberty Mutual Research Institute for Safety and Health, Seeing Machines, Smart Eye AB, Systems Technology, Incorporated, Transportation Research Board, University of Michigan Transportation Research Institute, University of Minnesota, Minneapolis, National Highway Traffic Safety Administration, Virginia Polytechnic Institute and State University, Blacksburg KW - Cognition KW - Cognitive demand KW - Drivers KW - In vehicle devices KW - Resumability KW - Simulation KW - Visual attention KW - Visual demand KW - Visual motor tasks KW - Visual occlusion KW - Workload UR - https://trid.trb.org/view/814436 ER - TY - CONF AN - 01055465 AU - Belanger, Alexandre AU - Yamin, Stephanie AU - Cyr, Andree-Ann AU - Gagnon, Sylvain AU - Hing, Malcolm Man-Soon AU - Marshall, Shawn AU - University of Iowa, Iowa City TI - Crashing Under Pressure: An Examination of Older Driver’s Reactions to Simulated Challenging Road Events SN - 9780874141580 PY - 2007 SP - pp 438-445 AB - The driving reactions of 20 older and 20 young adults to two surprising events with varying levels of complexity was examined. Cognitive measures of workload, divided attention and reaction time were also collected. The results revealed that older adults experienced more difficulties when confronted with a surprising event that was more complex and required a rapid reaction. Crash risk was found to be associated with self-reported cognitive workload and divided attention (UFOV) results. The obtained results are in line with current cognitive models of the aging driver. U1 - Driving Assessment 2007: 4th International Driving Symposium on Human Factors in Driver Assessment, Training, and Vehicle DesignHonda R & D Americas, IncorporatedToyota Motor Engineering & Manufacturing North America, IncorporatedFederal Motor Carrier Safety AdministrationUniversity of Iowa, Iowa City5DT, Inc.DriveSafety, Inc.HFES Surface Transportation Technical GroupLiberty Mutual Research Institute for Safety and HealthSeeing MachinesSmart Eye ABSystems Technology, IncorporatedTransportation Research BoardUniversity of Michigan Transportation Research InstituteUniversity of Minnesota, MinneapolisNational Highway Traffic Safety AdministrationVirginia Polytechnic Institute and State University, BlacksburgStevenson,Washington,United States StartDate:20070709 EndDate:20070712 Sponsors:Honda R & D Americas, Incorporated, Toyota Motor Engineering & Manufacturing North America, Incorporated, Federal Motor Carrier Safety Administration, University of Iowa, Iowa City, 5DT, Inc., DriveSafety, Inc., HFES Surface Transportation Technical Group, Liberty Mutual Research Institute for Safety and Health, Seeing Machines, Smart Eye AB, Systems Technology, Incorporated, Transportation Research Board, University of Michigan Transportation Research Institute, University of Minnesota, Minneapolis, National Highway Traffic Safety Administration, Virginia Polytechnic Institute and State University, Blacksburg KW - Aged drivers KW - Aging (Biology) KW - Cognition KW - Complexity KW - Crash risk forecasting KW - Divided attention KW - Driver workload KW - Driving simulators KW - Field of view KW - Highway safety KW - Human subject testing KW - Reaction time KW - Surprise events KW - Traffic crashes KW - Traffic safety UR - https://trid.trb.org/view/814731 ER - TY - CONF AN - 01055464 AU - Gray, Rob AU - University of Iowa, Iowa City TI - Predicting the Effects of Disability Glare on Driving Performance SN - 9780874141580 PY - 2007 SP - pp 46-53 AB - A driving simulator was used to investigate the effects of simulated glare from the sun on the execution of left-turns at an intersection. The presence of glare resulted in a significant reduction in the safety margin used by drivers (by 0.65 sec on average). The effect of glare was larger for low-contrast than for high-contrast oncoming vehicles. Older drivers (45-60 years) had a significantly greater reduction in safety margin compared to younger drivers (19-29 years), however, there was large inter-driver variability in both age groups. Older drivers adopted a larger safety margin in non-glare conditions with the result that the net effect of glare on driving safety was the same for both age groups. It is proposed that the reduction in retinal image contrast caused by glare caused drivers to overestimate the time to collision with oncoming cars. U1 - Driving Assessment 2007: 4th International Driving Symposium on Human Factors in Driver Assessment, Training, and Vehicle DesignHonda R & D Americas, IncorporatedToyota Motor Engineering & Manufacturing North America, IncorporatedFederal Motor Carrier Safety AdministrationUniversity of Iowa, Iowa City5DT, Inc.DriveSafety, Inc.HFES Surface Transportation Technical GroupLiberty Mutual Research Institute for Safety and HealthSeeing MachinesSmart Eye ABSystems Technology, IncorporatedTransportation Research BoardUniversity of Michigan Transportation Research InstituteUniversity of Minnesota, MinneapolisNational Highway Traffic Safety AdministrationVirginia Polytechnic Institute and State University, BlacksburgStevenson,Washington,United States StartDate:20070709 EndDate:20070712 Sponsors:Honda R & D Americas, Incorporated, Toyota Motor Engineering & Manufacturing North America, Incorporated, Federal Motor Carrier Safety Administration, University of Iowa, Iowa City, 5DT, Inc., DriveSafety, Inc., HFES Surface Transportation Technical Group, Liberty Mutual Research Institute for Safety and Health, Seeing Machines, Smart Eye AB, Systems Technology, Incorporated, Transportation Research Board, University of Michigan Transportation Research Institute, University of Minnesota, Minneapolis, National Highway Traffic Safety Administration, Virginia Polytechnic Institute and State University, Blacksburg KW - Age KW - Contrast KW - Disability glare KW - Drivers KW - Driving KW - Driving simulators KW - Glare KW - Highway safety KW - Human subject testing KW - Intersections KW - Left turns KW - Oncoming vehicles KW - Performance UR - https://trid.trb.org/view/814462 ER - TY - CONF AN - 01055463 AU - Scott, Jeffrey J AU - Gray, Rob AU - University of Iowa, Iowa City TI - Comparison of Driver Brake Reaction Times to Multimodal Rear-end Collision Warnings SN - 9780874141580 PY - 2007 SP - pp 285-291 AB - This study examined the effectiveness of rear-end collision warnings presented in different sensory modalities as a function of warning timing in a driving simulator. Drivers experienced four warning conditions: no warning, visual, auditory, and tactile. The warnings activated when the time-to-collision (TTC) reached a critical value of 3.0 or 5.0 s TTC. Driver reaction time (RT) was captured from the time the driver crossed the warning activation threshold to brake initiation. Mean driver RT data showed that the tactile warning significantly outperformed the visual warning, providing support for tactile displays as effective rear-end collision warnings. U1 - Driving Assessment 2007: 4th International Driving Symposium on Human Factors in Driver Assessment, Training, and Vehicle DesignHonda R & D Americas, IncorporatedToyota Motor Engineering & Manufacturing North America, IncorporatedFederal Motor Carrier Safety AdministrationUniversity of Iowa, Iowa City5DT, Inc.DriveSafety, Inc.HFES Surface Transportation Technical GroupLiberty Mutual Research Institute for Safety and HealthSeeing MachinesSmart Eye ABSystems Technology, IncorporatedTransportation Research BoardUniversity of Michigan Transportation Research InstituteUniversity of Minnesota, MinneapolisNational Highway Traffic Safety AdministrationVirginia Polytechnic Institute and State University, BlacksburgStevenson,Washington,United States StartDate:20070709 EndDate:20070712 Sponsors:Honda R & D Americas, Incorporated, Toyota Motor Engineering & Manufacturing North America, Incorporated, Federal Motor Carrier Safety Administration, University of Iowa, Iowa City, 5DT, Inc., DriveSafety, Inc., HFES Surface Transportation Technical Group, Liberty Mutual Research Institute for Safety and Health, Seeing Machines, Smart Eye AB, Systems Technology, Incorporated, Transportation Research Board, University of Michigan Transportation Research Institute, University of Minnesota, Minneapolis, National Highway Traffic Safety Administration, Virginia Polytechnic Institute and State University, Blacksburg KW - Audible warning devices KW - Braking KW - Crash avoidance systems KW - Drivers KW - Highway safety KW - Reaction time KW - Rear end crashes KW - Tactile warning devices KW - Traffic safety KW - Visual warnings KW - Warning signals UR - https://trid.trb.org/view/814622 ER - TY - CONF AN - 01055462 AU - Lee, Yi-Ching AU - Lee, John D AU - Boyle, Linda Ng AU - University of Iowa, Iowa City TI - The Effect of Voice Interactions on Drivers’ Guidance of Attention SN - 9780874141580 PY - 2007 SP - pp 61-67 AB - The objective of the current study was to assess the effect of voice interactions with an in-vehicle system on drivers’ guidance of attention. The authors' approach was to examine the effect of voice interactions on endogenous control of attention using a modified Posner cue-target paradigm. Consistent with the bottleneck hypothesis, dual-task slowing was observed when drivers responded to an auditory task and to a pedestrian detection task concurrently. This interference contributed to disrupted attention allocation, especially when drivers could not rely on their endogenous control of attention. U1 - Driving Assessment 2007: 4th International Driving Symposium on Human Factors in Driver Assessment, Training, and Vehicle DesignHonda R & D Americas, IncorporatedToyota Motor Engineering & Manufacturing North America, IncorporatedFederal Motor Carrier Safety AdministrationUniversity of Iowa, Iowa City5DT, Inc.DriveSafety, Inc.HFES Surface Transportation Technical GroupLiberty Mutual Research Institute for Safety and HealthSeeing MachinesSmart Eye ABSystems Technology, IncorporatedTransportation Research BoardUniversity of Michigan Transportation Research InstituteUniversity of Minnesota, MinneapolisNational Highway Traffic Safety AdministrationVirginia Polytechnic Institute and State University, BlacksburgStevenson,Washington,United States StartDate:20070709 EndDate:20070712 Sponsors:Honda R & D Americas, Incorporated, Toyota Motor Engineering & Manufacturing North America, Incorporated, Federal Motor Carrier Safety Administration, University of Iowa, Iowa City, 5DT, Inc., DriveSafety, Inc., HFES Surface Transportation Technical Group, Liberty Mutual Research Institute for Safety and Health, Seeing Machines, Smart Eye AB, Systems Technology, Incorporated, Transportation Research Board, University of Michigan Transportation Research Institute, University of Minnesota, Minneapolis, National Highway Traffic Safety Administration, Virginia Polytechnic Institute and State University, Blacksburg KW - Attention KW - Distraction KW - Driver information systems KW - Drivers KW - Endogenous variables KW - Highway safety KW - Voice communication UR - https://trid.trb.org/view/814469 ER - TY - CONF AN - 01055460 AU - Tregear, Stephen J AU - Rizzo, Matthew AU - Tiller, Marie AU - Schoelles, Karen AU - Hegmann, Kurt T AU - Greenberg, Michael I AU - Phillips, Barbara AU - Anderson, Gunnar AU - University of Iowa, Iowa City TI - Diabetes and Motor Vehicle Crashes: A Systematic Evidence-Based Review and Meta-Analysis SN - 9780874141580 PY - 2007 SP - pp 343-350 AB - The primary objective of this systematic review was to address the question, “Are drivers with diabetes mellitus at greater risk for a motor vehicle crash than comparable drivers without the disease?” and secondarily, to address the question, “Are insulin-treated diabetics at higher risk for crash?” The authors' searches identified 16 articles that addressed these questions. An assessment of study quality of the included studies found them to be in the low-to-moderate range. While attempts were made to control for differences in the characteristics of individuals that may confound the relationship between diabetes and crash risk in all included studies, most failed to control for exposure. A random-effects meta-analysis found that individuals with diabetes have a 19% increased risk for a motor vehicle crash when compared to similar individuals without diabetes. The authors found no compelling evidence to suggest that insulin-treated individuals are at higher risk for motor vehicle crash than individuals with diabetes not being treated with insulin. The authors discuss the implications of these findings. U1 - Driving Assessment 2007: 4th International Driving Symposium on Human Factors in Driver Assessment, Training, and Vehicle DesignHonda R & D Americas, IncorporatedToyota Motor Engineering & Manufacturing North America, IncorporatedFederal Motor Carrier Safety AdministrationUniversity of Iowa, Iowa City5DT, Inc.DriveSafety, Inc.HFES Surface Transportation Technical GroupLiberty Mutual Research Institute for Safety and HealthSeeing MachinesSmart Eye ABSystems Technology, IncorporatedTransportation Research BoardUniversity of Michigan Transportation Research InstituteUniversity of Minnesota, MinneapolisNational Highway Traffic Safety AdministrationVirginia Polytechnic Institute and State University, BlacksburgStevenson,Washington,United States StartDate:20070709 EndDate:20070712 Sponsors:Honda R & D Americas, Incorporated, Toyota Motor Engineering & Manufacturing North America, Incorporated, Federal Motor Carrier Safety Administration, University of Iowa, Iowa City, 5DT, Inc., DriveSafety, Inc., HFES Surface Transportation Technical Group, Liberty Mutual Research Institute for Safety and Health, Seeing Machines, Smart Eye AB, Systems Technology, Incorporated, Transportation Research Board, University of Michigan Transportation Research Institute, University of Minnesota, Minneapolis, National Highway Traffic Safety Administration, Virginia Polytechnic Institute and State University, Blacksburg KW - Crash risk forecasting KW - Diabetes KW - Highway safety KW - Literature reviews KW - Meta-analysis KW - Risk analysis KW - Traffic crashes KW - Traffic safety UR - https://trid.trb.org/view/814641 ER - TY - CONF AN - 01055459 AU - Sumer, Nebi AU - Unal, Ayca Berfu AU - Birdal, Ahmet AU - Cınar, Pınar AU - Cevikoglu, Sema AU - University of Iowa, Iowa City TI - Comparison of Self-Reported and Computer-Based Hazard Perception Skills Among Novice and Experienced Drivers SN - 9780874141580 PY - 2007 SP - pp 160-166 AB - Hazard perception (HP) ability of novice drivers has been studied mainly by using computer-based implicit measures, such as simulators or video clips. In this study, the authors tried to replicate and extend Farrand and McKenna’s (2001) study that compared computer-based HP testing with self-assessment. The authors measured HP latencies of experienced and novice drivers by using video clips reflecting actual traffic scenes and their domain-specific self-assessment. Participants (43 novice and 65 experienced drivers) were administered the computer-based Turkish Hazard Perception Test and a brief self-reported HP scale. Results indicated that experienced drivers had significantly shorter reaction time than novice drivers on computer-based video clips with a small effect size, but they reported much better HP skill on paper and pencil test with a strong effect size. Although the computer-based test scores were not correlated with self-reported HP for the novice driver group, they were negatively and significantly correlated for the experienced driver group, suggesting that experienced drivers develop a stronger overconfidence effect in their driving and hazard perception skills than novices. U1 - Driving Assessment 2007: 4th International Driving Symposium on Human Factors in Driver Assessment, Training, and Vehicle DesignHonda R & D Americas, IncorporatedToyota Motor Engineering & Manufacturing North America, IncorporatedFederal Motor Carrier Safety AdministrationUniversity of Iowa, Iowa City5DT, Inc.DriveSafety, Inc.HFES Surface Transportation Technical GroupLiberty Mutual Research Institute for Safety and HealthSeeing MachinesSmart Eye ABSystems Technology, IncorporatedTransportation Research BoardUniversity of Michigan Transportation Research InstituteUniversity of Minnesota, MinneapolisNational Highway Traffic Safety AdministrationVirginia Polytechnic Institute and State University, BlacksburgStevenson,Washington,United States StartDate:20070709 EndDate:20070712 Sponsors:Honda R & D Americas, Incorporated, Toyota Motor Engineering & Manufacturing North America, Incorporated, Federal Motor Carrier Safety Administration, University of Iowa, Iowa City, 5DT, Inc., DriveSafety, Inc., HFES Surface Transportation Technical Group, Liberty Mutual Research Institute for Safety and Health, Seeing Machines, Smart Eye AB, Systems Technology, Incorporated, Transportation Research Board, University of Michigan Transportation Research Institute, University of Minnesota, Minneapolis, National Highway Traffic Safety Administration, Virginia Polytechnic Institute and State University, Blacksburg KW - Driver experience KW - Driving simulators KW - Hazards KW - Highway safety KW - Highway traffic KW - Human subject testing KW - Latency KW - Overconfidence KW - Perception KW - Reaction time KW - Recently qualified drivers KW - Self assessments KW - Self reports KW - Turkey KW - Videotapes UR - https://trid.trb.org/view/814531 ER - TY - CONF AN - 01055458 AU - Martens, Marieke H AU - University of Iowa, Iowa City TI - The Danger of Incorrect Expectations In Driving: The Failure to Respond SN - 9780874141580 PY - 2007 SP - pp 314-320 AB - This paper addresses Inattentional Blindness or look-but-fail-to-see in driving. How it is possible that visual information, highly relevant for driving is not perceived or responded to. The author's main focus was on driver expectations. Different experimental studies were performed. In the conducted studies, the author had drivers perform a driving task in which they had to drive a specific road numerous times. This way they were able to control driver expectations with a specific road environment. After some drives the author made some crucial changes to the road environment (e.g., change in priority, change in No-Entry road). Behavioural responses (speed, deceleration) were measured to these changes, as well as eye movements (glance duration) and awareness of the changes. All participants were experienced drivers, and over all studies, 250 drivers participated. There was a relation between driver expectations and the failure to respond. Glance duration to traffic signs was found to decrease with a driver becoming more and more familiar with a specific road. Visually selecting the information seems to be an important condition for enabling a response, but it is certainly not enough. There are various cases where expectations were so strong that drivers looked at the information but did not respond. There seems to be a high correlation between glance duration and responding, as well as between the type of change and responding. In-vehicle equipment warning the driver for these types of situations is highly effective. An elaborated task performance model is presented. U1 - Driving Assessment 2007: 4th International Driving Symposium on Human Factors in Driver Assessment, Training, and Vehicle DesignHonda R & D Americas, IncorporatedToyota Motor Engineering & Manufacturing North America, IncorporatedFederal Motor Carrier Safety AdministrationUniversity of Iowa, Iowa City5DT, Inc.DriveSafety, Inc.HFES Surface Transportation Technical GroupLiberty Mutual Research Institute for Safety and HealthSeeing MachinesSmart Eye ABSystems Technology, IncorporatedTransportation Research BoardUniversity of Michigan Transportation Research InstituteUniversity of Minnesota, MinneapolisNational Highway Traffic Safety AdministrationVirginia Polytechnic Institute and State University, BlacksburgStevenson,Washington,United States StartDate:20070709 EndDate:20070712 Sponsors:Honda R & D Americas, Incorporated, Toyota Motor Engineering & Manufacturing North America, Incorporated, Federal Motor Carrier Safety Administration, University of Iowa, Iowa City, 5DT, Inc., DriveSafety, Inc., HFES Surface Transportation Technical Group, Liberty Mutual Research Institute for Safety and Health, Seeing Machines, Smart Eye AB, Systems Technology, Incorporated, Transportation Research Board, University of Michigan Transportation Research Institute, University of Minnesota, Minneapolis, National Highway Traffic Safety Administration, Virginia Polytechnic Institute and State University, Blacksburg KW - Attention KW - Attitudes KW - Distraction KW - Drivers KW - Driving KW - Expectations KW - Glance duration KW - Hazards KW - Highway safety KW - Human information processing KW - Reaction time KW - Visual information UR - https://trid.trb.org/view/814633 ER - TY - RPRT AN - 01386282 AU - Lococo, K H AU - Staplin, L AU - United States. National Highway Traffic Safety Administration (NHTSA). Office of Research and Traffic Records TI - Polypharmacy and older drivers: identifying strategies to study drug usage and driving function among older drivers PY - 2006/12 IS - 810 681 SP - 81p AB - The goal of this project was to determine if there are practical means to obtain information about drug usage by older drivers under everyday, "real world" conditions that are valid and reliable, and to measure the consequences of multiple drug use for safe driving. Further goals were to identify candidate methodologies for carrying out such studies that are both cost-effective and likely to be successful in obtaining a diverse and representative sample of older drivers. These objectives were accomplished through the following tasks: a literature review; a brainstorming session including professionals with expertise in polypharmacy and driving performance measurement; and focus groups with older drivers. KW - Aged driver KW - Aged drivers KW - Cost effectiveness KW - Cost effectiveness KW - Data collection KW - Data collection KW - Driver performance KW - Driver performance KW - Drug driving KW - Drugged drivers KW - Highway safety KW - Medication KW - Medication KW - Methodology KW - Methodology KW - Road safety KW - Road safety (human factors) KW - Usa UR - http://www.nhtsa.dot.gov/people/injury/olddrive/polypharmacy/index.html UR - https://trid.trb.org/view/1154043 ER - TY - RPRT AN - 01386220 AU - United States. National Highway Traffic Safety Administration (NHTSA) TI - Traffic crashes take their toll on America's rural roads: the need to establish rural safety belt programs PY - 2006/12 IS - DOT HS 810 658 SP - 1 vol (unpaged) KW - Behavior KW - Driver behaviour KW - Drivers KW - Highway safety KW - Public opinion KW - Public opinion KW - Questionnaire KW - Questionnaires KW - Restraint usage KW - Road safety KW - Road safety (human factors) KW - Road user education KW - Rural highways KW - Rural road KW - Seat belt KW - Seat belt usage KW - Seat belts KW - Traffic safety education KW - Truck KW - Trucks KW - Usa KW - Young adults KW - Young person UR - http://www.nhtsa.dot.gov/people/injury/airbags/RuralCrashes.pdf UR - https://trid.trb.org/view/1153981 ER - TY - RPRT AN - 01079046 AU - Lococo, Kathy H AU - Staplin, Loren AU - TransAnalytics, LLC AU - National Highway Traffic Safety Administration TI - Polypharmacy and Older Drivers: Identifying Strategies to Study Drug Usage and Driving Functioning Among Older Drivers PY - 2006/12//Draft Final Report SP - 89p AB - The goal of this project was to determine if there are practical means to obtain information about drug usage by older drivers under everyday, “real world” conditions that are valid and reliable, and to measure the consequences of multiple drug use for safe driving. Further goals were to identify candidate methodologies for carrying out such studies that are both cost-effective and likely to be successful in obtaining a diverse and representative sample of older drivers. These objectives were accomplished through the following tasks: a literature review; a brainstorming session including professionals with expertise in polypharmacy and driving performance measurement; and focus groups with older drivers. The literature review, published by NHTSA as a stand-alone document, contains three main sections. The first reviews the prevalence of medication use by community-dwelling older persons, the physiological/metabolic effects of specific drugs and drug classes, and the known effects on driving ability. The next discusses the strengths and weaknesses of various methods that may be used to learn which prescription and over-the-counter drugs are being taken by older adults, including a consideration of which factors most strongly affect compliance with a medication regime, and which factors influence older persons’ willingness to participate in studies aimed at obtaining such information. The last section examines on-road, closed course, and simulation methods that have been applied in prior studies of drug use and driving functioning. A one-day brainstorming session was conducted to afford guidance in the development of future NHTSA research plans for measuring medication use and driving performance. Project staff and consultants prepared discussion materials that were distributed in advance to 13 panel members, who also completed rating scale exercises to measure differences of opinion with respect to the practicality, reliability, and cost effectiveness of various research methodologies. Four focus groups were conducted with drivers age 55 to 85 in the Tampa, FL and Philadelphia, PA vicinities to better understand the perceptions and concerns that older drivers may have about participating in future NHTSA-sponsored studies where they would be asked to disclose their usage of prescription and over-the-counter medications, and participate in an assessment of their driving abilities. Results were summarized for use in planning later NHTSA research activities. KW - Aged drivers KW - Driving KW - Focus groups KW - Highway safety KW - Literature reviews KW - Medication KW - Panel studies KW - Polypharmacy UR - http://www.nhtsa.dot.gov/people/injury/olddrive/polypharmacy/images/Polypharmacy.pdf UR - https://trid.trb.org/view/838587 ER - TY - RPRT AN - 01050446 AU - Decina, Lawrence E AU - Lococo, Kathy H AU - Doyle, Charlene T AU - TransAnalytics, LLC AU - National Center for Statistics and Analysis AU - National Highway Traffic Safety Administration TI - Child Restraint Use Survey: LATCH Use and Misuse PY - 2006/12//NHTSA Final Report SP - 117p AB - The National Highway Traffic Safety Administration (NHTSA) conducted a survey from April to October 2005 to collect information about the types of restraint systems that were being used to keep children safe while riding in passenger vehicles. In particular, NHTSA was interested in whether drivers with Lower Anchors and Tethers for CHildren (LATCH)- equipped vehicles were using LATCH to secure their child safety seats to the vehicle, and if so, were these seats properly installed. The make/model and the type of restraint installed in each seating position were recorded for each of the vehicles; demographic characteristics and the type of restraint system were collected for each occupant. In addition, information was gathered about the drivers’ knowledge of booster seats and LATCH, along with their opinions on how easy it was to use LATCH. A key finding of the survey was that 55 percent of child safety seats, located in a seating position equipped with an upper anchor, were attached to the vehicle using an upper tether. Other findings include: (1) In 13 percent of the observations, the child safety seat was placed in a seat position in the vehicle not equipped with lower anchors - the seat belt was used to secure the child safety seat to the vehicle. (2) Among the 87 percent who do place the child safety seat at a position equipped with lower anchors, 60 percent use the lower attachments to secure the child safety seat to the vehicle. (3) 81 percent of upper tether users and 74 percent of lower attachments users said upper tether and/or lower attachments were easy to use. (4) 75 percent preferred lower attachments over seat belts of those with experience using both lower attachments and seat belts. (5) 61 percent of upper tether nonusers and 55 percent of lower attachments nonusers cited their lack of knowledge – not knowing what they were, that they were available in the vehicle, the importance of using them, or how to properly use them - as the reason for not using them. KW - Booster seats KW - Child restraint systems KW - Children KW - Data collection KW - Highway safety KW - Lower Anchors and Tethers for Children (LATCH) KW - Seat belts KW - Surveys KW - Traffic safety KW - Utilization UR - http://www-nrd.nhtsa.dot.gov/Pubs/810679.PDF UR - https://trid.trb.org/view/809337 ER - TY - SER AN - 01042177 JO - Traffic Safety Facts - Research Note PB - National Highway Traffic Safety Administration AU - Subramanian, Rajesh TI - Alcohol-Related Fatalities and Fatality Rates by State, 2004-2005 PY - 2006/12 IS - HS-810 686 SP - 4p AB - In 2005, while the overall fatality rate increased marginally to 1.45 from 1.44 fatalities per 100 million vehicle miles of travel (VMT) in 2004, the alcohol-related fatality rate declined to 0.56 from 0.57 fatalities per 100 million VMT. The fatality rate in crashes involving at least one driver or motorcycle operator who had a blood alcohol concentration (BAC) of .08 or above--the illegal per se level in all States--declined to 0.43 in 2005 from 0.44 fatalities per 100 million VMT in 2004. In 2005, the alcohol-related fatality rate per 100 million VMT declined from 2004 in a total of 25 States and Puerto Rico and remained flat or increased in 25 States and District of Columbia. The fatality rate in crashes involving at least one driver or motorcycle operator who had a BAC of .08 or above declined in 23 States and Puerto Rico, and remained flat or increased in 27 States and the District of Columbia. KW - Blood alcohol levels KW - Drunk driving KW - Fatalities KW - States KW - Vehicle miles of travel UR - http://www-nrd.nhtsa.dot.gov/Pubs/810686.pdf UR - https://trid.trb.org/view/803288 ER - TY - RPRT AN - 01042175 AU - National Highway Traffic Safety Administration TI - Traffic Crashes Take Their Toll on America's Rural Roads: The Need to Establish Rural Seat Belt Programs PY - 2006/12 SP - 28p AB - While one-fifth of the Nation's population lives in rural areas, two-fifths of the vehicle miles traveled and three-fifths of all fatal crashes occur there. More than half of those killed are unrestrained, signifying the overwhelming need for traffic safety programs in rural areas. This document highlights examples of rural seat belt programs that are making a difference. It begins with a look at the critical need for active, ongoing seat belt use programs in rural areas. Environmental factors and conditions are reviewed, as well as crash factors and the problem of unrestrained occupants. Attention is then focused on effective programs to increase seat belt use rates in rural communities. Among the topics examined are the importance of primary seat belt laws, private-public sector partnerships for support of rural seat belt programs, conducting high-visibility enforcement, "Click It or Ticket" campaigns, dispelling concerns about enforcing seat belt laws in rural areas, and other special seat belt enforcement programs. Communications strategies are reviewed and concluding comments concern making the case for a rural seat belt program. Contacts and resources are provided. Appendix A provides a seat belt observation data collection form, while Appendix B provides a sample in-person/public opinion survey. KW - Communications KW - Fatalities KW - Primary law enforcement KW - Primary seat belt laws KW - Public private partnerships KW - Rural areas KW - Rural highways KW - Safety campaigns KW - Safety programs KW - Seat belt use KW - Seat belts KW - Strategic planning KW - Traffic crashes KW - Traffic law enforcement KW - Traffic safety education UR - http://www.nhtsa.dot.gov/people/injury/airbags/RuralCrashes/index.htm UR - https://trid.trb.org/view/803254 ER - TY - RPRT AN - 01095881 AU - Rosenker, Mark V AU - National Transportation Safety Board TI - National Transportation Safety Board Safety Recommendation: H-06-28 and H-03-09 (reiterated) PY - 2006/11/30 SP - 8p AB - This safety recommendation, addressed to the 20 States that do not have driver distraction codes on their traffic accident investigation forms, addresses cellular telephone use while driving. The recommendation is derived from the National Transportation Safety Board (NTSB) investigation of a November 14, 2004, motorcoach collision with the Alexandria Avenue bridge overpass, George Washington memorial Parkway, Alexandria, Virginia. The NTSB determined that the probable cause of this accident was the bus driver's failure to notice and respond to posted low-clearance warning signs and to the bridge itself due to cognitive distraction resulting from conversing on a hands-free cellular telephone while driving. The NTSB makes the following recommendation to all 50 States and the District of Columbia: (H-06-28) Enact legislation to prohibit cellular telephone use by commercial driver's license holders with a passenger-carrying or school bus endorsement, while driving under the authority of that endorsement, except in emergencies. The NTSB also reiterates an earlier recommendation: (H-03-09) Add driver distraction codes, including codes for interactive wireless communication device use, to your traffic accident investigation forms. KW - Bus drivers KW - Buses KW - Cellular telephones KW - Commercial drivers KW - Crash causes KW - Crash investigation KW - Distraction KW - Forms (Documents) KW - Legislation KW - Recommendations KW - States UR - https://trid.trb.org/view/855827 ER - TY - RPRT AN - 01095880 AU - Rosenker, Mark V AU - National Transportation Safety Board TI - National Transportation Safety Board Safety Recommendation: H-06-29 PY - 2006/11/30 SP - 7p AB - This safety recommendation, addressed to the motorcoach industry, public bus, and school bus associations and unions, addresses cellular telephone use while driving. The recommendation is derived from the National Transportation Safety Board (NTSB) investigation of a November 14, 2004, motorcoach collision with the Alexandria Avenue bridge overpass, George Washington Memorial Parkway, Alexandria, Virginia. The NTSB determined that the probable cause of this accident was the bus driver's failure to notice and respond to posted low-clearance warning signs and to the bridge itself due to cognitive distraction resulting from conversing on a hands-free cellular telephone while driving. The NTSB makes the following recommendation to the motorcoach industry, public bus, and school bus associations and unions: (H-06-29) Develop formal policies prohibiting cellular telephone use by commercial driver's license holders with a passenger-carrying or school bus endorsement, while driving under the authority of that endorsement, except in emergencies. KW - Bus drivers KW - Buses KW - Cellular telephones KW - Commercial drivers KW - Crash causes KW - Motorcoach industry KW - Recommendations UR - https://trid.trb.org/view/855822 ER - TY - RPRT AN - 01095879 AU - Rosenker, Mark V AU - National Transportation Safety Board TI - National Transportation Safety Board Safety Recommendation: H-06-27 PY - 2006/11/30 SP - 4p AB - This safety recommendation, addressed to the Honorable John H. Hill, Administrator, Federal Motor Carrier Safety Administration (FMCSA), addresses cellular telephone use while driving. The recommendation is derived from the National Transportation Safety Board (NTSB) investigation of a November 14, 2004, motorcoach collision with the Alexandria Avenue bridge overpass, George Washington Memorial Parkway, Alexandria, Virginia. The NTSB determined that the probable cause of this accident was the bus driver's failure to notice and respond to posted low-clearance warning signs and to the bridge itself due to cognitive distraction resulting from conversing on a hands-free cellular telephone while driving. The NTSB makes the following recommendation to the FMCSA: (H-06-27) Publish regulations prohibiting cellular telephone use by commercial driver's license holders with a passenger-carrying or school bus endorsement, while driving under the authority of that endorsement, except in emergencies. KW - Bus drivers KW - Buses KW - Cellular telephones KW - Commercial drivers KW - Crash causes KW - Recommendations KW - U.S. Federal Motor Carrier Safety Administration UR - https://trid.trb.org/view/855817 ER - TY - RPRT AN - 01135296 AU - Southeastern Transportation Center AU - National Transportation Research Center, Incorporated AU - National Highway Traffic Safety Administration TI - Heavy Single-Unit Truck Original Equipment and Aftermarket Brake Performance Characterization in Field, Test-Track and Laboratory Environments PY - 2006/11 SP - 162p AB - Reducing the disparity between the stopping distances of heavy trucks and the lighter vehicles with which they share the road continues to be one of the National Highway Traffic Safety Administrations (NHTSA) high priority areas. Current truck designs typically take between 1.5 and 2 times as far to stop from highway speeds, as do passenger cars. Truck brake performance has been identified as a major factor contributing to crashes involving large trucks. Analysis of the 2001 Fatality Analysis Reporting System (FARS) data shows that SUTs are involved in 27% of all fatal crashes which involve large trucks (GVWR > 10,000 lbs.) KW - Aftermarket KW - Brakes KW - Dump trucks KW - Heavy vehicles KW - Laboratory tests KW - Original equipment KW - Performance evaluations KW - Statistical analysis KW - Stopping distances KW - Test tracks KW - Traffic safety UR - http://www.ntrci.org/ntrci-54-2006-001 UR - https://trid.trb.org/view/894398 ER - TY - RPRT AN - 01095920 AU - Angell, Linda S AU - Auflick, J AU - Austria, P A AU - Kochhar, Dev S AU - Tijerina, Louis AU - Biever, W AU - Diptiman, T AU - Hogsett, J AU - Kiger, S AU - Crash Avoidance Metrics Partnership AU - National Highway Traffic Safety Administration TI - Driver Workload Metrics Task 2 Final Report PY - 2006/11//Final Research Report SP - 460p AB - This report presents the results of a study of driver workload associated with use of in-vehicle systems while driving. The purpose of the study was to develop performance metrics and test procedures to assess the visual, manual, and cognitive aspects of driver workload. A second objective was to develop a “toolkit” of evaluation methods to enable developers to manage the driver workload implications of future products. Driver performance data were collected in three venues: in the laboratory (N = 57 drivers), on an interstate highway (N = 108 drivers), and on a test track (N = 69 drivers). Twenty-two in-vehicle tasks, plus the task of just driving, were examined under a variety of experimental conditions. Analysis of the data focused on selecting metrics that were repeatable, had predictive validity, and discriminated higher workload from lower workload tasks. The results indicated that task-induced workload on driving performance is multidimensional in nature. The effects observed depended on the characteristics of the task. Visual-manual tasks exhibited fundamentally different performance profiles than auditory-vocal tasks. The differences included both the dimensions affected and the magnitude of effects. Driving performance metrics identified for the workload evaluation toolkit included metrics from lateral and longitudinal control, object and event detection, and eyeglance behavior. Laboratory tools included an activity time model, a static task time measurement tool, a visual occlusion method, a peripheral detection task used with and without a part-task driving simulator, and a Sternberg memory task assessment tool. KW - Advanced driver information systems KW - Driver workload KW - Drivers KW - Field tests KW - Human factors KW - In-vehicle devices KW - In-vehicle technologies KW - Laboratory tests KW - Metrics (Quantitative assessment) KW - Task analysis KW - Test procedures KW - Test tracks KW - Toolkits KW - Workload UR - http://www.nhtsa.gov/DOT/NHTSA/NRD/Multimedia/PDFs/Crash%20Avoidance/Driver%20Distraction/Driver%20Workload%20Metrics%20Final%20Report.pdf UR - http://www.nhtsa.gov/DOT/NHTSA/NRD/Multimedia/PDFs/Crash%20Avoidance/Driver%20Distraction/Driver%20Workload%20Metrics_appendices.pdf UR - https://trid.trb.org/view/855927 ER - TY - SER AN - 01076417 JO - Traffic Safety Facts - Traffic Tech PB - National Highway Traffic Safety Administration TI - Final Report of Polypharmacy and Older Drivers: Identifying Strategies to Study Drug Usage and Driver Functioning Among Older Drivers PY - 2006/11 IS - 319 SP - 2p AB - With the aging population and the number of older drivers increasing, there is concern that polypharmacy, taking multiple medications, might inhibit older people’s ability to drive safely. To understand the best methodologies to research the effects of multiple medications on older driver functioning, the National Highway Traffic Safety Administration contracted with TransAnalytics, LLC to conduct a literature review, a brainstorming session with subject matter experts, and focus groups with older drivers. This fact sheet examines four questions on research methodology. First, what is the current understanding of the effects of drugs and combinations of medications on crash risk or involvement, and which should be the focus of continuing research on polypharmacy and driving functioning? Second, what are the most feasible and reliable means of measuring and monitoring drug usage, including over-the-counter drugs, by older drivers? Third, what are the most practical and valid ways of assessing the impact of drug use on actual driving performance? Fourth, what are the potential barriers to the participation of older persons in studies of drug use and driving functioning, and how might they be overcome? Guidelines resulting from the examination of these questions provide a framework within which to develop research designs for continuing empirical investigations into the effects of drugs on driving performance. KW - Aged drivers KW - Driving KW - Drug use KW - Expert opinion KW - Focus groups KW - Guidelines KW - Literature reviews KW - Medication KW - Methodology KW - Polypharmacy KW - Research UR - http://www.nhtsa.gov/portal/site/nhtsa/template.MAXIMIZE/menuitem.935ae205e29ac00baff82410dba046a0/?javax.portlet.tpst=0f20ab7a9032b29e6be0955e1891ef9a_ws_MX&javax.portlet.prp_0f20ab7a9032b29e6be0955e1891ef9a_viewID=detail_view&itemID=0abf6fc4e0cb0110VgnVCM1000002c567798RCRD&orderTrafficTechSelect=3D&trafficTechYearSelect=2006&overrideViewName=Report UR - https://trid.trb.org/view/835458 ER - TY - RPRT AN - 01049665 AU - National Highway Traffic Safety Administration TI - Uniform Guidelines for State Highway Safety Programs: Highway Safety Program Guideline No. 8: Impaired Driving PY - 2006/11 SP - 8p AB - Each State, in cooperation with its political subdivisions and tribal governments and other parties as appropriate, should develop and implement a comprehensive highway safety program, reflective of State demographics, to achieve a significant reduction in traffic crashes, fatalities, and injuries on public roads. The highway safety program should include an impaired driving component that addresses highway safety activities related to impaired driving. (Throughout this guideline, the term "impaired driving" means operating a motor vehicle while affected by alcohol and/or other drugs, including prescription drugs, over-the-counter medicines, or illicit substances.) This guideline describes the components that a State impaired driving program should include and the criteria that the program components should meet. KW - Drugged drivers KW - Drunk driving KW - Guidelines KW - Highway safety KW - Impaired drivers KW - Safety programs KW - States UR - http://www.nhtsa.dot.gov/nhtsa/whatsup/tea21/tea21programs/pages/ImpairedDrivingPDF.pdf UR - https://trid.trb.org/view/809213 ER - TY - SER AN - 01042151 JO - Traffic Safety Facts - Research Note PB - National Highway Traffic Safety Administration AU - Glassbrenner, Donna AU - Ye, Jianqiang TI - Motorcycle Helmet Use in 2006–Overall Results PY - 2006/11 IS - HS-810 678 SP - 5p AB - In June 2006, 51% of motorcyclists in the United States used Department of Transportation (DOT)-compliant helmets, a 3-percentage-point increase from the 2005 rate. This result is from the National Occupant Protection Use Survey (NOPUS), which provides the only 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. The 2006 survey also found the following: the use of helmets that are not compliant with Federal safety regulations stands at 14% in 2006, statistically unchanged from the prior year; the use of DOT-compliant helmets increased by 22 percentage points in the West to 72% in 2006; the use in rush hours nationwide dropped by 22 points to 42%; and use rates remain statistically lower in States that do not require all riders to use helmets. This research note contains figures showing motorcycle helmet use, 1994-present; motorcycle helmet use by type of helmet; and motorcycle helmet use by State law and helmet type. Tables are presented showing use of helmets compliant with Federal safety regulations, by major characteristics; use of noncompliant helmets, by major characteristics; sites, motorcycles, and motorcyclists observed (2005 and 2006); and States with laws requiring helmet use for all motorcycle riders. KW - Department of Transportation-compliant helmets KW - Helmet laws KW - Helmet use KW - Motorcycle helmets KW - National Occupant Protection Use Survey KW - Noncompliant KW - Peak periods KW - State laws KW - States KW - United States UR - http://www-nrd.nhtsa.dot.gov/Pubs/810678.pdf UR - https://trid.trb.org/view/803120 ER - TY - SER AN - 01042148 JO - Traffic Safety Facts - Research Note PB - National Highway Traffic Safety Administration AU - Glassbrenner, Donna AU - Ye, Jianqiang TI - Seat Belt Use in 2006–Overall Results PY - 2006/11 IS - HS-810 677 SP - 4p AB - In June 2006, seat belt use in the United States stands at 81%, statistically unchanged from the previous year's use rate of 82%. This result is from the National Occupant Protection Use Survey (NOPUS), which provides the only 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 2006 survey also found the following: Use in the West has achieved the 90% milestone, increasing from 85% in 2005 (this increase was statistically significant); and Use rates continue to be higher where laws are stronger - States in which motorists can be stopped solely for belt nonuse had a combined use rate of 85% in 2006, compared to 74% in other States. This research note contains figures showing seat belt use, 1994-present; seat belt use by geographic region; and seat belt use by ambient enforcement law and road type. Tables are presented showing seat belt use by major characteristics; sites, vehicles, and motorists observed (2005 and 2006); and States with primary enforcement seat belt laws. KW - National Occupant Protection Use Survey KW - Primary law enforcement KW - Seat belt use KW - Seat belts KW - States KW - Traffic law enforcement KW - United States UR - http://www-nrd.nhtsa.dot.gov/Pubs/810677.pdf UR - https://trid.trb.org/view/803119 ER - TY - RPRT AN - 01036796 AU - National Highway Traffic Safety Administration TI - Vehicle Backover Avoidance Technology Study PY - 2006/11//Report to Congress SP - 65p AB - This report responds to congressional interest and requirements to examine the safety problem of motor vehicle backover crashes involving pedestrians and the evaluation of available technologies that might help to reduce them. Special interest was expressed regarding the involvement of small children in these types of crashes. The size of the safety problem can only be roughly estimated because many of the backover crashes that occur on private property are not recorded in State or Federal crash databases, which focus on crashes occurring in traffic-ways. Supplementing National Highway Traffic Safety Administration (NHTSA) crash records with death certificate reports, backover crashes involving all vehicle types are estimated to cause at least 183 fatalities annually. In addition, between 6,700 and 7,419 injuries result from backover crashes per year. A significant portion of these injuries are minor. NHTSA tested several systems currently available as original equipment on vehicles and aftermarket products to evaluate their performance and potential effectiveness in mitigating backover crashes. The backover prevention technologies that are currently offered by vehicle manufacturers are marketed as "parking aids," which are designed to assist attentive drivers in performing low speed parking maneuvers. Some aftermarket systems using similar technologies are being marketed as safety devices. Testing showed that the performance of sensor-based (ultrasonic and radar) parking aids in detecting child pedestrians behind the vehicle was typically poor, sporadic and limited in range. Based on calculations of the distance required to stop from a typical backing speed, detection ranges exhibited by the systems tested were not sufficient to prevent collisions with pedestrians or other objects. Of the technologies tested for their potential to reduce backover incidents, the camera based systems may have the greatest potential to provide drivers with reliable assistance in identifying people in the path of the vehicle when backing. NHTSA plans to conduct additional work to estimate the effectiveness of such systems and to develop specifications of performance for any technology that could be developed to address this risk. NHTSA also plans to encourage vehicle manufacturers to continue to develop systems that can be effective in addressing this risk at a reasonable cost to the consumer. KW - Aftermarket systems KW - Backing (Driving) KW - Cameras KW - Children KW - Crash injuries KW - Crashes KW - Fatalities KW - Future research KW - Original equipment KW - Parking aids KW - Pedestrian-vehicle crashes KW - Performance tests KW - Radar devices KW - Technological innovations KW - Ultrasonic detectors UR - http://www.nhtsa.dot.gov/staticfiles/DOT/NHTSA/Vehicle%20Safety/Studies%20&%20Reports/Associated%20Files/BackoverAvoidanceTechStudy.pdf UR - https://trid.trb.org/view/793669 ER - TY - ABST AN - 01490679 TI - Trauma Research at UVA AB - Frontal and side child dummy thoracic response and injury, aortic injuries, LX, adult thorax. KW - Children KW - Crash injury research KW - Dummies KW - Frontal crashes KW - Injuries KW - Traffic crashes KW - Virginia UR - http://www.nhtsa.gov/DOT/NHTSA/Traffic%20Injury%20Control/Research%20In%20Progress/files/TraumaResearchUVA.pdf UR - https://trid.trb.org/view/1260389 ER - TY - RPRT AN - 01582861 AU - Mazzae, Elizabeth N AU - Garrott, W Riley AU - National Highway Traffic Safety Administration AU - National Highway Traffic Safety Administration TI - Experimental Evaluation of the Performance of Available Backover Prevention Technologies PY - 2006/09//Final Report SP - 116p AB - In response to Section 10304 of the Safe, Accountable, Flexible, Efficient Transportation Equity Act: A Legacy for Users (SAFETEA-LU), the National Highway Traffic Safety Administration (NHTSA) conducted a study of methods of reducing the incidence of injury, death, and property damage caused by collisions of backing passenger vehicles. Available backover avoidance technologies were identified and eleven were chosen for examination. Eight sensor-based systems were examined: four original equipment systems and four aftermarket systems. One of each of the original equipment and aftermarket sensor systems included rear video as part of the system. One original equipment rearview camera only system was examined. Two mirror systems were examined: one original equipment system and one aftermarket system. NHTSA conducted testing to measure a variety of aspects of object detection performance of sensor-based systems with the ability to detect objects at short range. Measurements included static field of view, static field of view repeatability, and dynamic detection range for a variety of test objects. The ability of systems to detect an adult male walking in various directions with respect to the rear of the vehicle was assessed. Sensor system detection performance was also assessed in a series of static and dynamic tests conducted using 1-year-old and 3-year-old children. Response time of sensor-based systems was also measured for a standard object. An examination of rear video and auxiliary mirror systems was also conducted which involved measurement of field of view and displayed image quality. Sensor-based systems generally exhibited poor ability to detect pedestrians, particularly children, located behind the vehicle. Systems’ detection performance for children was inconsistent, unreliable, and in nearly all cases quite limited in range. Based on calculations of the distance required to stop from a particular vehicle speed, detection ranges exhibited by the systems were not sufficient to prevent many collisions with pedestrians or other objects. The rearview video systems examined had the ability to show pedestrians or obstacles behind the vehicle and provided a clear image of the area behind the vehicle in daylight and indoor lighted conditions. While the auxiliary mirror systems tested also displayed any rear obstacles present, their fields of view covered a smaller area behind the vehicle than did the video systems tested, and the displayed images were subject to distortion caused by mirror convexity and other factors (e.g., window tinting) making rear obstacles more difficult to recognize in the mirror. In order for visual backing systems to prevent crashes, drivers must look at the video display or auxiliary mirror, perceive the pedestrian or obstacle, and respond correctly. In order to fully estimate the benefits obtainable from implementation of backover avoidance systems, further research is needed to determine how backing crashes with pedestrians actually occur (e.g., location of the children, vehicle speeds) and how drivers will use the systems and the rate of their compliance with system warnings. KW - Backing (Driving) KW - Crash avoidance systems KW - Crashes KW - Field of view KW - Rearview cameras KW - Rearview mirrors KW - Rearview video systems KW - Sensors KW - Vehicle rear end UR - http://www.nhtsa.gov/DOT/NHTSA/NRD/Multimedia/PDFs/Human Factors/Visibility and Lighting/Visibility/DOT HS 810 634.pdf UR - https://trid.trb.org/view/1376533 ER - TY - RPRT AN - 01095546 AU - National Highway Traffic Safety Administration TI - Teen Unsafe Driving Behaviors: Focus Group Final Report PY - 2006/09 SP - 87p AB - The National Organization for Youth Safety (NOYS) has been working with the National Highway Traffic Safety Administration (NHTSA) to identify strategies for counteracting dangerous driving behaviors among teenage motorists and passengers. A project was developed to support these efforts and a steering committee was convened. Among the suggestions of the steering committee was that focus groups should be conducted. The purpose of this document is to summarize the results of these focus groups and to discuss the implications of these results for NHTSA's youth programs. The following topics are addressed: Methodology; Summary of Responses by Group; Findings by Program Area (Driver licensing, Impaired driving, Enforcement, Safety belt use, Speed, Distracted driving, and Drowsy driving); Message and Delivery System Recommendations; and Additional Thoughts on the Teenage Brain. Appendices contain (A) Focus Group Screener, (B) Focus Group Questions, and (C) Summary of Final Working Group Meeting. KW - Behavior KW - Distraction KW - Driver licensing KW - Drowsiness KW - Drunk driving KW - Focus groups KW - Law enforcement KW - Seat belt use KW - Seat belts KW - Speeding KW - Teenage drivers UR - https://trid.trb.org/view/855701 ER - TY - SER AN - 01076444 JO - Traffic Safety Facts - Traffic Tech PB - National Highway Traffic Safety Administration TI - Primary Enforcement Saves Lives: The Case for Upgrading Secondary Safety Belt Laws PY - 2006/09 IS - 317 SP - 2p AB - As of September 2006, 25 states plus the District of Columbia and Puerto Rico have passed primary belt laws. While belt use has increased in some states without a primary safety belt use law, the greatest gains are witnessed when a primary law is enacted in conjunction with enforcement, education, and partnership initiatives. This fact sheet presents some reasons why secondary enforcement safety belt laws should be upgraded to primary enforcement. Primary safety belt laws have a proven track record of increasing a state’s safety belt use rate and when states upgrade their laws from secondary to primary, significant increases in safety belt use also occur. States with primary safety belt laws not only have higher belt use rates, they have lower fatality rates. A recent study by the Insurance Institute for Highway Safety estimated that approximately 5,390 lives could have been saved had the remaining secondary law states converted to a primary law. The national safety belt use rate can also reduce the economic costs associated with crashes. States now have a greater incentive for passing primary laws since the Safe, Accountable, Flexible, Efficient Transportation Equity Act makes almost $500 million in grant funds available to states and territories if they are a new primary law state, a pre-2003 primary law state, or have achieved a safety belt use rate of 85% or higher without a primary safety belt law. Although the vast majority of the public favors safety belt laws for front seat occupants, some still oppose it. It is important that law enforcement leaders provide public assurances that belt use laws will be enforced uniformly in all segments of the population and review departmental policies and training programs to ensure people’s rights are not violated. KW - Benefits KW - Fatalities KW - Primary enforcement KW - Seat belt use KW - Seat belt use laws KW - Seat belts KW - Secondary enforcement KW - State laws KW - Traffic law enforcement KW - Traffic safety UR - http://www.nhtsa.gov/portal/site/nhtsa/template.MAXIMIZE/menuitem.935ae205e29ac00baff82410dba046a0/?javax.portlet.tpst=0f20ab7a9032b29e6be0955e1891ef9a_ws_MX&javax.portlet.prp_0f20ab7a9032b29e6be0955e1891ef9a_viewID=detail_view&itemID=18f5b73b8dfed010VgnVCM1000002c567798RCRD&orderTrafficTechSelect=3D&trafficTechYearSelect=2006&overrideViewName=Report UR - https://trid.trb.org/view/835454 ER - TY - SER AN - 01076419 JO - Traffic Safety Facts - Traffic Tech PB - National Highway Traffic Safety Administration TI - Teen Unsafe Driving Behaviors: Focus Group PY - 2006/09 IS - 318 SP - 2p AB - For 15- to 20-year-olds, motor vehicle crashes are the leading cause of death. The high crash-involvement rate for this age group is primarily due to their lack of maturity and driving experience coupled with their overconfidence, susceptibility to distractions, and risk-taking behaviors. This fact sheet reports on an effort by the National Organizations for Youth Safety and the National Highway Traffic Safety Administration (NHTSA) to identify messages and communication strategies for counteracting these dangerous driving behaviors among teenage motorists and passengers between the ages of 15 and 18. Focus groups in 4 cities addressed the following research issues: 1) explanations for behaviors and which behaviors are most amenable to modifications; 2) message themes that would be most effective and well received; and 3) delivery mechanisms that participants recommend NHTSA and its partner organizations consider given the diversity of the target population. Findings focused on issues surrounding driver licensing, impaired driving, enforcement, safety belts, speeding/aggressive driving, distracted driving and drowsy driving. While this study provided extensive insight into unsafe driving behaviors in teens and recommendations for messages and delivery systems, development efforts should not be based solely on focus group studies. More quantitative research should be conducted to determine the relationship between the unsafe behaviors identified in this study and traffic crashes for teens between the ages of 15 and 18. KW - Adolescents KW - Aggression KW - Behavior KW - Behavior modification KW - Communication KW - Distraction KW - Driver licensing KW - Driving KW - Drowsiness KW - Focus groups KW - Impaired drivers KW - Passengers KW - Risk taking KW - Safety programs KW - Seat belts KW - Speeding KW - Teenage drivers KW - Traffic law enforcement KW - Traffic safety education UR - http://www.nhtsa.gov/portal/site/nhtsa/template.MAXIMIZE/menuitem.935ae205e29ac00baff82410dba046a0/?javax.portlet.tpst=0f20ab7a9032b29e6be0955e1891ef9a_ws_MX&javax.portlet.prp_0f20ab7a9032b29e6be0955e1891ef9a_viewID=detail_view&itemID=54af70faad15e010VgnVCM1000002c567798RCRD&orderTrafficTechSelect=3D&trafficTechYearSelect=2006&overrideViewName=Report UR - https://trid.trb.org/view/835456 ER - TY - RPRT AN - 01050035 AU - National Highway Traffic Safety Administration TI - 2004 Motor Vehicle Occupant Protection Facts PY - 2006/09 SP - 24p AB - The National Highway Traffic Safety Administration (NHTSA) has produced this booklet since 2002 to provide information supporting the ongoing need for legislative, enforcement, education, and public awareness activities promoting occupant protection for children, youth, and young adults. Collectively, this information illustrates the national imperative for addressing motor vehicle crashes as the leading cause of death and injury for children and youth in the United States. As a resource for occupant protection advocates, this booklet focuses on passenger vehicles. The booklet is divided into three main sections. The first section presents general information on the need for and importance of promoting occupant restraint use for children, youth, and young adults. The second section provides occupant protection facts specific to children and youth, followed by facts for young adults. The last section includes survey findings from NHTSA's 2003 Motor Vehicle Occupant Safety Survey on self-reported behavior, attitudes, and opinions about safety belt use and laws. KW - Adolescents KW - Attitudes KW - Behavior KW - Child restraint systems KW - Children KW - Fatalities KW - Highway safety KW - Injuries KW - Laws KW - Motor vehicles KW - Occupant protection devices KW - Passenger vehicles KW - Restraint systems KW - Seat belts KW - Self reports KW - Statistics KW - Surveys KW - Traffic crashes KW - Traffic safety KW - United States KW - Utilization KW - Young adults UR - http://www.nhtsa.dot.gov/people/injury/airbags/MVOP2004/images/2004MVOPFactsLo.pdf UR - http://www.nhtsa.dot.gov/people/injury/airbags/MVOP2004/index.htm UR - https://trid.trb.org/view/807078 ER - TY - RPRT AN - 01042154 AU - Kelley-Baker, Tara AU - Lacey, John H AU - Brainard, Katharine AU - Kirk, Hillary AU - Taylor, Eileen AU - Pacific Institute for Research and Evaluation AU - National Highway Traffic Safety Administration TI - Citizen Reporting of DUI–"Extra Eyes" to Identify Impaired Driving PY - 2006/09//Final Report SP - 120p AB - The concept of citizen reporting of impaired driving has been in place for decades in the United States but has not been carefully evaluated as a separate countermeasure. The National Highway Traffic Safety Administration (NHTSA) has taken the initiative to look more closely at a citizen reporting program to assess whether such programs are potentially effective in helping to reduce impaired driving. Montgomery County, Maryland, has created a highly focused variant of the citizen report concept, called "Operation Extra Eyes," in which private citizens are trained in Driving Under the Influence (DUI) detection cues and are equipped with communication devices so they can report suspected impaired drivers to the police more directly and quickly. Community volunteers are deployed during times of intensified enforcement, such as saturation patrols, allowing police to respond more quickly to potential violations. This activity is supplemented by student volunteers who are stationed in arrest processing areas and assist police officers in fulfilling DUI paperwork requirements. Information for this evaluation was gathered from interviews with key participants, from surveys of patrol officers, and from surveys of Motor Vehicle Administration customers. Additional data were obtained from State and local crash records. KW - Countermeasures KW - Drunk driving KW - Interviewing KW - Montgomery County (Maryland) KW - Public participation KW - Surveys KW - Traffic law enforcement KW - Volunteers UR - http://www.nhtsa.dot.gov/people/injury/alcohol/ExtraEyes/images/3204EEReport.pdf UR - https://trid.trb.org/view/803118 ER - TY - ABST AN - 01490104 TI - Developmental Age-Dependent Cervical Spine Biomechanics AB - This research is aimed at determining the changes in the response characteristics of the human cervical spine as a function of age. The results of this work will support the development of 'biofidelic' child and adult dummy necks. KW - Adults KW - Age dependence KW - Biophysics KW - Children KW - Neck KW - Spinal column UR - http://www.nhtsa.gov/DOT/NHTSA/Traffic%20Injury%20Control/Research%20In%20Progress/files/DevelopmentalAgeDependentCervicalSpineBiomechanics.pdf UR - https://trid.trb.org/view/1259679 ER - TY - RPRT AN - 01095901 AU - International Association of Traffic and Safety Sciences TI - Statistics 2005: Road Accidents Japan. Abridged Edition PY - 2006/08//Abridged Edition SP - 88p AB - This statistical report, compiled under the supervision of the Traffic Bureau, National Policy Agency, Japan, provides road traffic accident statistics for Japan. The contents are organized as follows: (I) Road Traffic Situation; (II) Traffic Accidents: Trends; (III) Traffic Accidents and Casualties in 2005 (Section 1 - Traffic Accidents, Section 2 - Fatal Accidents, Section 3 - Casualties, Section 4 - Child Casualties; Section 5 - Traffic Accidents on Expressways, and Section 6 - Fatalities within 30 Days); (IV) Traffic Violations; (V) Traffic Regulations and Controls; (VI) Driver's Licence; and (VII) Reference Information. KW - Casualties KW - Children KW - Crash injuries KW - Driver licenses KW - Expressways KW - Fatalities KW - Highway traffic KW - Highway traffic control KW - Japan KW - Statistics KW - Traffic crashes KW - Traffic regulations KW - Traffic violations KW - Trend (Statistics) UR - https://trid.trb.org/view/855893 ER - TY - RPRT AN - 01095545 AU - National Highway Traffic Safety Administration TI - Consumer Guide to Uniform Tire Quality Grading PY - 2006/08 SP - 95p AB - This report contains comparative grade designations for treadwear, traction and temperature for 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/855699 ER - TY - RPRT AN - 01095544 AU - National Highway Traffic Safety Administration TI - Grassroots Support for Impaired-Driving Law Enforcement Crackdown Efforts PY - 2006/08 SP - 18p AB - In 2003 and 2004, Mothers Against Drunk Driving (MADD) entered into a cooperative agreement with the National Highway Traffic Safety Administration (NHTSA) to help support law enforcement during the national crackdown against drunk driving. The goal of the cooperative agreement was for MADD, through its State and local chapters, to take tangible and innovative steps to support law enforcement during the crackdown periods and maximize the impact of the crackdowns. Many strategies were tried. Not all of them worked, and there were some bumps in the road along the way, but patterns emerged as to what did work and could be replicated in other locations by MADD or other community or grassroots organizations. This report identifies these patterns and highlights the strategies that seemed to work best. Further details on the strategies undertaken in each State are included in the appendix. KW - Community action programs KW - Drunk driving KW - Law enforcement KW - Mothers Against Drunk Driving KW - Safety campaigns KW - Strategic planning KW - U.S. National Highway Traffic Safety Administration UR - https://trid.trb.org/view/855698 ER - TY - RPRT AN - 01050467 AU - Starnes, Marc AU - National Center for Statistics and Analysis AU - National Highway Traffic Safety Administration TI - Large-Truck Crash Causation Study: An Initial Overview PY - 2006/08//NHTSA Technical Report SP - 56p AB - The Large-Truck Crash Causation Study (LTCCS) is a data collection project conducted by the National Highway Traffic Safety Administration (NHTSA) and the Federal Motor Carrier Safety Administration (FMCSA) of the United States Department of Transportation (USDOT). NHTSA’s National Center for Statistics and Analysis (NCSA) worked together with FMCSA to develop the LTCCS, which was conducted within the National Automotive Sampling System (NASS) that NCSA operates. The tables in this report were created through the use of the data collected in the LTCCS. While the LTCCS collected data on approximately 1,000 variables, the tables presented in this report comprise only a sample of these variables. The complete LTCCS variable database can be used jointly to examine a large number of issues surrounding large-truck crashes. One section in the report focuses on “crash-level” variables, which provide counts of crashes that occurred under certain characteristics (i.e., crash counts stratified according to how many vehicles were in the crash). The next section includes tables that are presented at the “vehicle level.” These tables thus provide counts of the number of vehicles involved in certain types of crashes (i.e., vehicle counts that have been stratified by the injury severity of the person most severely injured in each vehicle). The tables in the following section are presented at the “driver level.” These tables display counts of drivers that were involved in certain crash scenarios (i.e., the number of drivers involved in the crashes, stratified by the age of the driver). The appendix includes tables and computer programs for calculating standard errors and confidence intervals using LTCCS data. KW - Age KW - Crash causes KW - Crash data KW - Crash types KW - Data collection KW - Drivers KW - Injury severity KW - Large Truck Crash Causation Study KW - Large trucks KW - Truck crashes KW - Truck drivers KW - Trucks KW - Vehicle factors in crashes UR - http://www-nrd.nhtsa.dot.gov/Pubs/810646.PDF UR - https://trid.trb.org/view/809340 ER - TY - RPRT AN - 01047569 AU - Brittle, Christine AU - Cosgrove, Michael AU - Media Network, Incorporated AU - National Highway Traffic Safety Administration TI - Unconscious Motivators and Situational Safety Belt Use: Literature Review and Results from an Expert Panel Meeting PY - 2006/08//NHTSA Technical Report SP - 64p AB - Despite the overwhelming evidence that safety belts save lives, millions of Americans still do not buckle up every time they are in a motor vehicle. A small proportion of these people never wear safety belts, but the vast majority are “situational safety belt users,” wearing a belt only when they think it is necessary. National Highway Traffic Safety Administration (NHTSA) researchers hypothesized that these part-time wearers use unconscious defense mechanisms (i.e., repression, denial, rationalization, and fatalism) to suppress conscious thought of the consequences of being in a crash. To explore whether unconscious defense mechanisms are an appropriate intervention point to encourage the full-time use of belts, NHTSA commissioned a literature review and expert panel meeting on the role of unconscious motivators in response to safety threats. The literature review suggested increased mindfulness, enhanced efficacy, increasing the social desirability of compliance, disrupting resistance, and encouraging anticipatory regret as ways to overcome unconscious motivators. The expert panel suggested the following techniques: reframe personal control, reframe the reason for wearing belts (e.g., make it unrelated to safety), reframe the perception of who wears belts, use indirect messages which are nonthreatening, and recognize the factors that make belt wearing a unique behavior. Both portions of this research suggest that unconscious motivators play an important role in situational belt wearing, and offer suggestions for how to address these unconscious motivators at a mass level to encourage full-time belt wearing. However, the particular combination of strategies to achieve favorable outcomes is highly dependent on: (1) which unconscious motivators are at work, and (2) the population exhibiting the behavior targeted for change. Additional research on these two issues is recommended. KW - Attitudes KW - Awareness KW - Behavior KW - Behavior modification KW - Expert panels KW - Literature reviews KW - Motivation KW - Risk taking KW - Seat belt use KW - Seat belts UR - http://www.nhtsa.dot.gov/people/injury/research/UnconsciousMotivators/images/UnconsciousMotivators.pdf UR - https://trid.trb.org/view/806984 ER - TY - RPRT AN - 01042193 AU - Kahane, Charles J AU - National Center for Statistics and Analysis AU - National Highway Traffic Safety Administration TI - An Evaluation of the 1998-1999 Redesign of Frontal Air Bags PY - 2006/08//NHTSA Technical Report SP - 104p AB - The first generation of frontal air bags saved the lives of thousands of drivers and adult or teenage right-front passengers. But they harmed occupants positioned close to the air bag at the time of deployment, especially infants and children. In 1998-1999, air bags were redesigned by depowering – by removing some of the gas-generating propellant or stored gas from their inflators – and/or by reducing the volume or rearward extent of air bags, positioning them further from occupants, tethering and hybrid inflators. The National Highway Traffic Safety Administration (NHTSA) facilitated the redesign by permitting a sled test in lieu of a barrier impact to certify that air bags would protect an unrestrained occupant (“sled certification”). Statistical analyses of crash data through 2004 from NHTSA’s Fatality Analysis Reporting System (FARS) and the Special Crash Investigations (SCI) compare fatality risk with sled-certified and first-generation air bags. The overall fatality risk in frontal crashes of 0-12 year-old child passengers in the front seat is a statistically significant 45% lower with sled-certified air bags than with first-generation air bags; fatalities caused by air bags in low-speed crashes were reduced by 83%. The overall fatality risk of drivers and of right-front passengers age 13 and older in frontal crashes is not significantly different with sled-certified air bags than with first-generation air bags; sled-certified air bags preserved the life-saving benefits of first-generation air bags. KW - Air bags KW - Children KW - Depowered airbags KW - Fatalities KW - Fatality Analysis Reporting System KW - Front seat occupants KW - Frontal crashes KW - Low speed collisions KW - Redesign KW - Risk analysis KW - Second generation airbags KW - Sled tests KW - Special Crash Investigations program KW - Statistical analysis UR - http://www-nrd.nhtsa.dot.gov/Pubs/810685.PDF UR - https://trid.trb.org/view/803366 ER - TY - RPRT AN - 01042166 AU - American Prosecutors Research Institute AU - National Highway Traffic Safety Administration TI - Children and Cars - A Potentially Lethal Combination PY - 2006/08 SP - 76p AB - This monograph addresses motor vehicle occupant protection issues concerning children. The document discusses the dangers children face and identifies relevant laws and criminal prosecutions. It identifies these incidents for what many of them truly are: important, often overlooked forms of child abuse. Individual sections of the monograph address the following: child restraints and safety belts; child endangerment and driving while impaired/intoxicated; and unattended children and cars. Appendices contain (A) motor vehicle statutes that address child endangerment, (B) unattended vehicles statutes; and (C) a list of child endangerment statutes. KW - Child endangerment laws KW - Child passenger protection laws KW - Child restraint systems KW - Child safety KW - Children KW - Drunk driving KW - Prosecution KW - State laws KW - Unattended children UR - http://www.nhtsa.dot.gov/people/injury/enforce/ChildrenAndCars/ChildrenAndCarsLo.pdf UR - http://www.nhtsa.dot.gov/people/injury/enforce/ChildrenAndCars/index.htm UR - https://trid.trb.org/view/803163 ER - TY - SER AN - 01036928 JO - Traffic Safety Facts - Traffic Tech PB - National Highway Traffic Safety Administration TI - Citizen Reporting of DUI - Extra Eyes to Identify Impaired Driving PY - 2006/08 IS - 314 SP - 2p AB - The Montgomery County, Maryland, Police Department created the multi-agency "Enhanced Impaired Driving Task Force" program to raise awareness, motivate officers, and educate the community. As part of this task force, Montgomery County developed "Operation Extra Eyes." This program enlists volunteer citizens, trains and then joins with them to monitor locations for underage drinking, drinking in public, and other alcohol violations. The National Highway Traffic Safety Administration contracted with Pacific Institute for Research and Education to assess the effectiveness of the "Operation Extra Eyes" program in reducing impaired driving activities. This Traffic Tech describes the volunteer organizational structure and the evaluation methodology, then briefly presents the results and conclusions from this assessment. KW - Community action programs KW - Countermeasures KW - Drunk driving KW - Evaluation and assessment KW - Impaired drivers KW - Methodology KW - Montgomery County (Maryland) KW - Organizational structure KW - Public participation KW - Volunteers UR - http://www.nhtsa.dot.gov/portal/site/nhtsa/template.MAXIMIZE/menuitem.935ae205e29ac00baff82410dba046a0/?javax.portlet.tpst=0f20ab7a9032b29e6be0955e1891ef9a_ws_MX&javax.portlet.prp_0f20ab7a9032b29e6be0955e1891ef9a_viewID=detail_view&itemID=5d52e3abac6cd010VgnVCM1000002c567798RCRD&orderTrafficTechSelect=2A&trafficTechYearSelect=2006&overrideViewName=Report UR - https://trid.trb.org/view/793716 ER - TY - SER AN - 01036925 JO - Traffic Safety Facts - Traffic Tech PB - National Highway Traffic Safety Administration TI - Pilot Test of "Heed the Speed," a Program to Reduce Speeds in Residential Neighborhoods PY - 2006/08 IS - 316 SP - 2p AB - The National Highway Traffic Safety Administration funded a study whose objective was to develop and test a behavior-based program to reduce motorist speed in residential areas by adding education and enforcement to engineering. The study examined whether enforcement and education techniques could achieve a meaningful speed reduction on untreated streets adjacent to streets that have received traditional traffic calming treatments. "Heed the Speed" was selected as the slogan for the field study, which was conducted by Dunlap and Associates, Inc. This Traffic Tech briefly describes the program and its results. KW - Behavior modification KW - Education KW - Field studies KW - Neighborhoods KW - Pilot studies KW - Residential areas KW - Speed control KW - Traffic calming KW - Traffic law enforcement UR - http://www.nhtsa.dot.gov/portal/site/nhtsa/template.MAXIMIZE/menuitem.935ae205e29ac00baff82410dba046a0/?javax.portlet.tpst=0f20ab7a9032b29e6be0955e1891ef9a_ws_MX&javax.portlet.prp_0f20ab7a9032b29e6be0955e1891ef9a_viewID=detail_view&itemID=a0b3e3abac6cd010VgnVCM1000002c567798RCRD&orderTrafficTechSelect=2A&trafficTechYearSelect=2006&overrideViewName=Report UR - https://trid.trb.org/view/793718 ER - TY - SER AN - 01036922 JO - Traffic Safety Facts - Traffic Tech PB - National Highway Traffic Safety Administration TI - Unconscious Motivators and Situational Safety Belt Use PY - 2006/08 IS - 315 SP - 2p AB - Among those who do not always wear a safety belt, the vast majority are "situational belt users," wearing belts only when they think it is necessary. Their unconscious defense mechanisms suppress conscious thought of the consequences of being in a crash. The National Highway Traffic Safety Administration (NHTSA) commissioned a study to explore whether unconscious defense mechanisms can be overcome to encourage the full-time use of safety belts. This Traffic Tech briefly summarizes the major results and conclusions of this study. KW - Awareness KW - Behavior KW - Behavior modification KW - Motivation KW - Seat belt use KW - Seat belts UR - http://www.nhtsa.dot.gov/portal/site/nhtsa/template.MAXIMIZE/menuitem.935ae205e29ac00baff82410dba046a0/?javax.portlet.tpst=0f20ab7a9032b29e6be0955e1891ef9a_ws_MX&javax.portlet.prp_0f20ab7a9032b29e6be0955e1891ef9a_viewID=detail_view&itemID=0183e3abac6cd010VgnVCM1000002c567798RCRD&orderTrafficTechSelect=2A&trafficTechYearSelect=2006&overrideViewName=Report UR - https://trid.trb.org/view/793717 ER - TY - RPRT AN - 01036457 AU - Battelle AU - Department of Transportation AU - Federal Highway Administration AU - National Highway Traffic Safety Administration TI - Evaluation of the MAYDAY/9-1-1 Field Operational Test PY - 2006/07/19/Final Evaluation Report SP - 89p AB - A field operational test (FOT) of the MAYDAY/9-1-1 was conducted by Battelle in association with the Melcher Group. The evaluation included an acceptance test on the voice routing system, Telematics Service Providers Emergency Call Routing Service (TSPECRS); an analysis of Automatic Crash Notification/Advanced Automatic Crash Notification (ACN/AACN) data routing; soliciting feedback from the users of the voice and data routing systems; and identification of potential deployment issues. This evaluation report documents the process, results, and issues encountered in this FOT, from which lessons learned can be drawn to provide guidance for the future deployment of this or a similar system. KW - 911 Emergency Telephone System KW - Acceptance tests KW - Automatic crash notification KW - Data routing KW - Deployment KW - Emergency communication systems KW - Field tests KW - Lessons learned KW - Mayday technologies KW - Voice routing systems UR - http://ntl.bts.gov/lib/jpodocs/repts_te/14297.htm UR - http://ntl.bts.gov/lib/jpodocs/repts_te/14297_files/14297.pdf UR - https://trid.trb.org/view/793094 ER - TY - SER AN - 01036460 JO - Traffic Safety Facts - Research Note PB - National Highway Traffic Safety Administration AU - Pickrell, Timothy M TI - Driver Alcohol Involvement in Fatal Crashes by Age Group and Vehicle Type PY - 2006/07 IS - HS-810 598 SP - 6p AB - The data in this research note demonstrate that while the overall proportion of passenger vehicle drivers with alcohol in fatal crashes is lower in older age groups, the median blood alcohol concentration (BAC) is generally higher for those age groups. However, for motorcycle operators the age groups with the highest level of alcohol involvement also have the highest median BAC levels. This research note identifies differences between age groups and within vehicle types, based on the proportion of drivers with positive BACs (BAC≥.01) by showing differences between passenger vehicle (passenger cars, SUVs, pickup trucks, and vans) driver and motorcycle operator BAC levels across age groups. Passenger vehicle drivers in the age groups 20-29 and 30-39 had the highest proportion of drivers with positive BAC levels. However, motorcycle operators in the age groups 30-39 and 40-49 had the highest proportion of drivers with positive BAC levels. KW - Age groups KW - Automobiles KW - Blood alcohol levels KW - Crash data KW - Drivers KW - Drunk drivers KW - Fatalities KW - Motorcycles KW - Motorcyclists KW - Pickup trucks KW - Sport utility vehicles KW - Vans KW - Vehicle type UR - http://ntl.bts.gov/lib/33000/33200/33256/LPS99462.pdf UR - https://trid.trb.org/view/793078 ER - TY - RPRT AN - 01095891 AU - Rosenker, Mark V AU - National Transportation Safety Board TI - National Transportation Safety Board Safety Recommendation: H-06-23 PY - 2006/06/29 SP - 16p AB - This safety recommendation, addressed to the Honorable Edwin G. Foulke, Jr., Assistant Secretary of Labor, U.S. Department of Labor, Occupational Safety and Health Administration, addresses the inconsistency in regulatory requirements and guidance concerning falsework, bracing, and related temporary construction affecting highway construction contractors. The recommendation is derived from the National Transportation Safety Board's (NTSB's) investigation of a passenger vehicle collision with a fallen overhead bridge girder that occurred in Golden, Colorado, on May 15, 2004, resulting in three fatalities. The NTSB makes the following recommendation to the Occupational Safety and Health Administration: (H-06-23) Work with the Federal Highway Administration and the American Association of State Highway and Transportation Officials to make consistent and compatible your organizations' regulatory requirements for and guidance to construction contractors concerning the design and certification of falsework, formwork, and bracing for the erection of highway structures, including the regulations and guidance concerning the need to have the designs prepared or approved by a Registered Professional Engineer. KW - American Association of State Highway and Transportation Officials KW - Bracing KW - Certification KW - Construction KW - Construction management KW - Contractors KW - Crash investigation KW - Design KW - Falsework KW - Fatalities KW - Formwork KW - Girders KW - Guidelines KW - Overpasses KW - Recommendations KW - Regulations KW - U.S. Federal Highway Administration KW - U.S. Occupational Safety and Health Administration UR - https://trid.trb.org/view/855857 ER - TY - RPRT AN - 01095890 AU - Rosenker, Mark V AU - National Transportation Safety Board TI - National Transportation Safety Board Safety Recommendation: H-06-25 and -26 PY - 2006/06/29 SP - 19p AB - These safety recommendations, addressed to Mr. John Horsley, Executive Director, American Association of State Highway and Transportation Officials, address the inconsistency in regulatory requirements and guidance concerning falsework, bracing, and related temporary construction affecting highway construction contractors, and State oversight of highway contractors and subcontractors. The recommendations are derived from the National Transportation Safety Board's (NTSB's) investigation of a passenger vehicle collision with a fallen overhead bridge girder that occurred in Golden, Colorado, on May 15, 2004, resulting in three fatalities. The NTSB makes the following recommendations to the American Association of State Highway and Transportation Officials: (H-06-25) Work with the Federal Highway Administration and the Occupational Safety and Health Administration to make consistent and compatible your organizations' regulatory requirements for and guidance to construction contractors concerning the design and certification of falsework, formwork, and bracing for the erection of highway structures, including the regulations and guidance concerning the need to have the designs prepared or approved by a Registered Professional Engineer; and (H-06-26) Revise the guidance in your "Construction Manual for Highway Construction" that pertains to the role of State highway and transportation departments' supervisory construction personnel to ensure active supervision and monitoring of safety-critical work being accomplished by contract workers. At a minimum, the guidance should call for State supervisory personnel to 1) prequalify all subcontractors performing safety-critical work on highway projects; 2) require the contractor or subcontractor to submit a written plan or design drawings for all construction, including temporary falsework and bracing, and to have these plans or drawings reviewed and approved by a Registered Professional Engineer; 3) intervene when the contractor or subcontractor exhibits a lack of competence; and 4) require the contractor or subcontractor to take reasonable precautions to monitor and ensure the continued stability of temporary bracing or falsework until permanent construction is completed. KW - American Association of State Highway and Transportation Officials KW - Bracing KW - Certification KW - Construction KW - Construction management KW - Contractors KW - Crash investigation KW - Design KW - Falsework KW - Fatalities KW - Formwork KW - Girders KW - Guidelines KW - Overpasses KW - Oversight KW - Recommendations KW - Regulations KW - State departments of transportation KW - Subcontractors KW - U.S. Federal Highway Administration KW - U.S. Occupational Safety and Health Administration UR - https://trid.trb.org/view/855856 ER - TY - RPRT AN - 01095889 AU - Rosenker, Mark V AU - National Transportation Safety Board TI - National Transportation Safety Board Safety Recommendation: H-06-24 PY - 2006/06/29 SP - 15p AB - This safety recommendation, addressed to Mr. Thomas E. Norton, Executive Director, Colorado Department of Transportation, addresses State oversight of highway contractors and subcontractors. The recommendation is derived from the National Transportation Safety Board's (NTSB's) investigation of a passenger vehicle collision with a fallen overhead bridge girder that occurred in Golden, Colorado, on May 15, 2004, resulting in three fatalities. The NTSB makes the following recommendation to the Colorado Department of Transportation: (H-06-24) Require your State highway and transportation department supervisory construction personnel to actively supervise and monitor safety-critical work being accomplished by contract workers. As a minimum, State supervisory personnel should 1) prequalify all subcontractors performing safety-critical work on highway projects and 2) intervene when a contractor or subcontractor exhibits a lack of competence. KW - Bracing KW - Colorado Department of Transportation KW - Construction KW - Construction management KW - Contractors KW - Crashes KW - Design KW - Falsework KW - Fatalities KW - Formwork KW - Girders KW - Monitoring KW - Overpasses KW - Recommendations KW - Subcontractors KW - Supervision UR - https://trid.trb.org/view/855854 ER - TY - RPRT AN - 01095888 AU - Rosenker, Mark V AU - National Transportation Safety Board TI - National Transportation Safety Board Safety Recommendation: H-06-22 PY - 2006/06/29 SP - 15p AB - This safety recommendation, addressed to the Honorable J. Richard Capka, Administrator, Federal Highway Administration, addresses the inconsistency in regulatory requirements and guidance concerning falsework, bracing, and related temporary construction affecting highway construction contractors. The recommendation is derived from the National Transportation Safety Board's (NTSB's) investigation of a passenger vehicle collision with a fallen overhead bridge girder that occurred in Golden, Colorado, on May 15, 2004, resulting in three fatalities. The NTSB makes the following recommendation to the Federal Highway Administration: (H-06-22) Take the lead in working with the Occupational Safety and Health Administration and the American Association of State Highway and Transportation Officials to make consistent and compatible your organizations' regulatory requirements for and guidance to construction contractors concerning the design and certification of falsework, formwork, and bracing for the erection of highway structures, including the regulations and guidance concerning the need to have the designs prepared or approved by a Registered Professional Engineer. KW - American Association of State Highway and Transportation Officials KW - Bracing KW - Certification KW - Construction KW - Construction management KW - Contractors KW - Crash investigation KW - Design KW - Falsework KW - Fatalities KW - Formwork KW - Girders KW - Guidelines KW - Overpasses KW - Recommendations KW - Regulations KW - U.S. Federal Highway Administration KW - U.S. Occupational Safety and Health Administration UR - https://trid.trb.org/view/855852 ER - TY - ABST AN - 01490674 TI - Integrated Vehicle-Based Safety Systems (IVBSS) Field Operational Test Independent Evaluation AB - The objective of this project is to develop an Integrated Vehicle-Based Safety Systems (IVBSS) field operational test evaluation plan and carry out the program independent evaluation. KW - Evaluation and assessment KW - Field tests KW - Integrated systems KW - Intelligent vehicles KW - Vehicle safety UR - http://www.nhtsa.gov/DOT/NHTSA/Traffic%20Injury%20Control/Research%20In%20Progress/files/IntegratedVehicleBasedSafetySystems(IVBSS)FieldOperationalVolpeCenter.pdf UR - https://trid.trb.org/view/1260384 ER - TY - RPRT AN - 01111378 AU - McCallum, Marvin AU - Campbell, John L AU - Richard, Christian AU - Brown, James L AU - Battelle AU - National Highway Traffic Safety Administration AU - University of Michigan Transportation Research Institute TI - Integrated Vehicle-Based Safety System Heavy Truck Driver Vehicle Interface (DVI) Literature Review PY - 2006/06 SP - 70p AB - The Integrated Vehicle-Based Safety Systems (IVBSS) program is a four-year, two phase cooperative research program conducted by an industry team led by the University of Michigan Transportation Research Institute (UMTRI). The program goal is to integrate several collision warning systems into one vehicle in a way that alerts drivers to potential collision threats with an effective driver vehicle interface (DVI), while minimizing the number of excessive warnings presented to the driver. Basic program strategies for meeting this objective include systematically managing and prioritizing all information presented to the driver, minimizing the number of system false alarms, and restricting auditory alarms to higher urgency collision conditions. The report summarizes existing guidelines, data sources, and design principles relevant to the design of the IVBSS heavy-truck DVI; and discusses high-priority research issues relevant to the development and field testing of the IVBSS heavy-truck DVI KW - Advanced driver information systems KW - Crash avoidance systems KW - Driver vehicle interfaces KW - Field tests KW - Heavy duty trucks KW - Heavy duty vehicles KW - Integrated Vehicle Based Safety Systems (Initiative) KW - Literature reviews KW - Vehicle safety KW - Warning systems UR - http://deepblue.lib.umich.edu/bitstream/2027.42/58357/1/101059.pdf UR - https://trid.trb.org/view/871071 ER - TY - RPRT AN - 01098899 AU - LeBlanc, David AU - Sayer, James AU - Winkler, Christopher AU - Ervin, R AU - Bogard, Scott AU - Devonshire, Joel AU - Mefford, Mary Lynn AU - Hagan, Michael AU - Bareket, Z AU - Goodsell, R AU - Gordon, Timothy J AU - University of Michigan Transportation Research Institute AU - National Highway Traffic Safety Administration TI - Road Departure Crash Warning System Field Operational Test: Methodology and Results. Volume 1: Technical Report PY - 2006/06//Final Research Report SP - 318p AB - This report summarizes results from the Intelligent Vehicle Initiative (IVI) Road Departure Crash Warning System Field Operational Test (RDCW FOT) project. This project was conducted under a cooperative agreement between the U.S. Department of Transportation and the University of Michigan Transportation Research Institute, along with its partners, Visteon Corporation and AssistWare Technologies. Road departure crashes account for 15,000 fatalities annually in the U.S. This project developed, validated, and field-tested a set of technologies intended to warn drivers in real time when the driver was drifting from their lane, and a curve-speed warning system designed to provide alerts to help drivers slow down when approaching a curve too fast to safely negotiate the curve. This report describes the field operational test of the system and subsequent analysis of the data to address the suitability of similar systems for widespread deployment within the U.S. passenger-vehicle fleet. Two areas were addressed: safety-related changes in driver performance including behavior that may be attributed to the system, and levels of driver acceptance in key areas. Testing used 11 passenger sedans equipped with RDCW and a data acquisition system that compiled a massive set of numerical, video, and audio data. Seventy-eight drivers each drove a test vehicle, unsupervised, for four weeks. The resulting data set captured 83,000 miles of driving, with over 400 signals captured at 10 Hz or faster. Analysis of the data shows that with the RDCW system active, relative to the baseline condition, drivers improved lanekeeping by remaining closer to the lane center and reducing the number of excursions near or beyond the lane edges. In addition, turn signal use increased dramatically. The data, however, were unable to confirm a change in driver’s curve-taking behaviors that could have been attributed to the curve speed warning system. Driver acceptance was generally positive in relation to the lateral drift component of the system, with reactions to the curve speed warning system being rather mixed. Many additional results and insights are documented in the report. KW - Acceptance KW - Behavior KW - Crash avoidance systems KW - Driver support systems KW - Drivers KW - Field tests KW - Highway curves KW - Intelligent Vehicle Initiative KW - Lane departures KW - Ran off road crashes KW - Speed KW - Turn signals KW - Warning devices KW - Warning systems UR - http://www.nhtsa.gov/DOT/NHTSA/NRD/Multimedia/PDFs/Crash%20Avoidance/2006/RDCW-Final-Report-Vol-1_JUNE.pdf UR - https://trid.trb.org/view/857512 ER - TY - RPRT AN - 01098898 AU - LeBlanc, David AU - Sayer, James AU - Winkler, Christopher AU - Ervin, R AU - Bogard, Scott AU - Devonshire, Joel AU - Mefford, Mary Lynn AU - Hagan, Michael AU - Bareket, Z AU - Goodsell, R AU - Gordon, Timothy J AU - University of Michigan Transportation Research Institute AU - National Highway Traffic Safety Administration TI - Road Departure Crash Warning System Field Operational Test: Methodology and Results. Volume 2: Appendices PY - 2006/06//Final Research Report SP - 392p AB - This report summarizes results from the Intelligent Vehicle Initiative (IVI) Road Departure Crash Warning System Field Operational Test (RDCW FOT) project. This project was conducted under a cooperative agreement between the U.S. Department of Transportation and the University of Michigan Transportation Research Institute, along with its partners, Visteon Corporation and AssistWare Technologies. Road departure crashes account for 15,000 fatalities annually in the U.S. This project developed, validated, and field-tested a set of technologies intended to warn drivers in real time when the driver was drifting from their lane, and a curve-speed warning system designed to provide alerts to help drivers slow down when approaching a curve too fast to safely negotiate the curve. This report describes the field operational test of the system and subsequent analysis of the data to address the suitability of similar systems for widespread deployment within the U.S. passenger-vehicle fleet. Two areas were addressed: safety-related changes in driver performance including behavior that may be attributed to the system, and levels of driver acceptance in key areas. Testing used 11 passenger sedans equipped with RDCW and a data acquisition system that compiled a massive set of numerical, video, and audio data. Seventy-eight drivers each drove a test vehicle, unsupervised, for four weeks. The resulting data set captured 83,000 miles of driving, with over 400 signals captured at 10 Hz or faster. Analysis of the data shows that with the RDCW system active, relative to the baseline condition, drivers improved lanekeeping by remaining closer to the lane center and reducing the number of excursions near or beyond the lane edges. In addition, turn signal use increased dramatically. The data, however, were unable to confirm a change in driver’s curve-taking behaviors that could have been attributed to the curve speed warning system. Driver acceptance was generally positive in relation to the lateral drift component of the system, with reactions to the curve speed warning system being rather mixed. Many additional results and insights are documented in the report. KW - Acceptance KW - Behavior KW - Crash avoidance systems KW - Driver support systems KW - Drivers KW - Field tests KW - Highway curves KW - Intelligent Vehicle Initiative KW - Lane departures KW - Ran off road crashes KW - Speed KW - Turn signals KW - Warning devices KW - Warning systems UR - http://www.nhtsa.gov/DOT/NHTSA/NRD/Multimedia/PDFs/Crash%20Avoidance/2006/RDCW-Final-Report-Vol-2_JUNE.pdf UR - https://trid.trb.org/view/859060 ER - TY - RPRT AN - 01095543 AU - Baker, Susan P AU - Chen, Li-Hui AU - Li, Guohua AU - Johns Hopkins University, Baltimore AU - National Highway Traffic Safety Administration TI - National Evaluation of Graduated Driver Licensing Programs PY - 2006/06//NHTSA Technical Report SP - 23p AB - The implementation of Graduated Driver Licensing (GDL) programs is associated with lower fatal crash rates of young drivers, but the contribution of specific components of GDL programs is not known. The objective of this research was to determine which types of GDL programs are associated with reductions in fatal crashes involving 16-year-old drivers. A retrospective study was conducted of the involvement of 16-year-old drivers in fatal crashes in the United States from 1994 through 2004 using data obtained from the Fatality Analysis Reporting System (FARS) and the U.S. Census Bureau. The association of various GDL programs with fatal crashes involving 16-year-old drivers was examined and compared to results for 20-24 and 25-29-year-old drivers. Analysis was based on the total number of quarters of the year in all States (State-quarters) with or without specific GDL programs, excluding the four quarters before and the four quarters after a law was changed. The main outcome measure was Incidence Rate Ratio (IRR) for fatal crashes involving 16-year-old drivers in relation to GDL programs. Overall, State-quarters having GDL programs (combined results, including weaker programs) were associated with an 11% lower [IRR 0.89, 95% confidence interval (CI) 0.80, 0.99] fatal crash involvement rate for 16-year-old drivers, than State-quarters without GDL programs. When State-quarters without any of the seven GDL components are compared to State-quarters with GDL programs, only those programs having five or more components had significantly lower (18%-21%) fatal crash involvement rates for 16-year-old drivers. The finding that GDL is associated with lower fatal crash involvement rates is strengthened by the observation that drivers age 20 to 24 or 25 to 29 did not also show lower fatal crash involvement rates during the comparable State-quarters. It was concluded that the most comprehensive GDL programs are associated with crash involvement rates about 20% lower for 16-year-olds than comparable crash involvement rates without GDL programs. Based on existing programs that were sufficiently common for analysis, the greatest benefit appears to be in programs that include age requirements plus 3 or more months of waiting before the intermediate stage, nighttime driving restriction, and either supervised driving of at least 30 hours or a passenger restriction. KW - Crash rates KW - Evaluation and assessment KW - Fatalities KW - Fatality Analysis Reporting System KW - Graduated licensing KW - Statistics KW - Teenage drivers UR - http://www.nhtsa.gov/DOT/NHTSA/Traffic%20Injury%20Control/Teen%20Driver/files/GDL_6-20-2006.pdf UR - https://trid.trb.org/view/855697 ER - TY - SER AN - 01036927 JO - Traffic Safety Facts - Traffic Tech PB - National Highway Traffic Safety Administration TI - National Evaluation of Graduated Driver Licensing Programs PY - 2006/06 IS - 313 SP - 2p AB - Graduated Driver Licensing (GDL) programs have become an increasingly popular approach to managing the serious problem of high rates of fatal and nonfatal crashes among beginning drivers. These programs vary by State, but most are designed to provide novice drivers the opportunity to gain driving experience in less risky circumstances. A study was undertaken to determine both the overall impact of GDL programs and the types of GDL programs that are effective in reducing crashes. This Traffic Tech briefly describes the study approach and summarizes the study findings. KW - Evaluation and assessment KW - Graduated licensing KW - Impact studies KW - Novice drivers KW - Recently qualified drivers KW - Traffic safety UR - http://www.nhtsa.dot.gov/portal/site/nhtsa/template.MAXIMIZE/menuitem.935ae205e29ac00baff82410dba046a0/?javax.portlet.tpst=0f20ab7a9032b29e6be0955e1891ef9a_ws_MX&javax.portlet.prp_0f20ab7a9032b29e6be0955e1891ef9a_viewID=detail_view&itemID=13d6b9be16c8c010VgnVCM1000002c567798RCRD&orderTrafficTechSelect=2A&trafficTechYearSelect=2006&overrideViewName=Report UR - https://trid.trb.org/view/793715 ER - TY - SER AN - 01030782 JO - Traffic Safety Facts - Traffic Tech PB - National Highway Traffic Safety Administration TI - Ticketing Aggressive Cars and Trucks in Washington State PY - 2006/06 IS - 312 SP - 2p AB - Congress directed the National Highway Traffic Safety Administration and the Federal Motor Carrier Safety Administration to work together to "educate the motoring public on how to share the road safely with commercial motor vehicles" (CMVs) in 2004 and 2005. Washington State piloted this project because of its success in implementing other highway safety enforcement projects such as the Washington State Patrol (WSP) "Step Up and R.I.D.E." program in Seattle. The local project put a trooper in a large truck to observe unsafe driving behaviors and radio other troopers ahead who then stopped and ticketed the driver. "Ticketing Aggressive Cars and Trucks" (TACT) combined the "Step Up and R.I.D.E." program with high visibility enforcement directed at unsafe driving by any vehicle around CMVs. The Washington Traffic Safety Commission chose four high crash interstate corridors, each approximately 25 miles in length. Two intervention corridors received TACT media and increased enforcement, while two comparison corridors received no TACT media or increased enforcement. This Traffic Tech summarizes the findings of this project. The evaluation provided a consistent picture of the effectiveness of the TACT pilot project. Success was demonstrated at every step--messages were received and understood, knowledge was changed in the intended direction, self-reported behavior improved, and observed behavior confirmed the self-reports. KW - Aggression KW - Automobile drivers KW - Behavior KW - Behavior modification KW - Commercial vehicles KW - High risk drivers KW - Highway safety KW - Pilot projects KW - Traffic citations KW - Traffic law enforcement KW - Trucks KW - Washington (State) UR - http://www.nhtsa.dot.gov/staticfiles/DOT/nhtsa/Communication%20&%20Consumer%20Information/Traffic%20Tech%20Publications/Associated%20Files/tt312.pdf UR - https://trid.trb.org/view/787765 ER - TY - ABST AN - 01490036 TI - Brake Assist - Evaluating Driver Performance AB - This driver-vehicle performance study examines the benefits of using brake assist (BA) in passenger vehicles to avoid a collision. KW - Brake assist system KW - Braking performance KW - Crash avoidance systems KW - Driver performance KW - Driver support systems KW - Evaluation and assessment UR - http://www.nhtsa.gov/DOT/NHTSA/Traffic%20Injury%20Control/Research%20In%20Progress/files/BrakeAssistEvaluatingDriverPerformance.pdf UR - https://trid.trb.org/view/1259583 ER - TY - RPRT AN - 01095887 AU - Rosenker, Mark V AU - National Transportation Safety Board TI - National Transportation Safety Board Safety Recommendation: H-06-21 PY - 2006/05/08 SP - 5p AB - This safety recommendation, addressed to Mr. Patrick Jones, Executive Director, International Bridge, Tunnel and Turnpike Association, addresses toll plaza design and the lack of national standards for toll plaza design. The recommendation is derived from the National Transportation Safety Board's (NTSB's) investigation of the October 1, 2003, multivehicle collision on the approach to the Hampshire–Marengo toll plaza near Hampshire, Illinois. The NTSB makes the following recommendation to the International Bridge, Tunnel and Turnpike Association: (H-06-21) Cooperate with the Federal Highway Administration and the American Association of State Highway and Transportation Officials to develop written guidelines on toll plaza design that provide information on current tolling practices, electronic toll collection strategies, and other equipment designed to eliminate queuing at toll plazas and to improve toll road safety. KW - American Association of State Highway and Transportation Officials KW - Automated toll collection KW - Design KW - Guidelines KW - Highway traffic control KW - International Bridge, Tunnel and Turnpike Association KW - Multiple vehicle crashes KW - Rear end crashes KW - Recommendations KW - Toll plazas KW - Traffic flow KW - Traffic queuing KW - Traffic safety KW - U.S. Federal Highway Administration UR - https://trid.trb.org/view/855849 ER - TY - RPRT AN - 01095886 AU - Rosenker, Mark V AU - National Transportation Safety Board TI - National Transportation Safety Board Safety Recommendation: H-06-19 and -20 PY - 2006/05/08 SP - 5p AB - These safety recommendations, addressed to Mr. John Horsley, Executive Director, American Association of State Highway and Transportation Officials, address toll plaza design and the lack of national standards for toll plaza design. The recommendations are derived from the National Transportation Safety Board's (NTSB's) investigation of the October 1, 2003, multivehicle collision on the approach to the Hampshire–Marengo toll plaza near Hampshire, Illinois. The NTSB makes the following recommendations to the American Association of State Highway and Transportation Officials: (H-06-19) Cooperate with the Federal Highway Administration and the International Bridge, Tunnel and Turnpike Association to develop written guidelines on toll plaza design that provide information on current tolling practices, electronic toll collection strategies, and other equipment designed to eliminate queuing at toll plazas and to improve toll road safety; and (H-06-20) Include the information from the written guidelines on toll plaza design in the next update of "A Policy on Geometric Design of Highways and Streets" (Green Book). KW - AASHTO Green Book KW - American Association of State Highway and Transportation Officials KW - Automated toll collection KW - Design KW - Guidelines KW - Highway traffic control KW - International Bridge, Tunnel and Turnpike Association KW - Multiple vehicle crashes KW - Rear end crashes KW - Recommendations KW - Toll plazas KW - Traffic flow KW - Traffic queuing KW - Traffic safety KW - U.S. Federal Highway Administration UR - https://trid.trb.org/view/855847 ER - TY - RPRT AN - 01095885 AU - Rosenker, Mark V AU - National Transportation Safety Board TI - National Transportation Safety Board Safety Recommendation: H-06-18 PY - 2006/05/08 SP - 4p AB - This safety recommendation, addressed to Mr. J. Richard Capka, Acting Administrator, Federal Highway Administration, addresses the safety hazard of backups at toll plazas. The recommendation is derived from the National Transportation Safety Board's (NTSB's) investigation of the October 1, 2003, multivehicle collision on the approach to the Hampshire–Marengo toll plaza near Hampshire, Illinois. The NTSB makes the following recommendation to the Federal Highway Administration: (H-06-18) Cooperate with the American Association of State Highway and Transportation Officials and the International Bridge, Tunnel and Turnpike Association to develop written guidelines on toll plaza design that provide information on current tolling practices, electronic toll collection strategies, and other equipment designed to eliminate queuing at toll plazas and to improve toll road safety. KW - American Association of State Highway and Transportation Officials KW - Automated toll collection KW - Design KW - Guidelines KW - Highway traffic control KW - International Bridge, Tunnel and Turnpike Association KW - Multiple vehicle crashes KW - Rear end crashes KW - Recommendations KW - Toll plazas KW - Traffic flow KW - Traffic queuing KW - Traffic safety KW - U.S. Federal Highway Administration UR - https://trid.trb.org/view/855846 ER - TY - RPRT AN - 01095884 AU - Rosenker, Mark V AU - National Transportation Safety Board TI - National Transportation Safety Board Safety Recommendation: H-06-17 PY - 2006/05/08 SP - 5p AB - This safety recommendation, addressed to Mr. Warren E. Hoemann, Acting Administrator, Federal Motor Carrier Safety Administration (FMCSA), addresses FMCSA's process for monitoring passenger carriers that have lost operating authority to verify that they are no longer providing for-hire interstate charter services to the public. The recommendation is derived from the National Transportation Safety Board's (NTSB's) investigation of the October 1, 2003, multivehicle collision on the approach to the Hampshire–Marengo toll plaza near Hampshire, Illinois. The NTSB makes the following recommendation to the FMCSA: (H-06-17) Establish a program to verify that motor carriers have ceased operations after the effective date of revocation of operating authority. KW - Buses KW - Charter operations KW - Monitoring KW - Multiple vehicle crashes KW - Operating authority revocation KW - Recommendations KW - U.S. Federal Motor Carrier Safety Administration UR - https://trid.trb.org/view/855845 ER - TY - RPRT AN - 01095883 AU - Rosenker, Mark V AU - National Transportation Safety Board TI - National Transportation Safety Board Safety Recommendation: H-06-16 PY - 2006/05/08 SP - 5p AB - This safety recommendation, addressed to the Honorable Norman Y. Mineta, Secretary, U.S. Department of Transportation, addresses heavy truck aggressivity. The recommendation is derived from the National Transportation Safety Board's (NTSB's) investigation of the October 1, 2003, multivehicle collision on the approach to the Hampshire–Marengo toll plaza near Hampshire, Illinois. The NTSB makes the following recommendation to the U.S. Department of Transportation: (H-06-16) Include heavy vehicles in your research, testing, and eventual rulemaking on highway vehicle incompatibility, especially as that incompatibility affects the severity of accidents. KW - Crash severity KW - Heavy duty trucks KW - Heavy vehicles KW - Multiple vehicle crashes KW - Recommendations KW - U.S. Department of Transportation KW - Vehicle aggressiveness KW - Vehicle incompatibility UR - https://trid.trb.org/view/855844 ER - TY - RPRT AN - 01095882 AU - Rosenker, Mark V AU - National Transportation Safety Board TI - National Transportation Safety Board Safety Recommendation: H-06-15 PY - 2006/05/08 SP - 5p AB - This safety recommendation, addressed to the Honorable Samuel W. Bodman, Secretary, U.S. Department of Energy, addresses heavy truck aggressivity. The recommendation is derived from the National Transportation Safety Board's (NTSB's) investigation of the October 1, 2003, multivehicle collision on the approach to the Hampshire–Marengo toll plaza near Hampshire, Illinois. The NTSB makes the following recommendation to the U.S. Department of Energy as the lead department for the Federal research and development component of the 21st Century Truck Program: (H-06-15) Report to the NTSB the 21st Century Truck Program's plans and timetable for prioritizing research, testing, and design enhancements that address heavy truck aggressivity. KW - 21st Century Truck Program KW - Heavy duty trucks KW - Heavy vehicles KW - Multiple vehicle crashes KW - Recommendations KW - U.S. Department of Energy KW - Vehicle aggressiveness UR - https://trid.trb.org/view/855843 ER - TY - ABST AN - 01388539 AU - Hilton, J AU - United States. National Highway Traffic Safety Administration (NHTSA) TI - Race and ethnicity in fatal motor vehicle traffic crashes 1999-2004 PY - 2006/05 IS - DOT HS 809 956 SP - 22p AB - Because of the growing concern in the motor vehicle traffic safety community over the high number of minority fatalities, this report was written to describe the differences among racial and ethnic groups in the frequency of occurrence of characteristics or behaviors associated with fatalities in motor vehicle traffic crashes. When measured against deaths from all causes, motor vehicle traffic crashes have accounted for disproportionately large percentages, particularly among Native Americans and Hispanics. Alcohol has played a major role in the deaths of both drivers and pedestrians. Additional factors contributing to higher numbers have been lack of valid licensing for drivers, and lower usage of safety belts, child safety seats, and motorcycle helmets by all but Asian/Pacific Islanders. Compared to all others, African American children were killed in disproportionately high numbers in both urban and rural settings. KW - Alcohol usage KW - Alcohol use KW - Child KW - Children KW - Drink driving KW - Driver characteristics KW - Driver licenses KW - Drivers KW - Drivers licence KW - Drunk driving KW - Ethnic groups KW - Ethnicity KW - Fatalities KW - Fatality KW - Fatality rate KW - Helmet KW - Helmets KW - Highway safety KW - Human characteristics KW - Human factors KW - Human factors KW - Pedestrian KW - Pedestrians KW - Restraint usage KW - Road safety KW - Road safety (human factors) KW - Seat belt usage KW - Usa UR - https://trid.trb.org/view/1156305 ER - TY - RPRT AN - 01111567 AU - Nerup, Penny AU - Salzberg, Phil AU - VanDyk, Jonna AU - Porter, Lowell AU - Blomberg, Richard AU - Thomas, F Dennis AU - Cosgrove, Linda AU - Washington Traffic Safety Commission AU - Dunlap and Associates, Incorporated AU - National Highway Traffic Safety Administration TI - Ticketing Aggressive Cars and Trucks in Washington State: High Visibility Enforcement Applied to Share the Road Safely PY - 2006/05//Final Report SP - 100p AB - In 2004, Congress directed the National Highway Traffic Safety Administration and the Federal Motor Carrier Safety Administration to work together “to educate the drivers of passenger vehicles on how to share the road safely with commercial motor vehicles (CMVs).” Washington State was selected as the site for an 18 month pilot project because of its success in implementing other highway safety enforcement projects such as Washington State Patrol’s Step Up and R.I.D.E. program in Seattle. Ticketing Aggressive Cars and Trucks (TACT) is a pilot project using enforcement, education, media and evaluation to reduce fatalities and injuries resulting from cutting off, tailgating, and speeding around trucks. It applies NHTSA’s High Visibility Enforcement model of Click It or Ticket to unsafe driving by any vehicle around large trucks. Public awareness activities and paid media were designed to increase motorists’ awareness of the need to leave one car length for every 10 miles of speed when merging in front of trucks. Four high-crash interstate corridors, each approximately 25 miles in length, were selected; two intervention corridors received TACT media messages and increased enforcement while two comparison corridors did not. Two waves of enforcement each lasting two weeks (July 11-22 and September 19-30, 2005) took place at the intervention sites. There were a total of 4,737 contacts made with drivers during the two enforcement waves, approximately 237 contacts per day over the 20 days of special TACT enforcement. Most contacts resulted in a citation being issued (72%). Overall, drivers at the intervention sites who said they saw or heard any of the TACT messages increased from 17.7 percent in the pre period to 67.3 percent in the post period. Drivers at the intervention sites also reported increased exposure to the core message of leaving more space when passing trucks (14% pre to 40% post period). The percentage of drivers who said they leave more room when passing trucks than when passing cars, rose from 16 percent in the pre period to 24 percent in the post period at the intervention sites, while comparison sites showed no change. WSP officers in unmarked cars video recorded driving behaviors (one pre and four post interventions) while following semi trucks. Approximately 160 hours of video (8 hours x 4 sites x 5 waves) containing 1,843 sequences in which a passenger vehicle crossed paths with a CMV, whether or not a violation was committed, were extracted from the video based on the information recorded by the troopers. Statistical analyses showed that violation rates were reduced significantly at the intervention sites (between 23% and 46%), while remaining constant at the comparison sites. Overall, the evaluation results provide a consistent picture of the effectiveness of the TACT pilot project. Success was demonstrated at every step – messages were received and understood, knowledge was changed in the intended direction, self reported driving behavior around large trucks improved, and observed driving behaviors confirmed the self reports. An innovative road sign was the most recalled method of relaying TACT’s enforcement and safety message. KW - Aggression KW - Commercial vehicles KW - High risk drivers KW - Highway safety KW - Mass media KW - Public information programs KW - Safety campaigns KW - Ticketing Aggressive Cars and Trucks KW - Traffic law enforcement KW - Traffic signs KW - Trucks KW - Washington (State) UR - http://www.nhtsa.gov/DOT/NHTSA/Traffic%20Injury%20Control/Articles/Associated%20Files/810603.pdf UR - http://ntl.bts.gov/lib/30000/30200/30236/810603.pdf UR - https://trid.trb.org/view/870817 ER - TY - RPRT AN - 01095542 AU - National Highway Traffic Safety Administration TI - Buying a Safer Car for Child Passengers 2006: A Guide for Parents PY - 2006/05 SP - 28p AB - This brochure was designed to help the consumer make an informed decision when purchasing a vehicle for the family. It includes information on safety features and designs specific to child passengers, such as the manual air bag on-off switch, LATCH (Lower Anchors and Tethers for Children), and built-in child safety seats. Charts are included showing the key child safety features for each vehicle type. Additionally, information is provided on child safety seats and booster seats, keeping children safe in and around vehicles, and answers to frequently asked questions. KW - Automobiles KW - Booster seats KW - Brochures KW - Child restraint systems KW - Children KW - Consumers KW - Guidelines KW - Lower Anchors and Tethers for Children (LATCH) KW - On-off air bag switches KW - Purchasing KW - Vehicle design KW - Vehicle safety UR - https://trid.trb.org/view/855564 ER - TY - RPRT AN - 01095541 AU - National Highway Traffic Safety Administration TI - Bicycle Safety Tips for Adults PY - 2006/05 AB - This video provides a review of the basics of bicycle safety. It includes discussion on bicycle and helmet fit, rules of the road, and safe riding practices. Practicing these safety principles may prevent a crash or injury or even save your life. The video is intended for all cyclists, including new riders, recreational riders and experienced riders. KW - Bicycle helmets KW - Bicycle safety KW - Bicycles KW - Bicycling KW - Cyclists KW - Rule of the road UR - https://trid.trb.org/view/855460 ER - TY - RPRT AN - 01095540 AU - National Highway Traffic Safety Administration TI - Highway Safety - Title 23, United States Code, Chapter 4 and Related Highway Safety Provisions Administered by the National Highway Traffic Safety Administration PY - 2006/05 SP - 69p AB - This document presents Title 23, United States Code, Chapter 4, legislation regarding Highway Safety and related highway safety provisions. It includes the following sections: Authority of the Secretary, Highway safety programs, Highway safety research and development, National Highway Safety Advisory Committee, Occupant protection incentive grants, Safety belt performance grants, Innovative project grants, State traffic safety information system improvements, Discovery and admission as evidence of certain reports and surveys, Alcohol-impaired driving countermeasures, State highway safety data improvements, and Agency accountability. Related highway safety provisions include those in the Uncodified Programs and Provisions and in Chapter 1 of the Safe, Accountable, Flexible, Efficient Transportation Equity Act: A Legacy for Users; those in the Surface Transportation Extension Acts of 2003, 2004, and 2005; and those in the ENHANCE 911 Act of 2004. KW - Accountability KW - Countermeasures KW - Data collection KW - Drunk driving KW - ENHANCE 911 Act of 2004 KW - Federal aid highways KW - Grant aid KW - Highway safety KW - Information systems KW - Innovation KW - Occupant protection devices KW - Research KW - Safe, Accountable, Flexible, Efficient Transportation Equity Act: A Legacy for Users KW - Safety programs KW - Seat belts KW - Surface Transportation Extension Act of 2005 KW - Traffic safety KW - United States Code. Title 23 UR - https://trid.trb.org/view/853351 ER - TY - RPRT AN - 01095539 AU - National Highway Traffic Safety Administration TI - National Driver Register - Title 49, United States Code, Chapter 303 Administered by the National Highway Traffic Safety Administration PY - 2006/05 SP - 14p AB - This document presents the legislation known as the National Driver Register. It includes the following sections: Definitions; National Driver Register; State participation; Reports by chief driver licensing officials; Access to Register information; National Driver Register Advisory Committee; Criminal penalties; and Authorization of appropriations. Related provisions in the Transportation Equity Act for the 21st Century; in the Surface Transportation Extension Acts of 2003, 2004 and 2005; and in the Safe, Accountable, Flexible, Efficient Transportation Equity Act: A Legacy for Users are also presented. KW - Appropriations KW - Definitions KW - Driver licensing KW - Laws and legislation KW - National Driver Register KW - Penalties KW - Safe, Accountable, Flexible, Efficient Transportation Equity Act: A Legacy for Users KW - Surface Transportation Extension Act of 2005 KW - Transportation Equity Act for the 21st Century UR - https://trid.trb.org/view/853196 ER - TY - RPRT AN - 01095526 AU - National Highway Traffic Safety Administration TI - Safety if just a "click" away... Calendar 2006/2007 PY - 2006/05 SP - 2p AB - This poster calendar presents some safety facts concerning seat belt use by African-Americans along with a calendar for July 2006 through June 2007. Among other things, it encourages African American pregnant women to buckle up, parents to make sure their children are correctly secured in the appropriate child safety seat, and all children age 12 and under to ride in the back seat. KW - African Americans KW - Child restraint systems KW - Children KW - Pregnant women KW - Rear seat occupants KW - Resource calendar KW - Seat belt use KW - Seat belts UR - https://trid.trb.org/view/851910 ER - TY - RPRT AN - 01095525 AU - National Highway Traffic Safety Administration TI - Do You Wear Your Safety Belt? Safety is just a "click" away... PY - 2006/05 SP - 2p AB - This poster pamphlet is part of a safety awareness effort aimed at the African-American population. It encourages African-Americans to buckle up every time they drive or are passengers in a motor vehicle. KW - African Americans KW - Drivers KW - Passengers KW - Safety campaigns KW - Seat belt use KW - Seat belts UR - https://trid.trb.org/view/851907 ER - TY - RPRT AN - 01095524 AU - National Highway Traffic Safety Administration TI - You're In the Driver's Seat! Do You Wear Your Safety Belt? PY - 2006/05 SP - 8p AB - Too many African-American children and young adults are killed and injured each year because they didn't buckle up. This pamphlet encourages young African-American drivers to buckle up by presenting some facts, such as the following: in 2003, motor vehicle crashes were the leading cause of death for all African-Americans from age 4 through 13; when parents travel without their safety belts, their children's restraint use drops by 36 percentage points; and the African-American population is expected to increase by 13% by 2010, which will significantly increase its exposure to traffic crashes. KW - African Americans KW - Child restraint systems KW - Crashes KW - Fatalities KW - Seat belt use KW - Seat belts UR - https://trid.trb.org/view/851905 ER - TY - RPRT AN - 01036421 AU - Education Development Center, Incorporated AU - AAA Foundation for Traffic Safety AU - National Highway Traffic Safety Administration TI - Guidelines for Developing Traffic Safety Educational Materials for Spanish-Speaking Audiences PY - 2006/05 SP - 96p AB - This document was developed as part of Educación de seguridad en el tránsito/Education in Traffic Safety (EST), a two-year project conducted by Education Development Center, Inc. (EDC), in Newton, Massachusetts. EST’s goal was to foster the development of effective traffic safety educational materials to serve the growing Spanish-speaking population in the United States. The objectives of the project were to: (1) Collect and describe existing Spanish-language traffic safety educational materials; (2) Develop these guidelines for creating culturally and linguistically appropriate educational materials for Latinos (this document); (3) Use these Guidelines to develop one sample educational material (reproduced in Appendix E); and (4) Develop a Web site that contains these Guidelines and traffic safety resources for Spanish-speakers. KW - Development KW - Educational materials KW - Guidelines KW - Highway safety KW - Hispanics KW - Spanish language KW - Traffic safety KW - Traffic safety education KW - United States KW - Websites (Information retrieval) UR - https://trid.trb.org/view/792640 ER - TY - SER AN - 01027363 JO - Traffic Safety Facts - Research Note PB - National Highway Traffic Safety Administration AU - Varghese, Cherian AU - Shankar, Umesh TI - Restraint Use Patterns Among Fatally Injured Passenger Vehicle Occupants PY - 2006/05 IS - HS-810 595 SP - 6p AB - In 2004, the majority (55%) of the occupants of passenger vehicles [passenger cars, light trucks, vans, and sport utility vehicles (SUVs)] killed in motor vehicle crashes were unrestrained (Motor Vehicle Traffic Crash Fatality Counts and Injury Estimates for 2004, NHTSA DOT HS-809 923). When examined more closely, the data show that the proportion of unrestrained fatalities was higher among males, on rural roadways, in pickup trucks and SUVs, in single vehicle crashes, and in the age group of 8 to 44 years old. Further details are provided in this Research Note. KW - Age groups KW - Automobiles KW - Fatalities KW - Gender KW - Light trucks KW - Pickup trucks KW - Rural highways KW - Seat belt usage KW - Seat belt use KW - Single vehicle crashes KW - Sport utility vehicles KW - Traffic crashes KW - Trend (Statistics) KW - Vans UR - http://www-nrd.nhtsa.dot.gov/Pubs/810595.PDF UR - https://trid.trb.org/view/784358 ER - TY - CONF AN - 01025822 JO - Transportation Research E-Circular PB - Transportation Research Board AU - Boase, Paul TI - Commentary on Legal Framework for Dealing with Drugs in Traffic PY - 2006/05 IS - E-C096 SP - pp 97-100 AB - Canada is currently considering legislation that will detail the investigative steps necessary to pursue a drug-impaired prosecution. The hearings into the proposed changes to the Criminal Code of Canada highlights some of the legislative and policy challenges faced when attempting to address this issue specifically in law. A significant challenge identified has been to better document that a significant problem exists in addition to that which is already addressed by alcohol or impaired driving legislation. Any new legislation concerning drug impaired driving will happen within the context of the current environment of alcohol impaired driving enforcement. In many respects the situation is similar, but in others it is not. Legislators, the judicial system and the public are aware of the situation with alcohol impaired driving which may help or hinder new policies and programs related to drug impaired driving. It will be important to exploit the similarities but identify and manage the differences in order to bring in legislation which is both effective and accepted by the police, courts, and drivers. This includes making the requisite resources available to support any legislative or policy changes implemented. It will be very important to ensure that new legislation does not complicate prosecutions or existing sanctions for alcohol impaired driving. U1 - Drugs and Traffic: A SymposiumNational Highway Traffic Safety AdministrationNational Institute on Drug AbuseTransport CanadaInternational Council on Alcohol, Drugs and Traffic SafetyTransportation Research BoardWoods Hole,Massachusetts,United States StartDate:20050620 EndDate:20050621 Sponsors:National Highway Traffic Safety Administration, National Institute on Drug Abuse, Transport Canada, International Council on Alcohol, Drugs and Traffic Safety, Transportation Research Board KW - Canada KW - Drugged drivers KW - Drugs KW - Legislation KW - Medication KW - Prosecution UR - http://onlinepubs.trb.org/onlinepubs/circulars/ec096.pdf UR - https://trid.trb.org/view/783191 ER - TY - CONF AN - 01025821 JO - Transportation Research E-Circular PB - Transportation Research Board AU - Christophersen, Asbjorg S TI - Commentary on the Risks Posed by Drugs in Traffic PY - 2006/05 IS - E-C096 SP - pp 41-46 AB - Driving under the influence of drugs other than alcohol has gained considerable attention during recent years. Increased prevalence of non-alcohol drugs among apprehended and accident drivers has been reported from several countries. Studies and discussion of accident risks caused by the different illegal and psychoactive medicinal drugs have been in progress for a long time without any conclusion. Several review articles have been published during recent years. One problem may be connected to the fact that results from different epidemiological studies (case control, responsibility analyses, and descriptive analytical studies) are inconclusive. So far, roadside surveys collecting a large number of samples to get sufficient positive detections for the individual drug have been difficult to perform. This situation has probably contributed to inconclusive results from risk calculations. Experimental studies for individual drugs, including several performance tests, have contributed to increased knowledge on possible impairment. However, the situation for such studies is different from real traffic. This paper comments on the presentations and discussion during the Transportation Research Board seminar in June 2005 on non-alcohol drugs, what we know about accident risks for the individual drugs, and which type of studies are needed in the future to change policy. U1 - Drugs and Traffic: A SymposiumNational Highway Traffic Safety AdministrationNational Institute on Drug AbuseTransport CanadaInternational Council on Alcohol, Drugs and Traffic SafetyTransportation Research BoardWoods Hole,Massachusetts,United States StartDate:20050620 EndDate:20050621 Sponsors:National Highway Traffic Safety Administration, National Institute on Drug Abuse, Transport Canada, International Council on Alcohol, Drugs and Traffic Safety, Transportation Research Board KW - Drugged drivers KW - Drugs KW - Epidemiology KW - Medication KW - Psychoactive drugs KW - Risk analysis KW - Traffic safety UR - http://onlinepubs.trb.org/onlinepubs/circulars/ec096.pdf UR - https://trid.trb.org/view/783167 ER - TY - CONF AN - 01025820 JO - Transportation Research E-Circular PB - Transportation Research Board AU - Stewart, Kathryn TI - Drugs and Traffic: A Symposium. Overview and Summary PY - 2006/05 IS - E-C096 SP - pp 2-10 AB - Impairment by drugs has gained increasing attention in recent years as a possible threat to traffic safety. Research has indicated the presence of psychoactive drugs in killed and injured drivers and experimental studies have demonstrated performance impairment in subjects who have been given certain drugs. Many states and other countries have implemented laws designed to deter drugged driving. Attempts to control drugs in traffic, however, are subject to gaps in knowledge about drugs and an array of practical difficulties. They are also influenced by political concerns. In response to these issues, the Alcohol, Other Drugs, and Transportation Committee of the Transportation Research Board held a workshop to discuss the current state of knowledge of drugs in traffic. The workshop took place at the Jonsson Conference Center of the National Academy of Sciences in Woods Hole, Massachusetts, on June 20-21, 2005. This report provides an overview of the information presented and the discussions among participants as well as the background papers prepared for the workshop. This summary discusses the following: background and structure of the workshop; overview of the discussions; safety risk of drugs in traffic; performance and behavioral effects of drugs; medicinal drugs and traffic safety; legal framework for dealing with drugs and driving; enforcement of drugged driving laws; and overarching issues and future needs. U1 - Drugs and Traffic: A SymposiumNational Highway Traffic Safety AdministrationNational Institute on Drug AbuseTransport CanadaInternational Council on Alcohol, Drugs and Traffic SafetyTransportation Research BoardWoods Hole,Massachusetts,United States StartDate:20050620 EndDate:20050621 Sponsors:National Highway Traffic Safety Administration, National Institute on Drug Abuse, Transport Canada, International Council on Alcohol, Drugs and Traffic Safety, Transportation Research Board KW - Behavior KW - Conferences KW - Drugged drivers KW - Drugs KW - Drunk driving KW - Future KW - Law enforcement KW - Laws KW - Medication KW - Risk analysis KW - Traffic safety KW - Workshops UR - http://onlinepubs.trb.org/onlinepubs/circulars/ec096.pdf UR - https://trid.trb.org/view/783020 ER - TY - CONF AN - 01025819 JO - Transportation Research E-Circular PB - Transportation Research Board AU - Voas, Robert B TI - Commentary on History of DWI Enforcement: What Does It Tell Us About DUID Enforcement? PY - 2006/05 IS - E-C096 SP - pp 107-116 AB - In 1952, Borkenstein announced the invention of the breathalyzer, the first practical device for police to use to collect evidential quality blood alcohol information on drivers arrested for driving while intoxicated (DWI). Recent technological developments for collecting and analyzing drugs in saliva and urine are providing officers in the field and at the police station with the tools to detect substance abuse in individuals arrested for impaired driving. This is ushering in an age in enforcement of driving under the influence of drugs (DUID) laws similar to that produced half a century ago by the breathalyzer. Although the current DUID measurement methods are not yet accepted for evidential purposes by the courts, they give promise of doing so in the near future. Therefore, it is useful to consider, as this paper does, the lessons learned over the last half century in enforcing DWI laws with chemical test data. U1 - Drugs and Traffic: A SymposiumNational Highway Traffic Safety AdministrationNational Institute on Drug AbuseTransport CanadaInternational Council on Alcohol, Drugs and Traffic SafetyTransportation Research BoardWoods Hole,Massachusetts,United States StartDate:20050620 EndDate:20050621 Sponsors:National Highway Traffic Safety Administration, National Institute on Drug Abuse, Transport Canada, International Council on Alcohol, Drugs and Traffic Safety, Transportation Research Board KW - Alcohol breath tests KW - Alcohol chemical tests KW - Blood alcohol levels KW - Breathalyzers KW - Drug abuse KW - Drugged drivers KW - Drugs KW - Drunk driving KW - Law enforcement KW - Lessons learned KW - Saliva KW - Technological innovations KW - Urine UR - http://onlinepubs.trb.org/onlinepubs/circulars/ec096.pdf UR - https://trid.trb.org/view/783212 ER - TY - CONF AN - 01025818 JO - Transportation Research E-Circular PB - Transportation Research Board AU - Soderstrom, Carl A TI - Commentary on Medicinal Drugs: Critical Review of Present Knowledge and Statements for Discussion PY - 2006/05 IS - E-C096 SP - pp 79-82 AB - This paper comments on the paper "Medicinal Drugs: Critical Review of Present Knowledge and Statements for Discussion" by Han de Gier (published in this same circular). The author is in full agreement with de Gier relative to the gaps in our present knowledge about medicinal drug impairment and driving. He concludes that more information is needed to define the problems to promote public awareness and to guide policy decisions aimed at promoting safe driving conditions for users of medications and others who use roadways. U1 - Drugs and Traffic: A SymposiumNational Highway Traffic Safety AdministrationNational Institute on Drug AbuseTransport CanadaInternational Council on Alcohol, Drugs and Traffic SafetyTransportation Research BoardWoods Hole,Massachusetts,United States StartDate:20050620 EndDate:20050621 Sponsors:National Highway Traffic Safety Administration, National Institute on Drug Abuse, Transport Canada, International Council on Alcohol, Drugs and Traffic Safety, Transportation Research Board KW - Awareness KW - Drugged drivers KW - Drugs KW - Medication KW - Policy KW - Traffic safety UR - http://onlinepubs.trb.org/onlinepubs/circulars/ec096.pdf UR - https://trid.trb.org/view/783178 ER - TY - CONF AN - 01025817 JO - Transportation Research E-Circular PB - Transportation Research Board AU - Verstraete, Alain G AU - Walsh, J Michael TI - Legal Framework for Dealing with Drugs in Traffic PY - 2006/05 IS - E-C096 SP - pp 84-94 AB - This paper begins with comments on the current state of our knowledge on drugged driver legislation. Per se and impairment laws and the pros and cons of different legal approaches are then addressed, with an overview of driving under the influence of drugs (DUID) legislation in Europe and the United States. The paper presents seven recommendations for further research. The paper concludes that, globally, there is a lack of uniformity in the way in which nations approach the drugged driver problem, and that efforts to support standardization or harmonization of laws through the development of "model" legislation should be encouraged. U1 - Drugs and Traffic: A SymposiumNational Highway Traffic Safety AdministrationNational Institute on Drug AbuseTransport CanadaInternational Council on Alcohol, Drugs and Traffic SafetyTransportation Research BoardWoods Hole,Massachusetts,United States StartDate:20050620 EndDate:20050621 Sponsors:National Highway Traffic Safety Administration, National Institute on Drug Abuse, Transport Canada, International Council on Alcohol, Drugs and Traffic Safety, Transportation Research Board KW - Drugged drivers KW - Europe KW - Future research KW - Law uniformity KW - Legislation KW - Model legislation KW - Per se laws KW - United States UR - http://onlinepubs.trb.org/onlinepubs/circulars/ec096.pdf UR - https://trid.trb.org/view/783180 ER - TY - CONF AN - 01025816 JO - Transportation Research E-Circular PB - Transportation Research Board AU - Moskowitz, Herbert TI - Commentary on Variability Among Epidemiological Studies of Drugs and Driving PY - 2006/05 IS - E-C096 SP - pp 36-40 AB - This paper comments on the paper, "The Contribution of Drugs to Motor Vehicle Crashes and Injuries," by Bierness, Simpson and Williams. The authors concluded that there was inconsistent evidence of the risk associated with drug use while driving, with disagreements both among the epidemiological studies and with results obtained from experimental studies. The paper suggested that the inconsistencies may be due to methodological problems or lapses in the existing studies. Mentioned were several methodological problems. The discussion in this paper on methodological problems agrees with the Bierness, et al., opinion that methodological problems represent a major barrier to obtaining scientifically consistent results from the different studies. However, it is pointed out that some of the problem in obtaining consistent results studies may be due to intrinsic factors, that is, factors that at this point there are no means of overcoming and thereby reducing the variability of results. U1 - Drugs and Traffic: A SymposiumNational Highway Traffic Safety AdministrationNational Institute on Drug AbuseTransport CanadaInternational Council on Alcohol, Drugs and Traffic SafetyTransportation Research BoardWoods Hole,Massachusetts,United States StartDate:20050620 EndDate:20050621 Sponsors:National Highway Traffic Safety Administration, National Institute on Drug Abuse, Transport Canada, International Council on Alcohol, Drugs and Traffic Safety, Transportation Research Board KW - Drug use KW - Drugged drivers KW - Drugs KW - Epidemiology KW - Methodology KW - Risk analysis KW - Traffic crashes UR - http://onlinepubs.trb.org/onlinepubs/circulars/ec096.pdf UR - https://trid.trb.org/view/783036 ER - TY - CONF AN - 01025815 JO - Transportation Research E-Circular PB - Transportation Research Board AU - Beirness, Douglas J AU - Simpson, Herb M AU - Williams, Allan F TI - Role of Cannabis and Benzodiazepines in Motor Vehicle Crashes PY - 2006/05 IS - E-C096 SP - pp 12-21 AB - Alcohol is known to increase crash risk, but the evidence for other drugs is much less clear. Studies have been hampered by measurement issues and the small proportions of drivers found with drugs other than alcohol, especially drugs in the absence of alcohol. Cannabis and benzodiazepines (BZDs) are the two drugs other than alcohol most often found among crash-involved drivers. Both have been found to impair driving skills measured in the laboratory, but there are few adequate studies assessing their contribution to crashes, and these studies have mixed results. The weight of the evidence suggests that BZDs increase crash risk, in particular long-acting BZDs prescribed for medical use, at least for the first weeks of use. Further studies of cannabis and BZDs are needed to clarify their contribution to the highway safety problem. U1 - Drugs and Traffic: A SymposiumNational Highway Traffic Safety AdministrationNational Institute on Drug AbuseTransport CanadaInternational Council on Alcohol, Drugs and Traffic SafetyTransportation Research BoardWoods Hole,Massachusetts,United States StartDate:20050620 EndDate:20050621 Sponsors:National Highway Traffic Safety Administration, National Institute on Drug Abuse, Transport Canada, International Council on Alcohol, Drugs and Traffic Safety, Transportation Research Board KW - Benzodiazepines KW - Drugged drivers KW - Highway safety KW - Marijuana KW - Risk analysis KW - Traffic crashes UR - http://onlinepubs.trb.org/onlinepubs/circulars/ec096.pdf UR - https://trid.trb.org/view/783022 ER - TY - CONF AN - 01025814 JO - Transportation Research E-Circular PB - Transportation Research Board AU - Mercier-Guyon, Charles TI - Commentary on Medicinal Drugs and Driving PY - 2006/05 IS - E-C096 SP - p 78 AB - It seems difficult to base regulations for medicinal drugs on epidemiological data due to the important number of substances involved. Only the benzodiazepines (BZDs) have shown a sufficient effect on driving ability to induce statistical evidences. The recommendations concerning all the medicinal drugs should be based on a categorization of medicines regarding their effects on driving ability and behavior. The pharmacological classification can be based only on the effects of substances, but regulations also must be based on doses, way of use, and therapeutic indications. The classification introduced in France is based on a three-level warning, with a triangle including a car, printed on the box. Such a system allows to take into account not only the simple pharmacological effect of the substance, but also all other facts concerning the medicinal drug. U1 - Drugs and Traffic: A SymposiumNational Highway Traffic Safety AdministrationNational Institute on Drug AbuseTransport CanadaInternational Council on Alcohol, Drugs and Traffic SafetyTransportation Research BoardWoods Hole,Massachusetts,United States StartDate:20050620 EndDate:20050621 Sponsors:National Highway Traffic Safety Administration, National Institute on Drug Abuse, Transport Canada, International Council on Alcohol, Drugs and Traffic Safety, Transportation Research Board KW - Benzodiazepines KW - Classification KW - Drugged drivers KW - Drugs KW - France KW - Medication KW - Pharmacology KW - Regulations UR - http://onlinepubs.trb.org/onlinepubs/circulars/ec096.pdf UR - https://trid.trb.org/view/783175 ER - TY - CONF AN - 01025813 JO - Transportation Research E-Circular PB - Transportation Research Board AU - Logan, Barry K TI - Drug-Impaired Driving: Improving Integration of Toxicology, Technology, and Enforcement PY - 2006/05 IS - E-C096 SP - pp 102-106 AB - In May 2004, a group representing toxicologists, drug recognition experts (DREs), and prosecutors active in the area of driving under the influence of drugs (DUID) cases, was convened under the auspices of the National Safety Council's Committee on Alcohol and Other Drugs (COAD), and its Subcommittee on Drugs: Pharmacology and Toxicology. The panel was charged with identifying problems with the current system of prosecuting drug impaired driving cases, from the point of detection through adjudication. The group conducted a front to back analysis of the DUID arrest process from the initial contact with police to the prosecution or disposition of the case, and an examination of the shortcomings at each step, involving issues such as prioritization of DUID among other delegated responsibilities, effective use of current resources and tools, and preparedness of police, toxicologists, and prosecutors to handle their area of responsibility. This paper is adapted from these wide-ranging discussions. It focuses on opportunities for enhancing law enforcement's contribution to this process and identifies areas for improvement. U1 - Drugs and Traffic: A SymposiumNational Highway Traffic Safety AdministrationNational Institute on Drug AbuseTransport CanadaInternational Council on Alcohol, Drugs and Traffic SafetyTransportation Research BoardWoods Hole,Massachusetts,United States StartDate:20050620 EndDate:20050621 Sponsors:National Highway Traffic Safety Administration, National Institute on Drug Abuse, Transport Canada, International Council on Alcohol, Drugs and Traffic Safety, Transportation Research Board KW - Drugged drivers KW - Improvements KW - Law enforcement KW - Police KW - Prosecution KW - Toxicology UR - http://onlinepubs.trb.org/onlinepubs/circulars/ec096.pdf UR - https://trid.trb.org/view/783210 ER - TY - CONF AN - 01025812 JO - Transportation Research E-Circular PB - Transportation Research Board AU - Ramaekers, J G TI - Commentary on Cannabis and Crash Risk: Concentration Effect Relation PY - 2006/05 IS - E-C096 SP - pp 65-66 AB - These comments address the following: the role of tetrahydrocannabinol (THC) in driver impairment; contrasts between the results of epidemiological and experimental studies of THC; the role of higher doses and recent or past use of THC; threshold levels for THC; and the combined use of alcohol and THC. U1 - Drugs and Traffic: A SymposiumNational Highway Traffic Safety AdministrationNational Institute on Drug AbuseTransport CanadaInternational Council on Alcohol, Drugs and Traffic SafetyTransportation Research BoardWoods Hole,Massachusetts,United States StartDate:20050620 EndDate:20050621 Sponsors:National Highway Traffic Safety Administration, National Institute on Drug Abuse, Transport Canada, International Council on Alcohol, Drugs and Traffic Safety, Transportation Research Board KW - Alcohol effects KW - Dosage KW - Drugged drivers KW - Epidemiology KW - Experiments KW - Impaired drivers KW - Legal factors KW - Marijuana UR - http://onlinepubs.trb.org/onlinepubs/circulars/ec096.pdf UR - https://trid.trb.org/view/783170 ER - TY - CONF AN - 01025811 JO - Transportation Research E-Circular PB - Transportation Research Board AU - Shinar, David TI - Drug Effects and Their Significance for Traffic Safety PY - 2006/05 IS - E-C096 SP - pp 52-64 AB - This paper is limited to the discussion of illicit as well as legal, but not-used-as-prescribed psychoactive drugs. The two topics, drug effects and the impact of drugs on traffic safety, have been researched extensively and a detailed review of the literature in both areas is well beyond the scope of this paper. Instead this paper presents information related to both areas mostly in terms of what we know or need to know about the seven National Institute on Drug Abuse (NIDA) drug categories and in terms of the shortcomings of the data that are useful for law enforcement in the context of highway safety and the directions that research should proceed to be more useful for highway safety programs in general, and traffic law enforcement in particular. U1 - Drugs and Traffic: A SymposiumNational Highway Traffic Safety AdministrationNational Institute on Drug AbuseTransport CanadaInternational Council on Alcohol, Drugs and Traffic SafetyTransportation Research BoardWoods Hole,Massachusetts,United States StartDate:20050620 EndDate:20050621 Sponsors:National Highway Traffic Safety Administration, National Institute on Drug Abuse, Transport Canada, International Council on Alcohol, Drugs and Traffic Safety, Transportation Research Board KW - Data needs KW - Drugged drivers KW - Drugs KW - Psychoactive drugs KW - Research KW - Traffic law enforcement KW - Traffic safety UR - http://onlinepubs.trb.org/onlinepubs/circulars/ec096.pdf UR - https://trid.trb.org/view/783169 ER - TY - CONF AN - 01025810 JO - Transportation Research E-Circular PB - Transportation Research Board AU - Mathijssen, M P M AU - Houwing, S TI - European Union Research Project IMMORTAL: The Risk of Drink and Drug Driving—Results of a Case-Control Study Conducted in the Netherlands PY - 2006/05 IS - E-C096 SP - pp 22-35 AB - This paper presents the results of a prospective case-control study, conducted in the Netherlands, where the prevalence of psychoactive substances among injured drivers (a hospital sample) was compared with the prevalence in the general driving population (a random roadside sample). The study formed part of the European Union (EU) research project IMMORTAL. The aim of the project was "to provide evidence to propose intervention methods for driver impairment, and support the future development of European policy governing driver impairment legislation." Eight drug groups were included in the study: alcohol, benzodiazepines (BZDs), tricyclic antidepressants, methadone, opiates, amphetamines, cannabis, and cocaine. Among the general driving population, cannabis, BZDs and alcohol were the prevailing substances. Out of the 3,799 stopped and tested drivers: (1) 4.5% were positive for cannabis, 3.9% for cannabis alone, and 0.6% for cannabis in combination with other drugs and/or alcohol; (2) 2.1% were positive for BZDs, 2.0% for BZDs alone, and 0.1% for BZDs in combination with other drugs and/or alcohol; and (3) 2.1% were positive for alcohol [blood alcohol content (BAC)≥0.2 g/l], 1.8% for alcohol alone, and 0.3% for alcohol in combination with other drugs. Drugs of abuse were strongly concentrated in male drivers aged 18 to 24. No less than 17.5% of them were positive for illegal drugs. Psychoactive prescription drugs were strongly concentrated in female drivers aged 50 and older; 11.3% were positive. Comparison of the road and hospital samples showed that approximately 35% of serious injuries among drivers in the Tilburg police district were associated with self-administered alcohol and/or illegal drugs, and especially with drug-free BAC levels greater than ≥0.8 g/l, and with drug-drug combinations. These three categories accounted for 12.7%, 8.3%, and 7.2%, respectively, of the 184 seriously injured drivers included in the hospital sample. The corresponding odds ratios were 87, 179, and 24, respectively. U1 - Drugs and Traffic: A SymposiumNational Highway Traffic Safety AdministrationNational Institute on Drug AbuseTransport CanadaInternational Council on Alcohol, Drugs and Traffic SafetyTransportation Research BoardWoods Hole,Massachusetts,United States StartDate:20050620 EndDate:20050621 Sponsors:National Highway Traffic Safety Administration, National Institute on Drug Abuse, Transport Canada, International Council on Alcohol, Drugs and Traffic Safety, Transportation Research Board KW - Age KW - Alcoholic beverages KW - Amphetamines KW - Antidepressants KW - Benzodiazepines KW - Blood alcohol levels KW - Case studies KW - Cocaine KW - Crash victims KW - Drivers KW - Drugged drivers KW - Drunk driving KW - Gender KW - Marijuana KW - Methadone KW - Netherlands KW - Opiates KW - Random testing KW - Risk analysis UR - http://onlinepubs.trb.org/onlinepubs/circulars/ec096.pdf UR - https://trid.trb.org/view/783035 ER - TY - CONF AN - 01025809 JO - Transportation Research E-Circular PB - Transportation Research Board AU - Roeber, Danielle E TI - Commentary on Legal Framework for Dealing with Drugs in Traffic PY - 2006/05 IS - E-C096 SP - pp 95-96 AB - In these comments on the paper "Legal Framework for Dealing with Drugs in Traffic" by A.G. Verstraete and J.M. Walsh (published in this same circular), the author states that one of the first issues to be addressed is whether drugged driving laws will establish unacceptable driving levels for each drug, whether drugged driving laws should require a showing of impairment, or whether drugged driving laws will be zero tolerance laws. Unacceptable driving drug use levels could prove problematic given the many different types of drugs and the varied way in which drugs affect each individual. According to the paper being reviewed, an impairment standard has also proved problematic. The author also points out that it is paramount that any legal framework include from the beginning provisions for mandatory assessment and, when necessary, mandatory treatment. U1 - Drugs and Traffic: A SymposiumNational Highway Traffic Safety AdministrationNational Institute on Drug AbuseTransport CanadaInternational Council on Alcohol, Drugs and Traffic SafetyTransportation Research BoardWoods Hole,Massachusetts,United States StartDate:20050620 EndDate:20050621 Sponsors:National Highway Traffic Safety Administration, National Institute on Drug Abuse, Transport Canada, International Council on Alcohol, Drugs and Traffic Safety, Transportation Research Board KW - Drugged drivers KW - Drugs KW - Laws KW - Legal factors KW - Mandatory assessment KW - Mandatory treatment KW - Medication UR - http://onlinepubs.trb.org/onlinepubs/circulars/ec096.pdf UR - https://trid.trb.org/view/783189 ER - TY - CONF AN - 01025808 JO - Transportation Research E-Circular PB - Transportation Research Board AU - Hingson, Ralph TI - Commentary on the Risks Posed by Drugs in Traffic PY - 2006/05 IS - E-C096 SP - pp 47-50 AB - The large numbers of persons who report driving after drinking and driving after drug use indicate it is important to study whether driving after drug use in the absence of alcohol increases traffic crash risk and whether driving after drug use further increases the already clearly established risks of driving after drinking alcohol. Evidence will need to be triangulated from a variety of different types of studies: experimental laboratory studies, road course and driver simulation studies, self report surveys and observational roadside surveys that use breath and blood tests and/or saliva tests as well as case/control studies that compare drivers in crashes with drivers stopped in roadside surveys not in crashes. In addition to those studies, driver crash culpability studies and longitudinal driver record studies of patients prescribed specific medications will need to be examined. This paper also comments on potential interventions to reduce drug impaired driving. U1 - Drugs and Traffic: A SymposiumNational Highway Traffic Safety AdministrationNational Institute on Drug AbuseTransport CanadaInternational Council on Alcohol, Drugs and Traffic SafetyTransportation Research BoardWoods Hole,Massachusetts,United States StartDate:20050620 EndDate:20050621 Sponsors:National Highway Traffic Safety Administration, National Institute on Drug Abuse, Transport Canada, International Council on Alcohol, Drugs and Traffic Safety, Transportation Research Board KW - Blood analysis KW - Case studies KW - Culpability KW - Driving simulators KW - Drugged drivers KW - Drugs KW - Interventions KW - Laboratory studies KW - Medication KW - Random breath tests KW - Risk analysis KW - Saliva KW - Self reports KW - Surveys KW - Traffic safety UR - http://onlinepubs.trb.org/onlinepubs/circulars/ec096.pdf UR - https://trid.trb.org/view/783168 ER - TY - CONF AN - 01025807 JO - Transportation Research E-Circular PB - Transportation Research Board AU - de Gier, Han TI - Medicinal Drugs: Critical Review of Present Knowledge and Statements for Discussion PY - 2006/05 IS - E-C096 SP - pp 68-77 AB - This paper presents an overall assessment of the effects of medicinal drug use on driving performance from the literature on epidemiology, impairment, risk assessment and risk factors, risk perception, risk communication, and assessment of fitness to drive. In reviewing the literature some common findings are presented allowing us to make up our minds and to conclude how our present knowledge will guide us to actions in order to prevent the use of medicinal drugs to be of concern to traffic safety. The discussion covers the prevalence and epidemiology of drugs other than alcohol in road traffic; the prevalence of drug driving among the general population; the prevalence of medicinal drug driving among the general driver population; the prevalence of medicinal drug driving among driving under the influence of drugs (DUID) suspected drivers; the prevalence of medicinal drug use in accident-involved drivers; impairment of driving performance; and risk assessment. U1 - Drugs and Traffic: A SymposiumNational Highway Traffic Safety AdministrationNational Institute on Drug AbuseTransport CanadaInternational Council on Alcohol, Drugs and Traffic SafetyTransportation Research BoardWoods Hole,Massachusetts,United States StartDate:20050620 EndDate:20050621 Sponsors:National Highway Traffic Safety Administration, National Institute on Drug Abuse, Transport Canada, International Council on Alcohol, Drugs and Traffic Safety, Transportation Research Board KW - Drugged drivers KW - Drugs KW - Epidemiology KW - Impaired drivers KW - Literature reviews KW - Medication KW - Physical fitness KW - Risk assessment KW - Risk communication KW - Risk perception KW - Traffic safety UR - http://onlinepubs.trb.org/onlinepubs/circulars/ec096.pdf UR - https://trid.trb.org/view/783171 ER - TY - CONF AN - 01025806 JO - Transportation Research E-Circular PB - Transportation Research Board TI - Drugs and Traffic: A Symposium, June 20-21, 2005, Woods Hole, Massachusetts PY - 2006/05 IS - E-C096 SP - 132p AB - The Alcohol, Other Drugs, and Transportation Committee of the Transportation Research Board held a symposium at the Jonsson Conference Center in Woods Hole, Massachusetts on June 20-21, 2005 to discuss the role of drugs in traffic. This circular provides an overview of the information presented and the discussions among the participants, as well as the background papers prepared for the symposium. The papers are grouped under the following headings: Risks Posed by Drugs in Traffic; Effects of Drugs; Medicinal Drugs; Legal Framework for Dealing with Drugs in Traffic; and Enforcement Issues. U1 - Drugs and Traffic: A SymposiumNational Highway Traffic Safety AdministrationNational Institute on Drug AbuseTransport CanadaInternational Council on Alcohol, Drugs and Traffic SafetyTransportation Research BoardWoods Hole,Massachusetts,United States StartDate:20050620 EndDate:20050621 Sponsors:National Highway Traffic Safety Administration, National Institute on Drug Abuse, Transport Canada, International Council on Alcohol, Drugs and Traffic Safety, Transportation Research Board KW - Conferences KW - Drugged drivers KW - Drugs KW - Drunk driving KW - Law enforcement KW - Legal action KW - Legal factors KW - Medication KW - Risk analysis UR - http://onlinepubs.trb.org/onlinepubs/circulars/ec096.pdf UR - https://trid.trb.org/view/783019 ER - TY - RPRT AN - 01095538 AU - National Highway Traffic Safety Administration TI - Kids and Bicycle Safety PY - 2006/04 SP - 2p AB - This fact sheet provides basic safety tips when riding a bicycle, such as wearing a bicycle helmet and avoiding night riding; the rules of the road when bicycling on the road, such as obeying all traffic laws and staying alert at all times; and guidelines for riding a bicycle on the sidewalk, such as making sure that it is allowed and watching for vehicles coming out of driveways. KW - Bicycle helmets KW - Bicycle safety KW - Bicycling KW - Driveways KW - Night KW - Rule of the road KW - Sidewalks UR - https://trid.trb.org/view/852977 ER - TY - RPRT AN - 01095537 AU - National Highway Traffic Safety Administration TI - Vehicle Safety Communications Project: Final Report and Appendices A-J PY - 2006/04//Final Report SP - v.p. AB - The Vehicle Safety Communications (VSC) project was established to evaluate vehicle safety applications enabled or enhanced by communications. This project determined initial communication requirements associated with each application and promoted their accommodation in developing communication standards. This report identifies the vehicle safety application scenarios evaluated for potential safety benefits and describes the preliminary communications requirements necessary to support a selected set of representative application scenarios. Included in this report is an assessment of the applicability of available wireless technologies to the preliminary requirements of the selected application scenarios. The capabilities of Dedicated Short Range Communications (DSRC) wireless technology were evaluated in field tests (test tracks and public roadways) and in model simulation tests. This report describes the results of those tests. Further, the report outlines DSRC security requirements and a proposed security architecture, and discusses the VSC Consortium's activities to ensure that developed standards adequately support the anticipated safety applications. KW - Communications KW - Dedicated short range communications KW - Field tests KW - Security KW - Simulation KW - Standards KW - Vehicle safety KW - Wireless communication systems UR - http://www-nrd.nhtsa.dot.gov/pdf/nrd-12/060419-0843/PDFs/MainReport.pdf UR - https://trid.trb.org/view/852694 ER - TY - RPRT AN - 01095536 AU - National Highway Traffic Safety Administration TI - Low-Staffing Sobriety Checkpoints PY - 2006/04 SP - 23p AB - These guidelines have been designed to provide law enforcement agencies with a uniform and successful method to plan, operate, and evaluate low-staffing sobriety checkpoints. When implemented in conjunction with departmental policy and constraints imposed by State or local courts, low-staffing sobriety checkpoints provide an effective tool to combat the impaired driving problem. KW - Drunk driving KW - Guidelines KW - Law enforcement KW - Sobriety checkpoints KW - Staffing levels UR - https://trid.trb.org/view/852546 ER - TY - RPRT AN - 01095535 AU - Holtermann, Keith AU - Johnson, Jean AU - White, Roger AU - LaFleur, Bonnie AU - Brown, William AU - Wagner, Robert AU - Margolis, Gregg AU - Michos, Mary Beth AU - Lohr, Gina AU - George Washington University, Washington, DC AU - National Highway Traffic Safety Administration TI - National Reregistration and the Continuing Competence of EMT-Paramedics PY - 2006/04//Final Report SP - 26p AB - The objective of this research was to determine if a difference exists in the continued cognitive competence of Nationally Registered Emergency Medical Technician Paramedics (NREMT-P) who voluntarily reregistered with the NREMT (a national non-profit corporation that provides a uniform process to assess the knowledge and skills required for competent practice by EMS professionals) versus those who did not reregister since their original certification. NREMT-Ps who voluntarily reregistered and those who did not were contacted by mail and requested to complete a multiple-choice online survey. The questionnaire consisted of a standardized exam similar to their initial certification test, an achievement test, and a demographic questionnaire. The responses from cohorts of NREMT-Ps initially certified 2, 4, and 6 years ago were compared. There was a statistically significant difference in the pass rate on the comprehensive cognitive exam between reregistered and nonreregistered groups for years 4 and 6. In both of these years the reregistered groups were approximately two times more likely to pass than the nonreregistered groups. The reregistered groups also averaged one more correct answer on the achievement test compared to the nonreregistered cohorts; this result was statistically significant for all years. The reregistered cohorts were more likely to have more self-reported Continuing Medical Education (CME) than the nonreregistered cohorts. This result was statistically significant in years 2 and 4 for the number of CMEs in the last 12 months and in years 2 and 6 for the number of CMEs since the last reregistration period. While these results suggest differences between reregistered and nonreregistered EMT-Ps, they are to be considered cautiously, given the small sample size and recognizing the fact that passing an exam does not necessarily translate into clinical competence. Future research could address these issues with a most robust sampling plan and by introducing other measures of competence. Also, a comparison of States that mandate continued registry certification in order to practice, with those who do not, would be of interest. KW - Certification KW - Competence KW - Continuing education KW - Emergency medical technicians KW - National Registry of Emergency Medical Technicians KW - Paramedics KW - Recertification KW - Registration KW - Retesting UR - https://trid.trb.org/view/851943 ER - TY - RPRT AN - 01095533 AU - National Highway Traffic Safety Administration TI - Summary of State Speed Laws, Ninth Edition, Current as of January 1, 2006 PY - 2006/04//Ninth Edition SP - 304p AB - This summary reports only the status of State statutes or regulations that are concerned with either speed limit or speed-related violations. Local laws are not reported. Unless otherwise indicated, the status of the State laws or regulations reported is as of January 1, 2006. The summary is divided into two areas: (1) Introduction; and (2) a State-by-State Analysis. The State-by-State Analysis includes code and case law citations; these should help individuals conducting additional research in this area of the law. The State-by-State Analysis can be used to facilitate the comparison of State laws in the subject areas. The Appendix, using the State-by-State analysis format, gives the Uniform Vehicle Code's provisions on speed limit and speed-related offenses. KW - Legal documents KW - Regulations KW - Speed laws KW - Speed limits KW - Speeding KW - State laws KW - Uniform Vehicle Code UR - http://ntl.bts.gov/lib/30000/30100/30158/Summary_StateSpeedLaws.pdf UR - https://trid.trb.org/view/851941 ER - TY - RPRT AN - 01095532 AU - National Highway Traffic Safety Administration TI - Digest of Impaired Driving and Selected Beverage Control Laws - Current as of January 1, 2006 PY - 2006/04//Twenty-Third Edition SP - 624p AB - This digest reports the status of State laws that are concerned with impaired driving offenses and alcoholic beverage control. Unless otherwise indicated, the status of the laws reported is as of January 1, 2006. 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 utilized laws 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 DWI charges; Sanctions; Administrative Licensing Actions; 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 and the District of Columbia. KW - Adjudication KW - Administrative license revocation KW - Alcohol breath tests KW - Alcoholic beverages KW - Commercial drivers KW - Drinking establishments KW - Drunk drivers KW - Drunk driving KW - Legal drinking age KW - Per se laws KW - Sanctions KW - State laws UR - http://ntl.bts.gov/lib/25000/25100/25160/ImpairedDrivingBeverageControlDigest.pdf UR - https://trid.trb.org/view/851940 ER - TY - RPRT AN - 01095519 AU - National Highway Traffic Safety Administration TI - 2006 Traffic Safety Materials Catalog PY - 2006/04 SP - 124p AB - This materials catalog covers a range of highway safety topics of interest to the general public, highway safety professionals, employers, and others. Materials in this catalog include brochures, fact sheets, posters, audiovisuals, and toolkits for the National Highway Traffic Safety Administration's traffic safety partners. The publications in this catalog are intended for a diverse audience, and a number of them are available in both English and Spanish. This catalog is organized into the following highway safety categories: aggressive driving; air bags; bicycle safety; child passenger safety; data and statistics; driver education and licensing; emergency medical services; impaired driving; law enforcement and criminal justice; motorcycle safety; older adults; pedestrian safety; program tools; pupil transportation safety; research and technology; safety belts; vehicle-related safety; and youth safety. A Title Index and Order Form are provided. KW - Adolescents KW - Aged KW - Aged drivers KW - Aggression KW - Air bags KW - Bicycle safety KW - Catalogs KW - Child restraint systems KW - Children KW - Criminal justice KW - Driver education KW - Driver licensing KW - Educational materials KW - Emergency medical services KW - Highway safety KW - Impaired drivers KW - Motorcycle safety KW - Pedestrian safety KW - Publications KW - Pupil transportation KW - Research KW - Seat belts KW - Statistics KW - Technology KW - Traffic law enforcement KW - Traffic safety education KW - Vehicle safety UR - https://trid.trb.org/view/851885 ER - TY - RPRT AN - 01030123 AU - Klauer, S G AU - Dingus, T A AU - Neale, V L AU - Sudweeks, J D AU - Ramsey, D J AU - Virginia Polytechnic Institute and State University, Blacksburg AU - National Highway Traffic Safety Administration TI - The Impact of Driver Inattention on Near-Crash/Crash Risk: An Analysis Using the 100-Car Naturalistic Driving Study Data PY - 2006/04//Technical Report SP - 226p AB - The purpose of this report was to conduct in-depth analyses of driver inattention using the driving data collected in the 100-Car Naturalistic Driving Study. An additional database of baseline epochs was reduced from the raw data and used in conjunction with the crash and near-crash data identified as part of the original 100-Car Study to account for exposure and establish near-crash/crash risk. The analyses presented in this report are able to establish direct relationships between driving behavior and crash and near-crash involvement. Risk was calculated (odds ratios) using both crash and near-crash data as well as normal baseline driving data for various sources of inattention. The corresponding population attributable risk percentages were also calculated to estimate the percentage of crashes and near-crashes occurring in the population resulting from inattention. Additional analyses involved: driver willingness to engage in distracting tasks or driving while drowsy; analyses with survey and test battery responses; and the impact of driver's eyes being off of the forward roadway. The results indicated that driving while drowsy results in a four- to six-times higher near-crash/crash risk relative to alert drivers. Drivers engaging in visually and/or manually complex tasks have a three-times higher near-crash/crash risk than drivers who are attentive. There are specific environmental conditions in which engaging in secondary tasks or driving while drowsy is more dangerous, including intersections, wet roadways, and areas of high traffic density. Short, brief glances away from the forward roadway for the purpose of scanning the driving environment are safe and actually decrease near-crash/crash risk. Even in the cases of secondary task engagement, if the task is simple and requires a single short glance, the risk is elevated only slightly, if at all. However, glances totaling more than 2 seconds for any purpose increase near-crash/crash risk by at least two times that of normal, baseline driving. KW - Attention lapses KW - Behavior KW - Crash risk forecasting KW - Distraction KW - Drivers KW - Drowsiness KW - Glance duration KW - Human factors in crashes KW - In-vehicle tasks KW - Near miss collisions (Ground transportation) KW - Odds ratio KW - Risk analysis KW - Secondary tasks KW - Traffic crashes UR - http://click.infospace.com/ClickHandler.ashx?du=http%3a%2f%2fwww.nhtsa.gov%2fDOT%2fNHTSA%2fNRD%2fMultimedia%2fPDFs%2fCrash%2520Avoidance%2fDriver%2520Distraction%2f810594.pdf&ru=http%3a%2f%2fwww.nhtsa.gov%2fDOT%2fNHTSA%2fNRD%2fMultimedia%2fPDFs%2fCrash%2520Avoidance%2fDriver%2520Distraction%2f810594.pdf&ld=20120507&ap=1&app=1&c=yippy&s=yippy&coi=239137&cop=main-title&euip=144.171.138.201&npp=1&p=0&pp=0&pvaid=368f70fa5afe4393b1c21f4c7fb5663b&ep=1&mid=9&hash=216E6D4DE6469F518928699B92840FED UR - http://www.nhtsa.gov/DOT/NHTSA/NRD/Multimedia/PDFs/Crash%20Avoidance/Driver%20Distraction/810594.pdf UR - https://trid.trb.org/view/786825 ER - TY - SER AN - 01027361 JO - Traffic Safety Facts - Research Note PB - National Highway Traffic Safety Administration AU - Subramanian, Rajesh TI - Total and Alcohol-Related Fatality Rates by State, 2003-2004 PY - 2006/04 IS - HS-810 556 SP - 4p AB - Fatality rates from traffic crashes related to alcohol declined in 33 States and the District of Columbia in 2004. Using the standard measurement of 100 million vehicle miles traveled (VMT), the alcohol-related fatality rate for the United States declined to 0.56 in 2004 from 0.59 fatalities per 100 million VMT in 2003. The fatality rate remained flat or increased in 17 States and Puerto Rico during the same period. In crashes involving at least one driver or motorcycle operator who had a blood alcohol concentration (BAC) of .08 g/dL or above, the fatality rate declined in 32 States and the District of Columbia, and remained flat or increased in 18 States and Puerto Rico. The corresponding rate for the United States declined from 0.45 to 0.43 fatalities per 100 million VMT. KW - Blood alcohol levels KW - Drunk driving KW - Fatalities KW - States KW - Traffic crashes KW - Trend (Statistics) KW - United States KW - Vehicle miles of travel UR - http://www-nrd.nhtsa.dot.gov/Pubs/810556.pdf UR - https://trid.trb.org/view/784331 ER - TY - RPRT AN - 01026409 AU - Dingus, T A AU - Klauer, S G AU - Neale, V L AU - Petersen, A AU - Lee, S E AU - Sudweeks, J D AU - Perez, M A AU - Hankey, J AU - Ramsey, D J AU - Gupta, S AU - Bucher, C AU - Doerzaph, Z R AU - Jermeland, J AU - Knipling, R R AU - Virginia Polytechnic Institute and State University, Blacksburg AU - National Highway Traffic Safety Administration TI - The 100-Car Naturalistic Driving Study, Phase II - Results of the 100-Car Field Experiment PY - 2006/04//Interim Report SP - 422p AB - The "100-Car Naturalistic Driving Study" is a three-phased effort designed to accomplish three objectives: Phase I, Conduct Test Planning Activities; Phase II, Conduct a Field Test; and Phase III, Prepare for Large-Scale Field Data Collection Effort. This report documents the efforts of Phase II. Project sponsors are the National Highway Traffic Safety Administration and the Virginia Department of Transportation. The 100-Car Naturalistic Driving Study is the first instrumented-vehicle study undertaken with the primary purpose of collecting large-scale, naturalistic driving data. Drivers were given no special instructions, no experimenter was present, and the data collection instrumentation was unobtrusive. In addition, 78 of 100 vehicles were privately owned. The resulting database contains many extreme cases of driving behavior and performance, including severe drowsiness, impairment, judgment error, risk taking, willingness to engage in secondary tasks, aggressive driving, and traffic violations. The data set includes approximately 2,000,000 vehicle miles, almost 43,000 hours of data, 241 primary and secondary drivers, 12 to 14 months of data collection for each vehicle, and data from a highly capable instrumentation system including 5 channels of video and many vehicle state and kinematic sensors. From the data, an "event" database was created, similar in classification structure to an epidemiological crash database, but with video and electronic driver and vehicle performance data. The events are crashes, near-crashes, and other "incidents." Data are classified by pre-event maneuver, precipitating factor, event type, contributing factors, associative factors, and the avoidance maneuver. Parameters such as vehicle speed, vehicle headway, time-to-collision, and driver reaction time are also recorded. The current project specified ten objectives or "goals" that would be addressed through the initial analysis of the event database. This report addresses the first 9 of these goals, which include analyses of rear-end events, lane change events, the role of inattention, and the relationship between levels of severity. Goal 10 is a separate report and addresses the implications for a larger-scale data collection effort. KW - Aggression KW - Attention lapses KW - Behavior KW - Collision avoidance maneuvers KW - Crash severity KW - Data collection KW - Databases KW - Distraction KW - Driver errors KW - Drivers KW - Drowsiness KW - Field studies KW - Headways KW - Human factors in crashes KW - Impaired drivers KW - In-vehicle tasks KW - Instrumented vehicles KW - Lane changing KW - Near miss collisions (Ground transportation) KW - Operating speed KW - Performance KW - Reaction time KW - Rear end crashes KW - Risk taking KW - Secondary tasks KW - Time-to-collision KW - Traffic crashes KW - Traffic incidents KW - Traffic violations UR - http://www.nhtsa.gov/DOT/NHTSA/NRD/Multimedia/PDFs/Crash%20Avoidance/Driver%20Distraction/100CarMain.pdf UR - http://ntl.bts.gov/lib/jpodocs/repts_te/14302.htm UR - https://trid.trb.org/view/783477 ER - TY - SER AN - 01025742 JO - Traffic Safety Facts - Traffic Tech PB - National Highway Traffic Safety Administration TI - Literature Review of Polypharmacy and Older Drivers: Identifying Strategies to Study Drug Usage and Driving Functioning Among Older Drivers PY - 2006/04 IS - 301 SP - 2p AB - As the population of the United States ages and the number of older drivers increases, there is growing concern about the effect that taking multiple medications - polypharmacy - has on older people's abilities to drive safely. The National Highway Traffic Safety Administration (NHTSA) sponsored a literature review to determine if there are practical means to obtain information about drug usage by older drivers under everyday "real-world" conditions that are valid and reliable, and to measure the consequences of multiple drug use for safe driving. Further goals include identifying candidate methodologies for carrying out such studies that are both cost-effective and likely to be successful in obtaining a diverse and representative sample of older drivers. This Traffic Tech summarizes the results of the literature review, which was conducted by TransAnalytics, LLC. From the current literature (2001-2004), 1,600 abstracts on polypharmacy, drugs and older drivers were identified. These abstracts were screened and 143 relevant articles on the following topics were reviewed: identifying medication use; measuring medication adherence; measuring driving performance; and polypharmacy and older people. KW - Aged drivers KW - Driving performance KW - Literature reviews KW - Medication KW - Polypharmacy KW - Traffic safety UR - http://www.nhtsa.gov/portal/site/nhtsa/template.MAXIMIZE/menuitem.935ae205e29ac00baff82410dba046a0/?javax.portlet.tpst=0f20ab7a9032b29e6be0955e1891ef9a_ws_MX&detailViewURL=/portal/site/nhtsa/template.MAXIMIZE/menuitem.935ae205e29ac00baff82410dba046a0/;jsessionid=6Dk3LHGXJ215zQmC42QNpcpf9fjzPqJnnxx3G5GsWL3vpVnyZD0h!-1244654627!-1012807352?javax.portlet.tpst=0f20ab7a9032b29e6be0955e1891ef9a_ws_MX&javax.portlet.prp_0f20ab7a9032b29e6be0955e1891ef9a_viewID=detail_view&itemID=510e19088ee1b010VgnVCM1000002c567798RCRD&orderTrafficTechSelect=3D&trafficTechYearSelect=2006&overrideViewName=Report UR - https://trid.trb.org/view/782861 ER - TY - SER AN - 01025735 JO - Traffic Safety Facts - Traffic Tech PB - National Highway Traffic Safety Administration TI - Bicycle and Pedestrian Safety Resource Guide PY - 2006/04 IS - 310 SP - 2p AB - The "Bicycle and Pedestrian Safety Resource Guide" was prepared for highway safety professionals and others who are proactive in developing or directing bicycle and pedestrian safety programs at the state or community level. It provides a compilation of existing and proposed countermeasures that can be used by a variety of implementers to help solve a wide range of bicycle and pedestrian safety problems. This Traffic Tech briefly summarizes the contents of the Guide. KW - Bicycle safety KW - Countermeasures KW - Pedestrian safety KW - Resource guides KW - Safety programs UR - http://purl.access.gpo.gov/GPO/LPS102842 UR - https://trid.trb.org/view/782862 ER - TY - RPRT AN - 01024681 AU - Najm, Wassim G AU - Stearns, Mary D AU - Howarth, Heidi AU - Koopmann, Jonathan AU - Hitz, John AU - Research and Innovative Technology Administration AU - Volpe National Transportation Systems Center AU - National Highway Traffic Safety Administration TI - Evaluation of an Automotive Rear-End Collision Avoidance System PY - 2006/04//Final Report SP - 425p AB - This report presents the results of an independent evaluation of the Automotive Collision Avoidance System (ACAS). The ACAS integrates forward collision warning (FCW) and adaptive cruise control (ACC) functions for light-vehicle applications. The FCW detects, assesses, and alerts the driver of a potential hazard in the forward region of the vehicle. The ACC provides automatic brake and throttle actuation in order to maintain speed and longitudinal headway control. Through the integration of these two functions, ACAS is intended to improve automotive safety by assisting drivers to avoid rear-end crashes. To accomplish this goal, the ACAS must also prove useful and acceptable to drivers. The Volpe National Transportation Systems Center conducted the independent evaluation of the ACAS based on data collected from a field operational test (FOT) and from an independent system characterization test. The goals of the independent evaluation were to: characterize ACAS performance and capability; achieve a detailed understanding of ACAS safety benefits; and determine driver acceptance of ACAS. Data were collected from the ACAS FOT that employed 10 vehicles using a total of 66 drivers that included three age groups (younger, middle-age, and older) with equal numbers of male and female drivers. KW - Acceptance KW - Age groups KW - Automatic braking KW - Automatic headway control KW - Autonomous intelligent cruise control KW - Benefits KW - Crash avoidance systems KW - Disability evaluation KW - Drivers KW - Females KW - Field tests KW - Highway safety KW - Intelligent transportation systems KW - Males KW - Performance KW - Rear end crashes KW - Traffic safety KW - Vehicle safety UR - http://ntl.bts.gov/lib/jpodocs/repts_te/14303_files/14303.pdf UR - https://trid.trb.org/view/781241 ER - TY - ABST AN - 01490675 TI - Independent Evaluation of the Cooperative Intersection Collision Avoidance System for Violations (CICAS-V) AB - This Inter-Agency Agreement (IAA) provides technical support to the National Highway Traffic Safety Administration (NHTSA) to conduct an independent evaluation of the Cooperative Intersection Collision Avoidance System for Violations (CICAS-V) prototype system. KW - Cooperative Intersection Collision Avoidance System for Violations (CICAS-V) KW - Crash avoidance systems KW - Evaluation and assessment KW - Intersections KW - Prototypes KW - Technical support KW - Traffic violations UR - http://www.nhtsa.gov/DOT/NHTSA/Traffic%20Injury%20Control/Research%20In%20Progress/files/IndependentEvaluationCooperativeIntersectionCollision(CICAS%20V).pdf UR - https://trid.trb.org/view/1260385 ER - TY - RPRT AN - 01103385 AU - Linnell, Melvin Gail AU - Wainberg, Stan AU - Akundi, Anand AU - Telcordia Technologies, Incorporated AU - Minnesota Department of Transportation AU - Science Applications International Corporation AU - Department of Transportation AU - National Highway Traffic Safety Administration TI - Mayday/9-1-1 Field Operational Test (FOT) Results and Path Forward Report PY - 2006/03/10/Revision B SP - 38p AB - Within the United States, there are significant, well-acknowledged challenges in routing and delivering Telematics Service Provider (TSP) emergency calls, and associated vehicle location and crash data information, across the nation to the appropriate local Public Safety Answering Points (PSAPs) using the local, native 9-1-1 networks. The 9-1-1 networks are local, disconnected from each other, and are not coordinated at a national level. Telematics calls traverse long distances, far from the location of the emergency, to the national, centrally located Telematics Call Center (TCC) of the TSP. Once at the TCC, there is no existing, effective way to route these calls back to the appropriate, local 9-1-1 network as an emergency call. Today, the TSP emergency calls are routed via the Public Switched Telephone Network (PSTN) to an administrative line on the appropriate PSAP. This is accomplished by the TCC using a lookup table for these administrative telephone numbers in a database that must be kept up to date. Since these calls come in on the administrative line, the PSAP may not give them the same priority as normal arriving 9-1-1 calls. Since these calls are PSTN voice only, many of the data features associated with 9-1-1 networks interconnecting to wireless and wireline networks are not available between the TCC and PSAPs. All of the emergency information must be provided to the PSAP operator verbally which can lead to mistakes and delays. The TSP Emergency Call Routing Service (TSPECRS) System Specification and Concept of Operations provide more details on this service, and the type of information and data that the TSPs wish to send to the PSAPs. The TSP Emergency Call Routing Service (TSPECRS) System Specification specifies the architecture, interfaces/protocol and system requirements to facilitate routing of a TSP emergency call to the appropriate 9-1-1 network and PSAP, by utilizing the Serving Wireless Service Provider (WSP) network. TSPECRS allows a TCC to make TSP emergency calls via the wireless network (and the PSTN), and make them appear as wireless E9-1-1 Phase 2 calls to the PSAPs. In addition, the TSPECRS System Specification describes procedures that would facilitate transmission of TSP crash data to the PSAPs via the signaling network of the WSP. This document presents results from the Mayday/9-1-1 Field Operational Test (FOT) effort from the point of view of the operational team conducting the FOT. This document supports the proof of concept demonstration and testing environment of the Mayday/9-1-1 FOT for the voice routing functionality. KW - 911 Emergency Telephone System KW - Automatic crash notification KW - Automatic vehicle identification KW - Automatic vehicle location KW - Call centers KW - Demonstration projects KW - Emergency communication systems KW - Emergency medical services KW - Enhanced 9-1-1 KW - Service providers KW - System architecture KW - Telematics KW - Traffic crashes KW - Traffic incidents KW - Voice routing systems KW - Wireless communication systems UR - http://www.its.dot.gov/its_publicsafety/maydayfot/results/232004%20Mayday911%20%20FOT%20Results%20Report%20Rev%20B.pdf UR - https://trid.trb.org/view/860277 ER - TY - RPRT AN - 01103382 AU - Linnell, Melvin Gail AU - Wainberg, Stan AU - Haynes, Lawrence AU - Telcordia Technologies, Incorporated AU - Science Applications International Corporation AU - Minnesota Department of Transportation AU - Department of Transportation AU - National Highway Traffic Safety Administration TI - Mayday/9-1-1 Field Operational Test (FOT) Design Report PY - 2006/03/10/Revision E SP - 56p AB - Within the United States, there are significant, well-acknowledged challenges in routing and delivering Telematics Service Provider (TSP) emergency calls, and associated vehicle location and crash data information, across the nation to the appropriate local Public Safety Answering Points (PSAPs) using the local, native 9-1-1 networks. The 9-1-1 networks are local, disconnected from each other, and are not coordinated at a national level. Telematics calls must traverse long distances, far from the location of the emergency, to the national, centrally located Telematics Call Center (TCC) of the TSP. Once at the TCC, there is no existing, effective way to route these calls back to the relevant, local 9-1-1 network as an emergency call. Today, the TSP calls are routed via the Public Switched Telephone Network (PSTN) to an administrative line at the appropriate PSAP. This is accomplished by the TCC using a lookup table for these telephone numbers in a database that must be kept up to date. Since these calls come in on the administrative line, the PSAP may not give them the same priority as normal arriving 9-1-1 calls. Since these calls are PSTN voice only, many of the data features associated with 9-1-1 networks interconnecting to wireless and wireline networks are not available between the TCC and PSAPs. All of the data information must be provided to the PSAP operator verbally which can lead to mistakes and delays. The TSP Emergency Call Routing Service (TSPECRS) Concept of Operations provides more details on this issue and the type of information and data that the TSPs wish to send to the PSAPs. In addition to the basic 9-1-1 data/information related to call back number, vehicle location, and vehicle identification, the TSPs are able to send to the TCC various crash data during an emergency call. Telematics emergency calls can be of three types: emergency-key-press calls, Automatic Crash Notification (ACN) calls and Advanced Automatic Crash Notification (AACN) calls. Emergency-key-press calls are also known as SOS calls. ACN calls are also known as airbag calls. Further details are in Concept of Operations Report. The TSP Emergency Call Routing Service (TSPECRS) System Specification specifies the architecture, interfaces/protocol and system requirements to facilitate routing of a TSP emergency call to the appropriate 9-1-1 network and PSAP, by utilizing the Wireless Service Provider (WSP) network. TSPECRS allows a TCC to make TSP emergency calls via the wireless network (and the PSTN), and make them appear as wireless E9-1-1 Phase 2 calls to the PSAPs. In addition, the TSPECRS System Specification describes procedures that would facilitate transmission of TSP data to the PSAPs via the signaling network of the WSP. This document outlines the architecture, network connectivity, lab facilities and test procedures used to demonstrate and test TSPECRS. KW - 911 Emergency Telephone System KW - Automatic crash notification KW - Automatic vehicle identification KW - Automatic vehicle location KW - Call centers KW - Connectivity KW - Demonstration projects KW - Design KW - Emergency communication systems KW - Emergency medical services KW - Enhanced 9-1-1 KW - Laboratories KW - Public Safety Answering Point (Communications) KW - Service providers KW - System architecture KW - Telematics KW - Test procedures KW - Traffic crashes KW - Traffic incidents KW - Voice routing systems KW - Wireless communication systems UR - http://www.its.dot.gov/its_publicsafety/maydayfot/design/232003%20Mayday911%20FOT%20Design%20Report%20Rev%20E.pdf UR - https://trid.trb.org/view/860285 ER - TY - RPRT AN - 01325160 AU - Yang, C Y David AU - Najm, Wassim G AU - Volpe National Transportation Systems Center AU - Research and Innovative Technology Administration AU - National Highway Traffic Safety Administration TI - Analysis of Red Light Violation Data Collected from Intersections Equipped with Red Light Photo Enforcement Cameras PY - 2006/03//Project Memorandum SP - 72p AB - This report presents results from an analysis of about 47,000 red light violation records collected from 11 intersections in the City of Sacramento, California, by red light photo enforcement cameras between May 1999 and June 2003. The goal of this analysis is to understand the correlation between red light violations and various driver, intersection, and environmental factors. Descriptive statistics suggest that younger drivers under 30 years of age are more likely to run red lights than drivers in other age groups. About 56 percent of the violators were traveling at or below the posted speed limit. Moreover, 94 percent of the violations occurred within 2 seconds after the onset of red light, and only 3 percent of the violations were recorded 5 seconds after the onset of red light. Approximately 4 percent of the violators were repeat offenders. Logistic regression modeling shows that the predicted odds of a younger driver running a red light at speeds greater than the speed limit is about 1.5 times the odds of a middle-aged driver. In addition, older drivers have a higher probability of running a red light when the elapsed time since the onset of red light is more than 2 seconds compared to younger drivers. Finally, red light violations rates are estimated between 6 and 29 violations per 100,000 intersection-crossing vehicles. KW - Cameras KW - Data collection KW - Enforcement camera system KW - Human factors KW - Red light running KW - Repeat offenders KW - Sacramento (California) KW - Signalized intersections KW - Traffic violators UR - http://ntl.bts.gov/lib/35000/35000/35063/DOT-VNTSC-NHTSA-05-01.pdf UR - https://trid.trb.org/view/1086067 ER - TY - RPRT AN - 01176877 AU - Najm, W G AU - Stearns, M D AU - Howarth, H AU - Koopmann, J AU - Hitz, J AU - National Highway Traffic Safety Administration AU - Research and Innovative Technology Administration AU - Volpe National Transportation Systems Center TI - Evaluation of an Automotive Rear-End Collision Avoidance System PY - 2006/03 SP - 425p AB - This report presents the results of an independent evaluation of the Automotive Collision Avoidance System (ACAS). The ACAS integrates forward collision warning (FCW) and adaptive cruise control (ACC) functions for light-vehicle applications. The FCW detects, assesses, and alerts the driver of a potential hazard in the forward region of the vehicle. The ACC provides automatic brake and throttle actuation in order to maintain speed and longitudinal headway control. Through the integration of these two functions, ACAS is intended to improve automotive safety by assisting drivers to avoid rear-end crashes. To accomplish this goal, the ACAS must also prove useful and acceptable to drivers. The Volpe National Transportation Systems Center conducted the independent evaluation of the ACAS based on data collected from a field operational test (FOT) and from an independent system characterization test. The goals of the independent evaluation were to: characterize ACAS performance and capability; achieve a detailed understanding of ACAS safety benefits; and determine driver acceptance of ACAS. Data was collected from the ACAS FOT that employed 10 vehicles using a total of 66 drivers that included three age groups (younger, middle-age, and older) with equal numbers of male and female drivers. KW - Drivers KW - Females KW - Rear end crashes UR - https://trid.trb.org/view/937794 ER - TY - RPRT AN - 01095534 AU - National Highway Traffic Safety Administration TI - Traffic Records Resources PY - 2006/03 SP - 2p AB - The National Highway Traffic Safety Administration (NHTSA) Traffic Records Team provides a wide range of technical information, data, resources, and guidance in data collection and management to its traffic safety partners at the local, State, and national level. A number of resources are available on its Web site at www.nhtsa.dot.gov/people/perform/default.htm and through its staff to assist and support better decision-making, improve communication, and lead to a larger network of support. This pamphlet briefly describes the following resources available on NHTSA's Web site: Funding Sources; Training Resources; State Safety Data Improvement Programs; State Crash Report Forms Catalog; Traffic Records Inventory; and Newsletter. KW - Crash reports KW - Financial sources KW - Forms (Documents) KW - Inventory KW - Newsletters KW - Records management KW - Traffic data KW - Traffic records KW - Traffic safety KW - Training programs KW - U.S. National Highway Traffic Safety Administration KW - Websites (Information retrieval) UR - https://trid.trb.org/view/851942 ER - TY - RPRT AN - 01095530 AU - National Highway Traffic Safety Administration TI - Office of Odometer Fraud Investigations: Our mission, Who we are & What we do PY - 2006/03 SP - 2p AB - This brochure describes the Office of Odometer Fraud Investigations. The mission of the Office of Odometer Fraud Investigations is to reduce the cost of vehicle ownership by deterring odometer fraud, pursuant to Federal laws and requirements. There are four regional offices and each conducts odometer fraud investigations for criminal prosecution by the U.S. Department of Justice. The Office of Odometer Fraud Investigations has a consumer outreach program that provides assistance to consumers who suspect that they have been victimized by odometer fraud. KW - Consumer protection KW - Criminal justice KW - Fraud KW - Law enforcement KW - Odometers KW - Office of Odometer Fraud Investigations (NHTSA) KW - Outreach UR - https://trid.trb.org/view/851919 ER - TY - RPRT AN - 01095529 AU - Lococo, Kathy H AU - Staplin, Loren AU - TransAnalytics, LLC AU - National Highway Traffic Safety Administration TI - Literature Review of Polypharmacy and Older Drivers: Identifying Strategies to Study Drug Usage and Driving Functioning Among Older Drivers PY - 2006/03//Task Report SP - 112p AB - This research product updates the state-of-the-knowledge regarding key factors that bear on the National Highway Traffic Safety Administration's (NHTSA's) ability to investigate the effects of multiple medications on safe driving among older people. First, the prevalence of medication use by older people in the population, the physiological/metabolic effects of specific drugs and drug classes, and the known effects on driving ability--principally for single substances--are reviewed. Next, the strengths and weaknesses of various methods that may be used to learn which prescription and over-the-counter drugs are being taken by older adults are described and contrasted; a consideration of which factors most strongly affect compliance with a medication regime, and which factors influence older people's willingness to participate in studies aimed at obtaining such information, complements this discussion. The remaining section in this review examines on-road, closed course, and simulation methods that have been applied in this arena, highlighting those that appear to hold the greatest promise for evaluating the effects of drugs on driving performance while also acknowledging shortcomings and limitations that have been reported in the literature. For the most part, this review concentrates on recent (since 2001) studies accessed through print and electronic media. A bibliography containing over 200 citations is included, plus an appendix identifying potentially inappropriate medications commonly prescribed for older, community-dwelling individuals. KW - Aged drivers KW - Driving KW - Drug effects KW - Drug use KW - Literature reviews KW - Medication KW - Over the counter medications KW - Polypharmacy UR - http://www.nhtsa.dot.gov/people/injury/olddrive/druguse_olderdriver/images/Job%202859%20Polypharmacy_NEW.pdf UR - https://trid.trb.org/view/851916 ER - TY - RPRT AN - 01095523 AU - National Highway Traffic Safety Administration TI - Partners for Rural Traffic Safety: A Model Program Supporting the Buckle Up America Campaign PY - 2006/03 SP - 6p AB - This pamphlet describes the Partners for Rural Traffic Safety program, a community development/action program to promote rural traffic safety by implementing local traffic safety campaigns. These campaigns were implemented in 16 rural communities. The timing of the campaigns coincided with the safety belt "Click It or Ticket" mobilizations under the national Buckle Up America campaign. Safety belt use survey results are presented as well as lessons learned from State and community leaders. KW - Buckle Up America Campaign KW - Community action programs KW - Lessons learned KW - Rural areas KW - Safety campaigns KW - Seat belt use KW - Traffic safety UR - https://trid.trb.org/view/851903 ER - TY - RPRT AN - 01050464 AU - National Highway Traffic Safety Administration TI - Summary of Vehicle Occupant Protection Laws, Seventh Edition, Current as of January 1, 2006 PY - 2006/03//Seventh Edition SP - 182p AB - This publication reports the status of State statutes that are concerned with vehicle occupant protection (except off-highway vehicles). Such laws include requiring the use of (1) safety 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 January 1, 2006. This publication is divided into three areas: (1) Introduction; (2) Summary Table; (3) a State-by-State Analysis. The State-by-State Analysis is organized by State and then by specific legal topics. The State-by-State Analysis includes code and, where needed, case law citations; these should help individuals conducting additional research in this area of the law. The State-by-State Analysis can be used to facilitate the comparison of State laws in the subject areas. KW - Bicycle helmets KW - Child restraint systems KW - Highway safety KW - Motorcycle helmets KW - Occupant protection devices KW - Pickup trucks KW - Seat belts KW - State laws KW - States KW - Traffic safety KW - Vehicle occupants UR - http://www.nhtsa.dot.gov/people/injury/airbags/VehOccProtectionLaws.pdf UR - https://trid.trb.org/view/809517 ER - TY - RPRT AN - 01050461 AU - National Highway Traffic Safety Administration TI - State Traffic Safety Information Systems Strategic Planning: A Guide for the States PY - 2006/03 SP - 16p AB - On August 10, 2005, the President signed the new surface transportation reauthorization bill, the Safe, Accountable, Flexible, Efficient Transportation Equity Act: A Legacy for Users or SAFETEA-LU. This legislation contains what is perhaps the most significant endorsement ever of the need for reliable, timely, accurate, and accessible traffic safety data at the local, State, and national levels. There are over 30 sections within the bill that will, in some form, require the collection, management, and distribution or analysis of safety data by local, State or Federal agencies. In order to assure that the required data is properly, efficiently, and effectively collected, well managed, and available to support these traffic safety programs, each State should have in place a comprehensive plan for the improvement of all the safety data systems within that State. This traffic safety information systems strategic plan, developed with input from the data collectors, managers, and users, can provide a guide for the most cost-effective use of available resources with the maximum value of the resulting traffic safety information systems environment in terms of data accuracy, reliability, timeliness, inter-operability, and accessibility. This document provides an overview of the strategic planning process. The end product of this process should be a plan that achieves the following: (1) a comprehensive multiyear plan covering the State’s Traffic Safety Information System that is approved by the States’ Traffic Records Coordinating Committee (TRCC); (2) addresses existing deficiencies, how they were identified, and priorities for corrective action; (3) identifies performance-based measures and matrices for measuring progress, including benchmarks; (4) indicates what funds will be used and how they will be used to address the goals and deficiencies of the plan; (5) establishes timelines and accountability for components of the plan; (6) integrates State data needs and goals with the State’s highway safety plan; and (7) the plan’s activities should improve the timeliness, accuracy, completeness, uniformity, integration, and accessibility of State highway safety data. KW - Accessibility KW - Accuracy KW - Crash data KW - Data collection KW - Data quality KW - Financing KW - Highway safety KW - Information retrieval KW - Information systems KW - Interoperability KW - Performance measurement KW - Reliability KW - Safe, Accountable, Flexible, Efficient Transportation Equity Act: A Legacy for Users KW - States KW - Strategic planning KW - Traffic data KW - Traffic safety UR - http://www-nrd.nhtsa.dot.gov/Pubs/810563.PDF UR - https://trid.trb.org/view/809412 ER - TY - SER AN - 01050456 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, 2003 PY - 2006/03 IS - HS-810 568 SP - 2p AB - In 2003, motor vehicle traffic crashes were the leading cause of death for the age group 4 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 diseases of the heart. The table presented shows the ten leading causes of death by age group in 2003. 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 the Elderly. KW - Adolescents KW - Adults KW - Age groups KW - Aged KW - Causes of death KW - Child restraint systems KW - Children KW - Fatalities KW - Highway safety KW - Infants KW - Recently qualified drivers KW - Traffic crashes KW - Traffic safety KW - United States KW - Young adults UR - http://www-nrd.nhtsa.dot.gov/Pubs/810568.PDF UR - https://trid.trb.org/view/809502 ER - TY - RPRT AN - 01043051 AU - Hanowski, Richard J AU - Olson, Rebecca L AU - Hickman, Jeffrey S AU - Dingus, Thomas A AU - Virginia Polytechnic Institute and State University, Blacksburg AU - National Highway Traffic Safety Administration TI - The 100-Car Naturalistic Driving Study: A Descriptive Analysis of Light Vehicle-Heavy Vehicle Interactions from the Light Vehicle Driver's Perspective, Data Analysis Results PY - 2006/03//Final Report SP - 184p AB - There have been several studies that have investigated interactions between light and heavy vehicles. These have primarily consisted of crash database analyses where Police Accident Reports have been studied. These approaches are generally reliable, but they do have limitations. Hanowski, Keisler, and Wierwille (2004) addressed these limitations using a naturalistic approach to investigate light vehicle-heavy vehicle (LV-HV) interactions. In their study, HVs were instrumented with a variety of data collection equipment including video cameras. However, one of the limitations in their study was the lack of instrumentation in LVs. These limitations were addressed in the 100-Car Study by installing video cameras and other data collection equipment on LVs (Dingus et al., 2004). All identified LV-HV interactions from the 100-Car data set were included in the current report. Data analysts reviewed each LV-HV interaction event and coded the Incident Type, Primary Maneuver, Contributing Factor(s), Accident Type, and Critical Reason(s). This project’s primary goals were to: (1) gain a better understanding of LV-HV interactions, (2) continue to develop a classification scheme for LV-HV interactions, (3) compare the current data to the data obtained in the Hanowski, Keisler, and Wierwille (2004) study for a more complete picture of the LV-HV interaction problem, and (4) provide background information that would serve as a necessary prerequisite to the development of countermeasures for LV-HV interactions. KW - Behavior KW - Contributing factors (Accidents) KW - Crash causes KW - Crash types KW - Data analysis KW - Data collection KW - Drivers KW - Heavy vehicles KW - Light vehicles KW - Traffic incidents KW - Vehicle interactions KW - Video cameras UR - http://ntl.bts.gov/lib/51000/51400/51406/100-car-naturalistic-study.pdf UR - http://ntl.bts.gov/lib/51000/51400/51406/100-car-naturalistic-study.pdf UR - https://trid.trb.org/view/803490 ER - TY - SER AN - 01025744 JO - Traffic Safety Facts - Traffic Tech PB - National Highway Traffic Safety Administration TI - National Reregistration and the Continuing Competence of EMT-Paramedics PY - 2006/03 IS - 311 SP - 2p AB - The National Registry of Emergency Medical Technicians (NREMT) is a national nonprofit corporation that provides a uniform process to assess the knowledge and skills required for competent practice by Emergency Medical Services (EMS) professionals. The NREMT, together with various State and local EMS certification and licensing bodies, is responsible for ensuring the initial and continued clinical competence of nationally registered Emergency Medical Technician-Paramedics (EMT-Ps). Following initial certification, a difficulty arises in determining whether the EMT-Ps remain competent. While they have continuing education requirements and are required to have medical director skill verification, they do not have practice frequency minimums or mandatory retesting. The health policy question that arises is whether NREMT reregistration has its intended effect of maintaining competence. The principal objective of the study summarized in this Traffic Tech was to determine whether the continued cognitive competence of voluntarily reregistered paramedics differed from those who did not reregister. It was found that all reregistered cohorts did better than their nonreregistered counterparts. KW - Competency KW - Continuing education KW - Emergency medical technicians KW - National Registry of Emergency Medical Technicians KW - Paramedics KW - Retesting UR - http://purl.access.gpo.gov/GPO/LPS102850 UR - https://trid.trb.org/view/782944 ER - TY - RPRT AN - 01103392 AU - Minnesota Department of Transportation AU - Department of Transportation AU - National Highway Traffic Safety Administration TI - Minnesota MAYDAY/9-1-1 Field Operational Test (FOT) Data Routing Project PY - 2006/02/06/Final Report; Last Revision SP - 39p AB - The intent of the Minnesota MAYDAY/9-1-1 Field Operational Test (FOT) was to demonstrate a method for reducing the time required to notify the appropriate emergency response provider of a stranded or disabled vehicle by relaying vehicle location and other critical information about the event. This project was performed as an FOT, and was sponsored by USDOT – ITS Joint Program Office, Public Safety Program and National Highway Traffic Safety Administration, Emergency Medical Services Division. The project was operational test, the system was designed and developed for ongoing operations, and remains in full operation at this time. This report describes the data routing portion of a two phased project, where the other phase was the voice routing of emergency calls placed to a telematics service provider into the native 911 routing system. A related report is available on the voice routing portion of this overall comprehensive project. The primary focus of the data routing portion of the project was to develop a means of routing the necessary data from the OnStar system into the Condition Acquisition and Reporting System (CARS) that is available to authorized DOT, State Patrol and other emergency response providers with Internet access. A secondary focus of the data routing project was to demonstrate the use of data routing mechanisms to relay the information as needed and requested to additional emergency response providers and support systems. KW - 911 Emergency Telephone System KW - Automatic vehicle location KW - Condition Acquisition and Reporting System KW - Data routing KW - Demonstration projects KW - Emergency communication systems KW - Emergency medical services KW - Incident management KW - OnStar (Motorist aid system) KW - Time lag UR - http://www.its.dot.gov/its_publicsafety/maydayfot/datarouting/data_fin_rpt020606.pdf UR - https://trid.trb.org/view/860272 ER - TY - RPRT AN - 01138329 AU - National Highway Traffic Safety Administration TI - DWI Detection and Standardized Field Sobriety Testing, 2006 Edition. Instructor's Manual SN - 9780934213677 PY - 2006/02//Technical Manual SP - 680p AB - The ultimate goal of this bound edition of the training manual is to increase deterrence of DWI violations, and thereby reduce the number of crashes, deaths and injuries caused by impaired drivers. As a result of this training, students will become significantly better able to recognize and interpret evidence of DWI violations; administer and interpret standardized field sobriety tests; and describe DWI evidence clearly and convincingly in written reports and verbal testimony. The procedures outlined in this manual describe how the standardized field sobriety tests (SFSTs) are to be administered under ideal conditions. It is recognized that the SFSTs will not always be administered under ideal conditions in the field, because such conditions will not always exist. Even when administered under less than ideal conditions, they will serve as useful indicators of impairment. Slight variations from the ideal, i.e., the inability to find a perfectly smooth surface at roadside, may have some affect on the evidentiary weight given to the results. However, this does not necessarily make the SFSTs invalid. Enforcement of alcohol impaired driving is a complex and demanding law enforcement responsibility sufficient to warrant a separate curriculum. This is not to deny or minimize the importance of detecting and arresting drivers impaired by drugs other than alcohol. Indeed, other materials (as referenced in this document) are available from the National Highway Traffic Safety Administration (NHTSA) to improve police officers' skills in detecting and apprehending drug impaired drivers. KW - Alcohol tests KW - Drunk driving KW - Field tests KW - High risk drivers KW - Highway safety KW - Impaired drivers KW - Sobriety checkpoints KW - Traffic law enforcement UR - https://trid.trb.org/view/898292 ER - TY - RPRT AN - 01095531 AU - National Highway Traffic Safety Administration TI - The Pneumatic Tire PY - 2006/02 SP - 707p AB - This monograph is a comprehensive review of passenger car tire design and use. It is intended to meet the needs of current tire scientists, engineers, designers and users. The chapter authors are recognized authorities in tire science and technology. The 18 chapters and their authors are as follows: (1) An Overview of Tire Technology, B.E. Lindemuth; (2) Mechanical Properties of Rubber, A.N. Gent; (3) Tire Cords and Cord-to-Rubber Bonding, E.T. McDonel; (4) Mechanics of Cord-Rubber Composite Materials, M.C. Assaad, T.G. Ebbott, and J.D. Walter; (5) Tire Load Capacity, S.M. Padula; (6) Tire Stress Analysis, M.J. Trinko; (7) Contact Patch (Footprint) Phenomena, M.G. Pottinger; (8) Forces and Moments, M.G. Pottinger; (9) Tire Noise and Vibration, K.D. Marshall; (10) Waves in Rotating Tires, D.M. Turner; (11) Rubber Friction and Tire Traction, K.A. Grosch; (12) Rolling Resistance, T.J. LaClair; (13) Rubber Abrasion and Tire Wear, K.A. Grosch; (14) Tire Properties That Affect Vehicle Steady-State Handling Behavior, J.D. Walter; (15) Introduction to Tire Safety, Durability and Failure Analysis, J.D. Gardner and B.J. Queiser; (16) Non-Destructive Tests and Inspections, J.A. Popio and T.M. Dodson; (17) Tire Standards and Specifications, J.D. Walter; and (18) Tire Materials: Recovery and Re-use, A.I. Isayev and J.S. Oh. An index is provided. KW - Abrasion KW - Bearing capacity KW - Bonding KW - Composite materials KW - Driving KW - Durability KW - Failure analysis KW - Friction KW - Inspection KW - Mechanical properties KW - Nondestructive tests KW - Pneumatic tires KW - Recycling KW - Rolling contact KW - Rolling resistance KW - Rubber KW - Safety KW - Specifications KW - Standards KW - Stresses KW - Technology KW - Tire cords KW - Tire forces KW - Tire mechanics KW - Tire/pavement noise KW - Tires KW - Traction KW - Vibration KW - Wear UR - https://trid.trb.org/view/851939 ER - TY - SER AN - 01024451 JO - Traffic Safety Facts - Research Note PB - National Highway Traffic Safety Administration AU - Liu, Cejun AU - Lindsey, Tonja AU - Chen, Chou-Lin AU - Utter, Dennis TI - States With Primary Enforcement Laws Have Lower Fatality Rates PY - 2006/02 IS - HS-810 557 SP - 5p AB - This Research Note compares the percentage of unrestrained passenger vehicle occupant fatalities and fatality rates between States that have primary safety belt use laws and States that do not have them for the most recent years, 2000-2004. Besides having a smaller percentage of passenger vehicle occupant fatalities that were unrestrained, the fatality rates in primary enforcement States were much lower than for all other States. In primary enforcement States the passenger vehicle occupant fatality rates were 1.03 per 100 million vehicle miles traveled (VMT) and 10.69 per 100,000 population. This compares to 1.21 and 13.13 (respectively) for all other States. KW - Fatalities KW - Population KW - Primary enforcement laws KW - Primary seat belt laws KW - Seat belts KW - States KW - Vehicle miles of travel UR - http://www-nrd.nhtsa.dot.gov/Pubs/810557.pdf UR - https://trid.trb.org/view/782321 ER - TY - RPRT AN - 01138311 AU - National Highway Traffic Safety Administration TI - Crashworthiness Data System: 2006 Coding and Editing Manual. National Automotive Sampling System PY - 2006/01 SP - 1062p AB - The NASS CDS data sets for calendar year 2006 document 4,941 crashes, 8,746 vehicles, and 10,895 occupants suffering 31,241 injuries. KW - Coding systems KW - Crash injuries KW - Crashworthiness KW - Data collection KW - Highway safety KW - Sampling KW - Statistical analysis KW - Traffic crashes UR - http://www.carsandracingstuff.com/library/n/nasscrashworthinessdatasystemcodingandeditingmanual2006.pdf UR - https://trid.trb.org/view/898285 ER - TY - RPRT AN - 01135239 AU - National Highway Traffic Safety Administration TI - Drug Evaluation and Classification Training: 'The Drug Recognition Expert School' Student Manual PY - 2006/01 SP - 203p AB - The training program focuses on a set of examination procedures used by drug recognition experts (DREs). DRE is used to designate an individual who is specially trained to conduct examinations of suspected drug-impaired drivers. By the completion of the course of instruction, students should be fully proficient in checking vital signs, conducting careful evaluations of eyes, administering divided attention tests and, in general, carrying out the procedural steps of the DRE's job. This course is the second in a series of three training programs that, collectively, prepare police officers and other qualified persons to serve as Drug Recognition Experts (DREs). The Drug Evaluation and Classification training program focuses on a set of examination procedures. These examinations include: a breath test to determine blood alcohol concentration (BAC); preliminary assessments of the subject's speech, breath, appearance, demeanor, behavior, etc; examinations of the subject's eyes (for nystagmus, tracking ability, ability to converge, pupil size and pupil reaction to light); psychophysical evaluations of the subject, (e.g., blood pressure, pulse rate, and temperature); and inspections of the subject's arms, neck, nasal area, oral cavity, etc., for signs of drug ingestion. KW - Alcohol use KW - Blood alcohol levels KW - Drug abuse KW - Drug Recognition Expert Program KW - Drunk driving KW - Traffic law enforcement KW - Traffic safety KW - Training programs UR - https://trid.trb.org/view/892217 ER - TY - RPRT AN - 01095912 AU - Llaneras, Robert E AU - Westat AU - National Highway Traffic Safety Administration TI - Exploratory Study of Early Adopters, Safety-Related Driving with Advanced Technologies. Draft Final Task 2 Report: In-Vehicle Systems Inventory, Recruitment Methods & Approaches, and Owner Interview Results PY - 2006/01//Draft Final Report SP - 182p AB - Exploratory work was undertaken to study driver real world experiences associated with the use of advanced technologies currently available in production automobiles (e.g., Adaptive Cruise Control, night vision, park aid, and navigation systems). The effort involved identifying and interviewing so called “early technology adopters” (owners of recently introduced in-vehicle technologies) in order to provide insights into driver acceptance and adaptation to these types of systems. Although the current effort included a substantial data collection effort, its primary role was as a feasibility study intended to determine successful methods and approaches for identifying and contacting system owners which could be successfully used in future large-scale and representative data collection efforts. A total of 480 vehicle owners were recruited to participate, resulting in 691 completed interviews. Evidence suggests that some form or degree of driver behavioral adaptation occurred for each of the systems examined. Some changes represented improvements (e.g., enhanced ability to detect obstacles at night or behind the vehicle, etc.) while others led to potentially riskier driving practices (e.g., longer glances away from the forward roadway, etc.). Many drivers were found to hold misconceptions about the performance capabilities of their advanced systems, suggesting that drivers’ mental models of how these systems function do not always match reality. Information gathered can lead to improved designs and educational programs to ensure that drivers understand device functions, capabilities and limitations, and can also serve as an early indication of the safety benefits or problems that new technologies may bring when they are more fully deployed in the light vehicle fleet. KW - Adaptation (Psychology) KW - Automobile navigation systems KW - Autonomous intelligent cruise control KW - Consumers KW - Data collection KW - Driver support systems KW - Drivers KW - Highway safety KW - In-vehicle devices KW - In-vehicle technologies KW - Interviewing KW - Motor vehicle navigational aids KW - Night vision devices UR - http://www.nhtsa.gov/DOT/NHTSA/NRD/Multimedia/PDFs/Crash Avoidance/2006/DOTHS_809972.pdf UR - https://trid.trb.org/view/855926 ER - TY - RPRT AN - 01095528 AU - National Highway Traffic Safety Administration TI - This Is NHTSA: People Saving People PY - 2006/01 SP - 24p AB - The mission of the National Highway Traffic Safety Administration (NHTSA), an agency of the U.S. Department of Transportation, is to save lives, prevent injuries, and reduce economic costs due to road traffic crashes, through education, research, safety standards, and enforcement activity. This report examines NHTSA's approach to fulfilling its mission in the following four areas: vehicles; people; research and development; and information. KW - Costs KW - Crash injuries KW - Education KW - Emergency medical services KW - Fatalities KW - Federal Motor Vehicle Safety Standards KW - Human factors in crashes KW - Impact tests KW - Information dissemination KW - Intelligent transportation systems KW - Law enforcement KW - New Car Assessment Program KW - Research KW - Traffic crashes KW - U.S. National Highway Traffic Safety Administration KW - Vehicle safety UR - https://trid.trb.org/view/851915 ER - TY - RPRT AN - 01095527 AU - National Highway Traffic Safety Administration TI - Bicycle and Pedestrian Safety Resource Guide PY - 2006/01 SP - v.p. AB - This guide was prepared for the pedestrian/bicycle safety professional and others who are proactive in developing programs at the state or community level. It provides a compilation of existing and proposed countermeasures that can be used by a variety of implementers to help solve a wide range of pedestrian and bicycle safety problems. The resource guide has two major sections -- one for pedestrian countermeasures and one for bicyclist countermeasures. Within each section, there are three major dimensions: problem areas, implementers and countermeasure format/use. The highway safety professional can initiate a search on any one of the three dimensions. In addition, the searcher can use the hyperlinks (underscored words) to obtain specific information on specific topics. KW - Bicycle safety KW - Countermeasures KW - Pedestrian safety KW - Resource guides KW - Safety programs UR - https://trid.trb.org/view/851912 ER - TY - SER AN - 01076477 JO - Traffic Safety Facts - Traffic Tech PB - National Highway Traffic Safety Administration TI - Differential Safety Belt Use by Time of Day PY - 2006/01 IS - 305 SP - 2 AB - Observations of belt usage occur exclusively during daylight hours and therefore exclude safety belt use at night. However, it has long been suspected that nighttime belt use is lower than daytime belt use. If that were the case, a higher fatal crash rate at night would exacerbate the impact of the lower rate of safety belt usage at night. An analysis of Fatality Analysis Reporting System (FARS) 2000 crash data for front-seat passengers in Connecticut showed that seat belt use among fatally injured front-seat occupants of passenger vehicles declines steadily, from its 10 a.m. peak until 2 a.m. when it reaches 27 %—the lowest point. In 2004, in order to document the difference in daytime and nighttime safety belt use, observations of nighttime safety belt use in Connecticut were conducted concurrent with Connecticut’s annual daytime belt use survey. The day versus night observations were nearly identical with respect to procedures and location. Observations were conducted twice, once pre- and once post- Connecticut’s May 2004 Click It or Ticket (CIOT) mobilization. The results of the day and nighttime surveys showed that the daytime safety belt usage rate was 83% compared to a nighttime usage rate of 76.6%. The difference between daytime and nighttime observed belt usage rates in Connecticut was much greater in urban areas and among SUV occupants. An analysis of FARS data showed a similar pattern among fatally injured front-seat occupants, with no difference between day and night safety belt use on rural roads. There was a smaller, yet still significant, difference between day and night belt use following the mobilization of the CIOT campaign than pre-mobilization. Based on these findings, it would appear that law enforcement should give consideration to the importance of efforts to increase belt use at night, especially in urban areas. KW - Before and after studies KW - Connecticut KW - Night KW - Nighttime crashes KW - Periods of the day KW - Safety campaigns KW - Seat belt usage KW - Seat belts KW - Surveys UR - http://www.nhtsa.gov/portal/site/nhtsa/template.MAXIMIZE/menuitem.935ae205e29ac00baff82410dba046a0/?javax.portlet.tpst=0f20ab7a9032b29e6be0955e1891ef9a_ws_MX&javax.portlet.prp_0f20ab7a9032b29e6be0955e1891ef9a_viewID=detail_view&itemID=dc8847c9cdba9010VgnVCM1000002c567798RCRD&orderTrafficTechSelect=3D&trafficTechYearSelect=2006&overrideViewName=Report UR - https://trid.trb.org/view/835375 ER - TY - SER AN - 01076460 JO - Traffic Safety Facts - Traffic Tech PB - National Highway Traffic Safety Administration TI - Reduction in Nighttime Injury Crashes Seen with Pueblo County, Colorado’s Smart Roads Program PY - 2006/01 IS - 306 SP - 2p AB - Although drivers aged 21- to 34 years old are a crucial target group in the effort to decrease alcohol-related fatalities, it has been difficult to develop programs targeting this specific age range. In an effort to learn more about what can be done for these young adults, a Pueblo County, Colorado community program targeted at 21- to 34-year-olds, Smart Roads, was examined. The Smart Roads program is funded through a Colorado Department of Transportation grant and administered by a local controlled-substance abuse prevention and treatment center. Previous research had revealed that Pueblo ranked highest in driving under the influence (DUI) arrests per capita among Colorado cities, and that males between the ages of 21 and 34 accounted for 34 % of all DUI arrests. A campaign message was developed and heavily advertised to publicize the monetary and personal cost effects of a DUI arrest. Another component was an educational program designed for blue-collar workers that focused on personal control, consequences, perceptions, and behavioral beliefs. The study examined nighttime injury (NI) and nighttime single-vehicle injury (NSVI) State crash data in Pueblo and surrounding counties before and after the program's implementation. For both NI and NSVI crashes, comparison analyses were conducted with data of crash-involved drivers ages 21 to 34 in non-test counties. Results showed that NI crashes for 21- to 34-year-olds as a percentage of all crashes involving that age group decreased 43% in Pueblo County from 10.9% in the before period, to 6.2% in the after period. There was a slight but statistically significant increase in the comparison counties. Similar results were found when the data from Pueblo County was combined with that from the surrounding counties. For NSVI crashes in Pueblo County and the surrounding counties, there was a decrease from 8.0 % to 6.9% after the program's implementation. KW - Alternatives analysis KW - Before and after studies KW - Case studies KW - Crash rates KW - Drunk drivers KW - Drunk driving KW - Evaluation and assessment KW - Nighttime crashes KW - Pueblo County (Colorado) KW - Safety programs KW - Smart Roads program KW - Young adults UR - http://www.nhtsa.gov/portal/site/nhtsa/template.MAXIMIZE/menuitem.935ae205e29ac00baff82410dba046a0/?javax.portlet.tpst=0f20ab7a9032b29e6be0955e1891ef9a_ws_MX&javax.portlet.prp_0f20ab7a9032b29e6be0955e1891ef9a_viewID=detail_view&itemID=7b7947c9cdba9010VgnVCM1000002c567798RCRD&orderTrafficTechSelect=3D&trafficTechYearSelect=2006&overrideViewName=Report UR - https://trid.trb.org/view/835376 ER - TY - RPRT AN - 01026405 AU - National Highway Traffic Safety Administration AU - National Institute on Alcohol Abuse and Alcoholism TI - A Guide to Sentencing DWI Offenders: 2nd Edition 2005 PY - 2006/01//2nd Edition SP - 44p AB - This sentencing guide is designed to assist judges and prosecutors in reducing recidivism among people convicted of driving while impaired (DWI). While the work of these and other professionals has contributed to the marked reduction in alcohol-related deaths on the highway since the early 1980s, in the past several years progress has stagnated. The involvement of all practitioners in the sentencing process is crucial from both community and public health perspectives. Dealing most effectively with serious traffic offenders can make a substantial difference in community members' health, quality of life, and public welfare. This guide focuses only on the offender convicted of DWI. The term DWI is used interchangeably throughout this guide for driving under the influence (DUI) and operating while intoxicated (OWI) - it does not differentiate between DWI offenders convicted as a result of a routine traffic stop and those convicted as a result of involvement in a crash. This guide also does not deal with the more serious charges that could result from a DWI. The guide is an update of an earlier manual developed by the National Highway Traffic Safety Administration (NHTSA) and the National Institute on Alcohol Abuse and Alcoholism (NIAAA) (NHTSA and NIAAA, 1996). KW - Drunk drivers KW - Guidelines KW - Judges KW - Manuals KW - Prevention KW - Prosecution KW - Recidivism KW - Sentencing UR - http://www.nhtsa.dot.gov/people/injury/alcohol/DWIOffenders/index.htm UR - https://trid.trb.org/view/783425 ER - TY - SER AN - 01023846 JO - Traffic Safety Facts - Research Note PB - National Highway Traffic Safety Administration AU - Subramanian, Rajesh TI - Passenger Vehicle Occupant Fatality Rates by Type and Size of Vehicle PY - 2006/01 IS - HS-809 979 SP - 5p AB - The National Highway Traffic Safety Administration (NHTSA) has routinely published passenger vehicle occupant fatality rates, both overall and in vehicles that rolled over, by the type of the vehicle, such as passenger cars, SUVs, pickup trucks or vans. These categories of vehicles are broad and may mask differences in rates that might exist between vehicles of different sizes within a type. This Research Note examines the occupant fatality rates by vehicle type and size and finds that in all fatal crashes, when broken down by size, Compact Cars have the highest occupant fatality rate while the "large vans" category has the lowest occupant fatality rate. Among vehicles that rolled over, midsize SUVs have the highest occupant fatality rate while large passenger cars have the lowest occupant fatality rate. KW - Automobiles KW - Compact automobiles KW - Fatalities KW - Large automobiles KW - Pickup trucks KW - Rollover crashes KW - Sport utility vehicles KW - Vans KW - Vehicle occupants KW - Vehicle size UR - http://www-nrd.nhtsa.dot.gov/Pubs/809979.pdf UR - https://trid.trb.org/view/781675 ER - TY - RPRT AN - 01019093 AU - AAA Foundation for Traffic Safety AU - Federal Highway Administration AU - National Highway Traffic Safety Administration TI - Traffic Safety Issues of the Future: A Long Range Research Agenda PY - 2006/01 SP - 75p AB - To stimulate multi-disciplinary and multi-organizational thinking on traffic safety research issues, the AAA Foundation for Traffic Safety (AAAFTS), in cooperation with the Federal Highway Administration (FHWA) and the National Highway Traffic Safety Administration (NHTSA), sponsored a planning workshop at AAAFTS in Washington, DC on October 11-12, 2005. Over forty invited traffic safety researchers and practitioners attended. The workshop’s objectives were to identify and prioritize national long-term traffic safety research needs, with special emphasis on identifying gaps in existing research plans. At the workshop three interdisciplinary groups were formed to address issues relating to: highway and the environment, human factors, and vehicles. Recommendations were also targeted to these three interdisciplinary traffic safety groups. KW - Future KW - Highway factors in crashes KW - Highway safety KW - Human factors in crashes KW - Infrastructure KW - Research KW - Strategic planning KW - Traffic safety KW - Vehicle design KW - Vehicle factors in crashes KW - Vehicle safety KW - Workshops UR - http://www.aaafoundation.org/pdf/FuturesReport.pdf UR - https://trid.trb.org/view/775139 ER - TY - RPRT AN - 01019027 AU - Department of Transportation AU - Federal Highway Administration AU - National Highway Traffic Safety Administration TI - Traffic Signal Preemption for Emergency Vehicles: A Cross Cutting Study. Putting the "First" in "First Response" PY - 2006/01 SP - 52p AB - A key issue facing localities in the U.S. is the challenge that rapid growth in populated areas places on the fire/rescue and Emergency Medical Services (EMS) community. Constrained by tight budgets, officials must make decisions on how to provide appropriate levels of service while at the same time coping with increasing demand for services and increasing congestion levels. Emergency vehicles (EVs) operating in higher congestion levels are at higher risk for involvement in crashes and are subject to unpredictable delays in reaching the scene of a fire or crash. One means to offset the effects of congestion is the installation of emergency vehicle preemption (EVP) equipment at signalized intersections. This Intelligent Transportation Systems (ITS) technology provides a special green interval to the EV approach while providing a special red interval on conflicting approaches. The material presented in this cross-cutting study is derived primarily from two types of sources: written sources and interviews. Interviews were conducted at three sites—Fairfax County, Virginia; Plano, Texas; and St. Paul, Minnesota—that were selected to show a wide range of EVP deployment options, including jurisdiction size, scope of EVP deployment, jurisdictional responsibilities, and the use of the system by police and transit. Individuals interviewed include local policy makers, fire chiefs, transportation and traffic engineers, fire/rescue and EMS vehicle drivers, police officers, and signal system technicians. This study includes a summary of the experience for the three sites with regard to the benefits experienced, costs incurred, and lessons learned. The purpose of the study is to enable other jurisdictions to benefit from the composite experience of others in an effort to reduce the time required to move from a good idea to real improvements in the delivery of emergency services. KW - Ambulances KW - Benefits KW - Costs KW - Deployment KW - Drivers KW - Emergency medical services KW - Emergency response time KW - Emergency vehicles KW - Fairfax County (Virginia) KW - Fire vehicles KW - Firefighters KW - Fires KW - Highway safety KW - Highway traffic control KW - Intelligent transportation systems KW - Interviewing KW - Jurisdictions KW - Lessons learned KW - Plano (Texas) KW - Police KW - Policy making KW - Public transit KW - Responsibilities KW - Saint Paul (Minnesota) KW - Search and rescue operations KW - Signalized intersections KW - Traffic congestion KW - Traffic crashes KW - Traffic delays KW - Traffic engineers KW - Traffic signal preemption KW - Transportation engineers KW - Utilization UR - http://ntl.bts.gov/lib/jpodocs/repts_te/14097.htm UR - http://ntl.bts.gov/lib/jpodocs/repts_te/14097_files/14097.pdf UR - https://trid.trb.org/view/775779 ER - TY - RPRT AN - 01138243 AU - National Highway Traffic Safety Administration TI - Electronic 2006 FARS Coding and Validation Manual PY - 2006 SP - 609p AB - This paper presents codes for submitting information electronically to the Fatality Analysis Reporting System (FARS). KW - Coding systems KW - Crash data KW - Crash investigation KW - Data collection KW - Electronics KW - Fatalities KW - Fatality Analysis Reporting System KW - Information technology KW - Manuals KW - Traffic crashes KW - Validation UR - https://trid.trb.org/view/898303 ER - TY - RPRT AN - 01135518 AU - International Association of Chiefs of Police AU - National Highway Traffic Safety Administration TI - DWI Detection and Standardized Field Sobriety Tests: SFST Options, Dry Workshop, Day Two PY - 2006 AB - This video was developed by the International Association of Chiefs of Police Technical Advisory Panel and the National Highway Traffic Safety Administration in a controlled environment for the sole purpose of demonstrating the clues of impairment exhibited by subjects under the influence of alcohol when administered the Standardized Field Sobriety Tests. This video is not intended to, and does not necessarily, demonstrate proper officer safety techniques while administering the SFSTs in the field. The observation of clues of impairment demonstrated in this video may vary, however a consensus by the TAP Review Committee that the clues recorded in the curriculum were clearly observed. KW - Alcohol tests KW - Detection and identification KW - Drunk drivers KW - Drunk driving KW - Field tests KW - Police operations KW - Sobriety checkpoints KW - Traffic law enforcement KW - Traffic safety KW - Training programs UR - https://trid.trb.org/view/892845 ER - TY - RPRT AN - 01135369 AU - Parrish, A AU - Scopatz, R A AU - Spell, L A AU - Wright, C AU - Zogby, J J AU - National Highway Traffic Safety Administration TI - Traffic Records Assessment: State of Illinois, May 1-5, 2006 PY - 2006 SP - 2006 AB - Upon request by the Illinois Division of Traffic Safety (DTS) of the Illinois Department of Transportation (IDOT), the National Highway Traffic Safety Administration (NHTSA) assembled a team to facilitate a traffic records assessment. Concurrently the DTS carried out the necessary logistical and administrative steps in preparation for the onsite assessment. A team of professionals with backgrounds and expertise in the several component areas of traffic records data systems (crash, driver/vehicle, traffic engineering, enforcement and adjudication, and medical data systems) conducted the assessment May 1 to 5, 2006. The scope of this assessment covered all of the components of a traffic records system. The purpose was to determine whether the Illinois traffic records system is capable of supporting managements needs to identify the states safety problems, to manage the countermeasures applied to reduce or eliminate those problems, and to evaluate those programs for their effectiveness. The following discusses some of the key findings regarding the ability of the present traffic records system to support management of the states highway safety programs. KW - Countermeasures KW - Crash reports KW - Evaluation and assessment KW - Highway operations KW - Illinois KW - Safety audits KW - Traffic data KW - Traffic safety UR - https://trid.trb.org/view/894626 ER - TY - RPRT AN - 01135341 AU - National Highway Traffic Safety Administration TI - General Estimates System Coding and Editing Manual, 2006 PY - 2006 SP - 611p AB - This Coding Manual contains instructions for coding accident data from police accident reports for the General Estimates System (GES). GES is currently the main database used by the National Highway Traffic Safety Administration (NHTSA) to produce national statistics on nonfatal accidents in the United States. GES data are based on an annual sample of about 50,000 police accident reports. KW - Coding systems KW - Crash data KW - Crash reports KW - Crashes KW - Drunk driving KW - School buses KW - Traffic crashes KW - Traffic estimation KW - Traffic flow KW - Traffic lanes KW - Traffic safety UR - http://www-nrd.nhtsa.dot.gov/Pubs/GES06.PDF UR - https://trid.trb.org/view/894535 ER - TY - RPRT AN - 01135319 AU - National Highway Traffic Safety Administration TI - National Automotive Sampling System (NASS) General Estimates System (GES) Analytical User's Manual, 1988-2006 PY - 2006 SP - 255p AB - One of the primary objectives of the National Highway Traffic Safety Administration (NHTSA) is to reduce the staggering human toll and property damage that motor vehicle traffic crashes impose on our society. Crashes each year result in thousands of lives lost, hundreds of thousands of injured victims, and billions of dollars in property damage. Accurate data are required to support the development, implementation, and assessment of highway safety programs aimed at reducing this toll. NHTSA uses data from many sources, including the National Automotive Sampling System General Estimates System (GES) which began operation in 1988. Providing data about all types of crashes involving all types of vehicles, the GES is used to identify highway safety problem areas, provide a basis for regulatory and consumer information initiatives, and form the basis for cost and benefit analyses of highway safety initiatives. The GES obtains its data from a nationally representative probability sample selected from the estimated 6.0 million police-reported crashes which occur annually. These crashes include those that result in a fatality or injury and those involving major property damage. Although various sources suggest that there are many more crashes that are not reported to the police, the majority of these unreported crashes involve only minor property damage and no significant personal injury. By restricting attention to police-reported crashes, the GES concentrates on those crashes of greatest concern to the highway safety community and the general public. This multi-year analytical users manual provides documentation on variables that are contained in the GES and other useful information that will enable the users to become familiar the data system. KW - Crash injuries KW - Data collection KW - Data imputation KW - Fatalities KW - Handbooks KW - Highway operations KW - Highway safety KW - National Automotive Sampling System KW - Property damage KW - Traffic crashes KW - Traffic estimation UR - http://www-nrd.nhtsa.dot.gov/Pubs/AUM06.PDF UR - https://trid.trb.org/view/894554 ER - TY - RPRT AN - 01122408 AU - International Association of Chiefs of Police AU - National Highway Traffic Safety Administration TI - DWI Detection and Standardized Field Sobriety Tests: SFST Options, Dry Workshop, Day One PY - 2006 SP - n.p. AB - This video was developed by the International Association of Chiefs of Police Technical Advisory Panel and the National Highway Traffic Safety Administration in a controlled environment for the sole purpose of demonstrating the clues of impairment exhibited by subjects under the influents of alcohol when administered the Standardized Field Sobriety Tests. This video is not intended to, and does not necessarily, demonstrate proper officer safety techniques while administering the SFSTs in the field. The observation of clues of impairment demonstrated in this video may vary, however a consensus by the TAP Review KW - Alcohol tests KW - Drunk driving KW - Education and training KW - Field tests KW - Instructors KW - Law enforcement KW - Manuals KW - Sobriety checkpoints KW - Standardization KW - Traffic safety KW - Workshops UR - https://trid.trb.org/view/883847 ER - TY - RPRT AN - 01122312 AU - International Association of Chiefs of Police AU - National Highway Traffic Safety Administration TI - DWI Detection Training Video Clips, Part II PY - 2006 SP - n.p. AB - This video contains: The Courtroom Testimony; The Pre-Trial Conference; and Impaired Driver Video Segment-Report Writing Exercise. KW - Alcohol tests KW - Drunk driving KW - Education and training KW - Field tests KW - Instructors KW - Law enforcement KW - Manuals KW - Sobriety checkpoints KW - Standardization KW - Traffic safety UR - https://trid.trb.org/view/883849 ER - TY - RPRT AN - 01122208 AU - International Association of Chiefs of Police AU - National Highway Traffic Safety Administration TI - DWI Detection Training Video Clips, Part I PY - 2006 SP - n.p. AB - This video contains: The Visual Detection of DWI Motorists; DWI Detection Phase One: Vehicle in Motion; The Detection of DWI Motorcyclists; Leaving the Shopping Center; The Red SUV; The Sliding Sports Car; The Impatient Driver; Half in the Bag; DWI Detection Phase Two: The Busy Businessman; The Busy Businessman Exiting; and DWI Detection Phase Three: Pre-arrest Screening-Demonstrating of the Proper Administration of the SFSTs. KW - Alcohol tests KW - Drunk driving KW - Education and training KW - Field tests KW - Instructors KW - Law enforcement KW - Manuals KW - Sobriety checkpoints KW - Standardization KW - Traffic safety UR - https://trid.trb.org/view/883848 ER - TY - RPRT AN - 01111256 AU - Minnesota Department of Transportation AU - National Highway Safety Advisory Committee TI - Minnesota Tailgating Pilot Project PY - 2006 SP - 19p AB - In 2006, the Minnesota Departments of Transportation and Public Safety partnered with the Wright County Highway Department and the Safe Communities Coalition of Wright County to pilot a Tailgating Treatment Program similar to a Pennsylvania project honored with a 2001 National Highway Safety Award. The Minnesota project was viewed as a tool to educate motorists on how to identify and maintain a minimum safe following distance, and ultimately to reduce rear end crashes. KW - Car following KW - Crash data KW - Following distance KW - Minnesota KW - Rear end crashes KW - Safety KW - Tailgating KW - Traffic safety UR - http://www.dot.state.mn.us/trafficeng/tailgating/Tailgating-finalreport.pdf UR - https://trid.trb.org/view/870640 ER - TY - RPRT AN - 01042162 AU - National Highway Traffic Safety Administration TI - Traffic Safety Facts 2005: A Compilation of Motor Vehicle Crash Data from the Fatality Analysis Reporting System and the General Estimates System PY - 2006 SP - 222p 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 2005) and GES (1988 through 2005). The remaining chapters present data only from 2005. 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. KW - Crash characteristics KW - Cyclists KW - Drivers KW - Fatalities KW - Fatality Analysis Reporting System KW - General Estimates System KW - Injuries 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 - https://trid.trb.org/view/803158 ER - TY - CONF AN - 01025840 JO - Transportation Research Board Conference Proceedings PB - Transportation Research Board AU - Meyer, Michael D AU - Transportation Research Board TI - Women's Issues in Transportation: Policy and Planning SN - 0309099560 PY - 2006 IS - 35 SP - pp 51-58 AB - Trip-making behavior is influenced by a variety of factors, including the demographic characteristics and lifestyle choices of the traveler as well as factors associated with the transportation system itself. Many paper presented at this conference have reported on different aspects of these explanatory variables. The papers in the plenary session on policy and planning focus instead on choices made by society in the form of public policy, which can also strongly influence trip behavior, including such things as the availability of alternative modes of transportation, how transport choices are priced, the availability of lifestyle support services such as daycare centers, the manner in which communities develop, and how tax structures influence one kind of behavior over another. Three specific questions define the types of issues to be examined in this session: What are the implications of women's trip behavior for planning practice? What are the implications of women's transportation issues for policy? What has been international experience with respect to women's travel? The topic of public policy and planning is so broad and encompasses so many issues that it is difficult to establish boundaries around what should be included and, perhaps more important, to know how not to cover topics that are discussed elsewhere in the conference. In some ways, all of the other sessions and papers in this conference could be placed under the broad umbrella of policy and planning because they all relate in one fashion or another to policy and planning methods and to establishing the analysis context for policy recommendations. The purpose of this overview is to set the context for the papers presented in the policy and planning session of the conference by establishing a conceptual framework for planning and policy development, which is used to describe current understandings and potential research needs. U1 - Conference on Research on Women's Issues in TransportationTransportation Research BoardFederal Highway AdministrationDepartment for Transport, EnglandMichigan Department of TransportationGeneral Motors CorporationIowa Department of TransportationNew Mexico Department of TransportationNational Highway Traffic Safety AdministrationFederal Transit AdministrationMaritime AdministrationWashington State Department of TransportationOak Ridge National LaboratoryChicago,Illinois,United States StartDate:20041118 EndDate:20041120 Sponsors:Transportation Research Board, Federal Highway Administration, Department for Transport, England, Michigan Department of Transportation, General Motors Corporation, Iowa Department of Transportation, New Mexico Department of Transportation, National Highway Traffic Safety Administration, Federal Transit Administration, Maritime Administration, Washington State Department of Transportation, Oak Ridge National Laboratory KW - Females KW - Framework (Planning) KW - Public policy KW - Research KW - Transportation planning KW - Transportation policy KW - Travel behavior UR - http://www.trb.org/Publications/Blurbs/156976.aspx UR - https://trid.trb.org/view/783307 ER - TY - CONF AN - 01025839 JO - Transportation Research Board Conference Proceedings PB - Transportation Research Board AU - Ferguson, Susan A AU - Braitman, Keli A AU - Transportation Research Board TI - Women's Issues in Highway Safety: Summary of the Literature SN - 0309099560 PY - 2006 IS - 35 SP - pp 39-50 AB - A review of research literature on passenger vehicle safety that focuses on gender differences is provided. Around the world women are licensed and driving more than in the past. The result is that more women are dying in crashes, although more men than women still die in crashes every year because men drive more miles than women and tend to take more risks (speed, driving under the influence of alcohol, less frequent use of seat belts). Men's crashes are often more severe than women's, but when crash severity is controlled for, women are more likely to be killed or injured. Evidence suggests that for the most part vehicle features designed to reduce injuries (e.g., seat belts and airbags) are as effective in protecting women as men. Sometimes they are more effective. For example, improvements to head restraints may be reducing neck injury more for women than men. There also have been changes in crash testing; dummies representing shorter women are beginning to be used. One area that has received limited attention is the safety of pregnant women and their fetuses. The development of a pregnant dummy has been under way for years, and research using both real and computer-simulated pregnant dummies is exploring how factors such as seat belts, airbags, and crash severity affect a pregnant mother and fetus in a crash. As more women drive into their later years and drive more miles, it will be important to evaluate changes in crash characteristics over time as a function of age and sex as well as the types of injuries that women and men sustain. U1 - Conference on Research on Women's Issues in TransportationTransportation Research BoardFederal Highway AdministrationDepartment for Transport, EnglandMichigan Department of TransportationGeneral Motors CorporationIowa Department of TransportationNew Mexico Department of TransportationNational Highway Traffic Safety AdministrationFederal Transit AdministrationMaritime AdministrationWashington State Department of TransportationOak Ridge National LaboratoryChicago,Illinois,United States StartDate:20041118 EndDate:20041120 Sponsors:Transportation Research Board, Federal Highway Administration, Department for Transport, England, Michigan Department of Transportation, General Motors Corporation, Iowa Department of Transportation, New Mexico Department of Transportation, National Highway Traffic Safety Administration, Federal Transit Administration, Maritime Administration, Washington State Department of Transportation, Oak Ridge National Laboratory KW - Age KW - Air bags KW - Crash severity KW - Deployable head restraints KW - Dummies KW - Fatalities KW - Females KW - Fetus KW - Gender KW - Highway safety KW - Impact tests KW - Injuries KW - Literature reviews KW - Pregnant women KW - Seat belts KW - Traffic crashes KW - Vehicle safety UR - http://www.trb.org/Publications/Blurbs/156976.aspx UR - https://trid.trb.org/view/783306 ER - TY - CONF AN - 01025838 JO - Transportation Research Board Conference Proceedings PB - Transportation Research Board AU - Handy, Susan L AU - Transportation Research Board TI - Community Design and Travel Behavior: Exploring the Implications for Women SN - 0309099560 PY - 2006 IS - 35 SP - pp 29-38 AB - In the face of growing levels of congestion and persistent air quality problems, planners increasingly see community design as a way of reducing automobile dependence. Because of growing levels of obesity and the attendant health problems, public health officials have also turned to community design as a way of increasing physical activity. Proponents from both camps argue that higher population and employment densities, greater mixes of land uses, more gridlike street networks, and better transit service contribute to lower levels of driving and higher levels of walking, and they cite numerous studies to support their cases. But most studies focus on the population as a whole, and few studies so far consider the ways in which the effect of community design might differ for particular segments of the population given their particular travel needs. As evidence of the complexity of women's travel accumulates, researchers have begun to explore what community design means for women, both the possibility that community design adds to their travel burden and the possibility that it can help to ease that burden. Women face significant concerns related to family, health, and safety that complicate their daily lives; these concerns contribute to their need for travel and to the constraints they face in attempting to meet those needs. Communities designed so that women must drive long distances to work, to daycare, to shopping, or to medical appointments add to the time and cost of meeting their personal and household needs. In contrast, communities designed for shorter driving distances and for modes other than driving may offer women the option of reducing the time and money they spend on travel. At this time, few questions have been answered and many questions remain, not only about the implications of community design for the travel of women but also about the relationship between community design and travel behavior more generally. As a step toward building a research agenda on the implications for women of the relationship between community design and travel behavior, the available literature is reviewed here, original data analysis is presented, and outstanding issues are discussed for the following questions: What is community design? How does community design affect travel behavior? How might these effects differ for women? Where do we go from here? U1 - Conference on Research on Women's Issues in TransportationTransportation Research BoardFederal Highway AdministrationDepartment for Transport, EnglandMichigan Department of TransportationGeneral Motors CorporationIowa Department of TransportationNew Mexico Department of TransportationNational Highway Traffic Safety AdministrationFederal Transit AdministrationMaritime AdministrationWashington State Department of TransportationOak Ridge National LaboratoryChicago,Illinois,United States StartDate:20041118 EndDate:20041120 Sponsors:Transportation Research Board, Federal Highway Administration, Department for Transport, England, Michigan Department of Transportation, General Motors Corporation, Iowa Department of Transportation, New Mexico Department of Transportation, National Highway Traffic Safety Administration, Federal Transit Administration, Maritime Administration, Washington State Department of Transportation, Oak Ridge National Laboratory KW - Communities KW - Data analysis KW - Design KW - Females KW - Literature reviews KW - Research KW - Travel behavior UR - http://www.trb.org/Publications/Blurbs/156976.aspx UR - https://trid.trb.org/view/783305 ER - TY - CONF AN - 01025837 JO - Transportation Research Board Conference Proceedings PB - Transportation Research Board AU - Rosenbloom, Sandra AU - Transportation Research Board TI - Understanding Women's and Men's Travel Patterns: The Research Challenge SN - 0309099560 PY - 2006 IS - 35 SP - pp 7-28 AB - Men and women have long had different travel patterns. However, there is increasing convergence in those travel patterns, at least at the aggregate level. Trends in women's and men's travel patterns over time are evaluated to determine whether comparable men and women have similar travel patterns. It is concluded that (a) women's and men's aggregate travel behavior is still far from equal on a number of measures whereas trends toward convergence may be slowing, (b) disaggregating behavior often reveals distinct differences between the sexes, and (c) so many potentially explanatory variables are tied to sex in society that it may not be relevant whether sex or other intensely gendered variables, such as household role or living alone in old age, explain differences between men and women. There is more than adequate justification for a focus on women's transportation issues and the need for continued research on the nature and expected duration of the travel differences between women and men to supply the information needed to make effective transportation and other policies. U1 - Conference on Research on Women's Issues in TransportationTransportation Research BoardFederal Highway AdministrationDepartment for Transport, EnglandMichigan Department of TransportationGeneral Motors CorporationIowa Department of TransportationNew Mexico Department of TransportationNational Highway Traffic Safety AdministrationFederal Transit AdministrationMaritime AdministrationWashington State Department of TransportationOak Ridge National LaboratoryChicago,Illinois,United States StartDate:20041118 EndDate:20041120 Sponsors:Transportation Research Board, Federal Highway Administration, Department for Transport, England, Michigan Department of Transportation, General Motors Corporation, Iowa Department of Transportation, New Mexico Department of Transportation, National Highway Traffic Safety Administration, Federal Transit Administration, Maritime Administration, Washington State Department of Transportation, Oak Ridge National Laboratory KW - Females KW - Males KW - Research KW - Transportation policy KW - Travel patterns KW - Trend (Statistics) UR - http://www.trb.org/Publications/Blurbs/156976.aspx UR - https://trid.trb.org/view/783304 ER - TY - CONF AN - 01025836 JO - Transportation Research Board Conference Proceedings PB - Transportation Research Board AU - Frye, Ann AU - Transportation Research Board TI - Research on Women's Issues in Transportation, Report of a Conference, Volume 1: Conference Overview and Plenary Papers. Keynote Address SN - 0309099560 PY - 2006 IS - 35 SP - pp 5-6 AB - The author gives a very brief summary of some of the key factors that she believes are important in helping to establish a better balance in the transport world so that women's voices are heard and women's needs are recognized and met. She points out that increasingly we have more women in senior positions in the transport industries, changing attitudes and perspectives and challenging old ways of working; more research that has identified gender issues; and a clearer focus on understanding people's needs as a starting point for developing and delivering transport services. U1 - Conference on Research on Women's Issues in TransportationTransportation Research BoardFederal Highway AdministrationDepartment for Transport, EnglandMichigan Department of TransportationGeneral Motors CorporationIowa Department of TransportationNew Mexico Department of TransportationNational Highway Traffic Safety AdministrationFederal Transit AdministrationMaritime AdministrationWashington State Department of TransportationOak Ridge National LaboratoryChicago,Illinois,United States StartDate:20041118 EndDate:20041120 Sponsors:Transportation Research Board, Federal Highway Administration, Department for Transport, England, Michigan Department of Transportation, General Motors Corporation, Iowa Department of Transportation, New Mexico Department of Transportation, National Highway Traffic Safety Administration, Federal Transit Administration, Maritime Administration, Washington State Department of Transportation, Oak Ridge National Laboratory KW - Females KW - Gender KW - Needs assessment KW - Research KW - Transportation KW - Transportation planning KW - Transportation policy UR - http://www.trb.org/Publications/Blurbs/156976.aspx UR - https://trid.trb.org/view/783303 ER - TY - CONF AN - 01025835 JO - Transportation Research Board Conference Proceedings PB - Transportation Research Board AU - Transportation Research Board TI - Research on Women's Issues in Transportation, Report of a Conference, Volume 1: Conference Overview and Plenary Papers SN - 0309099560 PY - 2006 IS - 35 SP - 75p AB - This conference had two primary objectives: (a) to identify and explore additional research and data needed to inform transportation policy decisions that address women's mobility, safety, and security needs and (b) to encourage research by young researchers. The conference was organized around four subject areas: Understanding Travel Issues; Transportation, Access, and Community Design; Injury Prevention and Ergonomics; and Policy and Planning. The conference proceedings are presented in two volumes. This volume, Volume 1, includes the conference summary, the four peer-reviewed overview papers presented by the topic leaders, the keynote presentation, and a list of conference participants. Volume 2 contains the peer-reviewed breakout and poster papers and several abstracts of papers on subjects of particular interest to the conference organizing committee. U1 - Conference on Research on Women's Issues in TransportationTransportation Research BoardFederal Highway AdministrationDepartment for Transport, EnglandMichigan Department of TransportationGeneral Motors CorporationIowa Department of TransportationNew Mexico Department of TransportationNational Highway Traffic Safety AdministrationFederal Transit AdministrationMaritime AdministrationWashington State Department of TransportationOak Ridge National LaboratoryChicago,Illinois,United States StartDate:20041118 EndDate:20041120 Sponsors:Transportation Research Board, Federal Highway Administration, Department for Transport, England, Michigan Department of Transportation, General Motors Corporation, Iowa Department of Transportation, New Mexico Department of Transportation, National Highway Traffic Safety Administration, Federal Transit Administration, Maritime Administration, Washington State Department of Transportation, Oak Ridge National Laboratory KW - Access KW - Conferences KW - Decision making KW - Design KW - Ergonomics KW - Females KW - Gender KW - Injury prevention KW - Mobility KW - Research KW - Safety KW - Security KW - Transportation KW - Transportation planning KW - Transportation policy KW - Travel behavior UR - http://www.trb.org/Publications/Blurbs/156976.aspx UR - https://trid.trb.org/view/783302 ER - TY - RPRT AN - 01020933 AU - California Office of Traffic Safety AU - National Highway Traffic Safety Administration TI - Highway Safety Plan: Federal Fiscal Year 2006 PY - 2006 SP - v.p. AB - The California Office of Traffic Safety’s mission is to obtain and effectively administer traffic safety grant funds to reduce deaths, injuries and economic losses resulting from traffic related collisions. Section 2900 of the California Vehicle Code requires the Office of Traffic (OTS) to develop a comprehensive plan to reduce traffic collisions and deaths, injuries, and property damage resulting from collisions. The Highway Safety Plan (HSP) serves as California’s application for federal funds available to states. The HSP describes California’s highway safety problems, identifies countermeasures, provides qualitative and quantitative measurements to determine goal and objective attainments, and gives descriptions of all continuing and proposed new grants. KW - California KW - Countermeasures KW - Highway safety KW - Traffic safety KW - Transportation planning UR - http://www.otskids.ca.gov/Media_and_Research/Publications_and_Reports/hsp06/01%20Executive%20Summary%20(Performance%20Plan).pdf UR - https://trid.trb.org/view/778660 ER - TY - RPRT AN - 01095522 AU - National Highway Traffic Safety Administration TI - Fatality Analysis Reporting System, General Estimates System, 2004 Data Summary PY - 2005/12 SP - 34p AB - This pocket-size booklet contains selected data from the Fatality Analysis Reporting System (FARS) and the General Estimates System (GES) for the year 2004. The 2004 FARS data file used for the statistics in this report was created in June 2005. The 2004 GES file used for the statistics in this report was also completed in June 2005. 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/851900 ER - TY - SER AN - 01016498 JO - Traffic Safety Facts - Research Note PB - National Highway Traffic Safety Administration AU - Glassbrenner, Donna TI - Driver Cell Phone Use in 2005 -- Overall Results PY - 2005/12 IS - HS-809 967 SP - 6p AB - Driver cell phone use increased in 2005, with 6 percent of drivers on hand-held phones in 2005 nationwide compared to 5 percent in 2004. This result is from the National Occupant Protection Use Survey (NOPUS), which provides the only probability-based observed data on driver cell phone 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 (NHTSA). The 2005 rate translates into 974,000 vehicles on the road at any given daylight moment being driven by someone on a hand-held phone. It also translates into an estimated 10 percent of vehicles in the typical daylight moment whose driver is using some type of phone, whether hand-held or hands-free. The 2005 survey also found the following: (1) Hand-held use increased in a number of driver categories, including female drivers (from 6 percent in 2004 to 8 percent in 2005), drivers age 16-24 (8 percent in 2004 to 10 percent in 2005), and drivers in suburban areas (4 percent in 2004 to 7 percent in 2005). (2) The incidence of drivers speaking with headsets on while driving also increased in 2005, from 0.4 percent of drivers in 2004 to 0.7 percent in 2005. (3) In the first nationwide probability-based estimate of the incidence of hand-held device manipulation, the survey found that 0.2 percent of drivers were dialing phones, checking PDAs, or otherwise manipulating some hand-held device while driving in 2005. KW - Cellular telephones KW - Daylight KW - Distraction KW - Drivers KW - Females KW - Headsets KW - Highway safety KW - National Occupant Protection Use Survey KW - Personal digital assistants KW - Statistics KW - Suburbs KW - Teenage drivers KW - Traffic safety KW - United States KW - Utilization KW - Young adults UR - http://www-nrd.nhtsa.dot.gov/Pubs/809967.pdf UR - https://trid.trb.org/view/772991 ER - TY - SER AN - 01016476 JO - Traffic Safety Facts - Research Note PB - National Highway Traffic Safety Administration AU - Glassbrenner, Donna TI - Safety Belt Use in 2005 -- Demographic Results PY - 2005/12 IS - HS-809 969 SP - 5p AB - In 2005, safety belt use in the United States rose among males, from 77 percent in 2004 to 80 percent in 2005. This result is from the National Occupant Protection Use Survey (NOPUS), which provides the only probability-based observed data on safety 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 (NHTSA). The 2005 survey also found the following: (1) Safety belt use continues to be higher in the front seat than in the rear seat, with 82 percent of front-seat occupants observed belted in the 2005 survey, compared to 68 percent of rear-seat occupants. (2) Safety belt use in the rear seat is higher in States whose laws require it. In 2005, 76 percent of rear-seat motorists in States requiring rear seat belt use were belted, compared to 64 percent in other States and 68 percent overall. KW - Demographics KW - Front seat occupants KW - Highway safety KW - Males KW - National Occupant Protection Use Survey KW - Rear seat occupants KW - Seat belts KW - State laws KW - States KW - Statistics KW - Traffic safety KW - United States KW - Utilization UR - https://trid.trb.org/view/772989 ER - TY - RPRT AN - 01390076 AU - Fell, J C AU - Kelley Baker, T AU - McKnight, A S AU - Brainard, K AU - Langston, E AU - Rider, R AU - Levy, D AU - Grube, J AU - National Highway Traffic Safety Administration (NHTSA) TI - Increasing teen safety belt use: a program and literature review PY - 2005/11 IS - DOT HS 809 899 SP - 68p KW - Adolescent KW - Adolescents KW - Driver KW - Drivers KW - Graduated licence KW - Graduated licensing KW - Highway safety KW - Improvement KW - Law enforcement KW - Law enforcement KW - Parent KW - Parents KW - Passenger KW - Passengers KW - Restraint usage KW - Road safety KW - Seat belt KW - Seat belt usage KW - Seat belts KW - Technology KW - Technology KW - Usa UR - http://www.nhtsa.dot.gov/people/injury/NewDriver/TeenBeltUse/images/DOTHS809899TeenBeltUse.pdf UR - https://trid.trb.org/view/1157842 ER - TY - RPRT AN - 01386351 AU - United States. National Highway Traffic Safety Administration (NHTSA) TI - Improving the safety of older-child passengers: a progress report on reducing deaths and injuries among 4- to 8-year old child passengers PY - 2005/11 IS - DOT-HS-809-953 SP - 26p KW - Child KW - Child restraint KW - Child restraint systems KW - Children KW - Highway safety KW - Injury prevention KW - Passenger KW - Passengers KW - Restraint usage KW - Road safety KW - Road safety (engineering and vehicles) KW - Seat belt usage UR - http://www.nhtsa.dot.gov/people/injury/childps/BoosterSeatProgress/images/BSProgressReport.pdf UR - https://trid.trb.org/view/1154112 ER - TY - SER AN - 01076470 JO - Traffic Safety Facts - Traffic Tech PB - National Highway Traffic Safety Administration TI - Teen Safety Belt Use Programs PY - 2005/11 IS - 308 SP - 2p AB - Many states have developed and implemented traffic safety programs focusing on seat belt use among teens. These programs vary considerably in their strategies and levels of success. In an effort to identify the most effective approaches to increasing teen safety belt use, the National Highway Traffic Safety Administration sponsored a project that reviewed the scientific literature and relevant traffic safety programs. This fact sheet summarizes the resulting report that presents the magnitude of the problem of teen safety belt use and highlights programs, interventions, and strategies that can potentially increase safety belt usage by teens. Potential strategies to increase safety belt use among teens were identified as legislative, enforcement, technological, peer-led, counseling and parental involvement approaches. In summary, proven effective strategies for increasing safety belt use in the general population may have the most immediate and greatest potential for increasing teen safety belt use. These strategies include: upgrading state safety belt laws to primary enforcement; highly publicized enforcement of safety belt laws; graduated driver licensing laws with safety belt provisions, coupled with sanctions for safety belt violations; and community programs that combine education, peer-to-peer persuasion, publicized enforcement, and parental monitoring. Technological solutions hold great promise for the future. Combinations of strategies seem to work better than one strategy alone. A community program including education, diversity outreach, highly publicized enforcement, and parental involvement could have a substantial effect on teen safety belt use. KW - Adolescents KW - Counseling KW - Evaluation and assessment KW - Legislation KW - Literature reviews KW - Parents KW - Peer groups KW - Safety programs KW - Seat belt usage KW - Seat belts KW - Technological innovations KW - Teenage drivers KW - Traffic law enforcement KW - Traffic safety education UR - http://www.nhtsa.gov/portal/site/nhtsa/template.MAXIMIZE/menuitem.935ae205e29ac00baff82410dba046a0/?javax.portlet.tpst=0f20ab7a9032b29e6be0955e1891ef9a_ws_MX&javax.portlet.prp_0f20ab7a9032b29e6be0955e1891ef9a_viewID=detail_view&itemID=596a47c9cdba9010VgnVCM1000002c567798RCRD&orderTrafficTechSelect=3D&trafficTechYearSelect=2006&overrideViewName=Report UR - https://trid.trb.org/view/835451 ER - TY - SER AN - 01016483 JO - Traffic Safety Facts - Research Note PB - National Highway Traffic Safety Administration AU - Glassbrenner, Donna TI - Safety Belt Use in 2005 -- Use Rates in the States and Territories PY - 2005/11 IS - HS-809 970 SP - 7p AB - In 2005, safety belt use in the United States ranged from 60.8 percent use in Mississippi to 95.3 percent in Hawaii. These results are from probability-based observational surveys conducted by 50 States and U.S. Territories in accordance with criteria established by the National Highway Traffic Safety Administration (NHTSA) to ensure reliable results. Compliance with the criteria is verified annually by NHTSA’s National Center for Statistics and Analysis. The 2005 surveys also found the following: (1) Nine States and Territories achieved use rates of 90 percent or higher, namely Hawaii, Washington, Nevada, Arizona, Oregon, Michigan, California, Puerto Rico, and Maryland. (2) Nevada, Texas, and West Virginia exhibited the greatest improvement, each reducing belt nonuse by 30 percent or more during 2004 - 2005. (3) Use rates in jurisdictions with stronger belt enforcement laws continue to exhibit generally higher use rates than those with weaker laws. South Carolina strengthened its belt law to a “primary” enforcement law, effective December 2005. This State saw a jump in use from 65.7 percent in 2004 to 69.7 percent in 2005. Because the 2005 survey was conducted before the primary law took effect, greater gains may be realized in 2006. KW - Arizona KW - California KW - Hawaii KW - Highway safety KW - Maryland KW - Michigan KW - Nevada KW - Oregon KW - Primary enforcement laws KW - Puerto Rico KW - Seat belts KW - South Carolina KW - State laws KW - States KW - Statistics KW - Territories KW - Texas KW - Traffic law enforcement KW - Traffic safety KW - United States KW - United States Territories KW - Utilization KW - Washington (State) KW - West Virginia UR - http://www-nrd.nhtsa.dot.gov/Pubs/809970.pdf UR - https://trid.trb.org/view/772988 ER - TY - RPRT AN - 01023789 AU - Leaf, W A AU - Solomon, M G AU - Preusser Research Group, Incorporated AU - National Highway Traffic Safety Administration TI - Safety Belt Use Estimate for Native American Tribal Reservations PY - 2005/10//Final Report SP - 33p AB - The National Highway Traffic Safety Administration (NHTSA) and the Bureau of Indian Affairs (BIA), Indian Highway Safety Program, sponsored a project to (a) establish the first baseline tribal reservation safety belt use rate, and (b) develop a methodology to use in the future to track trends and specific program effects. The planned sample included 18 reservations with 150 sites on these reservations. However, the Navajo reservation in the Southwest, which has 22% of the total Native American population, did not permit safety belt observations to be made in its territory. Ultimately, data were collected from 120 sites on 16 tribal reservations. Safety belt use was observed between September and November 2004 on 15 reservations and in February 2005 on one reservation. Overall, 44% of the vehicles were cars, 31% were pickups, 14% were SUVs, and 10% were vans. Fifty-eight percent of the drivers were male, 38% were female and the sex of 3% could not be determined. Fifty-three percent of the passengers were female, 37% were male, and the sex of 10% of the passengers could not be determined. Belt use could be coded for 90% of the drivers and 83% of the passengers. For the tribal reservations subject to tribal law and tribal traffic law enforcement, excluding the Navajo, the overall safety belt use rate was 55.4%. There was a very high variation in belt use across reservations, ranging from a low of 8.8% to a high of 84.8%. Nine tribal reservations had primary safety belt laws; in them, 68.6% of vehicle occupants were belted. By comparison, three tribal reservations had secondary belt laws; they averaged 53.2% belt use. For the four tribal reservations with no belt use law of any kind, only 26.4% of the vehicle occupants were belted. NHTSA is funding two initiatives to raise reservation belt use: a Law Enforcement Liaison to promote emphasis on belt law enforcement and a demonstration program to develop strategies for grant solicitations for occupant protection programs on Native American Tribal Reservations. The methodology developed here will be crucial in evaluating improvements due to these and other initiatives. KW - Data collection KW - Demonstration projects KW - Drivers KW - Gender KW - Indian reservations KW - Law enforcement KW - Native Americans KW - Passengers KW - Primary enforcement KW - Seat belt use KW - Seat belt use laws KW - Secondary enforcement KW - Strategic planning KW - Types of vehicles UR - http://www.nhtsa.dot.gov/people/injury/research/SBUseIndianNation/images/textfinal.pdf UR - http://ntl.bts.gov/lib/27000/27000/27032/textfinal.pdf UR - https://trid.trb.org/view/781365 ER - TY - RPRT AN - 01018747 AU - National Highway Traffic Safety Administration TI - A Review of New York State's Stop-DWI Program PY - 2005/10 SP - 68p AB - New York State is recognized nationally as a leader in traffic safety, in particular for continual progress in reducing alcohol-related motor vehicle crashes and fatalities. In 2002, the New York fatality rate was 0.36 versus 0.61 for the United States. In November 2003, the National Highway Traffic Safety Administration (NHTSA) assembled a team to review New York’s Special Traffic Options Program for Driving While Intoxicated (DWI), known as STOP-DWI. The mission of New York’s STOP-DWI program is to empower and coordinate local efforts to reduce alcohol and other drug-related traffic crashes within the context of a comprehensive and financially self-sustaining statewide alcohol and highway safety program (New York State STOP-DWI Coordinators Association, 2002). The program’s goal is to achieve these reductions through the creation and funding of programs relating to enforcement, prosecution, probation, rehabilitation, public information, education, and administration. In the summer of 1981, State Senator William T. Smith introduced the STOP-DWI legislation, which was considered during the 1981-1982 regular session of the New York State Legislature. This legislation was the result of years of advocacy by Senator Smith, following the death of his daughter by an impaired driver in 1973 (New York STOP-DWI Coordinators Association, 2002). The STOP-DWI Law was enacted in November 1981, and county programs were first implemented in 1982. New York’s STOP-DWI program is the Nation’s first and, to date, only self-sustaining impaired driving program. Other States have implemented components of self-sufficiency, but none to the degree of New York State. The purpose of this report is to provide a review of the New York STOP-DWI program, including: (1) An examination of the mission, goals and program components of STOP-DWI; (2) An examination and description of the social and political context of STOP-DWI, and the historical and modern trends associated with its implementation; and (3) A discussion of what critical STOP-DWI program elements the State has continuously funded in its efforts towards further reducing alcohol-related motor vehicle crashes and fatalities. KW - Administration KW - Driver rehabilitation KW - Drunk driving KW - Education KW - Highway safety KW - New York (State) KW - Probation KW - Prosecution KW - Public information programs KW - Reviews KW - Safety programs KW - Traffic law enforcement KW - Traffic safety UR - http://www.nhtsa.dot.gov/people/injury/alcohol/NY-StopDWIProgram.pdf UR - https://trid.trb.org/view/772764 ER - TY - ABST AN - 01490518 TI - Race Car Driver Head/Brain Injury Modeling AB - A license to access race car crash data for use in biomechanics research will be purchased to develop a reconstruction of a driver's dynamic head response during an actual crash. KW - Biophysics KW - Crash injuries KW - Crashes KW - Drivers KW - Head injuries KW - Race cars KW - Traumatic brain injuries UR - http://www.nhtsa.gov/DOT/NHTSA/Traffic%20Injury%20Control/Research%20In%20Progress/files/RaceCarDriverHeadBrainInjuryModelling.pdf UR - https://trid.trb.org/view/1260003 ER - TY - ABST AN - 01490023 TI - Biomechanics Database and Analysis Support AB - The objective of this project is to proved on-site support to maintain the National Highway Traffic Safety Administration (NHTSA) Biomechanics Database and analyze test data and develop finite element models. KW - Analysis KW - Biophysics KW - Crash data KW - Databases KW - Finite element method UR - http://www.nhtsa.gov/DOT/NHTSA/Traffic%20Injury%20Control/Research%20In%20Progress/files/BiomechanicalDatabaseAnalysisSupport.pdf UR - https://trid.trb.org/view/1259570 ER - TY - ABST AN - 01458540 TI - Emerging In-Vehicle Technologies and Driver Age AB - In recent years, the national debate on senior driver issues has increased substantially, with much of it focused on driver screening, training, and road improvements. In addition, vehicle manufacturers claim that they are making plans to accommodate the aging population, however, many experts are disappointed with the slow progress, and question whether the industry is fully committed to ensuring new technologies are safe. When new in-vehicle technologies emerge on the market, they usually appear first on "top of the line" cars, which are often purchased by older drivers who can afford them. Thus, by default, a large proportion of drivers "testing" emerging in-vehicle technologies tend to be older, potentially creating a safety problem for this increasing segment of the motoring public. This project, co-funded by the AAA Foundation for Traffic Safety and National Highway Traffic Safety Administration, will produce the most comprehensive and up-to-date analysis of the vehicle technologies that are available and describe what is known about their safety impacts. In addition, thousands of drivers who have experience with selected technologies will be surveyed to gain insight into any age-related differences in their understanding, acceptance, and use of the technologies. The project will increase expert and public understanding of the safety implications of new in-vehicle technologies and motivate automobile manufacturers to pay attention to what consumers want, need, and should have in their vehicles. KW - Aged drivers KW - Drivers KW - Research projects KW - Safety KW - Technological innovations KW - Technology KW - Vehicles UR - https://trid.trb.org/view/1226751 ER - TY - RPRT AN - 01353062 AU - Linkenbach, Jeff AU - Perkins, H Wesley AU - Montana State University, Bozeman AU - National Highway Traffic Safety Administration TI - Montana’s MOST of Us Don’t Drink and Drive Campaign: A Social Norms Strategy to Reduce Impaired Driving Among 21-34-Year-Olds PY - 2005/09//Final Report SP - 44p AB - This report presents the results of a demonstration project to test the efficacy of a high-intensity social norms media intervention to reduce the prevalence of driving after drinking among 21 to 34-year-olds living in western Montana. A baseline survey was conducted to collect self-reported data on the target population’s behavior with respect to impaired driving, as well as on their perceptions of the behavior of their peers. Normative messages and media were developed from these data. Each survey gathered information on respondents’ exposure to the campaign message, and on their perceptions and reported behaviors regarding driving after drinking. The campaign successfully reduced the target population’s misperceptions of the frequency of impaired driving among their peers. The change in perceptions was associated with a change in reported behavior. In the target area there was a 13.7-percent relative decrease in the percentage that reported driving after drinking and a 15-percent relative increase in the percentage that reported always using non-drinking designated drivers. A high-intensity paid media social norms intervention can be successful on a statewide scale, across a wide variety of measures including perceptions, reported behaviors, attitudes, and support for policy. However, additional research is warranted to corroberate the self-reported behaviors with changes in the blood alcohol concentration (BAC) of arrested drivers or numbers of alcohol-related fatalities. KW - Adults KW - Behavior modification KW - Demonstration projects KW - Drunk drivers KW - Drunk driving KW - Intervention KW - Mass media KW - Messages (Communications) KW - Montana KW - Safety campaigns KW - Self reported data KW - Social values UR - https://trid.trb.org/view/1117576 ER - TY - SER AN - 01076481 JO - Traffic Safety Facts - Traffic Tech PB - National Highway Traffic Safety Administration TI - Medical Conditions and Driving: A Review of the Scientific Literature (1960-2000) PY - 2005/09 IS - 307 SP - 2p AB - The National Highway Traffic Safety Administration in cooperation with the Association for the Advancement of Automotive Medicine sponsored an international review of the scientific literature on medical conditions that may affect driving skills. In addition, a meeting of medical and research specialists developed preliminary guidelines for physicians based on the literature review. This fact sheet summarizes a report on the literature review and resulting preliminary guidelines. The report provides a comprehensive and integrative review of the medical, epidemiological, and gerontological research on the effects of medical conditions and functional limitations on driving performance. Literature spans 40 years and includes over 500 citations. It is divided into 15 sections providing a brief overview of conditions or illnesses, prevalence information, a review of the driving literature relevant to the condition, and current fitness-to-drive guidelines from Canada and Australia. The preliminary physician guidelines in this report are based on the scientific literature review on medical conditions and driving, consideration of medical fitness-to-drive guidelines from Australia and Canada, and input from a meeting of experts in medical conditions and driving. The guidelines were developed to assist physicians in determining when patients have medical conditions that can affect their fitness-to-drive. While many conditions have the potential to impair driving, no one illness or condition suggests absolute cessation of driving. Rather, the presence of one or more illnesses should serve as a “red flag” that driving may be compromised and that further evaluation may be warranted. KW - Diseases and medical conditions KW - Drivers KW - Driving KW - Epidemiology KW - Guidelines KW - Literature reviews KW - Physicians UR - http://www.nhtsa.gov/portal/site/nhtsa/template.MAXIMIZE/menuitem.935ae205e29ac00baff82410dba046a0/?javax.portlet.tpst=0f20ab7a9032b29e6be0955e1891ef9a_ws_MX&javax.portlet.prp_0f20ab7a9032b29e6be0955e1891ef9a_viewID=detail_view&itemID=aee947c9cdba9010VgnVCM1000002c567798RCRD&orderTrafficTechSelect=3D&trafficTechYearSelect=2006&overrideViewName=Report UR - https://trid.trb.org/view/835398 ER - TY - SER AN - 01076418 JO - Traffic Safety Facts - Traffic Tech PB - National Highway Traffic Safety Administration TI - Safety Belt Use Estimate for Native American "Tribal Reservations" Subject to Tribal Law and Tribal Traffic Enforcement PY - 2005/09 IS - 304 SP - 3p AB - This issue describes a project to (a) establish the first baseline tribal reservation safety belt use rate, and (b) develop a methodology to use to track trends and specific program effects. The sampling plan used in this study was designed to provide a reliable estimate of belt use across all of the tribal reservations subject to tribal law and tribal traffic law enforcement. Safety belt use at 120 sites on 16 tribal reservations was observed. For the tribal reservations observed, the overall safety belt use rate was 55.4%. There was a very high variation in belt use across reservations, ranging from a low of 8.8% to a high of 84.8%. There also were significant differences in belt use by vehicle type and occupant gender. Belt use varied with road type and by the geographic area of the tribal reservation. There are two kinds of belt use laws that may affect use rates: the safety belt law of the reservation itself and the safety belt law of the state in which the tribal reservation is located. Nine reservations had primary safety belt laws; in them, 68.6% of vehicle occupants were belted. Three tribal reservations had secondary belt laws; they averaged 53.2% belt use. For the 4 reservations with no belt use laws, only 26.4% of the vehicle occupants were belted. Nine reservations were located in states with primary belt use laws. These reservations had the best use rates; they averaged 72.8% belted occupants. The remaining 7 reservations, in states with secondary belt use laws, were the lowest-usage reservations; averaging just 33.3% buckled occupants. Overall, safety belt use in tribal reservations subject to tribal law and tribal traffic law enforcement varies greatly, indicating that different reservations are fundamentally different in their approach to and success at encouraging safety belt use. KW - Areas KW - Compliance KW - Data collection KW - Gender KW - Indian reservations KW - Methodology KW - Native Americans KW - Sampling KW - Seat belt usage KW - Seat belt use laws KW - Seat belts KW - Statistical analysis KW - Traffic law enforcement KW - Types of roads KW - Types of vehicles UR - http://www.nhtsa.gov/portal/site/nhtsa/template.MAXIMIZE/menuitem.935ae205e29ac00baff82410dba046a0/?javax.portlet.tpst=0f20ab7a9032b29e6be0955e1891ef9a_ws_MX&javax.portlet.prp_0f20ab7a9032b29e6be0955e1891ef9a_viewID=detail_view&itemID=463f8434fd476010VgnVCM1000002c567798RCRD&orderTrafficTechSelect=3D&trafficTechYearSelect=2005&overrideViewName=Report UR - https://trid.trb.org/view/835363 ER - TY - RPRT AN - 01045168 AU - Blomberg, Richard D AU - Peck, Raymond C AU - Moskowitz, Herbert AU - Burns, Marcelline AU - Fiorentino, Dary AU - Dunlap and Associates, Incorporated AU - Department of Transportation AU - National Highway Traffic Safety Administration TI - Crash Risk of Alcohol Involved Driving: A Case-Control Study PY - 2005/09//Final Report SP - 191p AB - A case-control study was conducted in Long Beach, CA and Fort Lauderdale, FL to examine the relative crash risk associated with drivers’ blood alcohol concentrations (BACs). Data were obtained for drivers involved in 2,871 crashes of all severities. Two control drivers for each crash driver were sampled a week after the crash at the same location, on the same day of the week and at the same time of day. For both groups of drivers, a research team recorded observations, administered a brief questionnaire and obtained breath specimens for BAC measurements. Of the 14,985 sampled drivers who were potentially available for testing, 91.7% of crash drivers and 97.9% of control drivers provided breath specimens. When drivers who fled the crash scene are included in the number of potentially available drivers, the percentage that provided a breath specimen reduced to 81.3%. Relative risk models were generated with logistic regression techniques with and without covariates such as driver age, gender, marital status and ethnicity. The models without adjustment for the covariates show elevated relative risk beginning at 0.05 – 0.06% BACs with an accelerating increase in risk at BACs greater than 0.10%. With adjustment for covariates and bias due to missing data (nontested hit-and-run drivers, refusals, and incomplete responses), risk was elevated at a slightly lower BAC and the risk curve was steep. Statistically significant risk occurred at 0.04% BAC and small, non-significant elevations occurred at BACs closer to zero. Relative risk models were also produced for age groups and alcohol consumption levels. KW - Age KW - Age groups KW - Alcohol breath tests KW - Alcohol use KW - Blood alcohol levels KW - Covariates KW - Crash risk forecasting KW - Crash severity KW - Drunk drivers KW - Ethnic groups KW - Fort Lauderdale (Florida) KW - Gender KW - Highway safety KW - Long Beach (California) KW - Marital status KW - Regression analysis KW - Relative risk KW - Traffic crashes KW - Traffic safety UR - http://dunlapandassociatesinc.com/crashriskofalcoholinvolveddriving.pdf UR - https://trid.trb.org/view/804190 ER - TY - RPRT AN - 01026410 AU - Chaudhary, Neil K AU - Geary, Lori L AU - Preusser, David F AU - Cosgrove, Linda A AU - Preusser Research Group, Incorporated AU - National Highway Traffic Safety Administration TI - Connecticut's Day and Night Safety Belt Use PY - 2005/09//Final Report SP - 18p AB - Safety belt use in the United States has risen steadily over recent years, reaching 80% in 2004. Yet, using the National Highway Traffic Safety Administration's Fatality Analysis Reporting System, safety belt use among fatally injured front-seat outboard occupants of passenger vehicles was only between 42% and 46% for the years 1999 to 2003. One possible explanation is that safety belt use is different during different times of the day. A full statewide nighttime belt use observation survey was conducted in 2004. This survey was conducted simultaneously with Connecticut's annual full statewide daytime belt use survey. Night belt use observations of drivers and passengers are possible using newly available "near-military-grade" night vision goggles and handheld infrared spotlights. Both day and goggle-assisted night observations were conducted at 100 observation sites in Connecticut. Procedures for day and night observations were as nearly identical as possible. The night belt use rate was 6.4 percentage points lower than the day rate (83.0 versus 76.6). Consistent with belt use among Connecticut fatalities, day versus night differences were greatest in urban areas. There was evidence that day versus night differences were greater before as compared to after a May 2004 belt use enforcement program. KW - Connecticut KW - Daylight KW - Night KW - Seat belt use KW - Surveys UR - http://www.nhtsa.dot.gov/people/injury/airbags/CTsDandNSBUse/images/CTsDayandNightSBUse.pdf UR - https://trid.trb.org/view/783539 ER - TY - RPRT AN - 01007201 AU - Sullivan, John M AU - University of Michigan Transportation Research Institute TI - Further Crash Evidence on the Nighttime Visibility of Trucks PY - 2005/09 SP - 23p AB - As previously reported using daylight saving time crash analysis, fatal rear-end crashes between passenger vehicles and trucks show a pronounced effect of light level such that crashes involving trucks appear to be nearly nine times more likely in darkness than in light. In this report, the author examines whether this effect shows any evidence of being modulated by the age of the striking driver, the travel speed or locale of the roadway, the involvement of alcohol, or changes in regulations prescribing the use of conspicuity treatments for trucks beginning in 1993. In general, a main effect of striking driver age was found such that younger drivers had a lower dark/light ratio in nighttime fatal rear-end crashes than older drivers. In addition, a main effect of struck vehicle suggested that the dark/light odds of a crash is about four times higher for trucks than for light vehicles. Analyses of locale, posted speed, and alcohol use by the striking driver revealed only a mild influence of locale, suggesting that the dark/light odds is 1.5 greater in rural than in urban areas. Finally, the analysis of regulatory changes in conspicuity treatment did not reveal a reliable effect specific to trucks, but did suggest that the dark/light odds of a crash has decreased by about half in recent years for both light vehicles and trucks. KW - Age KW - Daylight KW - Drivers KW - Drunk driving KW - Fatalities KW - Night KW - Night visibility KW - Rear end crashes KW - Rural areas KW - Speed limits KW - Truck crashes KW - Trucks KW - Urban areas KW - Vehicle characteristics KW - Visibility UR - https://trid.trb.org/view/763680 ER - TY - RPRT AN - 01007235 AU - Rosenker, Mark V AU - National Transportation Safety Board TI - National Transportation Safety Board Safety Recommendation, H-05-25 and -26 PY - 2005/08/05 SP - 6p AB - These safety recommendations, addressed to the Honorable Jeffrey W. Runge, M.D., Administrator, National Highway Traffic Safety Administration, address the effectiveness of driver education and training programs. The National Transportation Safety Board makes the following recommendations to the National Highway Traffic Safety Administration: (H-05-25) In cooperation with the U.S. Department of Education, review current driver education and training programs in use nationally and internationally and determine which instructional tools, training methods, and curricula are consistent with what the U.S. Department of Education has identified as best teaching methodologies and have led to or are likely to lead to a reduction in crashes. Further, incorporate these best practices into a model driver education and training curriculum; and (H-05-26) In cooperation with the U.S. Department of Education, determine the optimum sequencing, in conjunction with graduated driver licensing qualifications, for educating teenagers on safe driving skills, both in the classroom and behind the wheel, and encourage the States to adopt this requirement. KW - Best practices KW - Curricula KW - Driver education KW - Driver training KW - Graduated licensing KW - Recommendations KW - Teenage drivers KW - Traffic safety KW - U.S. Department of Education KW - U.S. National Highway Traffic Safety Administration UR - https://trid.trb.org/view/763291 ER - TY - RPRT AN - 01007198 AU - Rosenker, Mark V AU - National Transportation Safety Board TI - National Transportation Safety Board Safety Recommendation, H-05-23 and -24 PY - 2005/08/05 SP - 8p AB - These safety recommendations, addressed to the Honorable Margaret Spellings, Secretary, U.S. Department of Education, address the effectiveness of driver education and training programs. The National Transportation Safety Board makes the following safety recommendations to the U.S. Department of Education: (H-05-23) In cooperation with the National Highway Traffic Safety Administration, review current driver education and training programs in use nationally and internationally and determine which instructional tools, training methods, and curricula are consistent with what you have identified as best teaching methodologies and have led to or are likely to lead to a reduction in crashes. Further, incorporate these best practices into a model driver education and training curriculum; and (H-05-24) In cooperation with the National Highway Traffic Safety Administration, determine the optimum sequencing, in conjunction with graduated driver licensing qualifications, for educating teenagers on safe driving skills, both in the classroom and behind the wheel, and encourage the States to adopt this requirement. KW - Best practices KW - Curricula KW - Driver education KW - Driver training KW - Graduated licensing KW - Recommendations KW - Teenage drivers KW - Traffic safety KW - U.S. Department of Education KW - U.S. National Highway Traffic Safety Administration UR - https://trid.trb.org/view/763288 ER - TY - RPRT AN - 01007200 AU - National Transportation Safety Board TI - National Transportation Safety Board Public Forum on Driver Education and Training, October 28-29, 2003. Report of Proceedings PY - 2005/08/01 SP - 304p AB - The National Transportation Safety Board convened a 2-day public forum in October 2003 to survey the current state of novice driver education and training, including the extent to which it is used, its effectiveness and shortcomings, and what can be done to improve it. While driver education has been available since the 1930s and, intuitively, should improve driving safety, in fact little consensus exists on the benefits of driver education and training, what it should entail, and how it should be delivered. The 29 forum participants included the National Highway Traffic Safety Administration, State government representatives, safety and consumer associations, groups offering driver education, and teachers, students, and researchers. This document provides a report of proceedings of this public forum (Introduction; Driver Education Forum Summary, Conclusions, and Recommendations; Graduated Driver Licensing Recommendations; Novice Driver Requirements in the 50 States and District of Columbia) and includes the transcript of the public forum within Part 5. KW - Conferences KW - Driver education KW - Driver training KW - Graduated licensing KW - Recommendations KW - Regulations KW - State of the practice KW - States UR - https://trid.trb.org/view/763684 ER - TY - CONF AN - 01387376 AU - United States. National Highway Traffic Safety Administration (NHTSA). National Center for Statistics and Analysis TI - Thailand data systems evaluation: August 13-20, 2005 PY - 2005/08 SP - 11p AB - In August 2005, a team of experts was assembled by the U.S. Department of Transportation's National Center for Statistics and Analysis (NCSA) to work with the Royal Thai government to develop methods for implementing the activities in its Road Safety Action Plan aimed at improving its traffic safety data systems. The focus of this site visit was to assess Thailand's existing safety information systems, encompassing the collection, analysis, dissemination, and use of data associated with highway safety. This focus is rooted in the experience of the U.S. that such data are a critical prerequisite to establishing and sustaining an effective highway safety program. U1 - Asia-Pacific Economic Cooperation (APEC) Automotive Dialogue Road Safety Summit, 2007, Adelaide, South Australia, Australia StartDate:00000 EndDate:00000 KW - Accident countermeasure KW - Data analysis KW - Data analysis KW - Data collection KW - Data collection KW - Developing countries KW - Developing countries KW - Highway safety KW - Road safety KW - Thailand KW - Traffic safety UR - https://trid.trb.org/view/1155141 ER - TY - RPRT AN - 01045893 AU - Ervin, R AU - Sayer, J AU - LeBlanc, D AU - Bogard, S AU - Mefford, M AU - Hagan, M AU - Bareket, Z AU - Winkler, C AU - University of Michigan Transportation Research Institute AU - General Motors Corporation AU - National Highway Traffic Safety Administration TI - Automotive Collision Avoidance System Field Operational Test Report: Methodology and Results PY - 2005/08//Final Research Report SP - 518p AB - The Automotive Collision Avoidance System field operational test (or ACAS FOT) project was led by General Motors (with Delphi playing a major supporting role) under a cooperative agreement with the U.S. Department of Transportation. The work conducted by the University of Michigan Transportation Research Institute under this project is the subject of this two-volume report. This work involved developing the FOT methodology, gathering the FOT data, and the analysis and interpretation of this massive dataset. The FOT involved exposing a fleet of 11 ACAS-equipped Buick LeSabre passenger cars to 12 months of naturalistic driving by lay drivers from southeastern Michigan. The ACAS system included both a forward crash warning (FCW) system and an adaptive cruise control (ACC) system. The goal of the FOT was to examine the suitability of the ACAS system for widespread deployment from the perspectives of both driving safety and driver acceptance. Ninety-six drivers participated in the project, with an accumulation of 137,000 miles of driving. Data included over 300 data signals collected at 10 Hz with corresponding samples of video of the forward driving scene and the driver’s face. A set of subjective instruments were used to capture information about the driver and their self-reported tendencies, as well as postdrive questionnaires, interviews (which included video replays of alert experiences), and focus groups. Results indicated that ACC was widely accepted by drivers, whereas the acceptance of FCW was mixed (due to false alarms) and was not found to be significantly related to FCW alert rate. ACC was found to be benign from a traffic safety perspective, with possible benefits resulting from the marked reduction in short (<1 second) headways and reduced passing behavior observed during ACC driving. While incidents were found in which the FCW may have contributed to a timely driver response to an emerging rear-end crash conflict, the frequency or magnitude of such conflicts in manual driving was unchanged when FCW was enabled. In addition, headways in manual driving with FCW enabled were found to increase on freeways and also during daytime driving. KW - Acceptance KW - Autonomous intelligent cruise control KW - Crash avoidance systems KW - Data analysis KW - Data collection KW - False alarms (In-vehicle alerting devices) KW - Field tests KW - Headways KW - Highway safety KW - Methodology KW - Passing KW - Rear end crashes UR - http://hdl.handle.net/2027.42/49539 UR - https://trid.trb.org/view/806095 ER - TY - RPRT AN - 01045888 AU - Ervin, R AU - Sayer, J AU - LeBlanc, D AU - Bogard, S AU - Mefford, M AU - Hagan, M AU - Bareket, Z AU - Winkler, C AU - University of Michigan Transportation Research Institute AU - General Motors Corporation AU - National Highway Traffic Safety Administration TI - Automotive Collision Avoidance System Field Operational Test Report: Methodology and Results Appendices PY - 2005/08//Final Research Report SP - 430p AB - The Automotive Collision Avoidance System field operational test (or ACAS FOT) project was led by General Motors (with Delphi playing a major supporting role) under a cooperative agreement with the U.S. Department of Transportation. The work conducted by the University of Michigan Transportation Research Institute under this project is the subject of this two-volume report. This work involved developing the FOT methodology, gathering the FOT data, and the analysis and interpretation of this massive dataset. The FOT involved exposing a fleet of 11 ACAS-equipped Buick LeSabre passenger cars to 12 months of naturalistic driving by lay drivers from southeastern Michigan. The ACAS system included both a forward crash warning (FCW) system and an adaptive cruise control (ACC) system. The goal of the FOT was to examine the suitability of the ACAS system for widespread deployment from the perspectives of both driving safety and driver acceptance. Ninety-six drivers participated in the project, with an accumulation of 137,000 miles of driving. Data included over 300 data signals collected at 10 Hz with corresponding samples of video of the forward driving scene and the driver’s face. A set of subjective instruments were used to capture information about the driver and their self-reported tendencies, as well as postdrive questionnaires, interviews (which included video replays of alert experiences), and focus groups. Results indicated that ACC was widely accepted by drivers, whereas the acceptance of FCW was mixed (due to false alarms) and was not found to be significantly related to FCW alert rate. ACC was found to be benign from a traffic safety perspective, with possible benefits resulting from the marked reduction in short (<1 second) headways and reduced passing behavior observed during ACC driving. While incidents were found in which the FCW may have contributed to a timely driver response to an emerging rear-end crash conflict, the frequency or magnitude of such conflicts in manual driving was unchanged when FCW was enabled. In addition, headways in manual driving with FCW enabled were found to increase on freeways and also during daytime driving. KW - Acceptance KW - Autonomous intelligent cruise control KW - Crash avoidance systems KW - Data analysis KW - Data collection KW - False alarms (In-vehicle alerting devices) KW - Field tests KW - Headways KW - Highway safety KW - Methodology KW - Passing KW - Rear end crashes UR - http://hdl.handle.net/2027.42/49540 UR - https://trid.trb.org/view/806102 ER - TY - RPRT AN - 01024435 AU - Kiefer, R J AU - Cassar, M T AU - Flannagan, C A AU - Jerome, C J AU - Palmer, M D AU - Crash Avoidance Metrics Partnership AU - National Highway Traffic Safety Administration TI - Surprise Braking Trials, Time-to-Collision Judgments, and "First Look" Maneuvers Under Realistic Rear-End Crash Scenarios PY - 2005/08//Final Report SP - 80p AB - This project continues to build upon the foundation provided by the human factors experimentation conducted in the previous Crash Avoidance Metrics Partnership (CAMP) Forward Collision Warning (FCW) system efforts. As in the previous CAMP FCW research, this work was conducted with a surrogate target, test-track methodology, which allows driver behavior to be observed under controlled, real approach, rear-end crash scenario conditions. The surrogate target, test-track methodology involves three vehicles--a lead vehicle, a mock vehicle (or surrogate target vehicle), and a subject vehicle that is driven by the test participant. The real driving conditions created with the surrogate target, test track methodology are likely to increase the chance that the crash alert timing approach developed will generalize to real-world conditions. The major conclusions from this research are as follows: (1) Based on test driver intervention rates during surprise trials, the alert timing approach evaluated, coupled with a single-stage, dual-modality (auditory plus visual) FCW alert, was found to be robust, effective, and judged appropriate across the wide range of conditions evaluated. (2) The benefits of the FCW alert during surprise trials were restricted to tasks involving head-down glance activity and were not evident for the eyes-forward distraction tasks examined. (3) Results from the time-to-collision (TTC) and first look visual occlusion studies suggest that, provided the driver is looking toward the lead vehicle, the driver can quickly assess TTC and make the appropriate crash avoidance maneuver under the alert timing assumptions evaluated. (4) Across all the actual FCW alert or simulated FCW alert (via visual occlusion) conditions examined, there is generally a lack of both age and gender effects. This suggests that FCW alerts may be an effective means of equalizing a driver's abilities to avoid rear-end crashes. (5) The "first look" method appears to be a valid, efficient, and promising method for exploring the consequences of later FCW alert timing (e.g., crash avoidance versus crash mitigation). KW - Age KW - Alert systems KW - Braking KW - Collision warning systems KW - Crash Avoidance Metrics Partnership KW - Crash avoidance systems KW - Gender KW - Human factors KW - Human subject testing KW - Rear end crashes KW - Time-to-collision UR - http://ntl.bts.gov/lib/jpodocs/repts_te/14257_files/14257.pdf UR - https://trid.trb.org/view/782297 ER - TY - RPRT AN - 01023432 AU - Curry, R C AU - Greenberg, J A AU - Kiefer, R J AU - Crash Avoidance Metrics Partnership AU - National Highway Traffic Safety Administration TI - Forward Collision Warning Requirements Project. Task 4 Final Report PY - 2005/08//Final Report SP - 126p AB - Drivers’ last-second braking and last-second steering judgments have been studied extensively by the Crash Avoidance Metrics Partnership (CAMP) Forward Collision Warning (FCW) Requirements project. This previous work was conducted under closed-course conditions using a realistic surrogate target lead vehicle. In the current research, a subset of these tests involving more than 4000 individual test runs has been replicated in the National Advanced Driving Simulator (NADS) facility for comparison purposes. The major conclusions from this research are as follows: (1) Scenarios need to pay careful attention to ensure initial headway conditions prior to the critical approach event correspond to those that are typically experienced in real world driving. More generally, scenarios should have real-world validation. (2) Scenarios should emphasize high lead vehicle decelerations. The 0.39-g deceleration levels gave the best results and have been used in previous CAMP surprise trial research. (3) Scenarios should emphasize cases where the relative speed differential is high, particularly when the lead vehicle is stationary. (4) Scenarios should emphasize last-second hard braking or hard steering over last-second “normal” maneuvers. (5) Crash rates should not be used as a metric, and instead, attention should be focused on the interpretation of last-second maneuver onset behavior. KW - Braking KW - Countermeasures KW - Crash avoidance systems KW - Deceleration KW - Differential speed KW - Driver support systems KW - Driving maneuvers KW - Driving simulators KW - Hard braking KW - Headways KW - Highway safety KW - Judgment (Human characteristics) KW - Last second braking KW - Lead vehicle KW - Rear end crashes KW - Relative speed KW - Steering KW - Traffic crashes KW - Traffic safety KW - Warning systems UR - https://trid.trb.org/view/778859 ER - TY - SER AN - 01016469 JO - Traffic Safety Facts - Research Note PB - National Highway Traffic Safety Administration AU - Glassbrenner, Donna TI - Safety Belt Use in 2005 - Overall Results PY - 2005/08 IS - HS-809 932 SP - 4p AB - In June 2005, safety belt use in the U.S. reached 82%, the highest level yet recorded and a statistically significant increase over the 80% use rate from a year prior. This result is from the National Occupant Protection Use Survey (NOPUS), which provides the only probability-based observed data on safety 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 (NHTSA). The 2005 survey also found the following: (1) The increase in use during 2004 - 2005 occurred in several areas, including two areas of focus of a national campaign by NHTSA and the States to increase safety belt use - pickup trucks and rural areas. Use increased by 3 percentage points in both of these categories. Other statistically significant increases occurred in cars, vans and SUVs, weekday rush hour, and weekday nonrush hour, among other areas. (2) The data continue to show that high use rates are attainable with safety belt use reaching an 85% milestone use rate in States with primary enforcement laws, as well as in vans and SUVs nationwide. KW - Automobiles KW - Highway safety KW - National Occupant Protection Use Survey KW - Nonpeak periods KW - Peak hour traffic KW - Pickup trucks KW - Primary enforcement laws KW - Rural areas KW - Seat belts KW - Sport utility vehicles KW - States KW - Statistics KW - Traffic safety KW - United States KW - Utilization KW - Vans KW - Weekdays UR - http://www.westernite.org/Sections/sbr/articles/Seatbelt-usage.pdf UR - https://trid.trb.org/view/771835 ER - TY - SER AN - 01016467 JO - Traffic Safety Facts - Research Note PB - National Highway Traffic Safety Administration AU - Glassbrenner, Donna TI - Motorcycle Helmet Use in 2005 - Overall Results PY - 2005/08 IS - HS-809 937 SP - 5p AB - In June 2005, 48% of motorcyclists in the U.S. used DOT-compliant helmets, a 10-point drop from the usage rate last year. This result is from the National Occupant Protection Use Survey (NOPUS), which provides the only 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 (NHTSA). The 2005 survey also found the following: (1) The use of helmets that are not compliant with Federal safety regulations was 9% in 2005, statistically unchanged from the prior year. Such helmets include helmets with an insufficient coverage area or insufficient thickness to provide adequate protection in a crash. (2) The drop in the use of DOT-compliant helmets occurred in States not requiring all motorcyclists to use helmets (a 10-point drop), and occurred on both expressways (a 9-point drop) and surface streets (a 10-point drop), among other categories. (3) Use rates remain statistically lower in States that do not require all riders to use helmets. In 2005, 67% of motorcyclists in States requiring helmet use wore DOT-compliant helmets, compared to 38% in States not requiring all to use helmets. KW - Department of Transportation KW - Department of Transportation-compliant helmets KW - Federal government KW - Highway safety KW - Motorcycle crashes KW - Motorcycle helmets KW - Motorcyclists KW - National Occupant Protection Use Survey KW - Protection KW - Regulations KW - Requirements KW - States KW - Statistics KW - Traffic safety KW - United States KW - Utilization UR - http://www-nrd.nhtsa.dot.gov/Pubs/809937.pdf UR - https://trid.trb.org/view/771836 ER - TY - RPRT AN - 01008886 AU - National Highway Traffic Safety Administration TI - 2004 Annual Assessment of Motor Vehicle Crashes PY - 2005/08 SP - 165p AB - This report updates the 2004 Projections released in April 2005, which were based on a statistical procedure using incomplete/partial data. This report also compares fatality counts and injury estimates resulting from motor vehicle traffic crashes occurring in 2004 with counts and estimates from final 2003 files. Counts and estimates are based on Fatality Analysis Reporting System (FARS) and National Automotive Sampling System (NASS) General Estimates System (GES) files. The fatality counts for 2004 will be updated based on final FARS files released next year. Data from 2003 are final and will not be updated again. KW - Annual reports KW - Fatalities KW - Fatality Analysis Reporting System KW - General Estimates System KW - Injuries KW - National Automotive Sampling System KW - Statistics KW - Traffic crashes KW - Trend (Statistics) KW - United States UR - https://trid.trb.org/view/765370 ER - TY - SER AN - 01008885 JO - Traffic Safety Facts - Crash Stats PB - National Center for Statistics and Analysis TI - Alcohol-Related Fatalities in 2004 PY - 2005/08 IS - HS-809 904 SP - 2p AB - Early results from the 2004 Fatality Analysis Reporting System (FARS) show that the number of alcohol-related fatalities in motor vehicle traffic crashes declined from 2003. This is the second consecutive year in which alcohol-related fatalities have declined, after reaching a recent high of 17,524 in 2002. With an expected increase in vehicle miles traveled (VMT), the alcohol-related fatality rate per 100 million VMT will be 0.57, the lowest recorded by the Department of Transportation. Also, fatalities in "high-alcohol" crashes, i.e., crashes where the highest blood alcohol concentration was .08 grams per deciliter or above, also declined by 1.8%, to 14,409 fatalities. KW - Blood alcohol levels KW - Drunk driving KW - Fatalities KW - Fatality Analysis Reporting System KW - Statistics KW - Vehicle miles of travel UR - https://trid.trb.org/view/765367 ER - TY - SER AN - 01007229 JO - Road Safety Research Report PB - Department for Transport, England AU - Clarke, David D AU - Ward, Pat AU - Bartle, Craig AU - Truman, Wendy AU - Department for Transport, England TI - An In-depth Study of Work-related Road Traffic Accidents SN - 1904763545 PY - 2005/08 IS - 58 SP - 42p AB - Road traffic accidents while at work are the single largest cause of occupational fatality in the United Kingdom. Work-related road accidents do not comprise a homogeneous group, but take many forms, encompassing the use of varying types of vehicle used for diverse purposes and including special sub-groups such as those working in, on, or near the highway. A sample of 2111 accident cases was considered, including 1009 in detail, from Midland police forces, involving drivers/workers of all ages and covering the years 1996-2004 inclusive. Each case was summarized on a database including the main objective features (such as time and place) and a summary narrative, a sketch plan and a list of explanatory factors. The summary narrative, in particular, included judgements by the researchers that emphasized the sequence of events leading up to the accident. The main findings were as follows: (1) There were six main classes of accident-involved vehicle, which covered 88% of the sample. These were company cars, vans/pickups, lorries - large goods vehicles (LGVs), buses - passenger carrying vehicles (PCVs), taxis/minicabs and emergency vehicles. Sub-groups in the remaining 12% of the sample included people driving miscellaneous vehicle types and those working in, on, or near the road. (2) The drivers of company cars, vans/pickups and lorries (LGVs) all appeared to have a high 'blameworthiness' ratio in their accident involvement. Company car drivers showed excess speed as a causal factor, whereas van drivers showed more observational failures, and LGV drivers showed more fatigue and vehicle defects as factors. (3) The drivers of buses (PCVs), taxis/minicabs and emergency vehicles showed a low 'blameworthiness' ratio in their accident involvement. Their problems seemed to be primarily with the other drivers/parties with whom they share the road. While they made a variety of mistakes or errors, they were more likely to become the victim of another party's mistake or error. (4) Workers on, in, or near the road seemed to come to grief through the behavior of drivers who sometimes seemed to be aggressively asserting their right of way over pedestrians with little regard to their safety. KW - Crash causes KW - Occupational safety KW - Traffic crashes KW - United Kingdom KW - Vehicle classification UR - https://trid.trb.org/view/763637 ER - TY - JOUR AN - 01007225 JO - Volpe Journal PB - Volpe National Transportation Systems Center TI - Mitigating the Consequences of Accidents PY - 2005/08 SP - pp 18-31 AB - If an accident occurs, effective strategies must be available to minimize the effects in terms of loss of life, injury, and property damage. The Volpe Center's work in this area is reviewed in this report. It ranges from occupant protection strategies to providing guidance on how to respond to accidents in a way that minimizes their negative effects. The results of these activities contribute to developing safer vehicles in all transportation modes and support the Department of Transportation's role in establishing appropriate regulations that protect the safety of travelers. KW - Crash injury research KW - Crashworthiness KW - Disaster preparedness KW - Emergency response planning KW - Highway safety KW - John A. Volpe National Transportation Systems Center KW - Occupant protection devices KW - Railroad safety KW - Research KW - Traffic crashes KW - Transit safety KW - Vehicle safety UR - https://trid.trb.org/view/763690 ER - TY - JOUR AN - 01007217 JO - Volpe Journal PB - Volpe National Transportation Systems Center TI - Preventing Accidents PY - 2005/08 SP - pp 6-17 AB - As the most effective strategy for improving safety is to prevent accidents from occurring at all, the Volpe Center applies a broad range of research techniques and capabilities to determine causes and consequences of accidents and to identify, assess, and safely deploy countermeasures. The Volpe Center's systems approach can help ensure that safety interventions are innovative, yet practical and sustainable. This report highlights selected examples of Volpe's accident prevention work that improve the safety of motor vehicles, rail, transit, and aviation. KW - Aviation safety KW - Countermeasures KW - Crash causes KW - Highway safety KW - John A. Volpe National Transportation Systems Center KW - Prevention KW - Railroad safety KW - Research KW - Safety KW - Strategic planning KW - Transit safety KW - Vehicle safety UR - https://trid.trb.org/view/763688 ER - TY - JOUR AN - 01007210 JO - Volpe Journal PB - Volpe National Transportation Systems Center TI - Future Directions for Transportation Safety Research PY - 2005/08 SP - pp 32-35 AB - Many opportunities now exist that can contribute significantly to preventing accidents, mitigating consequences, and improving responses to incidents in all modes. Two parallel and interrelated areas that offer particularly promising results are technology and human performance and behavior. The discussion in this report emphasizes highway safety, which represents well over 90% of transportation-related deaths and injuries. However, the approaches discussed are directly relevant to all modes and represent topics in which the Volpe Center's thorough understanding of safety, technical expertise, experience in working with academia and the private sector, and broad system perspective will enable the Center to continue its long history of significant contributions to transportation safety. In the discussion of technology, four areas are examined: technological operator aids, vehicle crashworthiness, analyzing safety data, and emerging challenges. In the area of human performance and behavior, three areas of particular importance for future safety improvements are discussed: design and assessment of operator aids, driver distraction, and understanding operator characteristics. KW - Crash data KW - Crashworthiness KW - Data analysis KW - Distraction KW - Driver characteristics KW - Driver support systems KW - Future KW - Highway safety KW - Human characteristics KW - Human factors KW - Prevention KW - Research KW - Safety KW - Technological innovations KW - Technology KW - Transportation safety UR - https://trid.trb.org/view/763698 ER - TY - JOUR AN - 01007207 JO - Volpe Journal PB - Volpe National Transportation Systems Center TI - Introduction (Volpe Journal 2005) PY - 2005/08 SP - pp 2-5 AB - This issue of the Volpe Journal provides a framework for transportation safety research and presents examples of the Volpe Center's work within this framework. More importantly, this issue proposes future directions for transportation safety in aviation, rail transportation and highway transportation, and asks questions that will help determine the best approaches to increasingly complicated transportation problems. KW - Aviation safety KW - Future KW - Highway safety KW - John A. Volpe National Transportation Systems Center KW - Railroad safety KW - Research KW - Transportation safety UR - https://trid.trb.org/view/763686 ER - TY - SER AN - 01007204 JO - TRAFFIC TECH PB - National Highway Traffic Safety Administration TI - Drugs and Human Performance Fact Sheets PY - 2005/08 SP - 2p AB - "Drugs and Human Performance Fact Sheets" are compilations of facts on 16 commonly used and abused drugs, both illicit and licit, some prescription drugs and a few over-the-counter drugs. These fact sheets are the result of the deliberations of the International Consultative Panel on Drugs and Driving Impairment held in Seattle, Washington, in August 2000. This Traffic Tech presents a list of the 16 drugs and describes the information that is found in the fact sheets, which is categorized as follows: Drug Chemistry, Medical and Dosage Information, Pharmacology, Drug Effects, Effects on Driving, Drug Evaluation and Classification, Panel's Assessment of Driving Risks, and References. A major limitation of the fact sheets is that they primarily relate to single drug use. KW - Crash risk forecasting KW - Drugs KW - Fact sheets KW - Impaired drivers UR - http://purl.access.gpo.gov/GPO/LPS102960 UR - https://trid.trb.org/view/763355 ER - TY - RPRT AN - 01007181 AU - Sundeen, Matt AU - National Conference of State Legislatures TI - Cell Phones and Highway Safety: 2005 State Legislative Update PY - 2005/08 SP - 38p AB - Although driver inattention has always been a traffic safety concern, state lawmaker interest in distracted driving has increased dramatically in recent years. Since 1999, every state has considered legislation related to driver distraction. In 2004, legislatures in 33 states considered bills, and legislators in at least 39 states had proposed driver distraction legislation as of June 2005. Although opinions differ over which distractions cause the most crashes, most experts agree that, during the last decade, the rapid growth of new wireless technologies in the driving environment--most notably cell phones--is most responsible for the resurgence in driver distraction legislation. Advances in cell phone complexity also have made them a target for potential regulation. This report contains information on state, federal, local and international action with regard to the use of cell phones while driving; enforcement and effectiveness of these actions; driver education concerning driver distractions; and legal liability of drivers involved in accidents while using a cell phone. Appendices contain (A) existing state laws regarding mobile phone use while driving, (B) state laws regarding televisions and video monitors; and (C) 2005 distracted driver legislation. KW - Cellular telephones KW - Countries KW - Distraction KW - Driver education KW - Federal government KW - Highway safety KW - Law enforcement KW - Legislation KW - Liability KW - Local government KW - State government KW - State laws KW - Television KW - Traffic crashes KW - Video Monitors KW - Wireless communication systems UR - http://jcots.state.va.us/pdf/Cell%20Phones%20and%20Highway%20Safety%202005.pdf UR - https://trid.trb.org/view/763347 ER - TY - SER AN - 01003480 JO - TRAFFIC TECH PB - National Highway Traffic Safety Administration TI - Florida's Motorcycle Helmet Law Repeal PY - 2005/08 IS - 306 SP - 2p AB - Florida repealed the legal requirement that all motorcyclists wear protective helmets on July 1, 2000. State law now requires helmet use only by riders under the age of 21, and by older riders who do not have a minimum of $10,000 medical insurance coverage. This Traffic Tech summarizes the findings from a study by the Preusser Research Group that evaluated the effects of the motorcycle helmet law repeal in Florida. The study was based on observational surveys of helmet use and crash reports. The effects of Florida's repeal of its all-rider motorcycle helmet use law are similar to those seen in the other states that have repealed such laws. Briefly, some of the findings were: deaths increased by 24% above what was expected from the increase in motorcycle registrations; helmet use declined from near 100% to near 50% after the repeal; the decline in helmet use likely contributed to the increase in fatalities; deaths in riders <21 years, who were still required to wear helmets, increased by 188%; motorcycle fatalities and fatality rates rose in Florida much more than nationally; costs to treat injured motorcyclists with head injury as primary diagnosis more than doubled - to $44 million in 2002; fewer than 25% of the hospitalized cases for head, brain or skull injuries cost less than $10,000, the required level of insurance to ride without a helmet; and one out of five hospital-admitted motorcyclists had costs (total $10.5 million) billed to charitable and public sources (e.g., Medicaid). KW - Brain KW - Costs KW - Crash reports KW - Fatalities KW - Florida KW - Head KW - Helmet laws KW - Helmet use KW - Injuries KW - Motorcycle helmets KW - Motorcycles KW - Registrations KW - Repeal KW - Skull fractures KW - State laws KW - Surveys UR - http://www.nhtsa.dot.gov/people/injury/pedbimot/motorcycle/2079TTFlaRepealWeb/images/Traffic%20tech%20299.pdf UR - http://www.nhtsa.dot.gov/people/injury/pedbimot/motorcycle/2079TTFlaRepealWeb/index.htm UR - https://trid.trb.org/view/759823 ER - TY - RPRT AN - 01003478 AU - Ulmer, Robert G AU - Northrup, Veronika Shabanova AU - Preusser Research Group, Incorporated AU - National Highway Traffic Safety Administration TI - Evaluation of the Repeal of the All-Rider Motorcycle Helmet Law in Florida PY - 2005/08//Final Report SP - 56p AB - Effective July 1, 2000, Florida eliminated the legal requirement that all motorcycle riders wear helmets. State law now requires helmet use only by riders under the age of 21, or older riders who do not carry at least $10,000 of medical insurance. Observational surveys and crash reports indicated that helmet use dropped substantially following the law change. Motorcyclist fatalities increased by 81% comparing 2001-2003 to 1997-1999, compared to +48% nationally. Non-fatal serious injuries began increasing in the first six months of 2000 and increased by 32% in the first year following law repeal. There was a 40% increase in the number of injured motorcyclists who were admitted to hospitals. Admissions for head injuries increased by 82%. The average head injury treatment cost increased by almost $10,000 to $45,602. In 1998 and 1999, the acute care hospital charges for head-brain-skull principal injury cases per 10,000 registered motorcycles were $311,549 and $428,347, respectively. The comparable figures for 2001 and 2002 were $605,854 and $610,386, adjusted for inflation. Time series analysis showed a statistically significant increase in fatalities while controlling for changes in motorcycle registrations. Similar analyses also showed significant increases for Kentucky, Louisiana and Texas. Florida crash reports also indicated that helmet use declined markedly among riders under age 21, who were still covered by the law. Fatalities in this age group nearly tripled in the three years after the law change. Comparing the 30 months before and after the law change, there was an increase of 55% in the average annual number of motorcyclists killed (181 to 280, respectively). Registrations increased an average 33.7% in this time period. Some of the increases in fatalities and other injuries in Florida were probably due to this increased ridership. The expected number of motorcycle fatalities as a result of the increase in registrations was 242. The actual number who died in 2002 was 301, 56 (+24%) more motorcycle fatalities than expected as a result of increased registrations alone. Nationally in 2001 and 2002, motorcycle miles of travel declined compared to earlier years. Given the large registration increase in Florida, it is unlikely that this national pattern held in the State. KW - Brain KW - Costs KW - Crash reports KW - Fatalities KW - Florida KW - Head KW - Helmet laws KW - Helmet use KW - Injuries KW - Motorcycle helmets KW - Motorcycles KW - Registrations KW - Repeal KW - Skull fractures KW - State laws KW - Surveys KW - Vehicle miles of travel UR - http://www.nhtsa.dot.gov/people/injury/pedbimot/motorcycle/FlaMCReport/pages/Index.htm UR - https://trid.trb.org/view/759822 ER - TY - RPRT AN - 01007231 AU - Rosenker, Mark V AU - National Transportation Safety Board TI - National Transportation Safety Board Safety Recommendation, H-05-19 through -22 PY - 2005/07/21 SP - 8p AB - These safety recommendations, addressed to Mr. Michael W. Behrens, Executive Director, Texas Department of Transportation, concern the need to better identify areas with a high risk of accidents and implement the necessary roadway improvements. The National Transportation Safety Board makes the following recommendations to the Texas Department of Transportation: (H-05-19) Inventory highway locations where poor vertical geometries, combined with low coefficients of friction and speeds greater than the design speed of the roadway, may create a situation in which traffic has inadequate stopping sight distance, and develop and implement a plan for repaving or other roadway improvements; (H-05-20) Install variable speed limit signs or implement alternate countermeasures at locations where wet weather can produce stopping distances that exceed the available sight distance; (H-05-21) Change the Texas Pavement Management Information System to increase its emphasis on roadways with low coefficients of friction in determining maintenance priorities; and (H-05-22) Revise and validate the Texas Wet Weather Accident Reduction Program so that improvement priorities are not disproportionately influenced by the number of accidents that occur but also consider locations where surface conditions and roadway geometry lead to very low friction coefficients and dangerous conditions. KW - Coefficient of friction KW - Countermeasures KW - High risk locations KW - Improvements KW - Pavement management systems KW - Recommendations KW - Resurfacing KW - Speed limits KW - Stopping sight distance KW - Strategic planning KW - Texas Department of Transportation KW - Traffic safety KW - Variable message signs KW - Vertical alignment KW - Wet weather UR - https://trid.trb.org/view/763236 ER - TY - RPRT AN - 01007223 AU - Rosenker, Mark V AU - National Transportation Safety Board TI - National Transportation Safety Board Safety Recommendation, H-05-18 PY - 2005/07/21 SP - 5p AB - This safety recommendation, addressed to the Honorable Annette M. Sandberg, Administrator, Federal Motor Carrier Safety Administration (FMCSA), concerns the tread depth of commercial vehicle tires. The National Transportation Safety Board makes the following recommendation to the FMCSA: (H-05-18) Once the testing in recommendation H-05-17 is complete, modify the tread depth requirements for each axle to reflect the results of the research. KW - Commercial vehicles KW - Recommendations KW - Tires KW - Tread depth KW - U.S. Federal Motor Carrier Safety Administration UR - https://trid.trb.org/view/763234 ER - TY - RPRT AN - 01007209 AU - Rosenker, Mark V AU - National Transportation Safety Board TI - National Transportation Safety Board Safety Recommendation, H-05-17 PY - 2005/07/21 SP - 4p AB - This safety recommendation, addressed to the Honorable Jeffrey W. Runge, M.D., Administrator, National Highway Traffic Safety Administration (NHTSA), concerns tread depth of commercial vehicle tires. The National Transportation Safety Board makes the following recommendation to NHTSA: (H-05-17) Conduct testing on the effects of differing tread depths for the steer and drive axle tires. KW - Commercial vehicles KW - Recommendations KW - Tires KW - Tread depth KW - U.S. National Highway Traffic Safety Administration UR - https://trid.trb.org/view/763233 ER - TY - RPRT AN - 01007196 AU - Rosenker, Mark V AU - National Transportation Safety Board TI - National Transportation Safety Board Safety Recommendation, H-05-12 through -16 PY - 2005/07/21 SP - 8p AB - These safety recommendations, addressed to the Honorable Mary E. Peters, Administrator, Federal Highway Administration (FHWA), are concerned with Federal guidance on identifying and eliminating locations with wet weather accident problems. The National Transportation Safety Board makes the following recommendations to the FHWA: (H-05-12) Issue guidance to FHWA field offices describing the inadequate stopping sight distance that could occur when poor vertical geometries exist at locations with low coefficients of friction and speeds higher than the design speed and work with the States to inventory such locations; (H-05-13) Once the locations in recommendation H-05-12 have been identified, assist the States in developing and implementing a plan for repaving or other roadway improvements; (H-05-14) Issue guidance recommending the use of variable speed limit signs in wet weather at locations where the operating speed exceeds the design speed and the stopping distance exceeds the available sight distance; (H-05-15) Conduct research on commercial vehicle tire and wet pavement surface interaction to determine minimum frictional quality standards for commercial tires on wet pavement, and once completed (1) revise the tire requirements for commercial vehicles operating on wet pavement at highway speeds and (2) develop minimum acceptable pavement coefficients of friction and maximum permissible pavement rut depths as part of roadway maintenance requirements, as appropriate; and (H-05-16) Review State programs that identify and eliminate locations with a high risk of wet weather accidents and develop and issue a best practices guide on wet weather accident reduction. KW - Best practices KW - Coefficient of friction KW - Commercial vehicles KW - High risk locations KW - Recommendations KW - Resurfacing KW - Rut depth KW - Speed limits KW - Stopping sight distance KW - Tires KW - Traffic safety KW - Tread depth KW - U.S. Federal Highway Administration KW - Variable message signs KW - Vertical alignment KW - Wet weather UR - https://trid.trb.org/view/763230 ER - TY - JOUR AN - 01007230 JO - GOVERNMENT EXECUTIVE PB - Executive Publications, Incorporated AU - Dickey, Beth TI - Roads' Toll PY - 2005/07/01 VL - 37 IS - 11 SP - pp 54-59 AB - The federal government is looking to a free market system to fix the nation's gridlock. The U.S. Department of Transportation, particularly its Federal Highway Administration (FHWA), is tightening fiscal controls and management oversight on projects that rely on federal aid. The principal funding mechanism for federal highway programs is the Highway Trust Fund, which is no longer sufficient to meet demand. Through its Value Pricing Pilot Program, FHWA supports market-based projects such as high-occupancy toll lanes to reduce congestion, improve transportation system performance and promote mobility. Since 2002, FHWA has also encouraged design-build contracting on projects costing more than $50 million. KW - Design build KW - Federal aid KW - Financing KW - High occupancy toll lanes KW - Highway Trust Fund KW - Highways KW - Oversight KW - Road pricing KW - Toll roads UR - https://trid.trb.org/view/763309 ER - TY - RPRT AN - 01095521 AU - National Highway Traffic Safety Administration TI - National EMS Core Content PY - 2005/07 SP - 41p AB - The "Model of Clinical Practice of Emergency Medicine" Listing of Conditions and Components, as well as its matrix, was used as a basis for developing the "National EMS Core Content." As with the "Model of Clinical Practice of Emergency Medicine," the "National EMS Core Content" is not just a list of knowledge, skills, and tasks; it describes what emergency medical services (EMS) providers must know and how they practice. The EMS providers must master, at their level of licensure, the Listing of Conditions and Components, and must learn skills and procedures unique to their practice. Then, when assessing a patient, the EMS providers must use their knowledge, skills, and procedures commensurate with the level of patient criticality. KW - Education and training KW - Emergency medical services KW - Knowledge KW - Motor skills KW - Procedures KW - Tasks UR - https://trid.trb.org/view/851891 ER - TY - RPRT AN - 01095520 AU - National Highway Traffic Safety Administration TI - The Role of Alcohol Beverage Control Agencies in the Enforcement and Adjudication of Alcohol Laws PY - 2005/07//Revised Edition; Research Report SP - 31p AB - This report examines the role of State alcohol beverage control (ABC) agencies in the prevention of alcohol-related problems, focusing on the agencies' powers to: (1) license alcohol establishments; (2) enforce alcohol laws and regulations; and (3) adjudicate violations of these policies. For each agency function, the paper reviews the research regarding its role in addressing public health problems and the current status and type of action being implemented across the 50 States and the District of Columbia. Finally, recommendations are provided for enhancing State ABC agencies' roles in reducing alcohol-related problems. KW - Adjudication KW - Alcoholic beverages KW - Drinking establishments KW - Law enforcement KW - Licensing KW - Sales KW - States UR - https://trid.trb.org/view/851886 ER - TY - SER AN - 01076431 JO - Traffic Safety Facts - Traffic Tech PB - National Highway Traffic Safety Administration TI - Strategies for Medical Advisory Boards and Driver Licensing Review PY - 2005/07 IS - 309 SP - 2p AB - Every state has some form of medical advisory board (MAB) to help determine the fitness of individuals who have medical problems to drive. However, each MAB has its own set of responsibilities that differ widely from state to state. This fact sheet describes a project to (a) document the activities of the MABs or medical review units in the 50 States and the District of Columbia with respect to determining fitness to drive; and (b) determine which activities currently applied by one or more jurisdictions deserve consideration as “recommended strategies,” and how to implement them. Information obtained from documents, interviews, meetings with medical and traffic safety administrators, and a relative value assessment exercise was used to determine a set of 11 strategic recommendations addressing MAB organization, procedures, rules and guidelines, and driver responsibilities. KW - Administration KW - Administrative procedures KW - Advisory groups KW - Diseases and medical conditions KW - Drivers KW - Evaluation and assessment KW - Fitness to drive KW - Guidelines KW - Medical advisory boards KW - Medical personnel KW - Recommendations KW - States KW - Strategic planning UR - http://www.nhtsa.gov/portal/site/nhtsa/template.MAXIMIZE/menuitem.935ae205e29ac00baff82410dba046a0/?javax.portlet.tpst=0f20ab7a9032b29e6be0955e1891ef9a_ws_MX&javax.portlet.prp_0f20ab7a9032b29e6be0955e1891ef9a_viewID=detail_view&itemID=ebea47c9cdba9010VgnVCM1000002c567798RCRD&orderTrafficTechSelect=3D&trafficTechYearSelect=2006&overrideViewName=Report UR - https://trid.trb.org/view/835452 ER - TY - RPRT AN - 01008882 AU - Lococo, Kathy H AU - Staplin, Loren AU - TransAnalytics, LLC AU - National Highway Traffic Safety Administration TI - Strategies for Medical Advisory Boards and Licensing Review PY - 2005/07//Final Report SP - 78p AB - The objectives of this project were: (1) to document the medical review practices of Medical Advisory Boards (MABs) and other medical review units within the 51 driver-licensing agencies in the United States with respect to determining fitness to drive; and (2) to develop recommended strategies for the identification, assessment, and disposition of drivers with medical conditions and functional impairments, and related customer service goals. This information regarding medical review practices was obtained through requests of licensing officials to complete an extensive mail-back survey on behalf of the American Association of Motor Vehicle Administrators (AAMVA) and to participate in follow-up telephone calls with the Principal Investigator to expand their responses. Information from the telephone conversations; the written survey responses; and medical forms, guidelines, and statutes provided by survey respondents was summarized into a 5- to 10-page narrative for each of the 51 jurisdictions. A Task Report titled, "Summary of Medical Advisory Board Practices in the United States," was prepared that includes the State summaries and multiple appendices presenting summary tables; this document is currently posted on AAMVA's Website at www.aamva.org. An in-depth study was also conducted to determine which activities currently applied by one or more jurisdictions deserve priority for consideration as recommended strategies and how to implement them. Two activities were undertaken to assist in this determination. The first activity involved completion of a Relative Value Assessment exercise by key licensing officials and medical staff in 45 jurisdictions. The second activity was accomplished through a 1 1/2-day meeting with MAB physicians and administrative medical review unit supervisors in 11 jurisdictions to discuss recommended strategies for medical review and overcoming barriers to their implementation. This report summarizes the activities conducted in this project, and provides recommendations for recommended strategies for licensing drivers with medical conditions and functional impairments. KW - Diseases and medical conditions KW - Driver licensing KW - Functional impairments KW - Impaired drivers KW - Interviewing KW - Medical Advisory Boards KW - Physical fitness KW - Questionnaires KW - Recommendations KW - State of the practice KW - States KW - Strategic planning KW - Surveys KW - United States UR - http://www.nhtsa.dot.gov/people/injury/research/MedicalAdvisory/ UR - http://www.nhtsa.dot.gov/people/injury/research/MedicalAdvisory/pages/Job%201602%20-%20final%20new.pdf UR - http://ntl.bts.gov/lib/60000/60200/60266/Job_1602_-_final_new.pdf UR - https://trid.trb.org/view/763971 ER - TY - RPRT AN - 01008869 AU - National Highway Traffic Safety Administration TI - Consumer Guide to Uniform Tire Quality Grading PY - 2005/07//Revised SP - 89p 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/763704 ER - TY - RPRT AN - 01007224 AU - Matteson, Anne AU - Blower, Daniel F AU - University of Michigan Transportation Research Institute AU - Federal Motor Carrier Safety Administration TI - Evaluation of Illinois Crash Data Reported to MCMIS Crash File PY - 2005/07//Special Report SP - 41p AB - This document is part of a series of reports evaluating the data reported to the Motor Carrier Management Information System (MCMIS) Crash file undertaken by the Center for National Truck and Bus Statistics at the University of Michigan Transportation Research Institute. Earlier studies showed that reporting to the MCMIS Crash file was significantly incomplete in other states. This report evaluates reporting to the MCMIS Crash file from the state of Illinois. MCMIS Crash file records were matched to the Illinois Police Accident Report (PAR) file to determine the nature and extent of reporting. Overall, Illinois submitted 43.0% of its reportable crash involvements to the MCMIS Crash file in 2003. Reporting rates varied by vehicle type, crash severity, and reporting agency. Reporting rates are 71.0% for fatal crashes, 42.3% for injury cases, and 42.6% for tow/disabled accidents. Single unit trucks are reported only 25.6% of the time, while tractor semitrailers and tractors without trailers each have reporting rates over 52%. Buses are only reported 4.3% of the time. The state police reported 61.8% of cases they covered compared with 32.7% for the local police. The Chicago area accounts for a large proportion of the unreported cases. Although Illinois' data collection system is comprehensive, it appears that issues connected with identifying the vehicle as a commercial vehicle (CV) is preventing all MCMIS-eligible vehicles from being identified. Officers are less likely to recognize smaller vehicles as CVs, and thus do not record those variables for these cases. Evidence suggests that failure to fill out the CV section of the PAR form results in such cases not being submitted to the MCMIS Crash file. KW - Buses KW - Chicago (Illinois) KW - Commercial vehicles KW - Crash data KW - Crash reports KW - Data quality KW - Illinois KW - Missing data KW - Motor Carrier Management Information System Crash File KW - Police KW - Trucks KW - Underreporting UR - https://trid.trb.org/view/763677 ER - TY - RPRT AN - 01007203 AU - Green, Paul E AU - Blower, Daniel F AU - University of Michigan Transportation Research Institute AU - Federal Motor Carrier Safety Administration TI - Evaluation of New Mexico Crash Data Reported to MCMIS Crash File PY - 2005/07//Special Report SP - 36p AB - This report is part of a series evaluating the data submitted by the several states to the Motor Carrier Management Information System (MCMIS) Crash File. Earlier studies showed that reporting to the MCMIS Crash File was significantly incomplete. This report examines reporting from the state of New Mexico. New Mexico Police Accident Report (PAR) files were matched to the MCMIS Crash File to determine the nature and extent of underreporting. In 2003, there were 1,042 vehicles involved in crashes in New Mexico that were reportable to the MCMIS Crash File. Of these vehicles, 94 were actually reported, resulting in a reporting rate of 9.0%. It appears that there are significant problems in following the guidelines for reporting MCMIS reportable cases. In addition, 47 cases, or 32.4% of the 145 MCMIS cases that were reported do not qualify for reporting. Reporting rates vary by crash severity, crash month, road system, vehicle license plate state, county, and reporting agency. The reporting rate for fatal crashes was 27.5%. Of the 94 cases reported, only 4 were reported after July. The reporting rate was greater on rural interstate roads (16.5%) than on urban roads (4.4%), and vehicles with license plates from states outside of New Mexico had a higher reporting rate (12.3%) than vehicles with New Mexico license plates (4.8%). The reporting rate for buses was only 3.3%. Data quality is also reviewed. The PAR file contains some inconsistencies with respect to vehicle type. The MCMIS file, even though containing only 145 observations, suffers from missing data on several variables. KW - Buses KW - Commercial vehicles KW - Crash data KW - Crash reports KW - Data quality KW - Missing data KW - Motor Carrier Management Information System Crash File KW - New Mexico KW - Police KW - Trucks KW - Underreporting UR - https://trid.trb.org/view/763361 ER - TY - RPRT AN - 01007194 AU - Sivak, Michael AU - Schoettle, Brandon AU - Flannagan, Michael J AU - Minoda, Takako AU - University of Michigan Transportation Research Institute TI - Effectiveness of Clear-Lens Turn Signals in Direct Sunlight PY - 2005/07 SP - 18p AB - Current front turn-signal lamps in the U.S. predominantly use clear lenses and amber bulbs. However, clear-lens lamps are more susceptible than amber-lens lamps to sun reflections that may be interpreted as turn signals (sun phantoms). In this study, the authors quantified the relevant photometric differences in direct sunlight between these two lamp types for a large sample of current lamps, and presented inferences for likely effects on driver performance. Although their data confirm that, in general, clear-lens lamps are likely to provide signals that are less discriminable, the variability within each lamp type is large. In other words, some clear-lens turn lamps currently on the road are likely to be resistant to sun phantoms, and some amber-lens lamps are not. The report also discusses the desirable photometric levels of turn signals for effective performance in direct sunlight. Finally, it is argued that an indirect benefit of turn-signal lamps that are near low-beam headlamps is that, because of their higher required intensities, they are likely to be less susceptible to sun phantoms than lamps farther away from low beams. KW - Color KW - Lenses (Optics) KW - Location KW - Photometry KW - Sunlight KW - Turn signals UR - https://trid.trb.org/view/763600 ER - TY - RPRT AN - 01007184 AU - Council, Forrest AU - Zaloshnja, Eduard AU - Miller, Ted AU - Persaud, Bhagwant N AU - Federal Highway Administration TI - Crash Cost Estimates by Maximum Police-Reported Injury Severity Within Selected Crash Geometries PY - 2005/07 SP - 75p AB - This paper presents estimates for the economic (human capital) and comprehensive costs per crash for six KABCO groupings within 22 selected crash types and within two speed limit categories [<=72 km/h (<=45 mph) and >=80 km/h (>=50 mph)]. The comprehensive costs include nonmonetary losses. To produce these cost estimates, previously developed costs per victim keyed on the Abbreviated Injury Scale (AIS) were merged into U.S. traffic crash data files that scored injuries in both AIS and KABCO scales to produce per crash estimates. The detailed estimates of this study make it possible to include crash severity comparisons in the analysis of different types of crashes by attaching costs to them, and to do so in 2001 dollars. [The KABCO severity scale (National Safety Council, 1990) is used by the investigating police officer on the scene to classify injury severity for occupants with five categories: K, killed; A, disabling injury; B, evident injury; C, possible injury; O, no apparent injury. These definitions may vary slightly for different police agencies.] KW - Abbreviated Injury Scale KW - Cost estimating KW - Crash severity KW - Crash types KW - Injury severity KW - Speed limits KW - Traffic crashes UR - http://www.fhwa.dot.gov/publications/research/safety/05051/ UR - http://www.fhwa.dot.gov/publications/research/safety/05051/05051.pdf UR - http://ntl.bts.gov/lib/42000/42200/42243/FHWA-HRT-05-051.pdf UR - https://trid.trb.org/view/763634 ER - TY - SER AN - 01007183 JO - TRAFFIC TECH PB - National Highway Traffic Safety Administration TI - A Review of the Evidence on Impairment of Antihistamines and Driving Ability PY - 2005/07 SP - 2p AB - There has been a growing awareness of the traffic safety risks due to the behavioral toxicity of drugs, including not only illicit drugs, such as cocaine and marijuana, but also medicinal drugs that are available over-the-counter or by prescription. Widespread use of antihistamines presents a particular concern since the first-generation antihistamines are well known for causing sedation and central nervous system dysfunction that can jeopardize safe driving. Second-generation antihistamines have been produced in the last decade and are associated with fewer side effects and have fewer reports of sedation. The National Highway Traffic Safety Administration sponsored a review of the evidence on impairment of antihistamines on driving ability by the Southern California Research Institute. The results of that review are briefly summarized in this Traffic Tech. KW - Antihistamines KW - Impaired drivers KW - Traffic safety UR - http://www.nhtsa.gov/people/injury/research/antihistamines/Antihistamines%20Web/images/Antihistamines%20text.pdf UR - https://trid.trb.org/view/763348 ER -